r----------------RESTRICTED----------------

FOR OFFICIAL USE ONLY

ERECTION AND MAINTENANCE
INSTRUCTIONS
FOR
ARMY MODEL
P--51H-1,- 5,-10
AIRPLANE
Published under ioint authority of the Commanding General" Army Air
Forces, the Chief of the Bureau of, Aeronautics, and the Air Council of
the United Kingdom.
NOTICE: This document contains information affecting the national defense
of the United States within the meaning of the Espionage Act, 50 U. S. C.,
3' and 32, as amended. Its transmission or the revelation of its con-
tents in any manner to an unauthorized person is prohibited by law,
AN 01-60JF-2
L- RESTRICTED------------------I
Motschall C'ompany-Det roi t-4,300-8/13/45
13 JULY 1945
RESTRICTED
AN 01-60JF-2
THIS PUBLICATION MAY BE USED BY PERSONNEl RENDERING SERVICE TO THE UNITED STATES OR ITS ALLIES
Instructions Applicable to AAF Personnel.
Paragraph 5.d. of Army Regulation 3805 relative to the handling of reo
scrined printed maner is quoted below:
..d. Dissemination of restricted macter.-The information concained
in rescricced documems and (he essential characteristics of restriced materiilJ
may be given to a1l)' persall knou'n to be ill the un,jct 0/ the United Sla/es
lIud to persons 0/ undoubted loyall)' t:llld discretion u'ho art cooperating
;11 Got'ernmell! u'ork. but wlH not be communicated to the public or to the
press except by authorized inilitary public relations agencies."
Instructions Applicable to Navy Personnel.
Na,,y Regulations, Article 75
1
/2. contains the following paragraphs relatin,g
(0 the handlinFt of restricted manee:
"(bJ Restricted maner may be disclosed co persons of discretion in the
Government service when it appears to be in the public interest.
"(c) Reslrhled matter may be disclosed, under special circumstances,
to persons not in the Government service when it appears co be in the
public interest."
The Bureau of Aeronautics Circular Letter No. 12-43 further states:
"therefore. it is requested that all naval activities check their own local
and procedures co make sure that handbooks, service instruc-
tions and other reslr;eted technical publications ace actuaIJy being made
available to both civilian and enlisted personnel who have use for them."
General.
These instructions permit the iss.ue of restricted publications to civilian
contract and other accredited schools in training personnel for Gov-
ernment work, CO civilian concerns contnctin,,;: for overhaul and repair
of aircraft or airccafc accessories, and 'co similar commercial or,,;:anizations.
.-------------L1ST OF REVISED PAGES ISSUED--------------.
NOTE: A heavy. black ,:ertjcal.line,. to the left of the text on revised pages, indicates. the
extent of the revlSIQn. ThiS line IS omitted where more than 50 percent of the page is reVised.
ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:
through the Air Inspector. Technical. whenever practicable, in accordance with T. O. No. 00-253 to the Command-
ing FalCfield Command. Patterson Field, Ohio. Attn: Publications Distribution Branch, as outlined in AAF Regulation 59. For details
of TechnICal Order dlSlrtbullon, see T. O. No. 00253.
NAVY r!quests to the Chief. Buteau of Aeronautics. Navy Department. Washington. D. C. Also, see NavAer ()()500 for details on
dlstrlbuuoa of techmcal publications.
BRITISH ACTIVITIES.-Submit requirements on Form 294A. in duplicate, to the Air Publications and Forms Store New College Leadhall Lane Harro-
gate, Yorkshire, England. , ,
A RESTRICTED
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AN 01-60JF-2
TABLE OF CONTENTS
CONTENTS
SECTION
SECTION II
SECTION III
SECTION IV
Description, leadingParticu(ars. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Shipment and Erection Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Handling and General Maintenance. _. . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 31
Major Component Parts and Installations
1. Fuselage 51 15. System............................... 152
2. Wing 54
3. Empennage 60
4. Surface Controls........................... 66
5. landing Gear............................. 83
6. Wheels and Brakes. . . . . . . . . . . . . . . . . . . . . . . .. 95
7. Engine Mount and Cowling 106
8. Engine .. : 109
9. Engine Accessories. . . . . . . . . . . . . . . . . . . . . . . .. 119
10. Propeller 121
11. Engine Controls. . . . . . . . . . . . . . . . . . . . . . . . . . .. 135
12. Fuel and Air Induction and Water Injection Systems. 138
13. Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . .. 145
14. Starting System 148
16. Oil System. .. . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 162
17. Cooling System...... . . . . . . . . . . . . . . . . . . . . .. 170
18. Instruments 178
19. Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . .. 206
20. Electrical System........................... 234
21. Radio Equipment , . . . . . . . . . . . . . . .. 279
22. Bombing Equipment. . . . . . . . . . . . . . . . . . . . . . . .. 295
23. Gunnery Equipment . . . . . . . . . . . . . . . . . . . . . . .. 299
24. Rocket Equipment.......................... 315
25. Oxygen System. . . . . . . . . . . . . . . . . . . . . . . . . . .. 318
26. Furnishings and Miscellaneous Equipment. . . . . .. 322
27. Heating, Ventilating, and System. . . .. 329
SECTION V Military load Installation ! _ 332
SECTION VI Materials of Construction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 341
SECTION VII Finish. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 343
SECTION VIII Tubing Charts :........ . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 349
SECTION IX Charts and Tables 375
SECTION X ServIce Inspection................................... . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 378
APPENDIX I United States-British Glossary. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 395
ALPHABETICAL INDEX . . . . . . . . . . . . . . . . . . . . .. 398
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FRONTISPIECE
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ii
Three Views of Airplane
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Se.ction I
DESCRIPTION, DIMENSIONS, AND LEADING PARTICULARS
Section I
The Model P-51H Series Airplane is a single-seated, low-wing fighter, having a low-drag laminar-flow wing airfoil. The
Packard-built Rolls Royce V-1650-9 engine incorporates a two-stage, two-speed automatic shifting supercharger; and drives a
four-blade, controllable-pitch, constant-speed, Aeroproducts propeller. Armament includes six .50-caliber guns; in addition,
up to six 5-inch rockets may be carried with bomb racks installed, and ten rockets without racks. A bomb rack under each
wing permits the carrying of bombs, depth charges, chemical tanks, or droppable fuel tanks. Although designed as a long-range
fighter, adaptability to various loading and arming combinations also makes this airplane highly efficient as an interceptor, long-
range escort, and fighter-bomber.
PRINCIPAL DIMENSIONS
(Aircraft in level flight position unless otherwise stated)
General
Span , ' 37 ft. in.
Length (over-all) 33ft. 3)4 in.
Height 12 ft. 7% in.
Height (approx. height tail wheel on ground, propeller blade vertical) 13 ft. 3 in.
Weight (dry, without ammunition and including coolant) 7000 lbs.
Weight (serviced, with ammunition, without pilot or droppable tanks) 9250 lbs.
\
Wing
Airfoil section NAA-NACA low-drag airfoil
Chord at root : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 ft. 9 in.
Chord near tip (at wing station 215) .4 ft. 2 in.
Incidence (variable) at root. +1 degree
Dihedral (at 25 percent line) , 5 degrees
Sweepback (leading edge) 3 degrees 39 min. 34 sec.
Horizontal Stabilizer
Span 14 ft. 10%2 in.
Maximum chord ' 4 ft. 3X in.
Incidence X degree
Dihedral " None
Fuselage
Width (maximum) 3 ft. 0 in.
Height (maximum) 7 ft. 6K6 in.
Length (without engine mount) (from firewall to end of fuselage without rudder) 22 ft. 2 in.
Length (with engine mount) 28 ft. 11 in.
AREAS
Wings (less ailerons) 221.59 sq. ft.
Ailerons (total) 13.41 sq. ft.
Flaps (total) 31.74 sq. ft.
Horizontal stabilizers 35.50 sq. ft.
Elevators (including tabs) 12.85 sq. ft.
Elevator trim tabs (total) 1.44 sq. ft.
Vertical stabilizer (including dorsal fin) 14.89 sq. ft.
Rudder (including tabs) 10.24 sq. ft.
Rudder trim tab (total). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. .74 sq. ft.
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Section I RESTRICTED
AN 01-60JF-2
10 4
Mount Assy.-Engine
Equip. Instal.-Engine and Accessories
Cowling Assy.-Engine Removable
Lower Rear
Frame Instal.-Rear Fus.
Elevator Assy.-Complete
Rudder Assy.-Complete
Frame Assy.-Fus. Sta. 157 to 200 Lower
Canopy Assy.-Cockpit Enclosure Sliding
Stabilizer Assy.-Horiz. Complete
Equip. Instal.-Coolant Sys. Fus. Forward
Equip. Instal.-Radio Sys. Fuselage
Forward
Stabilizer Assy.-Vertical Complete
117-31940
117-42040
117-31528
117-31501 & -1 Cowling Assy.-Engine Upper Removal
117-46031
117-71031
117-316231
117-21001
117-22001
117-23001
117-24001
117-31401
117-31851
27
26
25
23
22
21
24
20
19
17
18
15
16
Installation-Wing
Equip. Instal.-Electrical Sys. Wing Left
Rib Assy.-Wing Sta. 0 Complete
117-10001
117-54014
117-14002
117-14414 & -1 Tip Assy.-Wing
117-16014 & -1 Aileron Assy.-Complete
117-18001 & -1 Flap Assy.-Wing
117-48014 Equip. Instal.-Fuel Sys.
117-33014 Equip. Instal.-Ldg. Gear
117-58014 Equip. Instal.-Hyd. Brake Sys. Wing
117-61214 Equip. Instal.-Fixed Guns
117-63214 Equip. Instal.-Bomb Rack and Controls
Wing
117-31131 Frame Assy.-Front Fus. Complete
117-31612 Firewall Assy.-Complete
117-34031 Instal.-Tail Wheel
117-31813f Windshield Instal.-Fus.
Figure J-Exploded View of Airplane
1
2
3
4
5
6
7
8
9
10
11
12
13
14
2
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AN Ol-60JF-2
SETTINGS AND RANGES OF MOVEMENT OF CONTROL SURFACES
(Movements 'measured in degrees and inches)
DEGREES
Horizontal stabilizer (incidence). . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . .. positive
Vertical stabilizer, offset (measured from fuselage centerline) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1 left
Ailerons-up (from neutral) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15
Ailerons-down (from neutral). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15
Flaps (total) '.' . .. .. .. . . .. . . .. . . .. .. .. . . .. 45
Elevators-up (from streamline with stabilizer) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 25
-down (from streamline with stabilizer). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15
Rudder-right (from streamline with fin) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 30
-left (from streamline with fin) ',' . . . . . . . . . . . . . . . . . . . . . . . . .. 30
Trim Tabs
Elevator-up (from elevator trailing edge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 15
-down (from elevator trailing edge) '. . . . . . . . . . . . . . . . . . . . . . . . . . .. 20
Rudder-right (from rudder trailing edge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10
-left (from rudder trailing edge). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10
Aileron-up (from aileron trailing edge). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10
-down (from aileron trailing edge). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 10
Tolerance on control surface movements (Ys-inch)
*Measuring points shown on figure 3.
LANDING GEAR
Section I
'INCHES


17%

3%


1-1/6

%
%
1),(6
1),(6
Wheel-type Landing Gear
Type Hydraulically retractable
Tread (width from center of tire to center of tire). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
Shock struts (main)
Type Air-oil combination
Manufacturer and Part No Delco Products No. 538800 R.H. and No. 5388001 L.H.
Fluid required
Trade name identification Intava Servo Fluid
AAF Specification No AN-VV-0-366
British equivale.nt DTD 44C
Approximate maximum air pressure 600 pounds per square inch
Wheels (main)
Type 24 x 7.7 Goodyear No. 530840-M-l
Tire 24 x 7.7, 8-ply Nylon, high-pressure, all-weather tread
Tire pressure Approximately 70 to 95 pounds per square inch
Brakes
Type Hydraulic, single-disc, Goodyear No. 530841-A
Tail Wheel Unit
Type Hydraulically retractable
Shock strut '
Type Air-oil combination
Manufacturer and Part No North American Aviation, 117
Fluid required
Trade name identification Intava Servo Fluid
AAF Specification No " AN-VV-0-366
British equivalent _ , DTD 44C
Approximate maximum air pressure 350 pounds per square inch
Wheel (tail)
Type Channel-tread, 12.50 x Goodyear No. 511365
Tire Channel-tread, 12.50 x
Tire pressure Approximately 60 to 70 pounds per square inch
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Section I
STA"O"
It. CARB------------,""--''<--''.---:'>"
It. ENGI NE--------;,L--.......
FRONT
OF
F.R.L.
It. THRUST
COWL STA "0''-'-----"
FUS STA
COWL STA
FUS STA
COWL STA 26.750---------...:>
COWL STA
100.968
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AN 01-60JF-2
209.75
ELEV HINGE PLANE
It PLANE OF REAR BEAM
RUDDER HINGE PLANE
.r------75.25
.r-----70. 125
.r-----57
___---45
375
276.50
16.375
4
Figure 2-Airplane Stations
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AN Ol-60JF-2
ENGINES
Section I
Engines
Number " .. 1
Designation V-1650-9
Gear ratio 4.79:'1
Fuel Spec. No. AN-F-28, Grade 100/130, or Spec. No. AN-F-33, Grade 115/145 (combat)
Oil Spec. No. AN-VV-0-446a, Grade 1100 or 1120
Coolant {Winter [below -15.5C (4F) ]-Spec. ~ AN-E-2 with NaMBT added. Type HC"
Summer-Spec. No. AN-E-2 with NaMBT added. Type HD"
PROPELLER
Propeller
Manufacturer Aeroproducts
Type (4 blades) Selective Constant-speed
Hub No '.' .. A-542-Bl
Blade No : H20-156-29M5
Diameter 11 ft. 1 in.
Pitch setting
Low (fine) 23 degrees
High (coarse) 58 degrees
TANK CAPACITIES
Fuel
Wing tanks (2) R.H. wing .
L.H. wing .
Fuselage tank (1) .
Droppable combat tanks (2) .
Droppable combat tanks (2) .
Total fuel (wing tanks) .
Total fuel (wing and fuselage tanks) .
Total fuel (wing, fuselage, and 75-gal. combat tanks) .' .
Total fuel (wing, fuselage, and 110-gal. combat tanks) .
Oil
Gallons (each)
US IMP.
104 86.6
102 84.9
50 41.6
75 62.4
110 91.6
206 171.5
256 213.1
406 337.9
476 396.3
Tank capacity .
Expansion space , .
Total oil (tank only) .
Total system capacity (including tank) .
Coolant
Engine cooling system
Tank capacity .
Expansion space .
Total system capacity (including tank) : .
Aftercooling system
Tank capacity .
Expansion space (system) .
Total system capacity (including tank) .
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16
2.25
13.75
18.5
2.6
2.0
14.4
1.0
.25
6.2
13.4
1.9
11.5
15.2
1.7
1.7
11.8
.8
.21
5.1
. 5
Section I
t THRUST
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AN 01-60JF-2
k-------- 33' 3-1/4".:...---------

GROUND LINE
"* NOTE:
MEASURING ,POINTS OF
SURFACE CONTROL MOVEMENT
"*
FUS. STA. 139-1/4
__---+__W_ING 25%LINE Z
6
37' 0-5/16"------------>0-1
WING REF. L1NE.-------/
I
Figure 3-Airplane Dimensions
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AN 0160JF2
ARMAMENT
Section I
Armament
No. guns. .. . .. . .. . .. . .. . .. . .. .. . ...... .. 6
Caliber of guns ',' .50
Maximum rounds of ammunition (each wing)
GUN NO. OF ROUNDS
Three-gun installation Inboard gun 390
Center gun 260
Outboard gun 260
Two-gun installation Inboard gun 390
Outboard gun 490
Maximum bomb load , " _ 2000 lbs.
Number of rockets (without bomb racks installed) 10
Number of rockets (with bomb racks installed). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 6
Type of rockets : T64 (5-inch H.V.A.R,)
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7
Section II
Paragraph 1
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AN 01-60JF-2
Section ..
SHIPMENT AND ERECTION PROCEDURE
1. PREPARATION 'OF AIRPLANE FOR
"ON-DECK" SHIPMENT.
These procedures are designed to facilitate loading of the
airplane on a "meccano" (steel girder structure) deck, hatch
cover, or carrier deck, and to aid personnel in using a min-
imum of stOrage space in the loading.
a. PROCESSING MATERIALS.-There are three general
types of preservatives: the type used on the outside of air-
plane, the type used on engine, and the type used in a sealed
chamber. Any of the various covering materials for sealing
openings is satisfactOry when properly applied.
(1) EXTERNAL PRESERVATIVE.
(a) PLASTIC COVERING.-The outside preserva-
tive is a plastic covering, in most cases applied as a spray
with AAF Standard spraying equipment during final process-
ing of the airplane. There are various types of plastic cover-
ing, for which there is no applicable specification, and
different methods of application. However, final thickness
of any type external preservative used should be: .010 inch
on bortOm, .012 inch on sides, .015 inch on tOp of airplane.
Before application of plastic covering, all airplane surfaces
should be cleaned with a soft cloth soaked in a dry cleaning
fluid, commercially known as StOddard solvent (Federal
Specification No. P-S-66l). Painted surfaces should be
swabbed or sprayed with protective undercoat solvent bar-
rier, Aircraft Plastics 100 V. or equivalent, before plastic
covering is applied to protect paint from soluble action of
external preservative. Usually, the plastic covering may be
removed by peeling.
(b) AN-C-52, TYPE I, RUST PREVENTIVE.-
This compound, a cold application material made from
oxidized hydrocarbons, is an all-purpose rust preventive for
borh ferrous and nonferrous metals, and is satisfactOry for
coating parts subject to direct weather exposure. The ma-
terial must be applied between 4C and 35C (40F and
95 F) by dip, spray, or brush application. The solvent in this
material will evaporate completely within 24 hours after
application. At least 12 hours should elapse before handling
sprayed assemblies.
CAUTION
As the flash point of this material is 38C (100 F)
it must not be heated over an open flame, must
never be heated above 34C (95F), and every
effort should be made to apply it at room tem-
perature.
(c) AN-C-52, TYPE II, RUST PREVENTIVE.-
This compound is satisfactOry for use ~ parts not subject to
direct weather exposure. It should be applied by a hot dip
method. If the hot dip application is not practical, the ma-
terial should be sprayed or brushed on hot.
(2) ENGINE PRESERVATIVE.-The engine preser-
vative is composed of one part corrosion-preventive com-
pound (Specification No. AN-VV-C-576, British Equivalent
No. DTD 587), and three parrs engine oil (Specification
No. AN-VV-O-446, Grade 1120). The corrosion-preventive
compound is designed specifically for use on aircraft engines
and is a satisfactOry lubricant for an aircraft engine operating
at not over 50 percent rated power. The material is thor-
oughly soluble in, and will mix with, the specified lubricating
oil, above 10C (50F),
CAUTION
In all cases, dry air only must be used for spraying.
(3) SEALED CHAMBER DEHYDRATOR.-The
sealed chamber dehydrating agent (silica gel) conforms to
Specification No. AN-D-6. Agents covered by this specifica-
tion will absorb moisture and other condensable vapors.
Silica gel is available in the following types:
Type I Large particle size
Type II Large particle size with humidity indicator
Type III Medium particle size
Type IV Medium particle size with humidity indicator
Type V Ungraded
(a) Types I, III, and V are white. Types II and IV
are placed in transparent containers, and the material is blue
when activated. This blue material is used in conjunction
with a color analysis chart (AN7514). The chart is gradu-
ated so that, by matching the color of the dehydrating ma-
terial with the closest corresponding color on the e,hart, a
direct reading of the percentage of moisture content can be
made. When there is 30 percent moisture content, the ma-
terial turns pink, and should be replaced with new material.
Neither ruSt nor corrosion can occur if the relative humidity
stays below 30 percent.
(b) Silica gel should be used at the rate of X pound
per cubic foot of volume (under t ~ most humid conditions).
The space must be sealed against outside atmosphere. In a
large space such as cockpit or radio compartment, the seal
should be as tight as possible and a large surplus of silica
gel provided.
(c) If moisture is removed from one instrument,
which is connected to another instrument by a tube, the
moisture content will tend to become the same in both in-
struments. However, the smaller the opening in the tube
connecting the instruments, and the greater the distance to
the dehydrating agent, the longer the time required for this
equalization of moisture content.
8 RESTRICTED
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AN Ol-60JF2
Section II
Paragraph 1
Note
Do not use silica gel where it cannot be sealed
within a chamber.
(4) MATERIALS FOR SEALING OPENINGS.
(a) Wherever practical, cover parts with waterproof
paper, oilcloth, tape, or waterproof canvas. Oilcloth can be
used alone on a dry surface, such as the radio or electrical
system, with or without silica gel. For extremely rough usage,
use waterproof canvas.
(b) Greaseproof wrapping paper conforming to AN
Specification No. AN-P-I2 should be used where it will not
be subjected to any rough treatment or exposure. This speci-
fication covers' the general requirements for twO types of
wrapping paper:
Grade A-greaseproof, acid-free, and noncorrosive
Grade C-greaseproof, acid-free, noncorrosive,
moldable and sealable
(c) Use waterproof tape (Specification No.
AN-T-12) exclusively for all wrapping. To get the best ad-
hesion, clean the surface with a rag moistened in solvent.
Make sure that no section of the tape is unattached.
CAUTION
Do not use tape on plexiglas, as a chemical reac-
tion is set up between the adhesive and the plastic
which will impair the transparency of the plastic.
b. CARE OF AIRPLANE AWAITING SHIPMENT.
( 1) Upon arrival, disperse airplanes on the air base for
security and convenience.
(2) Instruct pilot to dilute oil when cold weather con-
ditions make it necessary.
(3) Set parking brakes and chock wheels; then release
brakes.
(4) Check to make sure that all ignition and battery
switches are "OFF."
(5) Lock controls.
(6) Process airplane papers as necessary.
(7) Moor and chock airplane properly.
(8) Cover pi tot tube with proper cover, or tape.
(9) Close sliding canopy.
(10) Install applicable cardboard discs On gun blast
tubes.
(11) In bad weather, install engine and cockpit covers.
Note
Cover supercharger openings, carburetor, and radi-
ator air scoops with tape or canvas during in-
clement weather or under dusty conditions.
(12) All mechanical defects reported on Ferry Arrival
Check Report, or discovered by routine inspection, must be
repaired before airplane is processed for export.
(13) Check loose equipment and replace as necessary.
(14) Engines in aircraft awaiting processing will be
treated as directed in seerion III.
c. PROCESSING AIRPLANE FOR SHIPMENT.
(1) PREPARING ENGINE AND ENGINE
ACCESSORIES.
(a) PREPARING FOR ENGINE RUN-UP.
1. Make sure all obstacles are clear of the airplane.
2. Check hydraulic fluid level with dip stick. Level
must reach full mark on stick. (Refer to section Ill, para-
graph 2. j. (4), for filling procedure.)
3. Check oil level with dip stick. Tank must be
full. (Refer to section Ill, pqragraph 2. j. (2) (c), for filling
procedure.)
4. Check coolant level in heat exchanger. This
chamber should be full. (Refer to section Ill, paragraph 2. j.
(3) ( c), for filling procedure.)
5. Check coolant in main coolant filler line. Fluid
should be level with filler plug. (Refer to section Ill, para-
graph 2. j. (3) (c), for filling procedure.)
6. Head airplane into wind.
7. Apply and set parking brakes.
8. With operator inside, close and lock cockp!t
enclosure.
9. Place chocks in front of wheels.
10. Ground airplane and pour 20 gallons approved
fuel into fuselage fuel tank. (Refer to section III, paragraph
2. j. (1) (e), for filling procedure.)
11. When summer temperatures prevail, the first
run-up may be omitted.
(b) FIRST ENGINE RUN-UP (Preheating of En-
. gine Oil in Winter).
1. Check cockpit for broken or loose parts, and the
instrument panel for broken glass.
2. Tie landing gear control handle in neutral with
safety wire.
3. Make sure ignition and battery-disconne'et
switches are "OFF."
4. Unlock control stick.
5. Turn propeller 4 or 5 complete turns by hand.
6. Station a man with a fire extinguisher on each
side of the engine.
Note
A la-pound carbon dioxide cylinder should be
used. If carbon tetrachloride is employed, use the
2-quart size.
7. Insert battery cart plug into external power
receptacle.
8. Push carburetor air controls to "RAM AIR."
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9. H()ld coolant radiator air control switch in
"AUTOMATIC" position until air exit door on scoop is in
open position.
Note
The ground crew member should signal the man
in the cockpit when air exit door is in the open
position.
10. Tie the stick back with the safety belt.
11. Turn all trim tab controls to zero.
12. Place supercharger blower switch in "AUTO"
position.
13. Push the propeller pitch control to full "IN-
CREASE RPM."
14. Move mixture control to "IDLE CUT OFF."
15. Crack the throttle. (Move it forward approxi-
mately %to one inch or the equivalent of 800 to 1000 rpm.)
16. Uncage gyros by turning each knob in direc-
tion indicated by arrow.
17. Turn all switches "OFF."
18. Turn radio "OFF."
19. Turn fuel selector valve to "FUSELAGE."
20. Turn generator-disconnect switch "ON."
J
21. Turn booster pump "ON."
22. Make sure that fuel gage registers 12 to 14
pounds fuel pressure.
23. Hold primer switch "ON" for 2 seconds when
cold, one second when hot.
24. Wait for "all clear" signal from ground crew.
25. Turn ignition switch to "BOTH."
26. Engage starter until engine starts.
27. When engine fires, move the mixture control
to "RUN." Keep priming until mixture takes over.
Note
I
In case engine starts and then stops, move mixture
control to "IDLE CUT OFF" and repeat starting pro-
cedure. Do not use more than 40 in. Hg manifold
pressure with tail unsecured.
28. Check oil pressure. If gage does not indicate
50 pounds pressure within 30 seconds, cut the engine by
moving mixture control to "IDLE CUT OFF" and slowly ad-
vancing throttle to full open position after engine has ceased
firing. Determine reason for lack of oil pressure before pro-
ceeding further.
29. When the engine is running, move battery
switch to "ON," and signal for battery cart to be disconnected.
Note
Engine speed should not exceed 800 to 1000 rpm
until oil and coolant temperature gages begin to
rise.
30. While engine is warming up at 1300 rpm,
check instruments to be sure they read within the "GREEN"
limits but not in the "RED." Check gages to make sure they
register as follows:
a. OIL PRESSURE GAGE.-The oil pressure
gage should read approximately 70 to 80 pounds per square
inch.
b. COOLANT GAGE.-The normal operating
temperature is 100C to noc (212F to 230F) on
unleaded fuel run-up.
WARNING
If coolant temperature exceeds 125C (257 F) ,
cut engine immediately. Check steps 3., 4., and 5.
of paragraph 1. c. (l) (a) in this section before
proceeding.
c. OIL TEMPERATURE GAGE.-Maximum
lO5C (221 OF).
31. "First run-up" oil temperature should reach
70C to 80C (l22F to 140F) at 1300 rpm.
32. Increase speed of engine to 1500 rpm in prep-
aration for shutting it off.
33. Move mixture control to "IDLE CUT OFF" to
cut engine. advance throttle to full "RUN" position.
34. When the propeller has ceased rotating, turn
"OFF" ignition switch, generator-disconnect switch, battery
switch, and fuel selector COntrol.
WARNING
Double-check this carefully. If these switches were
left on and the propeller were turned accidentally,
serious injury or death might result to personnel.
Stay clear of the propeller at all times.
35. Lock control stick in place.
36. Cut safety wire and remove oil drain plug.
37. Drain oil into a drum. The oil must be drained
while warm, or engine must be run again.
38. Remove crankcase oil screens, and drain re-
maining oil.
39. Reinstall crankcase oil screens and oil plugs,
and fill oil tank with following mixture: one part corrosion-
preventive oil (Specification No. AN-VV-C-576) and three
partS engine lubricating oil (Specification No. AN-VV-
0-446).
40. Break forward high-pressure valve; then ro-
tate propeller with starter until oil appears at valve, indi-
cating a complete line of oil. -
41. Reinstall high pressure valve.
(c) SECOND ENGINE RUN-UP.
Note
Engine should be for at least 15 minutes
at less than 50 percent rated power with the corro-
sion-preventive mixture in the lubricating system.
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1. Repeat steps 1. through 30., paragraph 1. c.
(1) (b) in this section.
2. Run the engine at 1300 rpm until the oil tem-
perature reaches 70C to 80C (158F to 176F).
3. Insert the atOmizer nozzle of mixture-induction
apparatus through carburetOr air scoop and carburetOr Until
atOmizer contacts throttle butterfly valve. At 1300 rpm, start
spraying corrosion-preventive mixture intO the supercharger.
Cut engine immediately as outlined in steps 32. through 34.,
paragraph 1. c. (1) (a) in this section.
4. Operate corrosion-preventive mixture pump
(hand or electric) until propeller stOps turning. This ensures
complete coating of parts after combustion has ceased. At
least one quart of mixture should be inducted.
Note
Electrically operated induction apparatus should
be used where possible to ensure proper control of
the amount of mixture inducted. Be sure corrosion-
preventive mixture is heated to'a free flowing tem-
perature.
5. Turn all switches off. (Check this carefully.)
6. Lock control stick.
7: Attach a hose to each of the fuel tank drains,
.open them, and direct the flow to a container. Process the
fuel system at this time. (Refer to paragraph 1. c. (1) (g).)
8. Break safety wire and remove oil drain plug.
Drain oil while it is warm; otherwise engine must be run
agam.
Note
Further processing of the engine should be started
within 20 minutes of the second engine run-up.
(d) PROCESSING THE ENGINE.
1. Immediately upon the airplane's arrival at the
hangar after final run-up, remove all engine cowling, spark
plugs, and camshaft covers. Place the serial number of th'O'
airplane on all cowlings and on all other parts removed.
Note
It is imperative that these parts be removed while
engine is still warm, to prevent condensation of
vapors.
2. Place protectOrs over the wheels so will
not splash on the tires. (See figure 4.) . ," .
3. Cover starter and generatOr with oilcloth and
tape to protect them from oil and gasoline.
4. Place a pan under engine to catch the oil and
gasoline that will be drained.
5. Drain oil, from engine and oil tank by remov"
ing oil screens and pIugs.
Note
-
Drain the oil while engine is warm, as hot oil has
a low viscosity.
6. Reinstall and safety the screens and drain plugs.
7. Remove the timing inspection plug from the
crankcase and attach it to engine with safety wire. Install a
double dehydrator plug.
8. Remove oil filter and inspect it for metal par-
ticles. If foreign matter of any kind is found lodged in filter,
inspect and determine cause, and repair or replace engine.
Wash filter thoroughly in solvent (Federal Specification No.
P-S-661), and then dip it in corrosion-preventive mixture.
9. Remove the plug from filter housing and wash
out inside of housing with unleaded gasoline. Spray the
housing internally with corrosion-preventive mixture. Rein,
stall and safety the filter and plug.
10. Spray the intake and exhaust valves of all
cylinders with corrosion-preventive mixture. Turn propeller,
and spray each valve as it opens so as to thoroughly cover the
valve seats and stems. Observe firing order of cylinders, and
spray in that order.
11. Spray each cylinder with corrosion-preventive
mixture through both spark plug POrtS when the pistOn is at
the bottOm of its stroke. A fine spray of oil, directed so that
it will reach all parts of the cylinders, will be sufficient.
Note
The cylinder will be in the bottOm position when
the exhaust valve is beginning to open. Avoid ex-
cessive turning of the propeller by following the
firing order of the cylinders.
12. Without rotating propeller, spray each cyl-
inder again for one to three seconds, regardless of position
of pistOn.
13. Install a dehydratOr plug in each spark plug
port. The moisture seals of dehydratOr plugs should nOt
be removed until immediately before installation. Screw the
plugs in finger-tight, and then tighten turn (10 to 15
inch-pounds tOrque).
Figure 4-Protective Cover for Wheel and Tire
Installed
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I. METERED FUEL CHAMBER
PLUG .
2.UNMETERED FUEL CHAMBER
PLUG
3. REGULATOR CHAMBER PLUG
4. FUEL INLET PLUG
5. VAPOR VENT OUTLET PLUG
6 TAPR SEAT PLUG
@
Figure 5-Access Plug on Carburetor
14. Install a terminal protectOr on each spark plug
lead, and attach each to the respective dummy spark plug.
(e) PROCESSING STROMBERG PRESSURE-
TYPE CARBURETOR. ISee figure 5.)
1. Remove the Va-inch pipe plugs (1) and (2)
from bottOm of metered and unmetered fuel chambers of
regulatOr unit. If there is .a plug in the fuel inlet (4), this
plug should be removed. It is' advisable that carburetOr,fuel
strainer be taken out, inspected, cleaned if necessary, and
then replaced. These steps will permit the fuel to drain from
the carburetOr.
2. Another opening drains the air chambers of
the regulatOr. This- plug (4) should be removed to drain
any moisture which may have accumulated in these cham-
bers. Then it should be replaced immediately. The flushing
oil which is introduced in a later step must not be allowed to
reach the air chambers of the regulatOr.
3. After the carburetOr has drained thoroughly,
replace the plugs (1), (2), and (3). If there is a Va-inch pipe
plug installed in the vapor vent outlet (5), this plug should
be removed at this time.
4. Now remove the taoer seat plug (6), which is
in the adapter at the tOp of the elbow.
Note
This is important, as allowing this plug to remain
in place and then applying oil pressure at fuel inlet
will permit a pressure to be built up at the dis-
charge nozzle, which will open this nozzle and
permit the flushing oil to drain down through the
carburetOr and come in contact with the main and
boost venturi tubes, and the impact tubes.
5. Place the mixture control lever in the "RUN"
position and throttle in full "OPEN" position.
6. Connect an oil supply line to the carburetOr
fuel inlet and inject oil into' the carburetOr"at 10 to 15 pounds
per square inch pressure. This oil must be Grade 1065A,
conforming to Specification No. AN-VV-O-446.
7. Allow oil-to flow into carburetOr until oil flows
from the outlet (6). When oil flow is observed at this open-
ing, the oil pressure should be turned off and opening should
then be plugged.
8. If it is so desired, flushing oil may be allowed
to remain in carburetOr during period of stOrage. Howev'er,
if this procedure is to be followed, the oil left in the carbu-
tetor must be new. However, the oil may be drained from
the carburetOr by repeating the process described under
step 1.
Note
While the flushing oil prescribed for the preceding
operation may be re-used, this oil is continually
picking up gasoline in the flushing process, and a
supply of flushing oil should be discarded when-'
ever its gasoline content reaches 2 percent by
volume when tested by an approved method.
9. Regardless of which method is used, the carbu-
'retOr drained or otherwise, all plugs should be replaced and
lockwired. If line from engine fuel pump to carburetOr fuel
inlet is not to be connected at this time, a plug should be
installed in this fuel inlet. Also plug the vapor vent line on
tOp of regulatOr rear body. Lubricate all joints in control
linkages with flushing oil, and locky.rire throttle valves in
the closed position.
12
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(j) PROCESSING BATTERY.
1. Disconnect the acid lines and remove the ter-
minals from the battery. The fuel booster pumps must be
processed before the battery is disconnected. (Refer to sec-
tion IV, paragraph 20.)
2. Unscrew the wing nuts from the tie-down rods
and remove battery from compartment.
3. Check battery, and recharge if specific gravity
is less than 12S0 in any of the cells. Coat negative and posi-
tive POStS with grease.
Note
If the battery has one or more dead cells, replace it
with same type battery. Batteries are interchange-
able.
4. Coat battery cable terminals with grease. Wrap
them in greaseproof paper secured by tape.
5. Reinstall battery. Safety wing nuts on battery
housing. Reinstall terminal housing. Tighten down and
safety wing nurs.
Note
Make sure that battery vents are unobstructed, so
that gases can escape from battery chamber.
( g) PROCESSING FUEL SYSTEM.
1. Open drain cocks of all fuel tanks and blowout
tanks for a period of approximately 20 minutes with an air
hose inserted into' filler openings, and remove plugs from
combat fuel tank lines at bomb racks.
2. Disconnect line at fuel strainer outlet, connect
oil supply line to fuel strainer outlet line, and pump in SAE
light oil (Federal Specification No. VV-O-S81 or VV-O-496)
while slowly rotating propeller.
3. Disconnect inlet line from fuel strainer, con-
nect oil supply line to inlet line, and pump in SAE light oil
(Federal Specification No. VV-O-S81, or VV-O-496).
Figure 6-Spraying Interior of Fuel Tanks
Figure 7-Coating Inside Fittings of Spinner
4. From cockpit, select right wing fuel tank, and
pump in oil until flow drips from open wing drain; then
select fuselage fuel tank and combat fuel tanks to process
those lines.
5. Connect oil supply line to open inlet on fuel
strainer and pump in SAE light oil (Federal Specification
No. VV-O-S81, or VV-O-496) until oil appears at outler.
6. Through filler openings spray inside of wing
fuel tanks (figure 6) and fuselage fuel tank with SAE light
oil (Federal Specification No. VV-O-S81, or VV-O-496).
7. Remove, fuel strainer on left-hand side of en-
gine mount and dip it in SAE light oil. Spray the inside of
the strainer housing with the oil. Then reinstall and safety
the fuel strainer.
8. Disconnect the intake and outlet lines from the
vacuum pump, and spray SAE light oil into outlet side of
pump. Rotate propeller shaft backward during the spraying
so that the mixture will be drawn through pump. Reconnect
lines.
Figure 8-Spraying Entire Spinner
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AN 01-60JF2
Figure 9-Filling Propeller Regulator With Oil Figure 11-Spraying Propeller Hub
9. Disconnect line from fuel strainer to engine-
driven fuel pump. Pour flushing oil into inlet side of fuel
pump, turning propeller shaft several times during opera-
tion. Reconnect fuel line to the pump.
(h) PROCESSING MAGNETO.
1. Remove magneto breaker cover and coat the
cams very lightly with SAE light oil. Also oil the steel springs
lightly.
CAUTION
At no time should any oil be allowed to touch the
breaker points at tips of springs. Oil on points
will cause an are, which will shorten the life of the
platinum points.
2. Tape magneto vents and electrical connections.
(i) SEALING CONNECTIONS, BREATHERS,
AND OPENINGS.
1. Tape all electrical connections, junction boxes,
and breathers with AN-T-12 tape.
Figure 10-Spraying Propeller Blades, Hub and
Spinner
2. Tape opening of cockpit heater tube vent, spark
plug blast tube, all intake scoop openings, and all vents.
(j) SPRAYING RADIATOR.-Spray radiator and
all intercoolers with corrosion-preventive mixture (one part
AN-VV-C-576'to three parts oil AN-VV-446, Grade 1120).
CAUTION
Do not spray heavy corrosion-preventive com-
pound on radiator cores or tubings so that exterior
surface of radiator cores is filled with compound, as
this practice makes depreservation a complex
problem:
(2) PROCESSING PROPELLER.
(a) Remove propeller. (Refer to section IV, para-
graph 10.)
(b) Wash all small parts in dry cleaning solvent
(Federal Specification No. P-S-661). Dip them in corrosion-
preventive mixture; then wrap in greaseproof paper and
waterproof paper, and pack in a wooden box padded with
paper-wrapped excelsior pads.
Figure 12-Covering Propeller
Regulator
14 RESTRICTED
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AN Ol60JF2
Section II
Paragraph 1
(c) Coat fittings inside propeller spinner with rust
preventive (Specification No. AN-C-52, Type II).(See fig-
ure 7.) Spray entire spinner, inside and out, with rust pre-
ventive (Specification No. AN-C-52, Type I). (See figure 8.)
(d) Fill propeller regulatOr % full with oil (Specifi-
cation No. AN-O-3, Grade L), and reinstall drain plug. (See
figttre 9.)
(e) Spray regulatOr with rust preventive (Specifica-
tion No. AN-C-52, Type I); then wrap regulatOr in oilclOth,
and fasten with tape. No tape should be fastened directly to
regulatOr.
(I) Mask off one propeller blade tip, and spray entire
propeller with rust preventive (Specification No. AN-C-52,
Type I). (See figure 10.)
(g) Spray the inside of the propeller hub thoroughly
with ruSt preventive (Specification No. AN-C-52, Type II).
(See figttre 11.) ROtate propeller blades to ensure proper
coating of all gears.
(h) Cover top and bottOm of hub openings with
plywood, greaseproof paper, oilcloth, and tape. Tape an iden-
tification tag to the hub. (See figures 12 and 13.)
(i) Spray the entire exterior of the hub and rear
spinner with rust preventive (Specification No. AN-C-52,
Type I). (See figure 10.)
(j) Cover each blade with greaseproof paper (Speci-
fication No. AN-P-12, Grade A) and with 30-30-60 water-
proof paper. Do not' allow tape to adhere directly to any
part of propeller. (See figttres 14 and 15.)
(k) Spray inside of all engine cowling with corro-
sion-preventive mixture, and install cowling.
(3) PROCESSING MISCELLANEOUS ITEMS.-Un-
less noted, miscellaneous items consisting of removed bare
(unpainted) mer;l parts must be wrapped in greaseproof
paper (Specification No. AN-P-12, Grade A), a good grade
of commercial corrugated paper, and a good grade of com-
mercial waterproof wrapping paper. All painted .removable
parts are to be wrapped in corrugated paper and waterproof
paper unless otherwise nOted. Any unpainted removed metal
part that is not wrapped must be sprayed with corrosion
Figure 13-Propeller Regulator Sealed
Figure 14-Wrapping Propeller Blades
preventive (Specification No. AN-VV-C-576A). All mis-
cellaneous items removed will be crated unless Otherwise
noted.
(a) Remove the IFF aerial, wrap in waterproof
paper, and stow in pan's crate.
(b) Remove the radio antenna mast (section IV, par-
agraph 21) and tag it with airplane serial number; wrap in
waterproof paper.
(c) Remove rocket pods (and bomb racks) from
wings, make a moistureproof envelope of greaseproof paper
(figures 16 and 17j, install pods (or bomb rack) in envelope
with bag of silica gel, wrap in corrugated paper (figure 17),
then waterproof paper, and seal with AN-T-12a tape. (See
figure 19.) Stow in parts crate.
(d) Remove following items from airplane:
Pyrotechnic pistol
Pilot's cushion
Headset
Microphone
Airplane history folder
Airplane handling tool kit
Armorer's tool roll
Figure IS-Propeller Blades Wrapped
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Figure J6-Preparing Rocket Pods for Sealing
(e) Remove publications from fuselage rear section.
(f) If oxygen system has been filled, exhaust pressure
to 7S pounds per square inch.
(g) Remove IFF radio destractor inertia switch and
pack in following manner:
1. Construct a box of one-inch wood and secure
top with screws. Nails must not be used.
2. Pack excelsior in box so as to provide a 2-inch
cushion between any part of destructor and box.
3. Tag destructor as follows:
"Detonating Fuse, Handle Carefully"
Lot No. (taken from data card in original
container)
4. Mark the box as follows:
"Detonating Fuses, Handle Carefully"
5. An explosive placard is necessary, and bill of
lading must state, "Explosive Placard Applied."
Figure J7-Placing Rocket Pods in Greaseproof
Envelope
(4) PROCESSING EMPENNAGE.
(a) GENERAL.
1. Remove dorsal fin and all empennage fairing.
2. Remove rudder and elevator trim tab actuating
cable drum access doors.
3. Remove tail gear down-lock access door.
4. Disconnect the transmitter antenna wire from
the vertical stabilizer and from the antenna mast; coil wire,
coat with rust preventive (Specification No. AN-C-52, Type
I), wrap in wax paper, and then wrap in waterproof paper.
Tag wire with airplane serial number.
5. Install all empennage fairing screws.
6. Spray dorsal fairing empennage fairing with
corrosion preventive (Specification No. AN-VV-e-S76A)
and Stow in crate.
(b) RUDDER.
1. Remove rudder. (Refer to section IV, paragraph
3.) Spray with corrosion preventive (Specification No.
AN-VV-e-S76A).
2. Coil navigation light wire, wrap in wax paper,
and tape to rudder.
3. Protect navigation light with corrugated paper.
4. Spray rust preventive (Specification No.
AN-e-52, Type 1) on lower center and upper hinge fittings.
5. Safety trim tab. This may be done with wooden
clamps.
6. Tag rudder with airplane serial number and
stow in crate.
(c) HORIZONTAL STABILIZER AND
VERTICAL STABILIZER.
1. Remove vertical stabilizer. (Refer to section
IV, paragraph 3.)
2. Remove horizontal stabilizer and elevator as-
sembly. (Refer to section IV, paragraph 3.) Do not remove
elevators from horizontal stabilizer; the whole assembly is
packed as a unit.
3. Wire elevator control cables and elevator trim
tab cables to 'aft end of fuselage, and. pad with wax paper or
tape:covered felt pads to prevent chafing.
Nate
Before putting tension on cables, safety control
stick with control lock.
4. Wire elevator trim tab cables left in horizontal
stabilizer to stabilizer, and pad to prevent chafing.
5. Wire rudder trim tab control drum assembly
and cables to aft section of fuselage, and pad to prevent
chafing.
6. Spray corrosion preventive (Specification No.
AN-VV-e-S76A) on exterior surface of stabilizer and ele-
vators and on hinge bearings and brackets; then wrap unit
in corrugated paper.
16 RESTRICTED
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Paragraph 1
7. Safety elevacor trim tab. This may be done with
wooden clamps.
8. Label both stabilizers with airplane serial num-
ber, and place in crate.
(S) PROCESSING WING SUBASSEMBLIES.
(a) AILERONS.
1. Remove ailerons. (Refer to section IV, para-
graph 2.)
2. Spray the exterior surface of the aileron with
corrosion preventive (Specification No. AN-VV-CS76A).
3. Safety trim tabs. This may be done with wooden
clamps.
4. Remove aileron seals, and tag with airplane
serial number,
5. Replace aileron seal screws, and wrap seal in
waterproof paper.
6. Tag ailerons with airplane serial number and
place in crate.
(b) WING TIPS.
1. Remove wing tips. (Refer to section IV, para-
graph 2.)
2. Coil electric wire attached co each wing panel,
wrap in wax paper, and tape securely co wing.
3. Coil electric wire attached co each wing tip,
wrap in wax paper, and tape securely co wing tip.
4. Seal wing tip openings with tape.
5. Replace all screws in wing panels. Do not
tighten excessively.
6. Spray the inboard edge of each wing tip with
corrosion preventive (Specification No. AN-VV-CS76A).
7. Protect running lights with corrugated paper,
8. Spray each wing tip with corrosion preventive.
9. Tag each wing tip with airplane serial number,
and place in crate.
(c) PITOT HEAD ASSEMBLY.
1. Remove picot head. (Refer to section IV, para-
graph 18.)
2. Cover picot tube line inside wing with wax
paper, and tape.
3. Cover tube in the picot head with wax paper,
and tape.
4. Wrap the picot head in corrugated paper, then
waterproof paper,
5. Tag picot head with airplane serial number.
(d) MACHINE GUNS AND GUN BAYS.-The
guns will be processed, replaced in the gun bays, and shipped'
in airplane.
1. Remove guns. (Refer to section IV, paragraph
23.)
Figure 18-Wrapping Rocket Pods in Corrugated
Paper
2. Remove gun solenoid.
3. Spray gun mount castings in the gun bay with
rust preventive (Specification No. AN-CS2, Type I).
4. Field strip, and clean the guns with solvent
(Federal Specification No. P-S-66l).
5. Coat operating parts with rust-preventive com-
pound (US Specification No. 2-84B light, or Army Ordnance
Specification No. AXS-673), and reassemble guns.
6. Dip the guns in a bath of rust-preventive com-
pound (Kendall 673 No. S) and place on rack CO dry. (See
figure 20.)
7. Reinstall the gun solenoid, wrap in wax paper,
and tape in its entirety.
8. Reinstall guns. (See figure 22.)
CAUTION
When treating the guns, wear gloves to prevent
hand perspiration getting into the gun and its
components.
12.6- 6 -220
Figure 19-Wrapping Rocket Pods in Waterproof
Paper and Taping Down
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Figure 20-Guns Drying in Rack
9. Preserve the gun bays in the following manner:
a. Cover gun solenoid Cannon plugs with wax
paper and rape securely.
b. If gun heater wiring is installed, cover Can-
non plugs with wax paper, and tape securely.
c. Tape junction box.
d. Tape terminal box.
10. StOw miscellaneous equipment in the ammu-
nition boxes and gun bays.
11. Reinstall ammunition bay access doors and
the gun bay access doors.
(6) PROCESSING FUSELAGE INTERIOR.
(a) Open oxygen filler valve access door, and apply
tape over oxygen filler valve. Install access door.
(b) Remove remote-indicating compass, and upper
and lower access covers. Wrap compass with wax paper, and
then tape oilcloth over paper. Replace upper and lower
access covers.
12661:219
-: -.;
Figure 2J-Gun Sight Sealed and Taped
Figure 22-Reinstalling Guns
(c) Cover all equipment in cockpit and in the radio
compartment with wax paper and oilcloth, and then tape.
(See figurer 21 and 23.)
(d) Tape generatOr control box located between the
instrument panel and firewall.
(e) Tape all electrical box assemblies in wheel wells.
(f) Securely lash or tape all parts that might move.
(g) Lash landing gear control handle in neutral
posmon.
(h) Lash flap control handle up.
(i) Lash safety belt and shoulder harness to pilot's
seat.
(j) Tape landing gear emergency release handle
down.
(k) Secure oxygen mask-tO-regulatOr hose.
(I) Close cockpit canopy.
Note
Before locking canopy closed, lower flaps and spray
the flap hinge castings, the flap control valve lever,
Figure 23-0ilcloth Installed in Cockpit
18 RESTRICTED
RESTRICTED
AN 0160JF2
Section II
Paragraph 1
Figure 24-Cockpit Canopy with Corrugated Paper
and Greaseproof Paper Applied
and the flap rubbing strip with rust preventive
(Specification No. AN-C-S2, Type I). Then raise
flap to the full up position.
(m) Cover armor plate glass (windshield front
panel) as. follows:
1. Thoroughly clean armor plate glass with Stod-
dard solvent (Federal Specification No. P-S-661).
2. Cover armor plate glass with a clean, soft paper.
CAUTION
Do not place tape adhesive on glass, as a chemical
reaction of adhesive compound used in tape will
cause serious crazing of glass surfaces. Secure paper
with narrow strips of tape attached to the metal
frames.
3. Install a sheet of single-faced corrugated paper
over the paper. The corrugations should be facing away from
the glass.
Figure 25-Windshield Panels with G.reaseproof Paper
Applied
Figure 26-Cockpit Canopy Sealed with Oilcloth
and Tape
4. Cover corrugated paper with greaseproof paper
(Specification No. AN-P-12, Grade A) and oilcloth, and
seal with tape. (See figure 24.)
5. Spray plexiglas canopy with plastic protective
stripping compound (Stock No. 7300-229700, Class 07) to
.OOS-inch thickness; when dry, cover with corrugated paper,
waterproof paper, and oilcloth, and seal with tape. (See
fiKure 26.)
6. Process windshield side panels in similar man-
ner except do not clean plexiglas with solvent-use plexiglas
cleaner, 2 parts alcohol (Specification No. AN-F-13) to one
part Stoddard solvent (Federal Specification No. P-S-661).
(See figures 25 and 27.)
(7) PROCESSING WING EXTERIOR.-Seal all
openings and seams on wing with tape, and spray items
listed, especially magnesium castings, with ruSt preventive
(Specification No. AN-C-52, Type I). Make sure rust pre-
ventive covers castings completely. Mask off areas immedi-
ately surrounding castings with a cardboard held by hand.
Figure 27-Windshield Sealed with Oilcloth
and Tape
RESTRICTED 19
Section II
Paragraph 1
RESTRICTED
AN 01-60JF-2
Figure 28-Sealing Fuselage Seams with Tape
Clean wing panel surfaces with solvent (Federal Specifica-
tion No. P-S-66l).
Note
Magnesium castings may be easily recognized by
a distiner dark yellow-green prime coating.
(a) WHEEL WELL AREA.-Spray following cast-
ings with rust preventive (Specification No. AN-C-52,
Type I):
Fairing door hinge brackets
Torque tube bellcranks
Landing gear lock mechanism bellcranks
Landing gear fairing door lock bellcranks
Landing gear pivot support
Fairing attaching links
Figure 29-Plywood Shields Installed in Wing Trailing
Edge and Panel Ends
Figure 30-Plywood Shield Installed on Inboard End 01
Wing Flap and Sealed
(b) WING TRAILING EDGE AREA.-Spray these
castings with ruSt preventive (Specification No. AN-C-52,
Type 1):
Aileron inboard, center, and outboard hinge
brackets and fittings
Wing flap inboard, center, and outboard hinge
brackets and fittings ,
Wing flap control valve lever
Note
The last twO items listed in paragraph (b) preced-
ing must be sprayed before the flap control is tied
down and the cockpit sealed.
(8) SEALING FUSELAGE AND WING.-Seal all
seams and openings with tape (Specification No. AN-T-l2).
(See figure 28.)
Figure 3 J-Plywood Shield Installed on Inboard
End 01 Wing Flap
20 RESTRICTED
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AN 0160JF2
Section II
Paragraph 1
Figure 32-Tape Applied to Inboard End of Wing Flap
(a) INSTALLING SILICA GEL.-Tie bags of silica
gel in the airplane as follows:
Radiator air scoop-2 pounds
Oxygen tank compartment-3 pounds
Radio compartment-6 pounds
Forward of instrument panel-2 pounds
Cockpit-8 pounds
Dynamotor compartment-2 pounds
Wheel wells-4 pounds each
Ammunition bays-2 pounds each
Gun compartment-2 pounds each
Camera-Y2 pound
(b) SEALING GUN CAMERA.
1. Place bag of silica gel on camera and wrap in
greaseproof paper.
2. Wrap camera in oilcloth, and tape.
3. Replace camera in wing and tape the opening
closed.
Figure 33-Tape Applied to Upper and Lower Surface
of Outboard Wing Flap
Figure 34-Plywood Shield Installed Over Tape on
Outboard End-Wing Flap
( c) INSTALLING PLYWOOD SHIELDS.
1. TRAILING EDGE OF WING.
a. Cur two cleats from 1 x 2-inch stock to fit
between projections on lips of aileron butt.
b. Drill two holes through blocks and thread
approximately 12 inches of wire through them.
c. Cut a shield of ~ i n h plywood to! cover
opening, leaving holes for aileron hinges to project, and
leaving approximately 3 inches overlap at outboard end.
d. Slide cleats in place near each end of aileron
openmg.
e. Place shield over opening, thread wire
through holes in shield, and twist wire with pliers until
shield is tight. Cut off excess wire and bend twisted ends flat
against shield. (See figure 29.)
f. Apply tape and install plywood shields to
inboard ends ot'wing flaps. (See figures 30, 31, and 32.)
Figure 35....Plywood Shield Installed on Outboard End
of Wing Flap and Sealed with Tape
RESTRICTED 21
Section II
Paragraph 1
RESTRICTED
AN Ol60JF-2
Figure 36-Wing Panel End Sealed with Tape
g. Apply tape and install plywood shields to
outboard ends of wing flap. (See figures 33, 34 and 35.)
2.. WING PANEL ENDS.-Seal opening in wing
panel ends with tape. (See figttt'e 36.)
a. Cut three cleats from I x 2-inch stOck to fit
in wing tip butt between rib and screws, evenly spaced along
opening.
b. Cut a shield of X-inch plywood to fit over
openmg.
c. Wedge cleats in opening.
d. Position shield over opening and fasten with
one :xl-inch screw to each cleat. (See figttre29.)
3. FUSELAGE REAR SECTION.
a. Cut shield of X-inch plywood to cover rear
deck of fuselage. (See figure 37.)
b. Cut a piece of I x 4-inch stOck to cover aft
end of fuselage.
Figure 37-Plywood Shields Installed on Rear Section
c. Pass an IS-inch length of wire through twO
holes near bottom of rear bulkhead. Drill holes in shield at
proper places to receive wire.
d. Place a block of I x 2-inch stOck in bottom
of tail opening against bulkhead to keep shield from being
pulled into hole.
e. Place shield over hole, pass ends of wire
through holes in shield, and twist wire until shield is tight.
Cut off excess wire and bend twisted ends against shield.
4. RADIATOR AIR-SCOOP SHIELD.
a. Cut a piece of X-inch plywood to cover front
of scoop.
b. Cut pieces of X-inch plywood to cover
spaces above SCOO!; on each side. Fasten the three pieces to-
gether with I x 2-inch corner blocks and 4-penny nails.
(See figure 38.)
c. Drill twO holes about 2 inches apart halfway
back on side pieces, and pass a length of wire through them.
d. Drill twO holes about 2 inches apart in front
section of shield, and pass a length of wire through them
and around wire between two side sections, letting the ends
extend out of the front section.
e. Pass a length of wire around center brace of
scoop, place shield assembly in position, and pass wire
through two holes in scoop shield. Twist wire tight. Cut off
excess, and bend twisted ends flat against shield.
f. Tighten wire connecting twO side pieces until
sides are snug. Cut off excess.
g. Tighten wire connecting front top panel to
wire connecting side panels. Cut off excess, and seal plywood
shields with tape. (See figure 39.)
5. RADIATOR AIR-SCOOP FLAP SHIELD.
a. Cut a piece of X-inch plywood to cover radi-
atOr air-scoop flap.
b. Tape shield in place.
126-31-438
Figure 38-Plywood Shield Installed Between Radiator
Air Scoop and Fuselage
22 RESTRICTED
RESTRICTED
AN 01-60JF2
Section II
Paragraph 1
6. WHEEL WELLS.
a. Cut a cleat from 1 x 2-inch stock approxi-
mately 10 inches long to fit across wheel well opening near
s.trut.
b. Cut a cleat from 2 x 3-inch stock to fit in-
board end of the narrow part of wheel well opening.
c. Cut braces of 1 x 2-inch stock to reach from
the two horizontal cleats to top panel of wing.
d. Place cleats in position, resting them on lip
of wheel well opening. Wedge braces in to keep cleats from
moving.
e. Close inboard wheel well door and prop it
closed with a stick of wood padded on the end so as not to
scratch or dent the skin.
.. Cut a shield of X-inch plywood to cover part
of the wheel well remaining open. Allow it to overlap closed
wheel well door at least one inch.
. g. Position shield and fasten with three 1% inch
screws and ~ i n c h washers to 2 x 3-inch cleat, and two ~
inch screws to 1 x 2-inch cleat. The overlap of shield will
keep the inboard door closed. Seal with tape.
7. ENGINE NOSE AND CARBURETOR AIR
SCOOP.
a. Apply rust preventive (Specification No.
AN-C-52, Type 1) to propeller shaft, cover with greaseproof
paper, and seal with tape. (See figure 41.)
b. Placard nose section above propeller shaft
with card worded as follows: "CAUTION-Do not rotate pro-
peller shaft until all dehydrating materials have been re-
moved from engine." (See figure 41.)
c. Apply rust preventive (Specification No.
AN-C-52, Type I) to carburetor air scoop, install plywood
shield, and seal with tape. (See figure 40 and 41.)
d. Cover opening, left by removal of propeller
spinner, with plywood shield, and seal with tape. (See fig-
ure 40.)
Figure 39-Radiator Airscoop Sealed with Plywood
Shield and Tape
Figure 40-Plywood Shield and Tape Installed on Nose
Section
e. Cover carburetor air filters with oilcloth and
tape, and cover all other holes, seams, joints, and cracks with
tape. (See figure 43.)
f. Install silica gel bags in exhaust stacks, cover
with a plywood shield, and seal with oilcloth and tape. (See
fif!,ures 42 and 43.)
g. Cut a spoiler strip of %-inch half-round
stock to reach from fuselage to end of wing, and tape it in
p.lace on high point of each wing panel.
Figure 4 J-Propeller Shalt Processed and Caution
Guard Installed
RESTRICTED 23
Section II
Paragraph 1
RESTRICTED
AN Ol-60JF-2
Figure 42-Plywood Shield and Oilcloth Installed Over
Exhaust Stacks
(9) PROCESSING LANDING GEAR.
(a) Spray both sides of wheel with rust preventive
(Specification No. AN-C-52, Type I), making sure tire is
properly protected.
(b) Cut two blocks of 1 x 2-inch stock, set a Ys x 2);2
inch bolt through each, and wedge them in the hub so that
the bolts extend on outboard side.
(c) Cut a disc of X-inch plywood to cover the hub,
and drill twO holes for the bolts.
(d) Place plywood disc over hub and secure with
tape.
(e) Tape over edge of plywood disc.
Note
Nothing need be done to the tail wheel other than
spraying with rust preventive (Specification No.
AN-C-52). Before spraying the hub, paint tire
with rubber masking compound, as the preventive
will damage rubber. If the rust preventive drips
on exposed'rubber, cleal) it off with naphtha.
Figure 43-Nose Section Taped and Sealed
(I) Brush rust preventive on strut cylinder.
(g) Place a 2l1-inch wood collar around the strut cyl-
inder, and let air out of strut until it comes down to the collar.
(h) When w ~ l well shield and top of strut are
taped closed, carry tape down strut about 10 inches.
(10) INSTALLING TIE-DOWN IRONS.
(a) Clamp tie-down irons to landing gear struts
above fairing brace.
(b) Fasten leg of tie-d'own iron to a bolt passed
through tow bracket below cylinder.
(c) Install solid lift bar, coated with rust preventive
(Specification No. AN-C-52) through lift tube at rear of
fuselage. Slip collars of plywood, covered on inboard side
with felt and greaseproof paper, over ends of bar, and screw
on lift ring nuts.
(11) SEALING AIRPLANE WITH PLASTIC COV-
ERING.-Prior to applying plastic covering to airplane, all
tape should be brushed down with plastic spray, and all
painted surfaces, including wing panel finish, should be
swabbed or sprayed with protective undercoat solvent bar-
rier, Aircraft Plastics 100 V. or equivalent, to protect paint
and finish from soluble action of exte.t;nal preservative. (See
figure 44.)
(a) With AAF Standard spraying equipment, apply
from four to six coats of plastic covering over entire airplane
to a final thickness as follows: .010 inch on bottom, .012 inch
on sides, .015 inch on top of airplane.
(b) After spray has dried, cover nose section with
oilcloth, and then with a canvas engine cover.
( c) Cover tail sectionwith a canvas cover that reaches
to the forward end of the tail wheel door, and lash in place.
(d) Spray over covers with plastic covering.
(e) Stencil shipping data on both sides of fuselage
slightly to the rear of the trailing edge of the wing.
(f) Stencil "GLASS" on cockpit enclosure windows.
Figure 44-Swabbing Wing Finish with Protective
Fluid
24 RESTRICTED
RESTRICTED
AN Ol-6QJF-2
Section II
H-2
EXTERIOR
1-2
LENGTH
WIDTH
HEIGHT
CU. FT.
14'- 3"
8
1
- .9-
3'- 4"
416
B D. FT. EXT. 9 96
B D. FT. INT. 78
REO SIZE DESCRIPTION REO SIZE DESCRIPTION REO SIZE DESCRIPTION
84 2 2"X 6"X 18" PROP. COLLAR 53 2 2"X4"X8'-4" CROSS PIECE 2-4 ZO Z"X4"X Z'-5-215' SIDE SPACER
8-3 2 Z"X 8"X 18" PROP. COLLAR 5-2 Z Z" X Z"X 5'- 3" 8RACE 2-3 4 2"X4"XI2'-0" SIDE HORIZONTAL
82 Z 2"X 6"XI4-1/2" PROP. COLLAR 5-1 4 2"X 4"X 14'-1/4" UPRIGHT 2-2 6 2"X4"X 3'-1-1/4" SIDE VERTICAL
8-' 2 2"X 8"XI4-1/2" PROP. COLLAR 4-2 6 4"X4"X8'-0-1/2" TOP CROSS 2-1 10 Z"X 4"X 3'- 4" SIDE DIAGONAL
6-2 4 I" X Z"X 1'- 0" 8RACE 4-1 2 2"X 4"XI3'-6" TOP LONG 1-3 581 SO.FT.3/4" T6G SHEATHING
6-1 2 2"X8"X5'-0" PROP. SUPPORT 3-3 4 4"X4"X 8'-4"' END HORIZONTAL 1-2 .Z 4"X4"XS'-4" END CHOCKS
56 26 2'"X 4" VARY 8ASES 3-2 6 4" X 4"X 2'-0-112" END VERTICAL I-I 4 4"X 6"XI4'- 3" SKIDS
55 3 I"X 3"X 3'- Z" RUDDER SUPPORT 3-1 4 Z"X 4
00
X 3'- I" END DIAGONAL 60 Z"X3"X3/4" PLYWOOD
5-4 2
,''X 3"X 2' RUDDER SUPPORT 25 4 2"X 4"X 1'-6-118" SIDE DIAG ONAL I X 2 X 7 Z ~ STRIPS
IOZ-OO-U9A
Figure 45 (Sheet Jof 3 Sheets)-On-deck Shipping Crate
RESTRICTED 25
Section II
RESTRICTED
AN Ol-60JF-2
8'_4"
5-6
1
I
I
I
I
:,
I
I
1-.... ---4-3-1/2..
14'-3" -----------------,l
PLAN A A

5-6
<OlE 4'-7-1/2"

t,--------------
B - - - __ J B 2'-'"
f I " r--- - -(6 -- ---),-- ---, lJ
A L .J =-- =--==::::---., ---'I A
wm -m - - - - 1 @ S
I.... 14"-3" .. I

4-1
8-1 8-3
PROPELLER COLLAR ASSEMBLY
TEMPLETS REOUIRED
3-2
CROSS SECTION OF TOP
T


-i .. -----8'-4" .....!2=....-'-'-'11'2"-."-j-=i.,
END ELEVATION SECTION
102-00-261.
Figure 45 (Sheet 2 of 3 Sheets)-On-deck Shipping Crate
26 RESTRICTED
RESTRICTED
AN Ol-60JF2
Section"
\
I
I
I
..)b
h
---
---
l--t-
_-- 1-- I
- I I (1-----
I I
I STABILIZER I
I I I
I I I
\ I-
i
-
T
---,
1"-_-- __ --
---_ I I
-- - --J 1_---
__________ r-i
1-- I
I AILERON '-,
L I
- - ----------1-'---1
:-- -
I_CI_I- AILERON DUST COVER--:-.
L
[
c::
B-B
14'- 3" ..
PLAN
1......... r--------------14'- 3" ------------_)0I
LONGITUOINA L

I'iIi1 ff@ .,( )fA f{@ 4- i

l...-.-4-1/2" /" /"
1-- 4-1 4-2
SECTION OF TOP
2-2 2-4
SlOE ELEVATION
2-1

orr
IT
SECTION
REQ. SIZE DESCRIPTION 138 SQ. FT. FIBERENE PAPER
H-5 8 1/2"X II
..
CARBTR BOLT 130 SQ. FT. NANKEE PAPER
H4 8 1/2"X 15" MACH. BOLTS 135 SQ. FT. ROOFING
H-3 4 1/2"X 7" MACH. BOLTS 5 GALLONS ASPHALT
H2 24 1/2"X 8" LAG SCREWS 30'- 1- 1/4" IRON BANDING
H-I 36 1/2"X 5" LAG SCREWS 48' METAL EDGING
M-3 4 1/8':XI-1/2X8 BRACING I SQ. FT. WIRE MESH
M-2 24 1-1/4" BANDING 2# 20 0 NAILS
M-I 8 1-1(4'X 4" ANCHOR PLATES 12"1 8 0 NAILS
5*
7 0 NAILS
MATERIALS FOR
SEALING FUSELAGE
48 SQ. FT. 1/4" PLYWOOD
2"X4" X 9" WHEEL BLOCKING
4" X 4" X 6" WHEEL BLOCKING
4" X 6"X 2" WHEEL BLOCKING

Figure 45 (Sheet 3 of 3 Sheets)-On-deck Shipping Crate
RESTRICTED
27
Section II
Paragraph 1
RESTRICTED.
AN 01-60JF-2
(12) PACKING AND CLOSING SHIPPING
CRATE.
(a) Build crate components as shown in figure 45.
The reference numbers given in the follov.:ing procedures are
also given in figure 45.
(b) Place crate bottOm on dollies and lag end chucks
(1-2) at each end, running down lag screws with nut runner.
(c) Place propeller rack about inches closer te
one end of the crate than to the other. Be sure tips of blades
clear sides by at least inches. The propeller rack will con-
sist of members 8-1, 8-2, 8-3, and 8-4, which are bolted to
supports (6-1) with eight machine bolts (H-4). These bolts
are run from underside of supports (6-1) with holes coun-
tersunk so that suppOrts will fit flush with bottOm. Lag each
support to the two center bottOm skids with twO lag screws
each.
(d) Place propeller hub and blade assembly in felt-
padded collar and install upper collar members (8-2 and 8-4),
which will be diagonally braced at each corner with braces
(6-3). Bore five drainage holes in crate bottOm
and cover with Y4-inch mesh wire.
(e) Place front spinner on blocks up against end
chuck on lower left-hand side of crate bottOm. Secure spin-
ner in place by cross-webbing over jiffy pads and blocking
the ends of webbing to bottOm. Attach waterproof tape over
webbing to prevent slipping off spinner.
(I) Place wing tips, one at each end of the bottOm,
on padded blocks. The butt end of wing tips will be outward
with the corrugated paper covered navigation lights upward.
Secure each wing tip in place with twO strips of webbing
over jiffy pads, and block webbing ends. Brace three sides of
each wing tip with triangular-shaped padded blocks.
(g) Place rudder (leading edge Out) on padded
blocks on right-hand side of crate bottOm, and secure in place
with tWO strips of webbing over jiffy pads. Place padded
blocks at each end of rudder, and plywood blocks over ends
of webbing.
( h) Place vertical stabilizer on padded blocks on left
side of crate bottom, with blocking at butt end higher than
tip end.
Note
Nail webbing to the crate bottom on inside before
positioning stabilizer, as it cannot be reached after-
ward:
(i) Secure stabilizer by crisscrossing webbing at the
large end and fitting webbing into recess in stabilizer at
small end. Block all ends of webbing.
(j) Place prewrapped airtight plugs on blocks in
lower left corner of crate bOttom, and secure with one strip
of webbing lengthwise of package and two strips of web-
bing sidewise.
(k) Place accessory box and power unit box in up-
per right corner of crate bottom against end chuck, and se-
cure each box with Y.-inch metal banding, once lengthwise
and twice sidewise. Secure boxes with a block at end and on
side.
(l) Place rear spinner on block between propeller
rack and accessory box. Place twO thicknesses of jiffy padding
on blocks and tOp edges of spinner. Secure with webbing
crossed at tOp. Block ends of webbing.
(m) Place two one-gallon cans of ethylene glycol,
a one-gallon can of propeller fluid (Specification No. AN-
0-3, Grade L), and a one-gallon can of hydraulic fluid on
blocks against accessory box, and secure cans with webbing
over jiffy padding. Have the webbing extend sidewise
over each individual can and over all four cans lengthwise.
Block webbing at ends.
(n) Attach short and long fairings to greaseproof
paper coated 2 x 4-inch blocks with washers and wood
screws. Coat screws and washers with rust preventive (Speci-
fication No. AN-C-52, Type 1) where they come in contact
with fairings. Place shari: fairing in lower center of crate
bottOm and long fairing in front of accessory box, and nail
to bottom.
(0) Place uprights (5-1) and attach crosspieces (5-
3). Then attach cross braces (5-2) and diagonal corner braces
(6-4). Secure uprights (5-1) to bottOm by diagonal banding
(N-2). Nail contour wedges on the two crosspieces (5-3),
3 inches from left edge. Nail two Other wedges to these cross-
pieces a sufficient distance from first two to fit stabilizer when
it is placed on the crosspieces. Lay a strip of jiffy padding
over crosspieces (5-3) and contour wedges, and install sta-
bilizer. Lay another strip of jiffy padding over tOp of stabiliz-
er and webbing applied crosswise and diagonally. Block all
ends of webbing.
(p) Lay ailerons separately on padded crosspieces (5-
3). Fill in space between ailerons and crosspieces with padded
wedges. Secure each aileron in place with webbing over jiffy
pads. Place a padded block at upper end of first aileron to
keep it from slipping and a padded block at lower end of
second aileron.
(q) Place a 1 x 8-inch sheathing across the twO cross-
pieces (5-3) with one end resting on power unit box. Lay
dust covers on this board and secure in place with webbing
over j iffy pads.
(r) Clean all refuse from case and check to see that
all drain holes are clear. Also check that all parts are of same
serial number as that of airplane for which they are packed,
and .that packing is complete in accordance with packing
.
(s) Attach preconstructed end sections and secure
with four lag screws (H-2). Secure side section to base with
five lag screws (H-l) and twO machine bolts (H-3), as indi-
cated on figure 45. Fasten each corner with one lag screw
(H-I).
(t) Fasten tOp through each side section with seven
lag screws (H-I). Fasten tOp through each end section with
four lag screws (H-2). Coat tOp with roofing mastic and
roofing paper.
28 RESTRICTED
RESTRICTED
AN 01-60JF-2
INSPECTION CHART FOR PROCESSED AIRPLANES
Section II
Paragraph 1
ITEMS TO BE INSPECTED
Corrosion-Destructive action of salt water and salt air on un-
protected metal surfaces. On metal parts where the protective
coating has been rubbed off, corrosion may appear as a white
or red rust.
Loose T ape-Tape peeling, blistering, or bubbling.
Plastic Covering-The protective coating which is applied to
the exterior of the fuselage and exposed metal surfaces for
protection against the elements.
Lashings-Include main wheel strut clamps, tail lift tubes,
cables, and turnbuckles.
Chocking-Main wheel and tail wheel chocks designed to steady
airplane and prevent movement.
Chafing-The rubbing action of wheels against wheel chocks.
This action removes the plastic covering from the wheel, mak-
ing it highly susceptible to corrosion.
Wheel Boots-Waterproof covers on wheels, brakes, and lower
struts should be examined for any evidence of entrapped water,
tears, or loose tape.
Tail Cover-Waterproof cover on disassembled fuselage should
be examined for evidence of entrapped water due to tear or
breaks in cover.
Flat Tire.s-Tires should be constantly checked for signs of slow
deflation.
Engine Covers-Waterproof COvers on engine and nose of
fuselage should be examined for evidence of entrapped water.
Examine rope lashing to see that shrinkage does not tear eyelets
from cover.
Cockpit Enclosure-Should be thoroughly sealed at all times
with tape and plastic covering.
Flaps Down-Loss of hydraulic pressure will let flaps hang
loosely.
Plyu'ood-Plywood gives additional protection to fabric sur-
faces or exposed disassembled surfaces of metal.
Damage to Airpla1le-The entire airplane should be closely
exapined for any evidence of breaks, dents, or scratches.
CORRECTIVE MEASURES TO BE TAKEN
Clean and thoroughly wash with fresh water any surface on which
corrosive action has begun. Dry and then coat with plastic covering.
Trim off loose tape; clean surface with kerosene or low octane gaso-
line. Apply new tape and rub well.
CAUTION
Do not stretch tape. After application of new tape, brush
with plastic covering.
Where this material has been worn off or scratched, surface should
be cleaned and brushed with plastic covering.
Main wheel strut clamp bolts should be drawn tight. In event of fail-
ure of tail lift tube, cable may be threaded through hollow tube.
CAUTION
Do not remove broken tail lift tube.
Place padding on sides of fuselage to prevenr chafing. To secure air-
plane firmly againsr shifting, and to preclude rhe possibility of
any structural strain on airplane, cables should be tighr but not
taut. Adjustments in tension may be made by use of turnbuckles.
If chock padding is worn or torn away, replace with new padding or
some substitute. If chock is split or broken, repairs should be made
by ship' s carpenter. '
All places from which plastic covering has been rubbed off should
be cleaned with fresh water and brushed with external preservative.
To prevent further chafing, place spacer between wheel chock and
tire.
If entrapped water is found in wheel boot, open boot, remove dust
cover from main landing wheel, and examine wheel for corrosion.
If corrosion has begun, treat as described before; then reinstall wheel
boot, tape, and seal.
Drain entrapped water, remove cover, and examine fuselage for
corrosion. Treatment same as described before.
The chock is designed to support the weight of the airplane in the
event of a flat tire. Lashing and turnbuckles should be tightened to
prevent movement, and chocks should be carefully examined.
Make necessary adjustments to lashing. Drain entrapped water,
remove cover, and examine for cotrosion. Treatment as. described
before.
If seal is broken by loose tape or torn waterproof paper, correct as
descri bed before.
Support flaps by a wooden clamp made with two strips of wood ex-
tending approximately 12 inches past the leading edge and trailing
edge of the wing.
These strips should be l'added, one placed on the lower and one on
the upper surface of the wing, and bolted or lashed together at their
extremities. This will hold the flaps in normal "uP" position.
Upon discovery of broken plywood or loose bolts, have the ship's
carpenter make necessary repairs. After repairs, seal all seams and
joints with tape and plastic covering.
Any breaks in skin or cockpit glass, or other part of airplane, should
be tightly sealed to prevent entrance of salt water. Wash dents and
scratches and apply corrosion preventive.
RESTRICTED 29
Section II
Paragraphs 1-2
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AN 01-60JF-2
(u) Paint sides and ends of case with nonspecular
gray paint. Place packing list of the parts packed in case
in a waterproof envelope having serial number of airplane
clearly marked upon it; then fasten envelope to case, and
cover with a piece of 22-gage sheet metal.
(v) Stencil all necessary markings on the crate or
case.
(13) LOADING THE PROCESSED AIRPLANE.
(a) Perform the following operation on the dock:
1. Insert solid tail tube in tail.
2. Attach airplane hoisting sling. (Refer to section
III.)
3. Lift airplane about 2 feet off ground.
4. Install wheel cove!s.
5. Install tail wheel bag.
6. Lift airplane OntO ship.
(b) Perform following operations on ship:
1. Chock wheels.
2. Seal tOps of wheel bags with tape. Slit bottom
of bag to permit water to drain.
3. Remove lifting sling. Replace plugs in cowl
holes.
4. Block tail wheel in place and seal the tail wheel
bag. Slit bottOm of bag to permit water, to drain.
5. Lash the tail wheel to the deck.
6. Lash the main wheels to the deck.
7. Lash the wing to the deck.
8. Spray spots where corrosIOn preventive has
rubbed off.
Note
Use mooring cable protectOrs on all sharp corners.
2. ASSEMBLING AIRPLANE.
a. Remove tape, paper, silica gel, and lashings from all
assemblies.
b. Remove corrosion preventive from all portions of the
airplane with hot solvent (Federal Specification No. P-S-661
or equivalent).
c. Install fuselage on wing. (Refer to section IV, para-
graph 1.)
d. Install the wing tips, ailerons, and flaps on the wing.
(Refer to section IV, paragraph 2.)
e. Install pitat tube on wing. (Refer to section IV, para-
graph 18.)
f. Install horizontal and elevatOr assembly, the
vertical stabilizer, and the rudder on fuselage. (Refer to sec-
tion IV, paragraph 3.)
g. Hook up radio antenna equipment.
h. Install propeller. (Refer to section IV, paragraph 10.)
i. Remove dehydrating agents from engine and replace
spark plugs.
j. Preoil engine. (Refer to section IV, paragraph 8.)
30 RESTRICTED
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AN 0160JF2
Section III
Paragraphs 1-2
Section III
HANDLING AND GENERAL MAINTENANCE
1. ACCESS AND INSPECTION PROVISIONS.
The access holes used in inspection and maintenance pro-
cedures are shown in figure 48.
2. GROUND HANDLING.
The cockpit may be entered from leading edge of wing,
using main landing gear as a step.
a. HOISTING PROVISIONS.-The hoisting diagram
(figure 51) supplements the following information.
(1) HOISTING COMPLETE AIRPLANE. (See figure
50.)-The complete airplane, weighing approximately 6481
pounds (dry), may be lifted from a single hoisting ring if the
hoisting sling (E786) is used. The sling fastens to rings in-
stalled immediately forward of the windshield, and to a bar
(E727) inserted through the fuselage lift tube. The bar,
which should be IX inches maximum in diameter, must be
passed completely through the fuselage to prevent damage
to the lift tube.
(2) HOISTING FUSELAGE.-The fuselage may be
hoisted with or without the engine by an E786 sling. The
weight of the fuselage without engine is 1636 pounds. With
RADIO
COMPARTMENT-
LONGITUDINAL
LEVELING LUGS
Figure 46-Airplane Leveling Lugs
CONTENTS
LI ST
CONTENTS LIST, E776 HOISTING AND JACKING EQUIPMENT
P51-H AIRPLANES- CONTRACT AC-1752
126 73 32
TOOL NO.
DESCRIPTION
TOOL NO.
DESCRIPTION
ITEM NO. REQ. ITEM NO. REQ.
I E775 I BAG HOISTING a HANDLING 4 E800 2 FITTING, WING HOISTING
EQUIPMENT
5 E732 I FITTING, WING STA.O
2 E858 2 EYE B0 LT- AI RPLA NE HOI STIN G JACKI NG
3 E802 2 SCREW, WING JACKING 6 E730 I PAD, TAl L JACKING
-
Figure 47-Hoisting and Jacking Kit (E776)
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31
Section III
32
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AN _
. Provisions d InspectIon 48-Access an Figure
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AN Ol-60JF2
Section III
Paragraph 2
1. Empennage Fairing and Dorsal Fin
2. Elevator Trim Tab Actuator
3. Rudder Actuating Mechanism
4. Fuselage (Scoop Actuator)
5'. Fuel Tank
6. Pitot Tube
7. Fuselage-to-Wing Fairing
8. Fuselage Firewall
9. Hydraulic Reservoir Filler
10. Vent Valve
11. Main Gear Trunnion
12. Gun Bay
13. Ammunition Bay
14. Coolant System Filler
15. General Power Plant
16. Oil System Filler
17. Pulley Bracket
18. Fuselage
19. Radio
20. Radiator Trim Tab ActUator
21. Elevator Horn
22. Tail Wheel Service
23. External Power Source Receptacle
24. Fuel Sump Drain
25. Remote-indicating Compass
26. Ejection Chutes
27. Radiator Air Inlet Scoop
28. Fuel Booster Pump
29. Bomb Rack Emergency Release (Droppable Fuel
Tank Lines)
30. Carburetor Duct Filler
31. Fuel Strainer
KEY TO FIGURE 48
engine installed the fuselage weighs approximately 3406
pounds.
WARNING
Do not hoist tail of airplane by lifting horizontal
stabilizer.
(3) HOISTING WING. (See figure 52.)-The wing,
weighing approximately 1863 pounds, can be hoisted at a
single hoisting ring by use of a sling (E793). The sling
bolts to the four wing-to-fuselage attachment mounts.
(4) HOISTING EMPENNAGE.-The empennage is
comprised of three separately installed units; horizontal sta-
bilizer and elevators assembled, vertical stabilizer, and rud-
der. Anyone of the assemblies can be handled without a
hoisting sling.
(5) HOISTING ENGINE.-The engine may be hoisted
with or :without the engine mount installed. The engine
drained, with accessories and engine mount, weighs ap-
proximately 1900 pounds. The engine, without engine
mount, weighs 1800 pounds.
(a) ENGINE WITHOUT MOUNT.-The engine
without engine mount may be hoisted by attaching hoisting
sling (E729) harness to the lifting eye on the crankcase half
of the reduction gear casing, and to the lifting lugs of the
rear mounting feet on each side of the crankcase. It will
be necessary to remove coolant outlet fitting on the "A"
bank before attaching engine sling.
RL #2283 4" IRON WHEEL------'
DETAIL B
I
I
I
\
\
"-
......
I
_.. _ ~
,-. T
t:::;__;;:::;:'C:::I_' T
DETAIL A
\","--3/IS"X I"X 12-7/8"
3"X 45"
(SAE 1015 STEEL
TUBING,TYP. THRUOUT)
E 727
2"X 29 - 7/1S"
Figure 49-Tail Stand
RESTRICTED 33
Section III RESTRICTED
AN Ol60JF-2
DETAIL B
126-"-91
c DETAIL
~ ~ f CABLE, 2 REO.
ST8 CABLE ENDS,
6 REO.
3"
eO. HOLE
NOTE:
USE REAR RING TO HOIST
COMPLETE FUSELAGE WITHOUT
ENGINE (WITH OR WITHOUT WING).
NOTE:
USE FORWARO RING TO
HOIST COMPLETE AIRPLANE
(WITH OR WITHOUT WING).
SCI2 TERMINAL, 2 REO.
AN7-11 BOLT, 2 REO.
AN310-7 NUT, 2 REO.
DETAIL
RING, 1-114" X
6"1.0.,2 REO.
1-337-6 CLEVIS
RING, 6 REO.
3"
e CABLE,
STI2 CABLE
ENDS, 8 REO.
Figure 50-Complete Airplane Hoisting Sling
34
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AN 0160JF-2
COMPLETE AIRPLANE
C__--'--ui
Section '"
JACKING AIRPLANE AT WING JACK POINTS
HOISTING FUSELAGE
\\-0<----- E 786
JACKING COMPLETE AIRPLANE
HOISTING ENGINE WITH MOUNT
USE THIS RING TO HOIST
WING HORIZONTALLY.
E 793
/'
LANDING GEAR TO BE EXTENDED FOR
HOISTING IN EITHER POSITION
Figure 51-Airplane Handling Diagram (Hoisting)
RESTRICTED
803
105_00_255E
35
RESTRICTED
AN 01-60JF-2
---- ..
E853 EYE
AN 310-9 NUT
FORK END TERMINAL SC8
E853 EYE
'AN 310-9 NUT
FORK END 8 TERMINAL sa
3/4" oIA.X 6"
~ I O O SHACKLE
1/4" oiA.
\(
se8 TERMINAL
\
FORK END
E 852 EYE
AN 310-10 NUT
T FROM
NOT: ING TO HOIS
USE THIS ~ O S I T I O N
VERTICAL
Section III
E 852 EYE
AN 310 -10 NUT
. Hoisting Sling 52-Wing Figure
RESTRICTED 36
RESTRICTED
AN 01-60JF-2
Section III
2r
ll
3 9-1/2 "__
TURNBUCKLE
5/8" DIA. X 13- 3/8"
39-1/4"
l!.!L.-----
1/2" DIA. X 10"
,,----ID
20-
3
/
8

II
55-5/8"
I
38-1/4"
J
AN 115-125 __
(gJ:Il.
!.... -<f----- 3\ -
38-1/4"
NOTE:
USE AMERICAN STANDARD PIPE
AND AIRCRAFT CA8LE.
Figure 53-Engine and Mount Hoisting Sling
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37
Section III RESTRICTED
AN Ol-60JF-2
CONTENTS
LIST
E 879 KIT
HOISTING 8 JACKING EQUIPMENT
P 51 H AIRPLANES
<>,.
;{.;Jf
38
ITEM
TOOL NO.
DESCRIPTION ITEM
TOOL NO.
DESCRIPTION
NO. REQ. NO. REQ
I E858 2 EYEBOLT AIRPLANE HOISTING 5 E772-2 I PAD-TAIL JACK
2 E800 2 FITTING ASSEM. WING HOIST 8 6 E873 6 FITTING ASSEM.-WING BOMB
MOORING HOIST ATTACHING
3 E802 2 PAD-WING JACKING 7 E878 I BAG HOISTING 8 JACKING
4 E732 I FITTING- WING STA."O" JACK EQUIPMENT
12. 6 ~ 147
Figure 54-Hoisting and Jacking Kit (E879)-Late Airplanes
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AN Ol-60JF-2
Section III
Paragraph 2
ANCHOR ROD---H
KNURLED NUT
1---- DRIVING ROD
(3) Pull back control handle to full extent.
(4) Release brake pedals.
(5) Release control. handle.
f. SURFACE CONTROL LOCK.-The surface control
lock is located on the center control pedestal. (See figure 58
for locking procedure.)
g. TIE-DOWN PROVISIONS.
(1) WING.-Wing jack fittings (E802) and wing hoist
ing rings-mooring rings (E800) are included in the aiic
plane hoisting and jacking kit. The jack fittings screw inti>
the hoisting rings.
(2) MAIN LANDING GEAR.-A mooring ring is
provided on the forward face of the main landing gear fork.
(3) FUSELAGE.-The lift rube hole in the fuselage,
just forward of the aft section, provides a means of moor-
ing the tail end of the airplane.
h. MOORING INSTRUCTIONS.
Figure 55-Mooring Stake
(1) MOORING KIT.-Provisions are made for stow-
ing a standard mooring kit, Type D-1, in the rear compart-
ment of the fuselage.
(2) USE OF MOORING KIT. (See figure 55.)-To use
mooring kit, screw anchor rod into arrow, and then slip driv-
ing rod over anchor rod into socket of arrow. The cam on
driving rod must be turned so that prongs of arrow will not
spread when arrow is driven into ground. If ground is hard,
the surface may be broken by using a ground-breaking pin.
Align rod with mooring point on airplane; then drive arrow
(c) TAIL SECTION JACK POINT.-The tail sec-
tion jacking point is located in the lower skin of the fuse-
lage directly below the horizontal stabilizer. A jack pad is
included in the airplane hoisting and jacking kit. When
jacking at the tail jacking point, suspend a weight of approxi-
mately 200,pounds from the fuselage lift rube to prevent the
airplane from nosing over. After tail section has been raised,
a tail stand (E748) with bar (E727) may be used to sup-
port the tail at the fuselage lift tube. (See figure 49.)
(2) JACKING AIRPLANE AT LANDING GEAR
JACKING LUGS.-The main landing gear jacking lugs are
located below the inboard end of t};{e main axles.
(b) ENGINE WITH MOUNT.-The engine with
engine mount attached may be hoisted by hooking hoisting
sling (E803) onto eyes on aft end of mount and around
propeller shaft. (See figure 53.)
b. JACKING PROVISIONS. (See figure 51.)-A hoisting
and jacking kit (E776) is furnished with each airplane. (See
figure 47.) Later airplanes are furnished with an E879 hoist-
ing and jacking kit. (See figure 54.)
(1) JACKiNG COMPLETE AIRPLANE.
(a) WING PANEL JACK POINTS.-The wing
panel jacking points are located outboard of the bomb racks
on each wing panel. Jackscrews are provided in the hoisting
and jacking kit supplied with the airplane. The use of a wing
jacking stand will facilitate the jacking operation.
(b) WING CENTER JACK POINT.-The wing
center jacking point is located on the center strip of the
wing, station 0, above the radiator air scoop. The front sec-
tion of the radiator air scoop must be removed before the
jack point is accessible. The jack pad is furnished with the
airplane hoisting and jacking kit. The airplane must not be
jacked at the center point only; outer wing jacks are neces-
sary to balance the airplane.
c. LEVELING. (See figure 46.)
( 1) LATERALLY-Lay a straight leveling bar across
the two lugs on the forward face of the aft frames of the
radio compartment door. Do not use the casting on the aft
side of the left frame.
(2) LONGITUDINALLY-Lay a straight leveling bar
across leveling lugs on left side of fuselage, one on rear face
of aft frame of radio compartment, and one on forward side
of first frame forward of radio compartment door.
d. PLUMB BOB POINTS.-Two plumb bob points are
provided on the centerline of airplane: one at wing 25 per-
cent line at station 139.25, and the other just forward of
tail wheel well at station 323.0625. Each plumb bob point
is threaded for a 1032 screw or bolt.
e. PARKING BRAKES.-The parking brake control is
located below the instrument panel on the center control
pedestal. To apply parking brakes, proceed as follows:
(1) Pull control handle lightly.
(2) Press both brake pedals to full extent.
RESTRICTED
39
Section III
Paragraph 2
RESTRICTED
AN 01-60JF-2
Figure 56-Airplane Mooring Diagram
down until driving rod handle is within approximately 3
inches of ground. Rotate handle 90 degrees and strike driving
rod a sharp blow to spread prongs of arrow. Return handle
SPREADER BAR IN.USE
to driving posltlon; then pull driving rod from ground.
Align squared socket of "eye" assembly with square end of
driving rod, fit "eye" on rod, and then tighten down knurled
nut. To withdraw anchor rods, detach mooring ropes and
unscrew rod. The arrows are left in ground. Replace ex-
pended arrows as soon as possible in order to keep moor-
ing kit complete.
(3) MOORING AIRPLANE.-The following mooring
instructions are the minimum precautions to be taken.
(a) Lock surface controls.
(b) Head airplane into wind:
(c) Moor airplane with %-inch ropes or ~ i n h cable
as illustrated in mooring diagram. (See figure 56.)
(4) EMERGENCY PROCEDURE FOR MOORING
_ AIRPLANE.-When warning of storms or high winds is
received, install felt-padded wooden clamps to securely lock
all movable control surfaces. These clamps should be used
in addition to the surface control locks.
i. TOWING. (See figure 57.)-A towing ring is provided
at the forward face of each main landing gear fork. Use of
40
. TOW BAR III USE
Figure 57-Towing Airplane
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IOSA -53-40
RESTRICTED
AN 01-60JF-2
Section III
Paragraph 2
a tow bar will facilitate towing airplane within an area
which is limited by ground equipment or other aircraft.
If tow ropes are used, a spreader bar (EnD) or a similar
bar arrangement will prevent landing gear from collapsing
should landing gear control handle be inadvertently moved.
Release parking brakes before attempting to move airplane.
When airplane is being towed near other equipment, one
man should be stationed in cockpit to operate brakes, and a
man assigned to each wing tip. In any case where towing
is being done by ropes or cables, a man should be stationed
in cockpit to operate r k e ~ so that airplane will not run
into towing equipment.
j. SERVICING INSTRUCTIONS. (See figure 59.)
( 1) FUEL SYSTEM.
(a) FUEL.-Specification No. AN-F-28, Grade 100/
130, for training; Specification No. AN-F-33, Grade 115/
145, for combat.
( b) TANK CAPACITIES.
1. RIGHT WING TANK.-104 US (86.6 Im-
perial) gallons.
2. LEFT WING TANK.-102 US (84.9 Imperial)
gallons.
3. FUSELAGE TANK (1).-50 US (41.6 Imper-
ial) gallons.
4. 75-GALLON DROPPABLE TANKS (2).-75
US (62.4 Imperial) gallons.
5. 1I0-GALLON DROI?PABLE TANKS (2).-
110 US (91.6 Imperial) gallons.
(c) FILLING WING FUEL TANKS.-The wing
tanks are filled individually through filler necks on the up-
per surface of the respective wing panels. Fill the right tank
first, as a one-way check valve prevents drainage into the left
tank. The left tank can drain into the right tank. Ground
jacks are located just forward and outboard of each filler
neck. Observe the following precautions:
1. Before filling the tanks, examine the fuel system
for leaks, ground the airplane, and drain a small amount of
fuel from the two wing tank drain cocks and from fuel
strainer just forward of firewall on left-hand engine mount
beam (access door in lower rear engihe cowling).
2. Fill tanks to the lip of the filler neck; do not-
overflow the gasoline. (Fill right tank first.)
3. After filling the tanks, install the filler caps.
Wipe any spilled fuel from the surface of the wing. Drain
a small amount of fuel from the drain cocks.
(d) DRAINING WING FUEL TANKS.
1: Ground the airplane.
2. Remove forward end of radiator scoop. (Refer
to section IV, paragraph 1. c. (4) (b).)
3. Remove drain plug from each fuel tank and al-
low tank to drain.
4. Reinstall drain plugs and safety.
STEP 1
Pulliockpin to disengage lock from
positioning clip.
STEP 2
Move control stick to center-for-
ward position.
STEP 3
Swing lock up so that lockpin en-
gages hole in right side of control
stick.
STEP 4
Mc}\e rudder pedals to neutral posi-
.tion, to permit lock on firewall to en-
gage slot in sleevc on balance cable.
[26-52-120
Figure 58-Locking Surface Controls
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Section III
Paragraph 2
RESTRICTED
AN Ol60JF-2
ER."
5. Reinstall forward end of radiator scoop. (Refer
to section IV, paragraph 1. c. (4) (b).)
Note
If an external power source is available, the main
tanks may be drained by the method ourlined for
the fuselage tank.
(e) FILLING FUELAGE FUEL TANK.-Before fill-
ing the fuselage tank, ground the airplane at the ground jack
located immediately below the fuselage tank filler neck and
then drain a small amount of fuel from the fuel line and tank
drain cocks on left side in wing-to-fuselage fairing by rurn-
ing the controls to "DRAIN." Make sure controls are re-
rurned to "CLOSED" position; then fill the tank. Reinstall
filler cap.
(f) DRAINING FUSELAGE FUEL TANK.
1. Ground airplane.
2. Connect an external power source to airplane.
(See section IV, paragraph 20. d. (4).) Make sure booster
pump switch is "OFF."
3. Remove the lower rear engine cowl panel.
4. Disconnect main fuel line from fuel strainer
ourlet.
5. Clamp a flexible hose on the strainer ourlet
nipple and insert hose end into fuel container.
6. Turn fuel selector valve to "FUS. TANK."
7. Position o o s t ~ pump switch in "FUEL BOOST-
8. When booster pump has drained tank, remove
external' power source, rurn booster pump switch "OFF,"
rum fuel selector valve to "OFF," remove drain hose from
strainer ourlet nipple, and reconnect main fuel line; then
install engine cowl.
9. Turn fuselage tank and fuel line drain cock
controls to "DRAIN." When tank is empty, turn controls to
"CLOSED."
(g) FILLING DROPPABLE FUEL TANKS.-Fill
tanks to overflowing at the filler neck located in the forward
end of each tank. No gages are provided. After filling, drain
42
ENGINE
COOLING
SYSTEM
HYDRAULIC RESERVOIR
BATTERY ---,
R.H. FUEL TANK
Figure 59-Servicing Diagram
RESTRICTED
r----- FUSELAGE FUEL TANK
----- OXYGEN
------- EXTERNAL POWER
RECEPTACLE
.INDICATES SERVICE POINTS
L.H. FUEL TANK
RESTRICTED
AN Ol-60JF-2
Section III
Paragraph 2
out a small amount of fuel through the drain plug on the
bottom of each tank; then replace and safety the drain plug.
Service the air pressure supply line drains in the wheel
wells. Service the droppable tank fuel line drains, accessible
by removal of the left forward fuselage-to-wing fairing,
and by removal of the access plate in the right forward fuse-
lage-to-wing fairing.
Note
On later airplanes, the left fuel line drain is acces-
sible in the wheel well.
(h) DRAINING DROppABLE FUEL TANKS.-
Remove the drain plug at the bottom of each tank. After the
tanks have been drained, install and safety the drain plugs.
(2) OIL SYSTEM.
(a) OIL.-Specification No. AN-VV-0-446, Grade
1120.
(b) SYSTEM CApACITY.-18.5 US (15.25 Imper-
ial) gallons.
( c) FILLING OIL SYSTEM.-The oil filler neck in
the oil tank is accessible through the aft dzus-fastened door
on the left side of the upper engine cowling. If foam is pres-
ent when replenishing the tank supply, be careful to get a
proper reading of the oil level. Fill the system as follows:
1. Fill the oil tank to the level of the filler neck.
2. Run the engine for one or two minutes be-
tween 800 and 1000 rpm as instructed in AN 01-60JF-1.
CAUTION
Do not exceed these figures, as running the en-
gine above the specified time or speed may cause
serious internal damage to the engine.
3. Stop the engine and allow time for the oil in
the heat exchanger to drain back into the oil tank. Then
again fill the tank to the level of the filler neck.
4. Run the engine again for one or two minutes
between 800 and 1000 rpm.
5. Stop the engine and check the oil level. Add
oil if necessary; then install the filler cap.
6. Wipe off any spilled oil and fasten the access
door.
(d) DRAINING OIL SYSTEM.
1. Remove the lower aft engine cowling. Remove
the drain plug in the oil tank outlet line at the lower right
side of the accessory coml'arrment.
2. Remove the top left engine cowling. Remove
the drain plug in the bottom of the oil tank.
3. Remove the rear section of the carburetor air
duct and the scavenge filter caps from lower left end of
the crankcase just forward of the coolant pump. If the filter
screens do not drop out when the caps are removed, take
them out by hand. Inspect the screens; if a collection of metal
particles is present, investigate the trouble immediately.
4. After the oil has drained out, clean the inside
of the filter screen casings with a lint-free cloth
moistened with unleaded gasoline.
5. Clean the screens with unleaded gasoline. Do
not use a cloth to clean screens.
6. Reinstall the filters, making sure that the gas
kets are in good condition and that all joint surfaces are
clean.
7. Replace the plug in the oil line and the plug in
the bottom of the oil tank.
( 3) ENGINE COOLING AND AFTERCOOLING
SYSTEMS.
(a) COOLANT.-Outside air temperature above
-14.5C (4F): Type D coolant, consisting of 70 percent
water and 30 percent ethylene glycol (Specification No. AN-
E-2). Outside air temperature below -14.5C (4F): Type
C coolant, consisting of 30 percent water and 70 percent
ethylene glycol (Specification No. AN-E-2).
(b) SYSTEM CAPACITIES.
1. ENGINE COOLING SYSTEM.-14.4 US (11.8
Imperial) gallons.
2. AFTERCOOLING SYSTEM. 6.2 US (5.1 Im-
perial) gallons.
. (c) FILLING COOLING SYSTEMS.
1. Remove the system filler caps. The engine cool-
ing system filler cap is accessible through the dzus-fastened
door at the forward end of the upper left engine cowling.
The aftercooler system filler cap is at the top of the heat ex-
changer and is accessible through the forward dzus-fastened
door at the aft end of the upper left engine cowling.
2. See that all drain plugs are installed.
3. Fill engine cooling system until coolant reaches
bottom of filler neck. Check the filler vent line and the ex-
pansion tank vent line to see that they are free from obstruc-
tions or traps.
4. Fill the aftercooling system until coolant
reaches bottom of filler neck.
5. Install filler caps.
6. Run engine at 800 rpm for 30 seconds; shut
down engine. Make a second run of IX minutes. Stop engine
and check coolant level in both systems. If necessary, add
coolant, bringing it up to the bottom of filler necks. Repeat
this operation whenever the systems are filled after draining,
in order toensure complete filling.
7. Install filler caps, safetying the aftercooling cap.
O(d) DRAINING ENGINE COOLING SYSTEM.
1. Remove engine cooling system filler cap acces-
sible through dzus-fastened door at the forward end of the
upper left engine cowling. This allows air to enter the system
as the coolant drains.
RUTRICTED 43
Section III
Paragraph 2
RESTRICTED
AN 01-60JF-2
2. Remove lower engine cowling and rear section
of carburetOr air duct. Remove drain plug from coolant
pump.
3. Remove access door beneath the coolant radi-
atOr and remove drain plug from radiatOr outlet elbow.
4. Gaining access through baggage compartment
door, open the drain valve in the coolant inlet line to header
tank. .
(e) DRAINING AFTERCOOLING SYSTEM.'
1. Remove aftercooler filler cap to allow air to
enter the system as coolant drains. The filler cap is at the tOp
of the heat exchanger and is accessible through the forward
of the two dzus-fastened doors at the aft end of the upper
left engine cowling.
2. Remove aftercooler drain plug from bottOm of
radiator.
3. Remove drain plug from heat exchanger to
pump line.
4. Remove drain plug from line between after-
coole'r pump and supercharger blower case.
Note
Collect coolant drained from both systems in
containers and test it for proper percentage of
water and glycol with a hydrometer. If not con-
taminated, the coolant may be strained and used
again. Coolant which is a definite blue color should
be discarded, since this indicates that the corro-
sion inhibiter (NaMBT) is no longer effective.
CAUTION
Do not leave the systems empty at any time. Refill
immediately.
(4) HYDRAULIC SYSTEM.
(a) FLUID.-Specification No. AN-VV-O-366.
(b) SYSTEM CAPACITY-Approximately one US
gallon.
(c) RESERVOIR CAPACITY-Approximately Y7
US gallon.
(d) REPLENISHING RESERVOIR FLUID.-Fill
reservoir to full as indicated by dip stick. Replace and secure
filler neck cap.
(e) .DRAINING RESERVOIR FLUID.-Have ready
container into which fluid may drain. Disconnect system
return line at bottom of reservoir. Fluid will drain out slowly
because of draining through filter.
(!) FILLING HYDRAULIC SYSTEM FROM
TEST STAND.-Before filling complete hydraulic system,
place airplane on jacks to permit operation of landing gear.
1. Connect test stand lines to disconnect couplings,
to pressure line at firewall, and to suction line at reservoir.
2. Connect a return line from vent at top of reser-
voir to test stand reservoir. Leave reservoir filler cap tight.
3. Thoro\.lghly circulate fluid through system; then
operate each unit several times to purge system of air. If
necessary, loosen the B nurs on lines at the units, or loosen
bleeder plug if unit has one. After bleeding be sure to tighten
and safety where required.
(g) FILLING HYDRAULIC SYSTEM FROM
HAND-PUMP.-Remove right side cowling and attach
hand-pump to btacket on engine mount. Refer to applicable
instructions given for test stand filling, remembering that
system reservoir on airplane must be kept full when using
.hand-pump, as system reservoir is the source of fluid supply.
(5) OXYGEN SYSTEM.
.(a) OPERATING PRESSURE.-400 pounds per
square inch.
(b) FILLING.OXYGEN SYSTEM.-A suitable
oxygen cylinder recharger designed in accordance with AAF
Drawing No. 41G5917 and Specification No. 2198A should
be used in filling oxygen cylinders. The oxygen filler valve
is accessible through the oxygen filler valve access door on
aft left side of main fuselage section. Fill oxygen system as
follows:
1. -Remove filler valve plug by turning handle
about Y8 turn.
2. Turn supply equipment regulator adjusting
screw to full open; then very slowly open valves on supply
cylinders.
3. Close adjusting screw until supply pressure
gage indicates 425 pounds per square inch.
CAUTION
The use of high-pressure recharging cylinders
without pressure reducer regulators will burst
oxygen cylinders in airplane.
4. Insert nozzle on end of supply hose into filler
valve, pushing nozzle irito opening until catch snaps. An
adapter to fit valve for British recharging equipment is lo-
cated in spring clip on top of filler valve assembly.
5. Open shut-off valve on supply equipment and
allow oxygen to flow into system until oxygen pressure gage
on instrument panel indicates 425 pounds per square inch,
at which point flow of oxygen should be stopped. Charging
of cylinders generates heat. After servicing, cylinders will
cool, with resultant drop in pressure of approximately 25
pounds per square inch. Pressure gage will then read approx-
imately 400 pounds per square inch.
6. Turn off supply valve and disconnect filler hose
by turning filler valve handle Y8 turn.
WARNING
Hold filler hose firmly while turning handle, as
oxygen pressure may throw it with considerable
force.
7. Snap plug into filler valve opening.
44 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section III
Paragraphs 2-4
Do not allow sparks or flame in vicinity.
WARNING
(c) EXHAUSTING OXYGEN SYSTEM.-The
procedure for exhausting oxygen system is dependent upon
what type regulator is installed.
FREEZING POINT
-71C (-95F)
-62C (-80F)
-52C (-62F)
-37.2C ( -35F)
-26.6C ( -16F)
-20C (- 4F)
-15C (+ 5F)
-10.6C (+13F)
- 7.2C (+19F)
SPECIFIC GRAVITY
1.300
1.275
1.250
1.225
1.200
1.175
1.150
1.125
1.100
3. GROUND OPERATING INSTRUCTIONS.
Refer to Pilot's Handbook of Flight Operating Instruc-
tions, AN 01-60]F-1.
4. STORAGE.
a. TEMPORARY STORAGE (Less Than Seven Days).
-Airplanes to be processed within seven days after the last
flight should be handled as follows:
(1) Upon arrival at the field, bring airplane log up to
date.
DO NOT ENGINE
UNTIL ALL

HAVE BEEN HEMOVED
FHOM THE ENGINE
In these cases it is almost always necessary to replace battery,
although in case of partial freezing, thawing in a warm room
and recharging may save it.
(2) Park airplane in safe and convenient location.
(3) Moor airplane (paragraph 2. h. 0)) and chock
wheels. A standard mooring kit is furnished with each air-
plane.
(4) Set parking brakes.
(5) Shut off all ignition switches.
(6) Correct all mechanical defects, check airplane for
shortages, and service as required.
(7) Lock surface controls.
(8) Close cockpit canopy.
(9) Cover pitot tube head.
(10) Cover radiator air scoop with dust excluder pro-
vided with airplane.
(11) In bad weather, install engine and cockpit covers.
1.200
1.150
1.240
SPECIFIC GRAVITY
1.275 to 1.300
1. OXYGEN SYSTEM WITH TYPE A-14 REG-
ULATOR.-Turn diluter control handle, on Type A-14 pres-
sure breather regulator, to "100% OXYGEN" (luminous
stripes hidden); then turn regulator dial to "45 M" and oxy-
gen will exhaust from end of regulator-to-mask connection
tube. Holding or tying open spring-loaded dust cover on
end of tube will accelerate oxygen flow. Make certain that
dial has been moved back to "NORMAL" and diluter handle
to "AUTO-MIX" before leaving airplane.
CAUTION
Make certain that mask-to-regulator hose is not
blocked; otherwise regulator diaphragm will rup-
ture.
2. OXYGEN SYSTEM WITH TYPE A-12 REG-
ULATOR.-Turn red emergency knob on Type A-12 regu-
lator to "ON" position. This allows oxygen to by-pass
regulator and flow from system.
STATE OF CHARGE
Fully charged.
Y3 discharged. Replace with fully charged
battery if below this reading.
discharged. Not sufficient capacity
for satisfactory operation.
Completely discharged.
(6) TESTING BATTERY SPECIFIC GRAVITY BE-
FORE INSTALLATION.-In accurately determining con-
dition of battery charge, it is necessary to correct for
temperature because gravity varies with temperature as well
as the percentage of acid. (Increasing temperature lowers
gravity; decreasing temperature raises it.) AAF hydrometers
are calibrated to read correctly at 26.rC (80F). In taking
readings, make temperature correction indicated by ther-
mometer on hydrometer by adding (or subtracting) correct
number of points to the float reading. Example: If hydrome-
ter reading is 1.250 and thermometer reading is -1.1
o
C
(30F), the correction shown on temperature scale is "sub-
tract 20 points." Thus, the true specific gravity of battery
would be 1.250 minus 20 or 1.230. Replace battery as soon
as practicable if its specific gravity (corrected for tempera-
ture) is below 1.240 or above 1.310. The following specific
gravity table is for new batteries at 26.rC (80F) with the
electrolyte level Ya-inch above top of protector:
In cold weather it is especially important not to allow
specific gravity of electrolyte to fall toO low. The tempera-
tures at which electrolyte will freeze are as follows:
Figure 60-Warning Card
RESTRICTED
45
Section III
Paragraphs 4-5
RESTRICTED
AN 01-60JF-2
(12) Each day, pull engine through four complete rev-
olutions.
(13) Every other day, roll airplane so as to change
position of tires.
b. STORAGE OYER SEYEN DAYS.-When airplane
is not to be processed within seven days, but will be processed
within thirry days, the engine should be treated as follows:
(1) Remove exhaust spark plugs from all cylinders.
(See figure 60.)
(2) Rotate crankshaft. As each exhaust valve reaches
fully open position, spray it with corrosion-preventive mix-
ture (Specification No. AN-YY-C-576) through spark plug
holes.
(3) Rotate crankshaft at least four revolutions to thor-
oughly work corrosion preventive into exhaust valve guides.
(4) While piston is at bottom of stroke, spray corro-
sion-preventive mixture (Specification No. AN-VV-C-576)
into each cyhnder, covering all interior surfaces.
(5) Set propeller so that one blade stands straight
down, and again spray corrosion-preventive mixture (Speci-
fication No. AN-VV-C-576) into all cylinders. After this
treatment, crankshaft should not be rotated again until en-
gine is about to be run. If it is rotated, each cylinder must
be sprayed again.
(6) Install cylinder dehydrator (Protek) plugs
(J\N7511-13) in all exhaust spark plug holes.
Note
Dehydrator plugs must indicate less than 30 per-
cent relative humidity when compared with hu-
midity indicator card AN75ll.
(7) Place and anchor a one-pound bag of dehydrating
agent (Specification No. AN-D-6), bearing a plainly marked
tag, in carburetor air intake scoop, and seal opening securely.
(8) Install a 2-ounce bag of dehydrating agent (Speci-
fication No. AN-D-6) in ea<Zh exhaust stack and close end
of stack with securely taped Pliofilm. Bags of dehydrating
agent should bear an identifying tag attached by a 3-inch
string, and the bags must be installed so that tags remain
outside the stack.
(9) Cover all other openings and breathers in engine
with moistureproof tape (Specification No. AN-T-12) or
suitable moisture plugs.
(10) Place warning tag (figure 60) on propeller and
another on control stick in cockpit.
(11) Inspect cylinder dehydrator plugs weekly, and re-
place when humidiry indicated reaches 20 percent. At this
time, also replace dehydrating agent in carburetor air intake
and in exhaust stacks.
\
5. LUBRICATION REQUIREMENTS.
Specific lubrication points are indicated on check chart.
(See figure 61.) A two-man lubrication team ~ be em-
ployed, one man to clean and lubricate, and the other to in-
spect and clean lubricated parts.
a. LUBRICATION PROCEDURE.-The following pro-
cedure is to be observed in conjunction with check chart:
(1) Wipe zerk or mechanism with clean rag. If neces-
sary, moisten rag with cleaning solvent.
(2) Lubricate zerk or mechanism with lubricant speci-
fied.
(3) Inspect zerk or mechanism for proper lubrication.
(4) Remove excess lubricant.
b. GENERAL LUBRICATION NOTES.
(1) BEARING SURFACES.-These items must be in-
spected and cleaned after lubrication, as excessive lubrication
will attract dirt and grit.
(2) ZERK FITTINGS.-All zerk fittings, painted
orange for identification, should be lubricated with a pres-
sure gun.
(3) SEALED BEARINGS.-Bearings used in pulleys,
bellcranks, hinge points, rod ends, etc., are the sealed rype
packed with lubricant at assembly, and require no lubrica-
tion between major overhaul periods.
(4) LANDING WHEELS.-The landing wheel bear-
ings must be removed, cleaned, and lubricated with high
melting point grease (AAF Specification No. 3560E, medium
grade) every 100-hour inspection period.
(5) ENGINE.
(a) Lubricate all engine control system ball and
clevis joints, and shaft and lever support bearings which are
. part of the engine, with machine gun oil (Specification No.
AN-O-6) rwice each 25 hours, and at engine change.
(b) Lubricate carburetor hot air door pulley ball
spring lock at pedestal every 25 hours with powdered graph-
ite only.
(c) At 50-hour intervals, lubricate magneto breaker
base bearing surfaces with a light coating of Efco No.2, or
grease (Specification No. AN-G-5 or AN-G-3).
(d) At 100 hour intervals, fill magneto breaker pivot
post cavity with grease (Specification No. AN-G-5).
(e) Lubricate main coolant pump each 25 hours with
Keystone No. 84 (medium) lubricant (Specification No.
AN-G-5).
(6) PROPELLER.
(fl) At 50-hour intervals, lubricate hub with grease
(Specification No. AN-G-4, Grade AA), using power or
hand grease gun as follows: \
1. Remove propeller spinner.
2. Apply grease gun to one of fittings until grease
appears at lubricator relief fitting on hub.
3. Repeat this procedure at each of the rwo re-
maining fittings.
(b) Check oil level and refill regulator assembly if
necessary, using oil (Specification No. AN-O-3, Grade L)
at following intervals:
46 RESTRICTED
7
DETAIL A
RESTRICTED Section III
AN 01-60JF-2
DETAIL B
LUBRICANT
TIME
NO. ITEM
PERIOD
1-6
EMPENNAGE TRIM TAB
AN-G-3 25 HR.
ACTUATING DRUMS
7-16
MAIN LANDING GEAR
AN-G-3 25 HR.
MECHANISM
WHEEL BEARINGS
SPEC. NO. 3560
200 HR.
17,18
MED. GRADE
126-4790
Figure 6 J-lubrication Chart
RESTRICTED 47
Section III
Paragraphs 5-6
RESTRICTED
AN Ol60JF-2
1. 25 hours of operation.
2. After week or more of standing idle.
3. At any time there is any noticeable decrease of
maximum engine rpm. (Specified oil level in regulator must
be maintained because it affects this maximum governed
speed.)
4. To check oil level, rotate propeller until filler
plug hole is in horizontal position on left side, and then reo
move filler plug. If oil is below level of filler plug, fill with
recommended oil until level with filler ho'le. Replace filler
6. SPECIAL TOOLS AND EQUIPMENT.
plug and washer and safety with brass wire..
(7) DYNAMOTORS.-If necessary, lubricate dyna.
motors every 500-hour inspection period as follows:
(a) Apply three drops of SAE 20 oil to small hole
in top of each bearing housing.
(b) Through same hole in bearing housing, add ap-
proximately 0.05 cubic inch (Ve-inch cube) of ball bearing
grease to each bearing.
( c) After disassembly for cleaning with carbon tetra
cWoride, repack with ball-bearing grease.
SERVICE
TOOL NO. NOMENCLATURE APPLICAnON KIT NO. FIG. NO.
E775 Bag, hoisting and jacking Container for hoisting and jacking equipment E776
T944 Bag, operational squadron T947
tool
T945 B<;Ig, service squadron tool T948
E727 Bar, tail lifting Used to hoist tail section of ship 49
T56 Coupling set, control cable Used to repair severed control cables until 82
repair same are replaced
E858 Eyebolt, airplane hoisting Used for hoisting complete airplane E879
E800 Fitting, wing hoisting and Used for hoisting and mooring P51 Hat wing
mooring point E776,E879
T57 Holder, turnbuckle Used to hold cable swaged ends T904, T906
T55 Hose, bleeder Used to bleed air from the brake hydraulic T904, T946A, 107
system T947, T948,
T950, T953,
T938, T936,
T940, T946,
T902, T906,
T908, T914,
T912, T920,
T922, T924,
T926, T926A,
T928, T930,
T932, T934
Tl25 Kit, Hi-shear rivet Used to hold Hi-shear rivet set
E776 Kit, hoisting and jacking
47
E879 Kit, hoisting and jacking
54
T947 Kit, operational squadron tool Kits furnished on NA 126, P-51H contract
AC1752
T948 Kit, service squadron and
Kits furnished on NA 126, P-51 H contract
major overhaul tool AC1752
E732 Pad, fuselage jack Used to jack plane and station 0 aft of T908, T914.
firewall T906, E776,
E918, E926,
E790
E772-2 Pad, tail jack Used as a jack pad when jacking tail E926,E776
E879
48
RESTRICTED
RESTRICTED Section III
AN 01-60JF-2 Paragraph 6
SERVICE
TOOL NO. NOMENCLATURE APPLICATION KIT NO. FIG.NO.
T71 Protractor assembly, surface Used to synchronize surface controls T928, T930,
controls T932, T926,
1934, T946,
T926A, T934A,
T946A, T947,
T948
Tl79 Puller, main landing gear Removal of main landing gear trunnion pin T947, T948 94
trunnion pin NA 117-33106
E786 Sling, complete airplane Used for hoisting complete P-51 H Airplanes 50,51
hoisting
E729 Sling, engine Used to hoist engine only, at engine mount T914
E803 Sling, engine quick change Used for hoisting and transporting P-51 H 51,53
engine
E793 Sling, wing assembly Used for hoisting and transporting wing 51,52
assembly
E748 Stand, tail jacking Used to jack airplane at tail of airplane 49
E802 Wing jacking pad Used for jacking airplane at wing point E776, E879
T82 Wrench, Allen head set Used to remove and install Allen head bolts, T947, T948
-5, -6, -8, -10, -12, -16
Tl72 Wrench assembly, gun Installation of rear gun mount P-51 HAir- T947, T948 287
installation rear mount planes
Tlll Wrench, auxiliary landing Used to remove or install tail landing gear T948 103
gear metering pin metering pin
T100 Wrench, conduit spanner Used on all sizes of conduit spanner nuts T936, T938,
T940, T928,
T926A, T934A,
T930, T932,
T947, T948,
T946, T926,
T934, T946A
T67 Wrench, conduit strap Used to loosen or tighten all conduit knurled T908, T938,
nuts T932, T924,
T936, T928,
T940,T930
T58 Wrench, dzus fastener Used on cowling dzus fasteners to remove or T904, T906,
install cowling or panel covers T914, T920,
T922, T924,
T902,1912
T33 Wrench, generator and starter Used to remove or install generator or starter T932, T928,
installation holding nuts T930, T924,
T920, T908,
T902, T912,
T936, T938,
1940, T914
Tl32 Wrench, landing gear Used for installing or removing main landing T947,T948 93
trunnion shaft gear trunnion nut
T118 Wrench, Lord mount locknut Used to install or remove Lord mount locknut T932, T946,
on Merlin engine only T948, T946A
T49A Wrench set, adjustable Used for installing or removing fuel hydraulic T926A, T934A,
spanner landing gear and other spanner nuts T946A, T947,
I
T948
RESTRICTED 49
Section III
Paragraph 6
SERVICE
TOOL NO.
T68
T50
T113
T52
50
NOMENCLATURE
Wrench set, double open end
offset
Wrench set, hydraulic line
Bnut
Wrench, spark plug flexible
crowfoot
Wrench, turnbuckle
RESTRICTED
AN 01-60JF-2
APPLICATION
Used on conduit clamp fitting and hydraulic
and fuel system through the airplane
Used to install or remove hydraulic and fuel
line nut pin and hub nut
Used for removal or installation of spark
plugs flexible conduit fitting
Used to turn cable turnbuckles in rigging and
adjust all cable systems.
RESTRICTED
KIT NO.
T928, T930,
T932, T936,
T938,T940
T928, T930,
T932, T947,
T948
T904, T906
FIG. NO.
81
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AN 0160JF2
Section IV
Paragraph 1
Section IV
MAJOR COMPONENT PARTS AND INSTALLATION
1. FUSELAGE.
a. GENERAL DESCRIPTION.-The fuselage is semi-
monocoque in design and, with exception of the armor plate
firewall and armor plate aft of the pilot's seat, is fabricated
of aluminum alloy. The fuselage is made up of three sec-
tions: engine mount (paragraph 7) J main secrion, and rear
section, joined by bolted connections.
b. INSTALLING AND REMOVING FUSELAGE.
(Refer to paragraph 2. b. and c.)
c. FUSELAGE MAIN SECTION.
(1) DESCRIPTION.-The fuselage main section con-
sists essentially of two beams composed of the upper and
lower longerons acring as spar flanges, and the side skin,
reinforced by frames which form rhe webs. These two spar
sections continue aft and merge into a shell-rype structure.
(2) FIREWALL.-The firewall is arrached to the fuse-
lage with Hi-shear rivets. The oueer rim of the firewall is
steel armor plate and the center is stainless steel sheet formed
to provide room for the oil tank and heat exchanger unit
The firewall provides the engine mount arrachment points.
and has steel angles with dzus springs secured to the forward
edge for arrachment of the engine cowling.
(3) COCKPIT ENCLOSURE.
(a) DESCRIPTION.-The cockpit is enclosed by a
clear-vision, half-teardrop type canopy construcred In twO
DETAIL A
2
6
7S5-8-11 SCREW (2 REO)
AN936A416 WASHER
SPECIAL NUT REQUIRED
(DETAIL A)
5
7S5-8-10 SCREW (26 REO.)
AN936 MI6 LOCK WASHER
SPECIAL NUT REQUIRED
(DETAIL A)

o
Gl
. '" e SCREW (14 REO.)
/ AN936 A416 LOCK WASHER
SPECIAL NUT REQUIRED
(DETAIL A)
7S5-8-11 SCREW (28 REO.l--,
4 (DETAIL C)
7S5-8-14 SCREW (2 REQ.)---.l


DETAIL C

DETAIL B
CORK-RUBBER SEALING TAPE
7S5-10-7 SCREW (12 REQ.) 10
( DE TA I L C )
t /
0.
SCREW (2 REQ.)
8 7S5-8-14 SCREW (2 REQ.)7,/
L7S5-8-9 SCREW (16REQ.) \
(DETAIL B)
Essentially the reverse of installation procedure,
with the following exception:
Prior to removing side panels, remove from panel.
NOTE:
REMOVAl:
Fill all berween glas and retainer strips with
Hunt's Mastic Caulking Compound, or equivalem.
Remove front panel if installed.
Position side panel in frame assembly.
Reinstall from panel.(Scc 9,lnd 10.)
INSTALLING SIDE PANELS:
1
2
3
4 - 8 Secure retainer scrips, and install screws in
lower windshield cowling.
INSTALLING FRONT PANEl:
9 Install cork-rubber sealing tape in frame
assembly.
10 Slide top of glass into frame, and lower
bottom part into place; then in rail fairing
at bottom of panel.
Figure 62-Installing Windshield Panels
RESTRICTED 51
Section IV
Paragraph
RESTRICTED
AN Ol-60JF-2
sections. The forward fixed section is the windshield, and
the aft section is a sliding enclosure.
(b) WINDSHIELD.
1. DESCRIPTION. (See figure 62.)-The wind-
shield consists of two curved, laminated plate glass side
panels, and a flat front plate of armor glass.
2. INSTALLING AND REMOVING WIND-
SHIELD FRONT PANEL. (See figure 62.)
3. INSTALLING AND REMOVING WIND-"
SHIELD SIDE PANELS. (See figure 62.)
(c) SLIDING CANOPY
1. DESCRIPTION.-The sliding aft section of
the cockpit enclosure is formed from a single sheet of trans-
parent acrylic acid resin plastic, affording sufficient strength
qualities to obviate the use of inner bracing. The design
offers maximum unobstructed rear vision. The section is
mounted on three trucks which slide on tracks' installed
within the fuselage contour lines. Opening and closing the
sliding canopy is accomplished by a cable and crank assem-
bly operated from the right side of the cockpit. The section
locks to each of the three trucks by a pin and latch. An
emergency release handle, on the upper right forward side
of the cockpit, enables the pilot to jettison the canopy in
any position from closed to full open. The handle is ac-
cessible from both inside and outside the cockpit. Later
airplanes have the emergency release handle located in a
lower forward position.
2. REMOVING SLIDING CANOPY-Pull
emergency release handle and lift off canopy.
3. INSTALLING SLIDING CANOPY-Position
canopy on fuselage over cockpit and pull emergency re-
lease handle so that locking pins and latches in the three
trucks engage; then release handle. Make sure the front
trucks are locked, by visually inspecting from pilot'S posi-
tion through the holes in lower forward canopy castings.
Note
The services of at least three men are required
when handling and installing the sliding canopy.
Parts marked rhus (0) arc magneric
------ 2\N-36S-S24 NUT(I REO.)
3 AN4-SA BOLT (3 REO.)
6 BOOSTER PUMP WIRES
~ ~ @ ~ ~ ~ ~ ~ ~ ~ ~ ~ BOOSTER PUMP DRAIN LINE
5 BATTERY VENT LINE CONNECTION
4 7SI-10-10 SCREW (2 REO.)
1 Connect scoop forward suppOrt rod to arraching
angle on wing joinr bolring angle.
2 Hoisr scoop inro posirion, guiding ir over rhe
support rod, and ecure arraching nur ar borrom of
rod.
4 Insrall rhe screw on each side which arraches rhe
upper edge to rhe skin and wing flap torque rube
fining.
NOTE: Make sure boosrer pump drain line ex-
rends freely rhrough upper righr side of scoop.
3 Insrall bolr on each upper aft side. Insrall lower
bolr on bo'rrom ar afr end of scoop and insrall rhe
rwo small access covers.
5 Connecr rhe barrery venr line.
6 Secure rhe boosrer pump wires on upper lefr side
wirh rhe arraching clips.
7 Insrall wing fillers.
Figure 63-lnstalling Coolant Radiator Air Scoop
52 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 1
(d) SLIDING CANOPY EMERGENCY RELEASE.
1. DESCRIPTION.-The emergency release, in-
corporated in the three trucks, is actuated by cable control
from the emergency release handle.
2. CHECKING SLIDING CANOPY EMER-
GENCY RELEASE.-From within cockpit pull handle slow-
ly, and at the same time have canopy lifted from the outside.
When canopy comes free of all three trucks, note position of
the handle. It should be possible ro pull the handle back at
least one more inch after release from the three trucks. This
,check is ro be made with the canopy in both the open and
full closed positions.
3. ADJUSTING SLIDING CANOPY EMER-
GENCY RELEASE.-Make sure emergency release handle is
in full closed position, locate the twO turnbuckles, one at
the aft end of right forward cam strip (emergency release
slide) and one at aft end of aft cam strip, and remove lock-
wire. Adjust turnbuckles so that the rops of the three cam
strips are even with the rop of the canopy tracks. Replace
lockwire.
Note
The forward emergency release turnbuckle is lo-
cated on the left side on later airplanes.
(4) COOLANT RADIATOR AIR INLET SCOOP.
(a) DESCRIPTION.-A fixed air inlet scoop is
mounted on the underside of the fuselage, forward of the
coolant radiaror.
( b) INSTALLING AND REMOVING
COOLANT RADIATOR AIR INLET
SCOOP. (See figure 63.)
(5) COOLANT RADIATOR AIR OUTLET. FLAP.
(a) DESCRIPTION.-An adjustable air outlet flap
is hinged ro the fuselage aft of the coolant radiaror.
Note
A manual emergency release, for opening the flap
in event of actuaror or electrical system failure, is
installed on later airplanes. (Refer to section IV,
paragraph 20.)
2. AN365-624 NUT (I R E O . ~
2 Connect actuator rod at aft end of flap.
DETAIL A
NOTE: Parts marked thus (*) are
magnetic inspected.
NOTE: THREADS USED
FOR REMOVAL OF
HINGE PIN. .....J
\
\
\
\
,
Essentially the reverse of installation
REMOVAL:
procedure.
1 Position flap and slip hinge pins through fittings in flap
and fuselage. Secure pin with cotter pin.
1 HINGE PIN (2 REO.)
AN380-2-2 PIN (2) ----------">..
128-51 -452
figure 64-/nstalling Coolant Radiator Air Flap
RESTRICTED 53
Section IV
Paragraphs 1-2
RESTRICTED
AN 01-60JF-2
AN4-IOA BOLT
AN4-6A BOLT (18 REO)
AN5-26A 80LT (2 REO.)
AN5-16A BOLT (2 REO.)

.,
.'

BOLT (2 REO.)
-----
Installation:
Fit rear section [0 main
fuselage anaching angle, and
install boles.
Removal: Essentially
the reverse of installation pro-
cedure.
Note: Use magnetic inspecred boles.
Figure 65-/nstalling Fuselage Rear Section
(b) INSTALLING AND REMOVING COOLANT
RADIATOR AIR OUTLET FLAP.
(See figure 64.)
(6) FUSELAGE REAR SECTION.
(a) DESCRIPTION. (See figure 65.)-The fuselage
rear section is bolted co the main section aft of the fuselage
lift tube. Provisions are incorporated in the rear section
structure for the of the empennage.
(b) INSTALLING AND REMOVING FUSELAGE
REAR SECTION. (See figure 65.)
2. WING.
a. GENERAL DESCRIPTION. (See figure 67.)-The
wing is a low-drag, full-cantilever, stressed-skin structure,
consisting essentially of a right and left wing panel with re-
movable tips, ailerons, and wing flaps.
b. REMOVING FUSELAGE FROM WING. (See figure
68.)
c. INSTALLING FUSELAGE ON WING. (See figure
68.)
Note
Before installing cockpit and engine
cowling, connecting wing flaps, and securing wing-
co-fuselage fairings, make all necessary adjust-
ments, senings, and inspections.
References: Surface Controls-paragraph 4
Landing Gear-paragraph 5
Water Injection System-paragraph 12
Fuel System-paragraph 15
Hydraulics-paragraph 19
Electrical System-paragraph 20
Bombing 22
d. WING PANELS.
(1) DESCRIPTION. (See figure67.i- The right and left
wing panels are bolted cogether at the centerline of the air-
plane co form a single unit. A tank bay at the inboard end of
54 RESTRICTED
RESTRICTED
AN Ol-60JF2
Section IV
Paragraph 2
2 NAS 205-7 SCREW (8 REO.)
(?\
I I
v
1-----........
2 Insrall arraching screws.
1 Fir access door over curour in wing
leading edge.
Removal: Essenrially rhe reverse
of insrallarion procedure.
Figure 66-lnstal/ing Landing Gear Access Doors
each wing panel provides space for self-sealing fuel tanks.
The inboard web section of the reat spar of each wing is
detachable for access to the tank bay. The gun bay in each
wing is enclosed by a hinged removable cover. The adja-
cent ammunition bay is enclosed by a removable cover in
twO interlocking sections. There is a wheel bay in the inboard
leading edge of each wing panel into which the main landing
gear retracts. Fairing doors enclose the retracted gear com-
pletely. One retractable-type sealed-beam landing lamp as-
sembly is installed in the underside of the left wing panel aft
of the wheel well and forward of the center spar.
(2) SEPARATING AND JOINING WING PAN-
ELS. (See figwre 69.)
(3) LANDING GEAR ACCESS DOORS.
(a) DESCRIPTION. (See fig1tre 67.)-A metal ac-
cess door, located on each wing panel leading edge directly
forward of the landing gear shock strut, is provided to fa-
cilitate removal of the main landing gear trunnion pin.
(b) INSTALLING AND REMOVING LANDING
GEAR ACCESS DOORS. (See figure 66.)
GUN BAY ACCESS COVER
LANDING GEAR ACCESS DOOR
AMMUNITION 8AY ACCESS COVERS
AILERON TRIM TAB
(LEFT WING ONLY)
/AILERON
LANDING GEAR FAIRING DOOR NAVIGATION LIGHT
Figure 67-Wing Panel
RESTRICTED 55
Section IV RESTRICTED
AN 01-60JF-2
1*" NAS 148DH-52 80 LT (2 REO.)
TOROUE: 480-690 INCH-POUNDS
117-31138 NUT (2 REO.)
NASI43-8C WASHER (2 REQ.)
AN995-41-6 LOCKWIRE (2 REO.)--..........
2 *" NA S 152 D H - 59 80 LT (2 REQ.)
TOROUE:2300-2500 INCH-POUNDS
117-31923 NUT (2 REO.)
NAS 143-12C WASHER (2 REQ.)
AN995-41-IO LOCKWIRE (2 REQ.)
3 AN5-15A BOLT (2 REQ.)
TORQUE: 100-140 INCH-POUNDS
AN960-516 WASHER (2 REO.)
AN365-524 NUT C 2 REO.)
1-4
With wing properly supported,- hoist fuselage onto wing and
install attaching bolrs'.
REMOVAL:
Essentially the reverse of installation procedure.
4 AN3-5A BOLT (22 REO.)
TORQUE:20-25 INCH-
POUNDS
'--------AN3-6A BOLT (2 REO.)
Check fittings at holts marked thus
(*) to make sure of a minimum 50 percent bearing
area. If bolts are torqued at head, higher torque
limit should be applied.
56
Figure 68-lnstalling Fuselage on Wing
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
AIRPLANE
----
ANS-12A BOLT (4 REO.)
AN960-S16 WASHER (4)
.AN36S-524 NUT (4)
---
6 ~ 6 A BOLT (8)
AN960-416 WASHER (8)
AN36S- 428 NUT (8)
--- 7 ANS-7A BOLT (8 REO.)
AN960-S16 WASHER(16)
AN365-S24 NUT (8)
NAS IS2-39 BOLT (I REO.)
NAS 143-14C WASHER (I)
12BI44NUT (I)
ANS-IIA BOLT (32 REO.)
AN960 -S16 WASH ER (32)
AN36S-524 NUT (32)
2 ANS-\OA BOLT (70 REO.)
AN365-S24 NUT (70)
'-----3
8 In tall bolt through center spar upper fitting.
9 Install link, pins, and bolrs.
NorE: All major attaching bolts to be magnetic
inspected
11 Install bolt in firewall casting.
10 Install bolts in firewall bolting angle.
'""
X
::-
. '-
..
- -
- -
1 - - - - - - ~
4 AN4-IOA BOLT (16 REO.)
AN960-416 WASHER (16)
AN36S-428 NUT 1 6 - - ~
NOTE.' MAXIMUM GAP
BETWEEN BOLTING ANGLES
AND CENTER RI B NOT
TO EXCEED .OOS AT
ANY POINT.
/
/
/
~
/
/
4, 5 Install bolrs in upper bolting angle.
6 Install bolts in rear par bolting angle.
7 Install bolts in center spar bolting angle.
11 NAS 147-28 BOLT (I REO}
NAS 143-7C WASHER (I)
12B070 NUT (I)
10 AN4-6A BOLT (8REO.)
AN960-416 WASHER (16)
AN36S-428 NUT (8) ---.J
9 AN4-3IA. BOLT (2 REO.)
(BOLT HEADS FORWARD)
117-14349 LINK (I)
117-14328 PIN (2)
2WI-17-32-40 WASHER (4)
AN36S-428 NUT (2)
1-3 Position wing pands, u ing drift pins, and install
bolts in lower bolting angle.
NorE: Before joining or separating wing pands,
fud cells must be removed
REM0 VA L: Essentially the reverse of instal-
lation procedure.
126-10-300A.
Figure 69-Joining Wing Panels
RESTRICTED 57
Section IV
Paragraph 2
RESTRICTED
AN 01-60JF-2
STEP 1
Posirion corque rube [Q firring on rear par,
and ccure wirh bonding and rwo anaching
bolts on each side.
TEP 2
ecure corqUe fining ar lower skin wirh screw
on each ide.
REMOVAL: Essentially the reverse of
insrallation.
WING-FUSELAGE REAR ATTACHING
FITTING
RIGHT WING FLAP
!I01'''''''-_-----IOBI-4-4-5 BONDING(2 REO.)
FLAP TOROUE TUBE
CAUTION: Make ure nurs on
rhe e four bolrs are finger-tighr only
and thar coner pins are securely in-
stalled.
I
I
2 7SI-10-10 SCREW (2 REO.) :
AN 365-1032 NUT(2 REO.) AIRPLANE
(THIS SCREW ATTACHES CENTfRLlNE 1AN4-14A BOLT (4 REO.)
COOLANT SCOOP ALSO.): AN960-416 WASHER(2REQ.)-LOWER BOLTONLY
365- 428 NUT (4 REO.)
Figure 70-lnstalling Wing Flap Torque Tube
(4) LANDING GEAR FAIRING DOORS. (See fig-
ure 67.)-Hydraulically operated landing gear wheel well
doors are hinged to castings installed on the center rib of the
wing. The doors close flush with the lower skin of the wing
when the gear is fully extended or retracted. .
e. WING TIPS.
(1) DESCRIPTION. (See figure 67.)-There is a de-
tachable wing tip secured by screws to each wing panel._A
navigation light is located in the leading corner of each
wing tip. Three downward recognition lamps, one red, one
green, and one amber, are installed on the underside of the
right wing tip only, flush with the skin surface.
(2) INSTALLING AND REMOVING WING TIPS.
(See figure 71.)
f. AILERONS.
(1) DESCRIPTION. (See figure 67.)-A metal-covered,
flat-sided, internally sealed, aerodynamically balanced aileron
is installed on the trailing edge of each wing panel, imme-
diately inboard of each wing tip. Adequate dynamic and
static balance is obtained by disposition of the structure,
1 Position wing tip CO wing panel, and make electrical connection..
2 Install auaching screws through upper and lower wing tip surfaces.
1
,
Removal: EssenciaJly the reverse of installation
procedure.
/
\,.. .
----
-
2 7 S5 - 8 - B SeRE W (32 REO.)
I2I-IO-260A
58
Figure 7J-lnstalling Wing Tips
RESTRICTED
RESTRICTED
AN 01-60JF2
Section IV
3 7S4B10-10 SCREW
(8 REO.)
AN995-32-8 LOCKWIRE
...__----17S4BI0-8 SCREW
(40"REO.)
9 AN4-12 BOLT
10 AN4-17A BOLT (I REO.)
AN365-428 NUT (I)
4 7S4-10-10 SCREW
(4 REO.)
AN3-5A BOLT (4)---+--.....
AN960-10 WASHER (4)
11AN365-524 NUT (I REO.)
AN960-516 WASHER (1)------'
75B14-2 EYBOLT
AN4-12 BOLT .J
NOTE' PARTS MARKED THUS (-)
ARE MAGNETIC INSPECTED.
9 NAS 54-37 BOLT
___--14AN23-17 BOLT
REMOVAL: Esscncially rhe reverse of insralla-
rion procedure.
8 Posirion rrim rab and rrim rab concrols in
neurral (so char universal joinc will engage as
aileron is guided inco place).
INSTALLING TRIM TAB
(LEFT WING ONLY)
12 Inserr spacer bushing inco each rrim rab hinge
fining; rhen place rension washer berween hinge
firrings and anachmenc brackers, and secure hinges
co aileron.
1-4 Posirion aileron air of wing rrailing edge and
secure seal-balance diaphragm.
S-7 Insrall inboard block, cencer fining, md our-
board eyebolr.
13 Secure rrim rab co hinge finings.
14 Secure rrim rab acruaring rod ro anachmem
bracker on rab.
13NAS 205-10 S R E W ~
(3 REO.)
9 Guide aileron onco hinges and insrall bolr
rhrough inboard fining and block as embly.
10 Secure aileron CO cenrer fining.
11 Secure aileron CO ourboard eyebole.
12AN23-13 BOLT ------'
(3 REO.)
'INSTALLING AILERON
figure 72-lnstalling Ailerons and Aileron Trim Tab
RESTRICTED 59
Section IV
Paragraphs 2-3
RESTRICTED
AN 01-60JF-2
NOTE: The following procedure requires
rhe services of rwo men.
S SHIM (AS REO.)
AN4-7A BOLT (2)
AN960-416 WASHER (4)
AN365-428 NUT (2)
Secure bolr and bondings ro outboard
hinge.
REMOVAl: Essenrially rhe reverse of
installation procedure.
4 Manually raise /lap and guide rubbing
trip under trailing edge of wing skin.
S Allaeh /lap equalizer tocque collar
casting to inboard flap rib. Use h i l l ~
as required to bring casring flush wirh flap.
6 Conneet hydraulic acruaring strur to
cenrer hinge bracker and secure hinge
access cover.
1, 2 Hoisr flap as embly inro po irion
and install a[[aching bolr rhrough
cenrer hinge bracket
6AN4-11 BOLT (I REO.)
4BI4-4-13 BUSHING (I)
AN320-4 NUT (I) 3
AN3BO-2-2 PI N (I)
4 RUBBING STRIP
1WING FLAP ASSEMBLY
3
AN4-14 BOLT (I REO.)
4BI4-4-27 SLEEVE (2)
IOBI-4-4-5 BON DING (2)
AN960-416 WASHER (I)
AN310-4 NUT (I)
AN3BO-2-2 PIN (I)
2 AN4-16 BOLT (I REO.)
4BI4-4-40 BUSHING (I)
AN960-416 WASHER (I)
AN310-4 NUT (I)
~ AN3BO-2-2 PIN (I)
~ ~
IQ'f
~ ~
Figure 73-lnstalling Wing Flaps
and by the addition of a metal strip forward of the aileron
hinge line. The aileron hinges on three anti friction bearings
attached to brackets bolted to the rear spar of the wing.
(2) INSTALLING AND REMOVING AILERONS.
(See figure 72.)
g. AILERON TRIM TAB.
3. EMPENNAGE.
a. GENERAL DESCRIPTION. (See figure 74.)-The
empennage consists of a horizontal stabilizer, a vertical
stabilizer, a rudder, and two elevators. The rudder a ~ d ele-
vators are conventionally controlled. Fuselage-to-empennage
fairings and a dorsal fin streamline the empennage instal-
lation.
(1) DESCRIPTION.-An adjustable trim tab is fitted
to the trailing edge of the left aileron.
(2) INSTALLING AND REMOVING AILERON
TRIM TAB. (See figure 72.)
h. WING FLAPS.
(1) DESCRIPTION. (See figure 67.)-A metal-covered
wing flap is installed on the trailing edge of each wing
panel, between the fuselage and' the aileron. An aluminum
alloy rubbing strip curves forward and down on the leading
edge of the flap and rubs against a metal strip attached to the
trailing edge of the upper wing skin. The wing flaps hinge
on three Super-Oilite bearings. A torque tube is employed to
interconnect right and left flaps.
(2) INSTALLING AND REMOVING WING
FLAPS. (See figure 73.)
(3) INSTALLING AND REMOVING WING FLAP
TORQUE TUBE. (See figure 70.)
b. VERTICAL STABILIZER.
(1) DESCRIPTION. (See figurr 75.)-The vertical
stabilizer is a metal-covered, full-cantilever, semimonocoque
structure consisting of a forward and rear spar, flanged ribs,
and stringers covered with alc1ad sheet.
(2) INSTALLING AND REMOVING VERTICAL
STABILIZER. (See figure 75.)
c. RUDDER.
(1) DESCRIPTION. (See figure 77.)-An all-metal
rudder with an all-metal reverse boost trim tab is hinged
to the trailing edge of the vertical stabilizer with three
sealed-type hinge bearings. The rudder actuating rod at-
tachment fitting is an integral part of the lower hinge
fitting. The rudder attains adequate dynamic and static bal-
ance by means of a weight attached to the upper end of
the leading edge.
(2) INSTALLING AND REMOVING RUDDER.
(See figure 77.)
60 RESTRICTED
RESTRICTED
AN 01-60JF2
Section IV
2 Secure forward and aft attaching screws.
INSTALLATION OF REAR DORSAL FIN
1 Posicion dorsal fin over [ail and secure forward and
aft a[[aching bol[s co beams.
RUDDER
ELEVATOR TRIM TAB
r---- VERTICAL STABILIZER
/RUDDER TRIM TAB
DORSAL FIN ~
~ 1AN3-5A BOLT (2 REO.)
AN960-mWASHER ~
AN3-4A BOLT (2 REO.)
AN960-10 WASHER (2)
REMOVAL: Essentially [he reverse of insrallarion,
except [hac rail fille[ mu [ be removed first.
ELEVATOR 2 7S5-8-8 SCREW
(10 REO.)
2W4 WASHER
(10 REO.) ----.;-...,
REAR
Figure 74-Empennage
1 Posirion verrical srabilizer on horiwnral ra-
bilizer and insrall arraching OOlrs.
2 Insrall bolrs securing venical srabilizer ro
ac end of fuselage.
REMOVAL: Essenrially rhe reverse of
insrallarion procedure.
- \--------
1AN6-75A 60LT C ~
AN960-816 WASHER(2 REO) UNDER BOLT HEAD
AN365-820 NUT (2 REQ.l--------'
NOTE: USE MAGNETIC
INSPECTED BOLTS.
AN4-IOA BOLT (2 REO.)
AN4-7A BOLT(B REO.)
AN960-416 WASHER
(20 REO.)
AN365-428 NUT
(10 REO.)
121 - ~ - eOA
Figure 75-Installing Vertical Stabilizer
RESTRICTED 61
Section IV RESTRICTED
AN 01-60JF-2
RUDDER ---'--"
VERTICAL STABILIZER
END UNDER BOLT HEAD
THIS END UNDER NUT
----- --
--
VIEW A A (LOOKING UP)
~ = ; t
)
---1...- B- B----
VIEW B B (SIDE VIEW)
ELEVATOR
...,--- HORIZONTAL STABILIZER
INBOARD)
~ BOTH ENDS UNDER BOLT HEADS
C C (LOOKING VIEW
/
r-- _
VIEW D D (PLAN VIEW)
121-20-\02
Figure 76-Method of Installing Empennage Sanding
62 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
7755-8-7 SCREW
1- 3 A[[ach trim tab rod to vertical
tabilizer. Attach rudder to vertical
tabilizer by installing bolt through
upper and center hinge br.lckers.
and lower hinge fitting.
4 A[[ach trim tab actuating rod.
S Make navigation light electrical
connection.
6 Attach rudder actuating rod to
rudder horn.
7 Install cap on bottom of rudder.
Removal: Essentially the re-
verse of installation procedure.
------

NOTE: See Figure 76 for meth-
od of in falling empennage bonding.
Parts marked thus (0) are magnetic inspected.
2 SAME AS UPPER
HINGE (I)
6 AN4-13 BOLT (I)
. 5B2-14 BOLT (2)
AN316-4R NUT (2)

Figure 77-lnstalling Rudder
/ INSTALLI G HORIZO TAL STABILIZER TIPS
5, 6 Secure tips to horizontal stabilizer.
Removal: E sentially the reverse of installation
procedure.
SCREW 12 REO.)
1 Position horizontal stabilizer on fuselage.
2, 3 Attach front spar of horizontal stabilizer to fuselage.
4 Attach aIt spar of horizontal tabilizer to fuselage.
Removal: Essentially the reverse of installation
procedure.
I STALLI G HORIZO TAL STABILIZER
6 7S5-8-10 SCREW (16 REO.)
NOTE:
Parts Marked ThusU)are
Magnetic Inspected.
4"<AN8-75A BOLT (2REQ.)
AN960-816 WASHER (2)
NUT I"
3"<AN6-J3A BOLT (2 REO.)
AN960-616 WASHER (4)
(UNDER BOLT HEAD)
>"AN365-624 NUT(2)
Figure 78-Installing Horizontal Stabilizer
RESTRICTED 63
Section IV
RESTRICTED
AN Ol-60JF-2
BOLT (3 REO.)
AN960- 416 WASHER (3)
llAN365-428 NUT (3)
5 AN960-516 WASHER (IREO.)
*AN310-5 NUT (I)
AN380-2-2 PIN (I)
7 4B2-88 BUSHING (IREO.)-----,
6117-341085 ROLLER (I REO.)
1 5611 EYEBOLT (I REO.)
AN4-13 BOLT (I)
AN960-416 WASHER (2)
AN310-4 NUT (I)
AN380-2-2 PIN (I)
\
. \
NOTE' PARTS MARKED THUS
ARE MAGNETIC INSPECTED. SEE
FIGURo 76 FOR METHOD OF
INSTALLING EMPENNAGE BOND-
iNG.
1-4 Install center hinge eyebolt, hinge link a semblies,
and trim tab actuating cod on horizontal stabilizer.
5 - 8 Install hom' assembly on center hinge eyebolt, and
install coller on horn assembly.
9I 10 Install e1evaror on horizontal stabilizer.
11 Attach elevator ro e1evaror horn assembly.
12 Attach trim tab acruating rod ro trim tab horn.
REMOVAL: Essentially the rever e of installation
procedure.
9 AN24-29 BOLT (2 REO.)
AN960-416 WASHER (2)
AN320-4 NUT (2)
AN380-2-2 PIN (2)
12fo-AN23-14 BOLT (I REO.)
AN960-10 WASHER (I)
:lfAN320-3 NUT (I)
AN380-2-2 PIN (I)
4 J-AN23-16 CLEVIS BOLT (I REO.)
73-52535 BUSHING (I)
AN960-10 WASHER (I)
llE-AN320-3 NUT (I)
AN380-2-2 PI N (I)
2 (SEE 3
3 AN24-18 CLEVIS BOLT (2REQ.)
5S3-25-25-1-3-6 BONDING (2)
73-22023 LINK (2)
AN320-4 NUT (2)
AN960-416 WASHER (2)
AN380-2-2 PIN (2)
10(SEE 9
64
Figure 79-/nstalling Elevators
RESTRICTED
RESTRICTED
AN Ol60JF2
Section IV
Paragraph 3

1
Xi..
AN23-14 BOLT (3 REO.) ,.
117-22206 FITTING (3)
73-525125 WASHER (3)
73-52535 BUSHING (3)
AN960-10 WASHER (3)
AN320-3 NUT (3)
AN380-2-2 PIN (3)
3*NAS221-19 SCREW (I REO.)
----..'-----*NAS221-22 SCREW (I)
AN960-10 WASHER (2)
117-22208 FILLER ()l
AN960-IOL WASHER (2)
*AN365-1032 NUT (2)
ELEVATOR TRIM TAB
1f 2 Insert spacer bushing into each trim tab hinge
fitting; then place tension washer berween hinge fittings
and attachment brackets, and secure hinges to elevator or
rudder.
36 Secure trim tab to hinge fittings.
7f 8 Secure trim tab actuating rod to attachment
bracket on tab.
REMOVAL: Essentially the reverse of installation
procedure. 126 ....22 -4''''
NOTE: Pans marked
thus (") are magnetic in-
spected.
RUDDER TRIM TAB
6*NAS221-15 SCREW (2 REO.)
AN960-IOL WASHER (2)
AN365-1032 NUT (2)
2 (SAME AS ON ELEVATOR - SEE I.)
*NAS221-17 SCREW (I REO.)
*NAS221-18 SCREW (I)
117-22208 FILLER (I)
AN960-10 WASHER (2)
AN960-IOL WASHER (2)
AN365-1032 NUT (2)
8( SAME AS ON
ELEVATOR - SE E 7.)
Figure SO-Installing Elevator and Rudder Trim Tabs
Note
The bonding at the hinge points must be installed
in the manner shown in figure 76.
d. HORIZONTAL STABILIZER.
(1) DESCRIPTION. (See figure 78.)-The horizon-
tal stabilizer, a full-cantilever all-metal structure with de-
tachable tips, is bolted to the aft end of the fuselage.
(2) INSTALLING AND REMOVING
HORIZONTAL STABILIZER. (See figure 78.)
e. HORIZONTAL STABILIZER TIPS.
(1) DESCRIPTION. (See figure 78.)-Metal tips are
attached with screws to the main panel of the horizontal
stabilizer.
(2) INSTALLING AND REMOVING
HORIZONTAL STABILIZER TIPS.
(See figure 78.)
f. ELEVATORS.
(1) DESCRIPTION. (See figure 79.)-Metal-covered
elevators are hinged to the trailing edge of the horizontal
stabilizer by five sealed-type bearings: one at each outboard
end, one in the center of each elevator, and one at the
horn assembly. A weight attached to the outboard end of
the leading edge of each elevator provides adequate dynam-
ic and static balance.
(2) INSTALLING AND REMOVING ELEVATORS.
(See figure 79.)
Note
The bonding at the hinge points must be installed
in the manner shown in figure 76.
g. ELEVATOR AND RUDDER TRIM TABS.
(1) DESCRIPTION. (See figure 80.)-All-metal trim
tabs are installed on the elevators and rudder. A bracket on
each trim tab provides an attachment point for the trim
tab actuating rod. Each tab is hinged to the respective mov-
able surface by three hinge bearings attached at cutouts
provided in leading edge of tab.
RESTRICTED 65
Section IV
Paragraphs 3-4
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AN Ol-60JF-2
(2) INSTALLING AND REMOVING ELEVATOR
AND RUDDER TRIM TABS.
(See figure 80.)
h. INSTALLING AND REMOVING DORSAL FIN.
(See figure 74.)
4. SURFACE CONTROLS.
a. GENERAL DESCRIPTION.-The primary control
surfaces are conventionally controlled. Controllable trim
tabs installed on the elevatOrs, rudder, and left aileron are
operated from the cockpit. Turnbuckles are incorporated
in each system for rigging purposes. The wing flaps are
hydraulically actuated and are controlled by a handle m
the cockpit.
STEP 1
Figure 8J-Using Special Rigging Tools
Trim rayed portion of cable ends, and burr them
against SlOp in coupling body.
STEP 2
Wirh wrenches on coupling body and sleeve,
tightm Jknr: until lI'edge mm are betnWI flwh and
1/32 inch out. -
TYPE WJ 60

... '. . 0
.
TYPE WJ 58
Q)
TYPE WJ 59
TYPE WJ 57
INSPECTION
80DY SLEEVE
NOTE:
When loss of cable length, or inrer-
ference rom fair1eads, pulleys, or other
equipmenr requires use of splicing
lengths, be caretul lO trim cable long
enough lO permir ad ju anem wirhout
exceeding turnbuckle tolerances.
66
Figure 82-Temporary Cable Repairs, Using Couplin.g
RESTRICTED
TROUBLE
RESTRICTED
AN Ol-60JF2
b. TROUBLE SHOOTING SURFACE CONTROLS.
PROBABLE CAUSE
GENERAL
R.EMEDY
Section IV
Paragraph 4
Binding or rubbing control Pulley bracket out of line. Check system.
cables. Straighten or replace pulley bracket.
Insufficient lubrication. lubricate.
Cables incorrectly routed. Correct routing.
Equipment interfering. Adjust equipment to provide clearances.
Cable off pulley. Check system; replace pulley if worn. Check
alignment of pulley. Check cable guards and
tension.
Deficient or dry ball bearing. Replace bearing.
Obstructed full movement. Control surface or control stick stops Adjust stops.
incorrectly set.
Foreign objects or icing condition. Check system and inspect openings between
fixed and movable surfaces.
Surfaces move in excess of Control stops set incorrectly. Adjust stops.
limits.
Surfaces refuse to move. Cable off pulley. Check system; replace pulley if worn or froz-
en. Check alignment of pulley. Check cable
guard.
Insufficient lubrication. lubricate.
Deficient or dry ball bearing. Replace bearing.
Incorrect rigging. Rig correctly.
Equipment interfering. Adjust equipment to provide clearances.
Icing conditions. Remove ice from between surfaces.
Trim tab indicators do not Gear stripped or damaged. Replace gears.
respond.
Indicator bent. Adjust indicator.
Incorrect rigging. Rig correctly. "
AILERONS
Aileron flutter. Play in control sectors.
Out of balance.
Incorrect rigging.
Excessive play caused by worn or un-
dersize bolts at aileron or at stick mech-
anism.
ELEVATORS AND RUDDER
Check and replace outboard sector.
Balance surfaces.
Rig control system.
Replace undersize bolts.
Elevator or rudder flutter. Worn bolt holes or bearings at hinges Replace bolts or bearings.
or stick mechanism.
Trim tab flutter.
Hinges out of line with hinge brackets.
Incorrect rigging.
Out of balance.
TRIM TABS
Worn bolts through hinges.
Worn parts in unit.
RESTRICTED
Replace hinge or bracket.
Rig control system.
Balance surfaces.
Replace bolts.
Replace worn parts or unit.
67
Section IV
Paragraph 4
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AN 0160JF2
c. EXTREME WEATHER SERVICING.-No special in-
structions are necessary for extreme weather operations.
d. RIGGING NOTES.
(1) GENERAL.
(a) Establish the exact neutral position of each con-
trol system, work from that position, and the results will be
more effective.
(b) When setting tensions on new cables, tighten all
cables to about 15 pounds above normal, operate the control
thoroughly, and then rig the cables to the normal tensions.
This will eliminate the loss of caused by stretch,
cables seating in pulleys, etc.
( c) Operate the control surfaces through the com-
plete range of travel while checking the components for
clearance. This particularly applies to actuating rods and
links.
(d) Always tape trim tab cables to the cable drums
before releasing the cable tensions. Otherwise, the cables will
unwind, causing unnecessary work and trouble.
(e) Set the cable guards so that the clearance between
the guard and the pulley is Ji"4 (+Ji"4/ -0) inch for J{6 and %2-
inch cables, and -0) inch for X-inch and larger
cables.
(f) When removing a cable, obtain a cord that is at
least as long as the cable, tie the cord to the link or attach-
ment to which the cable was fastened, and then draw the
cable and cord t4rough the system. This procedure will
provide a positive means of routing another cable correctly.
(g) When adjusting control surfaces without a pro-
tractor, refer to "Settings and Ranges of Movement of Con-
trol in section I.
(2) RIGGING TOLERANCES.
(a) CONTROL SURFACE TRAVEL.-Maintain
the control surface throws within J1 degree of the correct an-
gular travel.
(b) CONTROL SURFACE PLAY-The maximum
control surface play allows only X-inch travel at the trail-
ing edge of the respective main control surface, and only %2-
inch travel at the trailing edge of the respective trim tabs.
(c) CONTROL CABLE TENSIONS.-Maintain the
cable tensions within 5 pounds of -the correct tension.
(3) RIGGING SAFETY REQUIREMENTS.
(a) TURNBUCKLE SAFETY REQUIREMENTS.
-A maximum of three threads showing on the male fitting
is permitted. Use .032 brass or stainless steel safety wire for
fittings on cables less than X-inch diameter; finish with 4
to 5 turns of the wire. Use .040 for fittings on cable X-inch
diameter or more; finish with 5 to 6 turns of the wire. (See
figure 83.)
(b) PUSH-PULL ROD SAFETY REQUIRE-
MENTS.-All push-pull rods must be adjusted so that the
threaded rod is visible through the inspection hole provided
in the bearing or clevis end, and so that at least one thread
is visible beyond the jam nut. (See figure 83.)
(c) DRILLED-HEAD BOLT SAFETY REQUIRE-
MENTS.-Safety :Va-inch and %-inch drilled-head bolts with
MINIMUM: 4 TURNS ----.........
FORK TERMINAL
SWAGED TERMINAL
DETAIL A
SHOWING
68
Figure 83-Rigging Safety Requirements
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AN Ol-60JF-2
Section IV
Paragraph 4
.051 wire, and safety No. 10 and )i-inch drilled-head bolts
with .040 wire.
(d) CONTROL CABLE SAFETY REQUIRE-
MENTS.-Replaceany control cable under Ys inch in diame-
ter that has more than three wires broken in any linear inch
of cable. Replace any Yo-inch diameter, or larger, cable that
has more than six wires broken in any linear inch of cable.
WARNING
Failure to install a cotter key or safety wire may
cost human lives.
e. SURFACE CONTROL CABLES.
(1) DESCRIPTION.-The control cables are fabricated
from preformed tinned steel or corrosion-resistant steel
cable. The cable terminals are of the die-swaged type.
(2) CONTROL CABLE TENSIONS.-Do not make
cable adjustments in the direct sun because this will create
temperature differentials between various parts of the air-
plane, the result being that when temperatures equalize, the
thermal expansion or contraction will create a differential in
cable tension between the two sides of a system. (If direct
sun is unavoidable, head nose or tail of the airplane directly
\
\
4 AN 3- 6 BOLT (I REO.) ---,
5 AN3-7 BOLT (I
454-6-7 SPACER
(I REO.)
2 AN4-15A BOLT (4 REO.)
\
\
1
3 NAS 221-10 SCREW (6 REO.)
7SI-8-8 SCREW (3 REO.)
6
AN4-12A BOLT (2 REO.)
AN4-14A BOLT (4 REO.)
1 Bolt conrrol stick assembly to wing; avoid exces-
sive tightening of the aft bolts, as stripped threads
on the "nut plate would necessitate removal of
fuel cells.
2\Bolt rudder lock bracket to firewall. String rudder
balance cable through bracket ~ pulleys, and
attach to rudder pedals.
3 Attach control stick lock and holding Slip to
cenrer control pedestal.
4 Connect link rod to conrrol lock.
5 Conneer link rod to rudder eable"lock.
6 Attach aileron and elevator cables to the comrol
assembly bellcranks. Refer to the paragraphs in
this seerion covering the adjustmems of rudder,
aileron, and elevator comrol systems.
Figure 84-lnstalling Surface Control Stick and Lock
RESTRICTED 69
Section IV
70
RESTRICTED
AN 01-60JF-2
STEP 3
Lower flaps to 45 degrees down. Remove
access door in rubbing strip, and discon-
nect actuating piston from flap; flap will
then drop sufficiently to make aileron
turnbuckles accessible.

~
? :-."' ~
. ., J I
/
DETAIL .A
STEP 4
Tighten cables, to approximately 80 pounds tension.
Unlock surface controls and operate aileron control
repeatedly, using full range of movement. e e ~ look,
and listen to make certain that cables and surfaces
are moving smoothly.
Figure 85 (Sheet J of 2 Sheets)-Adiusting Aileron Controls
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-.
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AN 01-60JF2
Section IV
NOTE: Adjust right and left ailerons in the
same manner at rhe same rime.
DETAIL B
A AN4-25A Bolt (4 Req.)
AN4-24 Bolt (2 Req.)
B AN210-4A Pulley (4 Req.)
AN4-14 Bolt (4 Req.)
C AN4-11 Bolt (2 Req.)
STEP 5----./
Lock surface controls, and place straightedge underneath
wing at aileron center hinge. With trailing edge of aileron
and lower surface of wing touching straightedge, adjust
cables so that straightedge will be 2 inches from skin of wing,
measured at main spar forward rivet line. This will place
aileron in the desired neutral position (trailing, edge 1/8.inch
. below actual neutral to counteract any tendency to flutter).
While adjusting turnbuckles, set cables to 70 pounds tension,
ming ,,,,,,,",= .s.k<y .
-------,--'/;"----- STEP 2
Adjust link so the.ac ting bellcrank is
parallel to wing center!" 'f"
--
STEP 1---------,
Engage surface control lock
Place protractor on aileron, disengage
surface control lock, and adjust stops to
limit aileron travel to 15 degrees up and
15 degrees down.
Figure 85 (Sheet 2 of 2 Sheets)-Adjusting Aileron Controls
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Section IV RESTRICTED
AN 01-60JF-2
STEP 4------------.
Set stop on cable to 6% inches outboard
of adjacent fairlead.
STEP 5-------------,
Sct stOp on cable 6% inches inboard of
adjaccnt fairlead.
/
A
~ S T E P 3
Connect and adjust turnbuckles to give
cables about 10 pounds tension. Move the
controls three or four times and check
that neutral position of control knob and
tab are still synchronized, indicating
cqual tension on both cables.
_r_-- STEP 2
Place trim tab in neutr'al position, and
make sure the sprocket chain is equally
divided on the sprocket.
A AN210-2A Pulley (2 Req.)
AN3-15 Bolt (l Req.)
B AN2IO-IA Pulley (2 Req.)
AN3-11 Pulley (I Req.)
126_52_110
L
72
Figure 86 (Sheet 1 of 2 Sheets)-Adjusting Aileron Trim Tab Controls
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AN Ol60JF2
Section IV
TEP 1
Position aileron control knob at neutral
(zero). With knob in neutral, arrange
sprocket chain so that outboard length is
!!I-inch longer than inboard length.
STEP 6
With protractor, check tab travel for 10
degrees travel above and below neutral
position. Adjust stops if necessary. Safety
turnbuckle.
/
\
NOTE: To gain access to the trim tab
cables, lower flaps to 45 degrees down. Re-
move access door in rubbing strip, and dis-
connect actuating piston from flap; flap
will then drop sufficiently to make cables
accessible.
,
Figure 86 (Sheet 2 of 2 Sheets)-Adjusting Aileron Trim Tab Controls
RESTRiCTED 73
Section IV
STEP 4,-_---1
Remove jig and set stops on control stick casting so
that elevators have a travel from 15 degrees below
neutral to 25 degrees above. Move controls in full
range 5 or 6 times and check all adjustments.
RESTRICTED
AN Ol-60JF-2
r---STEP 5
Adjust push-pull rod between bottom of stick and
bellcranks so that surface control lock will engage
stick with the elevatots in full down position. Tighten
jam nuts on stops and link rod, and safety turnbuckle.
~ S T P 2
Set stick assembly bellcrank parallel to wing center-
line, and immobilize it by tying with safety wire or
using an improvised wooden jig. (See detail C.)
A AN21O-4A Pulley (4 Req.)
AN4-14 Bolt (4 Req.)
74
Figure 87 (Sheet 1 of 2 Sheets)--Adiusting Elevator Controls
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RESTRICTED
AN 01-60JF-2
Section IV
Jig dimensions approximately
6 x 3 x S/8 inches. Set StopS to
brace jig firmly.
STEP 3
Adjust the four turnbuckles so that the elevators are
S degrees above neutral, and cables equally tensioned
at 80 pounds e ~ h
DETAIL B
\ \
B AN21O-4A Pulley (4 Req.)
AN4-1S Bolt (2 Rey)
C AN21O-3A Pulley (2 Req.)
AN4-1S Bolt (2 Req.)
o AN21O-3A Pulley (2 Req.)
AN4-1S Bolt (2 Req.)
STEP 1
Place elevators in neutral by aligning with horizontal
stabilizer, attach protractor, and set at zero.
126-52-113
Figure 87 (Sheet 2 of 2 Sheets)-Adjusting Elevator Controls
RESTRICTED 75
Section IV RESTRICTED
AN Ol-60JF-2
76
r----STEP 8
If position indicacor on the control pedestal
does not synchronize with tab positions, re-
move control handle and reposition pointer
gears to correct. Check that all turnbuckles
are safetied and all jam nuts are tight.
B
A AN21O-2A PulJey (2 Req.)
AN3-11A Bolt (l Req.)
B AN210-1A Pulley (2 Req.)
AN3-14 Bole (l Req.)
C AN21O-1A Pulley (2 Req.)
AN3-15 Bolt (l Req.)
4S3-1O-18 Spacer (l Req.)
DETAIL
STEP 2
Cable retaining pin on control drum must be
centered between the two lines of cable. Re-
wrap if in wrong position.
12652-114
Figure 88 (Sheet J of 2 Elevator Trim Tab Controls
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RESTRICTED
AN Ol-60JF-2
Section IV
STEP 1
Move the cables so that turnbuckles at the twO ends
of the forward cable are even (immobilize them by
tying, or moving cable stopS against fairleads). With
the cable so positioned, units of the system must be
as given in Steps 2, 3, and 4.
DETAIL C
/
~ ~
STEP 7--------------.:.
Place protractor on tabs and check that range of
movement is 15 degrees up and 20 degrees down. To
correct, adjust stops.
STEP 4
The turnbuckle on the balance cable will be mid-
way between the tab drums, if previous steps
have been correctly checked o"r performed.
STEP 3
Cable retaining pins on right and left actuating drums
must be centered between the two lines of cable.
Rewrap if in wrong position.
STEP 5
Untie turnbuckles or release stops. Set each stop
11-1/4 inches aft of each fairlead. Then pull top
cable until stop is 9-3/4 inches from fairlead.
o AN210-1A Pulley (2 Req.)
AN3-6 Bolt (2 Req.)
E AN21O-2A Pulley (l Req.)
AN3-6 Bolt (l Req.)
F AN210-2A Pulley (2 Req.)
AN3-16 Bolt (2 Req.)
STEP 6-----
If the tabs are not aligned with the elevators
(neutral position), remove the three drum attach-
ment screws. Hold the drum and rotate the shaft
by means of zerk mounting; this will actuate the
jackscrew and position the tab. (See detail C.)
126-!52-tl!5A
Figure 88 (Sheet 2 of 2 Sheets)-Adjusting Elevator Trim Tab Controls
RESTRICTED 77
Section IV RESTRICTED
AN Ol-60JF-2
DETAIL A
To rig without protractor, drop bobweight
from rudder, and limit chord of movement to
12-112 inches. ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; : : = ~ 7
--B NOTE:
B AN21O-4A Pulley (2 Rcq.)
AN4-HllA Bolt (2)
A AN21O-4A Pulley (2 Req.)
AN4-13 Bolt (2)
STEP 1
With leg-length adjustment pin in center hole 0
adjustment plate on each rudder pedal assembly,
lock rudder control lock. By means of threaded
adjustment On left end of sleeve, position lock
_ sleeve so that pedals are parallel to each other. ~ J
~
C AN25-14 Bolt (2 Req.)
AN2S-15 Bolt (2)
D AN24-12 Bolt (2 Req.)
AN24-15 Bolt (2)
126-52-116
Figure 89 (Sheet 1 of 2 Sheets)-Adiusting Rudder Controls
78 RESTRICTED
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AN Ol-60JF-2
Section IV
E AN21O-3A Pulley (2 Req.)
AN4-10 Bolt (2)
STEP 3
,..---- The points of the rudder sector cutout should be
equidistant from nearest former. Correct by ad-
justing aft cable turnbuckles.
STEP 2
"'---- Adjust turnbuckles so that centers of upper cable
connection bolts.are 5/16 inch forward of adjacent
formers, tensioning forward set of cables to 110
. pounds and aft set to 60 pounds. (Correct tension
on one set will autOmatically give the COrrect ten-
sion on the other sec.)
DETAIL B
STEP' 4
Adjust push-pull rod so that rudder is in
neutral (aligned with vertical stabilizer).--
STEP 5
Position protrattOr and set rudder stops
to limit rudder travel to 30 degrees right
of neutral and 30 degrees left of neutral. ----"
Figure 89 (Sheet 2 of 2 Sheets)-Adjusting Rudder Controls
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"
79
Section IV
/
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AN 01-60JF-2
STEP 1>
Lock surface contrb1s" As trim tab has a reverse boost action,
make sure rudder is ~ .. eutral (aligned with vertical stabilizer)
before proceeding wit b adjustment,
STEP 3
Position indicator in c ~ ~ t must read zero. To correct, reo
move control knob and re ition pointer.
80
Figure 90 (Sheet 1 of 2 Sheets)-Adjusting Rudder Trim Tab Controls
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AN 01-60JF2
.,
Section IV
A AN210-lA Pulley (2 Req.)
AN3-6 &It (1 Req.)
AN3-12 &It (1 Req.) .
B AN210-lA Pulley (1 Req.)
AN3-15 &It (1 Req.)
AS310 Spacer (1 Req.)
C AN210-lA Pulley (2 Req.)
AN3-6 &It (1 Req.)
AN3-11 &It (1 Req.)
o AN210-lA Pulley (2 Req.)
AS3-10-40 Spacer (1 Req.)
" AN3-23 &It (1 Req.)
E ~ _ 2 A Pulley (2 Req.)
AN3- 7A &It (2 Req.)
AN960- Washer (2 Req.)
DETAIL B
STEP 8
Measure tab movement for 10 degrees right and 10 degrees
left of neutral. To correct, readjust stops. Tighten all jam nuts
and safety turnbuckles.
STEP 2
Move cables so the two turnbuckles are directly opposite
each other. Immobilize cables by moving the two stops aft,
against the fairleads. To be properly rigged, the units of the
system must now be positioned as described in steps 3 to 6,
inclusive.
STEP 7
Set stops 9 inches forward of adjacent fairleads, and tension
the cables to approximately 10 pounds.
STEP 6
If tab is not accurately aligned with rudder (neutral), remove
the three drum attaching screws, hold drum stationary, and
rotate shaft by means of zerk mounting (detail C).
STEP 5
Cable retaining pin on tab actuating drum must be centered
between the two sides of cable. To correct, rewrap drum.
126- ~ 2_119
Figure 90 (Sheet 2 of 2 Sheets)-Adjusting Rudder Trim Tab Controls
RESTRICTED 81
Section IV
Paragraph 4
RESTRICTED
AN Ol-60JF-2
70 pounds
10 pounds
80 pounds
10 pounds
60 pounds
110 pounds
10 pounds
into the path of the sun to distribute rays equally on both
sides.) The fpllowing cable tensions are for 21.1 c (70F);
lower temperatures require lower tensions, and higher tem-
peratures higher tensions. A tolerance of 5 pounds plus or
minus in cable tension is permitted.
Aileron control cables
Aileron trim tab cables (no slack) Approximately
Elevator control cables
Elevator trim tab cables (no slack) Approximately
Rudder control cables (aft of walking beam)
Rudder control cables (forward of walking beam)
Rudder trim tab cables (no slack) Approximately
(3) CONTROL CABLE REPAIR. (See figure 82.)
f. CONTROL STICK ASSEMBLY.
(1) DESCRIPTION.-The control stick is mounted
in a trunnion-like manner to a yoke assembly. The yoke
is secured to a support assembly in such a manner as to allow
lateral movement of the control stick and yoke. Two bell-
cranks are fastened to the aft end of the support assembly;
the lower bellcrank is connected to the yoke by a push-pull
rod for aileron control, and the upper bellcrank is connected
to the base of the control stick socket for elevator control.
The upper portion of the control stick is provided with an
AAF-Type B6 grip. (See figure 85.)
(2) INSTALLING AND REMOVING CONTROl:
STICK ASSEMBLY. (See figure 84.)
g. SURFACE CONTROL LOCK.
(1) DESCRIPTION.-The surface control locking
mechanism, installed on the center control pedestal, is spring-
loaded in the unlocked position to prevent accidental lock-
ing. The ailerons and rudder are lockeci in the neutral posi-
tion, and the elevators are locked in the full down position.
(2) INSTALLING AND REMOVING SURFACE
CONTROL LOCK. (See figure 84.)
h. AILERON CONTROL SYSTEM.
(1) DESCRIPTION.-The aileron travel of 15 degrees
up or 15 degrees down is governed by lateral movement of
the control stick. Adjustable stops in the control stick sup-
port limit the stick movement. Motion from the control
stick is transmitted by a link rod to a bellcrank secured to the
aft end of the control stick support. Cables extending aft
from each end of the bellcrank to the wing trailing edge,
and then outboard along the rear spar of each wing, direct
movement to cable sectors. The cable sectors are attached
to the ailerons by fork and block assemblies which move
the aileron up or down. (See figure 85.)
(2) INSTALLING AND REMOVING AILERON
CONTROL SYSTEM.-The complete system, giving rout-
ing, pulley and bolt sizes, is shown in figure 85.
(3) ADJUSTING AILERON CONTROL SYSTEM.
(See figure 85.)
1. AILERON TRIM TAB CONTROL SYSTEM.
(1) DESCRIPTION.-A controllable trim tab is in-
stalled on the left aileron. A trim tab control knob on the
left cOl).trol pedestal operates a sprocket and chain assembly
in the pedestal. Cables attach to the chain, and extend aft to
the trailing edge of the wing, outboard along the rear wing
spar to the outboard end of the wing flap; they then attach to
another chain, which turns the trim tab actuating mecha-
nism installed on the rear wing spar at the inboard end of
the aileron. Angular travel of the tab is limited to 10 degrees
up and 10 degrees down from the neutral position by a set
of cable stops within the wing trailing edge. (See figure 86.)
(2) .INSTALLING AND REMOVING AILERON
TRIM TAB CON1.LlOL SYSTEM.-The complete system,
giving routing, pulltoj and bolt sizes, is shown in figure 86.
(3) ADJUSTING AILERON TRIM TAB CONTROL
SYSTEM. (See figure 86.)
j. ELEVATOR CONTROL SYSTEM.
(1) DESCRIPTION.-The elevators are set to a travel
of 25 degrees up and 15 degrees down from neutral posi-
tion. Dual sets of cables link a bellcrank on the control stick
assembly to a horn assembly in the horizontal stabilizer. (See
figure 87.)
(2) INSTALLING AND REMOVING ELEVATOR
CONTROL SYSTEM.-The complete system, giving rout-
ing, pulley and bolt sizes, is shown in figure 87.
(3) ADJUSTING ELEVATOR CONTROL SYSTEM.
(See figure 87.)
k. ELEVATOR TRIM TAB CONTROL SYSTEM.
(1) DESCRIPTION.-The elevator trim tabs are op-
erated by a calibrated wheelan the inboard side of the cock-
pit control pedestal. The control wheel is connected to a
cable drum inside the pedestal. Cables extend aft through
the fuselage to the center of the horizontal stabilizer, then
outboard to the cable drum in each side of the stabilizer.
The angular travel of the tabs is limited to 15 degrees up
and 20 degrees down from the neutral position by cable
stops on the forward cable. (See figure 88.)
(2) INSTALLING AND REMOVING ELEVATOR
TRIM TAB CONTROL SYSTEM.-The complete system,
giving routing, pulley and bolt sizes, is shown in figure 88.
(3) ADJUSTING ELEVATOR TRIM TAB
CONTROL SYSTEM. (See figure 88.)
1. RUDDER CONTROL SYSTEM.
(1) DESCRIPTION.-The rudder is controlled by foot
pedals in the cockpit. Cables extend aft from the rudder to
walking beams in the center of the fuselage. The aft control
cables are brought to a higher level by means of the walking
beams, and connect between the beams and a sector in the
empennage. A push-pull rod connects rudder seCtor and
horn. Adjustable rudder stops, limiting travel, are on the
lower rudder hinge bracket. Connecting the rudder pedals,
and routed through pedals on the firewall, is a short, non-
adjustable balance cable, for the purpose of balancing the
tension on the aft cables and synchronizing pedal move-
ment. (See figure 89.) An adjustable fitting is swaged to the
balance cable and is part of the surface control lock system.
(See figu1'e 84.)
82 RESTRICTED
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AN Ol-60JF-2
Section IV
Paragraphs 45
5. LANDING GEAR
(3) ADJUSTING RUDDER CONTROL SYSTEM.
(See figure 89.)
a. GENERAL DESCRIPTION.-The airplane is equipped
with two main landing gear assemblies and a tail gear
assembly. The landing gear is hydraulically retracted, the
main gear assemblies into wheel wells in each wing, and
the tail gear assembly into tile rear section of the fuselage.
The landing gear is completely faired when in the retracted
position. The operation of both the main gear and the tail
gear is controlled by a lever on the control pedestal located
near the floor on the left side of the cockpit. The gear can be
lowered in an emergency, if there is hydraulic failure, by
moving the cOFltrollever to the down position as in normal
operation. An emergency bungee then pulls the gear to the
down-locked position. The shock struts use the air-oil com-
bination for cushioning. The tail gear is selectively free-
swiveling or steerable. Landing gear electrical position in-
dicators are provided to show the position of the gear and
(3) ADJUSTING RUDDER TRIM TAB CONTROL fairing doors. (For maintenance instructions, refer to para-
SYSTEM. (See figure 90.) graph 20 of this section.)
b. TROUBLE SHOOTING LANDING GEAR.
m. RUDDER TRIM TAB CONTROL SYSTEM.
(1) DESCRIPTION.-The rudder trim tab is operated
by a knob on the cockpit control pedestal. The knob is con-
nected to a cable drum inside the pedestal. Cables extend
aft to the rear spar of the vertical stabilizer, and then up to
the trim tab cable drum in the vertical stabilizer. Reverse
boost is imparted to the tab by the link rod. (See figure 90.)
(2) INSTALLING AND REMOVING RUDDER
TRIM TAB CONTROL SYSTEM.-The complete system,
giving routing, pulley and bolt sizes, is shown in figure 90.
(2) INSTALLING AND REMOVING RUDDER
. CONTROL SYSTEM.-The complete system, giving rout-
ing, pulley and bolt sizes, is shown in figure 89.
TROUBLE PROBABLE CAUSE REMEDY
Main gear does not lock in Dirt in actuating arm hinge. Clean hinge.
the down position.
Operating arm adjusted too short. lengthen arm.
Hydraulic strut piston rod too short. lengthen piston rod.
Main gear does not lock in Broken bungee cable or spring. Replace cable or bungee.
the down position, when
emergency extended (with- Bungee cable adjusted too long. Shorten cable.
out hydraulic pressure).
Side brace pivot bolts too tight. loosen bolts only enough to permit free move-
,
ment.
Main gear fairing doors do Gear-up stop bolt adjusted too long. Turn in stop bolt.
not latch with gear up.
Mud on wheels. Clean wheels.
Shock strut fairing linkage too short. Adjust linkage.
Door up-latch linkage out of adjust- Adjust.
ment.
Main gear fairing doors fail Door up-latch control linkage too long. Adjust linkage.
to open.
Tail gear does not extend. Up-lock release cable too long. Shorten cable.
Up-lock release lever twisted or broken. Correct cause and repl.ace lever.
Spring bungee broken. Replace bungee.
Pivot pins binding. Unscrew pivot pin nut Ye turn. If necessary,
remove assembly and clean.
Dirt in lock assembly. Clean.
Tail gear does not retract. Faulty hydraulic control valve. Replace valve.
lockpin retracting cable broken or Replace or adjust.
overlength.
RESTRICTED . 83
Section IV
Paragraph 5
RESTRICTED
AN Ol-60JF-2
TROUBLE PROBABLE CAUSE REMEDY
Tail gear does not lock in Retracting strut piston rod overlength. Adjust.
the up position.
Fairing door linkage too short. Adjust.
lockpin spring broken. Replace spring.
Stop adjusted overlength. Screw in stop to allow .012-inch clearance.
Dirt in lock assembly. Clean.
Tail gear does not lock in Stop adjusted overlength. Screw in stop to allow .012-inch clearance.
the down position.
lockpin spring broken. Replace spring.
Dirt in lock assembly. Clean.
Tail wheel does not swivel Steering-lock control cable too long or Adjust or attach.
freely. detached.
Cam lever at elevator horn out of ad- Adjust or replace.
justment or broken.
Tail wheel does not steer. Steering cables detached or broken. Attach or replace.
lockpin spring broken. Replace spring.
Dirt in steering-lock control mechanism. Clean.
Tail wheel does not steer Tension or length on steering cables in- Adjust cables.
correctly. correct.
c. EXTREME WEATHER SERVICING.-No special
precautions are required, as the hydraulic fluid (Specification
No. AN-VV-O-366) and packings used in the landing gear
system are adapted to extreme temperatures. During pre-
flight and after-flight inspection in low temperatures, clean
the exposed portion of the shock strut piston thoroughly, and
coat with hydraulic oil (Specification No. AN-VV-O-366).
d. LANDING GEAR CONTROL SYSTEM.
(See figure 91.)
(1) DESCRIPTION.-The landing gear control system
is actuated by a control handle on the left side of the cockpit.
The control handle has three positions: "DOWN," "NEU-
TRAL," and "UP." Only when the control handle is in
"NEUTRAL" is the hydraulic pump unloaded and the gear
up-latches and main gear fairing door up-latches locked.
Rod linkage, from the handle, controls.a torque tube attached
to the left side of the wing center rib. Linkage from this tube
controls the hydraulic control valve and the up-latches for
the main gear and fairing doors. A cable from the control
handle releases the tail gear up-lock when the control handle
is moved to "DOWN."
CAUTION
When operating the landing gear, make certain
that the gear has completed the full cycle of oper-
ation before moving the control handle back to
"NEUTRAL." The control handle must be moved
back to "NEUTRAL," when an operation is com-
pleted, to lock the fairing doors and relieve the
pump of continually pumping high pressure.
e. ADJUSTING MAIN GEAR ACTUATING
LINKAGE. (See figure 92.)
f. LANDING GEAR HYDRAULIC CONTROL AND
ACTUATING LINKAGE, OPERATION AND
ADJUSTMENT. (Refer to paragraph 19 of this
section.)
g. LANDING GEAR EMERGENCY DOWN
MECHANISM.
Note
Emergency operation of the gear is normally made
by moving the landing gear control handle to the
down position. The emergency cable is for use
when the landing gear control handle linkage is
broken.
(1) DESCRIPTION.-A cable connects the landing
gear control torque tube with an emergency down o ~ on
the cockpit floor near the pilot'S left foot. Pulling the cable
turns the torque tube, and moves the controls to pull the fair-
ing door and gear up-locks. An emergency bungee aids in
pulling the gear to the down-locked position.
(2) ADJUSTING MAIN GEAR EMERGENCY
DOWN CABLE AND BUNGEE. (See figures
92 and 212.)
h. MAIN GEAR SYSTEM.
(1) MAIN GEAR ASSEMBLY.
(a) DESCRIPTION.-The main gear assemblies are
secured to U-shaped support forgings by trunnion pins.
The forgings are attached to the landing gear support, just
forward of the wing center spar, and to the nose beam in the
leading edge of the wing. The gear is retracted into the wing
when tension is exerted on the hinged shock strut side
brace, by a jointed operating arm. The jointed operating
84 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
MAIN GEAR HYDRAULIC ACTUATING STRUT
FAIRING DOOR TIMING VALVE CABLE
EMERGENCY DOWN SPRING BUNGEE
EMERGENCY DOWN
SPRING BUNGEE CABLE
FAIRING DOOR HYDRAULIC
ACTUATING STRUT
TO LANDING GEAR CONTROL HANDLE
HYDRAULIC RETRACTING STRUT
LANDING GEAR CONTROL TORQUE TUBE
TAIL GEAR UP-LOCK
FAIRING DOOR UP-LATCH
DOWN SPRING BUNGEE
TAIL GEAR DOWN-LOCK
MAIN GEAR" SIDE BRACE 8< ACTUATING LINKAGE
UP-LOCK RELEASE CABLy LANDING GEAR CONTROL HANDLE
/ J LANDING GEAR EMERGENCY
DOWN HANDLE
VALVE STRIKER
TAIL GEAR
SHOCK STRUT
TAIL WHEEL
---=. /'
TO TAIL GEAR UP-LOCK
/
TORQUE TUBE CONTROL LINKAGE
/
HYDRAULIC CONTROL 8< FAIRING
DOOR TIMING VALVE--
Figure 9J-Landing Gear Control System
RESTRICTED 85
Section IV
RESTRICTED
AN Ol-60Jf-2
STEP 4
Before connecting bungee cable, adjust cable fitting so that cable
is 31l6-inch hort of connecting, when bungee spring is bottomed
in cylinder. Then pull cable (compressing spring) until able to
make connection. See detail A. -------____..
STEP 2
Adjust links to fit, while in a straight line.
CENTER
GEAR MOVING UP
3/16" OUTBOARD ~ ?
OF CENTER LINE
Extend strut piston until it hits internal
stop. Adjust piston rod to connect with
actuating link; then lengthen piston rod by
3 full turns. This will position link joint
3/16-inch past dead center.
STEP 3
With gear down, disconnect bWlgee cable.
Press down firmly until hinge shoulders
meet, and joint is 3/16-inch past dead center.
STEP 1------__----L ....:!':;
Figure 92-Adjusting Main Gear Actuating Linkage
86 RESTRICTED
RESTRICTED
AN 0160JF2
Fjgure 93-Landing Gear Trunnion Shaft Wrench
Section IV
Paragraph 5
Figure 94-Landing Gear Trunnion Pin Puller
arm is actuated by a hydraulic operating strut. The gear is
normally held in the up position by the closed and locked
fairing doors. The main gear up-latch hooks are for emer-
gency, holding the gear if the fairing doors fail to function
or are damaged in combat. The hinged side brace is self-lock-
ing in the down position.
(b) INSTALLING AND REMOVING MAIN
GEAR ASSEMBLY. (See figure 97.)-Use special landing
gear trunnion shaft wrench (T132) and landing gear trun-
nion pin puller (T179). (See figures 93 and 94.)
RETAINING
RING
(c) MAIN GEAR SHOCK STRUT. (See figure 95.)
1. DESCRIPTION.-The shock strut absorbs the
shock caused by sudden loads against the landing gear dur-
ing take-off, landing, and taxiing. The strut has an air-fluid
combination for cushioning and uses Specification No. AN-
YY-O-366 fluid.
2. FILLING MAIN GEAR SHOCK STRUT.
a. Jack airplane, using the outer wing jacking
points, so that the landing gear is off the ground.
FLAPPER VALVE
BEARING
PISTON TUBE
ASSEMBLY
FILLER PLUG
a
AIR VALVE INNER CYLINDER
METERING PIN
OUTER CYLINDER
END NUT
Figure 95-Main Gear Shock Strut
RESTRICTED 87
Section IV
Paragraph 5
RESTRICTED
AN Ol-60JF-2
b. Release the air from the strut by loosening
the filler plug one turn.
e. Remove the filler plug and fully compress
the strut.
d. Fill the compressed strut to overflowing with
fluid.
e. Replace the filler plug loosely; extend and
compress the strut several times to eliminate any trapped
air.
f. Compress the strut, remove the filler plug,
and add more fluid if it is not level with the filler hole.
g. Replace the filler plug and tighten it securely.
3. INFLATING MAIN GEAR SHOCK STRUT.
-Because of the small quantity of air in the shock strut and
the relatively high pressure, it is not advisable to attempt to
measure the pressure with a gage. Inflate the shock strut with
the airplane fully loaded, in the following manner:
a. Inflate the strut until 2 inches of the polished
piston is visible between the' packing nut and the shock
strut piston shoulder.
b. Replace the hex cap, which is a secondary
seal, and tighten it lightly with a wrench (15 to 20 inch
pounds torque). Excessive tightening of the cap will result
in the seat of the cap being forced inward and depressing
the valve core.
c. After inflation, test the valve, the valve core,
and the filler plug for leaks by using soapy water.
Note
Small amounts of air can be removed from the
strut by slightly loosening the filler plug and then
quickly tightening it. Do not depress the valve core
to correct overinflation.
(2) MAIN GEAR UP-LOCKS. (See figure 96.)
(a) DESCRIPTION.-The main gear up-locks hold
the gear in the up position in event the fairing doors are
damaged in combat. When the landing gear is retracted and
control handle is in "NEUTRAL," the up-lock hooks are
extended by rod linkage connected to the landing gear con
trol torque tube. These hooks engage rollers mounted on
the wheel forks. When the main gear fairing doors are up
STEP 2
Hold gear up. lnove control hanult to
"DOW," allow fairing uoor to open. Move
control handle back to" E TRAL," which
will leave gear in up.latcheu position. Aujust
link rod to give Y",-inch clearance between
roller and back of hook. as shown in uetail A.
'---ir--+---STEP 3
Hold gear up, tight against Stop. anu observe
that clearance between bottom of roller and
hook i between Y
x
inch and -'Ix inch. <Sec de-
tail A.)
~ S T P 1
"Disconnect shock strut fairing. Manually place
gear and fairing door in up-latched position. Adjust
up-StOp so that gear i held snugly between fair-
ing door and up-srop. Te t by trying ro move
gear up and down.
STEP 4 ----1..
Lower gear and turn in up-srop bolr two complete
turns; this will give the required Yx-inch clearance
between wheel fork and up-srop, when gear is sup-
poned by fairing door.
*NOTE:
Fairing doors must be in proper adjUStment
before starring this procedure.
Figure 96-Adjusting Main Gear Up-locks
88 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
7
126-33-200
10, 11
Removal: Essentially the reverse of instal-
lation procedure. Use special tool No. T179
to pull trunnion pin. Weight of gear and
wheel is approximatdy 100 pounds.
1 Remove access plate in wing leading edge.
3 1
Clean trunnion pin bearing thoroughly.
2 Lift strut into position, and insert
trunnion pin through support forging
and bearing in shock strut, and install
2
torque bolt.
3 Screw on retaining nut, hand-tight, and
install safety bolt.
4 Grease bearing through zerk fitting.
8
S Connect side brace and emergency bungee.
6 Make brake line connection.
S
7 Install whed.
8 Position shock strut fairing and install
hinge bolt. Adjust by transposing wash-
6 ers on hinge attachment bolt.
11------.\
9 Attach link bolts.
10 Adjust fairing door vertically, by rotating
turnbuckle, until door firs wing snugly, yet
does not restrict main gear from up-locking.
11 Adjust door laterally, by loosening locknut
and turning threaded bushing. Test adjust-
ment by placing gear and fairing door. in
up-locked position.
10 - - ~ i I U V
Figure 97-/nstalling and Removing Main Gear Assembly
RESTRICTED 89
Section IV
STEP 1
Place concrol handle in" EUTRAL." Align index
hole and insecr J'6inch bole as a cemporary lock.
Adju c rod co fie. --,-----------.
STEP 2
Align corgue cube index holes and insen 3/16
inch bole as a cemporary lock. Adjusc rod co fie.
STEP 3
Wich che doors in che up posicion, and
concrol handle in neucral, adjusc rods
co seac hooks around roller as shown
in A. Afcer adjuscing lacches of boch
doors, remove both temporary index bolts
from holes.
RESTRICTED
AN 01-60JF-2
STEP 4
Wich no pressure in che hydraulic syscem, hold doors
up manually and move concrol handle inco "DOW;'
" TE TRAL," and "UP" po icions. Make cecrain chac
all hooks are exacdy synchronized.
\ Q < O ~ ~ L --=__TEMPORARY INDEX BOLTS
-
STEP 5
Make vecrical adjuscmencs by adding or removing
shim ullder roller assembly base.
126-)3-201
90
Figure 98-Adjusting Torque Tube Control Linkage and Fairing Door Up-locks
RESTRICTED
SPRING BUNGEE DOWN-LOCK
DOWN-LOCK
RELEASE CABLE
LEVER
HYDRAULIC RETRACTING STRUT
4 AN3-H7A BOLT
DETAIL A
RESTRICTED
AN 01-60JF-2
SHOCK STRUT
L---8 AN393-21 PIN
3,4
Section IV
TAIL WHEEL STEERING
LOCK CONTROL CAM
AND LINKAGE
STEERING CABLES
(TO RUDDER SECTOR)
1,5 AN 26-31 BOLT
4B146-28 SPACER
AN960-616 WASHER
\
)
1 Disconnett shock strut, which will separate the assembly into
cwo pares. Clean pivot pins and bearings with soft cloth or
clean engine oil. Remove access cov.ers from fuselage.
2 place forward part of truss in down-locked position, and insert
temporary boles through pivot pin holes.
3 Install nues on pivot pins. Position rear portion of assembly and
align pivot pin holes. Remove temporary bolts and insert pivot
pins.
4 Install retaining cross bolts. Tighten pivot nues until assembly
binds at pivot point; then back off, so that assembly pivots
freely, bue withoue looseness. Safety pivot pin nu[.
5I 6 I 7I 8I 9 Connect shock strut at 5, steering cable at 6,
steering-lock link at 7, steering-lock cable at 8, hydraulic strut
piston and spring bungee at 9. See applicable paragraphs for.
adjustments.
Removal: Essentially the reverse of installation procedure.
Weight of complete assembly is approximately 55 pounds.
Figure 99-lnstalling and Removing Tail Gear Assembly
RESTRICTED 91
Section IV
Paragraph 5
RESTRICTED
AN 01-60JF-2
and locked, the fairing doors support the gear, so that the
rollers on the gear are lifted above the gear up-locks.
(b) ADJUSTING MAIN GEAR UP-LOCKS. (See
figure 96.)
(3) INSTALLING AND ADJUSTING MAIN GEAR
SHOCK STRUT FAIRING. (See figure 97.)
(4) MAIN LANDING GEAR FAIRING DOORS.
(See figure 98.)
(a) DESCRIPTION.-Hydraulically actuated wheel
well fairing doors are hinged on the wing center rib; the
hydraulic struts are attached to the forward edge of each
door. The doors are closed at all times except when the gear
is retracting and extending. The operation of the doors is
controlled through' a hydraulic control valve, which is part of
the landing gear control valve assembly located on the right
wheel welL When the landing gear control handle is in
"NEUTRAL," the doors are locked by hooks which are con-
trolled through rod linkage attached to'the landing gear con-
rrol torque tube. These hooks are unlocked when the landing
gear control handle is in "up" or "DOWN" position.
(b) ADJUSTI GMAIN GEAR FAIRING DOOR
LOCKS. (See figure 98.)
i. TAIL GEAR SYSTEM.
(1) TAIL GEAR ASSEMBLY. (See figure 99.)
(a) DESCRIPTION.-The tail gear fairing doors,
linked to the tail gear assembly, close as the gear is re-
and open as the gear is extended. The shock strut and
wheel assembly is supported by a truss mounted on the lower
longerons. The assembly is retracted by a hydraulic strut and
extended by gravity, assisted by a spring bungee. A retract
able lockpin in the top of the truss assembly is used in up
and down-locking. The wheel assembly is selectively steer
able or free wheeling.
(b) INSTALLING AND REMOVING TAIL
GEAR ASSEMBLY. (See figure 99.)
(c) TAIL GEAR SHOCK STRUT. (See figure 101.)
92
126-]4-62
1
Place elevators in neutral and adjust cam
lever stop to contact cam.
STEP 2
With lockpin shoulder
seated (a5- in detail BB),
adjust cable so that there
is no slack.
STEP 3
Place elevators in full down position, check that lockpin
is raised 1/8 inch minimum above lockplate. This can be
done by turning wheel so that lockpin hole is aut of line
with pin. Next raise the elevators, this will lower the pin
so that it rests on lockpIate. Mack the pin, and lower the
elevators; movement of the mack will indicate clearance
between lockpin and lockplate.
Figure lOa-Adjusting Tail Wheel Steering Mechanism
RESTRIClED
"0" RING SEAL
CLEVIS
FITTING
FILLER PLUG
e.
AIR VALVE
"O"RING SEAL
END NUT
RESTRICTED
AN 01-60JF-2
PISTON ASSEM. "0" RING SEAL
j METERING PIN
HOUSING
FIgure JOJ-Tall Gear Shock Strut
Section IV
Paragraph 5
CLEVIS FITTING
126-34 60
STEP 3
1. DESCRIPTION.-The tail gear shock strut ex-
tends from the top of the truss assembly to a lever arm at-
tached to the wheel fork pivot pin bearing, and is at an
angle of approximately 45 degrees to the wheel fork.
2. FILLING TAIL GEAR SHOCK STRUT.-
Filling procedure is the same as that for the main gear.
(See paragraph 5. h. (1) (c).
3. INFLATING TAIL GEAR SHOCK STRUTS.
-With the airplane fully loaded, and tail resting on the ex-
tended gear, inflate the tail gear shock strut until ~ inches
STEP 1
With gear uplocked and concrol
handle in" EUTRAL," adjust
uplock release cable so that lever
is held ~ inch from roller of lockpin
rclca e arm.
of polished piston shows between bottom of the red paint
ring and shoulder of outer cylinder.
(2) TAIL GEAR ACTUATING MECHANISM.
(a) DESCRIPTION.-The tail gear assembly is re-
tracted and extended by a hydraulic strut connected to a
bellcrank assembly mounted on the cross member of the
tail gear truss. For emergency operation the tail assembly
is extended by gravity assisted by a spring bungee. This bun-
gee is attached to the same bellcrank assembly as the re-
tracting strut.
STEP 2
Adjust up-seop bolr eo give .012 (.003) inch clearance.
STEP 3
Disconnect and bottom hydraulic strut piseon, and adjust
piseon rod fitting so that connection holes align. Shorren
rod by 4- complete turns, and connect.
STEP 4
Operate gear down and then up with 1500 Ibs. hydraulic
pressure. With gear and concrol handle in up position,
observe that spring-loaded lockpin is tight against uP-Stop.
but also that the actuating strut tension has not distorted
structure of airplane. Adjust by slightly lengthening or
shorte.ning piston rod. Check again for clearance given in
Step 2.
Figure l02-Adjusting Tail Gear Up-lock and Retracting Linkage
RESTRICTED 93
Section IV
Paragraph 5
RESTRICTED
AN 01-60JF-2
12:6-73-180
"gure J03-Auxll1ary Landing Gear Metering
Pin Wrench
(b) ADJUSTING TAIL GEAR ACTUATING
LINKAGE. (See figure 102.)
(3) TAIL WHEEL STEERING MECHANISM.
(a) DESCRIPTION.-Two cables from the rudder
actuating sector are attached to a steering arm which is con-
nected to a steering horn attached to the wheel fork pivot,
through a controllable clutch. The wheel roms in a ratio
of one to five of the rudder; a 30-degree rom of the rudder
will turn the wheel 6 degrees.
(b) ADJUSTING TAIL WHEEL STEERING
CABLE.
1. Lock rudder in neutral and tighten turnbuckles
on the two cables until a cable tension of approximately 60
pounds is reached.
2. Align wheel with rudder by tightening one
rornbuckle, and loosening the other. an equal amount.
3. Unlock surface controls and move rudder right
'and left. Lock controls, test each cable separately for tension,
and adjust to exactly 60 pounds, while maintaining wheel
alignment.
(4) TAIL WHEEL STEERING LOCK. (See figure
100.)
(a) DESCRIPTION.-The tail wheel steering con-
trol mechanism is controlled by the position of the eleva-
tors. Through the action of the elevator horn on a cam
lever, connected to the steering control mechanism by rod
and cable linkage, the wheel is free-swiveling when the ele-
vators are depressed, and steerable when the elevators are
in neutral or above.
(b) ADJUSTING TAIL WHEEL STEERING
LOCK. (See figure 100.)
(5) TAIL GEAR DOWN-LOCK. (See figure 104.)
(a) DESCRIPTION.-A spring-loaded lockpin in
the head of the tall gear truss engages a down-lock catch
attached to the upper fuselage strucrore. This same lockpin
engages the up-lock catch. When the gear is retracted, the
STEP 1
PIN.IS FORCED
DOWN AS IT
ENTERS LOCK
PIN, PULLED
DOWN BYCABLE
A ''-------STEP 2
Adjust turnbuckle so mat cable is taut,' yet
does not restrict the lockpin from fully ex-
tending.
Figure l04-Adiusting Tail Gear Down-lock
94 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraphs 5-6
first inch or more of the movement of the actuating linkage
retracts the lockpin.
(b) ADJUSTING TAIL GEAR DOWN POSI-
TION LOCK RELEASE MECHANISM.
(See figure 104.)
(6) TAIL GEAR UP-LOCK.
(a) DESCRIPTION.-A spring-loaded lockpin in
the head of the tail gear truss engages an up-lock catch
on a cross member of the fuselage structure. This same lock-
pin engages the down-lock catch. A cable from the landing
gear control handle actuates a lever adjacent to up-lock
catch and retracts the lockpin when the control handle is
moved to down position.
(b) ADJUSTING TAIL GEAR UP-POSITION
LOCK RELEASE MECHANISM.
(See figure 102.)
(c) ADJUSTING TAIL GEAR UP-LOCK CABLE.
(See figure 102.)
(7) TAIL GEAR FAIRING DOORS.
(a) DESCRIPTION.-Two fairing doors completely
cover the tail gear well, when the gear is retracted. The doors
are linked to the gear assembly, and are opened and
closed by the movements of the tail gear.
(b) ADJUSTING TAIL GEAR FAIRING DOOR
LINKAGE.
1. Adjust gear-to-door links so that with gear up,
the doors fit snugly, yet without restricting the gear from up-
locking.
2. Operate gear 3 or 4 times and check adjustment.
6. WHEELS AND BRAKES.
a. BRAKE SYSTEM.
(1) DESCRIPTION.-The hydraulic brakes, one on
each main wheel, are controlled through right and left foot
pedals mounted on the rudder bars. Linkage from each foot
pedal actuates a master brake cylinder, which imparts the
pressure, through hydraulic lines, to the brake mounted on
the wheel axle. The brake control system obtains its fluid
AIR BLEED
(
BRAKE PRESSURE
INLET
"0" RING SEAL
PLUNGER
PACKING
RETAINING
CYLINDER HEAD
B RAKE BLOCKS

Figure lOS-Brake (Cross Section)
RESTRICTED 95
Section IV

MASTER CYLINDER
/COMPENSATOR
RESTRICTED
AN Ol-60JF2
BRAKE
DETAIL B
A
ADJUSTI G BRAKE PEDALS
Place pedal vertical ro cockpir floor, allow masrer cylinder
ro a,ssume neurral posirion, to which ir is spring-loaded.
and adjusr push rod ro fir.
1501:!: 0) INCH POUNDS TOROUE.
SPECIAL TOOL
DETAIL C
TOROUE ALL BRAKE PISTON PACKING
GLAND NUTS TO 150l 0) INCH
POUNDS.
126 j3-208
96
Figure J06-Adjusting Brake System
RESTRICTED
RESTRICTED
AN Ol-60JF-2
FLUSHING BRAKE SYSTEM
Section IV

STEP 1
Disconnecr rerurn line on hydraulic reservoir, drain reser-
voir, and flush. Connecr rerurn line.
STEP 2
Remove plug Ixmom of brake assembly, and drain
sysrem.
STEP 3
Flush sysrem by purting clean fluid in reservoir, working
brake pedal wKile doing so. Replace plug.
STEP 4
Remove plug from brake on ocher wheel, and repear srep 3.
Fill reservoir.
T55 BLEEDER
DETAIL A
HYDRAULIC RESERVOIR
BLEEDING BRAKE SYSTEM
STEP 5
Remove cap screw from bleeder hole ar cop of brake
casring, and arrach bleeder hose. Place end of hose in
clean glass rccepracle conraining sufficienr clean
hydraulic fluid ro covcr end of hose. Allow fluid co run
unril free of air bubbles, meanwhile mainraining gende
pressure on brake pedal; if necessary, bring pedal back
slowly and repear procedure.
STEP 6 .
Remove bleeder ho e and rcplace cap screw, righrcning
crew firmly.
STEP 7
Rcpear sreps 5 and 6 on opposite wheel Fill reservoir.
Figure 107-Servicing Brake System
RESTRICTED 97
Section IV
Paragraph 6
RESTRICTED
AN Ol-60JF2
(b) BLEEDING BRAKE SYSTEM. (See figure
107.)
Note
Test frequently for a "spongy" feel in !be pedal
stroke, indicating air in the system. Because of the
small volume of oil required to operate the brakes,
a small amount of air will cause malfunction.
(3) ADJUSTING BRAKE SYSTEM CONTROLS.
(See figures 106,108, and 109.)
(4) TROUBLE SHOOTING BRAKE SYSTEM.
from the general hydraulic system reservoir; otherwise it
is entirely independent. The brakes function by brake blocks
mounted on pistons; when the pistons are actuated, the
brake blocks contact a single steel disc keyed to the wheel.
The parking brake is controlled by a handle in the cock-
pit. Pulling this handle will close valves in the brake lines
at each master cylinder and engage the compensators, lock-
ing in brake system pressure, thereby holding the brakes
engaged. (See figures 106 and 107.)
(2) SERVICING BRAKE SYSTEM.
(a) FLUSHING BRAKE SYSTEM. (See figure
107.)
TROUBLE PROBABLE CAUSE REMEDY
Insufficient braking action. leak in system. Tighten leaking tubing or replace pistons.
Air in system. Bleed system.
lack of fluid. Fill supply tanks; then bleed system.
Brake blocks worn too thin. Replace blocks.
Dragging brakes. Dirt in system causing malfunctioning Disassemble and clean, or replace master
of master cylinder. cylinder. Flush system.
Use of improper fluid. Flush system and replace with proper fluid.
Weak or broken master cylinder Replace springs.
springs.
Parking brake cables jammed in the Free cables and correct cause.
"ON" position.
Pedal linkage binding. Eliminate binding.
Brakes chatter. Warped disc. Reverse disc or replace it.
Brake disc is dished, or Unusually hard use or extreme temper- Remove disc and place on flat surface; meas-
warped. atures. ure for gross warp. If over ){6 inch, replace;
otherwise, reinstall disc in reversed position.
(5) EXTREME WEATHER SERVICING OF
BRAKE SYSTEM.
(a) LOW TEMPERATURES.-Set the parking
brakes after engine oil dilution; this will allow time for
brakes to cool. Use brakes cautiously, to prevent skidding. Be-
fore and after flight, make sure that brakes are free floating,
and clean of dirt, moisture, and frozen particles. The brake
fluid and brake packing used are adapted to low tempera-
tures.
(b) HIGH TEMPERATURES.-Use brakes cau-
tiously, to avoid overheating and warping the brake disc.
Allow the brakes to cool before setting parking brakes.
(6) MASTER BRAKE CYLINDER.
(a) DESCRIPTION.-The action of the master
brake cylinder is similar to that of a single-action pump.
The plunger is spring-loaded to a retracted position; when
extended, it exerts pressure on the brake pistons in ratio
to the pressure applied on control pedals. (See figure 108.)
(b) ADJUSTING MASTER BRAKE CYLINDER.
-No adjustments are required other than linkage adjust-
ment shown in detail B of figure 106.
(7) PARKING BRAKE.
(a) DESCRIPTION.-The parking brake is con-
trolled through a handle below the instrument panel. Cable
linkage from this handle is connected to a parking brake
valve in the compensator cylinder of each master cylinder
assembly. Pulling the parking brake handle positions the
parking valve so that the pressure is locked in the brake
system, thereby maintaining the brakes in the engaged posi-
tion. (See figure 106, detail A.) The valve is held in place
by differential in hydraulic pressure, and is opened by re-
versing the pressure differential through operation of the
foot pedal. (See figure 108.) A spring-loaded piston directly
above the parking brake valve compensates for thermal ex-
pansion and contraction of the hydraulic fluid. (See figut'e
108.)
(b) ADJUSTING PARKING BRAKE.-As the
controls are designed with sufficient "overtravel," no special
adjustment is required.
98
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 6
(8) INSTALLING AND MAINTAINING BRAKE
LINES.
(a) GENERAL.-Installation and maintenance pro-
cedure of the brake lines is generally similar to that of the
airplane's main hydraulic system lines given in paragraph 19
of this section.
(b) BRAKE LINE SWIVEL ASSEMBLY.
(See figure 111.)
(c) INSTALLING BRAKE LINE FITTINGS.
(See figure 110.)
(9) BRAKES.
(a) DESCRIPTION.-The brakes are of the single-
disc, self-adjusting type. The disc is clamped by six brake
blocks; the three blocks inside the wheel are stationary, and
the three opposite blocks are moved under hydraulic p r ~
sure by individual pistons. The disc, which rotates with the
wheel, is held by 10 drive keys on the wheel rim, which fit
into slots on the brake disc. (See figures 105 and 112.)
(b) INSTALLING BRAKE ASSEMBLY.
(See figure 112.)
(c) ADJUSTING BRAKE CLEARANCE.-These
brakes are self-adjusting. (See figure 109.)
(d) BRAKE PLUNGER PACKING NUT
TORQUE. (See figure 106.)
b.MAIN WHEELS.
(1) DESCRIPTION.-The 24 x 7.7-inch wheels, with
24 x 7.7-inch 8-ply high-pressure tires and 24 x 7.7-inch
inner tubes, are installed on each main landing gear. The
wheel rims are constructed in two halves to facilitate tire
mounting.
WARNING
Make sure tire is deflated before separating wheel
rIms.
(2) INSTALLING AND REMOVING MAIN
WHEEL. (See figures 109 and 114.)
S ~
.....----
PARKING BRAKE
HANDLE
RESERVOIR
....
MASTER CYLINDER
PARKING BRAKE __-J
COMPENSATOR --_
126-33'211A
Figure lOB-Master Brake Cylinder and Parking Brake Valve
RESTRICTED 99
Section IV RESTRICTED
AN 01-60JF-2
I/B" MAXIMUM
To Check Inboard Lining: With parking brake
ser, place a 1/16-inch thick gag righdy against
disc and along ide the brake lining block.
Visually check thar there is more rhan 1116-inch
thickne of wearing urface remaining; other-
wi e replace wirh new brake blocks.
To Check Wear on Outboard Lining Without Removing
Wheel: Set parking brake; endeavor to place a feeler
h"'ge 7/32 inch thi k berween metal brake cylinder
casting and m ral disc. If feeler gage cal/ be inserted
it is rime ro replace rhe outboard brake lining blocks.
Afrer brakes have been recendy applied and released,
the inertia pre ure of the brake blocks may cause a
drag. This drag is normal up to 300 inch-pounds, or 25
pounds as illusrrated.
If total warp (caused by exce ive hear)
docs not exceed 118 inch, rein rail disc
in a reversed po ition; rhe disc may
straighren afrer further u . If ,arp
exceeds 118 inch, replace disc.
3/B" RUBBER
TUBE
BRAKE CASTING
WEARING SURFACE OF BRAKE BLOCK
To kecp rhc brakc block in place while inserting
di , place a piece of 3/8-inch rubber rubing between
rhcm, and thcn removc rubing as disc is po irioned.
figure 109-Brake Tips
100 RESTRICTED
RESTRICTED
AN 01-60JF-2
4 Start and turn nur with fingers. Never
starr nur wirh wrench.
5 After nur is finger.tight, tighten with a
wrench until nut is snug but not
trained. Be ure lines do not twi t
while tightening nuts.
Section IV
Paragraph 6
1 Check in ide of flare for painr, cracks,
or other damage,
2 Apply a thin coat of thread lubricanr
under the sleeve, being careful none
get in ide the tubing. leeve must not
bind on brake line when nut is tight.
ened.
3 Apply thin coat of thn:ad lubrieanr on
threads of male connecrion only.
NOTE:
Use an 11/16.inch wrench on brake
fluid supply lines and a S/S.inch
wrench on all other brake line nurs.
Use Petrolarum, Specification o. AN
YY-P236, to lubricate fittings.
109' 58- 264A
Figure 1lO-lnstalling Brake Line Fitting
(3) MOUNTING MAIN WHEEL TIRES.-Proceed
as follows:
(a) Clean inside of tire, dust with talcum, and insert
deflated tube.
(b) Partially inflate tube.
( c) Inspect rims for nicks and burrs, and then place
side of wheel with valve hole on tire, pulling valve stem
through hole.
(d) Place other side of wheel over tire.
(e) Install wheel joining bolts with heads toward
brake assembly and washers at both ends, using AN365
self-locking nuts. Inflate tire to an approximate pressure of
75 pounds. Adjust pressure when wheel is installed on air-
plane in accordance with paragraph 6. b. (4) of this section.
Note
The wheel is statically balanced and has a "B"
stamped on corresponding bolt bosses. Assemble
with marks aligned.
(4) SERVICING MAIN WHEEL TIRES.-Inflate to
between 70 to 95 pounds pressure; the exact pressure will
be determined by the loaded weight of the airplane. When
correctly inflated, the tire deflection line will be level with
the ground, and the edge of the wheel rim approximately
4.2 inches off ground.
RESTRICTED 101
Section IV RESTRICTED
AN 01-60JF-2
TO MOVE TUBING ASSEMBLY
UP OR DOlVlY, LOOSEN CLAMP.
FREQUENT INSPECTION-Close clearances and
susceptibility to accidental damage from service equipment make
frequent and regular inspection of the brake pressure line swivel assem-
bly a necessity.
EXACT ALIGNMENT_ ---------I,r-------
Points 1 .to 4 must be exactly aligned, to permit the
tubing and tubing guide to slide freely through fairleads
1, 2, and 3. For the same reason the tubing must be free
of bends and dents. Clamp 4 must be tight enough to
hold tubing firmly, without distorting or cutting tube.
CHECKING- After making installation on
adjustments (airplane jacked and shock strut fairing dis-
connected), check clearances by slowly moving landing
gear (by hand) to the up position. By observation and
feel, check for clearance between points A and AA, B
and BB, C and CC, D and DD. To check clearances in-
dicated in detail A, release air from shock strut, and fully
compress strut. For an approximate check, when time is
limited, as in preflight, measurements can be made on
the basis that the shock strut piston travels 8-inch
maximum.
3/16-INCH MAXIMUM-
When shock strut is fully extended, as illus-
trated, the top of tubing,guide must not be more
than 3/16 inch below top of fairlead. Adjust by
loosening clamp 4 and moving tubing up.
...---- MOVEMENT-As shock strut
piston moves in, or landing gear is re-
tracted, the swivel joint should move
inboard as indicated by arrow. If it is
possible to push joint in the opposite
direction without bending tubing, it is
an indication of incorrect rigging or dis-
torted tubing.
102
figure JJJ (Sheet J of 2 Sheets)-Brake Line Swivel Assembly (Special Precautions)
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
DETAIL
A
If swivel leaks at screw, and screw is
tight, replace "0" ring packing AN6227-L
If swivel leaks at point indicated, replace
"0" ring packing AN6227-7 (2 req. per
swivel). .
UPPER SURFACE SKIN OF WING
liS-INCH MINIMUM-
When shock strut is fully compressed,
guide must clear wing skin by liS-inch
minimum. Adjust by loosening clamp 4
and moving tubing down. If moved too
far, other checkingpointf will be misaligned.
INSPECT for clearance between shoulder
on guide tube and fairlead.
WATCH FOR SWIVEL LEAKS
If leak is around B nurs, tighten
nuts up to 150 inch-pounds
torque. If leak persists, examine
flare and fitting for defects, and
repair or replace.
126-33- 247
Figure JJJ (Sheet 2 of 2 Sheets}-Brake Line Swivel Assembly (Special Precautions)
RESTRICTED 103
Section IV RESTRICTED
AN 01-60JF-2
1 Place brake assembly over axle and bolt to flange.
2 Make brake line connection, and bleed brakes.
Note: The clearance on rhi brake is elf-adjusting. Same
brake assembly can be used on RH or LH by
inrerchanging drain plug and connection fining.
2---.-------------
r--,,<-,;---1 AN4-6A BOLT (8 REO.)
BRAKE BLOCKS ARE INTERCHANGEABLE
SIX REOUIRED
126-33-209
Figure 112-/nstalling Brake Assembly
REMOVAL: Essentially the reverse of
in tallation procedure. -
6 WHEEL I
BETWEE
PLACED
SPACER.
1 2 3 4 5 7 8 9 10
Place ground wire litting over retainer.
Place axle over retainer (axle must be clean).
Place assembly into left wheel
fork axle be.1ring.
Place spacer over axle.
Position wheel and push axle through wheel hub.
1 Place rerainer over bolt.
2
3
4
5
6
7
8
9
10
Place spacer over axle.
Push axle through right wheel
fork axle bearing.
Place retainer in axle.
While spinning wheel, screw on nut
and tighten until bearing binds.
Loosen nut gl'adlfall), until wheel
pins freely. Safety nut. 12 .'34-
104
Figure 113-/nstalling Tail Wheel
RESTRICTED
4 NUT
.2
RESTRICTED
AN Ol-60JF-2
BEAR I NG
SPACER
Section IV
Paragraph 6
6 Insrall grease rerainer.
7 Insrall grease rerainer snap ring. Spin wheel co resr rhar
ir [Urns freely.
5 Insrall coner pin, keeping in mind rhar rhis coner also
rerains rhe fiber axle bumper. (Refer co derail A.)
1 Inspect. axle and bearings for condirion. Clean axle
rhoroughly and insrall spacer righr againsr brake arrach-
menc flange.
2 Place wheel over axle and againsr spacer.
3 Insrall washer.
4 (a) crew on nur, spin whcel, and tighrcn nur uncil
wheel binds.
(b) Looscn nur uncil frcc of washcr.
(c) Tighrcn nur slowly uncil a sharp drag on rhe nur is
fele.
(d) Concinllc righrening nur uncil coner pin hole is
aligncd. (If holc is already aligned, righren uncil nexr
alignmcne.)
REMOVAL:
procedure.
Essencially rhe reverse of insrallarion
126 _ _ ~ 4
Figure 114-lnstalling Main Wheel
(5) TROUBLE SHOOTING WHEELS.
TROUBLE PROBABLE CAUSE REMEDY
Bent or damaged flanges, Hard landing, hitting projections or Replace wheel.
cracked wheels. rocks, or flat tire.
Damaged bearings, cones, Dirt or maladjustment. Replace bearings.
or cups.
Grease leaking from Wear or lack of lubrication has dam- Replace retainers.
bearings. aged felt retainers.
(6) EXTREME WEATHER SERVICING OF
WHEELS AND TIRES.
(a) LOW TEMPERATURE.-Place insulating ma-
terial under tires to prevent them from freezing to the
ground and being damaged when airplane is moved. Avoid
use of "Snow and Ice Tread" casings on dry fields, as rire
wear will be excessive.
(b) HIGH TEMPERATURE.-Protect tires, as much
as possible, from heat and direct sunlight.
RESTRICTED 105
Section IV
Paragraphs 6-7
RESTRICTED
AN 01-60JF-2
c. TAIL WHEEL,
(1) DESCRIPTION.-A 12.50 x 4.50-inch wheel is
mounted with a 12.50 x 4.50-inch high-pressure, channel-
tread, conducting-type tire, using a 12.50 x 4.50-inch tube.
The wheel rims are constructed in two halves to facilitate tire
mounting.
(2) INSTALLING AND REMOVING TAIL
WHEEL. (See figure 113.)
(3) MOUNTING TAIL WHEEL TIRESo-The proce-
dure for mounting tail wheel tires is similar to that for the
main wheel tires. (Refer to paragraph 60 b. (3) of this sec-
tion.)
WARNING
Be sure tire is deflated before separating wheel
nms.
(4) SERVICING TAIL WHEEL TIRESo-Inflate to
between 60 and 70 pounds air pressure.
7. ENGINE MOUNT AND COWLING.
a. ENGINE MOUNT.
(1) DESCRIPTION. (See figure 115.)-The engine
mount consists of two Y-shaped box-beam and strut struc-
tures held together by two cross frames. The forward frame
of the mount incorporates the front section assembly of the
carburetor air duct. A fixed cowl panel, fitted around the car-
buretor air scoop, contains the carburetor air duct leading
edge and a small door for access to the engine timing plug.
Fittings for attachment of the generator and spark plug
blast tubes, and engine breather system outlet, are part of
the engine mount. The engine mount is bolted to the firewall
at four places; the struts attach to the forward extremities
of the fuselage upper longerons, and the beams attach to
fittings on the forward extremities of the lower longerons.
There are four engine Lord mount shock-support housings.
Each of the two housings on thr aft cross frame contains
two vertical Lord bushings; the two housings on the for-
ward cross frame contain one horizontal bushing each. (See
figure 116.) The engine is cradled between the mount beams
106- 31-2 680
BEAM STRUCTURE
FRONT BUSH ING
ADAPTER
.F-....--ST RUTS --.,.-r.
GENERATOR 8 SPARK PLUG
BLAST TUBE AIR INLET
COWLING PANEL
DZUS SPRINGS
ENGINE BREATHER
SYSTEM OUTLET
LINE
LORD BUSH I NG
FRONT HOUSING
ENGINE COOLANT
FILLER NECK
DRAIN LINE FITTING
,
SPARK PLUG
BLAST TUBE
AIR INLET
Figure 1J5-Engine Mount
106 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
END PLATE
/0
DETAILB
REAR LORD BUSHING ASSEMBLY
RUBBER WASHER l ~ : L J
...----- LOCKNUT ~
-------STEEL BUSHING --------
s-------- RUB BER BUSHI NG -----------<"':'11
OETAILA
FRONT LORD BUSHING ASSEMBLY
ENGINE MOUNT
REAR FRAME
ENGINE MOUNT
FRONT FRAME
BUSHING ADAPTER
REAR LORD BUSHING
HOUSING ASSEMBLY
B

-] AN310-B .
NUT (2REO.) ,,,
BOLT (2 REO.)
FRONT LORD BUSHING
HOUSING ASSEMBLY
BRAID
ENGINE FRONT FOOT
-LORD BUSHING ADAPTER
AN6-IIA BOLT .. _
( 2 REO.) ----
AN365-p24 NUT
(2 REO.)----/
AN 365-42B
NUT (2 REO.)
Figure JJ6-Engine Lord Mount Assemblies
RESTRICTED 107
Section IV RESTRICTED
AN 01-60JF-2
ENGINE MOUNT
ASSEMBLY
R.H. TOP COWLING
ASSEMBLY
EXHAUST STACK FAIRING
( INTEGRAL WITH
COWLING ASSEMBL.Y)
DZUS
f
\
'-
L.H. "
SIDE -,'
,.
/
l
'-
WATER INJECTION
SYSTEM FILLER
CAP ACCESS DOOR
ENGINE COOLER
SYSTEM FILLER
PLUG ACCESS DOOR
"
J
,..- R.H.
',__ SIDE
OIL TANK FILLER
CAP ACCESS DOOR
L.H. TOP COWLING
ASSEMBLY
COWL FORMER
COWLING FILLETS
FUEL STRAINER
ACCESS DOOR

LOWER FRONT
COWLING ASSEMBLY
AIR FILTER ACCESS PANEL
108
Figure JJ7-Engine Cowling
RESTRICTED
RESTRICTED
AN 01-60JF-2
and is attached to the four shock absorbing units by adapt-
-ers. A lifting lug, located at the aft end of each beam, is
used for hoisting the engine and the mount as a unit.
Section IV
Paragraphs 7-8
(2) REMOVING ENGINE MOUNT. (Refer to para-
graph 8 d. (2) and (3).)
(3) INSTALLING ENGINE MOUNT. (Refer to par-
agraph 8. e. (1) and (2).)
(4) TROUBLE SHOOTING LORD MOUNT.
TROUBLE PROBABLE CAUSE REMEDY
Excessive roughness at Near resonant engine rpm, if under Slight adjustment of operating speed to avoid
idling or warm-up speeds. normal conditions. resonance with natural frequency.
Under extreme cold weather starting Engine heat will warm mountings and correct
conditions, mountings may stiffen, rais- this condition after initial starting.
ing natural frequency into critical
stage.
Excessive roughhness at Excessive permanent set in rubber sec- Remove and inspect mountings. Repair, or
cruising engine speeds. tions causing mounting to ride on replace.
snubbing.
Failure of one rubber mounting or com- Remove and inspect mountings. Repair or
ponent metal part causing improper replace.
operation of installation.
(5) REPLACING ENGINE LORD MOUNT
ASSEMBLIES. (See figure 116.)
(a) FRONT LORD MOUNT ASSEMBLIES.-The
two front Lord mount assemblies may be replaced without
removing the engine from the mount. Attach a hoisting cable
to lifting eye on engine reduction gear housing and relieve
the weight of the engine from the mount. Remove each front
Lord mount housing by removing the bolt passing through
the rubber bushing and the four bolts securing the housing
to the engine mount. The adapter fittings attached to the en-
gine feet need not be removed. To install the front Lord
mount housings, secure each housing in place with the four
bolts, installing the engine bonding under the top rear bolt
head. Connect each front housing to the engine adapters.
(b) REAR LORD MOUNT ASSEMBLIES.-To re-
move the rear Lord mount housings, it is first necessary to
disconnect the engine from the mount and firewall, remove
the two aft exhaust stacks, and raise the engine sufficiently
to permit access for removal of the housings. Each rear Lord
mount housing is secured to the engine mount with three
bolts and nuts.
b. ENGINE COWLING.
(1) DESCRIPTION. (See figure 117.)-The engine re-
movable cowling consists of six sheet metal panel assemblies
held by dzus fasteners and screws to the engine mount beams,
firewall brackets, and formers. The two top semimonocoque
construction cowling panels, which incorporate exhaust stack
fairings, overlap at the top and are held together by special
dzus-type fasteners. Small hinged and dzus-fastened doors in
the engine cowling facilitate servicing of the engine and
accessories. All cowling is constructed of aluminum alloy
except the portions of the top cowling panels adjacent to the
exhaust stacks. These portions made of corrosion-re-
sistant steel sheet. A circular sheet metal air seal, mounted
around the propeller shaft, is bolted to the engine reduction
gear housing and supported by five brackets fastened to the
engine assembly. The ourer edge of the seal has a leather-
covered rubber chafing collar to allow for vibration between
the engine and the cowling.
8. ENGINE.
a. GENERAL DESCRIPTION AND SPECIFIC DATA.
-The p-51H Airplane is powered by a Packard-built Rolls
Royce V-1650-9 engine of the 12-cylinder, 60-degree V,
valve-in-head type. It is pressure liquid-cooled, and has a
built-in reduction gearing between crankshaft and propeller
of 0.479 to 1. The induction system consists of a centrifugal,
two-stage, two-speed, gear-driven supercharger, a Bendix-
Stromberg double-throated, injection-type, updraft carbu-
retor, and an aftercooler. The supercharger has a low gear
ratio of 6.39: 1 and a high gear ratio of 8.095: 1. 24-volt
controlled by a double aneroid switch, operates a
balanced hydraulic valve to control the supercharger shift
between low and high-speed ratios. Manifold pressure and
spark advance are controlled by a Simmonds manifold pres-
sure regulator. Ignition is provided by twO high-tension
magnetos, each supplying one of the two spark plugs in each
cylinder. The force-feed lubrication system is the dry-sump
RESTRICTED 109
Section IV
Paragraph 8
RESTRICTED
AN 01-60JF-2
type having three pressure stages. The cwo-piece cylinder
head and block assemblies have two intake and two exhaust
valves for each cylinder, actuated by an overhead camshaft
on each bank.
Bore
Stroke
Piston displacement
Compression ratio
Firing order
5.4 in.
6.0 in
1649 cu. in.
6.0:1
lA, 6B, 4A, 3B, 2A, 5B,
6A, IB,- 3A, 4B, SA, 2B
Tappet clearances for running (exhaust)
Tappet clearances for running (intake)
Propeller shaft spline size
Over-all engine dimensions:
Length
Width
Height
Average net weight
Average net weight including engine mount
and accessories
0.020 in.
0.015 in.
ANNo.50
87.141 in.
30.764 in.
44.974 in.
1725Ibs.
19001bs.
TROUBLE
b. TROUBLE SHOOTING ENGINE.
PROBABLE CAUSE REMEDY
Engine fails to start or con-
tinue to run after starting.
Engine fails to start; engine
missing or running un-
evenly.
110
Improper starting procedure.
Defective primer pump causing under-
priming. lack of fuel at primer pump,
or leaky primer pump lines and con-
nections. Clogged lines, atomizers, or
induction line filter.
Overpriming causing flooding of induc-
tion system.
Insufficient cranking speed due to faulty
battery or starter motor.
lack of fuel. Insufficient fuel flow due
to clogged lines and filters, choked tank
vent lines, or loose and leaky fuel con-
nections, fittings, or piping. Fuel valves
closed.
Oil cold.
Defective or fouled spark plugs. Incor-
rect type of spark plugs.
Defective booster coil.
Defective ignition caused by loose pri-
mary terminals or connections at mag-
netos and switches, or by worn, burned,
broken, or incorrectly connected sec-
ondary wiring at booster coil and spark
plugs.
Defective breaker points or magneto.
Valves sticking, leaking, or having im-
proper clearances. Valve springs brok-
en.
Insufficient fuel pressure caused by in-
correct setting of fuel valves, or defec-
tive fuel pump. Defective fuel pressure
gage.
Fuel defective or of improper grade.
Air leaks in induction system. Broken
valve springs.
Incorrect timing.
RESTRICTED
Start engine in accordance with instructions
in AN 01-60JF-1.
Replace primer pump. Clean a'nd tighten
primer lines, atomizers, or induction line filter.
Clear induction system of excessive fuel.
Replace battery or starter motor.
Fill fuel- tanks. Open fuel valves. Clean lines,
filters, and tank vents. Tighten fuel connec-
tions, fittings, or piping.
Drain and heat oil before starting, or dilute
before exceeding 1400 rpm.
Clean or replace spark plugs. Install correct
type plugs.
Adjust or replace unit.
Tighten terminals or connections at magnetos
and switches. Replace secondary wiring at
booster coil and spark plugs. Connect wiring
correctly.
Service breaker points. Replace magneto.
Clean valves. Adjust tappet clearances. Re-
place broken springs.
Open tank valve. Replace fuel pump and
pressure gage.
Drain fuel system and refill with correct grade.
Tighten and replace loose nuts or blown
gaskets. Replace broken valve springs.
Time valves and ignition.
TROUBLE
Partial or complete loss of
oil pressure.
Excessively high oil pres-
sure (above 95 pounds per
square inch).
Oil inlet temperature ex-
cessively high-above 90
0
C
(194
0
F).
Engine overheating. (Noted
by excessive oil or coolant
temperatures.)
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Insufficient oil.
Excessive oil dilution caused by leaky
oil dilution valve.
Bearing failure and engine
clearances.
Broken or leaky oil lines.
Clogged oil filters.
Dirt under relief valves.
Faulty pressure gage.
Defective pressure pump.
Malfunctioning or maladjustment of oil
pressure relief valves.
Faulty regulator unit.
Improper adjustment of main pressure
valve.
Choked oil lines or passages on pres-
sure side.
Defective oil pressure gage. Restricted
or congealed gage line.
Insufficient oil in system.
Oil of incorrect grade andlor insuffi-
cient viscosity.
Engine speed too high.
Bearing failure evidenced by metallic
particles in oil filter.
Oil radiator scoop door inoperative
(closed).
Insufficient coolant.
Air lock in cooling system.
Leaks or restrictions in cooling system.
Radiator clogged by corrosion deposits.
Failure of coolant or oil pumps.
Carburetor mixture too lean.
Incorrect type coolant fluid.
Radiator air outlet flap not properly
adjusted, or defective coolant temper-
ature regulator.
Incorrect ignition timing.
Preignition caused by incorrect type
spark plugs or fuel of low octane rating.
RESTRICTED
Section IV
Paragraph 8
REMEDY
Replenish supply.
Replace valve.
Replace or overhaul engine.
Repair or replace lines.
Remove and clean.
Remove and clean.
Replace with new gage.
Replace with new pump.
Readjust or replace oil pressure relief valves.
Replace regulator unit.
Readjust main valve.
Clean.
Replace gage. Clean line.
Replenish oil supply.
Drain and refill system with correct oil.
Reduce engine rpm.
Replace or overhaul engine.
Open door by manual control. Check actua-
tor and thermostat.
Fill header tank to prescribed level.
Refill cooling system and run engine for 1);2
minutes. Stop engine and add coolant as nec-
essary to reach prescribed level. If necessary
remove .air release plug in coolant manifold
to clear remaining air from system.
cooling system line connection. Drain
system, locate and eliminate restrictions, re-
assemble connections, and refill systems with
coolant fluid.
Clean radiator tubes or install new unit.
Replace pumps.
Flow-test carburetor.
Drain system and refi!1 with correct grade
fluid as per operating conditions.
Adjust outlet flap. Replace temperature regu-
lator.
Time magnetos.
Replace spark plugs. Use specified fuel.
111
Section IV
Paragraph 8
TROUBLE
Abnormal engine vibration.
Low power-loss of fritical
altitude.
Engine roughness.
112
RESTRICTED
AN Ol-60JF-2
PROBABLE CAUSE
Loose engine mounts and mounting
bolts.
One or more cylinders missing or firing
irregularly, due to faulty ignition, car-
buretion, valve action, or fuel supply.
Detonation caused by incorrect fuel oc-
tane rating, incorrect fuel mixture, in-
sufficient aftercooler fluid, rated mani-
fold pressure being exceeded, or pro-
peller improperly set.
Propeller blades out of balance or out
of track. Incorrect blade setting.
Faulty operation or improper setting of
propeller governor.
Incorrect propeller blade pitch settings.
Excessive rich or lean fuel mixtures.
Fuel pressure loss or fluctuation caused
by faulty fuel pump.
Induction system air leaks.
Incorrect timing of ignition or valves.
Valves sticking, broken, leaking, or hav-
ing improper tappet clearances.
Valve springs broken.
Engine operating at incorrect rpm and
manifold pressure, because of defective
tachometer, tachometer shaft, or mani-
fold pressure gage.
Incorrectly adjusted linkage, or defec-
tive manifold pressure regulator.
Supercharger high blower clutch slip-
ping.
Cold engine.
Improper carburetor mixtures and op-
eration.
Insufficient fuel pressure and flow. Faul-
ty pressure gage.
Propeller out of balance or track. In-
correct blade settings.
Engine operation at incorrect rpm and
manifold pressure, because of defective
tachometer shaft or manifold pressure
gage.
Defective ignition or spark plugs.
Induction system air leaks due to loose
nuts or blown gaskefs. Broken valve
springs.
Valves sticking, leaking, or having in-
correct tappet clearances.
Incorrect ignition and valve timing.
Defective engine Lord mounts.
RESTRICTED
REMEDY
Tighten bolts. Check rubber bushings for
defects.
Replace or adjust faulty ignition, carbure-
tion, fuel supply, or valves.
Refill with fuel of correct octane rating. Ad-
just fuel mixture control. Replenish aftercool-
er fluid. Reset propeller.
Balance blades. Reset blade settings.
Reset or replace governor unit in propeller.
Reset blades to correct settings..
Flow-test carburetor.
Replace fuel pump.
Tighten nuts. Replace blown gaskets.
Time valves and ignition.
Reset engine valves and tappet clearances.
Replace if broken.
Replace broken springs.
Replace tachometer and manifold pressure
gages.
Adjust linkage. Replace regulator.
Replace engine.
Warm up engine at 1300 rpm.
Adjust or replace carburetor.
Replace fuel pump or pressure gage.
Balance blades. Reset blade settings.
Replace tachometer system or manifold pres-
sure gage.
Replace or reset ignition and spark plugs.
Tighten or replace loose nuts or blown gas-
kets. Replace broken valve springs.
Adjust tappet clearances.
Reset and time engine valves and magnetos.
Replace mounts.
TROUBLE
Backfiring.
Engine smoking.
Detonations.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Improper engine operation.
Engine operating at excessive rpm and
manifold pressure, due to defective
tachometer and manifold pressure
gage.
Engine overheated. '
lack of fuel-insufficient flow.
lean fuel mixture.
Induction system air leaks and restric-
tions.
Valves sticking, leaking, or having im-
proper tappet clearances.
loose ignition ground connections.
Incorrect ignition and valve timing.
Defective ignition system or spark plugs.
Excessively rich fuel mixture.
Valves sticking, leaking, or improperly
adjusted.
Defective or weak ignition due to loose
or incorrect connections, or worn,
burned, or broken secondary wiring at
magneto.
Improper oil scavenging of engine and
system due to faulty scavenge pumps or
clogged filter screens.
Incorrect ignition and valve timin'g.
Defective engine cylinder rings.
High fuel mix.ture temperatures due to
low coolant fluid level, corrosion de-
posits, or defective coolant pumps.
Improper grade of fuel.
Section IV
Paragraph 8
REMEDY
Start and operate engine in accordance with
AN Ol-60JF-1.
Replace tachometer or manifold pressure
gage.
See "Engine overheating" in "Trouble" col-
umn.
Replenish fuel tank supply or replace fuel
pump.
Adjust for proper mixture.
Tighten loose nuts. Replace blown gaskets.
Remove restrictions.
Reset tappet clearances.
Tighten magneto ground wire connections se-
curely.
Reset and time engine valves and magnetos.
Replace ignition system or spark plugs.
Flow-test carburetor.
Reset tappet clearances.
Make correct, tight connections, or replace
magneto.
Replace scavenge pumps. Clean filter screens.
Time engine valves and magneto.
Replace or overhaul engine:
Replenish coolant fluid. Remove corrosion de-
posits. Replace pumps.
Drain system and refill with specified grade
fuel.
c. EXTREME WEATHER MAINTENANCE AND
OPERATION.
(1) COLD WEATHER.
(a) STARTING ENGINE.-A normal start should
be made; if any difficulty is encountered, follow these sup-
plementary instructions.
1. Preheat the engine and instrument panel. In
extremely cold weather, it may be necessary to preheat
the oil and coolant.
2. Use a portable generator instead of the con-
ventional battery cart for starting the engine, as batteries
quickly lose their charge at below freezing temperatures.
3. Pull propeller through 5 or 6 revolutions by
hand before engaging starter.
4. Considerable priming is necessary for a start
In cold weather. Never prime until the engine is being
turned over by the starter; if the engine is primed prema-
turely, the gasoline will 'nOt vaporize but will run down into
the cylinders, resulting in bent or broken connecting rods
upon starting. Operate the primer until the engine is firing
regularly.
5. When subzero weather makes starting difficult,
move the mixture control from "IDLECUT OFF" to "RUN" at
the same time the starter is engaged with the engine. How-
ever, it is essential that the mixture control be moved back
RESTRICTED 113
Section IV
Paragraph 8
RESTRICTED
AN Ol-60JF-2
to "IDLE CUT OFF" if the engine does not start before the
fourth revolution. Normally, the engine will start on the
second or third revolution. However, if the engine does not
start, turn the ignition switch "OFF" and pull the engine
through by hand with the throttle fully opened to clear
the engine of excess fuel.
6. If the engine fails to start, moisture on the
spark plugs may be the cause. Remove at least one plug from
each cylinder and warm the plugs to dry the points. Make
another attempt to start the engine immediately after re-
placing the plugs.
7. Start the engine normally, without regard to the
oil dilution system. After starting engine, if a heavy viscous
oil is indicated by oil pressure that is too high, or by oil
pressure that fluctuates or falls back when the engine rpm
is increased, the dilution switch may be pushed "ON" (3 min-
utes maximum) to dilute the oil and correct this condition.
This method should be used only if time and extreme tem-
perature conditions do not permit normal engine warm-up.
CAUTION
The engine will not scavenge satisfactorily with
diluted oil. If oil dilution is used, warm up the en-
gine normally and test at high rpm for 90 seconds
to determine whether oil is being lost through the
breathers. If oil discharge is noted, continue warm-
up to evaporate the fuel in the oil system. This pre-
caution must be taken to avoid loss of oil in flight.
If oil is expelled from engine breathers during
ground run-up, check oil level in tank prior to
flight.
8. Do not run the engine at more than 1300 rpm
until the oil has reached a temperature of lSoC (S9F).
Note
Engine warm-up may be facilitated by movlOg
carburetor control to "HOT AIR OPEN."
(b) STOPPING ENGINE.-To obtain sufficient di-
lution of the oil to facilitate starting, idle or stop the engine
to cool it before starting dilution. This will prevent rapid
evaporation of the gasoline. In most cases it will be found
that the engine has cooled sufficiently for dilution by the
time the airplane reaches the flight line. Dilute oil as fol-
lows:
1. Operate the engine at 1000 rpm and maintain
an oil temperature of SOC (122F) or less.
2. For ground temperatures of +soC (+40F)
or less, hold oil dilution switch at "ON" for 3 minutes (max-
imum); then stop engine and release oil dilution switch.
Note
It has been determined through tests conducted on
the V-16S0 engines that diluting the oil more than
10 percent will cause the scavenge system to fail.
Therefore, restrict the period of oil dilution to a
maximum of 3 minutes. When the outside air tem-
perature is such that 3 minutes' oil dilution is in-
sufficient, drain the oil and refill the system with
warm oil before starting the engine.
(2) DESERT OPERATION.-Dust filters are in the
air intake ducts, at each side of the engine compartment.
When conditions warrant, or at the direction of the Opera-
tions officer, use "FILTERED AIR" for starting, take-off, and
landing. Dust covers are provided for use when on the
ground.
d. REMOVING ENGINE.-The engine may be removed
from the engine mount, or the mount may be disconnected
from the firewall and the entire power plant removed as a
unit.
Note
Whenever possible, the engine and mount should
be disconnected and removed from the firewall as
a unit.
(1) GENERAL.-In either engine removal procedure,
the initial steps are as follows:
(a) Take off all removable cowl panels.
(b) Drain oil and cooling systems.
Note
It is not necessary to drain the fuel or hydraulic
systems, as no fuel will flow past the fuel selector
valve, and hydraulic fittings at the firewall permit
detachment of the hydraulic pump lines. Have a
suitable container available for fluid.
(c) Remove the spinner and propeller. The cowling
air seal need not be removed if engine and mount are be-
ing removed as a unit. Use engine sling No. E803 to remove
engine and mount.
(2) REMOVING ENGINE AND MOUNT.-After
the steps outlined in paragraph 8. d. (1) have been taken,
proceed as follows:
(a) Disconnect englOe controls at firewall discon-
nect points.
(b) Disconnect all necessary lines, cables, and con-
duits at firewall and engine.
Note
All lines, cables, rods, and conduits are marked
with orange banding at firewall disconnect points.
(c) Attach complete engine assembly hoisting sling
to engine mount lugs and to propeller shaft, and take up
enough slack on hoist to facilitate disconnecting the four
bolts which hold engine mount to firewall.
Note
Remove the twO rap bolts first.
(d) Power plane unit may now be hoisted from the
airplane and mounted on a fixed structure for disassembly.
(3) REMOVING ENGINE FROM MOUNT.-After
the steps outlined in paragraph 8. d. (1) have been taken,
proceed as follows:
114 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
Paragraph 8
(a) Disconnect engine control at firewall disconnect
points.
(b) Remove induction air duct removable sections.
Cover carburetor intake.
(c) Disconnect all necessary lines and conduits from
the engine. Detach bondings from engine.
(d) Remove exhaust stacks and shrouds, and cover
all ports.
( e) Remove oil heat exchanger.
(f) Remove "A" bank outlet fitting and attach en-
gine hoisting sling (No. E729) to the lifting eye on the
crankcase half of the reduction gear casing, and to the lifting
lugs on the rear mounting feet on each side of the crankcase
at supercharger end.
(g) Make a final thorough check to determine that
all airplane-to-engine connections have been disconnected
and that all openings have been closed.
(h) Remove the six bolts which pass through the
six rubber bushings.
CAUTION
Lift engine slowly and to prevent sway-
ing which might damage the projecting parts, espe-
cially the Simmonds SA-9 control unit. If necessary,
remove the unit from the engine.
CYLINDER HEAD--......
GASKET -----
LOCKWASHER ---------'
e. INSTALLING ENGINE.-The power plant may be
installed either by securing the engine, accessories, and
engine mount to the firewall as a complete unit, or by at-
taching the mount to the firewall first, and then installing the
engine. In either case, the procedure for installing the
engine to the mount is the same.
(1) INSTALLING ENGINE TO MOUNT.
(a) Assemble the four adapters to the engine mount-
ing feet, using the attaching parts shown in figure 119.
Torque bolts and nuts to a tension of 450-600 inch-pounds.
(b) Attach engine hoisting sling to the mounting
feet lifting lugs and to the lifting eye on reduction gear
housing.
(c) If necessary, remove the Simmonds SA-9 control
unit to provide ample clearance between oil tank and
engine.
(d) Lift engine and lower into mount carefully and
slowly, lining up the adapters to the engine rubber bush-
ing housings. Jockey engine so that the bolts will slide
into place. Install the two lower air seal brackets between the
twO washers of the forward bolt on each of the forward
engine feet. Install front bolts, tighten all nuts to a tension
of 450-600 inch-pounds, and install cotter pins. Connect
bonding between engine and mount.
(2) INSTALLING ENGINE AND MOUNT TO
FIREWALL.
(a) Clean firewall attachment fittings and bolts, and
,---- SHROUD ASSEM.
STACK
TIGHTEN NUTS TO TORQUE
LOAD Of 80-90 IN. LBS.
Figure llS-Engine Exhaust Installation
RESTRICTED 115
Section IV RESTRICTED
AN 01-60JF2
72 BUSHING (L H,)
- USHING (R.H., AN310_BNUT
l
'0'-'''''-,,

C>
ANB-56BOLT
AN310-B NUT

--ro.::

BONDING
DETAIL D
DH-35
NAS 149 WRENCHING
INTERNAL
BOLT
NAS 143 -9C
WASHER
117-31922
NUT
116
. M unt Installation 9 E g,"e 0 Figure 11 - n
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 8
coat with graphite grease (Specification No. AN-G-6). Hoist
power plant unit with sling No. E803.
(b) Bolt engine mount to upper and lower longeron
fittings. (See figure 119.) Tighten internal wrenching bolts to
a tension of 2500-3000 inch-pounds, using suitable Allen
wrench from set No. T82, and safety.
(c) When engine and mount are installed to fire-
wall, install all accessories and connect lines and conduits.
Note
All units of separation at firewall disconnect points
are marked with a )i-inch band of orange lacquer.
(d) Install air duct sections by bolting them to en-
gine mount and fastening air scoop flexible elbow to in-
duction intake.
(e) Connect electrical wiring.
(f) Install air seal propeller and spinner.
(g) Connect theengine and propeller controls.
(h) Install exhaust stacks and shrouds. (See figure
118.)
(i) After all power plant units are installed, tested,
and adjusted, install cowl panels.
f. PREPARING ENGINE FOR INITIAL RUN-UP.-
The following procedure is recommended after installing a
new engine or an engine r e e i ~ e from repair depot after
major overhaul.
(1) Fill main cooling system with a minimum of 14.4
US (11.8 Imperial) gallons, and aftercooling system with
a minimum of 6.2 US (5.1 Imperial) gallons. (Refer to sec-
tion III, paragraph 2. j. (3) (c).)
(2) .Fill right and left fuel tanks with fuel.
(3) Remove fuel sump plug and the two scavenge
pump filter screens in the lower aft end of the crankcase,
and allow corrosion-preventive mixture to drain from en-
gine. Replace and safety filter screens.
(4) Remove oil filter and clean head assembly in dry
cleaning solvent (Federal Specification No. P-S-661), using
a brush. Drain oil from sump body and clean inside of hous-
ing with lintless cloth moistened with dry cleaning sol-
vent. Dip filter packs in engine oil (Specification No. AN-
VV-O-446), add new gasket, reinstall assembly, and safety.
(5) Drain all weatherheads and resafety.
(6) With mixture control in "IDLE CUT OFF," discon-
nect dilution line where it connects to oil inlet line and check
oil dilution system for leakage and proper flow. Turn fuel
selector valve to "LEFT MAIN" tank, turn boost control switch
to "ON," and check for leakage. Operate oil dilution switch
and observe if steady flow occurs from dilution line.
(7) Check to determine if fuel regulator chamber on
carburetor has beef! filled with fuel. If not, remove fuel regu-
lator chamber pipe plugs and fill with fuel by means of fuel
boost pump. Replace plugs and safety.
(8) Preoil engine as follows:
Note
Lubricate engine with new or reclaimed oil (Speci-
fication No. AN-VV-O-446A, Grade 1120).
(a) Place ignition switch at "OFF," fuel valve at
"OFF," and carburetor mixture control at "IDLE CUT OFF."
(b) Completely fili oil tank with lubricating oil.
( c) Open drain in oil inlet line to engine and allow
approximately one gallon of oil. to run out; then close
drain.
Note
This oil may be re-used if properly strained.
(d) Remove all exhaust spark plugs.
(e) Spray lubricating oil into all cylinders in quan-
tities sufficient to thoroughly coat the cylinder walls.
(f) Remove oil pressure gage line at oil pressure re-
lief valve and install a union fitting.
CAUTION
This procedure must be followed to obtain ade-
quate pre-oiling pressure.
(g) Connect preoiler pump to the union and force
3 gallons of hot lubricating oil, 50e-70C (122 F_
154F), at approximately 80 pounds pressure, into the en-
gine. The propeller should be rotated until all points in the
engine have received proper lubrication. This may be done
by turning the propeller by hand. .
(h) Check for proper lubrication of starter gears,
aftercooling pump, generator drive, and valve actuating
mechanism by feeling the oil lines entering these parts.
\yarm oil lines indicate proper lubrication; if any of these
lines remain cold, preoil the connected part separately
and investigate reason for cold line.
(i) Disconnect preoiler pump and remove the un-
ion. Turn engine over by hand until sufficient oil is expelled
through the orifice of the pressure gage fitting to indicate
that rio air remains in the oil inlet line or pump.
(j) Replace oil pressure gage line.
(k) Install spark plugs. Torque wrench check to
216-264 inch-pounds.
(I) Start engine as soon as possible after preoiling
procedure.
(m) After engine run-up is complete, drain oil from
engine and oil system. Refill oil system for subsequent opera-
tion and flight. .
(n) Check starter, booster coil, and ignition system,
and securely fasten all ignition wires.
(6) Check left and right fuel boost pump for 10-12
pounds per square inch pressure with boost pump switch to
"OH." (Mixture control must be in "IDLE CUT OFF.")
RESTRICTED 117
Section IV
Paragraph 8
RESTRICTED
AN Ol60JF-2
g. ENGINE INITIAL RUN-UP.
CAUTION
Do not use more than 40 in. Hg with tail un-
secured.
(I) Start engine according to Pilot's Check List in cock-
pit.
(2) Run engine X minute at 1300 rpm. Check oil pres-
sure (minimum 50 pounds per square inch). Stop engine
according to Pilot's Check List in cockpit.
(3) Refill oil system to capacity-approximately 18.5
US (15.2 Imperial) gallons. (Refer to section III, paragraph
2. j. (2) (c).)
(4) Refill coolant system to capacity-approximately
14.4 US (11.8 Imperial) gallons. (Refer to section III, para-
graph 2. j. (3) (c).)
(5) Refill aftercooling system to capacity-approxi.
mately 6.2 US (5.1 Imperial) gallons. (Refer to section Ill,
paragraph 2. j. (2) (c).)
(6) Again start engine and run for X minute at 1300
rpm without cowl, if desired. Stop engine and inspect for
oil and coolant leaks, and refill oil system and both cooling
systems.
(7) Start engine and warm up slowly. Open throttle to
1300 rpm. (If oil pressure 1S not up to 50 pounds per square
inch within 30 seconds, stop engine and investigate.) Run
at 1300 rpm until oil pressure remains steady; then gradu-
ally increase the rpm until oil temperature shows a defi-
nite increase and a desired operating oil pressure can be
maintained without fluctuation for X minute at full throttle
(61 in. Hg manifold pressure).
(8) At 2300 rpm, check and adjust the following:
(a) Fuel'pressure 16-18 pounds with boost pump
switch "OFF."
(b) Oil pressure 70-80 pounds with ~ as hot as
possible-90C (194F) maximum, 7080C (158.
176F) is adequate.
(9) At 2300 rpm (propeller pitch control in full "IN-
CREASE RPM"), check the following:
(a) Oil temperature 90C (l94F) maximum.
(b) Coolant temperature 121C (250F) maximum.
( c) Operation of coolant and oil radiator scoop flaps.
(d) Check magnetos: 100 rpm maximum drop.
(e) Move propeller comrol back to note 300 rpm
drop (maximum); then move forward to full "INCREASE
RPM."
(I) Check to see that the ammeter indicates charg-
ing with landing light switch "ON" (100 amps maximum).
(10) Check Simmonds manifold pressure regulator:
Set propeller control in full "INCREASE RPM." Open throttle
to obtain 2700 rpm. Change engine speed from 2700 rpm to
2400 rpm by moving the propeller control toward "DECREASE
RPM." Manifold pressure should remain constant within
one in. Hg.
(11) Make high blower supercharger check. Set pro-
peller control in full "INCREASE RPM." Open throttle to ob-
tain 2300 rpm. Hold supercharger switch in high blower.
Note rpm drop (at least 50 rpm).
(12) Check propeller governor setting. Governor is set
at 3000 rpm and should be correct to 61 in. Hg maximum.
(Allowable limits 2950 rpm minimum, 3025 rpm maxi-
mum.)
(13) Adjust idling (650-700 rpm).
(14) Adjust mixture for good acceleration.
(15) With engine running and fuel boost pump "OFF,"
check operation of main fuel system by setting fuel selector
valve first on "LEFT MAIN" tank and then on "RIGl;IT MAIN"
tank. Check operation of auxiliary fuel system by setting
fuel selector valve first on "LEFT COMBAT" and then on
"RIGHT COMBAT" tank. (Minimum operation on each tank,
30 seconds.)
(16) Check hydraulic system for proper operation. (Re-
fer to section IV, paragraph 19.)
(17) Check vacuum (should be from 3.75 to 4.25 in.
Hg).
118 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
Paragraph 9
IO!l-40-IIA
Figure 119A-V-1650-9 Engine
9. ENGINE ACCESSORIES.
a. ENGINE ACCESSORY UNITS.-For installation and adjustment of the following accessories, refer to the paragraphs
covering the related systems.
UNIT
Carburetor
Fuel pump
Hydraulic pump
Starter
Generator
Spark plugs
Magnetos
Tachometer generator
Manifold pressure regulator
Vacuum pump
MAKE
Bendix
Specification No. AN-4101
Pesco
Eclipse
Eclipse
KLG
Lodge
AC.
Northeast
General Electric
Simmonds
Specification No. AN-6111-1
TYPE
PD-18C3A
G-9
lP-349N
89888
0-4
RC5/3
RS5/5
LE-44
LE-45
Left (exhaust) S-12RAP-4
Right (intake) S-12LAP-4
AN-5531-1
SA-9 and SA-9A
b. ENGINE ACCESSORY DRIVES.-See figure 120 for direction of rotation and ratio of various drives.
RESTRICTED
119
Section IV RESTRICTED
AN 01-60JF-2
"A" BANK
LOWER VERTICAL
DRIVE SHAFT
DRIVE GEAR
1. Camshaft
2. Propeller Reduction Gear
3. Vacuum Pump.
4. Auxiliary Drive
5. Front Scavenge Pump
6. Rear Scavenge Pump.
7. Pressure (Oil) Pump
8. Hydraulic Pump.
9. Coolant Pump.
10. Fuel Pump.
11. Generator
12. Electric Starter.
13. Aftercooling System Pump
14. Hand Starter.
15. High Blower.
16. Low Blower
17. Magnetos ("A" Bank)
("B" Bank)
18. Auxiliary Drive (Exhaust Side) ("B" Bank)
19. Auxiliary Drive (Intake Side) ("B" Bank)
20. Auxiliary Drive (Intake Side) ("A" Bank)
21. Tachometer
liB" BANK
126-41-76
DIRECTION OF ROTATION
GEAR RATIO
(As Viewed From End of Drive, on Engine)
TO
CRANKSHAFT
Counterclockwise .0.5 : 1
Counterclockwise ., . 0.479 : 1
Counterclockwise .0.828 : 1
Counterclockwise .0.828 : 1
Counterclockwise .0.814 : 1
Clockwise. .0.814 : 1
Clockwise. .0.814 : 1
Counterclockwise .0.891 : 1
Clockwise. 1.5 : 1
Counterclockwise .0.750 : 1
.'
Clockwise. . 2.468 : 1
Counterclockwise . 104.252 : l'
Clockwise. 1.892 : 1
Clockwise. 18.92 : 1
Counterclockwise .8.094 : 1
Counterclockwise .6.391 : 1
Clockwise. 1.5 : 1
Counterclockwise 1.5 : 1
Counterclockwise .0.777 : 1
Counterclockwise .0.828 : 1
Counterclockwise 1.288 : 1
Counterclockwise .0.5 : 1
120
Figure J20-Engine Gear Ratios and Direction of Rotation
RESTRICTED
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AN OI-60JF-2
Section IV
Paragraph 10
10. PROPELLER.
a. GENERAL DESCRIPTION.-The four-blade Aero-
products constant-speed propeller (A-542-Bl) is 11 feet and
one inch in diameter. (See figures 122 and 123.) The blades
(H-20-156-29M5) are set at a 23-degree angle in low pitch
and a 58-degree angle in high pitch.
(1) REGULATOR.-The regulator, a doughnut-
shaped unit mounted on the rear of the propeller hub, serves
as a reservoir for the hydraulic (oil) fluid. The regulator is
composed of a housing and cover bolted and sealed together,
and contains an oil pump, a pressure control valve, governor,
filter screen, and a manual rpm control mechanism. A re-
movable plug on the cover permits addition and removal
of fluid and permits access to the governor .adjustment screw.
(a) OIL TRANSFER TUBES.-Transfer of oil, from
the pump through the pressure control valve to the governor,
and then to the blade angle changing mechanism in each
hub socket, is accomplished through steel tubes formed, in a
circular pattern and cast into the regular housing.
(b) OIL PUMP.-The oil pump is a gear type, con-
sisting of two gears mounted in a body. The pump rotates
with the regulator and is driven by a stationary regulator
gear. The pump provides a variable working pressure up to
approximately 2500 pounds per square inch, depending
upon the pressure required.
(c) OIL FILTER.-Oil from the pump is forced
through a filter mounted on the housing. The filter is ac-
cessible from the external forward side of the regulator and
may be removed for cleaning without disassembling the
regulator.
(d) OIL PRESSURE CONTROL VALVE.-The
pressure control valve limits the maximum operating pres-
sure and is mounted to the regulator housing on the outlet
side of the pump.
(e) GOVERNOR.-The governor, controlling the
hydraulic force to the torque units consists of a body contain-
ing a ported cylinder and a piston which is actuated byeen-
trifugal forces opposed by a spring bearing on a lever. (See
figure 121.) One end of the lever engages one end of the pis-
ton; the other end of the lever is supported by a movable ful-
crum roller. The fulcrum roller is mounted on a carriage and
may be moved fore and aft on the carriage ways. A curved
steel shoe, extending from the underside of the carriage and
riding in a stationary groove of the control mechanism, pro-
vides rpm control from the cockpit. An adjusting screw bear-
ing on the spring permits adjusting the maximum governed
rpm.
(f) CONTROL MECHANISM.-The cockpit con-
trol rotates the regulator control lever which is integral with
a ring gear having teeth on its internal diameter. These in-
ternal teeth mesh with three small pinions which form the
heads of the control screws. Moving the control lever rotates
the control screws which transmit a fore-and-aft movement
to a grooved control ring. The governor fulcrum shoe riding
in the control ring groove transmits this fore-and-aft move-
ment to the governor roller fulcrum which changes the rpm.
The control mechanism also incorporates a stationary gear
which drives the oil pump as the pump rotates about the
DISTRIBUTOR
PISTON
HIGH PITCH
OIL PORT
G
CARRIAGE
ROLLER
111-44-76A
Figure 121-Propeller Governor
gear. Rotation of the control mechanism is prevented by an
adapter stop which is bolted .to the reduction gear case of
the engine. The adapter Stop is notched to receive the tang
on the regulator adapter plate. (See figure 124 for schematic
drawing of propeller operation.)
(2) HUB ASSEMBLY-The propeller hub mounts the
torque units in each hub socket; tubes and drilled passages
transfer hydraulic pressure to and from the regulator and the
torque units. The hub contains four segment blade gears and
one master gear. One segment gear is doweled to each blade
butt, and all four gears mesh with the master gear to coordi-
nate the movement of all four blades.
(3) TORQUE UNITS.-The torque units, in the blade
sockets of the hub, consist of a fixed spline, a piston, and a
blade cylinder. The fixed spline is attached to the hub by a
bolt which incorporates a tube extending outward through
the piston head to provide an oil passage to the outer side
of the piston. An offset hole at the base of the fixed spline
permits passage of oil to or from the inner side of the
piston. The torque unit mechanism converts hydraulic pres-
sure into blade turning action.
(4) BLADE ASSEMBLIES.-The blades are of hollow
steel construction, incorporating a longimdinal strengthen-
ing rib. The blade is composed of a thrust member and a
camber sheet brazed tOgether. The internal surfaces of the
blades are rustproofed and hermetically sealed. Each blade
has a balancing cup at the shank with lead added to give
uniform vertical and horizontal balance. This lead must never
be tampered with in service. Balance washers may be added
to a stud in the center of the blade balance cup for final
balance of blades and hub. A blade nut holds stack bearings
onto the blade shank; a blade retaining nut, facing against
the stack bearings, screws into the hub socket to hold the
entire blade assembly in place. Turning action on the blades
RESTRICTED 121
Section IV
Paragraph 10
RESTRICTED
AN Ol-60JF-2
is accomplished through steel dowels pressed into the blade
butt. These dowels engage in dowel holes in the torque unit
in each blade hub socket. One dowel hole is offset so that the
blade will fit only one way.
(5) PROPELLER SPINNER ASSEMBLY.-A stream-
lined fairing spinner, consisting of twO dynamically balanced
sections, is insta.lled a.round the propeller hub. The spinner
rear section is secured to the forward side of the regulator by
the regulator housing and cover bolts. A dzus-fastened door
in the rear section affords access to the regulator filler plug.
A hole, in line with the governor adjustment screw, makes
governor adjustment possible by use of a long-shanked
screwdriver.
Time Location Lubricant
50 hrs. Regulator Temp. Constantly Temp. Constantly
Above -17'C (OF) Below 4.4C (40'F)
AAF Specification AAF Specification
3582 3582
AN-O-3 Grade L AN-O-3 Grade L
AN-O-3 Grade M AN-VV-O-366B
SAE 10 or 20
25 hrs. Hub AN-G-4 Grade AA
Antiseize AN-C-53
on Threads
Figure 121 A-Lubrication Chart
1. Blade
2. Camber Sheet
3. Thrust Member
4. Balance Cup
5. Balance Washers
6. Cylinder Head Retaining Plate
7. Torque Cylinder
8. Blade Retainer Nut
9. Blade Retainer Nut Seal
10. Blade Bearings
11. Blade Nut
12. Blade Nut Lock
13. Blade Gear
14. Master Gear Retaining Plate
15. Grease Retaining Sleeve Mounting Plate
16. Grease Retaining Sleeve
17. Master Gear
18. Spinner Adapter
19. Torque Piston
20. Fixed Spline
21. Fixed Spline Bolt and Tube
22. Torque Unit Seal
23. Blade Preload Bearing
24. Blade Dowel
25. Decrease Blade Angle Tube
26. Increase Blade Angle Tube
27. Hydraulic Transfer Tubes
28. Filter
29. Housing Cord Seal
30. Regulator Housing
31. Pressure Control Valve
32. Pump Power Gear
33. Pump
34. Cover Bearing
35. Cover Seal
36. Control Screw
37. Control Gear and Lever
38. Hub
39. Adapter Plate
40. Regulator Cover
41. Stop Pin
42. Regulator Nut
43. Control Ring
44. Relief Valve
45. Adapter Ring
46. Regulator Filler Plug
47. Governor
48. Governor Shoe
49. Balance Weights
50. Housing Bearing
51. Loading Valve Mounting Cover Plate
52. Feathering Valve Mounting Cover Plate
122
KEY TO FIGURE 122
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AN 01-60JF-2
Section IV
figure J22-Propeller Cross Section
RESTRICTED 123
Section IV RESTRICTED
AN 01-60JF-2
NT SECTION
SPINNER F ~ O F L N G
CENTER IN
E PLUG SUTADIEN
NG RING CENTERI
ACCESS DOOR FILLER PLUG
REAR CONE
COTTER PIN
COWLING
AIR SEAL
FOR GOVERNOR
CUTOUT ARM .
CONTROL
R FRONT
SPINNE
N
CASTING
SECTIO
CLEVIS
FASTENER
TYPICAL
ASSEMBLY
SPINNER TENER
FAS
ADAPTER RI NSG
Ly STOP ASSEM
SPRING
SPINNER
REAR SECTION
R PLUG OIL FILTE
124
Figure lIer Installation ducts Prope J23-Aeropro
RESTRICTED
126-44-160
I PUMP
2 PRESSURE CONTROL VALVE
3 AUXILIARY HYDRAULIC LINE
4 GOVERNOR
5 GOVERNOR PISTON
6 PUMP PRESSURE LINE
7 DECREASE BLADE ANGLE TUBE
8 INCREASE BLADE ANGLE TUBE
9 FIXED SPLINE
10 TORQUE PISTON
RESTRICTED
AN 01-60JF-2
c::J REGULATOR HYDRAULIC FLUID
HYDRAULIC PRESSURE
c:J RETURN HYDRAULIC FLUID
NON-ROTATING PARTS
II TORQUE CYLINDER
12 BLADE
13 BLADE GEAR
14 MASTER GEAR
15 ADAPTER STOP
16 ADAPTER PLATE TANG
17 CONTROL LEVER AND LINKAGE
18 CONTROL SCREW
19 REGULATOR GEAR
20 CONTROL RING
Section IV
Figure J24-Propeller Schematic Operational Diagram (Underspeed Condition)
RESTRICTED
125
Section IV
Paragraph 10
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AN 01-60JF2
b. TROUBLE SHOOTING PROPELLER.
TROUBLE
Maximum governing rpm
too low.
Maximum governing rpm
too high.
Sluggish propeller re-
sponse, hunting condition,
overspeeding or under-
speeding.
Binding propeller control
linkage.
Hydraulic fluid on blades or
spinner.
PROBABLE CAUSE
Insufficient engine power.
Regulator fluid supply at improper
level.
Insufficient control lever travel.
Tachometer reading incorrectly.
Propeller governor improperly ad-
justed.
Regulator fluid supply at improper
level.
Tachomter reading incorrectly.
Propeller governor improperly ad-
justed.
Insufficient hydraulic pressure.
Governor not functioning properly.
Other causes.
Control jammed or binding due to cor-
rosion or heavy oil.
Regulator control lever binding.
Loose cover bolts.
Damaged or improperly installed cord
seal.
Defective transfer seals.
Excessive clearance between hub and
regulator.
Leakage at filler plug.
REMEDY
See engine handbook.
Check fluid level with the filler plug hole in
horizontal position. Regulator should be half-
full.
Disconnect and check the control lever and
linkage for full travel.
Repair or replace the tachometer.
Readjus! governor.
Check fluid level with the filler plug hole in
horizontal position. Regulator should be half-
full.
Repair or replace tachometer.
Readjust governor.
Check fluid level. Regulator should be half-
full.
Check regulator for contaminated fluid. If
contaminated, remove regulator and rinse
with specified hydraulic fluid. Replace regu-
lator and half-fill with specified hydraulic
fluid.
Remove external filter and check for clogged
screen. Clean the screen.
Remove propeller for overhaul.
Remove propeller for overhaul.
Check for freedom of movement. Correct
trouble.
Remove propeller for overhaul.
Tighten cover bolts.
Remove propeller for overhaul.
Replace transfer seals between hub and reg-
ulator.
Remove regulator and replace transfer seals
in hub. Replace regulator, making certain
. clearance is less than .002 inch between hub
and regulator.
Check and replace seals, if n e c e s s r ~
Hydraulic fluid or oil on
regulator cover, around
adapter plate, on airplane
nose cowling or spinner
bulkhead.
126
Engine reduction gear leak. Repair reduction gear leak.
Regulator fluid level too high. Check regulator fluid level.
Regulator housing or cover seals dam- Remove propeller for overhaul.
aged.
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TROUBLE
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AN 0160JF-2
PROBABLE CAUSE REMEDY
Section IV
Paragraph 10
Leakage when propeller is Regulator seals holding off or cut. Remove propeller for overhaul.
stationary but not in flight.
Hydraulic fluid level above position of Check regulator fluid level.
relief valve assembly.
Rough operation, excessive Engine operation unsatisfactory or
-
Check engine and mount bolts.
vibration. loose engine mount bolts.
Propeller unbalanced. Remove propeller for overhaul.
loose shaft nut. Tighten shaft nut.
Blade angles not same on all blades. Check blades for uniformity of angle.
Grease or regulator fluid Defective torque unit seals. Remove propeller for overhaul.
appears at hub relief fitting.
leak at fixed spline gasket caused by Remove propeller for overhaul.
loose fixed spline bolt, or damaged
fixed spline gasket.
Failure to change blade lack of fluid in regulator. Check fluid level. Regulator must be half-full.
angle.
Insufficient hydraulic pressure. Remove propeller for overhaul.
Remove propeller for overhaul. Check pump
drive gear and shaft. Replace pump if dam-
aged. Clean the regulator.
Remove propeller for overhaul. Replace the
pressure control valve if found necessary.
Governor not functioning. Remove propeller for overhaul. Replace the
governor.
c. EXTREME WEATHER SERVICING.-No special
instructions for extreme weather operations are necessary.
d. REMOVING PROPELLER AND SPINNER.
(1) Check to make sure ignition switch is "OFF."
(2) Loosen the fastener nurs securing the spinner front
section to the rear section.
(3) Remove the spinner front section by rapping care-
fully on the reinforced part of the spinner with the palm of
the hand.
(4) Disconnect the propeller control rod from the reg-
ulator control lever.
(5) Remove the cotter pin and washer securing the
propeller retaining nut locking pin in place; then remove
locking pin.
(6) Attach slings to the two upper propeller blades as
close to the hub as is practicable.
(7) Back off the propeller retainer nut part way, using
a 4-foot bar in the special retainer nut wrench, in order to
break the seizure of the propeller to the rear cone.
CAUTION
Do not pryor hammer on the propeller to break
it loose.
(8) Remove the retainer nut snap ring. Pry up one end
of snap ring and tie a piece of wire around it; then jerk
ring out.
WARNING
Hold hand over opening to catch ring.
(9) Continue backing off retainer nut until it is clear
of shaft threads, but make sure not to drop the front split
cone.
CAUTION
If either half of the cone is damaged, both halves
must be replaced.
(10) Install thread protector on shaft; then slide pro
peller forward until it is clear of the shaft. Use the hoist to
relieve the propeller weight from the shaft as the propeller
is being removed.
(11) Support the free blades and carefully lower the
propeller, with the regulator side up, to a bench or other
support.
(12) Remove the spinner rear section by first removing
the regulator unit from the hub, as follows:
(a) Insert the special regulator nut wrench in the
center of the regulator so as to engage the dovetail lobes of
the wrench with the slots in the regulator nut. Then insert
a 4-foot bar through the holes in the wrench.
RESTRICTED
127
Section IV
Paragraph 10
RESTRICTED
AN 0160JF2
(b) Turn the wrench clockwise to loosen the regu-
lator nut, and lift out the nut when free.
CAUTION
Hold the wrench tightly in the nut to prevent
slipping or burring.
(c) Lift the regulator from the hub manually. The
regulator is closely fitted to the hub and will bind if cocked
or tilted. If binding occurs, tap back in place with a soft-
faced mallet before lifting again. Do not pry the regulator
from the hub, as this may cause damage.
(d) Remove the oil transfer seals from the hub.
(e) Remove the oil from the surfaces around the
transfer holes of the hub and regulator, and seal the holes
with masking tape. (See figure 125.)
Figure US-Sealing Regulator Oil Transfer Holes.
(13) Remove the v ~ r bolts and nuts holding the
spinner rear section to the regulator. Lift the spinner rear
section from the regulator.
Note
Do not remove the regulator cover bolts which
are not used to hold the spinner rear section as
these bolts hold the two sections of the regulator
together.
(14) Replace the cover bolts and 'nuts, adding washers
with each bolt to compensate for the removal of the spinner
rear section.
(15) Clean the spinner front and rear sections, and
inspect for 'cracks or damage. As the spinner assembly is
dynamically balanced as a unit when manufactured, tie the
spinner front and rear sections together.
e. INSTALLING PROPELLER AND SPINNER.
(1) Install the adapter stop on two studs of the engine
reduction gear case thrust plate. Tighten the stud nuts to
150 inch-pounds. (See figure 127.) Safety the nuts.
(2) Remove the regulator from the propeller hub.
(Refer to paragraph 10. d. (12) and (13).)
(3) Remove the required regulator cover nuts and
bolts, and install spinner rear section on the regulator, lining
up the dowel holes of the spinner rear section with the
dowels on the regulator. The regulator filler plug will be in
line with the governor adjustment hole of the spinner rear
section. Reinstall and tighten the regulator cover nuts and
bolts, moving from one nut to another in a diametrically
opposite position to draw the regulator cover down evenly.
(See figure 126.)
Figure J26-Tightening Regulator-Spinner
Retaining Bolts
(4) Remove masking tape from the regulator and hub
transfer holes.
(5) Clean the regulator mounting face, nut threads,
and regulator nut face with a lint-free cloth. Clean the
mounting face of the propeller hub.
Figure J27-Torqueing Adapter Stop Retainer Nuts
128
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RESTRICTED
AN 0160JF2
Section IV
Paragraph 10
Figure l28-Installing Oil Transfer Seals
(6) Insert new oil transfer seals into the countersunk
ports of the hub. (See figure 128.)
Figure l29-Installing Regulator and Spinner
(7) Manually start the regulator on the propeller hub,
aligning the dowel with the dowel hole in the hub. (See
figure 129.)
Note
The regulator bore is a close fit to the hub, and care
must be taken when assembling to prevent cocking
and binding of the regulator.
(8) Tap the regulator into position with a
mallet.
(9) Apply a light coating of thin antiseize compound
(Specification No. AN-C-53) to the threads of the regulator
nut.
Figure l30-Installing Regulator Retainer Nut
(10) Insert and start the regulator retaining nut on the
threads by hand. (See figure 130.) Use the special regulator
nut wrench and 4-foot bar to turn the nut counterclockwise
until tight. (See figure 131.) Tighten to 500-600 foot-pounds
torque, using hands only on the bar.
Figure l3l-TighteniAg Regulator Nut
CAUTION
The regulator nut has a left-hand thread. Hold the
wrench firmly in the dovetails of the nut to avoid
damage.
(11) When the regulator nut is tight, check the clear-
ance between the mounting faces of the hub and regulator
with a feeler gage. To avoid leakage, it should not be pos-
sible to insert a .002-inch feeler at any point. (See figure 132.)
RESTRICTED 129
Section IV
Paragraph 10
RESTRICTED
AN 01-60JF2
Figure J32-Cheek.ing Clearanee Between
Regulator and Hub
Figure J34-Applying Antiseize to Shaft Threads
(12) Check to make sure that thrust plate nurs on en
gine are tight. Clean shaft threads and splines thoroughly,
removing all nicks, burrs, and galls from shaft and face of
thrust plate. Make careful check to determine if threads on
the shaft are burred or pulled. Stone Out burrs, and use crocus
cloth to remove scratches.
126- -138
Figure 133-Cleaning Propeller Shaft
(13) Wipe the shaft clean and dry with a clean lintless
cloth. (See figure 133.)
(14) Install the rear cone clean and dry. (See figure
136.) Do not apply grease or oil. Install felt insert into the
split of the rear cone.
(IS) Apply a thin coat of specified antiseize compound
(Specification No. AN-CS3) to the shaft threads. (See fig-
ure 134.)
(16) Apply a light coat of clean engine oil to the pro-
peller shaft (figure 135),. then install thread protector to pro-
peller ~ h f t (See figure 138.)
(17) Remove all grease or antirust compound from the
propeller. Wipe the hub bore dry.
(18) Attach the slings to the two blades opposite the
wide spline of the propeller hub. Keep the slings as close to
the hub as is practicable.
Figure J35-Applying Oil to Shaft Splines
Figure J36-Installing Rear Cone
130 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 10
CAUTION
Make sure there is clearance between the sling
and the spinner rear section to avoid damage when
the hoist is raised.
(9) Raise the propeller, manually supporting the free
blades, and align the wide spline of the hub with the blind
spline of the propeller shaft. (See figure 137.) Cautiously slide
the propeller on the shaft. Take care not to damage the
splines or cone.
Figure Propeller to Shaft
(20) Remove the shaft thread protector.
(21) Attach the front split cone to the propeller re-
tainer nut (figure 140); then start nut and cone onto the shaft
by hand, and screw up snug.
Figure 738-/n5talllng Thread Protector
(22) Align the adapter plate tang with the adapter
plate Stop slot on the thrust plate on the engine.
(23) Continue tightening the propeller retainer nut,
using the special retainer nut wrench and bar, while ob-
serving the adapter lever and stop alignment until the pro-
peller is solidly against the rear cone. (See figure 139.)
Figure J39-Alignment of Adapter Plate Tang
and Adapter Stop
(24) Remove the hoist slings from the propeller.
(25) Block one blade, and tighten the propeller retainer
nut to 1000 foot-pounds, using a 4-foot bar in the wrench.
(See figure 141.)
Figure 740-/nstalling Retainer Nut and Front Cone
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Section IV
Paragraph 10
RESTRICTED
AN 0160JF2
APPLY 1000 FOOT-POUNDS
ON END OF FOUR-FOOT BAR.
Figure 141-Tightening Propeller Retainer Nut
Figure 142-Installing Retainer Nut Snap Ring
(26) Install retainer nut snap ring. (See figure 142.)
(27) Install the propeller retaining nut locking pin in
one of the holes drilled through the propeller shaft, by in-
serting the pin from the inside diameter of the propeller
shaft outward, engaging the mating castellation of the pro-
peller retaining nut. (See figure 144.)
CAUTION
If the propeller shaft holes will not line up with
the retainer nut castellations, tighten the retainer
nut slightly until alignment is accomplished. Do
not loosen the propeller retaining nut to obtain
alignment for installation of the locking pin.
(28) Install a washer on the locking pin; then secure
the pin with a cotter pin.
Figure 143-Connecting 'Control Rod to Propeller
Governor Lever
(29) Connect and adjust the propeller governor control
linkage. (See figure 143.)
(30) Fill regulator half-full with oil. (Refer to para-
graph 10. f. (1) (a) through (!J.)
(31) Lubricate the new or overhauled propeller hub as
follows:
(a) Insert special bleeder tool between the blade re-
tainer nut and the blade shank, being careful not to damage
the retaining nut seals. This is done to bleed the air in the
hub while greasing.
(b) Apply pressure with grease gun on hub grease
fitting until grease appears at bleeder tool. Use grease (Speci-
fication No. AN-G-4, Grade AA).
(c) Repeat procedure at each fitting and hub socket.
Figure 144-Installing Retainer Nut Lockpin
132 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 10
Note
For regular refill lubrication, the bleeder tool is not
required; it is used only when lubricating a new
or overhauled propeller for the first time. Air may
be bled from the hub by removing grease fittings
during subsequent lubrications.
(32) Fit front spinner section to the rear section so that
the studs and holes coincide, and the small arrows near one
of the blade cutOutS are matched. (See figure 145.) Tap the
spinner into place with the hands only. Tighten all the lock-
ing nuts. (See figure 146.)
SPINNER ASSEMBLY---
ALIGNING ARROWS
Figure J45-/nstalling Spinner Front Section
f. SERVICING PROPELLER.
(1) SERVICING REGULATOR WITt! OIL.
(a) Remove access door on the spinner rear section.
(b) Rotate propeller until regulator filler plug is in a
horizontal position and on the left-hand side of the airplane.
(c) Cut the safety wire and remove filler plug.
(d) If necessary, pour clean oil (see lubrication chart,
figure 121A) into regulator until oil is level with the filler
hole. (See figure 147.)
Note
The regulator must be half-full,_and only half-full,
of fluid.
(e) Replace filler plug, and safety with .032 wire.
(fJ Replace the access door on spinner rear section.
(2) LUBRICATING HUB.
(a) Remove spinner front section.
(b) Remove the two upper grease fittings of the hub.
Figure J46-Tightening Spinner Retainer Fastenings
( c) Using grease (see lubrication chart, figure 121A),
place grease gun on one of the remaining grease fittings and
apply pressure until grease appears at one of the open fitting
holes. (See figure 148.)
(d) Reinstall the fitting in the hole where the grease
appears.
(e) Apply grease gun to that fitting until grease ap-
pears at the remaining fitting hole.
(fJ Reinstali remaining grease fitting.
(g) Reinstall spinner front section.
Figure J47-Servicing Regulator With Oil
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Section IV
Paragraph 10
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AN 01-60JF-2
Figure J49-Adjusting Propeller Governor
(b) Move the propeller governor control lever to
full "INCREASE RPM" and start the engine according to pilot's
check-off list in the cockpit.
(c) Open the throttle until 2800 rpm is indicated
by the tachometer.
( d) Closely observe the tachometer; then advance
the throttle rapidly and note that the rpm increases slightly
beyond 3000 rpm, and then settles back and remains at 3000
rpm. This indicates that the governor is properly adjusted.
Do not hold throttle fully ope1Z for longer than 5 or 6
seconds. If the tachometer does not settle back and remain
at 3000 rpm, the governor must be adjusted.
I054"'.:U8
ADJUSTING
CONTROL RING
GOVERNOR SHOE --------
SCREWDRIVER
SCREW -----,
INCREASE R.P.M.
DECREASE
REGULATOR II
FILLER PLUG
HOLE-----_
g. TESTING NEW OR OVERHAULED PROPELLER
AFTER INSTALLATION.
(1) CHECKING PROPELLER OPERATION.-Prior
to ground run-up and flight test, check the propeller oper-
ation as follows:
Figure J48-Greasing Hub
Note
Prior to every flight, make the following functional
check of the propeller. With the propeller control
at full "INCREASE RPM," set throttle control to give
2300 rpm; then move the propeller control back to
give a 300 rpm drop, and then forward to full "IN-
CREASE RPM."
(a) Move propeller control to full "INCREASE RPM"
and start engine.
(b) Advance throttle until an engine speed of ap-
proximately 2300 rpm is reached.
(c) While adjusting the throttle to maintain a con-
stant manifold pressure, pull the propeller control lever to
full "DECREASE RPM."
(d) Move the propeller control lever back to full
"INCREASE RPM," maintaining manifold pressure.
(e) Follow this procedure through 3 cycles, and the
propeller hydraulic system may be considered to have been
satisfactorily purged of air.
(f) Stop engine and check regulator for proper oil
level. Replenish supply if necessary.
(2) CHECKING PROPELLER GOVERNOR AD-
JUSTMENT.-Before flight, test the governor to make sure
that it is properly adjusted for maximum rpm as follows:
(a) Securely harness the airplane.
h. ADJUSTING PROPELLER GOVERNOR.-The
maximum rpm of the engine may be changed by an adjust-
ment of the governor spring (figure 149), which is accessible
through the filler plug in the regulator and the governor ac-
cess hole on the spinner assembly.
134 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraphs 10-11
Note
Turn propeller by hand until the filler plug is well
above the centerline of the regulator to prevent oil
spilling out when the plug is removed.
(1) Cut lockwire and remove the filler plug.
(2) Turn the_adjusting screw clockwise with a screw-
driver to decrease the rpm, or counterclockwise to increase
the rpm. One notch will give a change of approximately 15
to 20 engine rpm.
(3) Replace filler plug, and safety.
(4) Start engine and note maximum rpm. If further
adjustment is necessary, repeat the adjustment procedure.
11. ENGINE CONTROLS.
a. GENERAL DESCRIPTION.-The engine is controlled
by levers in the cockpit which are interconnected by rods,
flexible cables, pulleys, and bellcranks to the respective
units. (See figure 150.) Operation of all controls is effected
by this mechanical linkage, with the exception of the super-
charger clutch control, which is automatic.
b. REMOVING AND INSTALLING ENGINE CON-
TROLS.-If any of the engine controls are removed, each
part should be tagged or marked and its location in the air-
plane established. This will save considerable time during
the reinstallation of the controls.
c. ADJUSTING ENGINE CONTROLS.-Prior to rig-
ging and adjusting the engine controls, check the control
quadrant levers, control arms, bellcranks, and pulleys for free-
ness and full travel. The control rods and cables can then
be rigged and installed. Move the control levers of the
quadrants until they are in the middle of their travel, and
lock in position, using the friction lock where furnished.
Install the control rods so that the rods, levers, and bell-
cranks are as near 90 degrees to each other as possible. This
will give the maximum travel obtainable. Tighten all bolts
and nuts, but do not safety them until the controls have
been adjusted properly. Adjustments may be made by short-
ening or lengthening one or more control rods or adjusting
cable turnbuckles of each system. When the proper adjust-
ments have been made, operate each control several times
to make sure that rods and cables do not bind or rub at any
'point of their travel. Safety all nuts and turnbuckles.
I
d. ENGINE CONTROL QUADRANT.-The control
quadrant, mounted on the fuselage frames below the up-
per left longeron, incorporates the throttle and propeller
control levers and a manual friction locking lever to prevent
creeping of the throttle lever. A friction lock, adjustable on
the ground only, is provided for the propeller control lever.
Two microswitches, one for operating the coolant tempera-
ture band shift and energizing the water injection pump,
and one for the landing gear warning horn, are also incor-
porated in the quadrant. Both microswitches are actuated by
the throttle control lever. These switches may be adjusted
with a screwdriver by using the access holes in the quadrant
name plate. The K-14 gun sight range compensating control
and a push-to-talk button for the radio equipment are incor-
porated in the throttle lever handgrip.
e. THROTTLE CONTROL.-The throttle control lever
is connected by rods, running along the left side of the cock-
pit and through the firewall, to the Simmonds control unit
mounteJ on the rear of the engine. The control unit (mani-
fold pressure regulator) in turn coordinates the throttle and
spark settings to maintain a constant manifold pressure irre-
spective of altitude (within the limits of the supercharger)
or engine speeds, for manifold pressure settings above ap-
proximately 25 in. Hg. An adjustable spring-loaded throttle
stop at the take-off position eliminates the possibility of in-
advertent use of war emergency power. A safety wire, which
must be broken to enter the war emergency throttle range,
indicates when war emergency power has been used. An
adjustable throttle lever stop, at the full throttle position,
makes it possible to restrict the maximum throttle opening
when different types of fuel are used.
t. MIXTURE CONTROL.-The mixture control handle,
on the left side of the center control pedestal, is connected
to the mixture control on the right side of the carburetor
by a rod and cable system. The cables are routed from the
handle pulley to a set of pulleys on the aft side of the firewall
and then to a pulley on the forward right side of the firewall.
A rod attached to the pulley is connected to the mixture
control on the right side of the carburetor. The mixture con-
trol handle has two settings: "IDLE CUT OFF" and "RUN."
As the carburetor is of the single position, fully automatic
type, the normal mixture position is "RUN."
g. PROPELLER GOVERNOR CONTROL.-The pro-
peller governor control lever, on the lower part of the engine
control quadrant, is connected to the governor control lever
on the aft side of the propeller by control rods and cables.
Rods extend along the left side of the cockpit, through the
firewall to a bellcrank on the engine mount brace, and then
to a pulley mounted on the engine. From this point, cabies
extend along the top of the engine to another pulley attached
to the front of the engine. A rod, aft of the air seal assembly,
connects to the pulley and to the governor control arm. This
rod has a fixed length and is not to be used for rigging
purposes. Forward movement of the propeller governor con-
trol lever, in the cockpit, increases the rpm setting of the
governor.
h. CARBURETOR AIR CONTROL.-The carburetor air
control pedestal, at the right side beneath the cockpit floor,
consists mainly of a spring-loaded lever, two cable pulleys,
a lockplate, and a buffer plate assembled within a casting.
The assembly is so arranged that the lever may operate each
pulley independently to give three types of carburetor air:
cold ram air, unrammed filtered air, and engine compart-
ment hot air in three varying amounts. Each pulley, having
two engaging pins, is operated individually by the lever.
The hot air door pulley (inboard) is provided with an ad-
justable stop. The outer surface of the pulley has four
Parker-Kalon drive screw heads exposed to allow a spring
secured to the casting to hold the pulley in the intermediate
positions of travel. The rammed cold air pulley (outboard)
is equipped with a cable lock and a spring-loaded pawl which
travels in the slot of the lockplate. The pawl is sprung into
RESTRICTED 135
Section IV
ENGINE CONTROL QUADRANT
(THROTTLE AND PROPELLER)
MIXTURE
CONTROL
CARBURETOR AIR
CONTROL
THROTTLE AND MAGNETO
CONTROL SYSTEM
HOT AIR CONTROL
SYSTEM
SEALS
R&STRICTED
AN 01-60JF2
FUSELAGE SECTION
ENGINE SECTION
PROPELLER GOVERNOR
CONTROL SYSTEM
RAM AIR CONTROL
SYSTEM
126-
Figure 750-Engine Controls
notches at each end of the lockplate, thus locking the pulley through two pulleys, through the firewall, and to the hot
in the "RAMMED" or "FILTERED AIR" positions. air door. No provisions are made to close this door manu-
The inboard pulley, when rotated by the lever, opens the ally, as it is spring-loaded and will close automatically
hot air door on the carburetor air duct by a cable extending when the lever is moved to the closed position. The out-
136 RESTRICTED
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AN Ol-60JF-2
Section IV
Paragraph 11
board pulley is connected by two cables to a pulley sector
aft of the firewall. This firewall pulley connected to a
rod, which extends through a flanged hole in the firewall
to a pulley sector on the aft end of the engine mount right
beam. Cables routed through a series of pulleys connect the
pulley sector to the ram air gate. No provisions are made
for manual operation of the filtered air door of the filter duct
section, as this door is spring-loaded and will open by re-
duced pressure when both ram air gate and hot air door
are closed.
i. SUPERCHARGER CONTROL.-The two-stage, two-
speed supercharger is controlled by an oil pressure operated
clutch within the drive gears. The oil, under engine pressure,
is applied to hold the clutch in the high-speed position. The
flow of oil to the clutch is controlled by an electrically oper-
ated solenoid valve on the left side of the supercharger case.
When the solenoid valve is de-energized, the oil is restricted
and the supercharger is shifted to the low-speed position.
When the solenoid valve is energized, the oil pressure is ad-
mitted to the clutch which shifts the gear ratio to the high
speed. The solenoid valve is controlled by a sealed dual-ele-
ment aneroid switch which is vented to the carburetor air
scoop and actuated by carburetor entrance air pressure. A
toggle switch on the pilot'S switch panel makes it possible to
shift the supercharger from high to low blower speed in
case of aneroid switch failure. The switch has three posi-
tions: "AUTO" for normal operation, "LOW" for long-range
cruising at high altitude, and a momentary "HIGH" for use in
ground check only. Refer to paragraph 20. f. (4) for further
information of the supercharger electrical system.
j. SIMMONDS AUTOMATIC ENGINE CONTROL.
(1) DESCRIPTION.-The control coordinates auto-
matically with throttle lever operation, manifold pressure,
and spark settings, and also maintains any selected manifold
pressure (above approximately 25 in. Hg) through all
changes of altitude, attitude, and supercharger speed up to
the critical altitude of the engine. Operation of the carburetor
is manual up to approximately 25 in. Hg manifold pressure.
When water injection is used, the control allows manifold
pressure above 72 in. Hg. .
(2) PRINCIPLE OF OPERATION.-Automatic regu-
lation of manifold pressure is effected through an aneroid
capsule (bellows), responsive to changes in manifold pres-
sure, and by a servo valve and piston which properly reset
the carburetor throttle. The magnetos are set for the proper
spark advance through a cam linkage mechanism which
maintains these settings incorrect relation to manifold
pressure.
(3) TROUBLE SHOOTING SIMMONDS AUTOMATIC ENGINE CONTROL.
TROUBLE PROBABLE CAUSE R,EMEDY
Manifold pressure above 52 Failure of oil supply. Check oil inlet line, fittings, and cylinder cover
in. Hg (approximately) not for leaks.
available.
Throttle linkage out of adjustment. Adjust linkage.
Air leaks. leaking gasket between control and Replace gasket.
supercharger mounting pad.
(4) INSTALLING SIMMONDS CONTROL UNIT.
(a) MOUNTING THE CONTROL.
1. Place gasket on supercharger case mounting
pad. Examine the gasket to see that manifold pressure port
hole is not obstructed.
2. Remove internal oil return plug from control.
3. Remove plastic plug from manifold pressure
port in microswitch housing (SA-9) or end cover (SA-9A).
4. Remove plastic plug from water housing of con-
trol and insert bolts, gaskets, and bango fitting.
5. Remove bolt and plastic spacer from oil-in pad
of control.
6. Place the control on the mounting pad and
secure the control to the five studs with nuts, washers, and
palnuts (supplied by engine manufacturer).
7. Connect manifold pressure line to fitting in.
microswitch housing on SA-9 control unit and to end cover
on SA-9A control unit.
8. Connect oil pressure supply line (Ye-inch diam-
eter O.D.) to oil-in pad of control.
9. Connect water supply line to bango fitting lo-
cated in rear housing of comrol.
ZO. Tighten and safety bol-t:- through bango fitting.
(b) ADJUSTING CARBURETOR THROTTLE
LINKAGE.
1. Back off on both idle adjustmems on carburetor
until carburetor butterflies are against the carburetor barrels.
2. Readjust both idle adjustments (.002 clearance
between carburetor throttle lever and idle adjustment screw).
3. Attach one end of the carburetor throttle link
No. 51-3-205 to the carburetor lever with AN4-11 bolt and
nut AN320-4.
4. With the pointer on the master selection lever
51-3-202 at the zero mark on the scale of the control, and
the carburetor lever against the idle stop, readjust the length
of the link 51-3-205 to fit between the carburetor lever and
RESTRICTED 137
Section IV
Paragraphs 11-12
RESTRICTED
AN 0160JF2
the throttle lever 51-3-20Lon the control. Secure the throttle
link to the throttle lever on the control with AN4-11 bolt and
nut AN320-4.
5. Readjust idle adjustment on carburetor. This
procedure allows a small amount of pinch in the carburetor
linkage.
6. Whenever carburetor is adjusted the linkage
should be checked as shown in steps 1, through 5.
(c) ADJUSTING SPARK LINKAGE.
1. Rotate 621360 "B" magneto lever until saw cut
for pinch bolt, lines up with groove in 621362 bushing on
supercharger casing. Lever is then 8 degrees 30 minutes
below horizontal or in full magneto advance.
2. Rotate "A" and "B" magneto levers on magnetos
to full advance and insert a .003 feeler gage between end

of each slot and stop post.

3. Connect 621600 link assembly to magneto and
to 621360 "B" magneto lever, for "B" side.
4. Connect 621600 link assembly to magneto and
to 609806 "A" magneto lever, for "A" side.
5. Rotate 621360 "B" magneto lever to full mag-
neto retard position and insert .003 feeler between end of
slot and stop post.
6. With spark lever on engine control unit rotated
to full retard stop, connect 621056 spark link assembly to
magneto "B" lever and to spark lever on engine control unit.
7. Secure all bolts and pins in linkage with cot-
ter pins.
Note
When the pilot's throttle linkage is installed be-
tween the Simmonds control unit and the cockpit
quadrant, that linkage must be so adjusted that
when the master selection lever on the Simmonds
control indicates zero or idle position, there must
be at least Yo-inch springback in the throttle lever
on the quadrant in the cockpit.
WARNING
When adjusting carburetor throttle link and pilot'S
link to controls, master selection lever pointer must
be at zero.
(5) REMOVING SIMMONDS CONTROL UNIT-
The removal procedure is essentially the reverse of the in-
stallation procedure given.
12. FUEL AND AIR INDUCTION AND WATER
INJECTION SYSTEMS.
a. CARBURETOR.
(1) DESCRIPTION.-The airplane is equipped with
a Bendix-Stromberg PD-18C3A updraft, injection carbure-
tor, a throttle-acmated accelerating pump, an electric primer,
and a derichment valve which reduces the fuel flow rate
during operation of the water injection system. The carbure-
tor is mounted on the lower face of the supercharger rear cas-
ing. The adapter assembly, which contains the water regulator
and discharge nozzle, is bolted on top of the supercharger rear
casing. Metered fuel from the fuel control unit on the
carburetor throttle body is conducted to the adapter assem-
bly by an external line. The carburetor mixture control
has the regular four positions; however, only the "IDLE CUT
OFF" and "RUN" positions are used. Fuel, or fuel and water,
is injected into the air stream via the discharge nozzle and
slinger ring which are located in the supercharger impeller
shaft bearing support.
CD IDLE
CD WAVE. WASHER ----_____
oBUSHING ------------
G) WASHER --------.....
oCASTLE NUT-----__
BOLT -+_-1-+1
CD COTTER PIN -------
oSCREW EYE ---------

THREADED BUSHING -----
@HEX. LOCK SCREW--------r'
@IDLE LEVER ------- _
@INDICATOR ------------J
Figure J5 J-Section Through Idle Mixture Adjustment
Mechanism
(2) TROUBLE SHOOTING CARBURETOR.
\
Note
Do not change carburetor adjustments until it
has been definitely established that unsatisfactory
engine operation is the result of improper carbu-
retor adjustment.
138
RESTRICTED
Discharge nozzle leaking or stuck open. Remove and clean.
TROUBLE
Engine will not start, or con-
tinue to run after starting.
Engine runs too rich or too
lean at cruising power.
Engine runs too lean at
take-off or rated power, but
satisfactorily at cruising
power.
Engine runs too lean or too
rich at altitude in "RUN"
position, but satisfactorily
at sea level.
Engine does not accelerate
properly, but runs satisfac-
torily with slow throttle
movements.
Engine does not shut off in
"IDLE CUT OFF" position.
Engine does not idle
properly.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Insufficient fuel pressure because of de-
fective fuel pump, malfunctioning fuel
pressure gage, or clogged strainer.
Idle adjustment too rich or too lean.
Air in fuel section of the regulator unit.
Discharge nozzle valve sticking open
because of weak valve spring, dirt or
other foreign matter between valve and
valve seat, or worn or scored valve
seat.
Discharge nozzle not opening because
of diaphragm failure.
Insufficient fuel pressure because of de-
fective fuel pump, malfunctioning fuel
pressure gage, or clogged fuel strainer.
Enrichment valve leaking or stuck
closed.
leaking electric primer valve.
Enrichment valve binding or incorrectly
set.
Insufficient fuel pressure.
Poppet valve has insufficient travel or
is sticking.
Vapor separator float needle stuck in
closed position.
Automatic mixture control unit incor-
rectly set or malfunctioning.
Manual mixture c0ntrol valve set in
wrong position.
Emergency full rich valve plates
leaking.
Accelerating pump not functioning
properly.
Pump check valves leaking.
Fuel leak into air chamber in regulator
unit.
leaking mixture control plates.
leaking fill valve.
leaking poppet valve.
leaking electric primer valve.
Idle adjustment too lean or too rich.
RESTRICTED
Section IV
Paragraph 12
REMEDY
Replace fuel pressure gage or fuel pump.
Clean fuel strainer.
Adjust.
Remove vent plug in top of fuel control unit.
Pump fuel until it stands level with plug open-
ing. Replace plug, and safety.
Replace valve spring. Clean between valve
and valve seat. Replace valve assembly.
Replace diaphragm.
Replace fuel pressure gage or fuel pressure
pump. Clean fuel strainer.
Wash unit in gasoline, and polish needle and
needle guide in the bushing assembly.
Replace valve.
Correct setting on flow bench.
Replace fuel pressure gage or fuel pressure
pump. Clean fuel strainer.
Reset setting. Overhaul if not seating prop-
erly.
Remove strainer and clean float for free
movement.
Replace unit.
Adjust control linkage.
lap plates with very fine compound.
Remove and clean.
\
Remove pump cover and clean check valves.
Overhaul carburetor.
Clean and -relap plates.
Clean valve.
Check on flow bench.
Replace valve.
Adjust.
139
Section IV
Paragraph 12
RESTRICTED
AN 01-60JF2
(3) REMOVING CARBURETOR.
(a) For access to the carburetor throttle body, re-
move the lower rear and side cowl panels.
(b) Remove rear section of duct.
(c) Disconnect air temperature bulb flex; then, work-
ing through ;ccess door in duct elbow, disconnect air scoop
flexible joint from carburetOr. Remove four bolts holding
the former to the engine mount to allow removal of air
scoop elbow. Disconnect elbow support rods from mount.
(d) When elbow is removed, disconnect all lines
necessary to provide clearance for removal of carburetOr
throttle body.
(e) Disconnect throttle and mixture control links
from carburetOr.
(f) Unscrew the eight nuts which hold the throttle
body to the carburetOr elbow.
(g) Remove carburetor throttle body from elbow.
Cover elbow and all open lines with tape or other material.
Be careful not to damage any of the lines or protrusions
near carburetOr during removal.
(4) ADJUSTING CARBURETOR.-Special testing
equipment, such as a flow bench, is necessary to calibrate
the idle spring, the poppet valve, the power enrichment
valve, and the autOmatic mixrure control.
CAUTION
These adjustments must never be attempted unless
a flow bench is available.
(c) Tighten the stud nuts evenly and in successive
stages to 120 inch-pounds tOrque. Safety the stud nuts with
cotter pins.
(d) Install all lines which were detached to facilitate
removal of carburetor.
(e) Clean and install air scoop elbow and flexible
joint to carburetor intake flange. Install air scoop duct sec-
tions and connect control linkage.
(f) For initial use, the carburetor must be filled
with fuel. This applies to a carburetor that has been drained,
one that has been replaced, or one that has been installed on
a new engine which is being started for the first time. Before
filling, remove the plug from the top of the fuel control unit
so that air will not be trapped in the fuel passages and prevent
the system from filling completely. After removing the plug,
proceed as follows:
1. Move fuel selector valve to "MAIN TANK:'
2. Set mixture control in "RUN:'
3. Operate booster pump until fuel flows out
of the llnplugged opening in the adapter.
4. Replace plug in adapter, tighten securely, and
safety.
CAUTION
A minimum 8-hour soaking period must follow
initial filling of the carburetor 'to make sure the
diaphragms are thoroughly soaked and flexible.
This is important, as the carburetor was originally
calibrated with all its fuel diaphragms thoroughly
soaked with gasoline.
(5) INSTALLING"CARBURETOR.
(a) Clean and inspect mating faces of the throttle
body and the carburetOr elbow. Examine studs for condi-
tion and security.
(b) Place new gasket in position, mount carburetOr
on studs, and install washers and retaining nuts.
TIGHTEN LOCK SCREW
AFTER EACH ADJUSTME T
_ ~
Figure J52-Id'e Mixture Adiustment
102- 43-26
(6) ADJUSTING CARBURETOR AFTER
INSTALLATION.
(a) ADJUSTING IDLE MIXTURE CONTROL.
Note
Never adjust the idle mixture screw on the car-
buretor on either a cold or hot engine. If the en-
gine has been run up and is quite hot, allow it to
idle at approximately 1000 rpm for 5 minutes be-
fore setting the idle adjustment.
1. Set idle speed adjustment on left-hand side of
carburetor to give an idling speed of 650-700 rpm with
the throttle stop arm against the adjustment stop. Note
manifold pressure.
2. Leaving the throttle set in this position, loosen
idle mixture adjustment lockscrew, and move idle mixture
adjustment one notch toward the lean side (counterclock-
wise). Open and close throttle, and allow engine to run with
this adjustment for at least 15 seconds, watching the tachom-
eter and the manifold pressure gage. If the engine speed has
increased, this will cause a corresponding decrease in mani-
fold pressure and indicate that the mixture now being de-
livered is closer to proper strength.
3. Without moving the throttle, repeat this process
on several different notches to find the one at which the
140 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 12
engine speed is the highest and the manifold pressure is the
lowest.
4. With the idle mixture adjustment set in the
notch giving the best operation, reset idle speed adjustment
to return idling rpm to 650-700. (See figure 152.)
5. Repeat procedures 1. through 4. to determine
if the original mixture adjustment is still correct for the new
throttle adjustment. In some cases, it may be found necessary
to repeat this process even a third time to ensure proper
engine operation. Open and close the throttle between each
adjustment.
6. If engine operation is apparently the same in
several notches, place the adjustment screw in the leanest
of these notches.
.. Note
Under no circumstances must the idle mixture be
leaned beyond the point of maximum speed. Such
action may result in poor engine acceleration.
7. If there is insufficient travel of the idle mixture
adjustment to obtain the correct idle mixture (figure 151),
disconnect idle link (1) from screw eye (8) by removing
link bolt (6). Screw the screw eye (8) into threaded bushing
(9) if leaner mixtures are required, or out of the bushing
if richer mixtures are desired. One revolution of the screw
eye is equivalent to approximately 13 notches of mixture
adjustment indicator (12). Reconnect the idle link (1) with
extreme care to be certain that the various parts 'are in theit
correct positions. Position the four plain washers (4) as
shown. Position the spring wave washer (2) so that it fits
over the outside diameter of bushing (3) and is next to the
screw eye (8). Tighten the castle nut (5) enough to allow
the yoke of idle link (1) and plain washers (4) to clamp
bushing (3) tightly in place so it cannot move on bolt (6).
If castle nut (5) is not sufficiently tight, the clearance be-
tween the inside diameter of bushing (3) and the outside
diameter of bolt (6) will allow enough play in the linkage
to cause inconsistent engine idling.
8. Tighten and lockwire the idle mixture adjust-
ment lockscrew.
SPRING
DUCT FRONT
(SCOOP) SECTION
DETAIL B
(LEFT REAR VIEW)
DUCT INTERMEDIATE
SECTION B
(SEE DETAIL )
HOT AIR DOOR
FILTERED AIR DOOR:--------.,..
RING ASSEMBLY
SPACER
AIR FILTER
ICING SCREEN
RAM AIR GATE CONTROL
SYSTEM SUPPORTED BY
ENGINE MOUNT ASSEMBLY
., DRAINS (2)
".. -o-...... ........
SUPPORT BRACKET
ACCESS DOOR
;>' AIR TEMPERATURE BULB WELL
(LEFT SIDE)
DETAIL A
Figure l53-Air Induction System
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Section IV
Paragraph 12
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AN 01-60JF2
b. AIR INDUCTION SYSTEM.
(1) DESCRIPTION.
(a) GENERAL.-The carburetor air induction sys-
tem consists of an air duct extending from a point aft and
below the propeller spinner to the carburetor intake located
in the rear of the engine compartment. (See figure 153.) The
duct is constructed in four sections: the front scoop, which
is an integral pan of the engine mount; and the interme-
diate, rear, and elbow sections, which are clamped together
and supported by cowl formers.
(b) DUCT FRONT (SCOOP) SECTION.-This sec-
tion contains the ram air shut-off'valve, which is rotated to
open or to close from the cockpit by a control rod and cable
arrangement. Two cowl panels are fitted around the duct
opening. The top panel has nipples for connecting the gener-
ator and spark plug air blast tubes and engine coolant filler
cap overflow drain line. A small dzus-fastened door on the
bottom of the lower panel provides access to the engine
timing port, which is accessible through the ram air shut-
off valve when the valve is in the closed position.
(c) DUCT INTERMEDIATE SECTION.-This sec-
tion incorporates two removable air filters, and a spring-
loaded filtered air' door opening into the duct. The air filters
are held in place by clips and may be easily removed for
servicing. No manual control is furnished for the door
which will open against spring tension by negative pressure
created in the duct when all other openings are closed. A
cowl former at the aft end of the duct section is bolted to the
underside of the engine mount beams to support the duct
assembly and the lower cowl panels.
(d) DUCT REAR SECTION.-This section con-
tains a hairpin-type icing screen to keep foreign matter out
of the carburetor intake, and a spring-loaded hot air door
covered by a screen. The door can be opened manually by a
lever in the cockpit, or will open automatically when the
screen is iced over preventing sufficient air to enter the
system.
(e) DUCT ELBOW SECTION.-This section, at-
tached to the carburetor entry elbow by a flexible joint, is
supported to the engine mount by rods and by an integral
cowl former. A boss on the right side of the duct elbow
accommodates the carburetor air temperature bulb. A re-
movable door in the duct elbow affords access to the car-
buretor intake for installation or removal of the elbow
and cleaning the carburetor venturi. A hole at the bottom
of this section drains off any liquid that may collect.
(2) PRINCIPLE OF OPERATION. (See figure 154.)
(a) RAMMED AIR OPERATION.-In this position
(control handle inboard and forward), the ram air shut-off
valve is opened to allow cold rammed air to enter the duct
scoop and pass directly to the cilrburetor intake.
(b) FILTERED AIR OPERATION.-When the
control lever is moved aft on the control pedestal from the
"RAMMED" position, the ram air shut:off valve is rotated
and the duct scoop opening is closed. Negative pressure
within the duct will overcome the spring tension on the
filtered air door, causing it to open. Thus, unrammed cold
air enters through a perforated panel on each side of the
engine cowling, passes through the filters, and enters the in-
duction system. .
(c) HOT AIR OPERATION.-By moving the con-
trol lever forward along the outboard side of the control
quadrant, the hot air door is opened. The lever may be set
in four positions to obtain varying amount of hot air from
the engine compartment.
(3) REMOVING AND INSTALLING
CARBURETOR AIR FILTERS.
(a) Remove access panels from each side of engine
cowling, unfasten the thumbscrew-type dzus studs which
secure the filter retainer, and remove the filters. Do not re-
move the retainers from the airplane. To install, place filters
in their compartments, and fasten the retainers securely. Re-
place access panels.
(4) CLEANING CARBURETOR AIR FILTERS.-
Although the carburetor air filters must be inspected daily for
evidence of dirt and insufficient lubrication, servicing of the
filters may be required at more frequent intervals, depend-
ing upon operating condition. If the filters have been ex-
posed to heavy dust during an engine ground run, clean them
immediately afterwards, as follows:
(a) Wash each filter in unleaded gasoline or other
suitable cleaning fluid. While cleaning, rock the element or
agitate the cleaning fluid to remove dirt from the innermost
part of the element.
(b) Thoroughly dry the filter elements.
Note
Make sure the element is thoroughly dry before it is
immersed in oil; otherwise, the air filter will not be
properly coated, resulting in impaired cleaning effi-
(lency.
(c) Immerse filter in a compound of one part corro-
sion-preventive compound (Specification No. AN-VV-O-
576) and three parts of lubricating oil (Specification No.
AN-VV 0-446A, Grade 1120) from 2 to 5 minutes.
(d) Drain the elements from 2 to 4 hours to re-
move excess oil prior to installation. If filters are too heav-
ily oiled, clogging will result.
(e) Install filters in their compartment, and fasten
the retainers securely. Replace access panels.
c. WATER INJECTION SYSTEM. (See figure 155.) .
(1) DESCRIPTION.-The water injection system au-
tOmatically supplies a solution of 50 percent water, 25 per-
cent methyl alcohol M32, and 25 percent ethyl alcohol Form
3A, to the fuel-air mixture during war emergency operation
of the engine (above 72 in. Hg) to prevent too rapid com
bustion or detonation. The high manifold pressures devel-
oped during war emergency operation produce excessive
fuel mixture temperatures. Water injection is used only in
conjunction with Specification No. AN-F-33 fuel. The
water injection system installation includes a water tank, an
electrically driven water pump (external type on early air
142 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 12
planes-submergible type in water tank on later airplanes),
a water regulator, and a water pump pressure gage.
(a) WATER SUPPLY TANK.-A lO-gallon water
supply tank is located in the aft end of the engine com-
partment. A strainer and drainage outlet are incorporated
in the sump casting. The tank filler neck, on the forward
right side of the firewall, is accessible through an access door
in the engine cowling. A casting, on the forward side of the
water supply tank, provides connections for an air bleed line
from the water regulator inlet port, and a tank vent line
from the tank to the atmosphere.
(b) WATER PUMP.-On early airplanes, the water
pump is mounred on the engine mount left beam; on later
airplanes, the pump is mounted inside the water tank in
the tank sump. The water pump is operated by an electric
motor, controlled by a microswitch on the engine control
quadrant. A line. connects the water pump and fuel pump
relief valves to the carburetor air intake flange to balance
them to the Garburetor entrance air pressure. The water
pump relief valve relieves at approximately 19 (-+-1) pounds
per square inch.
(c) WATER REGULATOR.-The water regulator,
on the top of the supercharger elbow, feeds water into the
fuel line to the injection spray nozzle.
(d) WATER PUMP PRESSURE GAGE.-A pres-
sure gage, on the aft end of the engine mount left beam,
permits a ground check of the water pump output pressure.
The pressure gage is visible when fuel system strainer access
door in the lower rear cowling is opened.
(2) PRINCIPLE OF OPERATION.-The operation of
the water injection system is entirely automatic. As the
cockpit control throttle lever is advanced to a position where
the manifold pressure reaches approximately 65 in. Hg,
the lever closes the microswitch on the engine control quad-
rant, starting the electrically driven water pump. Water is
then drawn from the water supply tank and forced under
pressure to the water regulator. When manifold pressure of
approximately 67 in. Hg is reached, a poppet valve in the
water regulator is opened by unmetered fuel pressure, per-
mitting water to flow to the fuel injection spray nozzle, the
Simmonds control unit, and the carburetor derichment valve.
The carburetor derichment valve decreases the fuel flow rate
COLO RAM AIR
OPEN
~ l j
FILTERED AIR POSITION
__"1J;
HOT AIR
DOOR OPE N
AIR
CLOSED
RAM AIR
GATE OPEN
HOT AIR POSITION
Figure l54-0peration of Air Induction System
RESTRICTED 143
Section IV RESTRICTED
AN Ol60JF2
DETAIL A
WATER TANK CUT AWAY
"----WATER PUMP
OUTLET FITTING
WATER PUMP
VENT LINE
r----WATER PUMP, ELECTRIC MOTOR,
AND STRAINER ASSEMBLY
WATER INJECTION SYSTEM WITH
SUBMERGED WATER PUMP ASSEMBLY
(LATE AIRPLANES)
126-,42-1078
WATER INJECTION SYSTEM WITH EXTERNALLY
INSTALLED WATER PUMP ASSEMBLY
(EARLY AIRPLANES)
WATER REGULATOR AIR BLEED LINE
0'==
TANK SUPPORT STRAP
RIGHT SIDE OF FIREWALL
TYPICAL OF BOTH SYSTEMS
WATER INJECTION PUMP
WATER INJECTION SYSTEM
PRESSURE GAGE
Figure J55-Water Injection System
144
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraphs 12-13
during operation of the water injection system. The mani-
fold pressure regulator provides a higher maniJold pressure
range (above 72 in. Hg) when the water injection system
is in operation. When the water supply is exhausted, the
manifold pressure regulator cam resumes its normal range
permitting a maximum manifold pressure of approximately
72 in. Hg, and the carburetor derichment valve opens and
permits normal fuel flow rate.
13. IGNITION SYSTEM.
a. GENERAL DESCRIPTION.-Ignition is supplied by
twO high-tension magnetos of the rotating magnet type,
mounted one on each side of the wheel case, which are driven
at times crankshaft speed by a serrated coupling shaft
splined to the magneto drive. The right-hand or "A" bank
magneto fires the intake spark plugs of both cylinder banks;
the left-hand or "B" bank magneto fires the exhaust spark
plugs of both banks. (See figure 157 for magneto firing
order.)
The magneto breaker assemblies are centrally mounted
and the engine control mechanism moves the breaker base
through degrees of advance range. The breaker assembly
control lever is connected to the Simmonds control unit
which advances or retards ignition timing as the carburetor
throttle is opened or closed. The cam arrangement of the
Simmonds control gives a rapid ignition advance during the
initial throttle opening, and fully advanced ignition is
maintained over rhe cruising range for smooth running on
lean mixtures and maximum fuel economy. To avoid detona-
tion, a partial retard becomes effective at higher speeds and
manifold pressures.
Each magneto has a radio-shielded wiring harness com-
plete with wires, 1000 to 1200-ohm resistors, connectors, and
cOIJduits. For starting, high-tension current is conducted from
the booster coil to the spark plugs via the magneto boost
connection ar the top of the right magneto and a separate
finger on the magneto distributor rotor.
To stop operation of the magnetos, ground connections
are made to the ungrounded ends of the magneto primary
coils by the ignition switch in the cockpit.
Both magnetos are equipped with boost connections
and distributor booster fingers. The magneto on the "A"
bank side is the only one connected to the booster corl.
b. TROUBLE SHOOTING IGNITION SYSTEM.
TROUBLE PROBABLE CAUSE REMEDY
Replace spark plugs.
Repair or replace.
Repair or replace.
Replace part, or entire assembly.
Faulty spark plugs.
Faulty connection at spark plug end of
cable.
Faulty cable.
Damaged cam follower, weak or brok-
en contact breaker arm spring, worn
or loose cam.
Distributor electrodes loose, pitted, Replace magneto.
burned, or dirty.
Distributor block or finger cracked, or Replace magneto.
dielectric broken through to ground.
No spark at one or more

No output. Primary condenser burned out.
Loose or frayed primary wire at mag-
neto ground terminal connection, caus-
ing accidental ground.
Too much clearance between low-ten-
sion contact brush and spigot.
No rotation. from stripped or broken
gear.
Replace.
Replace faulty cable, terminal, or connec-
tion.
Reset to J%'4-inch clearance.
Replace magneto.
Engine missing or
running unevenly.
Dirty or inaccurately spaced contact
breaker points.
Sticking breaker arm.
Breaker arm wobbles on pivot post.
Clean breaker points. Reset the gap between
points.
Clean and lubricate.
Replace breaker arm and breaker arm
spring.
RESTRICTED 145
Section IV
Paragraph 13
TROUBLE
Engine mlssmg or running
'unevenly at high altitudes.
Weak or no spark.
RESTRICTED
AN 0160JF2
PROBABLE CAUSE
Too great an air gap between feeder
block electrodes and collector.
Too great an air gap between distribu-
tor rotor and distributor block elec-
trodes.
Dirty or inaccurately spaced contact
breaker points.
SPARK PLUGS
Terminal connection faulty or discon-
nected.
Lost or faulty plug wire resistor.
Incorrect gap between electrodes.
Electrodes fouled.
Note
This condition may be a sign of
excessive oil consumption or of
magneto, terminal, or wire defects,
causing the plug not to fire.
Soot on nose of insulator.
Note
A thin layer of soot on nose of in-
sulator, when plug otherwise looks
quite free from deposit, may be
sufficient to short plug, indicating
that plugs are not operating at suf-
ficiently high temperature.
REMEDY
Replace magneto.
Replace magneto.
Clean breaker points. Reset the gap between
points.
Connect or replace connection.
Replace resistor (1000 to 1200 ohms).
Adjust gap.
Clean electrodes.
Replace spark plugs with approved type.
Roughness at high altitudes
with smooth operation at
lower altitudes.
No spark during start in
cold weather.
Wrong spark gap. Adjust spark gap.
Ice forming on spark plug electrodes. Remove ice and dry plug thoroughly.
Defective booster coil.
c. MAGNETOS.
(1) TESTING MAGNETO BREAKER SPRING
TENSION.-Use a spring scale to' check load required to
open the contact points. Load must not be less than 29 ounces
nor more than 36 ounces as the contact points first separate.
d. IGNITION HARNESS SPARK PLUG
CONNECTORS.
(1) DISASSEMBLING SPARK PLUG WIRING
CONNECTORS. (See figure 156.)-As the insulator portion
of the connector is molded into the outer body, it is necessary
to remove the assembly in case of insulator failure. Disas-
semble connectors as follows:
Replace.
(a) Pull spring-loaded COntact spring retainer as-
sembly out of insulator with pliers and allow resistor to drop
Out of insulator.
(b) Remove cable retainer from insulator with Pack-
ard tool AT-8903; the tool screws into the threaded hole in
the retainer.
(c) Unscrew flexible conduit connector nut and re-
move angle connector from the cable, being careful not to
lose grommet.
(d) To install a new sleeve, pull off ferrule with
pliers, being careful not to lose small wedge, and remove
sleeve.
146 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 13
(2) ASSEMBLING SPARK PLUG WIRING
HARNESS CABLE CONNECTORS.
(a) Install sleeve over cable; then install ferrule over
wire strands.
PROPELLER
------.....
ROTATION
"B" BANK "A" BANK
,
(b) Drive wedge into wire strands to anchor ferrule.
( c) Insert grommet in nut, install cable in connector
assembly, and screw down flexible conduit connector nut.
Use tool No. TIl3.
(d) Using Packard tool AT-8903, insert cable re-
tainer into retainer assembly.
CAUTION
When inserting cable retainer, make sure yoke of
retainer is properly fitted over ferrule in the in-
sulator. If contact spring retainer does not enter
insulator properly, cable retainer is not properly
located and must be reassembled.
(e) Check resistor for proper condition and to make
sure that it is not burned out; then drop resistor into in-
sulator.
Note
A burned-out resistor will cause the engine to
misfire, thus fouling the related spark plug. If
trouble is traced to this vicinity, check resistor by
giving ignition harness a continuity check with
ohmmeter.
(I) Compress spring retainer assembly between
fingers to test condition of spring. If spring is weak, replace
assembly. Press spring retainer assembly into insulator. If
spring does not hold in place or if it is loose, expand it care-
fully with screwdriver, and install retainer.
SUPERCHARGER END
101- .1-1 SA
Figure 157-Firing Order
(2) MAINTAINING SPARK PLUGS.-Recom-
mended sparIe plug gap is .016 (+002/-.001) inch. Gaps
on plugs must be checked and reset every 25 hours.
e. SPARK PLUGS.
(1) DESCRIPTION.-Each cylinder is fired by two
radio-shielded 14 mm British KLG RC5/3, Lodge RS5/5,
LE-44 or LE-45 spark plugs. The spark plug holes in the
cylinder heads are fitted with threaded adapters into which
the plugs are screwed, the adapters being locked in position
by a retainer.
CABLE WEDGE
CONNECTOR CLAMP NUT
GROMMET
RES1STOR------
FERRULE
CABLE RETAINER
CAUTION
SPRING RETAINER Never reset the side electrode when a thickness
gage is between this part and the center electrode.
Such resetting will invariably damage the core in-
Figure 156-Spark Plug Connector sulation.
RESTRICTED 147
Section IV
Paragraphs 13-14
,RESTRICTED
AN 01-60JF2
(3) INSTALLING SPARK PLUGS.
(a) Clean rust-preventive compound from shell
threads, electrode, or core insulator of each spark plug with
clean rag or small soft brush.
Note
Carbon tetrachloride solvent (AAF Specification
No. 4-503-110) may be used only on shell threads
of spark plugs to remove rust-preventive com-
pound.
(b) Dry spark plugs thoroughly with air blast.
(c) Check electrode gap with gap gage for proper
setting.
(d) After cleaning and setting, place spark plugs in
tray to prevent damage before installation.
(e) Install solid copper gasket on each spark plug.
(f) Lubricate threads of plugs lightly with thin film
of spark plug thread lubricant (Specification No. AN-VV-
C-566), Stir the lubricant compound and apply a light coat
on the shell threads.
CAUTION
Do not lubricate cylinder bushing threads, and
avoid getting lubricant on electrodes. Any lubri-
cant deposited on the firing end of the plug must
be completely removed before installation of the
plug.
(g) Install spark plug with a wrench having an
8-inch leverage. Tighten plugs to 216-264 inch-pounds.
CAUTION
Do not install any spark plug that has been
dropped on floor or other hard surface. Do not in-
stall or tighten spark plugs when the engine is hot,
as thread seizure with subsequent damage to the
spark plug shell and cylinder bushing may result.
If it is absolutely necessary to install plugs in a
hot engine, install plugs finger-tight plus Y7 turn.
14. STARTING SYSTEM.
a. GENERAL DESCRIPTION.-The engine starting sys-
tem includes a direct-cranking starter, a starter relay, a starter
switch, a radio noise filter, and a booster coil. The system is
so wired that when the starter switch, on the cockpit switch
panel, is held in the "ON" position, the starter is electrically
operated through a starter relay, located under the right side
of the cockpit floor. Simultaneously, the booster coil is ener-
gized so as to supply a hotter spark to the spark plugs during
initial starting of the engine.
Note
Use an external power source whenever possible.
TROUBLE
b. TROUBLE SHOOTING STARTING SYSTEM.
PROBABLE CAUSE
BOOSTER COIL
REMEDY
Coil inoperative.
Contacts arcing.
Starter fails td operate, or
low starter motor rpm and
cranking speed.
148
Condenser defective.
Winding burned out or open.
Points fused together.
High-tension lead grounded.
Contacts out of adjustment.
Dirty contacts.
Contacts oily.
Defective condenser.
STARTER
low battery.
Defective or improper wiring, or loose
connections.
Defective starter solenoid or control
switch':'
Binding, worn, or improperly seated
brushes, or brushes with excessive side
play.
Dirty commutator.
Shorted, grounded, or open armature.
Grounded or open field circuit.
RESTRICTED
Replace booster coil.
Replace booster coil.
Replace and adjust points.
Isolate high-tension lead from ground.
Adjust.
Clean contacts.
Clean ~ adjust.
Replace booster coil.
Replace battery.
Correct wiring, and clean and tighten all
loose connections.
Replace faulty unit.
Replace brushes, or wipe binding brushes and
brush boxes with unleaded gasoline.
Smooth and polish with No. 0000 sandpaper.
If pitted, replace.
Replace armature.
Replace.
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 14
TROUBLE PROBABLE CAUSE REMEDY
Starter operates at proper leakage of engine oil into clutch. Replace engine.
speed but fails to crank en-
gine. Worn baffle plate friction oil seal. Replace oil seal.
Worn or scored clutch discs. Replace engine.
Broken shaft in the engaging mech- Replace engine.
anism.
Excessive arcing of motor Binding, worn, or improperly seated Replace worn brushes, or clean binding
brushes. brushes, or brushes with excessive side brushes and brush boxes with unleaded gaso-
play. line.
Commutator dirty, roogh, pitted, or Smooth and polish with No. 0000 sandpaper.
scored. If pitted, replace.
Brush spring tension too high. Replace brush springs.
Starter operates at very Broken or damaged reduction gear. Replace starter.
high speed wJthout crank-
ing engine. Broken shaft in the engaging mech- Replace engine.
anism.
Starter turns engine, but Defective booster coil. Replace booster coil.
engine fails to start.
Defective radio noise filter in booster Replace filter.
coil circuit.
Defective wiring to booster coil. Replace wiring.
loose high-tension lead, booster coil, or Tighten connections.
magneto connection.
STARTER RELAY
Does not operate.
Intermittent operation.
Open circuit to control switch.
Dirty contacts on connector plug.
Open-circuited solenoid coil.
Plunger binding.
Short-circuited coil.
loose electrical connection.
Plunger binding.
Badly burned points.
Repair wiring.
Clean contacts.
Replace relay.
Remove, and wash plunger with carbon
tetrachloride (US Army Specification No.
4-503-110).
Note
Change spring compression as a
last resort, only.
Replace coil.
Clean and tighten electrical connections.
Remove, and wash plunger with carbon
tetrachloride (US Army Specification No.
4-503- 110).
Dress the points, or replace.
c. STARTER.
(1) DESCRIPTION.-An ~ i p s e (89888) direct-
cranking electric starter is connected to a drive shaft under
the aft right-hand side of the engine. The starter motor drive
comprises a speed-reducing gear train with a safety clutch,
and a modified Bendix-type mechanism which engages the
supercharger clutch shaft.
RESTRICTED
Note
There are no provisions for handcranking the
engme.
(2) REMOVING STARTER. (See figure 158.)
(3) MEASURING STARTER BRUSH SPRING
TENSION.
(a) Remove the starter from the airplane.
149
Section IV RESTRICTED
AN 01-60JF-2
INSTALLING STARTER
1
2 Clean rhe rwo maring surfaces and
insrall a dry gasker. Posirion rhe
srarrer and insrall rhe six mounr-
ing nurs.
3 Arrach rhe wire ro rhe rerminal srrip on
srarcer. Make operarional check.
4 Insrall lower rear engine cowling and
secrion of carbureror air duer.
INSTALLING BOOSTER COIL
5 Remove rhe rop righr engine cowling and boosrer coil
junerion box cover for access ro boosrer coil.
6 Posirion rhe boosrer coil in rhe box and secure wirh
rhe rwo mounting screws.
7 Conneer rhe inpur and high-rension lead ro rhe coil. Make
operarional check.
8 Insrall junnion box cover and rhe cowling.
REMOVAL:
Esscnrially rhe reverse of insrallarion proCl:dure.
6
CAUTION:
Be careful nO( co damage adjacent rigid lines when
insralling srarcer. .
--
2
7
126-54-449
150
Figure . I58-Installing and Removing the Starter and Booster Coil
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 14
18 VOLT
PDWER
SOURCE
102_54_848
0-5
HIGH-TENSION LEAD
BATTERY LEAD
SPARK
PLUG
'STEP 2
7
TURN ADJUSTING SCREW
CLEAR OUT; THEN GRAD-
UALLY TURN IT CLOCK- lJ
WISE UNTIL BOOSTER
COIL FIRES THE .022-
INCH SPARK PLUG GAP T
AT A CURRENT DRAIN
OF I. 8 AMPERES.
.022" GAP
Figure 159-Adjusting Booster Coil
(b) Remove the window strap from the starter motOr
for access to the brushes and springs.
( c) Connect one end of a spring scale to the brush
holder which normally rests on the tOp of the spring. Raise
the brush holder Ye inch above the top of the brush box; the
spring tension must measure etween 24 and 28 ounces on
the scale.
Note
Replace springs which do not have proper tension.
(4) REPLACING STARTER BRUSHES.-The maxi-
mum permissible wear of the b.rushes is inch from a new .
serviceable length of inch; however, replace brushes before
their maximum wear limit is reached to ensure satisfactOry
operation of the starter. Replace the brushes as follows:
(a) Remove the brush leads, being careful not to tear
or damage the sleeving on the brush leads.
(b) Raise the spring holder off the brush, and re-
move the brush.
( c) Install a new brush. Make sure that brush lead
sleeving is not burned or frayed, and properly covers the
brush leads.
(d) In most cases, brushes will not seat properly
when first installed. If facilities are not available for running
in the brushes, insert a strip of No. 0000 sandpaper between
the brush and commutatOr (sanded side facing the brush)
and pull in the direction of rotation. Keep the sandpaper in
the same contOur as the commutator. Repeat the operation
until the brush is fully seated.
CAUTION
Do not use a coarse sandpaper or emery cloth.
(e) Thoroughly clean away all sand and metal par-
ticles.
(f) Install the window strap and install the starter.
d. BOOSTER COIL.
(1) DESCRIPTION.-A booster coil (Type Col) is
located in the junction box on the engine mount adjacent to
the "A" cylinder bank magnetO. (See figure 158.) The low
rpm of the engine during cranking fails to turn the magnetO
with enough speed to generate the required high-voltage
current for engine ignition; consequently, the booster coil
is actuated when the starter switch is closed, and supplies the
high voltage needed at the distributOr of the right-hand
magnetO during engine cranking.
(2) INSTALLING AND REMOVING BOOSTER
COIL. (See figure 158.)
(3) ADJUSTING BOOSTER COIL.-Remove booster
coil from airplane, set up test stand, and adjust as shown in
figure 159.
(4) ALTERNATE METHOD OF ADJUSTING
BOOSTER COIL.
(a) Remove the starter relay wire lead from the
starter switch on the pilot's switch panel.
(b) Pull out the high-tension wire from the high-
tension socket of the booster coil and insert a similar type
wire (high tension). Measure % inch from loose end of this
wire to ground.
(c) Back out adjusting screw until there is no vibra-
tion of the coil points when the starter switch is closed.
(d) Close starter switch and turn adjustment screw
until there is a steady shower of sparks across the %-inch
gap to ground.
CAUTION
Take every precaution to prevent a fire hazard. If
possible, remove coil from the airplane and make
adjustment on the bench.
(e) Remove the test wire from the coil and insert the
original wire. Connect wire to the starter switch.
e. RADIO NOISE FILTER.-A radio noise filter, located
in the booster junction box, is connected in the input lead
to the booster coil to minimize the ignition interference in
the radio receivers.
RESTRICTED 151
Section IV
Paragraph 15
RESTRICTED
AN 01-60JF-2
15. FUEL SYSTEM.
a. GENERAL DESCRIPTION.-Fuel is supplied to the
engine from three self-sealing fuel cells, two at the inboard
ends of 1te wing panels, and one in rhe fuselage directly aft
of the pilot's seat. Gravity feed of fuel through intercon-
nector fittings from the left to the right wing cell auto-
matically replenishes the right cell and maintains a uniform
level -in both cells. When additional fuel is required for
greater range, a droppable tank can be insralled on the bomb
rack of each wing panel. The discharge side of the vacuum.
pump pressurizes the droppable tanks, and fuel is drawn
from them by the engine-driven pump. When less fuel is
required, the left wing cell and the fuselage cell can be re-
moved to reduce gross weight.
Lines from the wing tanks, the fuselage tank, and the
droppable tanks meet at a junction housing a fuel selector
valve. Switches in the selector valve control handle operate
the booster pumps in the right wing cell and in the fuselage
cell. From the selector valve, fuel is routed to the strainer,
to the engine-driven pump, and to the carburetor. A vapor
separation line from the carburetor vents to the right wing
cell through a right-angle fitting on the fuel level gage
adapter in the cell.
b. TROUBLE SHOOTING FUEL SYSTEM.
TROUBLE PROBABLE CAUSE REMEDY
Ex((.:ssive or insufficient fuel Incorrect adjustment of fuel pressure. Adjust pressure setting on engine-driven
pressure. pump.
Dirt under relief valve. Clean valve and valve seat. Check dia-
phragm.
Defective engine-driven pump. Replace pump.
Too little resistance in booster pump Adjust or replace resistor.
circuit.
loss of fuel pressure. Vapor lock in engine-driven pump. Turn on booster pump to force out vapor lock.
Booster pump failure. Repair or replace booster pump.
Plugged tank vent line. Remove obstructions.
Booster pump pressure Faulty connections. Check all booster pump connections for cor-
drop. rosion or breakage.
low battery. Check specific gravity of battery. Replace if
necessary.
Burned-out booster pump. Clogged seal chamber drain line. Replace pump.
Running in dry tank. Replace pump.
Booster pump fails. Operating cam loose on selector shaft. Check units for security of mounting.
Misalignment between cam and micro- Align.
switches.
loose or broken electrical connections. Repair connections.
Fuel transfer system from
Engine vacuum pump inoperative. Repair or replace pump.
droppable tanks fails.
Leakage around cell access ~ p r o p r torque of attaching bolts. Set bolts at proper torque.
doors and fittings.
Fuel cell inner liner cracked at corners Repair or replace cell.
and around openings. Separation of
cell lamination.
Cells deteriorated from long use. Check units for security of mounting a-nd cell
for cracks.
Blisters on interior of cell. Defects in lining or separation of lining Repair or replace cell.
from body of cell. (Possible if cell is
left empty for prolonged period.)
152
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
SUMP DRAIN VALVES
MAIN TANKS ....J
FUEL TANK CAPACITIES
RIGHT MAIN----------I04 US (87.5 IMP.) GALS.
LEFT MAIN---------I02 US (83.3 IMP.) GALS.
FUSELAGE-----------50 US (41.7 IMP.) GALS.
75-GAL.DROP(EACH) ---75 US (62.4 IMP.) GALS.
1I0-GAL.DROP(EACH)---1I0 US (91.6 IMP.) GALS.
DRAIN
COCK
BOOSTER PUMP
VENT LINE /
/
SUMP DRAIN LINE
/
VENT LINE CUP
VENT RELIEF VALVE

DROPPABLE TANK
--- FILLER CAP
".--- LINE DRAIN LINE
TANK DRAIN CONTROLS
FILLER CAP
LEFT MAIN TANK
FUEL GAGE TRANSMITTER
--- FUSELAGE TANK
OIL SEPARATOR
FROM VACUUM
PUMP
PRESSURE LINES USED ONLY WHEN
DROPPABLE TANKS ARE INSTALLED.------...J
SEPARATOR OIL
RETURN LINE ---..,
BALANCE LINES
FUEL STRAINER
SELECTOR VALVE
AND CONTROL ------,
FUEL BOOSTER AND
PRIMER SWITCHES
FUEL LINES
VENT LINES
PRESSURIZATION LINES
CARBURETOR VAPOR RETURN
126-48- 244 8
Figure 160-Fuel System
RESTRICTED 153
AN960-A416 WASHER (4 REO.)
7 AN3-3A BOLT (10 REO.) (SECURES ADAPTER TO SKIN)
AN502-10-12 SCREW (5)( SECURES GAGE TO ADAPTER)
LOCKWIRE
Section IV
VIEW SHOWING UPPER SURFACE
OF WING FUEL CELLS, LOOKING AFT
1 AN4-5A BOLT (16 REO.)
10 AN4-H7A BOLT (4 REO.)
AN841-16D FITTING ( I )
LOCKWIRE
14---
5 453-416-18 SPACER (4 REO.)
AN4-IIA BOLT (4)
VIEW SHOWING LOWER SURFACE
OF WING FUEL CELLS, LOOKING FORWARD
RESTRICTED
AN 01-60JF2
1 1
INTERCONNECTOR FITTING
(2 REO.)
154
Figure J6J (Sheet J of 2 SheetsJ-Installing Wing Fuel Tanks
RESTRICTED
RESTRICTED
AN 1 ~ 6 J F 2
Section IV
NOTE: Installation of
right and left-hand cells is sim-
ilar except as noted.
DETAIL
1 Secure fuel gage adapter to cell.
2 Install washers on tank hanger fittings on top of cell and install
a wire assembly on them.
3 Strap cell securely ;with outboard forward corner folded back.
Place on stand in line with bay, thread wires through holes in upper
wing skin, and slide tank into place inboard end first.
4 Install washers and nuts on hanger studs and install plugs.
5 Install spacer, washer, and bolt in each of four tie-down points
on the bcmom of wing; install plugs.
6 Position gasket and filler neck adapter and install attaching
bolts.
7 Secure fuel gage adapter to wing surface and install fuel gage:
connect bonding braid and wiring.
S On right tank only, install L fitting for carburetor vapor return
and connect line; then install cockpit flooring.
9 Install vent valve and secure fitting to cell. Replace flush door.
lOOn right tank, secure fuel outlet fitting to front spar; install
adapter fitting and hose connection.
11 Install washers and nuts on each of fuel tank interconnector
fittings.
12 Install drain fitting and drain bracket; connect drain line to
sump drain.
13 On right tank only: lift booster pump near tank and install out-
let hose on pump outlet. Secure pump and bracket to tank and safety
mounting bolts. Connect wiring and bonding braid, and install access
plate.
14 Position spar door, insert fuel vent and filler neck overflow
line through door, and install screws securing door to spar.
15 Connect vent line, install aileron cables, and connect hydraulic
lines; then install flap, wing-to-fuselage fairing, and forward scoop.
REMOVAL: Essentially reverse of installation with the fol-
lowing exception:
Prior to removing cells, drain fuel system and exhaust hydraulic
system.
Figure 161 (Sheet 2 of 2 Sheets)-Installing Wing Fuel Tanks
RESTRICTED 155
Section IV
Paragraph 15
RESTRICTED
AN 01-60JF-2
TROUBLE PROBABLE CAUSE REMEDY
Leakage of fuel hose. Sharp bends in hose or clamps too Replace hose if necessary. Adjust torque on
tight. clamps.
Weather cracks in hose. Replace hose if threads visible in cracks.
White, jelly-like substance Defective fuel cells. Clean strainers. Replace cells if necessary.
on fuel strainer screen.
WARNING
c. EXTREME WEATHER SERVICING.-Before re-
moving airplane from a heated hangar to outside cold tern
peratures, open all fuel tank and fuel system drains to
eliminate water. During preflight, check to make sure that
the vent outlet cup is free from ice or mud.
I
Gasoline spilled on hands or clothing in subzero
weather will freeze flesh in a few seconds after
contact.
d. WING FUEL TANKS. (See figure 162.).
(1) DESCRIPTION.-The two wing fuel cells are
self-sealing and are constructed with an aromatic-resistant
liner. Interconnector fittings between the twO cells terminate
in the right cell where a baffle compartment houses a booster
pump. One-way check valves in the interconnector fittings
prevent fuel flow from the right cell back to the left cell.
The baffle compartment, formed by bulkheads fitted at the
inboard end of the right cell, maintains normal fuel feed to
the engine during steep climbs and dives, and flapper valves
in the bulkheads ensure one-way fuel flow to the baffle com-
partment.
SUMP
INTERCONNECTOR
,---ACCESS DOOR
FLAPPER
FUEL LEVEL GAGE
TRANSMITTER
VAPOR
RETURN LINE
FITTING
FUEL OUTLET
( TO SELECTOR VALVE) TANK INTERCONNECTOR
BOOSTER PUM P VENT RELI E'F VALVE
ACCESS DOOR
156
Figure J62-Wing Fuel Tanlcs
RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 15
An electrically operated fuel level gage transmitter is
mounted at the inboard end of each cell. The transmitters are
connected to an indicator on the instrument panel in the
cockpit. For telief of excessive fuel and air pressure, a vent
relief valve, fitted in the outboard end of each cell, v ~ n t
through a line terminating in a vent outlet cup on the left
side of the fuselage near the trailing edge of the wing. Drain
plugs, on the underside of the cells at the aft inboard corners,
conpect to drain cocks accessible through a door on the for-
ward left side of the radiator air scoop.
Tie'-down studs or bolts, screwed into fittings molded
into the cell proper, are fastened to the wing upper and
lower skins to hold the cells securely in place and to support
them when empty. The fittings for the fuel level gages, the
filler necks, and the vent valves also secure the cells to the
wing skin.
(2) INSTALLING AND REMOVING WING FUEL
TANKS. (See figure 161.)
(3) TESTING WING FUEL TANKS.-After the fuel
cells are installed, make a pressure test with a mercury
manometer at a pressure of 2 pounds per square inch (4 in.
Hg), as follows:
(a) Turn "OFF" fuel selector valve and plug the
filler heck opening on both cells.
(b) Remove aft wing-to-fuselage fairing on left side
of airplane.
( c) Disconnect the two wing cell vent lines from the
tube assembly just above the vent outlet cup on the left side
of the radiator air scoop.
(d) Connect the mercury manometer line to the dis-
connected right cell vent line.
(e) Connect the air pressure line to the disconnected
left cell vent line.
(f) Apply air pressure until there is a difference of 4
inches in the mercury columns on the manometer.
(g) Shut off air pressure. If after 15 minutes there
is no perceptible drop in pressure, the installation is satis-
factory.
Note
A drop in pressure indicates a leak, and a complete
check of tanks and lines will be necessary.
(h) After pressure test, connect vent lines to tube
assembly, reinstall wing-to-fuselage fairing, remove plugs
from filler necks, and refill tanks.
e. FUSELAGE FUEL TANK (See figure 164.)
(1) DESCRIPTION.-The fuselage tank is self-sealing,
and is constructed with an aromatic-resistant liner. Mounted
in a compartment directly aft of the pilot'S seat and armor
plate, the tank is secured by a series of tie-down pins, hooks,
and straps. Fittings and accessories include a booster pump
and a drain assembly on the underside of the tank, a filler
>neck opening on theJeft side, and a large access door on the
top. An electrically operated fuel level gage transmitter and
a vent line connection are installed in the top access door.
The vent line is routed down the aft side of the tank to a
tube assembly leading to the vent outlet cup used by the
wing cells. The filler neck cap is on the left side of the fuse-
lage, just aft of the coc;kpit. Shaft assemblies link the tank
and fuel line drain cocks to controls accessible through a
flush door on the fuselage skin immediately below the filler
neck cap.
(2) INSTALLING AND REMOVING FUSELAGE
FUEL TANK-To avoid damage to the fuel gage, install
the gage after installing the cell, and remove the gage before
removing the cell. The procedure for installing and removing
the fuselage fuel tank is outlined and illustrated in figure 163.
(3) TESTING FUSELAGE FUEL TANK-After the
cell is installed, make a pressure test with a mercury ma-
nometer at a pressure of ~ pounds per square inch (3 in.
Hg), as follows:
(a) Turn "OFF" the fuel selector valve and plug filler
. neck opening.
(b) Remove aft wing-to-fuselage fairing on left side
of airplane.
( c) Move drain cock controls to "OFF."
(d) Disconnect the fuselage cell vent line from tube
assembly just above vent outlet cup.
(e) Connect manometer to disconnected fuselage cell
vent line.
(I) Apply air pressure until there is a difference of 3
inches in the mercury columns in the manometer.
(g) Maintain this pressure for a period of 15 min-
utes. If there is no perceptible drop in pressure, the installa-
tion is satisfactory.
Note
A drop in pressure indicates a leak, and a complete
check of tank and lines will be necessary.
(h) After pressure test, connect vent line to tube
assembly, reinstall wing-to-fuselage fairing, remove plug
from filler neck, and refill tank.
I. DROPPABLE FUEL TANKS.
(1) DESCRIPTION.-When additional range is de-
sired, 75 or lIO-gallon droppable tanks can be installed on
the wing bomb racks. The discharge side of the engine-
driven vacuum pump is utilized to supply approximately 5
pounds per square inch pressure within the tanks, thus en-
suring fuel feed at high altitude. A preadjusted relief valve
in the pressurization system maintains the desired pressure
within the tanks. In case of vacuum pump failure, two check
valves in the system prevent back pressure from affecting
vacuum instruments, and minimize the possibility of damage
to the ranks if outside air pressure exceeds ~ h e interior
pressure.
(2) REMOVING DROPPABLE FUEL TANKS.-
Drain the tanks and place suitable racks under them. Three
men are required for tank removal: one to drop each tank
with the applicable bomb salvo handle, and two to handle
the tank when it is released.
RESTRICTED 157
Section IV RESTRICTED
AN OI-60JF-2
7
(4 REO.)
1 1
8 GASKET
3 A N I ~ ~ ~ E ~ (8 REO.)
AN4-5ADH
,
e Tank II'ng Fuse ag 2 Sheets}-Insta , . J63 (Sheet J of Figure
( 4 REO.) DH BOLTS AN4-6A
10
6
8
BOLT (12 REO.) 1 AN4-4ADH
SBOLT 1 3 AN23-11 CLEVI
(2 REO.)
10
(DETAIL A) EO.)
BOLT (4 R AN4-6ADH
9 -21 SCREWS
NAS 205
(12 REO.)
158 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
12.6-48-279
16 Insen welded vent line in gland nur fit-
ring on acce s door.
Align aTId secure filler neck to fusclage skin.
Connect tank sump. fuel. and scal chamber
drain line.
Install booster pump tie-down clamps.
connecting bonding wire under right aft
mounting bolt.
Connect electrical wiring.
Connect drain cock control shafts; then
install cockpit floor and wing fillets.
Carefully position tank in bay; then in tall
and safety upper and lower tic-down pins.
Pull tie-down strap on each side of tank
through strap holder. Remove guide cord
and install hook. Insert hook through hole
in frame and secure with wing nur.
Tie a 5-foot cord to end of tie-down strap
on either side of compartment, I ift tank, rest
it on upper longeron,and thread applicable
tie-down cords through strap holders.
REMOVAl: Essentially the reverse of
in tallarion with [he following exceprion:
Prior ro removal of cell, drain the system
and check to see that all cockpit switches
arc off.
1-5 See that compartment is clean and that all
cell fittings are secure.
17 Secure bartery s u r r ~ to armor plare and
bulkhead. sliding lefr suppon over' vent
line.
18 Secure rank to battery supporrs. connect-
ingbonding braid to righr afr bolt.
Insen forward tic-down strap through
trap holders on tank; then install hook
on strap and tic to tOp of tank.
15 Install armor plate and pilot's scat; then
connect tie-down hook to armor plate.
Tighten and safery wing nut.
19 Connect wiring to fuel gage and connect
vent line; install battery and cockpit en-
closure.
6
4
7
AN4-5ADH
BOLT (20 REO.)
8
5
AC-503-10-10
9 SCREW (5 REO.)
10
11
12
13
14
19
AN4 - H lOA BOLT (4 REO.) /
453-416-35 SPACER
(4 REO.)
14------.,.
Figure 163 (Sheet 2 of 2 Sheets]-Installing Fuselage Tank
RESTRICTED 159
Section IV
Paragraph 15
RESTRICTED
AN 01-60JF-2
Note
After tank removal, the pressure lines must be left
open to permit free discharge of vacuum pump
pressure.
(3) INSTALLING DROPPABLE FUEL TANKS.
(See figure 166.)
(a) PREINSTALLATION PROCEDURE.
1. Remove gland nuts and plugs from the forward
fuel and pressure outlets in tanks. Reinstall gland nuts.
2. Assemble fuel and pressure lines; leave clamps
loose for adjustment purposes.
3. Install lines in tank, and position them for
ready connection to their respective seal rings. Do not tighten
gland nuts at this time.
4. Remove plug from fuel line opening in wing.
5. Make sure bomb rack and fairing installation
IS secure.
TIE-DOWN HOOK IS SECURED TO CLIP
ON AFT SIDE OF PILOT'S ARMOR PLATE.
TIE-DOWN STRAP
(b) INSTALLATION PROCEDURE.
1. Install sway braces; sway brace arms must point
toward each other and must be in full up position.
2. After opening support hooks in bomb racks,
lift tanks into position. Support hooks will snap shut upon
contact with tank hanger fittings. Check rack for positive
locked condition.
3. Drop sway braces until they press securely
against the tank; tighten each sway brace lock bolt and then
tighten check nut.
4. Adjust pressure and fuel lines so they are fully
inserted in breakaway fittings and are lined up with each
other. This ensures against binding during release. Tighten
clamp and gland nuts.
Note
If only one tank is used on a mission, plug pressure
fitting on opposite wing so that 5 pounds per
square inch system pressure is not lost.
g. FUEL SELECTOR VALVE. (See figure 165.)
LI NE
~ C C E S S DOOR.
FILLER CAP
RADIO
COMPARTMENT
j
126-48-243A
160
Figure J64-Fuselage Fuel Tank
RESTRICTED
RESTRICTED
AN 0160JF2
Section IV
Paragraph 15
(1) DESCRIPTION.-The fuel selector valve, mounted
below the cockpit floor between the rudder pedals, is man
ually operated by a control handle on the pedestal below the
front switch panel. Microswitches, incorporated in the con
rrol handle assembly, will start the booster pump on the tank
selected, provided the pump switch, located on the front
switch panel, is in the "FUEL BOOSTER" position.
(2) REMOVING FUEL SELECTOR VALVE.-Drain
the fuel system. (Refer to section Ill, paragraph 2. j. (1)
(d) and (f).) Disconnect all lines from valve, and tape open
ends. Disconnect control rod, remove attaching nuts and
bolts, and remove valve.
(3) INSTALLING FUEL SELECTOR VALVE.-Posi-
tion valve and install attaching nuts and bolts. Connect con-
trol rod to valve. Inspect fuel lines for cuts and dirt; then
connect lines to the valve.
h. FUEL BOOSTER PUMPS.
(1) DESCRIPTION. - Submerged, centrifugal.type
booster pumps (Model 13900) are mounted inside the right
wing tank and the' fuselage fuel tank. Each pump is con-
trolled by operation of a master switch on the front switch
panel and by rotation of the fuel selector control handle to
the desired tank. (Refer to section IV, paragraph 20. h'
J
for
electrical details.) The normal function of these electrically
driven pumps is to supplement the engine-driven pump in
such a way that sufficient fuel flow to the engine is ensured
under all flight conditions. Either of the pumps will supply
adequate fuel for normal engine operation if the engine-
driven pump fails. The booster pumps also provide fuel pres-
sure for priming during the starting procedure.
(2) REMOVING WING TANK BOOSTER PUMP.
(a) Drain the fuel system. (Refer to section Ill, PM
agraph 2. j. (1) (d) and (f).)
(b) Remove forward scoop. (See figure 63.)
(c) Remove booster pump access door on center in-
board underside of wing.
(d) Disconnect bonding braid from wing to pump.
Figure J65-Fuel Selector Valve
(e) Disconnect electrical wiring from pump.
(f) Remove bolts attaching pump and pump bracket
to tank. Drop pump slightly and disconnect fuel hose from
pump outlet.
(3) INSTALLING WING TANKBOOSTER PUMP.
(a) Attach fuel outlet hose to booster pump.
(b) Position pump and pump bracket, and install
mounting bolts.
(c) Connect electrical wiring to pump.
(d) Connect bonding braid from wing to pump:
(e) Install access cover on wing.
(f) Install forward scoop.
(4) REMOVING FUSELAGE TANK BOOSTER
PUMP.-Remove fuselage tank (figure 163),. then remove
booster pump mounting bolts.
(5) INSTALLING FUSELAGE TANK BOOSTER
PUMP.-Position pump and install mounting bolts; then in-
stall fuselage tank. (See figure 163.)
INSERT WOODEN SPACER
BETWEEN LI NES; TH EN
WRAP LINES WITH
FRICTION TAPE.
Figure J66-Droppab/e Fuel Tank.s Installed
RESTRICTED 161
Section IV
Paragraphs 15-16
RESTRICTED
AN 01-60JF2
. ENGINEDRIVEN FUEL PUMP.
(1) DESCRIPTION.-An engine-driven fuel pump of
the rotary-vane, positive-displacement type (Type G-9) is
mounted on the left side of the engine wheel case. A relief
valve, incorporated in the pump, regulates the discharge
pressure. The valve is controlled by a spring which can be
set at the desired tension by a pressure adjustment screw.
The spring-loaded side of the relief valve diaphragm is
vented to the carburetor below the butterfly valve so that a
uniform pump discharge is maintained at increasing alti-
tudes. Fuel pump pressure output is not affected by booster
pump operation.
(2) REMOVING ENGINE-DRIVEN FUEL PUMP.
(a) Drain the system. (Refer to section Ill, para-
graph 2. j. (1) (d) and (f).)
( b) Disconnect the intake, outlet, drain line, heater
supply line, relief valve balance line, and the balance line
from the water injection pump.
(c) Remove the nuts securing the pump and adapter
to the engine, and remove the pump.
(d) Tape the open ends of the lines. Tape the fuel
pump mounting pad on the engine to exclude dust.
(3) CLEANING ENGINE-DRIVEN FUEL PUMP.
(a) The special vent plug in the valve housing cover
must be cleaned at the 50-hour inspection period. Remove
plug, wash it in gasoline, and blow vent clean with an air
hose.
(b) The most likely cause for difficulty with pressure
regulation is dirt under the relief valve. Remove valve
housing from pump body, take out relief valve, and dean
valve and seat thoroughly. Check by-pass valve for ob-
struction.
(4) INSTALLING ENGINE-DRIVEN FUEL PUMP.
-Position pump and adapter on engine mounting pad. Make
.sure that the pump is seated, and install attaching nuts. In-
spect lines for cleanliness, and connect.
(5) ADJUSTING ENGINE-DRIVEN FUEL PUMP.
(a) Remove lower rear engine cowling, and break
safety on pressure adjustment screw locknut. Then loosed
locknut.
Note
Two men are required to make the adjustment:
one in the cockpit to run up the engine, and one
to make the adjustment.
(b) Run engine up to 2000 rpm to check pressure.
(c) Turn pressure relief valve adjusting screw clock
wise to increase fuel pressure, and counterclockwise to de
crease fuel pressure. Retard throttle while adjustment is
being made; then run up engine to 2000 rpm again to check
results.
(d) Tighten the locknut when the fuel pressure gage
reads approximately 16 pounds per square inch. As tight-
ening the locknut will often cause an additional rise in pres-
sure, run the engine again at 2000 rpm to check the final
result of the adjustment.
j. FUEL STRAINER.
(1) DESCRIPTION.-A Type C-2A fuel strainer,
mounted on the left engine mount beam, traps accumulated
sediment and water. A petcock at the bottom of the strainer
facilitates servicing; the strainer screen can be taken out for
cleaning by removing the wing nuts on the bottom. There is
an access door in the engine cowling.
(2) REMOVING FUEL STRAINER.-Drain the sys-
tem. (Refer to section III, paragraph 2. j. (1) (d) and (f).)
Disconnect inlet and outlet lines. Remove attaching bolts,
remove strainer, and plug open ends of lines.
(3) INSTALLING FUEL STRAINER.-Positi<:Jn
strainer on mounting bracket and install attaching bolts. In-
spect lines for dirt, and connect to strainer.
k. ENGINE PRIMER SYSTEM.-An electrically ener-
gized priming system is used. A solenoid valve, mounted on
the carburetor, allows fuel to flow from the carburetor to
the induGtion manifold, at booster pump pressure. The sole-
noid valve is actuated by a momentary switch on the front
switch panel.
16. OIL SYSTEM.
a. DESCRIPTION.-Engine lubrication is accomplished
by a dry sump pressure system. (See figure 167.) Oil is drawn
from the tank by a pressure pump and is delivered through
an Air Maze filter ro the relief valve unit. From this unit the
oil is distributed to different parts of the engine at three
pressures: main, moderate, and low. After lubricating the var-
ious engine parts, the oil drains to a sump attached to thc;
bottom of the engine crankcase. Scavenge pumps then move
it through a thermostatically controlled heat exchanger back
ro the oil tank. An oil dilution solenoid valve, connected to
the oil line from the tank to the pump, is provided to facili-
tate cold weather starting. A switch on the front switch
panel operates the solenoid. The oil temperature thermom-
eter bulb is mounted in a well on the oil outlet line imme-
diately below the tank.
This system is not operated with a full-flow type oil
filter; therefore, it is necessary to drain and flush the system
at the end of maximum engine operating time. However,
if a mobile oil clarifier has been used at each 50-hour
inspection period, draining and flushing of the system is
not required when engine time is extended.
162
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
BREATHER LINE OUTLET
FILLER CAP OVERFLOW LINE
01 L SYSTEM FI LLER CAP
PRESSURE LINES :::::
PRESSURE PUMP SUPPLY LINE
OIL RETURN LINE
VENT LINES
ENGINE BREATHER LINES
BREATHER LINES __
BULB WELL
HEAT EXCHANGER
HEAT EXCHANGER VENT LINE
OIL
126_47_1068
Figure J67-0il System
RESTRICTED 163
Section IV
Paragraph 16
RESTRICTED
AN 01-60JF2
b. TROUBLE SHOOTING OIL SYSTEM.
TROUBLE
Low oil pressure.
Excessively high oil
pressure.
Excessively high operating
temperature.
Excessive oil consumption.
Line leakage or oil
throwing.
Leaks around oil tank sump.
PROBABLE CAUSE
Dirt under relief valve seat.
Faulty adjustment' of relief valve unit.
Insufficient oil.
Clogged oil filter.
Broken or leaking oil lines.
Excessive dilution.
Faulty pressure gage.
Worn or defective oil pump.
Faulty relief valve unit.
Improper adjustment of relief valve
unit.
Low oil temperature.
Clogged oil lines.
Faulty pressure gage.
Insufficient oil.
Low grade oil.
Insufficient coolant.
Thermostatic va Ive worn or: sticking.
Bearing failure.
Clogged filter.
Wearing of engine parts.
Leakage.
Faulty hoses.
Position of clamps.
Overtorque on clamps.
Chafing of lines.
Faulty gasket.
REMEDY
Remove, clean, and replace.
Check pressure adjustment.
Check oil level; add oil if necessary.
Remove and clean filter.
Inspect all lines for leaks and dents.
Change oil.
Inspect gage and gage line.
Replace pump.
Check valves for freedom of operation.
Adjust.
Warm up engine. Inspect aftercooling
equipment.
Inspect lines beyond relief valve unit.
Inspect gage and gage line.
Check oil level.
Change to recommended grade of oil.
Check aftercooling fluid level and operation
of cooling equipment.
Test valve; replace heat exchanger if neces-
sary.
Examine filters for metallic particles.
Clean filter.
Examine scavenge pump screens and investi-
gate engine.
Inspect lines, connections, and units of system.
Inspect hoses; replace if necessary.
Check clamps for proper clearance from
bead.
Replace clamps, hose, or loosen clamps as
r e q u i r ~
Examine lines for evidence of rubbing.
Replace gasket.
c. EXTREME WEATHER SERVICING.
(1) Under cold weather operating conditions, service
the system with Specification No. AN-0-5, Grade HOOp oil.
(2) Refer to section IV, paragraph 8. g., for oil dilu-
tion instructions.
(3) Within an hour after dilution and again at pre-
flight, inspect oil line drain. If fluid oil is not available,
apply heat to the system with a ground or immersion-type
heater.
(4) Drain oil sump prior to every flight. If no flow
occurs, it is evidence that water is frozen in the sump. Apply
heat until liquid flows from the drain. Oil flow indicates
no water is present.
d. OIL TANK.
(1) DESCRIPTION.-The aluminum alloy oil tank in-
corporates a hopper which accelerates warming of oil dur-
ing engine run-up and assists in removing air from the oil.
Oil enters a port near the top of the tank, flows into the
164
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 16
hopper at a tangent, and spirals down through it to the bot-
tom. The resultant centrifugal action of the tangential flow
aids in separating air from the oil. The oil then flows out
the bottom of the hopper tangentially through a flooded
outlet into the inverted flight compartment. A removable,
pendulum-type sump outlet, capable of rotating through 360
degrees, is installed in the bottom of this compartment. It
ensures an adequate supply of oil to the engine during any
attitude of flight, even when the oil level in the tank is low.
To prevent air from being sucked into the system when the
oil level falls below the pendulum pipe swivel joint, a
line conducts oil from the hopper and seals the swivel joint.
Flapper valves in the header plates between the inverted
flight compartment and the upper and end compartments
close during abnormal flight attitudes to prevent back flow
of oil.
To allow space for oil expansion, the filler cap is
located below the top of the tank. Surrounding the cap is a
small well which drains overboard through a filler overflow
line. A calibrated dip stick is at the top of the tank, aft of the
filler cap. At the bottom is a removable sump which houses
fittings for the oil outlet line and a drain plug. The tank is
vented by a line leading to the engine crankcase.
(2) INSTALLING AND REMOVING OIL TANK
(See figure 169.)
(3) CLEANING OIL TANK-Remove tank access
doors and sump, and flush tank with carbon tetrachloride
(US Army Specification No. 4-503-110) or kerosene (Fed-
eral Specification No. VV-K-211). A swab may be used to
aid in cleaning. Apply air to the tank until all of the solvent
has evaporated.
WARNING
When using kerosene, benzine, or other inflam-
mable solvent, keep the tank away from all flame
and work in a well-ventilated area.
(4) TESTING OIL TANK-Prior to testing oil tank,
remove and thoroughly clean it. (Refer to paragraphs (2)
and (3) preceding.) Replace access doors, plug all outlets,
and apply an air pressure of 5 pounds per square inch to the
vent opening. The tank must withstand the pressure for one
minute without distortion or loss of pressure.
OIL SYSTEM VENT TO ENGINE ---.....
OIL SYSTEM VENT FROM
HEAT EXCHANGER
OIL SEALS SWIVEL JOINT
TO PREVENT AIR FROM
BEING SUCKED INTO
SYSTEM. ------____
FLAPPER VALVE CLOSES
DURING INVERTED FLIGHT
TO HOLD SUFFICIENT OIL
IN RESERVOIR.---'__
ACCESS DOOR (AT
EACH END OF TANK)
OIL O U T L E T ~ I
ACCESS DOOR CALIBRATED DIP STICK
HOPPER
____--FILLER CAP
~
ILOlL INLET. OIL ENTERS
HOPPER AT A TANGENT,
CAUSING OIL 10 SPIRAL
DOWNWARD. THE RESULT-
ING CENTRIFUGAL ACTION
SEPARATES AIR FROM
THE OIL.
FILLER CAP OVERFLOW
LINE
~ SWIVEL JOINT
'---- REMOVABLE SUMP WITH OUTLET AND TANK
DRAIN
FLAPPER VALVE (ONE IN EACH HEADER PLATE)
CLOSES DURING MANEUVERS TO HOLD
SUFFICIENT OIL IN RESERVOIR.
Figure 168-0il Tank
RESTRICTED
Section IV
Paragraph 16
RESTRICTED
AN 01-60JF-2
5}AN36S-S24 NUT
8 NOTE: EARLY AIRPLANES
EQUIPPED WITH ADJUSTABLE
TURNBUCKLES
7 AN2S-14 BOLT (2
{
HEAT EXCHANGER
6 ANI4-SA BOLT (2REQ.)
4 NAS 27-4C TURNBUCKLE (2 REO.)
a LOCKWIRE
1 STRAP ASSEMBLY (2 REQ.)
3 OIL TANK----..-:::;::::....----
1, 2 Install strap assembly on firewall.
3 Position oil tank in strap assembly.
4 Tighten turnbuckles to hold oil tank firmly.
5 Install cable assembly on firewall
6 Position heat exchanger on mounting bracket
and install attaching bolts.
NAS 205-9 SCREW
'12
7 Attach cable assembly to heat exchanger.
8 Tighten cable assembly at firewall to hold heat
exchanger firmly.
9 Connect bonding braids.
REMOVAL: Essentially the reverse of installation procedure.
Figure 169-0i' Tank Installation
e. HEAT EXCHANGER.
(1) DESCRIPTION.-The heat exchanger (figures 167
and 170), on the forward side of the oil tank, cools the engine
oil as it returns to the tank from the scavenge pumps. A ther-
mostatic oil by-pass valve, in the left side of the heat ex-
changer, regulates the flow of cold oil,through the exchang-
er. When cool, engine oil flpws through the by-pass line
directly to the oil tank. When the oil temperature rises to
a predetermined point, the thermostatic valve starts to close
and the oil is directed through copper tubes cooled by fluid
from the aftercooling system. The aftercooling system filler
cap is on top of the heat exchanger.
(2) REMOVING HEAT EXCHANGER. (See figures
169 and 170.)
(a) Remove engine cowling.
(b) Drain the oil and aftercooling systems. (Refer
to section Ill, paragraph 2. j. (2) (d) and (3) (e).)
( c) Disconnect oil, aftercooling, and vent lines from
. heat exchanger.
(d) Loosen supporting cable assembly at firewall (on
early airplanes, loosen turnbuckles on cable assembly) and
remove bolts securing heat exchanger to mounting lugs.
( e) Remove bolts securing heat exchanger to bracket
on strap assembly.
(/) Remove heat exchanger, using care not to dam-
age adjacent equipment.
(3) TESTING HEAT EXCHANGER.
(a) Test the oil side first, as follows:
1. Leave the coolant inlet and outlet open, and
plug the oil outlet and oil vent.
2. Apply 100 pounds per square inch air pressure
to the oil inlet.
3. Submerge heat exchanger in warm water; leaks
will be indicated by air bubbles coming from the coolant
inlet and outlet. Repair leaks if possible or replace the unit.
The absence of air bubbles indicates no leakage. Then test
the coolant side.
166
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Section IV
Paragraph 16
(b) Test the coolant side as follows:
1. Plug coolant inlet and vent lines.
2. Apply 100 pounds per square inch air pressure
to the coolant outlet.
3. Submerge heat exchanger in warm water; leaks
will be indicated by bubbles coming from the oil inlet or
outlet. Remove related end "Cover. A leak around the edge of
an oil tube can be repaired; but if the leak is coming from
within the tube, the unit must be replaced.
( c) After testing, flush the heat exchanger with
hot running water; then apply steam for half an hour. Dry
thoroughly in an oven for approximately one hour at 121 C
to 135C (250 F to 275 F).
(d) If an oven is not available, immerse heat ex-
changer in a tank of clean, light lubricating oil at a tempera-
ture of 121 C (250F), and shake the exchanger until bub-
bling ceases. This indicates that the oil coating is complete
and the moisture has been eliminated.
(4) INSTALLING HEAT EXCHANGER.
(II) Position heat' exchanger on strap assembly and
install bolts securing it to bracket.
(b) Install bolts in mounting lugs of cable assembly.
Adjust cable assembly at firewall to obtain snug fit between
heat exchanger and oil tank. (On early airplanes, adjust
turnbuckles. )
CAUTION
Overtightening of cable assembly will crush oil
tank.
(c) Connect the oil, coolant, and vent lines.
(d) Refill oil and aftercooling systems. (Refer to
section Ill, paragraph 2. j. (2) (c) and (3) (c).)
f. THERMOSTATIC OIL BY-PASS RELIEF VALVE.
(1) DESCRIPTION.-A DV8 valve is installed in the
left end of the heat exchanger just above the oil outlet. (See
figure 170.) When the engine oil is cold, the valve remains
open allowing oil to flow directly through the heat exchanger
by-pass line to the oil tank. When the oil temperature reaches
BAFFLE
MIDDLE
BAFFLE
OIL
BY-PASS
LINE
B
OIL OUTLET
-----;.. - TO OIL TANK
OIL TUBES
AFTERCOOLING
SYSTEM COOLANT
INLET
AFTERCOOLI NG SYSTEM
- FILLER CAP
SPRING RELIEVES.
VALVE FOR OIL SURGES
DETAIL B
THERMOSTATIC OIL BY-PASS RELIEF VALVE
TYPE av-s
DUAL HEAT-
SENSITIVE ELE.MENT
VALVE SEAT AT
END OF OIL
BY-PASS L1NE\
\"''""'

FITTING FOR
OIL SYSTEM
VENT LINE
TO OIL
Figure 170-Heaf Exchanger
RESTRICTED 167
Section IV
Paragraph 16
RESTRICTED
AN Ol-60JF2
figure J7l-Removing Ai, Maze Oil filter
66 1C (150 -I- 2F), the double thermal expansion
element expands and starts to close the valve causing some
of the oil to flow through the copper tubes around which
coolant is flowing. When the oil temperature reaches 84
1C (185 -I- 2F), the valve is fully closed, and all the
oil flows through the copper tubes for cooling. A relief
spring, incorporated in the valve, releases and opens it when
oil surges of 40 pounds per square inch or greater occur.
CAUTION
Do not subject the relief valve to severe mechanical
or thermal abuses which will affect its operation.
(2) TESTING RELIEF VALVE.-Remove valve from
heat exchanger and immerse it in oil or water. Heat the liquid
slowly and note the temperature at which the valve starts
to extend, 66 -+- 1C (150 2F), and the temperature
at which the valve is fully extended, 84 -+- 1C (185 -I-
2F). The minimum valve travel required is .235 inch.
g. OIL SYSTEM PRESSURE PUMP.-The pump, fur-
nished with the engine, is the conventional spur-gear type
and is attached to the crankcase just below the scavenge
pumps. The pressure of the oil coming from the pump is
regulated by the relief valve unit.
h. OIL FILTER.
(1) DESCRIPTION.-An Air Maze oil filter, mounted
between the pressure pump and the relief valve unit, re-
moves undesirable solids from the oil before it reaches the
engine. Oil flows into the sump assembly of the filter, passes
through a series of filter packs consisting of fine mesh screens,
and enters a central tube as filtered oil, flowing from there
to the outlet port. A built-in relief valve, adjusted to unseat
at 25 to 30 pounds per square inch differential pressure,
permits oil to by-pass in the event the filter pack becomes
clogged and the prescribed pressure is exceeded.
(2) REMOVING OIL FILTER. (See figure 171.)-Cur
alliockwires. Remove three head assembly retaining palnuts,
the nuts, and flat washers. Also remove twO elastic stop
nuts, flat washers, and one cap screw and flat washer. Lift out
the head assembly and gasket from housing, tilting the unit
toward the front of the engine.
CAUTION
Care must be exercised in removing the assembly
to avoid damaging the filter packs.
(3) CLEANING OIL FILTER.-Remove and clean the
head assembly and filter packs every 25 hours of engine oper-
ation. Wash with dry cleaning solvent (Federal Specification
No. P-S-661), using a brush to remove residl,le from packs.
Drain the sump assembly by removing the plug and gasket
at the bottom; then clean inside of housing with lintless
cloth moistened with solvent. Reinstall plug and new gasket,
and lockwire to housing.
(4) INSTALLING OIL FILTER.-Dip filter packs in
engine oil (Specification No. AN-VV-O-466), add ne:w gas-
ket, and carefully position head assembly in sump body.
Secure with one cap screw and flat washer, two elastic stop
nuts and flat washers, and three plain nuts and flat washers.
Tighten nuts, cap screws, and elastic stop nuts to a torque
of 65 to 70 inch-pounds. Install palnuts to the three re-
taining hexnuts, and lockwire the cap screw.
i. OIL PRESSURE RELIEF VALVE UNIT.
(1) DESCRIPTION.-The oil pressure relief valve
unit, located on the right side of the engine, houses two pres-
sure regulating valves: one to regulate the oil for the main
engine pressure circuits, and one to regulate the oil for the
low pressure circuits. An auxiliary relief valve, loc'ated on the
right side of the wheel case, r u l ~ t s moderate pressure.
Main oil pressure is delivered to both ends of the crankshaft.
This lubricates the main bearings and connecting rod bear-
ings. Moderate oil pressure provides lubrication for the clutch
shaft bearings, the supercharger impeller shaft, and the
planetary assembly. In addition to lubricating various bear-
ing surfaces, this oil provides two points of cooling and
lubrication for each planetary gear surface, and the necessary
oil pressure to operate the blower-gear shifting.mechanism.
Low oil pressure is directed to the reduction gear unit, the
camshaft and rocker mechanism, and the generator drive.
(2) ADJUSTING OIL PRESSURE RELIEF VALVES.
(See figure 172.)
(a) ADJUSTING MAIN OR LOW PRESSURE
CIRCUIT.-The oil pressure in the main pressure and low
pressure circuits is adjusted by varying the load on the relief
valve spring for each circuit. Proceed as follows:
1. Remove safety wires from cap nut, locknut,
and compartment cap.
2. Remove cap nut, loosen the locknut, and turn
the adjusting nut clockwise to increase oil pressure or coun-
terclockwise to decrease oil pressure. Adjust the main pres-
sure circuit, which is indicated by the oil pressure gage on the
instrument panel, to 75 pounds per square inch at normal
168 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 16
operating temperature. Adjust the low pressure circuit, which
has no gage provided, to 8 pounds per square inch at normal
operating temperature.
Note
Do not check or adjust the low pressure circuit
unless it is definitely known that the main pressure
circuit is in proper adjustment.
3. When the proper adjustment is obtained,
tighten the locknut, install the cap nut, and safety the wire
through the cap nut, adjusting nut, and compartment cap.
(b) ADJUSTING MODERATE PRESSURE
CIRCUIT.
1. Remove X-inch pipe plug from banjo fitting
connection on the moderate pressure line at the right side
of the supercharger case. Insert a weatherhead fitting and
attach a suitable testing gage.
2. If the pressure is in excess of 53 pounds per
square inch, remove the piston from the moderate pressure
valve and clean the piston, spring, and cylinder. Reinstall the
parts. If this does not bring the pressure down to within 47
to 53 pounds per square inch, remove one or more .025
shims from the end of the spring.
3. If the pressure is below 47 pounds per square
inch, add one or more shims. The total thickness of the shims
used must not exceed .075 inch.
j. SCAVENGE PUMPS.-A dual pump body is mounted
on the floor of the crankcase to pump the scavenge oil back
through the heat exchanger to the oil tank. One pump scav-
enges oil from the sump at the supercharger end of the
engine; the other pump scavenges oil from the propeller end.
An auxiliary scavenge pump, located below the oil system
pressure pump, scavenges oil from the supercharger rear
bearing and returns it to the lower crankcase.
k. SCAVENGE PUMP FILTERS.
(1) DESCRIPTION.-Two filters, one at the inlet side
of each main scavenge pump, screen the lubricating oil
after it has passed through the engine.
126-47-119
Figure 172-Adjusfing Engine Oil Pressure
Figure 173-Scavenge Filter Screens
(2) CLEANING SCAVENGE PUMP FILTERS.-The
filters must be removed and cleaned every 25 hours of engine
operation as follows:
(a) Remove lower aft engine cowling and interme-
diate section of the carburetor air duct.
(b) Remove lockwire and unscrew filter cap retain-
ing nuts. (See figure 173.)
(c) Loosen cap nuts, and remove filter caps and
screens, permitting engine oil to drain.
( d) Clean screens with dry cleaning solvent (Fed-
eral Specification No. P-S-66I) or unleaded gasoline. Wipe
and clean inside of screen casings with a lintless cloth moist-
ened with unleaded gasoline.
(e) Reinstall, making sure gaskets are in good condi
tion and all joint surfaces are clean.
CAUTION
Tighten to 8-10 foot-pounds. Overtightening the
cap nut will break the filter screen housing and re-
duce the effectiveness of the scavenging system by
allowing air to be. sucked into the oil system.
1. TESTING OIL SYSTEM.
(1) Fill the oil tank and install filler cap.
(2) Run up the engine; if the oil pressure does not
reach 60 pounds per square inch in 30 seconds, stop the
engine immediately and investigate.
(3) When the engine run-up has proved satisfactory
with a normal oil pressure of 70 to 80 pounds per square
inch and an oil temperature of approximately 75C (167F),
stop engine and remove cowling. .
(4) Check the oil tank, heat exchanger, and line con-
nections for security. Make sure there are no .leaks. Make
sure bonding is connected.
(5) 1 repairs have been made on the tank or heat
exchanger, check for leakage in repaired areas.
(6) Make sure lines have sufficient clearance.
RESTRICTED 169
Section IV
Paragraphs 16-17
RESTRICTED
AN 01-60JF2
(7) Replace cowling.
m. OIL SYSTEM INDICATORS.-The oil pressure and
oil temperature, tOgether with the fuel pressure, are indi-
cated on a single dial on the instrument panel. (Refer to
section IV, paragraph 18, for further informati.on.)
17. COOLING SYSTEMS.
a. GENERAL DESCRIPTION.-There are two separate,
liquid-cooling systems: one to cool the engine proper, the
other to cool the supercharger fuel-air mixture and the engine
oil. (See figure 174 and paragraphs f. and g.) A mixture of
water and ethylene glycol (Specification No. AN-E-2) with
NaMBT inhibitOr is the cooling medium used in both sys-
tems.
TROUBLE
b. TROUBLE SHOOTING COOLING SYSTEMS.
PROBABLE CAUSE REMEDY
Excessively high coolant
temperature.
Low coolant temperature.
Coolant pump leakage.
Coolant line leakage.
Excessive coolant ,draining
from blowoff line.
Insufficient coolant.
Incorrect coolant mixture.
Leaks or restrictions in cooling system.
Corroded radiator or aftercooler cores.
Defective thermostat.
Incorrect radiator air flap adjustment.
Restricted airflow.
Faulty relief valve on expansion tank.
Failure of coolant pump.
Air lock in cooling system.
Faulty gage.
Improper adjustment of radiator air
flap.
Worn thrust washer and seal.
Worn steel bushing (mating to thrust
washer).
Worn shaft bearings.
Faulty hoses.
Overtorque on clamps.
Chafing of lines.
Excessive vibration.
Weak relief valve.
Fill both systems.
Test water and glycol mixture.
Inspect lines and units of each system.
Inspect radiator and aftercooler for restric-
tions. Test for leaks.
Check coolant flap actuator capillary bulb.
Adjust flap to conditions under which engine
is operating.
Inspect radiator to see that no foreign ma-
terial is present on its surface.
Inspect valve, check pop-off pressure.
Disconnect coolant inlet to inspect impeller
and drive shaft. If the impeller can be turned
by hand, a sheared shaft is indicated. Re-
place shaft and pump if damaged.
Fill cooling systems and run engine for 1);2
minutes. Stop engine and add coolant as
necessary to reach prescribed level.
Inspect instrument and electrical connections.
(Maximum gage reading indicates a broken
lead at the connector plug pin.)
Adjust flap for operating conditions.
Replace with new washer and seal.
Replace pump.
Replace pump.
Inspect hoses; replace if necessary.
Check proper torque; replace clamps and
hose if necessary.
Examine lines for evidence of rubbing.
Check security of line supports.
Replace valve.
c. EXTREME WEATHER SERVICING.-The follow-
ing special instructions will be observed when operating
under conditions of extreme cold:
(1) At temperatures below -15'sC (4F), service the
systems with Type C coolant, a mixture of 30 percent water
and 70 percent ethylene glycol treated with NaMBT.
170 RESTRICTED
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AN 0160JF-2
Section IV
\
I
ENGINE COOLING
SYSTEM EXPANSION
TANK
ENGINE COOLING
SYSTEM MAKEUP
LINE
ASSEMBLY
(DRAIN PLUG FOR EACH
SYSTEM LOCATED IN
BOTTOM)
_ ENGINE COOLING SYSTEM
LINES
AFTER..;OOLING SYSTEM
LIN ES
--+ AFTERCOOLING SYSTEM
FLOW IN SUPERCHARGER a
AFTERCOOLER CORE
VENT LINES
DRAIN VALVE
/
AFTERCOOLING SYSTEM
FILLER CAP
/
AFTERCOOLING SYSTEM
MAKEUP LINE
DRAIN PLUG
COOLING SYSTEM
RELIEF VALVE
if-'m:.------/-:------ AFTERCOOLI NG SYSTEM
BLOW-OFF LINE
AFTERCOOLING SYSTEM
PUMP
ENGINE COOLING SYSTEM
FILLER GAP
RIGHT SIDE
---------
AF TERCOOLI NG SYSTEM
RELIEF VALVE
'.U--_-"jiL------ENGINE COOLING SYSTEM
PUMP
ENGINE COOLING SYSTEM
THERMOMETER BULB
AFTERCOOLER
CORE VENT
COOLANT FLAP ACTUATOR
CAPILLARY BULB ------
AFTERCOOLER
CORE--__
AFTERCOOLING
SYSTEM
TANK
HEADER TANK
Figure J74-Cooling Systems
RESTRICTED 171
Section IV
Paragraph 17
RESTRICTED
AN 01-60JF-2
. AFTER COOLING
SYSTEM OUTLET-----------
COOLING FINS
AFTERCOOLING
SYSTEM DRAIN
PLUG
ENGINE COOLING
SYSTEM
ENGINE COOLING SYSTEM DRAIN PLUG--------------I
COOLING SYSTEM INLET
AFTERCOOLING SYSTEM INLET
,..... .-=.....--AFT SECTION FOR
ENGINE COOLING
SYSTEM
VERTICAL TUBES
WALL SEPARATING
THE TWO SECTIONS
FORWARD SECTION FOR
AFTER COOLING SYSTEM
MOUNTING BRACKETS
Figure 175-Cooling System Radiator
Note
With Type C coolant in the systems, the relief
valves open at higher temperatures because of the
lower vapor pressure and higher boiling point of
the solution. Avoid operation at maximum allow-
able coolant temperatures.
CAUTION
An exact mixture of 30 percent water and 70 per-
cent glycol must be maintained in order to ensure
coolant flow down to temperatures approaching
-53.8C (-65F). Increasing or decreasing per-
centage of glycol will cause mixture to freeze at a
higher temperature.
(2) The radiator air flap may be installed when
temperatures warrant its use. (Refer to paragraph 17. e. (2).)
d. COOLING SYSTEM RADIATOR.
(l) DESCRIPTION.-A fin-and-tube type coolant ra-
diator is installed in the bottom of the fuselage. To provide
separate cooling areas for the liquid in each cooling system,
the radiator is constructed in series; the forward section is
for the aftercooling system, and the aft section for the engine
cooling system. (See figure 175.) A drain plug for the after-
cooling system is in the lower header; one for the engine
cooling system is in the outlet fitting.
(2) INSTALLING AND REMOVING COOLING
SYSTEM RADIATOR. (See figure 176.)
(3) CLEANING COOLING SYSTEM RADIATOR.
-Disassemble radiator. Steam clean or thoroughly flusn
radiator core with hot water. After cleaning, blow com-
pressed air through core for approximately 15 minutes to
dry.
CAUTION
Do not attempt to clean tubes by probing with
an instrument.
(4) TESTING COOLING SYSTEM RADIATOR.
I
(a) TESTING RADIATOR CORE.-Place core in a
test bell, immerse the whole unit in water, and apply 35
pounds per square inch air pressure to the test bell. Apply
172 RESTRICTED
RESTRICTED
AN 0160JF2
Section IV
Paragraph 17
pressure slowly and evenly, and maintain for 3 minutes to
check for leakage which is indicated by bubbles. Release
pressure and remove unit from water. Reassemble radiator.
(b) TESTING RADIATOR ASSEMBLY-With
radiator completely assembled, test the engine cooling system
section and the aftercooling system section separately for
leaks around gaskets, headers, plugs, and inlet and outlet
ports. To test either section, plug all the openings except one;
then immerse in water and apply an air pressure of 75
pounds per square inch to the remaining opening. If the test
is satisfactory, remove radiator from water, release air pres-
sure, allow radiator to drain, and dry with compressed air.
Note
Radiator repair requires trained personnel; there-
fore, permanent or major repairs will be made only
at repair depots.
e. RADIATOR AIR SCOOP.
(1) DESCRIPTION.-A radiator air scoop on the
underside of the fuselage conducts air through a large duct
to the centrally mounted radiator. Aft of the radiator is a
movable flap operated by a thermostatically controlled elec-
tric actuator. A capillary bulb, in the inlet line to the engine
cooling system expansion tank, transmits the temperature of
the coolant to the actuator, which opens or closes the flap
automatically. A radiator air control switch on the front
switch panel has the following positions: "AUTOMATTC,"
"OFF," "CLOSE," and "OPEN." The "OPEN" and "CLOSE" posi-
tions are momentary and serve as a manual override for the
automatic position. On later airplanes, an emergency system
for opening the flap in case of electrical failure is also pro-
vided. (Refer to section IV, paragraph 20.)
(2) RADIATOR AIR FLAP BAFFLE.-A hinged,
spring-loaded bailie can be screwed to the fuselage above the
radiator air flap to stop all circulation of air when the flap is-
in the closed position. As the flap closes, a roller on the bailie
rides on the flap and swings the bailie downward to cover the
outlet. When not installed for cold weather operation, the
bailie is stowed in the airplane as loose equipment.
BOLT, AN4H-25A(4 REO,) A
WASHER,AN960-416 (4REOl DETAIL
CAUTION: Do nor resr rhe radi-
ator on any side excepr rhe aft side.
ote the decal on rhe radiaror.
TYPICAL
INSTALLATION
OF
MOUNTING
1".... BOLT
1, 2 Raise the rail of the airplane;
place the radiator on an adjusr-
able stand and slide it under
the fuselage. Raise radiator in-
to place and install mounting
bolts. Safety.
3 Connecr bonding braids at
each side of radiator.
4 Connect rhe inlet and outler
lines for each cooling sysrem.
S Insrall the radiator access cover
and access doors on each side
of fuselage. Lower tail of air-
plane.
REMOVAL: Essentially the reverse
of installation with the following ex-
ceprion: Prior to removal of radiator,
draih both cooling systems.
LORD MOUNT

NUT AN365-428 (HELD BY
"CU'CK"RETAINER) l I.
(4 REO.) IS
FRAM E ANGLE
LONGERON
3
4
126 46- 167
S
3
Figure 176-/nstalling Cooling System Radiator
RESTRICTED 173
Section IV RESTRICTED
AN 01-60JF-2
30% GLYCOL CONTROL CHART
This chart is based on a full cooling system having a glycol content OL'er
the desired .10 percent. It indicates directly the number of gallons of
solution to drain off and with water to bring the concentration
down to 30 percent.
Lay a ruler across the three scales aligning the Total System Capacity
and the Observed Glycol Concentration. The point of intersection on
the middle scale indicates the amount of solution to drain and the
amount of water to add.
5
20 14 100

13

90
19
12

II
C)
80
18
10

70
17
.1:::)
9 "I:{
..... GO
8

16 7

---

<I)
15
"'---
6 (.)---
50
"ttl)

C)

5
C)<:
-..I 14
-..I
IC)
4S

4
..J(.)
13
..... -...1 C)Q:
"t"t

(,)
..Jet
:::)
12 3

40
<I)
-
C::>.

II

)...
'-
'"
----....-.,
.....
2

10
I:::)

..... (J)
'"
ctl
"t
C)
(.)
9
-...I
C)
35

<I)

<I) 8
)...
<I)
..J

109 -93-152
Figure 177-Thirty Percent Glycol Control Chart
174 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
70% GLYCOL CONTROL CHART
20 13 20
19
12
.....
30
.....
II
18
10
.....
tI)

17
9 l4J
40


16
...... 8 Q::
.....
......

tI)
US

7
ct

......
C)
14
(Ii
6 50
.....

......

":-

13
!5
C)
....
<r)

.....

12
'o::t
......
4

II

)..
.....
..... (,,)
....
3
:et

......

10




60

)..

......
.....
9
C)


2
)..
.....
- .....


tI)
8
....
)..


tI)

1.5

......
C)
Q::

7 l4J
.....
tI)


.....

C)
C)
1.0
....
65
6
.....
.9

......
.8

tI)
.7
5
.6
This chart is based on a full cooling system having a glycol content below the desired 70 percent.
It indicates directly the number of gallons of solution to drain off and replace with straight glycol
to bring the concentration up to 70 percent.
Lay a ruler across the three scales aligning the Total System Capacity and the Observed Glycol Con-
centration. The point of intersection on the middle scale indicates the amount of solution to drain
and the amount of glycol to add.
Figure 178-Seventy Percent Glycol Control Chart
RESTRICTED 175
Section IV
Paragraph 17
RESTRICTED
AN 01-60JF2
-
'-'il'----- FILLER CAP
VENT LINE
TO TOP
OF RADIATOR
RELI EF VALVE
0Q,:
TURNBUCKLE
.

INLET FROM ENGINE. -----./"'=r Ab

MAKE-UP LINE / I'
TO RADIATOR OUTLET LINE *"
*"
AIR SEPARATED FROM
COOLANT BY SEPARATOR
PASSES TO BOTTOM OF
TANK AND BUBBLES UP
TO TOP OF TANK.
Figure J79-I:ngine Cooling System Expansion Tank
f. ENGINE COOLING SYSTEM.
(1) DESCRIPTION.-The engine is cooled by a high-
pressure system (figure 174) employing a closed circuit with
continuous flow from a centrifugal pump. Coolant is pumped
through transfer tubes and a distributing manifold into the
bottom of the coolant jacket on the lower exhaust side of
each cylinder block. The fluid then passes to the cylinder
heads through external, rubber-sealed transfer tubes, and
flows out at the forward end of the cylinder heads through
two large ports. The fittings at the outlet ports join in a "Y"
which provides a common line routing coolant back to an
expansion tank mounted above the radiator. From the tank,
coolant flows to the radiator for cooling and then back to the
pump for continued circuit of the system.
A filler cap is located at the highest point of the sys-
tem, in the outlet fitting of the left cylinder bank. The bulb for
the coolant temperature indicator is in the outlet fitting of
the right cylinder bank.
(2) ENGINE COOLING SYSTEM EXPANSION
TANK
(aJ DESCRIPTION.-The expansion tank (figures
174 and 179)J located directly above the coolant radiator,
serves as a coolant reservoir and expansion chamber, separates
air and vapor from the coolant, and provides a means of COrl-
trolling the pressure in the system. The coolant flows di-
rectly into a separator incorporated in the tank. By centrifu-
gal action, the coolant is forced to the outer portion of the
separator, and the air is conducted to the bottom of the tank
where it is released beneath the coolant level and bubbles up
to the surface. The separator is, in effect, part of a closed cir-
cuit, since most of the coolant passes through it directly with-
out passing into the tank; this conserves the flow velocity of
the coolant. To balance any coolant losses from this closed
circuit, a make-up line conducts coolant from the bOttom of
the tank to the outlet line from the radiator. A vent line
connecting the tank to the filler cap adapter is provided to
evacuate excess air from the system as it is being filled.
A relief valve, compensated for temperature and
altitude, is located at the top of the tank, to provide pressure
relief when the tank pressure exceeds 43 pounds per square
inch, and vacuum relief when the tank pressure drops to one
pound per square inch below atmospheric pressure. A line
from the valve vents overboard aft of the radiator flap. The
cooling capacity of the radiator is normally sufficient to pre-
vent the tank pressure from exceeding 43 pounds per square
inch; however, if this pressure is exceeded, the tank is de-
signed so that only water vapor w,ill escape and the glycol
remams.
(b) INSTALLING AND REMOVING ENGINE
COOLING SYSTEM EXPANSION
TANK (See figure 180.)
(c) TESTING ENGINE COOLING SYSTEM EX-
PANSION TANK-Remove the tank. Plug all openings
except one and to this opening apply an air pressure of 50
pounds per square inch; then immerse tank in water.
CAUTION
Always apply and relieve pressure slowly and
evenly. The separator is connected to the reservoir
by a tube of small diameter through which all
pressure differences must be equalized. Any sud-
den change in pressure will bulge or collapse the
walls of the separator.
Relieve the pressure slowly, remove the tank from water,
and dry it with air pressure.
Note
Tank repair requires trained personnel. Permanent
or major repairs will be made only at repair depots.
If welding is done'on the tank, it is necessary to reanodize
the tank to prevent corrosion.
(3) ENGINE COOLING SYSTEM PUMP.-A cen-
trifugal-type pump, attached to an adapter on the lower side
of the engine wheel case, is equipped with a spring-loaded
packing which does not require manual tightening.
176 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Sedion IV
Pare;tgraph 17
(4) FLUSHING ENGINE COOLING SYSTEM.-The
ethylene glycol in the coolant tends to loosen rust, scale, etc.;
therefore, to prevent corrosion in the system, proceed as
follows at every lOa-hour inspection period.
(a) Run up the engine to raise the main coolant tem-
perature to 80C to 100C (176-212F).
(b) Drain the system. (Refer to section Ill, para-
graph 2. j. (3) (d).)
( c) Place the drained coolant in clean containers. Do
not use containers lined with zinc or made of copper or
copper alloys.
Note
Radiator must not remain empty for more than 12
hours after it has been drained.
(d) Fill system with clean water. (Refer to section
'II, paragraph 2. j. (3) (c).)
( e) Run the engine for several minutes, making sure
that the coolant temperature does not exceed 100 C
(212F).
( f) Turn off the engine and drain the water from the
system.
(g) Filter the original coolant through filtering mao
terial, such as very fine cheesecloth.
(h) Fill system, using the filtered coolant plus addi-
tional coolant as required.
(i) Check the percentage of glycol in the coolant reg-
ularly, maintaining a mixture of 30 percent glycol with
NaMBT inhibitor and 70 percent water. The glycol per-
centage is determined with a standard hydrometer or a glycol
hydrometer, or by the boiling point method.
Note
The engine cooling system and the aftercooling
system are flushed simultaneously.
g. AFTERCOOLING SYSTEM.
(1) DESCRIPTION.-The aftercooling system (figure
174) cools the supercharged fuel-air mixture and also cools
the engine oil as it passes through the heat exchanger. The
system consists of a pump on the left side of the engine, an.
1 Insrall rhe relief valve, making
sure rhar rhe blowoff line fir
ring is posirioned correcdy.
2 Place rank in rhe supporr and
secure rhe srrap.
3 Connen rhe bonding braid.
4 Connecr blowoff line [() relief
valve.
5 Connecr rhe inler, ouder, make-
up, and vem lines; then install
radio equipmem and replace
access door.
REMOVAL: Essentially rhe
reverse of insrallation, wirh the fol-
lowing exception: Prior to remov-
ing rank, drain rhe engine cooling
sysrem.
Figure ISO-Installing Engine Cooling System Expansion Tank
RESTRICTED 177
Section IV
Paragraphs 17-18
RESTRICTED
AN 01-60JF-2
Figure lBl-Aftercooler Unit
afrercooler unit above the supercharger case, the forward sec-
tion of the radiator, and a heat exchanger on the forward side
of the oil tank.
Coolant from the pump is directed to an inlet fitting
on the supercharger case where it flows through jackets which
cool the fuel-air mixture between the first and second stages
of supercharging. The coolant then passes into the core of
the aftercooler unit where the fuel-air mixture is cooled again
after the second stage of supercharging before it enters the
intake manifolds. This temperature reduction is necessary to
avoid detonation at high power, because the effect of the twO
stages of supercharging generates considerable heat. From
the afrercooler core, coolant is conducted through a line
within the header tank to an outlet fitting at the bottom,'
flows aft tothe radiator for cooling, and then is routed for-
ward through the heat elfchanger where it cools the engine
oil before returning to the pump. The system is filled through
a filler cap on top of the heat exchanger.
(2) HEAT section IV, par-
agraph 16. e.
(3) AFTERCOOLING SYSTEM HEADER TANK.-
The header tank, mounted on the left side of the afrercooler
unit adjacent to the core, serves as an aftercooling reservoir
and expansion chamber, separates air and vapor from the
coolant, and provides a means of controlling the pressure in
the system. A valve installed on the tank relieves pressures
in excess of 18-20 pounds per square inch, and provides
vacuum relief when the tank pressure drops to one pound
per square inch below atmospheric pressure. The relief valve
is vented overboard at the left side of the firewall. Excess
air and coolant in the system are vented to the tank by
two lines: one from the left side of the filler cap on the
heat exchanger, and one from the aftercooling system pump.
A make-up line from the bOttom of the header tank enters
the throat of a venturi in the pump inlet lines, the function
of which is to increase pump inlet pressure above the vapor
pressure of the header tank and to supply additional coolant.
(4) AFTERCOOLING SYSTEM PUMP.-The cen-
trifugal-type aftercooling system pump, mounted on the left
side of the engine afr of the generator, has a spring-loaded
packing which does nOt require manual tightening.
(5) FLUSHING AFTERCOOLING SYSTEM.-Refer
to section IV, paragraph 17. e. (4).
18. INSTRUMENTS.
a. GENERAL DESCRIPTION.-The instruments are
classified into three groups: flight, engine, and miscellaneous.
The flight instruments are classified further as to the system
they operate in: i.e., vacuum, airspeed, or compass system.
The instrument panel (figU1'e 182) employs all from-
mounted instruments. Suction for the directional gyro, gyro
horizon, and bank-and-turn indicator is supplied by the
engine-driven vacuum pump. Static pressure for the altim-
eter, airspeed indicator, and rate-of-climb indicator is
taken through a static plate mounted on each side of the fuse-
lage JUSt forward of the empennage. The compass system
consists of a remote-indicating compass and a stand-by direct-
reading compass. The engine instruments consist of a mani-
fold pressure indicator, tachometer, engine gage, and a dual
temperature indicator for the coolant and carburetor air tem-
peratures. On later airplanes, the position of the tachometer
and engine gage have been interchanged. A Type A-I pres-
sure transmitter system is used to indicate fuel pressure.
Miscellaneous instruments consist of a hydraulic pressure
gage, fuel level indicator, ammeter, and a clock. For identifi-
cation of instrument lines, see color code chart in section
VIII. (See figure 184 for a schematic diagram of the instru-
ment system.)
CAUTION
Handle instruments with care at all times; rough
treatment or jarring win damage them perma-
nently.
1. Airspeed Indicator (Type FJ)
2. Gyro Horizon Indicator (AN5736-l)
3. Directional Gyro (AN5735-l)
4. Fuel Level Gage
5. Suction Gage (AN577l-5)
6. Compass (Type B-21)
7. Tachometer (AN5530-l)
8. Clock (Type All)
9. Remote C9mpass Indicator (AN5730-6)
10. Altimeter (AN5760-2)
11. Bank-and-Turn Indicator (AN5820-l)
12. Rate-of-Climb Indicator (AN5821-l)
13. Manifold Pressure Gage
14. Engine Gage (AN5773-l)
15. Dual Temperature Indicator (AN5795-6)
KEY TO FIGURE 182
178 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
Figure 182-lnstrument Panel (Frol"t View)
b. TROUBLE SHOOTING INSTRUMENTS.-The fol-
lowing chart comprises a few of the more common troubles
found in the instrument systems.
REMEDY TROUBLE PROBABLE CAUSE ]
______--1- , 1-... _
AIRSPEED INDICATOR
Pointer fails to respond. Pressure line not connected properly. Make proper connections.
Lines clogged. Disconnect instrument. Open drains and blow
the lines clear.
Pointer indicates incor- Leak in lines. Check and correct.
redly.
Leak in instrument. Check and seal. If necessary, replace instru-
ment.
Defective indicator. Replace instrument.
Pointer does not set on zero Defective indicator. Replace instrument.
unless airplane is in mo-
tion.
Pointer vibrates. Excessive vibration of instrument panel. Check shock mounts. Replace shock mounts
if necessary.
Connecting tubing vibrates. Connect suitable length of hose between line
and instrument.
Pointer oscillates. Leak in line. Correct.
Leak in case. Seal or replace instrument.
RESTRICTED 179
Section IV
Paragraph 18
TROUBLE
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
BANK-AND-TURN INDICATOR
REMEDY
Pointer fails to respond. No vacuum to instrument. Check lines and pump. Check relief valve.
Defective instrument. Replace.
.
Incorrect sensitivity. Vacuum too high or too low. Check lines and pump. Check both valves for
correct setting.
Defective instrument. Replace.
Pointer does not set on zero. Defective instrument. Replace.
Pointer vibrates. Excessive vibration. Check shock mounts. Replace if necessary.
In low temperature, pointer Oil becomes thick. Replace instrument.
fails or responds sluggishly.
CARBURETOR AIR TEMPERATURE INDICATOR.
No reading with battery- Switch defective. Replace switch.
disconnect switch "ON."
Poor connections at switch terminals. Clean and tighten the connections.
Break in the power lead. Repair or replace lead.
Break in the ground lead. Repair or replace lead.
Open or short circuit on indicator. Replace indicator.
Reading off scale at low Short circuit in leads to resistance bulb. Repair or replace lead.
temperature end.
Ground in lead from resistance bulb to Make continuity check, and repair or replace
"R" terminal of indicator. lead.
Short circuit in resistance bulb. Replace the bulb.
Open or short circuit in the indicator. Remove the indicator, and repair or replace.
Reading off scale at high Breaks in leads to resistance bulb. Replace or repair the leads.
temperature end.
Open circuit in resistance bulb. Replace the bulb.
Open or short circuit in indicator. Replace or repair indicator.
COOLANT TEMPERATURE INDICATOR
No reading, either perma-
nent or intermittent.
Low reading, either perma-
nent or intermittent.
Break in bulb.
Broken electrical wires.
Defective indicator.
Poor connections at indicator.
Poor lead connections.
Poor connectIons at bulb.
Short circuit in leads.
Replace bulb.
Replace.
Replace instrument.
Clean and tighten.
Clean and tighten.
Clean and tighten.
Repair.
Discolored liquid.
Fading, or illegibility of
card markings.
180
DIRECT-READING COMPASS (Type B-21)
Deterioration. Replace unit.
Deterioration of fluorescent luminescent Replace unit.
marking material.
RESTRICTED
TROUBLE
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE REMEDY
Section IV
Paragraph 18
Card does not rotate freely Broken pivot, broken or cracked jewel. Replace compass. Send defective one to a
when airplane is in normal repair depot.
flying position. Sluggish.
Compass does not respond 'Magnets demagnetized or compen- Replace compass.
to compensation. Erratic. sating gear magnets demagnetized.
Loss of liquid. Filling screw gasket damaged. Window Tighten screws securing window and gasket
gasket damaged. Bowl cracked. in place.
Window gasket damaged. Replace compass.
Bowl cracked. Replace compass.
DIRECTIONAL GYRO INDICATOR
Excessive drift in either
direction.
Dial spins continuously.
Excessive vibration.
Insufficient vacuum. If vacuum is below
3.5 in. Hg, check for the following:
Relief valve improperly adjusted.
Incorrect gage reading.
Pump failure.
Insufficient lubrication of pump.
Vacuum line kinked, leaking, or inner
wall collapsed.
Defective instrument.
Defective mechanism.
If amplitude is more than .004 inch, check
shock mounts. If materially' defective, replace
the mount.
Adjust relief valve.
Remove instrument and calibrate in shop.
Repair or replace pump.
Clear lubricating holes.
Repair or replace.
Replace.
Replace instrument.
ENGINE GAGE (Oil Temperature)
Pointer fails to register. Break in power leads. Repair broken wiring.
Jerky pointer movement. Pointer touching dial or glass. Straighten pointer.
Foreign matter on dial. Clean dial.
Foreign matter between core and pole Replace instrument; send to repair depot.
piece.
Pointer flutters. Broken lead wire making intermittent locate break and repair.
contact.

indicator reads too high on Connections from voltage supply are in Check connections to see if 24-volt line is con-
the scale, error, causing a high voltage at instru- nected to the"A" terminal on the plug.
ment.
ENGINE GAGE (Pressure Units)
F'ointer does not register.
Pointer fails to return
to "0."
Pointer fails to register full
pressure.
Pressure line plugged.
Pressure line broken.
Foreign matter in pressure line.
leak in pressure line.
Indicator out of calibration.
RESTRICTED
Remove obstruction.
Repair or replace.
Remove obstruction.
Repair or replace the line.
Replace the instrument and send defective
one to a repair depot.
181
Section IV
Paragraph 18
TROUBLE
Unit does not register
properly.
Horizon bar fails to
respond.
Horizon bar does not settle.
Horizon bar oscillates or
vibrates excessively.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Faulty mechnical adjustment.
GYRO HORIZON INDICATOR
Instrument
Air filter dirty. High vacuum indication.
Insufficient vacuum resulting from the

Suction regulator improperly adjusted.
Incorrect indicator reading.
Pump failure.
Insufficient vacuum.
Defective mechanism.
Excessive vibration.
Instrument caged.
Excessive vacuum, resulting from the
following:
Air filter dirty.
Suction regulator improperly adjusted.
Incorrect instrument reading.
Defective mechanism.
Excessive vibration.
REMEDY
Replace instrument.
Uncage.
Clean or replace filter.
Adjust suction regulator.
Recalibrate.
Replace pump.
Correct as outlined in preceding "Probable
cause."
Replace instrument.
Make sure flexible hoses do not restrict nor-
mal movement of instrument panel; examine
shock mountings and replace, if necessary.
Uncage instrument.
Clean or replace filter.
Adjust suction regulator.
Recalibrate instrument.
Replace instrument.
Make sure flexible hoses do not restrict nor
mal movement of instrument panel; examine
shock mountings and replace if necessary.
MANIFOLD PRESSURE INDICATOR
Excessive error at existing Pointer shifted. Reset pointer to "ZERO" position (existing
barometric pressure. manifold pressure).
Excessive error when en- Line leak. Tighten line connections.
gine is running.
Sluggish or jerky pointer Improper damping adjustment. Adjust damping screw.
movement.
Broken or loose coverglass. Vibration. Excessive pressure. Replace the glass, and reseal case.
PITOT STATIC TUBES
Pitot head does not heat
or clear itself of ice with
"PITOT HEAT" switch turned
on.
182
Circuit-breaker type switch defective.
Break in the wiring.
Heating element in the head burned
out.
RESTRICTED
Replace switch.
Repair.
Check for 24 volts at the head. If there is
voltage at this point, the element is probably
burned out. Replace the entire head.
TROUBLE
Pointers indicate incorrectly
or oscillate undesirably on
altimeter, airspeed indi-
cators, and rate-of-c1imb in-
dicators.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Leak in case of individual instrument.
Leak in pitot or static line.
RATE-Of-CLIMB INDICATOR
Section IV
Paragraph 18
REMEDY
Make a case leak test for this particular in-
strument. Replace.
Make a static or pressure line test, whichever
is the case. Replace.
Pointer not on zero. Aging diaphragm. Return pointer to zero. Tap instrument lightly
while making adjustment.
Pointer fails to respond. Obstruction in static line. Disconnect instrument. Open drain and blow
lines clean.
Defective instrument. Replace instrument.
Pointer indicates Leak in static line. Check by static leak test. Correct leak or re-
inaccurately. place instrument.
Defective instrument. Replace.
I Leak in instrument case. Test for case leak. Replace.
Pointer oscillates. Leak in static line. Use static leak test. Seal any leaks found.
REMOTE-INDICATING COMPASS
Note
The following data is applicable when the airplane is pointed on
a north heading. Letters used refer to wires corresponding to plug
terminal pin markings anywhere in the circuit.
No torque. "A" shorted to "B." Correct wiring.
Inverter not operating. Turn necessary switches on. Replace inverter
if necessary.
Reverse rotation. "A" and "B" reversed with "c" and Correct wiring.
"0" reversed.
Erratic operation in the 90- Lead to "0" open. Repair or replace lead.
degree arc between 300 de-
grees and 30 degrees.
Erratic operation in the 90- Lead to "C" open. Repair or replace lead.
degree arc between 330 de-
grees and 60 degrees.
Pointer pulls in at both 30 "A" wire open (power reaching one Repair wiring.
degrees and 210 degrees. unit).
That is, at either of these
headings, the pointer is "0" shorted to "A" or "B." Repair wiring.
pulled away in one direc-
tion or the other. "A"-"0" phase open in either trans- Replace instrument.
mitter or indicator coils.
~ A and "0" reversed. Correct wiring.
-
RESTRICTED 183
Section IV
Paragraph 18
RESTRICTED
AN 01-60JF-2
TROUBLE PROBABLE CAUSE REMEDY
Pointer pulls in at both 330 "B" wire open (power reaching one Repair wiring.
degrees and 150 degrees. unit).
/lC/I shorted to /I A/I or /lB./I Repair or replace wiring.
/lB/I and /lC/I phase open in either trans- Repair the instrument.
mitter or indicator coils.
/lB" and /le/l reversed. Correct wiring.
Erratic operation in the 120-
/lC/I_/lD/I open in
either transmitter or Repair or replace the instrument.
degree arc between 300 de- indicator coils.
grees and 60 degrees.
Pointer pulls in both at 0 /lA/I and /lC/I reversed with /lB/I and /10/1 Correct the wiring.
degrees and 180 degrees. reversed.
/lA/I and /10/1 reversed with /lB/I and /lC/I Correct the wiring.
reversed.
Pointer pulls in at both 60 /lA/I and /lC/I reversed. Correct wiring.
degrees.and 240 degrees.
Pointer pulls in at both 120 /lB/I and /10/1 reversed. Reverse the wiring.
degrees and 300 degrees.
Pointer pulls in at both 90 "C/I shorted to /10./1 Replace or repair the wiring.
degrees and 270 degrees. /lC/I and /10/1 reversed. Correct the wiring.
/I A/I and "B" reversed. Correct the wiring.
Swirl of liquid giving erratic Not enough liquid in bowl. Remove instrument and fill the bowl.
indication.
Leakage of compass liquid. leaky gaskets. Remove instrument and replace gaskets.
Compensator does not have Weak compensation magnets. Remove instrument and repair.
sufficient effect.
Erratic indication on the loose pointer. Remove instrument and repair.
indicator.
Sluggish operation. Dirty jewels or dirty pivots. Remove instrument and repair.
TACHOMETER
Excessive scale error. Weak magnets in the tachometer gen- Replace tachometer generator.
erator.
Pointer moves backward. Reversed polarity. Change leads at terminals of tachometer gen-
erator.
Indication only one-half leads connected to wrong terminal on Refer to wiring print, and connect wires'cor-
actual speed. indicator. rectly.
No reading on indicator, Break or short circuit in leads. Repair the break.
either permanent or in-
termittent.
Poor connection at indicator or gen- Clean and tighten terminals.
erator terminals.
Break inside indicator or generator Replace the unit affected.
circuit.
184
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
TROUBLE PROBABLE CAUSE REMEDY
Low reading on indicator, Poor connection at indicator or gen- Clean and tighten terminals.
either permanent or in- erator terminals.
termittent.
High reading on indicator, Indicator resistance off adjustment. Replace the indicator.
either permanent or inter-
mittent.
VACUUM PUMP
Excessive oil in discharge. Excessive oil flow to pump. Check engine drive seal for leaks. Replace
seal if necessary.
Low suction. Separator clogged. Remove separator, drain plugs, and clean.
High suction. Suction relief valve screen clogged. Clean.
Suction relief valve leaks. Replace.
Pump fails. Remove and replace.
c. EXTREME WEATHER SERVICING.-See paragraph
g. (3) (b) 2. of this paragraph for instructions for filling oil
pressure indicatOr line.
d. REMOVING AND INSTALLING INSTRUMENTS.
-Front-mounted instruments can be removed by one man in
the cockpit. This is done by removing the instrument attach-
ing screws, and withdrawing the instrument sufficiently to
disconnect the lines. (See figure 183.J Handle instruments
with care. Cap all open lines to keep out dirt and debris.
When installing an instrument, treat the threads on the
fitting with thread lubricant (Specification No. AN-C-53).
After installation is made, check the line connections for
leaks.
Note
The flexible instrument lines are identified at the
instrument end to correspond to their respective
mstruments.
e. REMOVING INSTRUMENT PANEL-COMPLETE.
-The panel assembly with the instruments can be removed or
installed as a unit. (See figure 185.)
f. FLIGHT INSTRUMENT SYSTEMS.
(1) VACUUM SYSTEM.
(a) DESCRIPTION.-The vacuum system (figure
186) operates the gyroscopic instruments, such as the bank-
and-turn indicatOr, directional gyro (turn indicatOr), and
gyro horizon (flight indicatOr). Each of the two latter instru-
ments is provided with a caging knob for locking the gyro.
The suction gage indicates the amount of suction in the
vacuum system. All vacuum lines are color-coded white
and green.
(b) VACUUM PUMP.
1. DESCRIPTION.-The Type B-12 vacuum
pump mounted on the right forward end of the engine pro-
vides a suction flow of not less than 3.75 in. Hg as indicated
on suction gage on instrument panel when operating at 1000
rpm (sea level). Lubrication for this high-speed pump is
provided by oil ducts through the engine mounting pad.
2. INSTALLING VACUUM PUMP.
a. Install.a dry gasket over the mounting studs,
making certain that the gasket oil holes line up with the oil
holes in the engine pad and that they are clear of any gasket
particles or foreign matter.
b. Position the pump and tighten the mounting
nuts carefully and evenly.
CAUTION
The oil holes must line up in order to ensure proper
pump lubrication.
c. Install suction and discharge lines to the
proper pump ports. The inlet port for either direction of
rotation is designated by arrows stamped on the exterior
machined surface next to the cover.
(c) VACUUM RELIEF VALVE.
1. DESCRIPTION.-The Type B-l2 relief valve
(figure 186), on the upper right engine strut, is a spring-
Figure 183-Removing Individual Instruments
RESTRICTED' 185
Section IV RESTRICTED
AN 01-60JF-2
SUCTION
RELIEF
VALVE B-12
LINE CODE
---- AIRSPEED
----. FUEL-OIL
----- VACUUM
---- MANIFOLD
-_.-- TACHOMETER
--------- ELECTRICAL WIRING
AIRSPEED STATIC
MANIFOLD BLOCK

FIREWALL
OIL RETURN TO ENGINE CASE -.----
VACUUM PUMP B-12A---J
TYPE A-' PRESSURE TRAN:'T
6
FUEL PRESS. "y" RESTRICTED
ENGINE FUEL PRESS. CONN.' c
ENGINE OIL PRESS CONN.------------ I
ENGINE MAN. PRESS. CONN. I I
OIL TEMP. CONN. AT OIL DRAIN==<I1}-------------------------., II
. CARB. AIR TEMP. CONN. AT INTAKE DUCT I
COOLANT TEMP. CONN. AT COOLANT II NE WELL : I I I
RESISTANCE-TYPE : I I
D--- TO ENGINE WATER INJECTION SYSTEM BULBS ! i I

"ll
TACH. CONN. AT ENGINE --------'1 ! :
TACHOMETER GENERATOR '::
I
i II
: I I
r-- i !I
I
: II .-
PARKER --j II
NEEDLE VALVE I I '
r----------I--- I !I! III 'II I
I I I I I I, I I
I
I
I
I
: I I __ --.J : I I I - - ---
! I I I L__ 11
I 1.1 : I I I II I I I i -IT TANK
: I L I I I I I-----n--------- FUSELAGE
I L . TANK
: I I '- -- I I
I --. 1 A__ _ J I
: I I __ _ --....J
I I L _
+
.. TYPE G-2- 24 V.
r;t
-_J I T D.C. I

AIRSPEED DRAIN TEES 8 SUMP 'I

' REMOTE COMPASS TRANSMITTER
AIR FILTER .J
I
D- TO HYDRAULIC RELIEF AND WING FLAP VALVES I
r------.J

"'-- STATIC PRESS. TUBE 8 PLATE
Figure J84-/nstrument System (Schematic Diagram)
186
RESTRICTED
11 Connecr rigid airspeed pressure line (G)
to flexible line ro indicacor.
12 Connecr flexible line (H) from bank-and-
rurn indicaror to oank-and-rurn needle valve.
13 Connecr flexible line from manifold
pres ure indicator to line assembly (1), flexible
line from oil pre sure indicator ro line assem-
bly (J), and flexible line from fuel pressure
indicator to line assembly (K).
14 Connecc respective eleccric connecrors to
elecrrically operaced insrruments.
NOTE: Two men are required to install
or remove in rrumenr panel. \''(Ihen handling,
care should be exercised ro avoid damaging
insrruments.
RESTRICTED
AN 01-60JF-2
1 Remove cowling jusc forward of
che windshield.
2 Unlock dzus fasceners and lower
electrical control panel assemblies co
gain access to accaching points below
che supporting beam of che inscru-
ment panel.
6 Artach vacuum and filrer manifold block
(A) to bracker on panel lower upporr beam.
7 Bolr airspeed staric manifold block (B)
rhrough holes provided in panel lower sup-
porr beam.
8 Connecr rigid vacuum line (0 and air
filrer line (0) to manifold block.
9 o n n e ~ r rigid line (E) from bank-and-
rum needle valve to vacuum manifold block.
10 Connecr airspeed sraric line (F) to sraric
manifold block.
REMOVAL: Essenrially che reverse of
insrallarion procedure.
Section IV
3 Posicion panel so ic rescs on lower
mOunt assemblies, and upper aceach-
ing boles are in line wich holes in
brackers.
4 Anchor panel co lower mounrs,
Adjusr upper aceaching bolrs fore and
afr until panel is in correct posirion.
A porrion of rhe bolr i flaceened to
facilirare rhis adju rmenr.
5 Arcach rhe rwo bonding braids to
insrrument s\1pporr panel.
~ .. SAFETY WIRE
TO FIREWALL
Figure 18S-Removing Instrument Panel-Complete
RESTRICTED 187
Secticm IV RESTRICTED
ANOl-60JF-2
\
\
____----------GYRO HORIZON
----BANK-AND-TURN THROTTLING VALVE
GYRO
----------BANK-AND- TURN INDICATOR
.... ---!".,..,....,-->.,--------OIL SEPARATOR
LINE TO COMBAT FUEL TANKS
VACUUM PUMP-----------
VACUUM MANIFOLD BLOCK
VACUUM RELIEF VALVE----J
126
Figure J86-Vacuum System
188 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
126-51-155
STEP 3
Increase the engine speed to maxi-
mum rpm attainable on the ground;
the suCtion gage reading must not
exceed 4.25 in. Hg.
NOTE:
If proper adjustment
cannOt be made by
turning the adjust-
ing n u ~ check for
direy valve screen or
sticky valve.
STEP 1
Run engine at 1000 rpm.
STEP 2 .J/
Remove lockwire, loosen locknut, and rum valve
adjusting nut to give a suction gage reading of
3.75 in. Hg.
Figure 187-Adjusting Vacuum Relief Valve
loaded disc-type valve with the disc held against a screened
valve set by a spring. Tension of the spring may be altered
by an adjustment screw on the outside of the housing. This
valve serves to regulate the vacuum and relieves the pump,
BANK AND TURN INDICATOR GYRO SPO - R ~ M
g g ~ ~ g
~ ~ Q
TIME FOR 180' POiNTER-WIDTH TURN ON FIRST
FLIGHT is 58 SECONDS. THE GROUND CHECK
GiVES SUCTION VALUE OF 2.38 IN. HG.
FROM THE GRAPH 58 SECONDS EQUALS 1.84
IN. HG. SUBTRACT 1.84 IN. HG. FROM THE
STANDARD VALUE OF 1.90 iN. HG. ADD
DIFFERENCE .06 TO THE SUCTION VALUE
OF 2.38. ADJUST BANK-AND-TURN NEEDLE
VALVE (THROTTLING VALVEI TO 2.44 IN. HG.
80
70
60
'"
<:>
~
<:>
~
50
'"
~
~
.....
40
C,
!l!
~
~
30
'"
:II
i::
20
10
0
0
o
o
o
..
.5
o
o
Sl
o
o
'"
'"
1.0 1.5
SUCTION - INCHS OF H.G.
2.0
EXAMPLE:
o
~
2.5
o
o
o
"j
3.(
Figure 188-Sank-and-Turn Chart
RESTRICTED 189
Section IV
Paragraph 18
RESTRICTED
AN 01-60JF-2
Figure J89-Cleaning Vacuum Air Filter (Skinner)
should a vacuum line on [he ins[[umenc side of [he valve
become closed.
2. ADJUSTING VACUUM RELIEF VALVE.
(See figure 187.)
a. For access to the vacuum relief valve, remove
the upper right engine cowling panel.
b. Run the engine at approximately 1000 rpm.
The vacuum pressure will then be indicated at the suction
gage on the instrument panel.
c. Remove lockwire, loosen locknut, and turn
the valve adjusting nut (figure 187) to give a suction gage
reading of 3.75 in. Hg minimum.
d. Increase the engine speed to the maximum
rpm attainable on the ground; the suCtion gage reading
should not exceed 4.25 in. Hg. If this limit is exceeded, read-
just the valve.
e. If proper adjustment cannot be made by turn-
ing the adjustment nut, check the valve for cleanliness of
screen, sticky valve, or loose adjustment.
f. After adjustment is made, tighten and safety
the locknut, and then replace the engine cowling.
(d) VACUUM SYSTEM OIL SEPARATOR.-The
Type B-12 oil separator (figure 186), mounted on the right
engine strut forward and below the heat exchanger, removes
oil from the pump discharge and air returns it to the crank-
case; the air is then utilized to pressurize the combat tanks
when they are installed, or is exhausted to the outside air.
The oil outlet has a removable fitting containing a perforated
disc strainer which should be removed and cleaned in a
cleaning fluid every 100 hours. The unit contains no moving
parts.
(e) VACUUM SYSTEM AIR FILTER.
1. DESCRIPTION.-An AN5822-1 air filter (fig-
tire 186), attached to the cockpit floor (upper wing surface)
directly below the instrument panel, is connected to the
vacuum and air filter manifold block, and filters air into the
system free of dust and other foreign matter. Two model air
filters are used, the Skinner and Purolator.
2. CLEANING VACUUM SYSTEM AIR
FILTER.
a. SKINNER MODEL. (See figure 189.)
Note
If compressed air is not available, clean the filter
element with a stiff-bristle brush and wipe with a
clean cloth. If neither compressed air nor brush
is available, rinse the element in gasoline or flush
with water under pressure; wipe the element with
a clean cloth and allow it to dry thoroughly before
installing.
b. PURaLATOR MODEL. (See figure 190.)
STEP I
REMOVE FILTER, BREAK
SAFETY WIRE,DISENGAGE
BOLT; THEN REMOVE DIF-
FUSER AND FILTER ELE-
MENT
STEP 3
WIPE FOREIGN MATTER
FROM ALL INTERNAL
PARTS
STEP 2
APPLY COMPRESSED AIR TO
THE OPEN ENDS OF TUBULAR
FILTER ELEMENT FIRST, HEN
ALONG THE ELEMENTS FROM
EITHER END.
OTE
DO NOT APPLY AIR AT RIGHT
ANGLES TO THE ELEMENTS AS
THIS WILL HAVE A TENDENCY
TO WEDGE IMPURITIES BETWEEN
THE DISCS
FILTER
FILTER BOWL
190
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
suction value corresponding to the timed pointer width turn
obtained in paragraph (a).
ASSEMB Y
STEP 2
CAREFULLY REMOVE FILTER
ELEMENT FROM COVER ASSEM-
BLY SO DISCS ARE NOT DAMAG-
ED OR SEPARATED.
FILTER ELEMENT
STEP I
REMOVE FILTER ANO BREAK __..........
SAFETY WIRE FROM BOLT
AND DISENGAGE IT; THEN
ROTATE FILTER ELEMENT
AN 0 COVER ASSEM SLY TO
REMOVE FROM THE HEAD
ASSEMSLY.
(1) Remove the windshield cowling located
just forward of the windshield.
(2) Connect a sensitive portable suction gage
to the normally plugged opening on the back of the bank-
and-turn indicatOr.
b. ADJUSTING THE BANK-AND-TURN
THROTTLING VALVE.
(f) BANK-AND-TURN INDICATOR
(AN5820-l).
1. DESCRIPTION.-The bank-and-turn indicator
is composed of a gyroscope-type turn indicator and a bank
indicator. The bank indicator is a liquid-filled curved tube
in which a free-rolling inclinometer ball changes position
according to the direction of the force of gravity and cen-
trifugal force. This instrument has no caging knob.
(a) During a flight test, make a one-
pointer width turn at cruising speed and a l80-degree change
in heading, as indicated by the directional gyro, timed with
a stop watch.
. (b) With the airplane on the ground and
the engine running at cruising rpm, measure the suction
near the case of the bank-and-turn indicator with a test
suction gage.
2. BANK-AND-TURN THROTTLING
VALVE.
a. DESCRIPTION.-The bank-and-turn indi-
cator is operated with less suction than the other gyroscopic
instruments. Excessive suction applied to this indicator
would cause the rotor to revolve at too high speed and in-
crease the wear and also the sensitivity of the instrument to
an undesirable extent. For this reason, a needle valve,
mounted on the upper left longeron forward of the instru-
ment panel (figure 186), is connected in the suction line to
the indicatOr to regulate the suction to this one instrument.
(3) Run the engine at approximately 1000
rpm, and adjust the bank-and-turn valve screw (figure 186)
for a minimum suction of 1.8 in. Hg.
(4) Run the engine up to 2600 rpm and take
another reading of the portable suction gage; it should not
exceed 2.05 in. Hg. Remove the portable suction gage and
replace the plug in the back of the bank-and-turn indicator.
It is desirable to have a deflection of one-pointer width
U3'2-inch) on indicatOr for rate of turn of 180 degrees per
minute at cruising speed. However, because of varying tem-
peratures and individual instrument characteristics, a vacuum
of 1.8 to 2.05 in. Hg will not always produce this desired
sensitivity. To secure the desired sensitivity of each indi-
vidual instrument, the following procedure should be fol-
. lowed:
(c) From the chart (figure 188). obtain the
Figure 190-Cleaning Vacuum Air Filter (Puro/ator)
RESTRICTED 191
Section IV RESTRICTED
AN 01-60JF-2
AIRSPEED INDICATOR
AIRSPEED STATIC
MANifOLD BLOCK
'---- STATIC LINE SUMP
DETAIL A
STATIC HEADS
ALTIMETER
RATE-Of-CLIMB
INDICATOR
STATIC LINE ------
TYPE G-2 PITOT HEAD
PRESSURE LINE -----...
Figure 191-Airspeed System
192 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
(d) Subtract this suction value from the
standard value of 1.90 in. Hg. If the difference is plus, sub-
tract it from the test suction gage reading; if minus, add it.
Then adjust the valve to obtain the corrected test suction
gage reading.
(e) On a flight check, a pointer-width rum
at cruising speed should produce a ISO-degree change in
heading in 60 seconds.
(g) GYRO HORIZON INDICATOR (Flight In-
dicator, AN5736-1).-The gyro horizon indicator, employ-
ing a miniature plane and a gyro-actuated horizon bar, is
used during instrument flights to indicate the relative longi-
tudinal and lateral attitude of the airplane. The horizon bar
will indicate a glide or climb of 60 degrees and a bank of
100 degrees, right or left. This instrument is provided with
a caging..knob.
(h) SUCTION GAGE (AN5771-5).-A vacuum
system suction gage, mounted on the instrument panel, in-
dicates the amount of pressure below atmospheric pressure
to the gyro indicators. The dial of the suction gage is gradu-
ated in inches of mercury. Two in. Hg is approximately
equivalent to one pound per square inch.
(i) DIRECTIONAL GYRO (Turn Indicator,
AN5735-l).-The directional gyro indicator is used to sup-
plement the magnetic compass in maintaining the airplane
ona straight course. The indicator is nonmagnetic, that is,
not affected by any magnetic disrurbances. Relative move-
ment of the airplane from right to left shows on the circular
card which is graduated in degrees the same as a compass
card. This instrument is provided with a caging knob.
Note
Gyros should never be caged on the ground.
(2) AIRSPEED SYSTEM.
(a) DESCRIPTION.-The airspeed system (figure
191) consists of a Type G-2 pitot head, two static plates, an
airspeed indicator, an altimeter, a rate-of-climb indicator,
and the connecting lines. The lines are identified by colored
tape, the pressure line being coded black and the static lines
green and black. To facilitate the proper connection of the
Put masking tape over static plates. -- ,
SfEP 1
STEP 3
Set altimeter
zero.
SfEP 4
Slowly apply suction until alti-
meter indicates 1000 feet (105
inches mercury or 14.24 inches
water); then "pinch off" the rube
and secure it with a suitable
clamp.
T
14.24"
--.L
CAUTION
Do not apply pressure to the static line.
SfEP 2
Remove sump, and attach
manometer.
SfEP 5
The altimeter must not indicate
less than 850 feet during a one-
minute period. Tap the altimeter
to keep the pointers swinging
freely.
SfEP 6
If altimeter indicates less than 850 feet, locate
leak with soapsuds and repair it.
IMPORTANT
Regulate the slow application and removal of
suction so the rate-of-climb indicator does not in-
dicate more than 2000 feet per minute.
SfEP 7
Remove masking tape from static plates.
Remove manometer, and reinstall sump.
Figure 192-Testing Airspeed System (Static Line)
RESTRICTED 193
Section IV
Paragraph 18
RESTRICTED
AN 01-60JF-2
lines, the fittings on the lines and instrument cases are
stamped with the letters "S" (static) and "P" (pressure).
Note
The static and pitOt openings must always be clear
of dirt and debris for proper functioning of the
instruments affected. Cover these openings when
the airplane is parked on the ground.
(b) TESTING AIRSPEED STATIC PRESSURE
LINE. (See figure 192.)
(c) TESTING AIRSPEED PRESSURE LINE.
~ figure 193.)
(d) TESTING AIRSPEED SYSTEM INSTRU-
MENT CASES. (See figure 194.)
Note
Leaks in the cases of instruments operating under
static pressure (altimeter, rate-of-climb indicatOr,
and airspeed indicatOr) are the usual cause of un-
desirable pointer oscillation and errors in indi-
cation. If the case of an instrument leaks in excess
of 0.80 inch of water under the test conditions,
there is possibility that the varying pressures of the
cockpit will leak into the case and cause the point-
ers to oscillate.
(e) PITOT HEAD.
1. DESCRIPTION.-The Type G-2 pitOt head is
a single unit installed on the underside of the right wing
with its axis parallel to the longitudinal axis or thrust line of
the airplane so as to furnish an accurate value of impact
(pi tOt) pressure, caused by the motion of the airplane
through the surrounding air. The forward part of the head
is open to receive the full force of the impact pressure. The
head is equipped with two resistance-type heaters in the
forward end to prevent the formation of ice which would
cause an erroneous reading of the airspeed indicatOr.
Note
The pitOt heat switch, on right switch panel, must
be "OFF" when airplane is on the ground or w.hen
heat is not required, to prevent burning Out of the
heating elements and possible discharging of the
battery.
SIEP 3
Apply pressure slowly until air-
speed indicator indicates 150
mph (.82 inches mercury or
ll.l8 inches of water pressure);
then "pinch off" source of pres-
sure and secure with a suitable
clamp. -----------------...
SIEP 2
Connect a source of pressure to the
pitot pressure opening of the pitot
head.--_____
SIEP 1 I
Seal with masking tape.---.J
WATER MANOMETER
The airspeed indicator must not in-
dicate less than 140 mph during one-
minute period. Tap [he indicator to
keep the pointer swinging freely.
SIEP 5
1 airspeed indicatOr reads less than
140 mph, locate leak with soapsuds
and repair it.
t
I
II.IS" WATER LEVEL DIFFERENTIAL
CAUTION
Do not apply suction to the pi tot
pressure line.
SIEP 6
Remove masking tape and water mano-
meter from pitOt head.
194
Figure 193-Testing Airspeed System (Pressure Line)
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
INSTRUMENT INSTRUMENT
(FRONT VIEW)
Di"connect c. ch in,trUI11Cllr
from pirot <,f.l(ic 'y,tcll1.
u}
STEP 4
Remo\"C ,ource of ,uction .lIlel w.lrcr
1ll.1Il0Illeter; reconnect r.lric line' to
imtrul11enr" ming Spec. i\ i'\ -C- S3
thre,ld compound to the ,crew
th read,.
Pack compound, AA F Spec.
2-87, around the CO\ ergLl" .lIld ,n'll>
ring to 1ll.lke e.. ,c .Iirright for t<;,t.
TEP 2
STEP 3
Connect a source (If .Ind .1 warer
1ll.lJ1omcter. t\ ppJ)' .1 ,uerioll of JO inche,
of w.lrer; rhen "pinch off" rhe ,ource of
,ucrion wirh .1 ,uir.lble cLlmp. 1.IIlomcrcr
Ic\cl ll1u,r nor c11.lnge by more rh.m .80
ineh during .1 period of 10 <,cconck
DIFFERENTIAL
WATER PRESSURE
TEP 1
STATIC
OUTLET
CLAMP
!

'-
MANOMETER

102-51-168
Figure 194-Testing Airspeed System (Instrument Cases)
2. REMOVING AND INSTALLING PITOT
HEAD.-The three procedure steps given in sequence in
figure 195 illustrate the correct merhod of removing and in-
stalling the pitot head from the airplane. The caution given
is very important in preventing the head from being seri-
ously damaged and causing the airspeed instruments to indi-
cate incorrectly.
(/) AIRSPEED INDICATOR (Type F-2).-The air-
speed indicator is a sensitive differential pressure gage that
measures the difference between pitot tube impact air pres-
sure and static air pressure.
(g) ALTIMETER (AN5760-2).-The altimeter de-
termines the altitude at which an airplane is flying by meas-
uring atmospheric pressure.
(b) RATE-QF-CLIMB INDICATOR (AN5825-l).
-The rate-of-climb indicator shows the rate of ascent or
descent of the airplane; it is used in making banked turns
without gain or loss of altitude, and in establishing a definim
and constant rate of descent in making an instrument
landing.
(3) MAGNETIC COMPASS SYSTEMS.
(a) REMOTE-INDICATING COMPASS.-An
AN5730 remote-indicating compass system is used because
of the effect the airplane's armor plate would have on a
direct-reading magnetic compass. The system consists of a
transmitter (compass) in the left wing near the tip and an
indicator mounted on the instrument panel. (See figure 196.)
The system is powered by 26-volt, 400-cycle alternating cur-
rent supplied by the inverter. The transmission of the mag-
netic indications of the compass to the indicator is entirely
electrical, the only rotating parts in the system being the
compass float and the indicator rotors. The system uses a
self-synchronous method of electrically transmitting induced
voltages from the coil in the transmitter to the coil in the
.indicator. The coils are wired in parallel and energized by
the alternating current. A permanent magnet mounted on a
shaft is free to rotate in the center of the transmitter coil
magnetic field. Rotation of the permanent magnet, by adjust-
ment, will cause the indicator to follow in the same direction
and with the same angular displacement. The indicator shaft
RESTRICTED 195
Section IV RESTRICTED
AN Ol-60JF-2
STEP 2
Slide supporting tube up into wing,
exposing coupling on airspeed pressure
line. Remove electrical plug
&
N0 .. "... --1
"" -;/
STEP 1
Remove 8 acraching screws
from wing and picot head.
Tube will shear at
this point when lower
pressure
line is allowed co turn.
o
STEP 3
Rotate upper nut co tighten or
release coupling. Hold lower
nut rigid co avoid damaging lower
airspeed pressure line.
See Detail A
Figu/'e 195-Removing Pitot Head
196 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
DETAIL A
(ROTATED /35 DEGREES)
SETTING
/
/
COURSE
/ KNOB
ACCESS DOOR
BONDING BRAID
"----- ACCESS DOOR
IIHI"---::i7-- REMOTE-INDICATING COMPASS TRANSMITTER
TERMINAL BLOCK
I
STAND- BY COMPASS
(TYPE B-21)----....
REMOTE-INDICATING
COMPASS INDICATOR-r-",-,
/ ..... -GUIi
INVERTER
ELECTRICAL
SOCKET
Figure J96-Compass System
carries the pointer which shows the airplane's magnetic
heading.
(b) DIRECT-READING COMPASS.-A Type
B-21 direct-reading vertically mounted type compass is in-
stalled on a bracket on the upper right side of the instrument
panel. This compass, commonly called a "stand-by compass"
as it is for emergency use only, consists of a metal bowl filled
with compass fluid, and a semifloat-type card graduated in
five increments. For the purpose of correcting deviations of
the card which result from magnetic disturbances, a compen-
sating system utilizing a built-in permanent magnet com
pensator is attached to the compass.
Note
Compensate either type compass every 100 hours
or at least once in each 3-month period, and at
times when a change of equipment likely to affect
the compass is made.
(c) SWINGING THE COMPASS (Direct-reading
or Remote-indicating).
1. GENERAL.-Ground swinging of the air-
plane's compass can be done by using a swinging compass or
a compass "base" (rose).
a. SWINGING COMPASS.-This method re-
quires the use of a standard aircraft compass (Pioneer Type
B-16), which has had its compensating assembly removed
and replaced by a swinging compass sight (Stock No. 7800-
725200). To determine the magnetic heading of the airplane,
stand at least 50 feet behind the airplane with the swinging
compass in cupped hands and align the sight with the air-
plane's longitudinal axis by reference to a radio mast or fin,
row of central fuselage rivets, or any suitable line or pair of
objects on the airplane. When the sight hairline and the
object sighted are aligned, the reading on the compass will
indicate the airplane's magnetic heading. If the reading was
N
s
Figure J97-Compass Swing Base (Compass Rose)
RESTRICTED 197
Section IV
Paragraph 18
NOTE: AFTER COMPASS IS COMPEN-
SATED, REMOVE TOOL AND REPLACE
NUT AND WASHERS.
RESTRICTED
AN 01-60JF-2
REMOVE UPPER NUT AND WASHERS
SCREW STUD INTO THUMBSCREW, THEN
RAISE PLATE AND SCREW THUMBSCREW
ON MOUNTING SCREW. LOWER PLATE
SO THAT STUD PASSES THROUGH SHOCK
ABSORBER. PLACE LEVEL ON TRANS-
MITTER AND TURN THUMBSCREW UNTIL
LEVEL BUBBLE IS CENTERED.
.
~
~
Figure J98-Leveling the Compass
8/32 X 1-1/4" BRASS
"STUD" (MAY BE MADE
FROM 7S4-B8-22
SCREW WITH HEAD
CUT O F F l ~
taken from in front of the airplane, obtain the magnetic head-
ing by adding or subtracting 180 degrees.
b. COMPASS BASE (Rose).-The compass
swing base (compass rose) (figure 197) must consist of a
level circular area having a smooth surface of sufficient
strength to suPPOrt the weight of the aircraft without crack-
ing or forming depressions under the wheels. No magnetic
materials shall be used in construction of the compass rose.
The direction of the horizontal component of the earth's
magnetic field, measured at any point between 2 and 6 feet
above the surface of the base extending over -the whole area
of the base, must not differ by more than one degree from
the direction measured at any other point in the space. The
direction and uniformity of the earth's field must be de-
termined by a licensed surveyor prior to the use of the area
for compass swinging, annually thereafter, and also after any
magnetic material such as buildings, railroad tracks, direct-
current power lines, etc., are installed within 200 yards of
the base or rose. Any change in direction of the magnetic
meridian and the date of this observation must be clearly and
permanently marked on the surface of the rose. Position
airplane on swing base (rose) as shown in figure 195.
CAUTION
The airplane must be at least 100 yards from
autonlobiles, tractors, steel buildings, or other air-
craft. All magnetic materials, such as pocket knives,
tools, mechanical pencils, and steel scales, must be
removed from personnel engaged in swinging the
compass. All airplane equipment having any mag-
netic effect on the compass must be secured in the
position occupied in normal flight.
2. COMPASS SWINGING PROCEDURE.
a. Having selected an area and method for
swinging the compass, level the airplane to within 5 degrees
while being compensated. On early airplanes this may be
done by raising the transmitter with the special tool shown
in figure 198. If machine shop facilities are not available for
construction of this tool, an alternate tool can be made from
a common bronze bushing, drilled and tapped for an 8/32-
inch thread.
b. The compass must be filled with compass
fluid. If the external surface of the stand-by Type B-21 ver-
tically mounted direct-reading compass is damp with liquid,
or a bubble forms within the compass, these are indications
that liquid is required and the compass must be filled.
c. Align the white dots on the compensating
screws (figure 200) with the dots on the compass, using a
nonmagnetic screwdriver. On the Type B-2l compass, the
compensating screws are behind the small plate on the front
of the instrument. On the remote-indicating compass, the
compass access door on top of the wing (figure 196) must be
removed in order to align the white dots. Turn on the in-
verter which supplies power to the remote-indicating com-
pass by turning on the battery-disconnect switch or by attach-
ing an external power supply to the airplane.
d. Head the aircraft to Magnetic North, East,
South, and West, using either method (swinging base or
swinging compass), and read the airplane's compass.
Note
Start the engine; if there is no deviation in reading
between engine running and engine stopped, the
remainder of the compass swinging can be done
while the engine is not running.
e. Enter the magnetic headings and compass
readings in their appropriate spaces under "Compensating
Swing," on AAF Form No. 57. Subtract the airplane compass
readings fJ;om the corresponding magnetic headings to obtain
the deviations. Enter the deviations and their signs in the
next column. (See example in paragraph f. (3) (c) 3. a.
using assumed headings.)
f. Using the recorded deviations, calculate the
Coefficients A, B, and C, ao;:ording to the formulas on the
lower part of the form. (See example in paragraph f. (3) (c)
3. b. using assumed headings, and also figlfre 199.)
g. With the airplane on Magnetic North, add
Coefficient C algebraically to the aircraft compass reading ort
198 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
the heading to determine what the instrument should indi-
cate when compensated. (See figure 199 under Coefficient C,
and example in paragraph f. (3) ( c) 3. c.) Make the compass
indicate the compensated value by adjusting the N-S com-
pensating screw (figure 200) (use nonmagnetic screwdriver).
h. With the aircraft's head on Magnetic East,
add Coefficient B algebraically to the aircraft compass read-
ing on that heading to determine what the instrument should
indicate when compensated. (See figure 199 under Coefficient
B, and example in paragraph f, (3) (c) 3. c.) Make the com
pass indicate the compensated value by adjusting the E-W
compensating screw (figure 200) (use nonmagnetic screw-
driver).
Note
If the N-S compensating screw is inadvertently
moved when the airplane is heading Magnetic
East, procedure g. must be repeated. Before doing
so, reset the N-S compensating screw for zero
effect.
i. This step will be necessary only with the
remote-indicating compass, as the Type B-2l vertically
mounted direct-reading compass is mounted on the instru-
ment shroud, and correction for Coefficient A is impractical
and may be omitted. With the airplane on any heading, add
Coefficient A algebraically to the reading of the compass on
that heading to determine what the instrument should read
when compensated. (See example in paragraph f, (3) (c) 3.
c., and Coefficient A in figure 199.) Make the compass indi-
cate the compensated value by rotating it bodily clockwise
if Coefficient A is positive, or counterclockwise if Coefficient
A is negative. Then secure the compass.
j. Place the airplane's head on the cardinal and
quadrantal magnetic headings (East, Southeast) and enter
the magnetic headings and the corresponding compass read-
ings in their proper spaces on AAF Form No. 57 under
Residual Swing. (See figure 199.)
k. Complete the form according to the subtrac-
tions indicated at the bottom of the last two blank vertical
TURN ADJUSTING SCREWS SO THAT
WHITE DOTS ARE ALiGNED--------,.....
COMPENSATING RESIDUAL AIRCRAFT
SWING SWING COMP.
ACTUAL AIRCRAFT
DEV,"
JACTUAl "'IRCRN'"
C

HEAD'M) COMPo !taO1M) COMP. ToP

N 000 000 004 -4
000 000 a 000 a
NE 045 >< ><'" 045 045 a 045 0
E 090 090 088 +2 090 090 a 090 a
SE 135
>< ><
135 135 a 135 a
S 180 180 178 +2 180 179 +1 180 -I
SW 225
:>< ""':><::'"
225 225 a 225 a
W 270 270 274 -4 270 270 0 270 +0
NW 315
:>< ""':><::'" 315 316 -I 315 +1
1I) 12 ) IH21 IS) (4)
1'1"(4) 4)-131
IF SWINGINfi COMPASS IJSED AHEAD OF AIRCRAFT ADD OR SIJ/lT!fACT 180
COEFF.C ,,a
l

4
);1+2)_-t- 3
COEFF.B 4).+t-+3
COEFF. A =
N.. f .. s .. w a1-4)+1+2)+(+2)+(-4). -.!.--I
444 109-54-16IA
Figure J99-Compass Correction Card Form AAF57
columns. (See figure 199.) Tear off the compass card and
place in the compass card holder in the cockpit. File the re-
mainder of the card as a permanent record.
3, EXAMPLE OF USE OF AAF FORM NO. 57.
a. DETERMINING ACTUAL AND OB-
SERVED HEADINGS.-A numerical example illustrates
the use of AAF Form No. 57. (See figure 199.) Assume the
airplane has been headed to the four cardinal magnetic
headings by means of an accurate swing base (rose). In
Column 1, enter figures identical to those printed after the
letters "N," "E," "S," and "W" at the left of the form. In
Column 2, enter the actual observed aircraft compass read-
ing while the airplane is in each heading. Assume that the
reading on North Magnetic heading is 004 degrees; East 88
degrees; South 178 degrees; West 274 degrees. The next
column, headed "Dev'n," will be Column 2 subtracted alge-
braically from Column 1; i.e., in the case of North, subtract
004 degrees from 000 degrees, thus getting an answer of -4
degrees. Similarly for East, 90 - 88 = +2 degrees; for
South, 180 - 178 = +2 degrees; for West, 270 - 274 =
-4 degrees.

r- c:::> R.. E:. ______

-------
Figure 200-Aligning the Compass Screws
RESTRICTED 199
Section IV
Paragraph 18
RESTRICTED
AN 01-60JF-2
b. CALC;:ULATING COEFFICIENTS. - The
calculation of Coefficients A, B, and C is made algebraically
according to the formulas on the lower part of the form.
Calculate coefficients in the following manner:
(l) ADDITION.-To add numbers having
the same sign, all (+) or all (-), merely add the numbers
and use the same sign. To add numbers having different
signs, some (+) and some (-), add all the numbers having
the same signs and subtract the smaller total from the larger
total; then use the sign of the larger total.
Example 1: (+4) + (+1) = +5
(-4) +(-1) = -5
Example 2: (+4) + (+1) + (-3) + (-5)
(+5) (-8)=-3
(2) SUBTRACTION.-To subtract numbers
having the same or different signs, change the sign of the
subtrahend (the second number or the number to be sub-
tracted), and then add as explained in paragraph (1) pre-
ceding.
Example 1: (-4) - (-1) = (-4) + (+1) =-3
Example 2: (+4) - (+1) = (+4) + (-1) = +3
Example 3: (-4) - (+1) = (-4) + (-1) =-5
Example 4: (+4) - (-1) = (+4) + (+1) = +5
c. MECHANICAL COMPENSATION.-With
the airplane headed North again on the compass "rose,"
adjust the N-S compensating screw to change the compass
card position the same number of degrees as Coefficient C.
This will change the compass reading at Magnetic North
from 004 degrees to 001 degrees, since Coefficient C equals
-3 degrees. Similarly, with the airplane headed East, the
compensated reading will be 088 degrees plus a +3 degrees,
or plus a +091 degrees. This is accomplished by adjusting
the E-W screw. With the airplane remaining on the East
heading (or any other convenient heading), add Coefficient
A (in this case equals -1) to the aircraft compass reading to
determine what the final compensated reading should be. The
compass should read 91 degrees plus a -1 degree = 90 de-
grees after Coefficient A has been added. Rotate the remote-
indicating compass transmitter bodily counterclockwise
when Coefficient A is negative, or clockwise if Coefficient
A is positive. Coefficient A correction may be omitted for
vertically mounted, direct-reading compasses.
d. COMPLETING AAF FORM NO. 57.-
Record the compass reading on the East heading on Column
4, under "Residual Swing," when line 3 of Column 4 is
within the 90 degrees. Turn the aircraft by 45-degree stages
to all cardinal and quadrantal headings, recording all read
ings in Column 4. Insert the true magnetic headings in
Column 3. Subtract Column 4 from Column 3 and enter the
result under the C to M Column. Subtract Column 3 from
Column 4 and enter the results in the M to C Column. Figure
199 shows the completed card according to the figures given
in this example.
g. ENGINE INSTRUMENT SYSTEMS.
(1) DESCRIPTION.-The engine instruments consist
of the following: dual temperature gage, consisting of a
coolant and carburetor air temperature indicator, engine
gage, manifold pressure gage, tachometer indicator, and a
water injection pressure gage. (See figure 201.) The engine
gage consists of three gages in one case for indicating oil
temperature, oil pressure, and fuel pressure.
Note
When replacing markings on instrument dials,
refer to T.O. OI-60JF-1.
(2) DUAL TEMPERATURE INDICATOR
(AN5795-6).
(a) DESCRIPTION.-The dual temperature indi-
cator consists of a carburetor air and coolant temperature
indicator enclosed in one case. Both gages are of the modified
Wheatstone bridge or ratiometer type. The coolant indicator
is electrically connected to a Type AN5525-2 resistance bulb
in the coolant line just forward of the firewall on the right
side of the airplane. The carburetor air temperature indicator
is also electrically connected to a Type AN5525-2 resistance
bulb in the carburetor air scoop elbow on the right side of
the engine just forward of the firewall.
(b) INSTALLING ENGINE COOLANT RESIST
ANCE BULB.-The resistance bulb is accessible after the
right top cowling has been removed. Install the bulb in the
following manner:
1. Screw the bulb into the well in the coolant line.
2. Insert the safety wire.
3. Insert the connector plug into the socket and
secure in place.
4. Install the right top cowling.
(c) INSTALLING CARBURETOR AIR
TEMPERATURE BULB.
1. For access to the bulb, remove the lower engine
cowl just forward of the firewall.
2. Screw the bulb into the well.
3. Safety wire the bulb.
4. Insert the connector plug into the socket end
of the bulb and secure in place.
5. Install the lower engine cowling.
(3) ENGINE GAGE (AN5773-1).
(a) DESCRIPTION.-The engine gage incorporates
three instruments in one: an oil temperature, oil pressure,
and a fuel pressure indicator. The instrument is mounted on
the lower right side of the instrument panel.
(b) OIL PRESSURE INDICATOR.
1. DESCRIPTION.-The oil pressure indicator
which indicates from 0 to 200 pounds per square inch is of
the bourdon spring type and utilizes a segment and pinion
movement to transmit spring deflection to the point. A line
attached to the oil pressure port of the engine is routed di-
rectly to the oil pressure indicator.
200 RESTRICTED
TACHOMETER GENERATOR
-
CARBURETOR AIR
TEMPERATURE BULB
AN FUEL PRESSURE TRANSMITTER
RESTRICTED
AN 01-60JF-2
DIAPHRAGM
FILLER CHECK VALVE
MANIFOLD PRESSURE
LINE -----,
Section IV
ADJUSTMENT
KNOB
DETAIL B
CUTAWAY
.(ROTATED 180
0
)
COOLANT TEMPERATURE BULB
MANIFOLD PRESSURE
PURGE VALVE
DUAL THERMOMETER
OIL PRESSURE ------,
FUEL
,-------TACHOMETER
ENGINE GAGE
;------- MANIFOLD PRESSURE
-----
DETAIL A ---
CROTAT E090
0
)
Figure 20J-Engine Instrument System
RESTRICTED
128-51-127A
201
Section IV
Paragraph 18
RESTRICTED
AN 0160JF2
Figure 202-Filling Oil Pressure Line
(Extreme Weather)
2. FILLING OIL PRESSURE INDICATOR
LINE FOR EXTREME WEATHER. (See figure 202.)-In
order to prevent engine oil from freezing in the oil pressure
line, flush out this line in the following manner:
a. Disconnect the oil pressure gage line at the
engine connection.
b. Remove mounting screws from engine gage
unit, allowing gage to be pulled aft until the filler check
valve at oil pressure connection is readily accessible.
c. Remove cap from filler check valve.
d. Connect oil pressure gun, filled with light oil
(Specification No. AN-VV-O-366), to filler check valve.
e. Slowly force oil into filler check valve until
a small amount runs Out at the engine end; then connect the
line securely to the engine without withdrawing the pump
plunger.
f. Disconnect the oil gun from the filler check
valve, and replace cap securely. .
g. Mount the engine gage in the instrument
panel.
(c) FUEL PRESSURE INDICATOR.
1. DESCRIPTION.-The fuel pressure indicator,
which indicates from 0 to 25 pounds per square inch, is of
the bellows type. The indicator is connected to an AN5765-2
pressure transmitter on the lower right side of the engine.
The transmitter consists of a chamber divided by a synthetic
rubber diaphragm. One side of the chamber is connected to
the fuel pressure connection; the opposite side is connected
to the indicator by a small line filled with compass fluid. The
fluid accurately transmits to the indicator the fuel pressure
imposed on the engine side of the diaphragm.
2. TESTING FUEL PRESSURE LINE FOR
OBSTRUCTIONS.
a. Disconnect the fuel line at the instrument
and at the transmitter.
b. Apply air pressure at the instrument end of
the line, and check the other end for free flow of air.
c. Connect the flexible line to the instrument
fitting, but do not connect the rigid line to the transmitter.
d. Test line fitting for leakage. (See paragraph
3. following.)
3, TE,STING FUEL PRESSURE LINE
FITTINGS FOR LEAKS.
a. Install a suitable valve (a Schrader valve is
recommended) on the transmitter end of the fuel instrument
line.
b. Fill system through this valve from an AN
air bottle fitted with a pressure regulator, and test at 20
pounds per square inch maximum pressure as indicated on
the instrument. /
CAUTION
Do not exceed 20 pounds per square inch maxi-
mum pressure.
c. Test will be considered successful if no pres-
sure drop is indicated on the instrument gage after the pres-
sure has been maintained for at least one hour.
d. If instrument gage shows a pressure drop,
check the valve and all joints in the system for leaks, using
a brush and soapsuds.
e. If there is no leakage, remove the valve and
connect the fuel pressure to the transmitter.
CAUTION
The threads of each fitting used in the installation
. must be carefully coated with sealing compound
conforming with AAF Specification No. 3603
(Gasoila Varnish) before filling the system. The
compound must be of proper working consistency
prior to applicatiDn. Do not apply excessive
amounts.
4. FILLING "AN" FUEL PRESSURE SYSTEM.
(See figure 203.)
a. Remove the cap from the bleeder check valve
fitting.
b. Connect a bleed tube from the bleeder check
valve to a collector vessel.
c. Loosen locknut on transmitter knob until it
is off the threaded porrion of the stem. Push the knob inward
and turn clockwise about X turn until the stem locks in
place.
d. Remove the cap from the filler check valve
fitting on the transmitter and connect a filling tube from this
fitting to a source of hydraulic pressure, such as the master
gage pressure unit from a C-l instrument field test set.
202 RESTRICTED
RESTRICTED
AN 01-,60JF-2
FILLING CHECK VALVE
Figure 203-Filling "AN" Fuel Pressure System
Section IV
Paragraph 18
to'-5r- 8lA
Note
Successful operation of the system is dependent
upon a coinplete air-free filling of the transmitter
and the line to the gage, The filling and bleed lines
should be made of flexible, transparent material
so that air bubbles may be seen,
e. Fill the master gage pressure unit with com-
pass fluid, (Specification No. AN-VV-C-551). Flush the unit
once or twice. Engine oil or similar liquids should not be
introduced into the pressure transmitter system, as these
heavier fluids will result in faulty operation during low
temperatures.
f. With the piston of the master gage pressure
unit turned all the way in, fill the reservoir of the unit with
compass fluid. Set the control valve to "RES." and screw the
piston all the way out in order to fill the cylinder with fluid.
Then set the control valve to "LINE" and slowly turn the
pressure screw, forcing the liquid into the pressure trans-
mitter system.
g. When filling the transmitter system from the
master gage pressure unit, be sure that the unit is held nearly
level so that air will not be drawn into the cylinder and then
forced into the pressure transmitter or connecting lines. It is
very important to keep sufficient liquid in the reservoir of
the master gage unit at all times to prevent air from entering
the transmitter system.
h. Force the fluid through the pressure line to
remove all the air from the transmitter and the connecting
lines. Continue the filling operation until the air bubbles stop
coming through the bleed line.
Note
"Pinching off" the bleed line several times during
the filling operation helps draw bubbles out of the
fittings and the gage, and results in a more com-
plete filling.
i. Remove the bleed line from the gage fittings,
and replace cap.
j. Remove the fIlling line at the fuel pressure
transmitter, and replace cap. Be sure that the caps are tight
and do not leak.
k. Turn transmitter knob counterclockwise and
pull it out as far as possible; then tighten the locknut. This
seals the pressure plate stem at the point where it passes
through the casting.
Note
If a master gage pressure unit is not available, a
standard pressure gun may be used. Fill the gun
with compass fluid, connect gun to check valve
fitting on the transmitter, and then inject the con-
tents of the gun.
5. PRESSURE TESTING FUEL PRESSURE
LINE FOR LEAKS.
a. After filling operations are completed (para-
graph 4. preceding), apply air pressure through a pressure
regulator to the engine side of the transmitter, using the
special air valve. A pressure of 20 pounds per square inch
must be maintained on the fuel pressure gage for a period of
30 minutes with no visible drop in fuel pressure gage.
b. If there is no leakage, connect the engine line
to the transmitter.
c. If leakage is indicated by a drop in the pres-
sure, first check the pressure connection with soapsuds before
checking the lines and fittings in the system. Repair leak and
repeat the test.
(d) OIL TEMPERATURE INDICATOR.-The oil
temperature indicator is an electrical instrument with a ratio
movement or modified Wheatstone bridge connected to a
resistance bulb in the oil line on the right side of the engine.
The instrument will operate on either 12 or 24 volts direct
current.
RESTRICTED 203
LIFTING WIRE WITH FORMED
HOOK FOR RAISING FLOAT ARM
Section IV
THREADED PLUG
(REMOVED)
FLOAT COCKED POSITION
SHOWN IN DOTTED LINE
RESTRICTED
AN 01-60JF2
TRANSMITTER EMPTY
ADJUSTMENT
GENERAL ELECTRIC
TJ-17 FUEL LEVEL
TRANSMITTER
-----
-
-'
204
Figure 204-Calibrating Wing Tank Fuel Level Indicators
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 18
(4) MANIFOLD PRESSURE INDICATOR
(AN5770-3).
(a) DESCRIPTION.-The manifold pressure indi-
cator is of the vaporproof, absolute-pressure type. The indi-
cator consists of a two-celled, evacuated ,diaphragm and a
linkage system which transmits movements of the dia-
phragm to the indicating pointer. The indicator has a range
from 15 to 100 in. Hg. A purge valve, operated by a plunger
and knob on the instrument panel, is installed in the mani-
fold line for draining the line of any water condensation.
(b) CHECKING MANIFOLD PRESSURE
PURGE VALVE.
1. Start and run up the engine as per pilot's check
list.
2. When engine reaches 20 in. Hg, push the
button, beside the clock, for approximately 10 to 15 seconds.
The manifold pressure indicator pointer must show a de-
flection, thus indicating that the valve is opening and
moisture is being blown out of the line.
3. If there is no deflection of the instrument point-
er, replace the valve with a new one. Do not attempt to
repair the defective valve.
(c) ADJUSTING INDICATOR DAMPING
SCREW.-The damping screw is located in the pressure
inlet. To dampen, remove the line from the indicator and
proceed as follows:
1, Tighten the damping screw until it seats, and
then back it off slightly.
2. Apply a pressure to the instrument sufficient to
bring pointer reading to 50 in. Hg.
3. Pinch off the pressure and note the time required
for the pointer to indicate a reading of 32 in. Hg. This should
be between 1.5 to 2.5 seconds. Several damping screw ad-
justments will probably be required before the correct cali-
bration is obtained.
(d) TESTING MANIFOLD PRESSURE INDICA-
TOR FOR LEAK.-Apply a suction equivalent to 10 in. Hg
absolute pressure to the pressure connection of indicator.
Pinch off the source of suction. The pointer should not
change its position for a period of one minute.
(5) TACHOMETER (AN5530-l).-The tachometer is
used for remote indication of engine speed. An engine-
driven, three-phase alternating current tachometer generator
(AN5531-l) having a four-pole permanent magnet rotor is
connected electrically to a synchronous motor in the indica-
tor. The frequency of the three-phase power is proportional
to the engine speed.
h. MISCELLANEOUS INSTRUMENTS.
(1) GENERAL.-Miscellaneous instruments include
the ammeter, clock, fuel level indicator, and hydraulic pres-
sure gage.
(2) AMMETER.-The ammeter, mounted on the cen-
ter switch panel, indicates the current output on the gen-
erator, but does not indicate the current flowing when the
batteries are' carrying the electrical load.
(3) CLOCK.-A Type A-ll clock is installed on the
instrument panel. The winding knob is on the front of the
clock case and the adjustment needle is accessible by remov-
ing a plug at the back of the case.
(4) FUEL LEVEL INDICATOR.
(a) DESCRIPTION.-The fuel indicator, on the
lower right side of the instrument panel, consists of three
indicators in one, as it indicates fuel level readings for the
two wing tanks as well as the fuselage tank. Each indicator
is electrically connected to a transmitting element on the
inboard end of each wing tank on the upper wing surface
within the cockpit, and on top of the fuselage tank beneath
the battery. The indicator is actuated by current flowing
through a variable resistor mounted in the transmitting
element. The moving arm or brush of the rheostat (figure
204), actuated by the float and arm inside the fuel tank,
varies the amount of current flowing to the indicator,
thereby giving an accurate fuel level reading at all times.
(b) CALIBRATING WING TANK FUEL LEVEL
INDICATORS (Dry Tank).
1. Turn "ON" the battery-disconnect switch or
connect an external power source to' the airplane's elec-
trical system.
2. Turn the fuel tank selector to the tank con-
nected with the indicator being calibrated.
3. If the right wing tank indicator is being cali-
brated, remove the small section of floor over the transmit-
ting element by removing the four machine screws. If left
wing tank indicator is being calibrated, remove the fabric
cover over the transmitting element.
4, Remove the four screws on the top of the
transmitting element and then lift off the cover. The wing
tank transmitting elements are accessible from the cock-
pit.
5. With the float lying flat on the bottom of the
tank, turn adjusting screw "E" with a screwdriver until
the indicator reads exactly zero.
Note
In order to obtain an accurate empty (or full)
calibration, the float must lie flat on the bottom
(or top) of the fuel tank. (See figure 204.)
6. If it is not possible to obtain an empty tank
adjustment by turning the adjusting screw, loosen the
screw which holds the rotating brush on the locking plate
and move the whole brush assembly until the indicator
reads as close to zero as possible. Then make the final ad-
justment with the adjusting screws.
7. Remove the threaded plug on the wing tank
transmitter element casting and lift the float arm with
a hooked wire to the full position, i.e., float flat against the
top of the fuel tank. Adjust the "F" adjustment screw until
indicator indicates full. Raise float up and down a few
times and check the calibration.
RESTRICTED 205
Section IV
Paragraphs 18-19
RESTRICTED
AN 01-60JF-2
8. After all calibrations have been completed,
replace the transmitting element covers and any other
parts removed for access.
(c) CALIBRATING FUSELAGE TANK FUEL
LEVEL INDICATORS (Dry Tank).
1. Remove the canopy for access to battery and
fuel level transmitter.
2. Unlock the two battery hold-down clamps and
shift the battery to one side in order to gain access to the
fuel level transmitter. Calibrate transmitter in accordance
with the foregoing instructions.
Note
To accomplish the full adjustment, insert the
hooked wire through the filler neck.
3. After all calibrations have been completed, re-
place the transmitting element covers and any other parts
removed for access.
(5) HYDRAULIC PRESSURE GAGE.-A hydraulic
pressure gage is located behind the frame holding the wing
flap control handle on the left rear side of the cockpit, and
indicates hydraulic system pressure during an operation.
(6) WATER INJECTION PRESSURE GAGE.-A
w.ater injection pressure gage is connected in the line from
the water injection pump and can be read by removing
the fuel strainer access door.
19. HYDRAULIC SYSTEM.
a. GENERAL DESCRIPTION. (See figure 205.)-The
hydraulic system is an open-center system with 1750 (50)
pounds per square inch pressure relief. The hydraulic instal-
lation is divided into three individual systems: the power
system, which supplies the fluid under pressure; the landing
gear system, which operates the landing gear, and fairing
doors; and the wing flap system which controls the u p ~ n
down movement of the wing flaps. After any hydraulic oper-
ation has been completed, the respective control handle must
be left in neutral position to relieve the engine-driven pump
of continuous operation against pressure. Although the hy:
draulic brake system receives fluid supply from the general
hydraulic system reservoir, it is considered an individual
system and is included in paragraph 6 of this section.
Note
In case of hydraulic failure, the landing gear can be
lowered by moving the control handle to the down
position. This unlocks the fairing doors and re-
leases the gear which is extended by gravity and
pulled into the down-locked position by an emer-
gency bungee.
b. TROUBLE SHOOTING HYDRAULIC SYSTEM.
Note
This chart is not intended to cover all the troubles that could occur, but rather to enumerate
a few as indicative of how the trouble shooter should reason when confronted with certain
types of trouble.
TROUBLE PROBABLE CAUSE REMEDY
System will not build up Faulty pump or insufficient fluid in Replace or repair pump. Fill reservoir.
pressure. reservoir.
External leak in system. Trace leak and repair.
Fairing doors will not un- Linkage from control handle to torque Adjust control linkage.
lock when handle is moved tube out of adjustment.
to up or down position.
Fairing doors are not in Strut to fairing door control valve link- Adjust.
synchronization with gear. age is out of adjustment.
Gear will not go to down- Actuating strut end roller tract out of Adjust.
locked position. adjustment.
Erratic flap movement. Defective operating strut piston ring Replace ring seal.
seal.
Follow-up control linkage out of ad- Adjust.
justment.
Loss of pressure in wing flap Fluid lock valve or relief valve stuck Replace or repair valve.
system. open.
206 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
\ \

WING FLAP
OPERATING STRUT
Il6'
TAIL WHEEL
OPERATI NG STRUT
'----CHECK VALVES
'------WING FLAP
RELIEF VALVE
PUMP
LANDING GEAR
OPERATI NG STRUT
LANDING GEAR
CONTROL VALVE
FAIRING DOOR
OPERATING STRUT
RESTRICTOR VALVE
WING FLAP CONTROL VALVE-----,
WING FLAP OPERATING STRUT
SYSTE M RELI EF VALVE
TAIL WHEEL RESTRICTOR VALVE
RESEVOIR
GEAR OPERATING STRUT
Figure 205-Location of System (Jnits
REsnUCTED
207
Section IV
Paragraph 19
RESTRICTED
AN 01-60JF-2
c. EXTREME WEATHER SERVIClNG.-There are no
extreme weather precautions necessary in the hydraulic sys-
tem, as the hydraulic fluid AN-VV-0-366, the "0" ring seals
AN6227, and symhetic rubber gaskets are adaptable to ex-
treme hot and cold temperatures.
d. TESTING HYDRAULIC SYSTEM.
(1) TEST STAND.-Use a test stand capable of pro-
ducing a fluid flow of 2)1 gpm at 1700 pounds per square
inch pressure.
(2) CONNECTING TEST STAND.-Connect the test
stand to the pressure line disconnect coupling at the firewall
and to the suction line disconnect coupling at the reservoir.
(3) TEST FOR LOCATING HYDRAULIC SYSTEM
INTERNAL LEAKS.-An imernalleak does not affect the
system unless it becomes great enough to slow down the
operation.
Note
Slow operation of the system may also be caused by
the comrol valve shaft not being moved to the full
operating position because of maladjustmem of the
comrollinkage. Excessive high back pressures will
result, if the comrol valves are not properly ad-
justed to neutral when the system is by-passing.
If the hydraulic pump is functioning properly and
the system pressure does not build up, a system opera-
tion is selected, indications are that the relief valve is leaking
or an excessive leak in a system unit is allowing complete
loss of pressure. Check the relief valve by disconnecting and
plugging the pressure line at the wing flap valve. If the
system pressure does not build up, the relief valve is leaking.
If the relief valve is not leaking, first check the wing
flap system. Hold the comrol valve in the operating position,
so as to hold pressure in the system. Then disconnect the
line on the return side of each wing flap operating strut and
check for leakage.
If the operating struts are not leaking, the trouble will
be in the wing flap comrol valve or the system pressure check
valve.
When checking the wing flap comrol valve, remove
the bleeder plugs from each end of one of the flap operating
struts and attach 2000 pounds per square inch pressure gages.
.. Operate the flaps to the full up position and hold the comrol
handle umil the pressure builds up to 1750 (50) pounds
per square inch. Release the comrol handle, allowing the
valve to move back to neutral position. The pressure should
hold at approximately 1750 pounds per square inch. If the
pressure drop is not more than 100 pounds per square inch
for the first 15 minutes, or if at least 300 pounds per square
inch pressure can be held for 3 hours, the valve is satis-
factory. If the pressure drop exceeds the allowable amoum,
check the valve as follows: With pressure in the flap up line,
move the flap comrol valve back to neutral and shut off
hydraulic pump. Disconnect the bleeder line and the flap up
pressure relief line at the T fitting where the two lines con-
nect. Plug the bleeder line and check the pressure gage to
see if the pressure cominues to drop. If the pressure holds
when the bleeder line is plugged, it indicates a leak in the
up pressure side of the shuttle lock valve. If the pressure
cominues to drop, plug the up pressure relief line. If the
pressure holds when the relief line is plugged, it indicates
a leak in the up pressure relief valve. Reconnect the lines.
Operate the flaps to the full down position and hold
the comrol hand'le umil the builds up to 1750
pounds per square inch. Release the"comrol handle allowing
the valve to move back tq'l1eutral position. The down pres-
sure should hold at appro'ximately 1300 pounds per square
inch. If the pressure does not drop below a minimum of
1000 pounds per square inch in 10 minutes, the valve is
If pressure exceeds the allowable amoum, check
the valve as follows: With pressure in the down line, move
the flap comrol valve back to neutral and shut off the hy-
draulic pump. Disconnect the bleeder line at the T fitting
and disconnect the line from the pressure side of the system
check valve. Plug the bleeder line and check the pressure gage
to see if the pressure cominues to dl'Op. If the pressure holds
when the bleeder line is plugged, it indicates a leak in the
shuttle lock valve. If the pressure cominues to drop, plug
the open end of the system check valve. If the pressure holds
when the check valve is plugged, it indicates a leak in the
check valve. If the pn;ssure cominues to drop when both the
bleeder line and the check valve are plugged, it indicates a
leak in the system relief valve.
If all of the memioned valves are functioning prop-
erly but the system cominues to leak when the flaps are
operated hydraulically, the trouble will be excessive leakage
past the lobes on the comrol valve shaft.
If the wing flap system is not leaking, and the trouble
is in the landing gear system, place the landing gear valve
in an operating position. Check the landing gear and fairing
door operating struts for leaks, by disconnecting the line
from the return side of each strut. If the struts are nOt
leaking, the trouble will be leakage past the lobes on the
landing gear or fairing door valve shafts.
Check the operation of the landing gear up pressure
lock valve by operating the gear in the up position, and
cutting off pump pressure JUSt before the gear reaches
the up-locks. The gear should drop toward the down posi-
tion at approximately one foot every 10 seconds; if the gear
drops fast, it indicates the lock valve is sticking open, or
excessive leakage by the lock valve.
(4) TESTING HYDRAULIC OPERAT-
ING STRUTS.-Use the following procedure to test all oper-
ating struts. Make all tests in temperatures between 21 0-
38C (loo-lOOF) and use fluid conforming to Specification
No. AN-VV-0-366.
(a) LOW-PRESSURE TEST BY HAND.
1. Open port's, and secure operating strut in hold-
ing device.
2. Retract piston and close extending pressure
port.
208 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 19
3. Pull the piston into the extended position and
release. Atmospheric pressure, overcoming the vacuum cre-
ated in the closed-port side, should cause the piston to return
toward the retracted direction. If the piston does not return
toward the retracted direction, the seal ring on the piston
is by-passing.
(b) HIGH-PRESSURE TEST WITH
HYDRAULIC EQUIPMENT.
1. Apply 2625 pounds per square inch pressure at
the extending pressure POrt for 5 minutes with the retracting
pressure port open; there should be no' internal or external
leaks.
2. Apply 2625 pounds per square inch pressure
at the retracting pressure port for 5 minutes with the ex-
tending pressure port open; there should be no internal or
external leaks.
e. GENERAL INSTRUCTIONS FOR HANDLING
HYDRAULIC EQUIPMENT.
(1) REMOVING AND DISASSEMBLING HY-
DRAULIC SYSTEM UNITS.-When removing a unit or
line from the hydraulic system, observe the following proce-
dures:
(a) When disconnecting hydraulic lines, plug the
ends to prevent loss of fluid and to keep out foreign matter.
(b) When disassembling a unit of the hydraulic
system, do the work in as clean a place as possible, as small
particles of dirt are injurious to the unit.
(c) Thoroughly clean component partS immediately
after disassembly. Use naphtha diluent or kerosene on metal
parts only, and wipe the parts dry with a clean lint-free
cloth. Do not clean packing with naphtha or kerosene-use
only a clean lint-free cloth and hydraulic fluid.
(2) PREPARING HYDRAULIC PARTS FOR
ASSEMBLY.
(a) CLEANING.-Parts must be clean before as-
sembly. Clean the metal parts and subassemblies by washing
them in a suitable solvent (Standard Oil 200 diluent or equiv-
alent). Use a u s ~ when necessary to remove caked dirt,
gum, rust-preventive coating, or paint. Be sure that the brush
used will not mar or scratch critical finishes or sealing ring
grooves, pistons, piston rods, valve faces, slide valves, sealing
surfaces, etc. Clean paint from all surfaces which are inside
the after assembly. Do not use solvents to clean sealing rings
or packing; use dry air or clean lint-free rags. Never use rags
that have previously been around a machine shop, because
of the danger of metal chips caught in rags. Keep parts as
free from moisture as possible to prevent oxidation. Do not
leave steel unplated parts unprotected long enough to start
rusting before assembly.
(b) REMOVING SURFACE BLEMISHES.-When
removing rust or rust stains from interior honed surfaces,
use only suitable abrasives such as buffing compound or cro-
cus cloch. Be sure to rub lengthwise of the cylinder when
removing mars or nicks.
(c) INSPECTING PARTS BEFORE ASSEMBLY.
-Threads and sharp edges must be free from burrs. All
passages must be free of material which might break loose
and get into the interior of assemblies. See that plated sur-
faces are not damaged to the extent that they might cause
leakage or binding. Examine bores, ring grooves, etc., for
flaws and roughness. Be sure that all surfaces, which come
in contact with nonmetallic packing rings or parts made of
synthetic rubber, are free from all burrs, nicks, scratches,
tool marks, and roughness which might damage the seals or
cause binding of the assemblies.
(d) LUBRICATING PARTS BEFORE ASSEM-
BLY.-All parts should be lubricated before assembly. Apply
the lubricant sparingly and wipe off excess, as toO much
oil will collect dirt and grit and cause malfunctioning of
the assembly. The lubrication of external seals, "0" rings,
threads, bearings, and retainers provides easier assembly and
eliminates galling of the threads and slide fits. It is ad-
visable to lubricate external seals, threads,' bearings, and
retainers with petroleum (Specification No. AN-VV-P-326)
or equivalent so that when external tests are made, no hy-
draulic fluid is visible unless it has leaked from the inside.
Lubricate internal and moving surfaces such as pistons, "0"
rings, rods, shafts, etc., with hydraulic fluid.
(3) GENERAL INSTRUCTIONS FOR ASSEM-
BLING HYDRAULIC UNITS.-Refer to prints at all times
during assembly and work one operation at a time. Always
use the proper assembly tools provided so that parts are not
damaged. Use tapered sleeves and fixtures where necessary
to facilitate assembly. Install the "0" rings and gaskets care-
fully and be sure they are the proper size and in the proper
place.
(a) ASSEMBLING OPERATING STRUTS.-When
installing the "0" ring on the piston, do not use tools with
sharp corners, sharp edges, or rough surfaces. Keep the mold
flash of "0" ring in one plane to ensure against twisting.
When the ring is in its groove, make sure it is evenly
stretched around its circumference. When installing the pis-
ton in the cylinder, check closely to see that there are no
fine particles shaved from the piston or "0" ring when
sliding piston into cylinder. Do not insert the piston any
further than necessary to install the cylinder end. This will
eliminate cocking the piston in the cylinder, which might
cause damage to both cylinder and piston. Tighten the
cylinder head and end, and align pOrts as shown on draw-
ings. Lock in place with locknut. When no locknut is used
to pull tension on the cylinder threads, the cylinder should
be bottomed and pulled tight to load threads. When installing
bearing nuts or nut seal retainers, do not tighten excessively.
Excessive tightening of nuts .might distort seal retainer,
causing it to bind the piston rod. After assembly, pistori must
move in and out freely by hand, while being rotated at least
one complete turn in each direction. There should be no
scratching or metallic drag. Piston rod interiors must be
completely dried and coated with corrosion-preventive com-
pound (Specification No. AN-C-52, Type I or II) at time of
installation of piston rod end.
RESTRICTED
209
Section IV
Paragraph 19
RESTRICTED
AN 0160JF2
( b) ASSEMBLING VALVES.-Exercise care in seat-
ing valves. Lap poppet valves to seats, using a fine grade of
compound to obtain as narrow a seat as possible (Clover "A"
is a recommended compound for lapping). Inspect valves,
valve bores, and chrome plating for burrs, nicks, pits, and
sharp edges. Inspect the springs and valves to make sure they
are free acting and do not bind or stick in the bores. Check
slide valves for bent shafts, nicks, and scratches on sealing
diameters. Slide valve bores are to be honed or lapped and
selectively fitted to shafts to meet leakage requirements. Be
sure that each part, which has been lapped or fitted with
another part, is placed in its correct position when assembled.
All parts honed or lapped are to be kept together at all times
and are not to be interchanged unless they are relapped or
rehoned. When staking is required to secure an adjustment,
do not stake until after they have been tested and properly
adjusted. Use caution when installing "0" rings and packings.
Keep mold flash of "0" ring in one plane to ensure against
twisting. When the "0" ring is in its groove, make sure it is
evenly stretched around its circumference. Sleeves, valves,
and pistons with "0" rings must be carefully inserted, using
only enough pressure to overcome friction. Test valve shafts
and valve actuating pins to make sure they are not binding.
Operate by hand to check proper spring return.
(4) TESTING HYDRAULIC UNITS AFTER AS-
SEMBLY-All hydraulic units must be tested within 24
hours after their assembly as a protection against corrosion.
Tests should be made with hydraulic fluid containing concen-
trated rust preventive (such as SC 3506) not greater than 33
percent by volume. Standard Oil of New Jersey No. WS518,
Rust Ban, is one known concentrated rust preventive which
can be added to Specification No. AN-VV-0-366 hydraulic
fluid for use in test stands at normal temperatures of 21.1 to
37.8C (70 to lOOF). After all tests are completed, the
unit must be emptied of the hydraulic fluid to the drip point.
Then cap all ports and fittings. The remaining fluid will coat
the internal surfaces of the unit and preserve those surfaces
for an estimated period of 6 months.
(5) PREPARING HYDRAULIC TUBING FOR IN-
STALLATION.-Remove seal cap from all tubing assem-
blies that have been in storage. All tubing should have color
code banG (light blue, yellow, light blue), and part number
should be rubber stamped on each tube. Before installation,
inspect the tubes for cracks, burrs, sharp edges, and for con-
centricity with sleeves. The flare thickness on new tubing
must be at least 82 percent of the original wall thickness.
Tight sleeves should not be cause for rejection; however, nuts
should turn freely on the sleeves. The tip of the sleeve and
the outer edge of the tube flare must not be separated by more
than .060 inch or less than .045 inch. Check the tubing for
dents and scratches; if they are not too deep, remove them
with buffing compound or crocus cloth. Blow all the dirt out
of the inside of tubing with clean dry compressed air.
(6) INSTALLING HYDRAULIC TUBING ASSEM-
BLIES.-Immediately prior to installing tubing assembly, lu-
bricate the first two male threads on fittings, with a limited
quantity of petroleum (Specification No. AN-P-51). Make
sure no lubricant enters the tubing or fitting during installa-
tion as it will cause sticking of the valves and malfunction-
ing qf units. Place the tube in position, making sure it is
not scratched when installing. Be sure the tube flares meet
the fittings squarely and fully. Never use the nut to draw
tube flare to fitting as flare will be damaged. Always use fin-
gers to start tubing nut on fitting and to tighten nut firmly
into position. After the nut is firmly in place, tighten with
wrench. Be very careful not to tighten the nuts toO tight as
it will damage the flare. Tubing assemblies should be pre-
formed by proper bending equipment and should require
only the minimum of hand pressure to fit in proper place
when installing. All hydraulic lines must be rigidly sup-
ported and clamps of proper size should be used. Never
tighten a tube fitting when there is pressure in the system.
f. HYDRAULIC POWER SYSTEM. (See figure 207)
(1) DESCRIPTION.
(a) UNITS.-Included in the power system are the
pressure supply pump, fluid reservoir, system relief valve,
disconnect couplings and all piping, with necessary check
valves, to carry the fluid under pressure to the different oper-
ating systems.
(b) PRINCIPLE OF OPERATION.-Fluid from the
reservoir is pumped through the pressure line to the system
control valves. When all the controls are in neutral and no
system is being operated, the fluid passes through the control
valves, and back to the reservoir by way of the system return
line. This creates a by-pass circuit which prevails until one
of the systems is operated. It is therefore very important
that all the control valves be in neutral, when not selecting
an operation, to relieve the pump of continuously pumping
pressure. At the time an operation is selected, the by-pass
circuit is cut off and the fluid is directed toward the unit to
be operated with 1750 (50) pounds per square inch pres-
sure maximum, governed by the system relief valve.
(2) CHECKING PROPER OPE'RATION OF
POWER SYSTEM.-With the pump operating at gpm
and the control valves in neutral, system back pressure
should not exceed 150 pounds per square inch. With the
landing gear control valve in the down position, adjust
the relief valve to relieve pressures in excess of 1750 (50)
pounds per square inch.
(3) ENGINE-DRIVEN HYDRAULIC PUMP. (See
figure 206.)
(a) DESCRIPTION.-A Pesco 1P-349N hydraulic
pump is mounted on the bottom center of the engine acces-
sory section. It is an engine-driven, positive-displacement
type with a pressure limit of 1500 pounds per square inch
for continuous operation, or a maximum of 2000 pounds
per square inch for 15 seconds. The maximum operating
speed is 4300 rpm. The bushings are pressure-loaded to
minimize gear clearance at all times. The pump is com-
pletely lubricated by the fluid passing through it and is satis-
factory for cold weather operation.
(b) REMOVING PUMP.-For access to the pump,
remove the engine bottom cowling and the second section of
carburetor air scoop. Disconnect lines and plug, and remove
the four attaching bolts.
210 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 19
(c) REPLACING PUMP COUPLING.-When re-
placing a sheared or worn coupling, remove thrust plate and
pull our coupling. Note position of spring, retainer, and seal
rings. The pump should be removed occasionally and the
coupling inspected for excessive wear caused by misalign-
ment.
(d) TESTING PUMP.-After overhaul or repair,
each pump must be thoroughly bench-tested before being re-
stored to actual service.
(e) INSTALLING PUMP.-Attach pump with four
bolts; connect suction and pressure lines. Install section of
carburetor air scoop and install lower engine cowl panel.
(4) HYDRAULIC FLUID RESERVOIR. (See figure
208.j
(a) DESCRIPTION.-The hydraulic fluid reservoir
is mounted to a bracket on the forward right side of the fire-
wall. The filler neck is located in the top of the reservoir.
The reservoir has a fluid capacity of .50 US (.40 Imperial)
gallon, and dip stick for checking fluid level. The reservoir
has a filter in the bottom for filtering the system return
fluid, and a filter in the top for filling fluid_ Should the
bottom filter become clogged, a relief valve, which opens at
9 to 11 pounds per square inch pressure, allows the return
fluid to by-pass the filter.
(b) REMOVING FLUID RESERVOIR.-Remove
the right side cowling. Disconnect the attaching lines.
Plug the reservoir fittings to prevent loss of fluid. Remove
the attaching bolts and lift out reservoir.
(c) DISASSEMBLING FLUID RESERVOIR.-Re-
move bolts holding the upper and lower sections tOgether.
Pull the sections apart, being careful not to damage the ring
seal. The upper filter is held in place in the tOp section by a
retainer and center bolt. The lower filter assembly can be
lifted out of the bottom section. Four bolts hold the lower
filter assembly together. The relief valve is attached to the
lower retainer place by four bolts.
(d) ASSEMBLING FLUID RESERVOIR.-Install
the upper filter gasket, filter, gasket between filter, and re-
tainer; then install retainer and fasten with stud nurs.
Install the pump suction line. Assemble the lower filter
SEAL
RINGS
COUPLING
BODY
BUSHINGS
-:-r-F--;---- THRUST
PLATE
DRIVE GEAR
BODY
COVER PORT ADAPTER
COVER __
BUSH I NGS 11'"...,__-1
SPACER DRIVEN GEAR MOUNTING FLANGE

Figure 206-Engine-driven Pump
RESTRICTED 211
Section IV RESTRICTED
AN 01-60JF-2
;
7
LAN DI NG GEAR
a
FAIRING DOOR
CONTROL VALVE

"1"
LAN DING GR. OPERATI NG STRUT
g
===.:.....,-.v-,.... SUPPLY
-d

Gil g SUPPLY
FAIRING DOOR
OPERATING STRUT
FAIRING DOOR OPERATING STRUT
Figure 207 (Sheet 1 of 2 Sheets}-Flow Chart-Hydraulic System By-passing
212 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
FLUID LOCKED IN WING FLAP SYSTEM
__....., FLUID INACTIVE IN LOG GR. SYSTEM

TAIL WHEEL OPERATING STRUT

FLUID OPEN TO CIRCULATION
WING FLAP OPERATING STRUT
WING FLAP OPERATING STRUT
CHECK VALVE
PRESSURE
GAGE
I
CHECK
J' VALVE
If(
!
d 1:::::;::;;;::21
Figure 207 (Sheet 2 of 2 Sheets}-Flow Chart-Hydraulic System By-passing
RESTRICTED 213
Section IV
DRAIN ~ ...
"0" RING SEAL ~ : : : : : ~ l
FI LTER ----- .;.-:
BRAKE
SUPPLY
FI LT ER --:-;__ i i o ~ ~
ENGINE PUMP
SUPPLY
RESTRICTED
AN 01-60JF-2
FILLER CAP
SYSTEM FLUID
RETURN
---VENT
214
Figure 208-Hydraulic Fluid Reservoir
RESTRICTED
Figure 209-Hydraulic System Relief Valve
contact to light the light at 1500 (50) pounds per square
inch pressure.
(d) INSTALLING PRESSURE SWITCH.-Connect
pressure line and attach the switch to frame with attaching
bolt. Connect electrical wiring and reinstall cockpit floor.
(6) HYDRAULIC SYSTEM RELIEF VALVE.
(See figure 209.)
RESTRICTED
AN 01-60JF-2
assembly and place in bottom section with ring seal in place;
attach the top and bottom sections. When replacing filters,
make sure gaskets are in the proper place and are properly
sealed before assembling reservoir.
(e) TESTING FLUID RESERVOIR.-Apply 10
pounds per square inch air pressure and check for leaks
with soapy water.
(f) INSTALLING FLUID RESERVOIR. -Install
attaching bolts, connect attaching lines, and replace right-
hand side cowling.
(5) HYDRAULIC PRESSURE SWITCH.
(See figure 210.)
(a) DESCRIPTION.-The pressure switch is on the
right side of the airplane under the cockpit floor. When
a control valve is in an operating position and the system
pressure reaches 1500 (50) pounds per square inch, the
pressure switch plunger is forced away from the micro-
switch pin allowing the switch to make contact and light
the warning light on the pilot's instrument panel. The light
will stay on until the control valve is moved to the neutral
position, allowing the pump pressure to by-pass.
(b) REMOVING PRESSURE SWITCH.-Discon-
nect and plug line, disconnect electrical wire, and remove
attaching bolt.
(c) TESTING PRESSURE SWITCH.-Apply 2250
pounds per square inch pressure at pressure port and check
for external leaks. Apply pressure slowly; the switch should
ADJUSTING SCREW
t
WING FLAP
RETURN
WING FLAP
DOWN PRESSURE
Section IV
Paragraph 19
SYSTEM
RETURN
SYST EM
PRESSURE
t
PRESSURE
PORT
Figure 210-Hydraulic System Pressure Switch
RESTRICTED
ADJUSTING CAP
J
215
Section IV RESTRICTED
AN 01-60JF-2

LDG. GR. OPERATING STRUT,

DISCONNECT
. COUPLING
ENGINE-DRIVEN
PUMP
FAIRING DOOR OPERATING STRUT
Figure 2J J (Sheet 1 of 2 Sheets}-Flow Chart-Landing Gear System Operating
216 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
J
TAIL WHEEL OPERATING STRUT
WING FLAP
CONTROL
VALVE
'J
RELI EF :1
VALVE J
PRESSURE
GAGE

J:
:..l
USED ON EARLY AIRPLANES

r--"
"1
WING FLAP OPERATING STRUT

FLUID UNDER PRESSURE W<TH

LDG, GEAR CONTROL HANDLE PUMP SUPPLY
IN THE" up" POSITION
FLUID OPEN TO FLUiD LOCKED IN
RESERVOIR RETURN WING FLAP SYSTEM
Figure 211 (Sheet 2 of 2 Sheets}-Flow Chart-Landing Gear System Operating
RESTRICTED 217
Note
A one-way check valve between the system pressure
line and the system return line permits fluid from
the return line to enter the pressure line and fill the
down side of the operating strutS during emergency
operation.
(2) LANDING GEAR AND FAIRING DOOR
CONTROL AND OPERATING LINKAGE
ADJUSTMENTS.
(aJ ADJUSTING LANDING GEAR CONTROL
VALVE AND OPERATING STRUT
LINKAGE. (See figures 212 and 213.)
(b) ADJUSTING FAIRING DOOR CONTROL
VAiVE LINKAGE. (See figure 214.;
The procedure for adjusting and checking out the
fairing door control valve linkage is as follows:
1, Jack airplane and disconnect strut fairings.
2. RETRACTION OF THE LANDING GEAR.
- When the landing gear control handle is moved to the
gear up position, the first part of the handle travel unlocks
the fairing doors before the landing gear control valve shaft
is positioned. When the control handle is in the full up
position, the landing gear valve shaft is positioned to admit
pressure to the fairing door control valve and the gear up
side of the operating struts. The fairing door valve, which
is already positioned by the cable linkage to the landing gear
when in the down position, directs the pressure to the doors
open side of the fairing door operating struts. Because of
the smaller fluid displacement and the lighter load on the
fairing door StrutS, the door will open before the landing
gear retracts. As the gear reaches the up position, it strikes
a control arm which moves the control linkage to the fair-
ing door control valve. When both gears are in the full
up position, the fairing door control valve will be reposi-
tioned to direCt pressure to the doors closed side of the fair-
ing door operating struts. A pressure lock valve is built into
the landing gear up pressure side of the control valve to
prevent the gear from extending before the fairing doors
are closed. The landing gear should be on the uphooks before
it shifts the fairing door control valve.
The tail wheel is retracted by a hydraulic operat-
ing strut. Because of the small fluid displacement, the opera-
tion is slowed down by a restrictor valve in the pressure sup-
ply line. When the landing gear operation is completed, the
control handle is to be moved back to neutral. This locks the
fairing door up-locks and cutS off pump pressure to the land-
Ing gear system.
RESTRICTED
AN 01-60JF-2
rected to the doors dosed side of the operaring sums. The
tail wheel is extended by a hydraulic operating Strut. After
the doors are closed, the landing gear control handle is to
be moved back to neutral position. This locks the fairing
door up-locks and repositions the landing gear control valve
to neutral. The landing gears are locked in the down posi-
tion by a past center lock.
Section IV
Paragraph 19
(a) DESCRIPTION.-The system relief valve, lo-
cated on the lower aft side of the pilot's control pedestal, is
an AN standard relief valve. The valve is set to relieve pres-
sure in excess of 1750 (50) pounds per square inch at
full flow of 2.5 gpm during system operation. The valve is
also interconnected to the wing flap down pressure to relieve
any high pressure in the down side of the wing flap system
resulting from excessive flight loads on the flaps or thermal
expansion within the system.
. (b) REMOVING SYSTEM RELIEF VALVE.-Dis-
connect and plug the attaching lines. Remove the three at-
taching bolts.
(c) TESTING SYSTEM RELIEF VALVE.-Apply
pressure at the system pressure POrt with the opposite port
closed. There should be no leakage past the valve and Out
return ports until pressure has reached approximately 1500
pounds per square inch. Valve should completely open and
relieve all pressure above 1750 (50) pounds per square
inch. Bleed all air from valve. Plug all open pons and apply
225.0 pounds per square inch pressure at the pressure port.
There should be no external leakage.
(d) INSTALLING SYSTEM RELIEF VALVE.-At-
tach the conneCting lines and then attach the valve with three
attaching bolts to lower aft corner of pilot's control pedestal.
(7) HYDRAULIC SYSTEM HAND-PUMP. - The
hand-pump and two flexible connecting hoses are furnished
as loose equipment and stowed in the right wing gun bay.
The pump is attached to the airplane by a mounting bracket
on the right engine mount just forward of the firewall, and
the flexible hoses are conneCted to the firewall and reservoir
disconneCt couplings.
g. LANDING GEAR AND FAIRING DOOR
HYDRAULIC SYSTEM. (See figure 211.)
(1) DESCRIPTION.
(a) UNITS.-Included in the landing gear and fair-
ing door hydraulic systems are the landing gear and fairing
door control valve, the landing gear operating struts, the tail
wheel operating strut, the fairing door operating struts, re-
strictor valves and necessary tubing to carry the fluid to
and from the operating Struts.
(b) PRINCIPLE OF OPERATION.
1. EXTENSION OF THE LANDING GEAR.-
When the landing gear control handle is moved to the
gear down position, the first part of the handle travel un-
locks the fairing doors and the landing gear up-locks. The
control handle also releases the tail wheel from the up-lock,
allowing the tail wheel to drop into the down position. When
the control handle is in the full down position, the lan<:ling
gear valve shaft is positioned to admit pressure to the fair-
ing door valve and the down side of the landing gear oper-
ating struts. The fairing door control shaft, already positioned
by the landing gear in the up position, directs the fluid to the
doors open side of the fairing door operating struts. The
fairing doors open and the gear extends toward the down
position. As the gear nears the down position, cable linkage
repositions the fairing door control shaft so that fluid is di-
218 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 19
Figure 212-Adjusting Landing Gear Control Valve
Linkage and Emergency Lowering Cable
Note
This step is very important because fairings that
are adjusted too tight will prevent proper opera-
tion of the fairing door valve which is dependent
upon the last fraction of an inch of gear up-travel.
Therefore, the adjustment of the fairings (step B.)
must also be given careful attention.
2. Set parking brakes to hold brake discs in place
and remove wheels.
3. Loosen fairing door valve control cables.
4. Pull both roller arms down so valve plunger ex-
tends %inch (maximum travel) below valve body.
5. Adjust rods between roller arms and valve so
that roller centers are approximately 2Y1"6 inches bel.ow wing
skin.
6. Retract gear and release all system pressure.
7. Make sure gears can be pushed up off the up-
hooks t1'6 (-+-Y,6) inch before striking upstops. This clearance
is essential to obtain full travel of valve plunger.
8. With gear resting in hooks, pull plunger down
and adjust rods an equal number of turns so plunger extends
(+Y,6/-0) inch below valve body. (Lengthening rods
lessens this dimension. Usually, between 9 and 12 threads
of the adjustment rod should show.
. 9. Manually push each gear up against the stops.
The valve plunger should drop into the upper detent.
zo. Lower gear into down-locked position and
take up cables to 25 (5) pounds tension. Be sure valve
plunger is fully extended.
CENTER OF
,n

STEP 1
Wi[h [he coocrol handle co
corque rube linkage in proper
adjus[mene, place coocrol han-
dle in ""eutral" Adjus[ link so
ma[ [he bol[ is in cemer of
sloe, while valve is in neuttal.
(Valve is spring-loaded [0
assume neuttal posi[ion.)
STEP 2
Place concrol handle
in up posicion. Adjus[
cable so [hac bol[ is
I./32 inch from end of
sloe.
1
Disconnec[ shock strU[ fairing a[ srru[ connec[ing link.
Disconnec[ acrua[ing srru[ a[ door. Loosen locknu[ on
end of piston rod and back off ficcing 2 or 3 turns. Bot-
tom srrut piscon in me re[rac[ed position.
STEP 2
Raise me fairing door to up-locked posicion, and adjust
piston rod SO ma[ bol[ holes in piston rod and door
connection fining align. Then screw in piscon rod
fining 2 complete rums.
3
Connec[ srru[ [0 door, and close door by hydraulic
power. InspeC[ for cightness and fi[ of door. When
sacisfac[ory, cigh[en locknu[ on piscoo rod.
Figure 213-Adjusting Fairing Door Operating Strut Linkage
RESTRICTED 219
Section IV RESTRICTED
AN 01-60JF-2
FAIRING DOOR TIMING VALVE CONTROL ASSEMBLY,
POSITION WITH BOTH GEAR DOWN
BOLT AT END OF CABLE
THIS ARM
THESE DISTANCES EQUAL
INTERNAL POSITION BALL SEATED
STEP 1
With both main gear down-locked, adjusr cable and rod
so rhar valve and striker assembly are positioned as in A
STEP 2
Manually raise gear, and check thar assembly posirions
as in B and C
POSITION WITH R.H. GEAR Up,
L.H. GEAR DOWN.
OPERATIONAL TESTS:
STEP 3
(a) With control handle and gear down, build up hydraulic
pressure. While manually holding one gear down, move
control handle ro "UP." Opposire gear will rerracr bur fairing
doors should nor close unril held gear is released and in the
up-locked posirion.
(b) With gear up, doors closed, and while manually holding
one fairing door up, move control handle ro "DOWN."
Opposire gear will move down, bur fairing door remains open
unril held door is released and gear reaches down posirion.
126 _ :u-",
BRAKE
ASSEMBLy----
WITH BOTH GEAR UP
B
Figure 2J4-Adjusting Fairing Door Control Valve Linkage
220 RESTRICTED
RESTRICTED
AN 0 1-60JF-2
Section IV
Paragraph 19
/ 11. Install wheels.
12. Check operation of gear with minimum flow
for 1750 pounds per square inch hydraulic pressure to give
slow operation of gear.
13. Adjust strut fairing door tension so that gear
may be raised until it strikes upstop. Maximum load to push
gear up against the stop with strut door attached shall be 40
(10) pounds.
14. After rigging of Strut door has been com-
pleted, check operation of gear at normal flow of gpm
and 1750 pounds per square inch hydraulic pressure.
(3) CHECKING PROPER OPERATION OF LAND-
ING GEAR AND FAIRING DOORS.-To check fairing
door control valve adjustment, start the hydraulic pump.
While holding one gear 30 degrees from the down position,
move the landing gear control handle to "UP." The fairing
doors should open and the free gear should go to the full up
position. The fairing doors should not close until the held
gear is released and reaches the full up position to reposition
the fairing door control valve. Hold one gear up (by holding
one fairing door closed) and move the control handle to
"DOWN." The free fairing should open and the gear should
go to the full down position. The open fairing door should
not close until the held door and gear are released, and the
gear is in the full down position. This repositions the fairing
door control valve to close the doors. Repeat the same opera-
tions with the opposite gear. The action should be the same.
Note
It may be necessary to reduce the pump output to
approximately one gallon per minute for gear
down operation to eliminate excessive jarring of
the airplane. This simulates actual flight conditions
of 1500 rpm of engine on approach for landing.
To check the emergency down operation, rum off
the pump and place the landing gear control handle
in the "DOWN" position. The doors should fall
open and the gear should drop to the down-locked
position.
WARNING
It is permissible to start to raise or lower the gear,
then before the full up or down cycle is completed
move the control handle to the opposite position.
There is no positive means to assure that the two land-
ing gear or fairing doors will operate simultaneously, and
one gear may reach its position before the other has starred.
However, gear operation should not exceed the allowable
time for complete operation of 10 seconds for gear up and
15 seconds for gear down.
(4) LANDING GEAR AND FAIRING DOOR
HYDRAULIC CONTROL VALVE.
(See figure 215.)
(a) DESCRIPTION.-The landing gear and fairing
door control valve is mounted on the right side of the wing
center rib and is accessible from the right wheel well. The
complete valve assembly consisrs of separate control shafts
for the landing gear and the fairing doors, and has a pressure
lock valve for the landing gear up pressure.
The valve operates in the following manner: When
the landing gear control handle is in neutral, the fluid enters
the pressure POrt and flows through the drilled passage in th::
landing gear control shaft, out the return pOrt, and back to
the reservoir. When the landing gear handle is moved for an
up or down operation, the by-passing circuir is Cut off and
the fluid is directed to perform the desired operation. Drilled
passages to the fairing door control shaft afford pressure and
return to the fairing door operating struts. The movement of
the fairing door control shaft is regulated by linkage con-
nected to the landing gear. The pressure lock valve in the
gear up pressure passage is for holding the gear up when
pressure drops during the closing of the fairing doors. This
valve is held open, during gear down operation, to allow
the down return fluid to by-pass. When an operation is
completed the landing gear control shaft must be moved back
to neutral to allow a free by-passing of system fluid.
(b) REMOVING LANDING GEAR AND FAIR-
ING DOOR CONTROL VALVE.-Disconnect all control
linkage and connecting lines. Remove the three bolts auach-
ing valve to wing center rib.
(c) DISASSEMBLING LANDING GEAR AND
FAIRING DOOR CONTROL VALVE.-Remove the land-
ing gear control shaft by unscrewing the spring retainer,
and then unscrew the upper end of the shaft and remove all
of the end parrs. Remove the lower end of the shaft and
slide the shaft up until the upper seal ring extends out of
valve body just enough to remove the seal ring. After upper
seal ring has been removed, slide the valve shaft Out the
bouom. Remove the fairing door control shaft by first re-
moving the retainer spring and ball which hold the valve in
detent positions. Remove the upper and lower ends of the
shaft and slide the valve shaft down until the lower ring
seal can be removed. Do not sl ide the shaft down any farther
than just enough to expose the ring seal, as the upper seal
may be cut if the shaft is moved down too far. After the
lower seal is removed, slide the shaft Out the top. Remove the
pressure lock valve by removing end plug and pulling our
spring and plunger.
(d) ASSEMBLING LANDING GEAR AND
FAIRING DOOR CONTROL VALVE.-Install the pres-
sure lock valve and plunger pin, and install the landing gear
control shaft. Put the lower ring seal in place; then slide the
shaft in from the bottom of the valve body until the top seal
ring groove extends out the top just enough to install the
top seal. Slide the valve shaft down enough to install the
lower end. Install the top shaft end spring washers and re-
tainers. Slip the lock valve pin arm into place on die landing
gear shaft before tightening end. Install the fairing door con-
trol shafe. With the top ring seal in place, slide the valve
down from the top until the lower ring seal groove is just
exposed and install lower ring seal and shaft lower end.
Install the shaft upper end and the ball, spring and retainer.
RESTRICTED 221
Section IV RESTRICTED
AN 01.60JF-2
LA N DIN G GEAR
CONTROL SHAFT
"O"RING SEAL
PRESSURE
LOCK VALVE
PIN
126-58-293
GEAR UP
PRESSURE
SECTION B B
iii--;:--r-- GEAR DOWN PRESSURE
UP PRESSURE
RETAINER
FAI RING DOORS
OPEN PRESSURE
FAIRING DOOR
CONTROL SHAFT
A
PI..UG
END
I..... SHAFT END
FAIRING DOORS
'"".... PRESSURE
11::I....-.....;.. _-..---'"---
SYSTEM RETURN -,---,;:;;:""'-li
!G"'............;"' ........... -
SYSTEM PRESSURE
o
SEe-TiON A A
"O"RING SEAL
Figure 215-Landing Gear and Fairing Door Control Valve
222 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 19
(e) INSTALLING LANDING GEAR AND FAIR-
ING DOOR CONTROL VALVE.-Attach the valve to the
wing center rib in the right wheel well with three bolts.
Connect lines and linkage.
(5) LANDING GEAR HYDRAULIC OPERATING
STRUT (See figure 216.)
(a) DESCRIPTION.-The landing gear operating
struts are located one in each wheel well and are attached to
the mounting bracket with one bolt, about which they pivot
during up and down movement of the gear. The piston and
rod assembly in the strut are welded together as a single unit.
The strut has "0" ring seals and has a wiper ring installed
next to the end retainer to prevent foreign matter from
being pulled into the ring seals and bearing surfaces during
the retraction of the piston rod.
(b) REMOVING LANDING GEAR OPER-
ATING STRUT-Disconnect linkage to the landing gear,
disconnect and plug attaching lines, and remove the attach-
ing bolt.
(c) DISASSEMBLING LANDING GEAR OPER-
ATING STRUT-With the piston fully extended, loosen
the cylinder end locknut and unscrew the cylinder end. After
cylindf"r end and piston have been removed, remove the
piston rod end, then the snap ring, wiper ring, retainer and
seal ring from the cylinder end; then slide the cylinder end
from the piston rod. Unscrew the cylinder head to remove it
from the cylinder. Be careful not to damage ring seal.
(d) ASS.EMBLING LANDING GEAR OPER-
ATING STRUT.-Slide the cylinder end on the piston rod
"0" RING SEAL
LOCKNUT
and install the end ring seal, retainer, wiper ring, washer,
and snap ring. Install the piston rod end. With the cylinder
head on th,e cylinder, slide the piston into the cylinder and
tighten the cylinder end and locknut.
feY TESTING LANDING GEAR OPERATING
STRUT (Refer to paragraph 19. d. (4).)
(f) INSTALLING LANDING GEAR OPER-
ATING STRUT-Attach the operating strut to the mount-
ing bracket in the wheel well. Connect the lines and linkage.
(6) FAIRING DOOR HYDRAULIC OPERATING
STRUT (See figure 218.)
(a) DESCRIPTION.-The fairing door operating
struts, located one in each wheel well, are attached to the
mounting brackets at the forward inboard corner of the
wheel wells. The struts are attached by one bolt each, around
which they pivot during the opening and closing of the
doors. The piston and rod assembly, in the strut, are welded
together as a single unit. The strut has "0" ring seals and
has a wiper ring installed next to the end retainer to prevent
foreign matter from being pulled into the ring seals and
bearing surfaces during the retraction of the piston rod.
(b) REMOVING FAIRING DOOR OPERATING
STRUT-Disconnect the lines and linkage, and remove the
attaching bolt.
(c) DISASSEMBLING FAIRING DOOR OPER-
ATING STRUT-With the piston fully extended, loosen
the cylinder and locknut and unscrew the cylinder end. After
the cylinder end and piston have been removed, loosen the
rod end locknut, and unscrew rod end. Remove the snap
LOCKNUT WIPER RING
"O"RING SEAL WASHER
CYLI NDER HEAD PISTON 8< ROD CYLINDER RETAINER SNAP RING ROD END
Figure 216-Landing Gear Operating Strut
RESTRICTED
223
Section IV
Paragraph 19
RESTRICTED
AN 01-60JF-2
PIN
BODY 'b" RING SEAL
j---.J
FITTING
105-58-224
(f) IN TALLING HYDRAULIC FAIRING
DOOR OPERATING STRUT-Attach the operating strut
to the mounting brackets and connect lines and linkage.
(7) TAIL WHEEL HYDRAULIC OPERATING
STRUT (See figure 219.)
(a) DESCRIPTION.-The tail wheel operating strut,
in the tail section of the fuselage, is attached to the mounting
bracket with one bolt, about which it pivots during opera-
tion. The operating strut piston moves by hydraulic pressure
in the retracting and extending of the tail gear. The strut
has a brass piston with an "0" ring seal.
(b) REMOVING TAIL WHEEL OPERATING
STRUT-Access to the tail wheel operating strut is gained
through the opening on the left side of the tail section. Dis
connect lines and linkage. Remove the attaching bolt.
Figure 2J7-Tail Wheel Restrictor Valve
ring, washer, wiper ring retainer, and seal ring from the
cylinder end and slide the cylinder end from the piston rod.
Loosen the cylinder head locknut and unscrew the cylinder
head.
(d) ASSEMBLING FAIRING DOOR OPER-
ATING STRUT-Slide the cylinder end on the piston rod
and install the end ring seal r'etainer, wiper ring, washer, and
snap ring. Install the piston rod end. Install the cylinder head
on the cylinder and tighten locknut. Then slide the piston
into the cylinder and tighten the cylinder end and locknut.
(e) TESTING FAIRING DOOR OPERATING
STRUT (Refer to paragraph 19. d. (4).)
(c) DISASSEMBLING TAIL WHEEL OPER
ATING STRUT-With the piston fully extended, loosen
the cylinder end locknut and unscrew the cylinder end. After
the cylinder end and piston.have been removed, loosen the
rod end locknut and unscrew rod end. Remove the end bear-
ing retainer, and seal ring from the cylinder end; then slide
the cylinder end from the piston rod. The piston assembly
can be removed from the rod by removing the nut on the
end of the rod. To remove the cylinder head, loosen the
cylinder head locknut and unscrew the cylinder head.
(d) ASSEMBLING TAIL WHEEL OPERATING
STRUT-Slide the cylinder end on the piston rod and install
the end seal, retainer, and end bearing. Install the piston rod
end. Install the cylinder head on the cylinder and tighten
LOCKNUT
PISTON S. ROD
"O"RING SEAL
'0" RING SEAL
CYLINDER END
WIPER
RING
SNAP RING
224
126 -58 270
CYLI NDER HEAD CYLINDER
Figure 2J8-fairing Door Operating Strut
RESTRICTED
RETAINER ROD END
'0" RING SEAL
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 19
CYLINDER HEAD CYLINDER ''0'' RI NG SEAL
CYLINDER END
140
Figure 219-Tail Wheel Operating Strut
SYSTEM RETURN
Figure 220-Wing Flap Up-pressure Relief Va've
locknut. Slide the piston in the cylinder and tighten the
cylinder end and locknut.
(e) TESTING TAIL WHEEL OPERATING
STRUT. (Refer to paragraph 19. d. (4).)
(f) INSTALLING TAIL WHEEL OPERATING
STRUT.-Attach the strut to the mounting bracket; connect
lines and linkage.
(8) TAIL WHEEL HYDRAULIC RESTRICTOR
VALVE. (See figure 217.)-The restrictor valve is installed in
the tail wheel operating strut supply line to slow the exten
sian of the tail wheel. This is required because of small fluid
displacement of the operating strut.
h. WING FLAP HYDRAULIC SYSTEM.
(See figures 221 and 222.)
(1) DESCRIPTION.
(a) UNITS.-Included in the wing flap system are
'the wing flap comrol valve, the up pressure relief valve, the
operating struts, and the control follow-up mechanism.
Note
On early airplanes, the landing gear control valve
must be on "NEUTRAL" to operate the wing flaps.
On later airplanes, the addition of return lines
permits the flaps to be operated when the landing
gear control valve is in an operating position.
(b) PRINCIPLE OF OPERATION.-For the down
operation of the flaps, move the control handle down until
RESTRICTED
ADJUSTING __
WASHERS
VALVE .. I
VALVE
FLAP UP
. PRESSURE 1
FROM VALVE
225
Section IV
RESTRICTED
AN Ol-60JF-2
r
LDG. GR. OPERATING STRUT
FAIRING DOOR OPERATING STRUT
11;z:eI$tC::l LANDING GEAR
a
FAIRING DOOR
CONTROL VALVE
'i
(
- _. ~ -
~ .LANDING GEAR OPERATING STRUT
~ t _
_ ~ i o k BRAKE
= == -==-.&;1"" SUPPLY
FAIRING DOOR OPERATING STRUT
,-,!!::--;,.. ENGINE-DRIVEN
PUMP
Figure 22J (Sheet J of 2 Sheets)-Flow Chart-Wing Flap System Operating
226
RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
WING FLAP OPERATING STRUT
.,,-z-' PUMP SUPPLY
126-58-295A
_
INACTIVE FLUID IN
LANDING GEAR SYSTEM
OPERATING STRUT
TAIL WHEEL OPERATING STRUT
FLUIO OPEN TO
RESERVOIR RETURN
WING
FLUID UNDER PRESSURE WITH
_ WING FLAP CONTROL HANDLE
IN THE'\)P"POSITION
PRESSURE
GAGE
Figure 221 (Sheet 2 or 2 Sheets)-Flow Chart-Wing Flap System Operating
RESTRICTED 227
Section IV
PILOT'S CONTROL HANDLE
FLAPS DOWN PRESSURE
FLAPS UP PRESSURE L1NE----
TORQUE TUBE
BELLCRANK-------__
RESTRICTED
AN Ol-60JF-2
-------------FLAPS DOWN
WING FLAP VALVE ASSEMBLY
---..::;,>------ FOLLOW - UP RODS
228
Figure 222-Wing Flap Follow-up Mechanism
RESTRICTED
RESTRICTED
AN 01-60JF2
Section IV .
Paragraph 19
the desired degrees of flap setting are obtained. The control
valve shaft is positioned to direct pressure to the down side
of the operating struts. The flaps move to the desired setting,
and the follow-up bellcrank, on the flap torque rube, moves
the follow-up control linkage to position the valve shaft
and cur off pressure to the operating strut. Releasing the
control handle moves the valve all the way back to neutral.
This cuts off the pressure to the operating struts and stopS
the flaps in the set position. Whenever the valve shaft is in
neutral, the flaps are locked in the set position by a fluid lock
valve, built into the control valve. High pressure is relieved
through a line connected into the system relief valve. For the
up operation, move the control handle up until the desired
up position or fully up position is obtained. The valve will
. be moved to cut off pressure to the flaps by the follow-up
mechanism when the set position is attained. Releasing the
control handle allows the valve shaft to go back to the full
neutral position. A relief valve connected into the up pres-
sure line relieves high pressures when the fluid is locked in
the up side of the system.
(2) WING FLAP AND FOLLOW-UP MECH-
ANISM ADJUSTMENTS.
(a) WING FLAP ADJUSTMENTS.-With the op-
erating Strut rod disconnected from the attaching bracket on
the flap, extend the rod end adjustment until approximately
three threads are holding. Then connect the rod to the flap
bracket, leaving the locknut loose. With the strut fully re-
tracted under hydraulic pressure, adjust the strut rod end
(from the access door in the flap) until the flaps are pulled
in the upper position to fit the contour board. Move the flaps
to the down position and tighten the rod end locknut.
(b) FOLLOW-UP LINKAGE ADJUSTMENT.-
With the wing flaps set at degrees down, adjust the
control linkage rods at 90 degrees to their corresponding
bellcranks. After follow-up linkage rods are adjusted, adjust
the connecting rod from the wing flap control valve to the
control handle so that the handle is setting on degree
mark.
(3) WING FLAP HYDRAULIC CONTROL VALVE
(Early Airplanes). (See figure 223.)
(a) DESCRIPTION.-The wing flap control valve
assembly, on the left side of the pilot's cockpit on the aft side
of the fuselage former juSt behind the control pedestal, con-
sists of a control shaft, a pressure lock shuttle valve, and a
qouble check valve.
126-58-267
SYSTEM
RETURN
LOCK
SHUTTLE VALVE
RING SEAL
SECTION B B
LOCKED
FLUID
REliEF
SYSTEM
RETURN
B
WI G FLAP
DOW PRESSURE
'0" RING, SEAL------+----_;
SYSTEM
PRESSURE
END
r.--+----CONTROL SHAFT
DOUBLE
CHECK
VALVE
t
SHAFT END
SPRING---...,::ll
RETAI NER-------=t.:::;i,,:::rI-
BLEED
PORT
SYSTEM
PRESSURE
Figure 223-Wing Flap Control Valve-Early Airplanes
RESTRICTED 229
Section IV
Paragraph 19
RESTRICTED
AN 01-60JF-2
The valve operates in the following manner:
When the control shaft is in neutral, the fluid enters the
pressure parr and flows through the drilled passage in the
control shaft and out the acting return parr which connects
to supply line leading to the landing gear control valve.
During wing flap operation there is no pressure available to
the landing gear control valve until the wing flap comrol
valve is back to neutral. When the wing flap control handle
is moved for an up or down operation, the by-passing cir-
cuit is Cut off and the fluid is directed to perform the desired
operation. The fluid is directed to one side of the shurtle
valve, forcing the poppet valve open to allow the fluid under
pressure to go to the directed side of the operating Strut, and
at the same time the shuttle is forced over to open the oppo-
site poppet valve and allows the return fluid from the oper-
ating strut to by-pass into the return parr. .
(b) REMOVING WING FLAP CONTROL
VALVE (Early Airplanes).-Disconnect lines and linkage,
and remove attaching bolts.
(c) DISASSEMBLING WING FLAP CONTROL
VALVE (Early Airplanes).-To remove the comrol shaft,
remove the lower shaft end, remove the upper shaft end,
retainer, and spring assembly. When moving the upper "0"
ring seal past the pressure port, make sure the seal is not
damaged. Slide the shaft down umil the lower "0" ring seal
is exposed JUSt enough to be removed. After removing the
lower seal carefully, slide the shaft Out the tOp. The pressure
lock shuttle valve and the double check valve are each held
in place by a plug screwed imo the body.
(d) ASSEMBLING WING FLAP CONTROL
VALVE (Early Airplanes).-When assembling the valve,
the comrol shaft must be slid in from the tOp with the upper
ring seal in place. When sliding shaft down past the pressure
parr, check through hole to 'make sure that seal is not cutting
on edges. Slide the valve down umillower ~ e a l groove is ex-
posed JUSt enough to install seal. Install the upper retainer
and spring and shaft end; then install the lower end. When
the pressure lock shuttle valve and the dOllble check valve
are installed, be sure the plugs are sealed tight.
(e) TESTING WING FLAP HYDRAULIC
CONTROL VALVE (Early Airplanes).
1. With the locked fluid relief port plugged and
CONTROL PLATE
CONTROL SHAFT
"0" RING SEAL
SYSTEM PRESSURE
TO OPERATING STRUT
RETURN FROM
OPERATING STRUT
~ L P STRUT
RETURN
RETURN FROM OPERATING STRUT
Figure 224-Wing Flap Control Valve-Later Airplanes
230 RESTRICTED
RESTRICTED
AN 01-60JF2
Section IV
Paragraph 19
all other ports open, apply 25 pounds per square inch (low
pressure test), or 1750 pounds per square inch (high pressure
test), at the flap down pressure POrt for 5 minutes. There
should be no leakage from any of the open ports. Make the
same test applying pressure at the flap up pressure port.
2. With the valve in neutral position, the bleed
POrt open, and all other ports plugged, apply 1750 pounds
per square inch pressure at the system pressure port. There
should be a minimum leakage of 15 cubic inches per minute,
maximum leakage of 75 cubic inches per minute Out the
bleed port.
3. With all other ports plugged, apply 25 pounds
per square inch (low pressure test) or 2625 pounds per
square inch (high pressure test) at the pressure port for
minimum of 5 minutes. There should be no external leakage.
(f) INSTALLING WING FLAP CONTROL
VALVE (Early Airplanes).-Attach valve to frame with at-
taching bolts, and connect lines and control linkage.
(4) WING FLAP HYDRAULIC CONTROL VALVE
(Later Airplanes). (See figure 224.)
(a; DESCRIPTION.-The wing flap control valve
assembly is located on the left side of the pilot's cockpit on
the aft side of the fuselage former just behind the control
pedestaL The valve is a rotary-type valve and consists of a
rotating control plate which directs fluid pressure and return
to the desired position. Four spring-loaded shear seal sleeves
are used to prevent leakage of fluid routed through the drilled
passages in the control plate.
The valve operates in the following manner:
When the control plate is in neutral, the fluid from the pump
enters the pressure POrt and flows through a drilled passage
in the control plate and out the neutral return port which
connects to the supply line leading to the landing gear c6n-
trol valve. During wing flap operation there is no pressure
available to the landing gear control valve until wing flap
control valve is back to neutraL When the flap control handle
is moved for an up or down operation, the control plate is
rotated to a position which cuts off the by-passing circuit and
directs the fluid, from the pump, through a drilled passage,
in the control plate, to a port which routes the fluid to the
operating strut to perform the desired operation. Return
fluid from the strut is routed into the valve body and out the
flap system return port.
(b) REMOVING WING FLAP CONTROL
VALVE (Later Airplanes).-Disconnect lines and linkage,
and remove attaching bolts.
(c) DISASSEMBLING WING FLAP CONTROL
VALVE (Later Airplanes).-Remove the four screws which
hold the valve body and cover together, and pull the valve
apart. This will allow access to all the interior parts of the
valve.
(d) ASSEMBLING WING FLAP CONTROL
VALVE (Later Airplanes).-With the ball bearings and
washer in place around the shaft on the control plate, slide
the shaft :hrough the "0" ring in the cover and push con-
trol plate tight against bearing. Be sure ball bearing is in
proper place. With the shear seal sleeves and springs in
"0" RING SEAL
LOCKNUT "0" RING SEAL
LOCKNUT
WIPER
RING
"O"RING SEAL
LOCKNUT
PISTON 8 ROD CYLINDER END
ROD END
CYLINDER HEAD
CYLINDER RETAINER
126-58-268A
Figure 225-Wing Flap Operating Strut
RESTRICTED
231
Section IV
Paragraph 19
RESTRICTED
AN 01-60JF-2
place, put the cover and body together, being careful not to
damage body "0" ring. Insert and tighten the four attach-
ing screws. It is advisable to tighten all four screws evenly.
(e) TESTING WING FLAP CONTROL VALVE
(Later Airplanes).
1. Valve must be thoroughly bled of air before
applying pressure.
2. Check the valve for free flow of fluid by apply-
ing pressure at the pressure parr. With the control valve in
neutral, there should be free flow out the neutral return parr.
With the valve in the flaps down position there should be
free flow Out the flaps down parr. With the control valve in
flaps up piston there 'should be free flow out the flaps up
port.
3. With the control valve in the flaps down posi-
tion and the flaps down parr plugged, apply 2625 pounds
per square inch pressure at pressure parr for 5 minutes.
Leakage from flap rerum parr should not exceed one drop in
4 minutes after the first minute of pressure application has
elapsed.
4. With the control valve in the flaps up position
and the flaps up parr plugged, apply 6 ~ pounds per square
inch pressure at pressure parr for 5 minutes. Leakage from
flap return parr should not exceed one drop in 4 minutes
after the first minute of pressure application has elapsed.
5. With the control valve in neutral position and
the neutral return parr plugged, apply 25 pounds per square
inch pressure at pressure parr for 5 minutes. Leakage from
flap return parr should not exceed one drop in 4 minutes after
first minute of pressure application has elapsed. Increase the
pressure to 2625 pounds per square inch. The results should
be the same.
6. With the control valve in neutral position and
the pressure, neutral return, and flaps down porrs plugged,
apply 2625 pounds per square inch- pressure at the flaps up
parr for 5 minutes. Leakage from the flap return parr should
not exceed one drop in 4 minutes after first minute of pres-
sure application has elapsed.
7. With the control valve in neutral position and
the pressure, neutral return, and flaps up porrs plugged, apply
2625 pounds per square inch pressure at the flaps down
port for 5 minutes. Leakage from the flap return parr should
not exceed one drop in 4 minutes after first minute of pres-
sure application has elapsed.
8. With the control valve in neutral position and
the pressure, neutral return, flaps up, and flaps down porrs
plugged, apply 1750 pounds per square inch pressure at the
flap return parr for 5 minutes. There should be no external
leakage.
(/) INSTALLING WING FLAP CONTROL
VALVE (Later Airplanes).-Attach valve to frame with at-
taching bolts, and connect lines and control linkage.
(5) WING FLAP HYDRAULIC OPERATING
STRUT. (See figure 225.)
(a) DESCRIPTION.-The wing flap operating struts
are located one in each wing gun bay. The struts are attached
to their mounting brackets by one bolt, about which they
232
120 -58-318
Figure 226-Hydraulic Check Valve
RESTRICTED

RESTRICTED
AN 01-60JF-2
Section IV
120-58-316
Figure 227-Disconnect Coupling (Disconnected)
120-58-317
Figure 228-Disconnect Coupling (Connected)
RESTRICTED 233
Section IV
Paragraphs 19-20
RESTRICTED
AN 01-60JF2
pivot during operation. The piston and rod assembly are
welded together as one unit and have an "0" ring seal. The
strut has a wiper ring, installed next to the end retainer, to
prevent foreign matter from being pulled into the ring seals
and bearing surfaces during the retraction of the piston rod.
The strut head and end have bleeder plugs for bleeding
trapped air from either end of the strut.
(b) REMOVING WING FLAP OPERATING
STRUT-Disconnect strut from the wing flap. Disconnect
and plug attaching lines, and remove attaching bolts.
(c) DISASSEMBLING WING FLAP OPER-
ATING STRUT-With the piston rod fully extended,
loosen the cylinder end locknut and unscrew the cylinder
end. After the cylinder end and piston have been removed,
remove the piston rod end. Then from the cylinder end re-
move the snap ring, wiper ring, retainer, and seal ring.
Slide the cylinder end from the piston rod. The cylinder head
is removed from the cylinder by unscrewing the head. Be
careful not to damage ring seals.
(d) ASSEMBLING WING FLAP OPERATING
STRUT-Slide the cylinder end on the piston rod and install
the end ring seal retainer, wiper ring, washer, and snap ring.
Install the piston rod end. With the cylinder head on the
cylinder, slide the piston into the cylinder and tighten the
cylinder end and locknut.
(e) TESTING HYDRAULIC WING FLAP
OPERATING STRUT
(Refer to paragraph 19. d. (4).)
(f) INSTALLING WING FLAP OPERATING
STRUT.-Attach the operating strut to the mounting
bracket. Connect the lines and linkage.
i. MISCELLANEOUS HYDRAULIC UNITS.
(1) HYDRAULIC CHECK VALVES. (See figure 226.)
-Standard one-way check valves are installed at variops
points of the system to permit flow in one direction only.
When installing a check valve. the arrow, on the body of the
v ~ Y e must pOllit in die desired direction of free flow.
(2) HYDRAULIC DISCONNECT COUPLINGS.
(See figures 227 and 228;J-""'-Self-sealing disconnect couplings,
at the firewall and reservoir, provide for the rapid discon-
nection and reconnection of the engine pump suction and
pressure lines without the loss of fluid or the introduction
of air into the system. This affords a place for test stand
connection.
20. ELECTRICAL SYSTEM.
a. GENERAL DESCRIPTION.-The electrical system is
of a 24-volt direct-current single-wire type receiving power
from a lOO-ampere engine-driven generator system and
using the metallic structure of the airplane as a ground. A
24-volt storage battery supplies current when the generator
system is not operating or when generator output is less than
26.5 volts. Practically all electrical control items within the
fuselage and aft of the firewall are mounted on and con-
trolled from the cockpit electrical shelf (figure 230) and con-
trol panel assembly directly below the instrument panel. This
complete assembly may be removed and replaced as a unit.
Most of the wiring is in open bundles, supported by clips and
protected wherever necessary by insulating tubing. The igni-
tion wiring is separately shielded by flexible conduit. All
circuits are protected either by manual reset or automatic
circuit breakers. A mechanical reset device, with its control
button protruding through the lower edge of the pilot's
center switch panel, simultaneously resets one or all of the
manual reset circuit breakers on the cockpit control shelf
assembly. See wiring diagrams at the end of this paragraph.
A static ground wire fastened to the underside of the fuselage
adjacent to the tail wheel grounds the electrical system upon
landing.
1. Type 0-4 Generator
2. Left-hand Magneto
3. Supercharger Solenoid
4. Type 840 Starter
5. Right-hand Magneto
6. Booster Coil Junction Box
7. Oil Dilution Solenoid
8. Supercharger Aneroid Switch
9. Ignition Harness
10. Tachometer
11. Landing Light Switch
12. Cockpit Control Panel
13. Water Injection and Flap Actuator Microswitch
14. Remote-indicating Compass
15. Cockpit Light
16. Tachometer Indicator
17. Engine Gage
18. K-14 Gun Sight
19. Fuel Level Indicator
20. Dual Indicator
21. Spare Lamps
22.. C-5 Fluorescent Light
23. Landing Gear Warning Horn
24. Wing Tip Position Light
25. Remote-indicating Compass Transmitter
26. Gun Solenoids
27. Landing Light
28. Landing Gear Position Switch
29. Fairing Door Switch
30. Gun Camera
31. Wing Disconnect Plugs
32. Fairing Door Switch
33. Landing Gear Position Switch
34. Pitot Heater
35. Recognition Lights
36. Fuel Tank End Unit
37. Fuel Booster Pump
38. K-14 Gun Sight Selector Dimmer
39. Fuel Booster Pump Resistors
40. External Power Socket
41. Battery-disconnect Solenoid
42. Fuselage Tank Booster Pump
43. Coolant Temperature Bulb
44. Coolant Radiator Air Outlet Flap Actuator
45. Coolant Actuator Control Switch
46. Rudder Position Light
47. Battery
48. Bomb Rack Disconnect Plug
49. Aneroid Switch Shifting Microswitch
50. Water Injection Pump
51. Landing Gear Warning Microswitch
KEY TO FIGURE 229
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AN Ol-60JF-2
Section IV
24
34
48
33
32
31 30
43
41
40
39
38
28
27
23
22 21 19 18
20
15
NOTE:
LOCATION OF ELECTRICAL EQUIPMENT
ON COCKPIT SHELF SHOWN IN
ANOTHER FIGURE.
Figure 229-Location of Electrical Equipment
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235
Section IV
Paragraph 20
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AN 01-60JF-2
b. ELECTRICAL WIRING IDENTIFICATION.-To
facilitate wiring installation, each wire is identified by a letter
and two numbers stamped on the wire at approximately
I5-inch intervals throughout its entire length. The letter
identifies the circuit in which the wire belongs, the first
number is the wiring identification number, and the last
number, after the arrow, is the wire gage. The following are
the letters, and the circuits they represent, in the electrical
system of the P-5IH Airplane.
LETTER
A
B
D
E
F
G
H
J
K
L
M
CIRCUIT
All armament circuits other than those associated
with bombing or torpedoing: i.e., gun camera, gun
sight, and gun firing.
BOMB AND TORPEDO-Bomb arming, bomb re-
lease, chemical release, and bomb selection.
DE-ICING OR ANTI-ICING-Pitot heat.
ENGINE INSTRUMENTS-Carburetor air tempera-
ture, coolant temperature, oil temperature, and
tachometer.
FLIGHT INSTRUMENTS-Remote compass.
LANDING GEAR-Down-Iock and up-lock.
HEAT, VENTILATION, AND PRESSURIZATION
-Cockpit heater, gun heater, etc.
IGNITION-Booster coil and magneto.
ENGINE CONTROLS-Coolant flap actuators, super-
charger aneroid switch and solenoid, and starter.
LIGHTS-Cockpit, position, recognition, and landing
lights,
MISCELLANEOUS CIRCUITS.
N GROUND NETWORK WIRING.
P POWER-All D.C. feeders or D.C. power wiring up
to an individual circuit other than the ground mit-
work.
Q FUEL AND OIL-Engine primer, fuel booster pumps,
and oil dilution.
R RADIO AND ORAL COMMUNICATION-Com-
mand radio set and range receiver.
S RADIO-OPERATED DEVICES-SCR-695-A and
AN/APS-13 radio sets.
c. TROUBLE SHOOTING ELECTRICAL SYSTEM.-
When trouble shooting, remove the wires from the unit
affected and check the power lead for the correct voltage with
a voltmeter. If there is power to this point, the trouble is in
the unit and an attempt should be made to either adjust or
repair the unit before replacing it. Should there be no indi-
cation of power at the unit, then check wiring back to the
power source.
WARNING
In trouble shooting the complete electrical system,
it is necessary to remove various plugs and terminal
block covers to make circuits accessible. Extreme
care must be taken in testing, as "hot" points are
thus exposed. Whenever such testing is necessary,
remove all power from the equipment, make neces-
sary circuit changes or meter connections, and then
apply the power.
TROUBLE '-ROBABLE CAUSE
BATTERY
REMEDY
Electrolyte consistently leakage. Seal case or replace battery.
below top of plates.
Boiling over because of high generator Adjust or replace voltage regulator.
voltage.
Freezing. Exposure to low temperature and not Thaw slowly in a warm room. Recharge.
properly charged. Specific gravity of
electrolyte too low.
Loss of capacity. loss of electrolyte. Seal case or replace battery.
low temperature. Thaw in warm room. Recharge battery, or
replace battery.
High discharge. Replace battery.
Overcharging for long periods. Replace battery. Adjust or replace voltage
regulator, if necessary.
Internal short circuits. Replace battery.
length of service. Replace battery.
Battery discharged. loss of capacity. (See preceding "Trouble.")
Reverse-current relay improperly ad- Adjust relay.
justed.
Load left on or external short. Check switches and wiring.
Voltage regulator improperly adjusted. Adjust regulator.
236 RESTRICTED
TROUBLE
Reversal of polarity.
Solenoid inoperative.
Intermittent operation.
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AN 01-60JF-2
PROBABLE CAUSE
Battery charged in wrong direction.
BATTERY-DISCONNECT RELAY
No power to coil because of defective
switch or wiring.
Defective coil.
Plunger binding.
Not grounded.
Plunger binding.
loose electrical connection.
Badly burned points.
Section IV
Paragraph 20
REMEDY
Replace battery or recharge with proper
polarity.
Replace switch or rewire circuit.
Replace relay.
Remove and wash plunger and housing with
carbon tetrachloride. Change spring com-
pression only as a last resort.
Ground.
See remedy under IISolenoid inoperative.
1I
Clean and tighten electrical connections.
Dress points or replace unit.,
GENERAL .ELECTRIC REVERSE-CURRENT RELAY
Voltage regulator inoperative. Replace regulator.
Voltage regulator improperly adjusted. Adjust regulator.
Contacts will not close.
Contacts will not open.
Generator operating within
rated speed range, but volt-
age output low or erratic
(or excessive sparking at
generator brushes).
No generator output.
Resistor open.
Small contacts do not make contact
when closed.
Small terminals shorted.
Coils damaged.
Open circuit between generator and
switch.
Generator polarity reversed.
Small contacts sticking.
Moisture between small contacts.
GENERATOR
Grounded or open field coil.
If voltage is only 2 volts, the generator
is operating on residual magnetism.
loose or high-resistance electrical con-
nections.
Brushes excessively worn.
Brushes binding in the brush boxes.
Excessive side play of brushes in brush
boxes.
Brushes not properly seated.
low brush spring tension.
Dirty commutator.
RESTRICTED
Check voltage regulator and generator.
Replace resistor.
Adjust.
Rewire.
Replace relay.
Rewire.
Flash field.
Increase gap.
Clean and dry.
Replace entire yoke assembly, or replace
generator.
Clean and tighten any loose or high-resist-
ance connections.
Clean and tighten all electrical connections.
Replace brushes.
Clean brushes and brush boxes.
Replace the brushes.
Reseat or replace brushes.
Replace spring if necessary.
Clean with a cloth moistened in varsol or un-
doped gasoline.
237
Section IV
Paragraph 20
TROUBLE
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AN 01-60JF-2
PROBABLE CAUSE
Scored or pitted commutator.
Shorted or open armature coils.
Incorrect wiring.
REMEDY
Replace generator, or change armature.
Replace generator.
Rewire.
Generator operating within
rated speed range, but volt-
meter indicates zero.
Loose or high-resistance field coil as- Clean and tighten terminals.
sembly terminals.
Incorrect wiring. Rewire.
Improper operation of reverse-current Adjust or replace relay.
relay.
Generator operates within
rated speed range with line
switch closed, but system
ammeter indicates low or
no output.
Wiring not properly connected.
Grounded or open field coil assembly.
Generator field demagnetized.
Generator field demagnetized.
Burned-out ammeter.
Fully charged battery.
Note
Since generated voltage is
held at an almost constant
value, the current output de-
pends entirely upon the con-
dition of the battery and the
amount of external load.
When the battery is fully
charged and there is no load
on the system, little or no
current will flow between
generator and battery.
Rewire.
Replace yoke assembly or replace generator.
Flash the field.
Flash field.
Replace ammeter.
See following Note.
Generator operating within
rated speed range, but
system ammeter reads off
scale in the wrong direc-
tion.
Generator operating within
rated speed range but test
voltmeter indicates a bus
voltage between 30 and 32
volts.
System ammeter fluctuates
excessively when indicating
full rated load.
238
Ammeter circuit reversed. Rewire.
Voltage regulator has no ground. Ground voltage regulator.
CAUTION
When the preceding trouble arises,
do not turn off the generator-dis-
connect switch as this allows the
generator voltage to build up until
eventually the field windings burn
up.
Generator system is overloaded. Relieve overload.
Improper operation of voltage regu- Adjust or replace.
lator.
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TROUBLE
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AN 01-60JF-2
PROBABLE CAUSE
LEECE-NEVILLE REVERSE-CURRENT RELAY
REMEDY
Section IV
Paragraph 20
Relay will not adjust prop-
erly.
Solenoid inoperative.
Battery circuit open. No load. Battery
terminals loose or corroded.
Coil damaged.
Resistor open or disconnected.
Not grounded.
OIL DILUTION SOLENOID
Defective coil.
No power to coil due to defective switch
or wiring.
Not grounded.
Open circuit breaker.
. Clean and tighten.
Replace relay.
Replace resistor.
Ground unit.
Replace solenoid.
Replace switch or rewire circuit.
Ground.
Set circuit breaker.
SUPERCHARGER ANEROID SWITCH
will not shift
to high blower.
Supercharger solenoid defective.
Open circuit breaker.
Defective control switch; stays in low
position.
Aneroid switch defective or out of cali-
bration.
Broken wire to solenoid.
Replace.
Set circuit breaker.
Replace switch.
Remove and recalibrate or replace.
Repair.
d. ELECTRICAL POWER SOURCES.
(1) BATTERY.
(a) DESCRIPTION.-A lead plate storage battery
(AN3150-1), mounted above the fuselage tank just aft of
the pilot's seat armor plate, is used for operating the elec-
trical system when the engine-driven generator is not in op-
eration, and when no external power source is available. A
battery-disconnect relay (Type B-4), mounted inboard and
just forward of the external power receptacle and controlled
by a battery-disconnect switch (AN3160-1O) on the center
switch panel, connects the battery to the electrical system.
This switch is not safetied through the igr;ition switch.
(b) REMOVING BATTERY.
1. Remove the cockpit enclosure for access to the
battery.
2. Turn plug wheel on quick-disconnect plug
counterclockwise until the terminal unit is disconnected from
the battery; lay unit aside.
3. Unlock the tie-down rods.
4. Disconnect the battery vent lines.
5. Remove the battery from the airplane.
(c) INSTALLING BATTERY.
1. Make certain the battery is fully charged and
that there is a X6-inch thick sponge rubber gasket between
the battery lid and the battery to prevent any acid accumu-
lated on top of the battery from leaking into the interior
of the airplane.
2. Position the battery and install the tie-down
rods in the slots in the battery cover. Snap down cam snaps
and check for a tight fit. If necessary, release cam snaps and
adjust for proper fit.
3. Position the quick-disconnect plug and rurn
the wheel clockwise until it is snug.
4. Connect the battery vent lines to the battery
vents.
(d) CHARGING BATTERY THROUGH EX-
TERNAL POWER SOCKET.-A battery with a specific
gravity of 1.240 or lower must be removed and recharged.
However, if the specific gravity is only slightly low, it is
possible to recharge the battery in the airplane through the
external power socket as follows:
1. Connect a portable motor-driven generator with
a 28 to 28.5 direct-current voltage Output to the external
power socket.
2. Turn "ON" the battery-disconnect switch. Make
sure all other electrical switches are "OFF."
RESTRICTED 239
Section IV
Paragraph 20
RESTRICTED
AN 01-60JF-2
1. Gun Firing Relay
2. Throttle Warning Relay
3. Voltage Regulator
4. Horn Release Relay
5. Bomb Release Relay
6. War Emergency Power Relay
7. Alternating Current Inverter
8. Reverse-current Relay
9. Ignition Switch
10. Left Switch Panel
Figure 230-Cockpit Electrical Shelf
11. Center Switch Panel
12. Right Switch Panel
13. Ammeter Shunt
14. Circuit-breaker Assembly
Note
As there is no individual switch for the inverter
and the K-14B gun sight motor, they will run,
without ill effects, while the battery is being re-
charged.
3. Start the motor generator and check its output
for 28 volts. Take hydrometer readings at intervals.
(e) REPLACING BATTERY SUMP PAD.
1. Remove the two screws holding the jar cover-
plate in place. Put the plate aside, and remove the jar.
2. Saturate an inch-thick felt pad with a saturated
solution of trisodium phosphate that has been boiled and
allowed to cool.
CAUTION
Use only enough solution to saturate the pad, as
any excess solution may flow into the vent line
when the airplane is in a vertical or inverted posi-
tion.
3. Place the pad in the bottom of the jar.
4. Reinstall the jar and plate; tighten the screws.
(2) GENERATOR SYSTEM.
(a) DESCRIPTION.-An engine-driven generator
supplies the primary source of power for the electrical sys-
tem when the engine is operating under normal conditions,
and also charges the battery. Charging current is supplied
through the reverse-current relay which is actuated by the
generator-disconnect switch on the pilot's switch panel. A
240 RESTRICTED
Figure 232-Rep/acing Generator Brushes
RESTRICTED
AN 01-60JF-2
voltage regulator keeps the charging potential between 27.5
and 28.5 volts. An ammeter mounted on the pilot's switch
panel indicates the current output of the
(b) GENERATOR.
1. DESCRIPTION.-A Type 0-4, 28-volt, 100-
ampere left-hand rotation generator is mounted on the left
side of the engine. (See figure 229.) Rammed air from the
front of the engine is directed through a blast tube to the
generator for cooling. A stud-type terminal block is mounted
on the generator; a small boot tied around the block keeps
loose parts !rom falling into and shorting out the'terminals.
2. REMOVING GENERATOR.
a. Remove the upper arid lower left engine
cowling for access to the generator.
b. Remove the three wires from the terminal
block.
",,1' BRUSH LEAD SCREWS
Section IV
Paragraph 20

c. Remove the blast tube from the air spout on
the generator.
d. Remove the nuts on the mounting studs and
remove the generator.
3. MEASURING GENERATOR BRUSH
SPRING TENSION.
a. Remove the front head cover for access to
the brushes and brush springs.
b. Hook a spring scale underneath each spring,
and lift the end of the spring Ya inch above the brush box.
(See figure 231.) If the spring tension does not measure be-
tween 56 and 64 ounces, send the generator to the overhaul
shop, as this adjustment requires disassembly of the genera-
tor.
WITH HIE BRUSH ARM
1/8" ABOVE THE BRUSH
THE SCALE SHOULD '
INDICATE A TENSION OF
56 TO 64 OUNCES __
102-54_241
Figure 23 I-Measuring Generator Brush Tension
Note
The brush spring should bear centrally on the top
of the brushes to ensure full 'brush contact with
the face of the commutator.
4. CLEANING GENERATOR BRUSH BOXES.
-If the brushes are not less than Y7 inch in length but are
binding in the brush boxes, remove and clean the brushes and
brush boxes with a cloth moistened with unleaded gasoline
or any other suitable solvent. Do not use carbon tetrachloride,
since its use will result in 1'apid brush wear. The brushes
should fit freely with no excessive side play.
5. REPLACING GENERATOR BRUSHES.
(See figure 232.)
a. Remove the front head cover for access to
the brushes.
b. If the brushes are Y7 inch or less in length,
replace them, making sure that the brush leads are not
twisted and that all connections are clean and tight.
c. Reinstall the front head cover. Install genera-
tor on the airplane.
d. Seat the new brushes to at least 75 percent
of the contact surface by running the without
load (with the generator-disconnect switch "OFF") for at
least 15 minutes during the engine warm-up period.
CAUTION
Do not use abrasives of any kind in seating the
brushes.
6. INSTALLING GENERATOR.
a. Make sure the engine pad and the generator
flange are free from oil and dirt, and that the gasket or
seal is dry and in good condition.
b. Position the generator on the mounting studs
and tighten the nuts securely.
c. Connect the air blast tube to the air spout
on the generator,
RESTRICTED 241
Section IV
Paragraph 20
RESTRICTED
AN 0160JF2
d. Install the wires to the terminal block on the
generator.
e. Install the canvas cover over the terminal
block.
7. FLASHING GENERATOR FIELD.
a. Make sure the battery-disconnect switch is
"OFF," and that no external power is connected to the air-
plane.
b. Remove the voltage regulator from the
mounting base.
c. Connect a piece of No. 14 or heavier wire
between the "BAT" terminal on the reverse-current relay
and terminal "A" on the voltage regulator mounting base.
d. Connect a test voltmeter between wire P-6
or P-? on the generator-disconnect switch, and ground.
e. Turn "OFF" the generator-disconnect switch;
then run the engine at 1800 rpm.
f. With the engine running, open and close
the battery-disconnect switch a few times and check the
voltmeter to see if a voltage is obtained. If no voltage is ob-
tained, the generator is faulty. .
g. Turn the battery-disconnect switch "OFF,"
and remove the jumper wire.
h. Replace the voltage regulator, and check if
voltage is indicated on the voltmeter.
i. If a generator repeatedly loses its residual
magnetism, replace it 'Yith a new one.
CAUTION
Do not, under any conditions, flash the generator
by manually closing the reverse-current relay con-
tacts.
(c) VOLTAGE REGULATOR
1. DESCRIPTION.-A carbon pile voltage regu-
lator is mounted on a shockproof base on the cockpit panel
assembly beneath the instrument panel, and is accessible from
the cockpit when the left switch panel is dropped. The
voltage regulator maintains a constant bus voltage output of
28 to 28.5 volts, regardless of variations in the speed of
the generator and conditions of varying electrical loads.
2. REMOVING VOLTAGE REGULATOR.
a. Remove cowling forward of the windshield
for access to regulator.
b. Lift out the regulator while pulliag the hold-
down springs away from the base plate.
CAUTION
Handle voltage regulator with care.
3. INSTALLING VOLTAGE REGULATOR.
a. Remove the cowling forward of the wind-
shield for access to voltage regulator base.
b. Place regulator on the regulator subbase,
slipping the hold-down ears on the unit into the slotted lugs
on the base.
c. Secure the regulator in position by snapping
the hold-down springs over the base plate.
d. Install cowling.
4. ADJUSTING VOLTAGE REGULATOR.-
The precision-type voltmeter used for this adjustment must
be handled carefully.' If a precision-type is not
available, a Type B-1 meter may be used, but only after it
has been checked with a precision meter. Satisfactory tem-
porary operation may be had by checking the meter at 28
volts. Proceed as follows:
a. Remove the regulator, inspect for general
condition, and make sure there are no broken wires. Handle
the voltage regulator with care.
Figure 233-Vo/tage Regulator Stability Test
EARPHONES
Note
Actual voltage regulator adjustment can be made
from within the cockpit.
b. Turn "OFF" battery and generator-disconnect
c. Connect negative side of voltmeter to ground
(structure of the airplane) and the positive side to the "B"
terminal of the voltage regulator.
d. Start engine and permit it to reach proper
operating temperature; then gradually increase rpm to 1800.
Voltmeter should then read 28 volts. If it does not, adjust
voltage regulator by turning the adjusting screw or knob
to the right to increase voltage, or to the left to decrease
voltage. (See figure 234.)
e. With engine running at 1800 rpm, turn
"ON" the generator-disconnect switch. Then turn on an elec-
tricalload of about 50 amperes and note the reading on volt-
meter.
switches.
K-28-5
IMFD
CONDENSER
B ...-+-....J
C

D
K
G
-----..,
4MFD
R.H.
VOLTAGE
REGULATOR
242 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 20
f. Run engine up to 3000 rpm and note read-
ing on voltmeter. If there is a difference of more than X
volt between this reading and the previous reading, replace.
the regulator.
5. VOLTAGE REGULATOR STABILITY
TEST.
a. Connect a one-microfarad condenser in series
with the earphones and connect them across "A" and "B"
terminals on voltage regulator. (See figure 233.)
Note
The condenser is necessary to prevent damage to
the earphones and interference with regulator oper-
ation.
b. Switch off all electrical load.
c. Start the engine and warm up as per check
list.
d. Put on earphones and listen carefully; at the
same time gradually increase the engine rpm to maximum
speed permitted on the ground.
Note
The higher the generator speed achieved, the more
complete will be the test.
e. During the varying of the engine rpm, a
smooth, -steady hum indicates a stable voltage rc:gulator.
Switch on as much electrical load as possible (not to exceed
full load rating of generator); then switch it off. Repeat thIS
procedure several times. The regulator must remain stable.
If a rapid succession of clicking or popping noises is heard
in the earphones, this represents an unstable regulator
which must be removed and forwarded to overhaul depot.
CAUTION
If a clicking noise is heard, however slight, remove
regulator for overhaul, as instability of any kind
will permanently damage the carbon discs.
f. When test is completed remove the ear-
phones and condenser from the generator circuit.
Note
Do not attempt co adjust carbon pile discs with
voltage regulator in the airplane.
(d) REVERSE-CURRENT RELAY.
1. DESCRlPTION.-The reverse-current relay, on
the cockpit panel assembly, connects the generator to the
airplane's electrical system when the generator voltage
reaches 26.5 volts or above. When generator voltage falls
below 26.5 volts, a reverse current will flow from the bat
tery to the generator and cause the relay to open automati-
cally. However, the relay will only operate when the genera-
tor-disconnect switch is "ON."
2. REMOVING REVERSECURRENT RELAY.
a. Make sure that no external power is con-
nected to the airplane, and that the battery-disconnect
switch is "OFF."
OELCO-REMY
GENERAL ELECTRIC
ECLIPSE
Figure 234-Voltage Adjustment
RESTRICTED 243
Section IV
Paragraph 20
GENERAL ELECTRIC
WESTINGHOUSE
IOt-54260
LEECE -NEVILLE
Figure 235-Reverse-current Relay Adjustment
244
RESTRICTED
AN 0160JF2
b. Remove the cowling forward of the wind-
shield for access to relay.
c. Remove the four wires from the terminals on
the relay.
Note
If another reverse-current relay is not to be in-
stalled immediately, tape the wires to prevent a
short circuit to ground in the event that the bat-
tery-disconnect switch is turned "ON" or an ex-
ternal power is applied to the airplane.
d. Remove the four mounting screws and
remove the relay.
CAUTION
Handle the reverse-current relay with care.
3. INSTALLING REVERSE-CURRENT
RELAY.
a. Make sure that battery-disconnect switch is
"OFF" and that no external power is connected to the air-
plane.
b. Remove cowling forward of the windshield
for access.
c. Position the relay and install the four mount-
ing screws.
d. Connect the wires to the relay in accordance
with the wiring diagram given at the end of this paragraph.
e. Adjust the relay. (See paragraph 4. follow-
ing.)
4. ADJUSTING REVERSE-CURRENT RELAY.
a. Start engine and permit it to attain operating
temperature.
b. Attach the positive lead of an external volt-
meter to the "B" terminal on voltage regulator, and the nega-
tive lead to the airplane electrical ground.
Note
Actual reverse-current relay adjustment can be
made from within the cockpit.
c. Turn "ON" generator switch.
d. Gradually increase speed of engine until a
current reading is noted on the ammeter on the front switch
panel. The voltmeter will show a slight drop as relay closes.
The voltage read immediately before closing of the relay
is the relay closing voltage, and should be between 26 and
26.5 volts. If voltage is not between these values, adjust
relay. (See figure 235.)
CAUTION
Do not close relay by hand as this may damage
the entire electrical system.
(3) ALTERNATING CURRENT INVERTER.-A
400-cycle, 26-volt alternating current, required for the re-
mote-indicating compass, is supplied by a battery-driven
rotary inverter (figure 229) mounted on the forward right-
RESTRICTED
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AN 0160JF2
Section IV
Paragraph 20
hand corner of cockpit panel assembly. The inverter, acces-
sible when the cowling forward of the windshield isre-
moved, is connected to the electrical system so as to operate
whenever the electrical system is "hot:'
(4) EXTERNAL POWER SOCKET.-An external
power socket (figure 236) on the left side of the fuselage
just above the trailing edge of the wing permits the attach-
ment of an external source of power for starting, ground
checks, and for charging the battery. (Refer to paragraph
20. c. (1) (d).) The access dooris spring-loaded to permit
removal of the plug without entering the propeller blast.
An external source of power should be employed whenever
possible.
CAUTION
The proper external voltage (24 volts) is stenciled
on the external power socket access door. This
specified voltage must be used to prevent damage
to units in the electrical system. Be sure that the
polarity of the external power is the same as that
of the airplane.
e. IGNITION SYSTEM.-Refer to paragraph 13 of this
section.
f. ENGINE STARTING SYSTEM.-Refer to paragraph
14 of this section.
g. POWER PLANT ELECTRICAL EQUIPMENT.
(1) GENERAL.-The portion of the electrical system
connected with the engine consists of an oil dilution sole-
noid, supercharger aneroid switch and shifting solenoid,
primer solenoid valve, and two fuel booster pumps.
(2) OIL DILUTION SOLENOID VALVE.-The oil
dilution solenoid v v ~ on the lower right engine mount
beam is connected between the fuel line and the oil system
and is controlled by the "OIL DILUTE" switch on the right
switch panel.
(3) PRIMER SOLENOID VALVE.-The primer sole-
noid valve consists essentially of a solenoid-operated needle
valve which is built into the fuel inlet to the carburetor.
The solenoid, energized when the "ENGINE PRIMER" switch
on the right switch panel is closed, opens the needle valve to
permit fuel to pass directly to the engine primer system.
(4) SUPERCHARGER ANEROID AND
SOLENOID.
(a) DESCRIPTION.-The supercharger shifting sol-
enoid, on the left side of the supercharger case, is electri-
cally operated through an aneroid switch which opens and
closes at certain carburetor entrance air passages. The aner-
oid switch unit consists of two switches, each switch operat-
ing at a different altitude. The high-altitude switch controls
the supercharger solenoid when the pilot's control switch is
in "AUTOMATIC" and the engine throttle lever is in any
position below war emergency power. (See figure 238.) The
low-altitude aneroid switch controls the blower when the
throttle lever is in the war emergency position correspond-
ing to 80 in. Hg manifold pressure, or more. The selection
as to which switch has the control is determined automatical-
ly by the position of a switch actuated by the throttle lever.
NOTE:
SPRING LOADED
DOOR AUTOMATI-
CALLY CLOSES
WHEN PLUG IS
PULLED OUT
126-54-432
Figure 236-Externa' Power Socket
The "LOW" position of the control switch in either case
is used to open the circuit to the supercharger solenoid for
low blower operation in the event of aneroid switch failure.
The spring-loaded guard holds the switch in "AUTO" posi-
tion for normal operation.
(b) REMOVING SUPERCHARGER ANEROID
SWITCH.
1. Removing cowling just forward of the wind-
shield for access to the supercharger aneroid switch.
2. Disconnect the hose and electrical connector
from the switch.
3. Remove the aneroid switch from the shock
mounts.
( c) SUPERCHARGER ANEROID SWITCH
.DIAPHRAGMS.
1. REMOVING SUPERCHARGER ANEROID
SWITCH DIAPHRAGMS.
a. Remove the aneroid switch box cover.
b. Remove the sealing compound from around
the range screw and the range locking screw; remove the
range screw.
c. Insert a screwdriver into the bellows support
stud and turn counterclockwise until the stud is free of the
aneroid diaphragm screw. Prevent the diaphragm from turn-
ing while removing the stud. Very carefully remove the dia-
phragms from the box.
Note
Do not remove the compensating pins (figure 237)
from the original position on the temperature com-
pensator.
d. If a pin falls out, reinstall it to its original
position as designated by the figure written in ink on the
diaphragm. This figure indicates the proper center-punched
mark in the bimetallic spring for the pin. There are four
center-punched marks at the end of each bimetallic com-
pensator. The punch mark closest to the end is No.1. There
RESTRICTED 245
Section IV
Paragraph 20
RESTRICTED
AN 0160JF2
HIGH
ALTITUDE
SWITCH
I. HIGH ALTITUDE RANGE ADJUSTMENT SCREW
2. ANEROID
3. MICRO- SWITCH
4. LOW ALTITUDE DIFFERENTIAL SCREW
5. HIGH ALTITUDE DIFFERENTIAL SCREW
LOW
ALTITUDE
SWITCH
IU:J
6. LOW ALTITUDE RANGE ADJUSTM ENT SCREW
7. TEMPERATURE COMPENSATING PINS
8. ELECTRICAL CONNECTOR
9. DIFFERENTIAL ADJUSTMENT HOUSING
10. TEMPERATURE COMPENSATOR
126-54-504
Figure 237-Supercharger Aneroid Switch Details
is only one center-punched marking in the round post in
the center of the diaphragm.
Note
If the temperature compensator becomes loose, re-
place the unit.
2. INSTALLING SUPERCHARGER
ANEROID SWITCH DIAPHRAGMS.
a. Insert the lock washer and the guide plate
with the smaller hole on the screw extension of the dia-
phragm.
Note
Do not pick up the diaphragm by the U-shaped
temperamre compensator.
b. Position the diaphragms so one leg of the
temperature compensator measures between %2 and %2 inch
from the flange surface of the case to the top end of the
temperature compensating leg on the air inlet side. Turn
the diaphragm support smd clockwise until the diaphragms
are securely in place. Make sure the other end of the guide
plate is connected to the guide pin.
c. Install the range adjustment screw.
d. Calibrate the aneroid switch assembly. (Re-
fer to paragraph 20. g. (4) (f).)
(d) SUPERCHARGER ANEROID MICRO-
SWITCH.
1. REMOVING SUPERCHARGER ANEROID
MICROSWITCH.
Note
The microswitch is a special unit developed for the
aneroid switch and can only be replaced by one of
the same type.
a. Remove the two microswitch mounting
screws (figure 237) and lift the unit out of the case.
b. Disconnect the wires from the switch and
slide the switch out of the frame.
CAUTION
Do not change the shape of the switch frame by
forcing the bracket together, as this will destroy
free movement of the lever.
246 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 20
2. INSTALLING SUPERCHARGER
ANEROID MICROSWITCH.
a. Slide the new switch unit (1555-DI6-Gl)
into the frame (1555-DI4-Gl), and connect.
b. Position the unit on the mounting and slight-
ly tighten the mounting screw next to the differential ad-
justment; leave the other screw loose.
c. Shift the microswitch in the frame so it will
operate with the lever approximately in the horizontal posi-
tion. To determine the cut-in and cutout point, observe
the click of the switch, or connect a test light across the
switch. Tighten both mounting screws.
Note
If the microswitch is shifted too far in the direc-
tion of the diaphragm, the switch will not cut out
and the lever will extend too far above the differen-
tial adjustment; if the microswitch is too far down,
the result is the opposite and the lever will hit the
frame. Therefore, the preceding step c. is impor-
tant.
(e) ADJUSTING DIFFERENTIAL PICKUP.-If
the holding screws of the microswitch have been loosened,
the differential pickup should be checked and, if necessary,
adjusted as follows:
1. Loosen the differential hexagon nut and set-
screw.
2. OperatNhe lever by hand or by using the range
adjusting screw. The lever must engage the differential pick-
up pin, and push it in slightly before the microswitch clicks
to the on position. When the lever is returned to the off
position, it must leave the pickup pin and show a small
air gap between the two parts before the microswitch opens.
To bring the pickup pin in the right position, turn the dif
ferential housing in or out. The movement of the pickup pin
must be approximately the same distance as the width of
the air gap before the microswitch opens.
CAUTION
Unless this adjustment is made correcdy, it will be
impossible to change the differential of the switch.
3. After the adjustment is made, tighten the dif-
ferential hexagon nut and setscrew securely. The unit is
ready for calibration.
(/) CALIBRATING SUPERCHARGER DUAL
ANEROID SWITCH (Square "D," Class 9315, Type D).-
If laboratory equipment (bell jar, etc.) or replacement
switches are not available, a simple test stand (figure 239)
made from standard aircraft parts can be used to calibrate
supercharger aneroid switches. All adjustments are made
from the outside of the aneroid switch. Adjust the low-
altitude aneroid switch, then the high-altitude switch.
NOT:UNMETERED FUEL FLOW AT CARBURETOR
AIRFLOW, CORRESPONDING TO APPROXIMATELY
68" HG, WILL OPEN POPPET VALVE IN THE
WATER REGULATOR AND ALLOW THE WATER
TO FLOW TO A SECOND VALVE IN THE
REGULATOR WHICH METERS THE FLOW OF
WATER INTO THE SUPERCHARGER.
TYPE R-4800 COOLANT FLAP
'----THiS MICROSWITCH, ACTUATED BY THE
THIS MICROSWITCH,ACTUATED BY CLIP THROTTLE LEVER, CLOSES AT APPROX.
ON THROTTLE ROD, CLOSES AT APPROX. 68" HG MANIFOLD PRESSURELTURNING ON
80 HG MANIFOLD PRESSURE, SWITCHING THE WATER PUMP AND SHIFllNG COOLANT'
FROM ONE ANEROID TO THE OTHER. FLAP ACTUATOR TO A HIGHER TEMPERATURE
BAND. (SEE NOTEJ
SUPERCHARGER
SWITCH ------,
SUPERCHARGER
SHIFTING SOLENOID
SIMMONDS CONTROL
Figure 238-Electrical Schematic Diagram of War Emergency Power
RESTRICTED 247
Section IV
Paragraph 20
I02-51-0.A TYPE B-12
OIL SEPARATOR
RESTRICTED
AN 01-60JF-2
NOTES
THE VACUUM TANK MUST BE OF
HEAVY GAUGE MATERIAL.
USE A MOTOR OF "1/2 OR MORE H.P.,
GEARED TO DRIVE THE VACUUM PUMP
APPROXIMATELY 3500 R.P. M.
"USE A BLEEDER VALVE OF THE GLOBE
STEAM VALVE TYPE OR EQUIVALENT.
"ALTIMETER MUST BE PROPERLY
CALIBRATED AND BAROMETRIC
SCALE SET AT 29.92.
"INSTALL OIL SEPARATOR ABOVE OIL
SUPPLY TANK SO OIL WILL EXHAUST
BACK INTO TANK.
y-1/4" 0.0.
Figure 239-Superc;harger Aneroid Switch Test t ~ n
CAUTION
It is extremely important that only the parts speci-
fied, or equivalents, be used in constructing the test
stand. Otherwise, the altimeter and the aneroid
may be damaged beyond repair.
1. Set up test stand. (See figure 239.)
2. Connect the aneroid switch to the stand as
shown, and set the barometric pressure scale on the altimeter
to 29.92 in. Hg.
3. Set the relief valve to open at 25,000 feet alti-
tude.
4. Start the vacuum pump and adjust the opening
.of the bleeder valve so that the altimeter reading increases
steadily until the low-altitude switch doses (lamp burns).
Slowly open the bleeder valve until the altimeter reading
decreases steadily, and observe the reading at which the low-
altitude switch opens. This reading should be 13,7PO (-+-150)
feet. If the opening point (cutout) is outside this range,
the switch should be adjusted.
CAUTION
Do not attempt to set cut-in point first because
subsequent adjustment of cutout point will change
the cut-in point.
,
5. To adjust the low-altitude cutout point, remove
the sealing compound covering the "LOW ALTITUDE" adjust-
ment screw. Turn the screw to the right to lower the cutout
point of the 'test lamp or to the left to raise it. Repeat pro-
cedure 4. for check on setting.
Note
One.fourth of a turn is equivalent to approximately
1000 feet altiture.
6. Close the bleeder valve until the altimeter read-
ing increases steadily, and observe the reading at which
the low-altitude switch closes. This reaging should be 15,000
(-+-150) feet. If the closing point is outside this range,
the switch should be adjusted. .
7. To adjust this cut-in point, remove the plug
for access to the "LOW DIFFERENTIAL" adjustment screw,
248 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 20
and turn screw to the right to increase the cut-in point or to
the left to decrease it. Replace the plug. The difference be-
tween the cut-in and cutout point should be no more than
1550 or less than 1100 feet altitude.
8. Obtain an altitude reading of 15,000 (150)
feet and check if the light burns at this setting. Repeat pro-
cedures 6. and 7. until the correct calibration is achieved.
9. Adjustment of the high-altitude switch is ob-
tained in exactly the same manner as the low--altitude switch,
the opening and closing points, in this case, being 21,700
(150) feet and 23,000 (-+-150) feet, respectively.
10. Apply rubber cement (Specification No.
AN5069) over the "LOW ALTITUDE" and "HIGH ALTITUDE"
adjustment screws and around the "LOW DIFFERENTIAL" and
"HIGH DIFFERENTIAL" adjustment screws. Apply sealing
compound (metallic X cement or equivalent) on the lock
washer and cap screw before installing:
Note
Do not use sealing compound on the cover gasket.
11. Connect the aneroid switch to the test stand
again and run the altimeter up to 15,000 feet. Check the
aneroid switcl1 for leaks by closing the needle valve in the
line between the altimeter and the vacuum tank. If there
is an altitude drop greater than 1000 feet per minute, re-
seal the spots as specified in procedure 10. To test for small
leaks, remove the aneroid switch from the test stand, connect
a line with air pressure of not more than 5 pounds per
square inch to it, and immerse in carbon tetrachloride.
CAUTION
If over 5 pounds per square inch pressure is used,
permanent damage to the sensitive aneroid bellows
will result.
(gJ. INSTALLING SUPERCHARGER ANEROID
SWITCH.
1. Install the aneroid switch on the shock mounts
and secure in place.
2. Connect the hose and electrical connector to the
switch.
3. Install the cowling forward of the windshield.
(h) ADJUSTING SUPERCHARGER ANEROID
SHIFTING MICROSWITCH.-This microswitch (figure
238), fastened to a frame on the left.side of the airplane for-
ward of the instrument panel, is actuated (by a clip fast-
ened to the throttle rod) when the throttle is set in a posi-
tion corresponding to 80 inches manifold pressure. on Sim-
monds control scale. Adjust as follows:
Note
The engine need not be running while making this
adjustment.
1. Remove the cowling forward of the windshield
for access to the microswitch and the Simmonds control.
2. Turn battery-disconnect switch "OFF" or re-
move an external power source if connected to the airplane.
WITH PLUNGER IN FULL OPEN POSITION.
A MINIMUM OF .031 INCH SHOULD BE
OBTAINED BETWEEN THE INNER POINTS.
WITH PLUNGER IN CLOSED POSITION. SET
ADJUSTMENT SCREW FOR A MAXIMUM OF .062
INCH BETWEEN THE OUTER CONTACT POINTS.
OUTER CONTACT POINT
REINFORCEMENT PLATE
L..---INNER CONTACT POINT
ADJ USTI NG SCREW -----e----------J
Figure 240-Adjusting Supercharger Solenoid
RESTRICTED 249
Section IV
Paragraph 20
RESTRICTED
AN 0160JF-2
3. Move the throttle lever forward and at the same
time observe the marker and scale on the Simmonds control.
When marker corresponds with a reading of 80 inches
manifold pressure on the scale, lock the throttle lever in
that position.
Note
The manifold pressure measurements on the Sim-
monds control scale are accurate to within one inch
of mercury.
4. Connect a test light and battery across the mi-
croswitch terminals.
5. Loosen the clip on the throttle rod and move it
against the switch plunger until microswitch clicks and the
test light burns. Secure the clip in this position.
CAUTION
It is important that clip be secured in posltlon
at the point where light cutS in, as there must be
enough overtravelleft in the microswitch to obtain
90 inches manifold pressure.
6. Unlock the throttle lever and operate it back
and forth for a final operational check.
7. Remove the test light and install the cowling.
(i) ADJUSTING SUPERCHARGER SOLENOID.
(See figure 240.)
(j) TESTING SUPERCHARGER SOLENOID.
1. Place the supercharger switch, on the pilot's
front switch panel, in the "LOW" position.
2. Warm up engine as per pilot'S check list.
3. Set propeller control to full increase rpm, and
open throttle to obtain 2300 rpm.
4. Switch from "LOW" to "HIGH" blower. Satis-
factory operation is noted by momentary change in engine
performance; rpm will drop at least 50 rpm..
5. If high blower operation is not satisfactory,
replace the supercharger shifting solenoid and check its
operation.
6. After operation is completed, place supercharg.
er switch in "AUTO" position.
'(5) WATER INJECTION PUMP AND GAGE.-
A water injection pump and gage are on the left side of
the engine, the gage slightly aft of the pump. The pump
is controlled by a microswitch (figure 238), on the forward
side of the throttle quadrant, which is actuated by the pilot's
throttle lever when the lever is moved into the war emer
gency range. This setting of the throttle would be approxi.
mately 65 in. Hg (manifold pressure) when engine is operat
ing. However, water is pumped to the water regulator which
automatically feeds water to the fuel induction when car-
buretor air pressure reaches approximately 74 in. Hg. Refer
to paragraph 12 for detailed information on the water in
jection system. For information pertaining to the correct
adjustment of the microswitch, refer to paragraph 20. h. (5).
h. COOLANT RADIATOR AIR-SCOOP FLAP
ACTUATOR.
(1) DESCRIPTION.-The coolant radiator air-scoop
flap is operated by a Type R-4800 two-band automatic tem-
perature-controlled actuator incorporating a thermostat and
capillary bulb, a triple-pole double-throw relay, a reversible
motor, four limit switches, two temperature band shifting
solenoids, and two interrupter switches. (See figure 241.)
When the cockpit control switch is at "AUTO," the capil-
lary-controlled thermostat governs the opening and closing
of the flap by controlling the rotation of the electric motor,
which in turn operates a jackscrew attached to the flap. In
case of thermostat failure, the manually operated switch on
the right switch panel may be held in either the "OPEN"
or "CLOSE" posit,ion; the flap is stopped in any position by
placing the switch to "OFF." Under high-power operation
the flap would have to open wide to maintain the proper
engine coolant temperature and would create an undesirable
drag on the airplane. To eliminate this condition, the actu-
ator operates on either of two temperature bands. The nor-
mal, or low-temperature, band is used when the throttle lever
is in any position other than war emergency. When war emer-
gency power is desired (approximately 65 in. Hg manifold
pressure), the throttle lever closes a switch mounted on
the forward side of the throttle quadrant, which in turn oper-
ates a relay that automatically selects the high-temperature
band. (See figure 238.) With this setup, the flap will stay
more nearly closed and reduce the drag on the airplane. The
actual band shifting is accomplished by two solenoids at-
tached to an eccentric on the thermostat within the actu-
ator. To prevent the flap from striking the ground when
the airplane is in the three-point position, an extra set of
limit switches is installed in series with the normal travel
limit switches in the actuator. Three external switches, ac
tuated by the tail wheel truss on early airplanes, or a single
switch and a three-pole relay on later airplanes, by-pass this
intermediate limit during flight and allow the actuator to
extend to its full limit. When the tail wheel is lowered,
the operation of these switches 0; relay removes the by-pass-
ing circuit and automatically causes the actuator to retract
to a safe limit. As long as the tail wheel is down, the actu-
ator cannot be extended beyond this intermediate limit.
Note
Should the actuator fail to open the radiator air-
scoop flap electrically, the pilot can open the flap,
on later airplanes, by using the manual control in
the left-hand side of ~ cockpit. (See figures 242
and 248.)
(2) REMOVING COOLANT RADIATOR AIR-
SCOOP FLAP ACTUATOR.
Note
If it is necessary to remove the actuator from the
airplane for any reason other than a temperature
check, the temperature-sensitive element may be
disconnected and left in the airplane. To remove
the temperature-sensitive element, remove the
shield over the control unit and remove the four
screws.
250 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
c
VUVUV CAM
- r.===;; h LIMIT _c.
MOTOR f THERMOSTAT II :" SWITCH:-;-r--- ----\
CONTACTS T fI}.
--;- OETAIL- ELECTRICALLY 1 MJOR
LOCKING RELAY -=-
ra CAM . _ LOCKING CIRCUIT INTERRUPTED

,10 r l EVERY HALF REVOLUTION BY CAM

" InTI-' .LJ1J, ..+- = CIRCUIT(THERMOSTAT IMPULSE)
JACKSCREW
'-DUST SHIELD '--DRIVEN-END
FITTING
28V.
FORWARD THROTTLE SWITCH
(CL.oSES AT APPROXIMATELY
68 HG MANIFOLD PRESSURE)
PILOT'S
CONTR07SWITCH
CLOSE ",.
I
__
OFF. J I
,---...... AUTO 'I.
DIASTAT
NOTE:LlMIT SWITCHES ARE SHOWN IN POSITION ASSUMEO WHEN
ACTUATOR IS AT THE RETRACTEO LIMIT.
THERMOSTAT CONTACTS...J
C
L:" 1----
1
----
1
-.Li_SWITCHES -... 4. . :
FOLLOW-UP I I I
.... SH_A_F_T_----l+-I-- -+__+II __ R ll'-RELAY
I / MAIN LIMIT
1/ 0 _ L -----'
__ L./

t--i I
.<=f
E
\ nIf I =

!-b l.---------1J I ...
HIGH! - LOW I
L--------I--,/I-------------i 1----+----.-_-0:
7 1
L-TEMPERATURE BAND- F A I 'I l ...... I ....
SHIFTING SOLENOIDS II B n I' !V
'rELECT CONNECTOR
(AN3102-18-IP) =-
TAIL WHEEL SWITCH
AND RELAY
(TAIL WHEEL EXTENDED)
Figure 241-R-4800 Scoop Flap Actuator Schematic Wiring Diagram
RESTRICTED
251
Section IV
Paragraph 20
RESTRICTED
AN 01-60JF-2
(a) Disconnect the driven-end fitting from the flap
by removing the nut on the right aft underside of the flap
and removing the fitting from the casting in the flap. (See
figure 242.) Remove the fitting from the actuator before
attempting to remove the actuator.
(b) Remove the access door on the aft left side of the
airplane for access to the actuator.
(c) Remove the electrical connector and tempera-
ture-sensitive element from the actuator. Remove the bond
braid.
(d) Remove the actuator from its mounting and lift
out through the access door.
CAUTION
If the capillary and tube are removed from the
airplane with the actuator, particular care should be
taken not to lift or carry the actuator by the braided
capillary tubing. Do not bend or kink the braided
tubing.
(3) CALIBRATING COOLANT RADIATOR AIR-
SCOOP FLAP ACTUATOR.-The following equipment is
required for the calibration; two thermostatic controlled oil
baths, or one that can be varied between l02.8C and
l33.9C (21JOF and 273F), a control switch panel con-
taining a three-position control switch, a high and low band
switch, and a triple-pole, double-throw switch for operation
of the intermediate band switches. Proceed as follows:
(a) In order for the actuator to operate in the air-
plane at the proper temperature-flap closed l02.8C to
104.4C (21JOF to 220F) low band, flap open 132.2C to
l33.9C (270F to 273F) high band-a temperature cor-
rection must be calculated. For each 5C (10F) ambient
. change below 54.4C (130F) temperature, add JOC (1F)
to the noted temperature readings.
(b) Remove the coven from the actuator for access
to adjustment screws.
(c) Fully retract the jackscrew and place band switch
in the low position.
,
(d) Place the capillary bulb in an oil bath having a
temperature range from 102.8C to l04.4C (21JOF to
CAPILL ARY BUL B -"....----!+--!-----'
RELEASE CONTROL CABLE-,---.L-/
CAPILLARY LINE
SCOOP ACTUATOR RELEASE
MECHANISM
o ~ ~
~
DETAIL A
252
Figure 242-Coo/ant Scoop Outlet Flap Actuator Installation
RESTRICTED
RESTRICTED
AN 0160JF2
LOW TEMP. BAND ADJUST.
.LOCKI NG SCREW
HIGH TEMP. BAND ADJUST.
LOCKING SCREW
SOLENOID
ECCENTRIC
INTERMEDIATE
LIMIT SWITCHES--"""';'
126-54-514
Figure 243-R-4800 Flap Actuator Adjustments
Section IV
Paragraph 20
OVER-ALL TEMP. ADJ. SCREW
(BOTH BANDS SAME AMOUNT
IN SAME DIRECTION)
EACH NOTCH =APPROX.
2G. (4F.) (EACH BAND)
220F). The jackscrew should begin to extend. If it does not
move, gradually increase the oil temperature until the jack-
screw starts to extend. Note the temperature.
(e) Either increase the oil temperature or insert the
capillary tube in another oil bath having a temperature from
132.2C to 133.9C (270F to 273F). Place the band
switch in the high band position. The jackscrew must fullt
extend at this temperature. If it does not, note the tempera-
ture at which it does.
Note
There is an allowable tolerance of +);2 Cj-1C
(+1F/-2F) on the high band (jackscrew fully
extended) and -+-1);2 C (3 F) on the low band
(jackscrew starting to extend).
(f) Note the temperatures just taken; if they fall
within the temperature range, no calibration adjustment will
be required. However, if there is a similar difference on
both high and low bands, turn the adjustment screw (figure
243) slightly to the right to raise or to the left to lower the
setting. This adjustment will equally raise or lower the tern
perature range on both bands. However, if there is more than
2C (4F) difference on either band, it will be necessary to
adjust the solenoid arm a notch at a time on the solenoid
that is out of tolerance. (See figure 243.)
Note
Moving one notch at a time will change the cali-
bration approximately 2C (4F).
(g) Repeat procedures (d)J ( e)J and (f) until correct
calibration is achieved.
Note
It is normal for the solenoids to become very hot
during operation. In shifting from high to low
band, the action of the solenoid may be sluggish,
but as temperature drops, the solenoid will snap
into position.
(4) INSTALLING COOLANT RADIATOR AIR-
SCOOP FLAP ACTUATOR.
(a) Hang the unit in the airplane by the upper or
main fitting at the motor end of the actuator. Leave the
other end free to turn.
RESTRICTED 253
Section IV RESTRICTED
AN Ol-60JF-2
DETAIL C _
DETAIL A
RIGHT WING FUEL TANK---l.
CAM
J..-----FUEL TANK
SELECTOR HANDLE
FUEL BOOSTER PUMP-----'
~ DETAILB
MAIN WING TANK
MICROSWITCH
FUSELAGE TANK MICROSWITCH
FUEL BOOSTER
PUMP -#---J
FUSELAGE FU EL T N K ~
Figure 244-Fuel Booster System
254 RESTRICTED
RESTRICTED
AN 0160JF2
Section IV
Paragraph 20
(b) Turn "OFF" the cockpit control switch and plug
in the electrical connector. leave the driven-end lower fit-
ting free to turn, and operate the unit by the cockpit switch
in the "CLOSE" position until the limit switch in the unit
stopS the motor. Turn "OFF" the cockpit switch.
( c) Turn the driven-end fitting on the actuator to
the right until the screw retracts to its shortest over-all
length. Then back the screw off IX turns.
(d) Hold the driven end to keep it from rotating
and place the cockpit switch in the "OPEN" position to run
the jackscrew down. Connect the jackscrew to the air-scoop
flap.
(e) If the temperature-sensitive element and capil-
lary line were removed, route the capillary line and secure in
place. Install the capillary bulb in its well in the coolant
line.
(5) ADJUSTING COOLANT FLAP ACTUATOR
AND WATER INJECTION PUMP MICROSWITCH.-
The adjustment of this switch (figure 238)J just forward of
the throttle quadrant, determines the proper time (approxi-
mately 65 in. Hg MP) when the coolant flap actuator will
change temperature bands and when the water injection
pump will go into operation.
Note
It is not necessary for the engine to be running
during adjustment of the microswitch.
(a) Turn battery-disconnect switch "OFF" and dis-
connect any external power supply from the airplane.
(b) Remove the cowling forward of the windshield
for access to the Simmonds COntrol.
(c) To determine the correct position of the throt-
tle lever with respect to the microswitch, move the throttle
lever forward and observe the marker on the Simmonds con-
trol. Stop when the marker corresponds to a setting.of ap-
proximately 65 in. Hg manifold pressure.
(d) Connect a test light across the terminals of the
microswitch.
(e) Loosen both microswitch mounting screws and
move microswitch plunger against the cam on the throttle
lever until the light burns. Tighten the microswitch mount-
ing screws.
(f) Remove the test light and install the cowling
forward of the windshield. Move thrortle lever back and
forth and check that test light burns at the 65 in. Hg manifold
setting on Simmonds control.
i. FUEL BOOSTER PUMPS.
(1) DESCRIPTION.-The electrical portion of the fuel
booster system consists of two electrically driven submerged
centrifugal booster pumps, twO normally closed micro-
switches on the underside of the fuel tank selector handle,
two variable resistors, and a control switch on the pilot'S
front switch panel. One fuel pump is in the right wing
fuel tank and the other in the fuselage tank. (See figure 244.)
Fuel from the left wing fuel tank flows to the right fuel
tank by gravity feed. When the control switch on the front
switch panel is turned "ON," current flows to the fuel tank
selector switch, which is actuated by the control shaft of the
selector handle. Current is then fed through the resistors
(3-ohm, 25-watt), mounted in a metal box located under
the lower left longeron on the aft side of the scoop frame
at station 201.25, and flows simultaneously to both the nor-
mal and emergency circuits of the motor. As there is no way
to cut the resistors out of the circuit from the cockpit, the
booster pumps will run at only one speed.
(2) ADJUSTING FUEL SELECTOR
MICROSWITCHES.
(a) Turn battery-disconnect switch "OFF" and dis-
connect external power source from the airplane's electrical
system.
(b) Place the fuel tank selector to "OFF."
(c) Loosen the microswitch mounting screws and
move the switch plunger against the cam (figure 244) until
there is a definite click of the switch. Tighten the mounting
screws and repeat the same procedure with the second mi-
croswitch.
(d) Slowly rotate the handle through "MAIN WING
TANKS" and "FUS. TANK" positions. If properly adjusted,
the switch will click when the selector handle is within 20
(+15/-0) degrees either side of the center mark for the
indicated position. If the switch is incorrectly adjusted,
loosen the screws and move the switch slightly in the re-
quired direction until the switch operates within these limits.
Note
The combat tanks do not operate from the booster
pump system.
(e) Make an operational check to make sure that
each pump operates only when the selector valve indicates
it should.
(3) ADJUSTING BOOSTER 'PUMP RESISTORS.
Note
Engine must be stopped during this adjustment.
(a) Remove the left rear wing fillet for access to the
resistor box.
(b) Turn the battery-disconnect switch "ON," or
connect an external power source to the airplane.
Note
Either 24 or 28 volts D.C. may be used in this ad-
justment. For 24 volts D.C., adjust resistor for 10
to 12 pounds per square inch, and for 28 volts D.C.,
adjust for 13.5 to 15.5 pounds per square inch.
(cJ Position the fuel rank selector handle for the
fuel booster pump to be adjusted.
(d) locate the resistor in the circuit to the booster
pump to be adjusted; then loosen the screw on the adjust-
able band and slide the band along the resistor until there
is a correct indication on the fuel pressure gage depending
on the input voltage used. (See Note preceding.)
RESTRICTED 255
Section IV
Paragraph 20
RESTRICTED
AN 01-60JF-2
(e) Tighten the screw on the resistor band.
(I) Adjust the other resistor in the sUlle manner.
CAUTION
Because of a variance between the pumps, the
adjustment made for one pump will not necessarily
be the same for the other. Adjust each resistor to
the booster pump it serves.
(g) Make an operational check.
j. ELECTRICAL INDICATORS AND TRANSMITl
TERS.-Electrical indicators are provided for the tachome-
ter, remote-indicating compass, oil temperature, coolant and
carburetor air temperature, and fuel level. Refer to paragraph
18 for information concerning these instruments.
k. LIGHTING EQUIPMENT.
(1) LANDING LIGHT.-A 250-watt, sealed-beam,
retractable landing light is installed on the underside of the
left wing just outboard and to the rear of the wheel well.
(See figure 229.) This light is electrically extended and re-
tracted by a small direct-current, reversible motor controlled
by a three-position, two-pole switch mounted on the lon-
geron on the left side of the cockpit. The switch positions
are: "EXTEND AND ON," "OFF," and "RETRACT."
(2) POSITION LIGHTS.-The position lights con-
sist of a green light in the right wing tip, a red light in the
left wing tip, and a white light on the lower trailing edge
of the rudder. The light assembly is reached by removing
the clear plastic cover built into the contour of the wing
-tip. These lights are controlled by two single-pole, three-
position ("DIM," "OFF," and "BRIGHT") switches on the right
switch panel. Additional resin lenses for the *rudder position
light may be stowed in a case on the right side of the airplane
MICROSWITCH
CAM
SLOTTED MOUNTING HOLE
LOOSEN THE TWO MICROSWITCH MOUNTING SCREWS AND
MOVE MICROSWITCH. IN ITS SLOTTED MOUNTING HOLE,
AGAINST THE CAM TILL THE RED LIGHT BURNS AND THE
HORN BLOWS. TIGHTEN MOUNTING SCREWS AFTER
ADJ USTMENT IS COMPLETED.
Figure 245-Adjusting Landing Gear ThTottle
Warning Switch
and are accessible through the actuator access door on the
left side.
(3) RECOGNITION LIGHTS.-Three recognition
lights (a red, a green, and an amber) are installed on the
underside of the right wing tip. A row of three single-pole,
three-position switches controls the lamps to burn continu-
ously, or to flash off and on by a keying switch at the right
side of the gun sight under the instrument shroud.
(4) COCKPIT C-4A cockpit light may be
used in the stowed position under the right longeron, or in
the active position under the right side of the instrument
shroud. .
(5) INSTRUMENT LIGHTS.-A Type C-5
(AN3038-l) lamp assembly just above the longeron on
the right side of the cockpit provides invisible and controlled
visible light, selected by rotation of the lamp lens housing.
The rheostat control for this light is on the right side of the
pilot's control panel. Later airplanes are equipped with the
Type C-8 lamp with built-in control and a solid ultraviolet
filter.
( 6) SPARE LAMPS.-Spare lamps for the fluorescent
light, cockpit lights, indicator lights, and gun sight are
mounted on a panel under the longeron on the right side of
the cockpit.
I. WARNING SYSTEMS.
(1) LANDING GEAR WARNING SYSTEM.
(a) DESCRIPTION.-The AAF standardized land-
ing gear warning system, indicating the position of the gear
at all times, consists of the following:
1. Two push-to-test indicator lights, red and green,
on the pilot's switch panel.
2. A warning horn (Type J-2) below the left
upper longeron just forward of the seat armor plate.
3.A warning horn cutout relay (NA 1015-24) on
the control shelf.
4. A warning horn cutout switch near indicator
lights.
5. Two switches (Type BZ-7RQIT), each oper-
ated by a main gear brace.
6. Two switches (Type BZ-7RQIT), each oper-
ated by a main gear fairing door.
7. One relay (No. 1257-DEW), controlled by a
switch (Type YZ-7RQIT) which is operated by the power
control lever.
(b) OPERATION.
1. Green light off, red light off, horn silent: gear
up and locked, throttle forward beyond minimum cruising
power, fairing doors closed.
2. Green light off, red light on, horn sounding:
gear up and locked, throttle retarded below minimum cruis-
ing power, fairing doors closed.
3. Green light off, red light on, horn silent: gear
not in up-locked or down-locked position (regardless of
throttle position) and/or fairing door open.
256
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 20
___--MICROSWITCH

SCREW
MICRO SWITCH
LEVER
NOTE:
GEAR DOWN AND LOCKED
Figure 246-Adiusting Main Gear Landing Gear
Down-position Switches
Figure 247-Adiusting Fairing Door Position
Switches
4. Green light on, red light off, horn silent: gear
down and locked (regardless of throttle or fairing door
position).
Note
The horn can be silenced either by advancing the
throttle, or pressing the warning horn cutout
switch button on the front switch panel. The hold-
ing coil in the relay will keep the circuit open to
the horn until the throttle is advanced or the land-
ing gear is extended.
(c) ADJUSTING LANDING GEAR THROTTLE
WARNING SWITCH. (See figure 245.)
1. Run engine up to a manifold pressure of 22 in.
Hg with propeller pitch control in "FULL INCREASE RPM."
Mark this throttle setting on the quadrant.
2. Cut the engine and set throttle at the marked
setting on the quadrant.
3. Back out the adjusting screw on either side of
the main landing gear switches until the switch clicks. This
procedure is not necessary if airplane is on jacks and the gear
can be retracted.
4. Close and lock the landing gear fairing doors.
5. Either turn "ON" the battery-disconnect switch,
or connect an external source of power to the airplane.
6. Loosen the screws holding the aft microswitch
in the quadrant (figure 245) and move the switch against the
throttle lever cam until the switch clicks; the horn will blow
and the red light will burn.
7. Work the throttle back and forth across th('
mark on the quadrant. See that the red landing gear warning
light burns and the horn sounds while the throttle is at any
position between the mark on the quadrant and the full
closed position. When throttle passes the mark approxi-
mately inch, measured along guard plate, toward full on
position, the light must go out and the horn stop sounding.
8. Turn "OFF" the battery-disconnect switch, or
disconnect the external source of power from the airplane.
CAUTION
If the adjustment of one of the main landing gear
switches was changed for this test, readjust it as
explained in paragraph (d), following.
(d) ADJUSTING MAIN LANDING GEAR
DOWN-POSITION SWITCHES.
(See figure 246.)
1. Turn "ON" the battery-disconnect switch, or
connect an external power source to the airplane.
2. With the landing gear in the down-and-Iocked
position, loosen locknut and back away the adjustment screw
until the switch clicks and red light burns. Turn the screw
back in until the switch clicks and the green light burns;
then continue to turn adjustment screw twO more full turns.
Lock the adjustment screw in this position with the locknut.
Repeat this procedure for both switches.
Note
The green light will not operate on this test unless
both gear switch plungers are depressed.
(e) ADJUSTING FAIRING DOOR POSITION
SWITCHES. (See figure 247.)
1. Close the door to within inch of the flush
position. Loosen the locknut and turn the adjustment screw
until the switch clicks; then tighten the locknut. Repeat this
procedure for both fairing door position switches. Be sure
that the switch plunger lines up with the operating stud in
the door; slotted holes are provided in the switch bracket for
this adjustment.
Note
After all adjustments are completed, place the gear
in the different positions given in paragraph 1.
(l) (b) for final check.
RESTRICTED 257
Section IV
Paragraph 20
RESTRICTED
AN 0160JF2
(fJ ADJUSTING LANDING GEAR WARNING
HORN.
1. Remove the horn from the airplane.
2. Remove the horn cover for access to the ad-
justing screw.
3. Connect the horn in series with an ammeter,
control switch, and a 28-volt nc. source.
4. Loosen the locknut on adjustment screw; then
turn adjusting screw until a loud, smooth audible tOne is
heard.
CAUTION
Do not allow the horn to draw more than one am-
pere current.
5. After adjustment is made, tighten the locknut.
CAUTION
Make sure there is a lock washer under each nut.
6. Install the horn cover and reinstall horn in the
airplane.
7. Make operational check.
(2) HYDRAULIC PRESSURE WARNING SIG-
NAL.-To indicate proper operation of the hydraulic system,
a pressure switch on the forward right side of the cockpit is
connected to an amber lamp on the left side of the pilot's
switch panel. This switch closes and the light illuminates
when hydraulic pressure reaches 1500 pounds per square
inch.
m. COCKPIT HEATING SYSTEM.-An electrically
controlled Surface Combustion heater, on the left side of the
firewall, is used for heating the cockpit. When the heater
control switch on the right side of the switch panel is placed
in the "HIGH AND START" position, current flows through the
pressure cutout switch, which is closed by rammed air,
through the control switch to the heater igniter, and the
shut-off and throttling solenoids on the inboard side of the
left engine mount beam. When the control switch is placed
in the "LOW" position, current passes to the heater igniter
and to the shut-off solenoid only. See paragraph 27 for
further information on the heating system.
258 RESTRICTED
AMMETER
RESTRICTED
AN Ol-60JF-2
RELAY
Section IV
BUS BAR

RESISTOR
(FIXED)
CIRCUIT BREAKER
(AUTOMATIC RESET)
CIRCUIT BREAKER
(MANUAL RESET)
CONTROL STICK SWITCH
DISCONNECT PLUG
ELECTRIC PUMP OR MOTOR
FILTER CONDENSER
GROUND CONNECTION
GUN FIRING SOLENOID
HEATER
HORN RELEASE BUTTON
KEY
LIGHT
(WHITE)
S P
=ID=
RESISTOR
(VARIABLE)
SOLENOID VALVE
SWITCH
(CIRCUIT BREAKER)
SWITCH
(MOMENTARY TYPE)
SWITCH
(PRESSURE TYPE)
SWITCH
(SELECTOR TYPE)
SWITCH
(SINGLE POLE-DOUBLE
THROW TOGGLE TYPE)
SWITCH
(SINGLE POLE-DOUBLE
THROW TOGGLE AND
MOM ENTARY TYPE)
SWITCH
(TOGGLE TYPE)
TEMPERATURE BULB
WARNING HORN
WIRE COUPLER

----a-- ___
en a.
=ill)
q
126-93-183
Figure 248-Electrical Symbol Chart
RESTRICTED 259
Section IV RESTRICTED
AN 01-60JF-2
BATTERY STARTER
,.------K13-----.... l______________ n
28 V. I P 18
BUS
KI4 PI7
20 AMPERE
PI2
,.----------KIS
P
POWER RECEPTACLE
PI9
PI6
J
P77
!
P20
P7S
N7--+-11 1 PIS
KI6
j"
PI4
P7S
PI3 N6

NSJ
III
BATTERY
24 V.
P9 +
+
P20
AMMETER
P II
P8
TO RADIO
..,
N2
SW
G B
REVERSE
CURRENT
RELAY
,-------P3 -----_""+.
GENERATOR
VOLTAGE
REGULATOR
P5
,--------P4--------....
r------------------P2---------------_.
KI6
NI N3 P6 P7
GENERATOR
1 1

STARTER
GENERATOR
- - -
11.64.474.
Figures 249-Sattery, Starter, Generator and External Power Wiring Diagram
260 RESTRICTED
STARTER 2av BUS PRIMER
RESTRICTED
AN 01-60JF-2
Section IV
OIL DILUTE

...--.....
PRIMER
S
'-----01----...
02
JI
J2
KI4
(RE F.)
...-----03 .J
S
P
04
OIL
DILUTION
SOLENOID
J4
/
HT FILTER

+
BOOSTER COIL
SHIELD ASSEMBLY
L.H. MAG. R. H. MAG.
HT
SP IGNITION
J5
,;--------.,
J6
Gr"
, A
- -
,
III
II i

!
J7 ''L ______J'
B a
G
111-54-4"3
Figure 2S0-Primer, Oil Dilution, Ignition, and Booster Coil Wiring Diagram
RESTRICTED 261
Section IV RESTRICTED
AN Ol60JF2
K2
20 AMPERE
10 AMPERE
K41 N36
1
,..------ 014 -------,
f 7 - - - f ~
P S
,..
M
,
..r
HIGH
LOW
...
KI
Kll

~ O KIO
0 S
P
K9
~
KI2
THROTTLE
ROD SWITCH
S
S
SUPERCHARGER
AN ERO I 0
SOLENOID
SWITCH
;---.. K40
FORWARD
LK39
THROTTLE
(REF.) 28 V. BUS
SWITCH
C
W2
K38 WI
Ite0447U

016
Figure 251-Supercharger and Water Injection Wiring Diagram
262 RESTRICTED
RESTRICTED
AN Ol-60JF-2
EXIT FLAP
ACTUATOR
Section IV
S
K25
I
K23
,....------------------K25---- I
,....----------------K23------
,..-------------1<24-------,
K31
K30
K44
K45
K46
K47
K48
N32
1.-
r---------
K31
------+-....J
[I]-- 8 __-:::-------4.._.
Ji -K t E H l G F C ......... .............
K49 N31 III.
L.-..e
WHEEL SWITCH
P
S
5
AMPERE
K28
____________________1 K21
KI9 K36 K34
K26 K33
K28 OFF
AMiERE J J
P24-rK18
AUTO
------- KI9 -------;-....
OPEN
,. ..'--------- K21
CLOSE
K26 -------....
r------ K36 -------....
,..--4------- K33
r--+-+--------- K 3 4
28V
BUS.
}--;-
WAR EMERGENCY POWER RELAY
12.&- 64-4714
Figure 252-Radiator Exit Flap Actuator Wiring Diagram
RESTRICTED 263
Section IV RESTRICTED
AN 01-60JF-2
~ E7-----------, r---------PII ----------.....
AMMETER SHUNT
10 AMPERE
ENGINE
GAGE
EIO
S D
NI2
S
A
H8
Lj'"
LE7 -
B
E9
NI4
NI3
OIL
'--------l A
.._-------l B
,111------..
08 09
3 OHM
011
3 OHM
012
023----------,
024----,
c
D
FUEL BOOSTER
SHIELD ASSEM.
FUSELAGE MAIN 0
1
5
~ 0 2 0 ~ ......----
021
022 L07
Low
WING
A
B A
B ~ J
NOTE,
09, Oil, 012,023 AND 024,
08,010 ARE SHIELDED WIRES
S P
A
B
FUSELAGE
Figure 253-Fuel Booster and Engine Gage Wiring Diagram
264 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
R.H.
WING
S E F C D
FUEL LEVEL
INDICATOR
A B G
26V.
BUS
EI6 EI6 E25 E21 EI7 EI9
EI6
p
S A B
E20 E24 E26
..:.
B E27
A E26
E23
S
S
III
TACHOMETER TACHOMETER
GENERATOR
INDICATOR
A
E 5
a E6
B E3
b E4
C EI
d
E2
",,=. -
S P S 5
It_ -84 -4.90\
Figure 254-Fuel Level Indicator and Tachometer Wiring Diagram
RESTRICTED 265
Section IV RESTRICTED
AN Ol60JF-2
N;37
i
COCKPIT LIGHT
"',
LI8
28V.
BUS
10 AMPERE
1l:----L17----------------------1I7-------.
'-----------L19 -------------,
L20


RECOGNITION LIGHTS L19 L21 SWITCH
RED GREEN AMBER j
C=============:I:============5::":""---+L22
Li_7 L3_,' -,
I
L27
KEY

L23
I
RECOGNITION LIGHTS
R.H. WING
DISCONNECT
PLUG
Lf;3 I Lf'
S
P H G F
L28
L25 -----..._-L24
1--- L29 - .._---
L3;3---......--L32
A
B
C
WING TIP
DISCONNECT PLUG
L;30
...--------------L26--
Figure 255-Cockpit Spotlight and Recognition Lights Wiring Diagram
266 RESTRICTED
RESTRICTED
AN 0160JF2
Section IV
HEATER SWITCH
28 V.
20 AMPERE
:!
HIGH
8US
OFF
H6 LOW

HI H2
II:
W
I-
Z
\!)
H3
a:
w

o
0..
H2 HI
,..--------- H4 ....J
H4
COCKPIT
HEATER
H6
HEATER
RAM AIR
SWITCH
+
o
R S S FIREWALL
DISCONNECT
P PLUG
HEATER SOLENOIDS
.------H7--------'
....---111.
'------H5 -------,
THROTTLING SHUT OFF
Figure 256-Cockpit Heater Wiring Diagram
RESTRICTED 267
Section IV RESTRICTED
AN 01-60JF-2
28V
BUS
K13 -----==============:=J.....---OI3i
L35
BRIGHT
OFF
r-----.....---
II"" r ~ e '--
L36 L40 15 OHM
I DIM
-
125 OHM"'-
S
P
D S
P
L40
L41
L42
L43
TAIL
-, !1--te.--N40
S
P
S
P
L44
L45
+
L49
t
L46
L47
f
L48
111----....
S
P
WING
S
P
L37
L39
L38
T
10439
10438
p
S
L. H.
WING TIP
POSITION
LIGHT
RUDDER
LIGHT
R.H.
WING TIP
POSITION
LIGHT
Figure 257-Position Lights Wiring Diagram
268 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
5 AMPERE
PII
r
.;y
-
P25
28 v.
BUS
15 AMPERE
'-------- L I
01
L2
EXTEND a ON ..---
OFF ...---+-......
RETRACT
L3
SP
----OJf-----02 ----.....
03
L 5 ----1'--.....,.../-------....
S
PITOT
HEATER
....---- NII ---......
LANDING
LIGHT
....---------------1/1,
L4
K
--------18
L6 -------"""'"4 C
L8
1
L9
PS I
\
L10 ------j L 1----1
- FILTER CONDENSER
L------L7
'---------LII--------;A
Figure 258-Pitot Heater and Landing Light Wiring Diagram
RESTRICTED 269
Section IV RESTRICTED
AN 01-60JF-2
K38
(REF.)
WI
N46
T
...------ W4-----,
28V.
BUS
HYDRAULIC
WARNING LIGHT

W36---4--+--...
'*
HYDRAULIC
PRESSURE SWITCH
--1----
W20 1
Jo-.--+--t-- W22 --+-__---W21 -----A-FT-
THROTTLE
SWITCH
W24
LANDING GEAR
WARNING LIGHTS
N44 ---......,
3
.,.......---+--W28--+-....:
HORN
RELEASE
RELAY
HORN
RELEASE
....L.
r l.lr----,--W34
W30 W29

WARNING
HORN
W33 2
JI
W2
WII W25
W32
WII W24
WI8 W27 W4
. W26 W5
,#
W7 W7

WI4 ____W40
W6
WI3 __e_W38
WI2 C
W15 ___W39
C
f
R.H. DOOR
12_ - 0. 4e6A
1-__--1S S
P P
L H. DOOR
WIO

_
Figure 259-Landing Gear and Hydraulic Warning System Wiring
270 RESTRICTED
RESTRICTED
AN 01-60JF2
DUAL TEMPERATURE
INDICATOR
Section IV
13 EI5
~
NIB
I NI6
-NI7----' Z
y -EI4-
-
NI5 X
W EI2
E
S
f-
Z
et
..J
o
o
o
S
'--_/
FIREWALL
DISCONNECT
PLUG
COOLANT
P 5
NI9 EI4
EI2
Ell
5
CARBURETOR
AIR
LI2
2BV.
BUS
..------ L 14 ------4..------ lI3 -----.,
- - - - ~ l l
1-. L 16 - - - - ~ ......----L 15 ------I
e----L 12 ..J
COCK PIT
FLUORESC ENT LIGHT
FLUORESCENT LIGHT
CONTROL
I Z6-5 4 - .. "
Figure 260-Dual Temperature Indicator and Fluorescent Light Wiring Diagram
RESTRICTED 271
Section IV RESTRICTED
AN Ol60JF-2
~ P22 ~
B
C
S P
=\
-
P23
AI--'
A [A2--e
THIS WIRE
NOT USED
CONTROL STICK SWITCH
-
-
~
A5
28 V.
BUS
L-.-+ P 2 ~
PI2 PII
S
P
AIO A20 A30 A32 A22 AI2 A28 AI8 A8
I I I I I
I '
I I I
( ) S I z
y
x I S
(
1
I M
N
pip
l
J P r R P N I
. ,
I
I
At
A23 A33
A9 AI9 A29
I I
A31 A21 All
AI4 A24 A34 A36 A26 AI6
AI5 A25 A35 A37 A27 AI7
S
/1 I'
OUTB'D CENTER INB'D
L. H. GUN SOLENOIDS
INB'D CENTER OUTB'D
R.H. GUN SOLENOIDS
Figure 261-Gun Solenoid Wiring Diagram
272 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
P25
I
; IV ,-------PII
~
HII
S
5 Aq}MPERE
28V.
sus
---------
HI7
S
J P
J P
H12..,- ----, HI8_----....
.:;. .:;.
..:.. =
T
HI4
T
HI5
T
HI6 H2O
T
H21
r
H22
T
N24 N25 N26 N27 N28 N29
B A S A S A S A S A S A S S
P
P
OUT S' o. CENTER INS'o. INS'o. CENTER OUT S'O.
L. H. GUN HEATERS
R. H. GUN HEATERS
Ite ~ 484
Figure 262-Gun Heater Wiring Diagram
RESTRICTED 273
Section IV RESTRICTED
AN 01-60JF-2
SJ=
i
r
I
I
%
I
I

A3
P21
A42
I
A43
L.-..e
I
I
.1
I

274
Figure 263-G.S.A.P. Camera Wiring Diagram
RESTRICTED
RESTRICTED
AN Ol ..60JF..2
Section IV
5
AMPERE
28V.
BUS
G
y
7
KI4
SIGHT
o
A59 AIOI
BK R
AI03
B W
S
P

AI04

B W
AI05 AI02.
AI02

A 58 I
--+---.
I
I
I
AI06
It'-14-4ItA
SELECTOR
DIMMER
Figure 264-Gun Sight Wiring Diagram
RESTRICTED 275
Section IV
A.C. INVERTER
S
RESTRICTED
AN 0160JF-2
COMPASS
INDICATOR
S
28 V.
BUS
5 AMPERE
FI
F2 F3 F7
N20 FlO
F4
N21
S
f---------j
P
276
F5 F8
I
N22
\
FII
I
COMPASS F6 F9
TRANSMITTER
IT
FI2
r-------.
A -F6
B N23
C ~
D FI2
~
S
Figure 265-Remote-indicating Compass Indicator Wiring Diagram
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
AMMETER SHUNT
BOMB
RACK
PLUG
....----4It
BIO
B9
B21
GUN FIRING
RELAY
R. H. BOMB
RACK
s
B24
'--.... B9 ------.....,
B5

1
CHEMICAL TANKT
CONNECT IONS
184
AFT A FT FWD.
184
B20
FWD.
S
P
.......---B3 -----.
L.H. BOMB
RACK
B25
AC'"... ",
I
B25 BL-
2
__-4--BO_MB_S-t----
ROCKETS P
B32
B33 _
BOMB
RELEASE
RELAY 1-.....--f---N30 -
BII

BI2 B6
rl:]--hd-
BI3 B7 BI8
.t
S

BI6
P24
BOMB
RACK
PLUG
\0 AMPERES

1
------------PII ---------........""'\
28V. P21
BUS
BOMB SELECTOR SWITCH L-__&.
NOSE
ARMING CHEM.
SWITCH
R
B21
LBI7
B3
L
11C-!4_ 4!4A,
Figure 266-Somb Rack Wiring Diagram
RESTRICTED
277
Section IV RESTRICTED
AN 0160JF-2
5
AMPERE
.---PI2-----,
28 V. BUS
.---PII----4..""""
P24
& GUN FIRING RELAY
P21 g-.
t-:t
P22
10 BI6 (REF.)
TRAIN BOMBS
ALLe e ROCKETS
OFF .... _
L..--i--- B2----;-l
C
D
P23, _

CONTROL STICK
SWITCH
A72 A68 A65 A54 A51 A38
A97 A94 A91 A88 A85 A78
AMPERE
A48- A49 CONTROL STICK
DISCONNECT PLUG
LOMETER

14
I 3 7 9 5 13 6 10 8 4 2
,
4
. 4 ,
4
- 1-
-""
7
A71
I
I
INTERVA
1- ---l
S
P
B C D E F
I---------------i S
A P
L.H. WING
DISCONNECT
PLUG
R.H. WING
DISCONNECT
PLUG
A98 A95 A92 A89 A86 A79 A73 A69 A66 A55 A52 A39
A99 A96 A93 A90 A87 A80
,..
FRONT MOUNTS
L.H. ROCKETS
A74 A70 A67 A56 A53 A40
LLLLL
REAR MOUNTS
A A A A A
L--_..A75..... ....A41..
FRONT MOUNTS
R.H.ROCKETS
Figure 267-Rocket Control Wiring Diagram
278 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 21
21. RADIO EQUIPMENT.
a. GENERAL DESCRIPTION.-The radio equipment
consists of the ANIARC-3 command set for communication
with other aircraft or ground station, and the SCR-695-A
and the ANI APS-13 radio sets. These sets are installed side
by side in the radio compartment immediately aft of the.
cockpit, and are accessible through the large door on the left
side of the fuselage. Power supply for the sets is supplied by
individual dynamotors. On later airplanes, ap ANIARA-8
homing adapter is used in conjunction with an ANIARC-3
radio set. The controls for all sets are on the right side of
the cockpit. A range receiver (Type BC-1206-A) mounted
near the floor on the right side of the cockpit is for reception
of beacon signals, weather broadcasts, and airport communi-
cations duri,ng ferrying operations.
The antenna mast for the SCR-695-A radio set is
mounted on the underside of the right wing, the mast for the
ANIARC-3 radio set is on the tOp of the fuselage aft of the
enclosure, and the radio range receiver antenna is strung
from the top of the vertical stabilizer to an insulator on the
right side of the-fuselage.
All radio wiring is in open bundles and is identified by
the letters "R" and "S," "R" for command set and radio range
receiver, and "S" for SCR-695-A and ANIAPS-13 radio
equipment.
b. MAINTAINING RADIO EQUIPMENT.-The only
maintenance requirements are checking the battery voltages
and testing the tubes. Do not attempt to service any item of
the radio equipment unless shop and testing facilities are
available.
(1) MAINTAINING RADIO DYNAMOTORS.-
Any brush worn down to a length of less than Ya inch must
be replaced with a new one. When installing new brushes,
do any "sanding in" required with a strip of No. 000 sand-
paper wrapped around the surface of the commutator with
the sand surface out. Install new brush and rotate armature
back and forth until the full width of the brush face contacts
the sandpaper, as indicated by sanding marks. If necessary,
sand the sides of the brush for a free fit in the holder. Never
apply oil or grease to the brush holder, or to the commutator.
c. TROUBLE SHOOTING RADIO EQUIPMENT.
WARNING
To trouble shoot the complete radio system, it is
necessary to remove various plugs and terminal
panel covers to make circuits accessible. Be careful
when testing with covers removed, as a great many
points of high voltage are thus exposed.
TROUBLE PROBABLE CAUSE REMEDY
AN/APS-13 RADIO SET
Close circuit-breaker switch.
Replace with one known to be in good condi-
tion.
Incorrect wiring continuity between the Make continuity check of wiring, and correct.
radio set and the control box.
Defective receiver-transmitter.
Circuit-breaker switch open. Red indicator light or warn-
ing bell, or both, fails to op-
erate when radio set is put
into operation.
Sensitivity inadequate for
detection of aircraft within
the required range.
Gain control setting too low. Adjust gain control setting.
ANIARC-3 TRANSMITTER
WARNING
Turn off all power before attempting to burnish relay
contacts, as the high voltage can cause serious injury
to personnel.
Transmission but no side-
tone; tuning system stops at
proper frequency.
Contacts on relay K-406 (in power junc-
tion box) dirty.
Clean contacts of relay.
No modulation or sidetone;
tuning system stops at
proper frequency.
-
Defective V-106 or V-l09 tube, or dirty
contacts on relay (K-l06).
Replace defective tube, or clean contacts of
relay.
RESTRICTED 279
Dirty contacts on relays (K-107 and Clean contacts.
K-108).
Dirty contacts on relay (K-104). Clean contacts.
Section IV
Paragraph 21
TROUBLE
No transmission or side-
tone; tuning system stops
at high-frequency end of
band.
No transmission; motor
does not stop.
No transmission; motor
does not run.
No transmission; motor
does not start. (If top cover
is removed, button 5-102,
located at top of case at the
front, must be pushed to
make motor run.)
No reception; tuning system
stops at proper frequency.
No reception; tuning sys-
tem stops at high-frequency
end of band.
No reception; tuning sys-
tem stops at wrong fre-
quency:
280
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Defective crystal, defective tube Vol 01,
V-102, V-103, V-104, V-107, or V-108,
or dirty contacts in crystal relay.
Burned-out transmitter fuse in power
junction box.
Defective tube (V-105).
Dirty contacts on relay K-l 02.
Dirty contacts on power junction box
relays (K-403 and K-404).
Defective plug in relay K-103.
Dirty contacts on relay K-104.
Dirty contacts on relay (K-106).
Dirty contacts on relay (K-104).
Dirty contacts on power junction relay
(K-402).
Circuit breakers open.
Dirty circuit breaker connections.
Dirty crystal relay contacts.
ANIARC-3 RECEIVER
Defective tube V-21l, V-212, V-213,
V-214,'V-215, V-216, or V-217.
Defective tube V-208, V-209, or V-21O.
Dirty relay (K-406) contacts in power
junction box.
Defective crystal.
Defective tube V-201, V-202,
V-203, V-204, V-205, V-206,
V-208, or V-209.
Dirty contacts on crystal relay.
Dirty contacts on relay (K-204 or
K.205)....
Incorrect setting of thumbwheel for in-
operative channel.
Dirty crystal relay contacts (inoperative
channel).
Dirty contacts on K-204 or K-205 relays.
RESTRICTED
REMEDY
Clean contacts of crystal relay for inopera-
tive channel; replace defective crystal or
tube.
Replace transmitter fuse. If fuse continues to
blow, battery polarity may be reversed.
Replace tube.
Clean contacts.
Clean contacts.
Replace plug.
Clean contacts.
Clean contacts.
Clean contacts.
Clean contacts of relay K-402.
Check circuit breakers in plane wiring.
Check circuit breaker connections.
Clean all crystal relay contacts.
Replace defective tube.
Replace defective tube.
Clean contacts.
Replace crystal.
Replace defective tube.
Clean contacts of crystal relay for inopera-
tive channel.
Clean contw:ts of K-204, K-205, and all crys-
tal relays.
Check setting of thumbwheel for inoperative
channel.
Clean contacts of crystal relay for inopera-
tive channel.
Clean contacts of K-204, K-205, and all crys-
tal relays.
TROUBLE
No reception; motor will
not stop.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Blown receiver fuse (on power junction
box).
Defective V-207 or V-210 tube.
Dirty contacts on relays K-404 and
K-405 in power junction box.
Defective plug-in K-201 relay.
Dynamotor brushes worn.
REMEDY
Replace fuse.
Replace tube.
Clean contacts.
Replace plug-in relay K-201.
Replace dynamotor brushes.
Section IV
Paragraph 21
d. EXTREME WEATHER SERVICING.-No special
instructions are necessary for extreme weather operations.
e. RADIO SET ANIARC-3. (See figure 268.)
(1) DESCRIPTION.-The AN/ARC-3 set consists of
a transmitter (T-67) and receiver (R-n), a power supply
(J681ARC-3 power junction box), and a control box. This
equipment operates on eight different bands. The transmitter
and receiver are installed on a sliding shelf on the left side of
the airplane. Both units face the compartment door, allowing
easy accessibility. The power supply is also on the left side
and forward of the compartment door.
(2) REMOVING ANIARC-3 SET.
(a) Remove the radio compartment access door on
the left side of the airplane.
(b) Loosen the two dzus fasteners on the front of
the sliding tray.
( c) Disconnect the plugs and antenna.
(d) Slide the entire unit out through the access door.
(3) ADJUSTING T-67I ARC- 3 TRANSMITTER.
Note
When the lid of the transmitter is removed, motor
control switches S-I02 must be depressed while
selecting channels to ensure proper operation.
(a) Connect phantom transmitter antenna TS-78/U
to the receptacle marked "ANTENNA" on front of the trans-
mitter.
(b) Connect microphone T-17 to the jack marked
"MIC" on control box C-1l8/ARC-3.
( c) Connect test unit TS-I78/ARM-1 to the recep-
tacle marked "PL-I52" on the front of the transmitter. The
cable between the junction box (dynamotor unit) and re-
ceiver is not needed for this test.
(d) Insert crystal units of the following frequencies
in channels A, B, and C. Other crystal units, preferably of the
frequencies to be used in the airplane, should be inserted in
the other five channels.
CHANNEL FRIQUINCY
A 5555.5 ke.
B 6944.0 ke.
C 8458.0 kc.
(e) Depress channel A push button of control box
C-1l8/ARC-3. If the tuning motor does not stop after one
minute, turn the switch of test unit TS-I78/ARM-1 to the
"B" position. If no voltage is indicated, check the transmitter
H.V. fuse on power junction box J-681ARC-3. If the motor
stops but no power output is obtained, as shown in the lamps
of phantom antenna TS-78/U, it will be necessary to check
the crystal unit and vacuum tubes. All tubes except JAN-
832-A may be replaced without realignment. Instructions for
a check for the alignment after replacing a JAN-832-A
tube are printed in the lid of the transmitter.
(f) Check the modulation of the transmitter by
noting an increas'e in the brightness of the lamps in the
phantom antenna TS-78/U when the microphone is spoken
into.
(g) The readings as observed on test unit TS-I78/
ARM-I should be within the following limits when the
push-to-talk button is depressed.
POSITION LIMITS
Ose. . More than 20
1 More than 25
2 More than 25
3 More than 25
4 Trans 40 to 85
If the readings on position 1, 2, 3, and 4 Trans. are not
within these limits, a change of tubes or realignment is indi-
cated. Check to make sure the power source is between 27
and 29 volts before replacing tubes or attempting to realign
the set. A reading of 54 to 58 on the A+ scale of test unit
TS-I78/ARM-I indicates a satisfactory voltage.
(b) Check channels Band C. Check the meter read-
ings in the positions indicated in the preceding paragraph
(g). Check for power output on the remaining five channels.
The antenna loading is adjusted at the factory for an average
value that will give the best results irrespective of the fre-
quency used. This antenna loading adjustment should not be
changed.
Note
Absence of power output on one or two channels
is usually caused by defective crystal units or dirty
relay contacts. The phantom antenna TS-78/U
indicates only relative P9wer output at a particular
frequency. More or less light, as indicated by the
lamps of this phantom antenna, on another fre-
quency does not necessarily mean a change in
power output.
(4) ADJUSTING R-n/ARC-3 RECEIVER.
RESTRICTED 281
Section IV
2
RESTRICTED
AN Ol-60JF-2
15
5 8
..s-'-
II
12
14
I RADIO CONTROL PANEL 7 AN IARC-3 RADIO POWER SUPPLY 13 AN/APS-13 ANTENNA CABLE
2 THROTTLE SWITCH 8 SCR- 69:5-A RADIO SET 14 AN/APS-13 ANTENNA ARRAY
3 AN/ARC-3 CONTROL BOX 9 AN/ARC-3 RADIO SET 15 HEADSET AND MICROPHONE
4 RADIO RANGE RECEIVER 10 AN/APS-13 RADIO SET CORDS
5 INERTIA SWITCH SCR-695 II RADIO RANGE RECEIVER ANTENNA 16 I D -42/APS-13 TAl L WARNI NG
6 AN/APS-13 RADIO SIGNAL BELL 12 AN/ARC-3 ANTENNA MAST IN DICATOR LAMP 126-71-1128
Figure 268-Complete Radio Equipment-Earlier Airplanes
282 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 21
(k) Check the remaining four channels to make
sure the receiver tunes to the frequency determined by the
crystal unit and the proper setting of the thumbwheel.
Note
If the signal generator I-l30A (part of test equip-
ment IE-19A) is available, it can be used to com-
(i) Remove test unit TS-178/ARM-l and replace
the receiver cover. Check to see that the squelch is off.
(j) Check the intermediate frequency and audio
stages by listening in the phones for a hiss, which indicates
that the receiver is operating. The antenna connection may
be tapped gently widi a metallic object. A click should be
heard in the headset, indicating proper operation of the reo
ceiver.
Note
When the lid of the receiver is removed, switch
S-203 must be depressed while selecting channels
to secure proper operation. Hold switch until
tuning motor stops running.
(a) Connect test unit TS-178/ARM-l to socket
PL-152, which is located under the cover on the right side
of the receiver.
(b) Insert crystal units and set the receiver thumb
wheels on the channels listed.
(c) Set channels E, F, G, and H on the frequencies
that will be used in the airplane.
(d) Depress. channel A push button of control box
C-118/ARC-3. If the motor does not stop in about one min
ute, turn the switch of test unit TS-178/ARM-l to the "B"
position. If no voltage is indicated, check the transmitter
high-voltage fuse on power junction box J-68/ARC-3. The
frequency indicating dial at the extreme right of the reo
ceiver should stop at 116.7 megacycles plus or minus one
percent. If the word "end" appears, push button "B" and
immediately repush button "A." Switch S-203 must be de-
pressed duting shifting operations. If the word "end" appears
this time, the crystal unit and tubes should be checked. It is
not necessary to make any alignment adjustments after re-
placing any of the receiver tubes.
(e) The meter reading in switch position 1 of test
unit TS-178/ARM-l on channel A should be between 40
and 60.
0) 'Depress channel B push button. Meter position
1 should read more than 8 and position 3 more than 25.
(g) Depress channel C push button. Meter position
1 should read more than 8, and position 2 more than 5.
(h) Change the 8000 kilocycle crystal from channel
B to channel D. Depress channel D push button. Meter po-
sition 3 should read more than 30.
(a) Remove the radio compartment access door on
the left side of the airplane. ., .
(b) Remove the AN/ARC-3 radio set for access to
the dynamotor unit. (See paragrapb e. (2).)
( c) Disconnect the plugs from the unit.
(d) Slide the dzus fasteners to one side; then liEr the
unit off the mount.
(5) REMOVING J68/ARC-3 POWER JUNCTION
BOX
(6) INSTALLING J68/ARC-3 POWER JUNCTION
BOX.
pare a questionable receiver with one known to be
in good operating condition. Crystal control of this
signal generator using a transmitter crystal should
be used. Entirely acceptable receivers may have a
variation in sensitivity for a given frequency of 3
to 1 from receiver to receiver. This fact should be
kept in mind to avoid rejecting usable receivers.
(l) When questionable, burnish relay contacts with
the tool provided in radio test set AN/ARM-I. Never bur-
nish relay contacts with abrasive material such as a file.
(a) Remove the radio compartment access door on
the left side of the airplane.
(b) Place the dynamotor unit on the mounting and
slide the snap slides into locking position.
(c) Connect the plugs to the unit.
(d) Install the radio compartment access door.
(7) INSTALLING AN/ARC-3 SET.
(a) Remove the radio compartment access door on
the leEr side of the airplane.
(b) Position the radio on the sliding shelf and slide
into place.
(c) Fasten the twO dzus fasteners on the forward end
of the sliding tray.
(d) ConneCt the plugs and antenna to the units.
( e) Install the compartment access door.
(8) AN/ARC-3 RADIO CONTROL BOX.-The con-
trol box for the AN/ARC-3 radio set is just below the lower
radio panel on the right side of the cockpit. There are nine
push buttons on the box: one for turning the radio' set on or
off, and the remaining eight for band switching. The circuit
breaker and volume control are on the panel just above the
control box.
f. HOMING ADAPTER AN/ARA-8.
(1) DESCRIPTION.-On later airplanes, an AN/
ARA-8 adapter operates in conjunction with the AN/ARC-3
radio set in rhat it keys an MCW signal for homing operation
when the control switch is placed in the "HOMING" position.
The equipment consists of the adapter, twO antenna masts,
an and control switches. The modulator unit
is mounted In an inverted position just aft of station 276 and
is accessible through the left rear access door. Two antenna
THUMBWHEEL
116.7
100.0
137.7
(h).) 156.0
CHANNEL CRYSTAL FREQUENCY
A 8727 kc.
B 8000 kc.
C 8100 kc.
D (Refer to paragraph e. (4)
RESTRICTED 283
Section IV
DETA/LA
2
I RADIO CONTROL PANEL
2 THROTTLE SWITCH
3 AN/ARC-3 CONTROL BOX
4 RADIO RANGE RECEIVER
5 INERTIA SWITCH SCR-695-A
6 AN/APS-13 RADIO SIGNAL BELL
7 AN/ARC-3 RADIO POWER SUPPLY
RESTRICTED
AN 01-60JF-2
8 S C R 6 9 ~ RADIO SET
9 AN/ARC-3 RADIO SET
10 AN/APS-13 RADIO SET
\I RADIO RANGE RECEIVER ANTENNA
12 AN/ARC-3 ANTENNA MAST
13 AN/APS -13 ANTEN NA CABLE
14 AN/APS-13 ANTENNA ARRAY
15 HEADSET AND MICROPHONE
CORDS
16 ID-42/APS-13 TAIL WARNING
IN DICATOR LAMP
17 AN/ARA-8 HOMING ADAPTER
18 AN/ARA-8 ANTENNA MASTS
19 RE-13/ARA-8 ANTENNA RELAY
284
Figure 269-Comp/ete Radio Equipment-Later Airplanes
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 21
masts, each other, are mounted on the top side of the
fuselage just above the modulator. The ARC-3 antenna mast
is relocated to a position just aft of the left wheel well. The
antenna relay is mounted on the left side of the radio com-
partment just aft of access door. The control switches are
mounted on the radio panel just above and forward of the
ARC- 3 control box.
(2) REMOVING HOMING ADAPTER
MODULATOR UNIT.
(a) Remove the left rear access door.
(b) Disconnect the connector plugs from the modu-
lator.
(c) Break the safety wire and slide the slides
to one side to free the modulator from its mounting.
(d) Remove modulator through the access door.
(3) INSTALLING HOMING ADAPTER
MODULATOR UNIT.
(a) Remove the left rear access door just aft of the
adapter.
(b) Position the modulator, and secure and safety the
snap slides.
(c) Connect the plugs to the modulator.
(d) Install the access door.
g. SCR-695-A RADIO SET. (See figure 268.)
(1) DESCRIPTION.-Radio set SCR-695-Aincludes a
receiver BC-966, control panel, and an antenna AN-95A.
Permanent associated equipment consists of the inertia
switch and detonator buttons. The receiver is installed on the
right side of the radio compartment next to the ANIARC-3
radio set dynamotors. The controls, on the aft end of the
upper control panel, consist of two detonator buttons, three
switches, a selector switch, and a headphone jack. The inertia
switch is installed on the left side of the radio compartment
on the bulkhead. To test the detonator circuit, make sure
the power plug is disconnected, and then press both deto-
nator buttons.
WARNING
With the power plug connected, do not press the
detonator buttons, or the SCR-695-A equipment
will be destroyed.
(2) ADJUSTING INERTIA SWITCH.-To trip the
inertia switch, remove the transparent cap at the tOp and
displace the pendulum arm until a sharp snap indicates that
the switch is tripped; the indicator lamps, located in a small
box just above the SCR-522-A radio set, should then light.
To reset the inertia switch, insert a screwdriver in the right-
hand side of the switch casing, turn the screw in a counter-
clockwise direction to the stop, and then slowly release the
screwdriver. The pendulum will now be centered. Replace
the transparent cap.
WARNING
The preceding test should be made with the
PL-I77 destructor plug disconnected.
(3) REMOVING SCR-695-A SET.
(a) Remove the radio compartment access door on
the left side of the airplane.
(b) Remove the ANIARC-3 radio set. (Refer to
paragraph 21. d. (2).)
(c) Remove the safety wire and loosen the thumb-
screws on the front of the set until the set is free.
( d) Remove the prugs from the set.
(e) Lift the off the mounting and OUt through
the access door.
(4) INSTALLING SCR-695-A SET.
(a) Remove the radio compartment access door on
the left side of the airplane.
(b) Position the set on the mounting, and tighten
and safety the thumbscrews.
( c) Connect the plugs to the set.
(d) Install the AN/ARC-3 radio set. (Refer to par-
agraph 21. d. (7).)
(e) Install the radio compartment access door.
h. AN/APS-13 RADIO SET.
(1) DESCRIPTION.-The complete ANIAPS-13
radio equipment, which provides a visible and an audible
warning to the pilot of the presence or approach of aircraft
from behind, consists of a signal light, warning bell, radio
set, and two antenna arrays. (See figure 268.) The signal light
is mounted on the right side of the instrument shroud. The
warning bell is on the right side of the cockpit adjacent to
the pilot'S seat. The radio set is on the right aft side of the
radio compartment next to the ANIARC-3 radio set. One
antenna array is installed on each side of the vertical stab-
ilizer. Controls on the forward end of the upper radio
control panel.
(2) REMOVING ANIAPS-13 SET.
(a) Remove the radio compartment access door on
the left side of the airplane.
(b) Remove the ANIARC-3 radio set. (Refer to
paragraph 21. d. (2).)
( c) Disconnect the radio plug and antenna from
the set.
(d) Slide the snap slides, on the front of the set, to
one side and remove the set from its mounting.
(3) INSTALLING AN/ APS-l3 SET.
(a) Remove the radio compartment access door on
the left side of the airplane.
(b) Position the set on its mounting and snap the
snap slides in place.
(c) Connect the radio' plug and antenna to the set.
RESTRICTED 285
Section IV
Paragrdph 21
RESTRICTED
AN 01-60JF-2
(d) Install the AN/ARC-3 radio set. (Refer to par-
agraph 21. d. (7).)
(e) Install the radio compar.unent access door.
(4) TESTING AN/APS-13 SET.
(a) Place the ANIAPS-13 switch at "ON."
(b) Allow the equipment to warm up for 3 minutes.
( c) Hold the test switch at "ON." The red indicator
light s o u ~ light and warning bell should ring. Adjust the
brilliance of red light to desired intensity by the indicator
control rheostat.
(5) ADJUSTING ANIAPS-13 SET GAIN
CONTROL.
Note
Correct setting of the gain control is very im-
portant. Make the following adjustment using
TS-184AIAP test equipment.
(a) Place the AN/APS-13 switch at "ON."
(b) Set the screwdriver control marked "GAIN CON-
TROL," on the front panel of the radio set, so that the receiver
sensitivity is well below the level at which the tube noise can
trigger the relay and give a false warning.
CAUTION
If sensitivity is reduced too far, aircraft will not be
detected within the required range. .
(c) After adjustment is made, place the ANIAPS13
switch at "OFF."
f,. BC-1206-A RADIO RANGE RECEIVER.
(See figure 268.)
(1) DESCRIPTION.-Because the radio command set
ANIARC-3 is of the ultra-high-frequency type, a radio range
receiver (Type BC-1206-A) is used during ferrying opera-
tions for the reception of beacon signals, weather broadcasts,
and airport communication. This receiver, installed on the
lower section of the map case on the right side of the cock-
pit, obtains its filament and plate voltage from the airplane
electrical system. The radio range receiver antenna extends
from the tap of the vertical stabilizer to an insulator on the
right side of the fuselage.
(2) REMOVING RANGE RECEIVER.
(a) Turn "OFF" the battery-disconnect switch; if an
external source of power is being used, disconnect it from
the airplane.
(b) Break the "hot" wire No. R-50 where it con-
nects at the circuit breaker.
(c) Disconnect the antenna lead-in wire and the
headphone cord from the receiver, and stow them so they
will not foul the controls. Disconnect the receiver ground
strap where it connects to the airplane.
(d) Remove the four mounting screws; then lift re-
ceiver up to remove from the airplane.
AN-95 ANTENNA MAST USED
WITH SCR-695A RADIO SET
AN-I04-A ANTENNA MAST USED
FOR AN/ARC-3 RADIO SET
286
Figure 270-Antenna System (Earlier Airplanes)
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 21
(3) INSTALLING RANGE RECEIVER.
(a) Position the receiver and install the four mount-
ing screws.
(b) Connect wire No. R-50 to the circuit breaker.
(c) Connect the antenna lead-in wire and headphoile
cords to the receiver.
j. ANTENNA SYSTEM.
(1) DESCRIPTION.-The antenna system is shown in
figure 270.
(2) REMOVING ANTENNA MAST.
(a) Remove the nut and washer at the bottom of the
mast; lift the mast out of the insulating socket.
(b) To remove the insulating socket, remove the
four nuts and clamps at the bottom of the antenna mast.
(3) INSTALLING ANTENNA MAST.
(a) Slip the mast into the socket and line it up with
the vertical stabilizer.
(b) Secure the mast in position.
(c) Apply an even coat of glyptal around the mast
where it enters the socket.
Note
Clean away any accumulation of conductive debris
at the base of the mast.
k. RADIO CALL LETTERS.-Radio call letters are paint-
ed on both sides of the vertical stabilizer-rudder assembly.
A small black panel marked with the airplane call numbers
is mounted in the center of the instrument panel.
RESTRICTED 287
Section IV RESTRICTED
AN Ol-60JF-2
A
B
RI
R2
PL-153-A
RADIO
PLUG
U-15U
RADIO
PLUG
AN/ARC-3 RADIO CONTROL
PANEL ASSEMBLY
R2 RI
TO AN/ARC-3 PANEL ASSEM.
t
R57
T-67/ ARC-3 TRANSMITTER
. R-77/ARC-3 RECEIVER
I 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16
R33
2 R34
3 R35
4
5
6
7
8
9
10
II R43
12 R44
13 R45
14 R46
15 R52
16 R47
6
U-15U 5
RADIO PLUG 4
3
R52 2
1
AN 104-A ANTENNA MAST
10
13
14
PL-153-A PUSH-TO-TALK SWITCH
17
RADIO PLUG

R20
2 R21
1
Lt."
3
R48
R22
4
R23 R56 R49
5 R24
6
R25 N76
7 R26
+
8 R27
9 R2
II R29
12 R30
15
R31
16
R32
J-68/ARC-3
18
POWER
JUNCTION BOX
Figure 27J-ANjARC-3 Transmitter, Receiver and Microphone Wiring Diagram
288 RESTRICTED
RESTRICTED
AN Ol60JF2
Section IV
U-16U RADIO PLUG U-16U RADIO PLUG'
C R3 R3 C
E R4 R4 E
F R5 J
G R6 K
H R7 Q
C-1I8/ ARC - 3
J R5
R8 R CONTROL
K R6 R9 V
BOX
.L
RIO W
M
RII X
N
RI2 Y
RI3 Z
0
P
R53 D
J- 68/ ARC - 3
Q R7 R54 U
POWER
R R8 ,
JUNCTION
S
BOX
T
U R54
V R9
W RIO
X RII
Y RI2
Z RI3
D RI4
2
3
R15 -----,
TO STARTER RELAY
1...- P75 -----------+---'
AN/ARC-3 RADIO CONTROL PANEL ASSEMBLY
Figure 272-AN/ ARC3 Control Box Wiring Diagram
RESTRICTED 289
Section IV RESTRICTED
AN 01-60JF2
ANTENNA TO STARTER RELAY_;-----------,
R51
=S
P79}-p75---+----'
20
AMPERE
r-------------f--R50

BC-1206-A
RANGE RECEIVER
WHITE 4
0
z
Y
x
W
V
C-118/ARC-3
R
CONTROL BOX Q
K
J
E
C
B
A
AN/ARC-3
RADIO RECEIVER
6
5
4
3
2
18
16
13
10
14
17
R57
R 32
R 31
R30
R 29
R 28
R27
.---+--- R 26
R 25
R24
R 2'3
R 22
R 21
R 20
PL-153-A
RADIO PLUG
R25 R27 R29 R31 R23 R21
AN/ARC-3 RADIO
CONTROL PANEL
ASSEM BLY
TO VOLUME
CONTROL SWITCH
C-197/ARC-'3
RI3 RII
R9
R 13
R 12
R II
R 10 TO VOLUME CONTROL
SWITCH C-197/ARC-3
R8
R7---+--,
R6
R5
R4
R3
U-16 U
RADIO PLUG
R9 R7 R5 R3
Ri Rj Ri
RiO
Ri
2
Ri
4
Rr Rf Rr Rr Rr
R jO Rj2
PL-153-A
RADIO PLUG
(c
E J K Q R V W X Y z
01 (I
2 3 4 5 6 7 8 9 II 12 15 16 10
13 17 14 181
POWER JUNCTION BOX
111-71-117
Figure 273-Radio Range ReceIver and Headset Wiring Diagrams
290 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
AN/ARC-3 RADIO CONTROL PANEL
20 AMPERE
TO 5TARTER RELAY
...----p7 5 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 3 ~
P76
5CR-695-AN/AP5 -13 CONTROL PANEL
5ELECTOR 5W ITCH
54

r r
52 51
JK-34
JACK
514 518
t ~ t t ttt
57 512 58 510511 59 53 5556
TT
AN-95A
ANTENNA
MA5T
55 56 57 N82 N87 58 59 510511 512 51 52 53 54
234567
PL-183
7 6 5 4 3
r--'--'---l_.L---,-,P,---,L-181r--'-_--''---'--'-_---ClL.....:P,..;L- I 82
2 3 4 5
5CR-695 TRAN'5MITTER a RECEIVER
Figure 274-SCR695A Transmitter and Receiver Wiring Diagram
RESTRICTED 291
Section IV RESTRICTED
AN Ol-60JF-2
SA - 3/A
DESTROYER SWITCH
TO BATTERY-DISCONNECT RELAY
i
SCR-695 -A-AN /APS-13
RADIO CONTROL PANEL
P77

S20 S22
~
I
S23
~
r
S28
S24
S21 3
N851111
-
-
T
N81 S26
INDICATOR LIGHT
S27
PL-177
N84_11 11
INDICATOR LIGHT
SCR-695-A RADIO
RECEIVER
Figure 275-SCR-695-A Radio Destroyer Wiring Diagram
292 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
TO STARTER RELAY
P75
~ P
20 AMPERE
AN/ARC-3 RADIO CONTROL PANEL P78
-----7--
NOTE--------- '>
<
f
:r 500-0HM
q; POTENTIOMETER
SEE
WARNING BELL
A N83-:---1
1'
B
S30
C
D
'''7
E
"'I
F
G

III
S32
-
S33--0
S35
AN/APS-13
RECEIVER AND
TRANSMITTER
S34
SCR - 695 - AN IAPS-13
RADIO CONTROL PANEL
S37
NOrE:
IF A 300-0HM POTENTIOMETER IS
NOT AVAILABLE, A 500 ANDA 750-
OHM RESISTOR (INDICATED BY
DOTTED LINES) MAY BE SUBSTITUTED.
AN3121-313
LAMP
ANTENNA SYSTE M
INDICATOR LIGHT
Figure 276-ANjAPS-13 Radio Wiring Diagram
RESTRICTED 293
Section IV RESTRICTED
AN Ol-60JF-2
MODULATOR
KEYING UNIT
ARA-8
ANTENNA
\-.--- MASTS ----I
TO BATTERY-
"'SOT'" eLUO
P75
R64
B
C
R63 A
R62
N80
.:.
R65
COM.
HOM.
TRAN.
ON MCW
R61
RELAY
N79
ANTENNA
13
R60
AN I04-A
ANTENNA
MAST
ARC/3
POWE R
JUNCTION
BOX
( REF.)
13
I I ~ N78-+--+-"
.. _--+------ R59 - - - - - - - - i l - - ~
R58
ARC/3
ARc13
RECEIVER
(REF.)
RAD I 0 .
TRANSMITTER
(REF.)
Figure 277-AN/ARA-8 Radio Wiring Diagram
294 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 22
22. BOMBING EQUIPMENT.
a. GENERAL DESCRIPTION.-Two external bomb
racks are installed, one on each outer wing section. These
removable racks are aerodynamically faired, and each will ac-
commodate single bombs from 100 to 1000 pounds, drop-
pable fuel tanks of 75 or lID-gallon capacity, or one AN-
MID chemical tank. Later airplanes are supplied with spe
cial'sway braces that permit carrying clusters of incendiary
or fragmentation bombs. (See figure 280.)
b. TROUBLE SHOOTING BOMBING EQUIPMENT.
TROUBLE PROBABLE CAUSE REMEDY
Rack mechanism does not Safe-selector switch not turned on. Turn switch on.
release electrically.
Connector plug not tight. Tighten plug.
No voltage at rack. Repair defective wiring.
Low voltage at rack causing faulty op- Repair defective wiring.
eration of release solenoid.
Prongs broken in wing connector plug. Replace connector plug.
Damaged release 'linkage within bomb Replace bomb rack.
rack.
Faulty release solenoid. Replace bomb rack.
Rack does not release Debris, rust, or corrosion in rack. Clean all the rack but the solenoids with
mechanically. kerosene (AAF Specification No. VV-K-211).
Dry with high-pressure air.
Salvo arm on bomb rack does not reach Rerig controls.
a full release position.
Rack release linkage defective. Replace rack.
Rack mechanism does not Defective rack. Replace rack.
lock.
With arming switch turned No voltage at rack. Repair defective wiring.
on, arming wire not held
when bomb rack is tripped. Low voltage at rack causing faulty op- Repair defective wiring.
eration of the solenoids.
Arming solenoid inoperative. Replace rack.
Defective linkage in rack. Replace rack.
Only one rack trips in Defective wiring. Repair wiring.
"TRAIN" release.
Defective transfer switch in left rack. Replace bomb rack.
Defective right-hand rack. Replace bomb rock.
c. EXTREME WEATHER SERVICING.-No special in-
structions are necessary for extreme weather operations.
d. ELECTRICAL BOMB RELEASE SYSTEM.-The
bombs are normally released electrically; the mechanical
release, controlled through two bomb salvo handles, is only
used in emergencies. When the bomb selector switch, on the
armament panel, is turned to "TRAIN," pressure on the bomb
r l ~ button (on handle of control stick) will drop the
left bomb. Releasing the button will cause a transfer switch
in the left rack to close, and the next time the button is
pressed the right-hand bomb will drop. With the bomb se-
lector switch at "ALL," both racks will trip simultaneously.
The chemical tanks and supplemental (combat) fuel tanks
are dropped by the same method. (See figure 278.) Refer to
paragraph 20 of this section for electrical wiring mainte-
nance.
e. MECHANICAL BOMB RELEASE SYSTEM.
(1) DESCRIPTION.-The mechanical release system
is controlled through two bomb salvo handles on the left side
of the cockpit just aft of the instrument panel. The handles,
connected by cables to the mechanical release lever on the
bomb rack, provide a selective release of bombs in event
of electrical failure. The bombs cannot be armed mechani-
cally, but only through the electrical arming system. (See
figure 279.)
(2) INSTALLING AND REMOVING MECHANI-
CAL BOMB RELEASE SYSTEM.
(See figure 279.)
RESTRICTED 295
Section IV
Paragraph 22
RESTRICTED
AN 01-60JF-2
(3) ADJUSTING MECHANICAL BOMB
RELEASE SYSTEM. (See figwre 279.)
f. ELECTRICAL BOMB ARMING SYSTEM.-The
bombs are simultaneously tail and nose-armed by two (left
and right) toggle switches on the armament panel. The
switches activate solenoids that lock the arming wires to
the bomb rack. To drop bombs tail-armed only, provisions
must be made at time of loading. (See figure 278.) Refer to
paragraph 20 of this section for electrical wiring mainte-
nance.
g. CHEMICAL TANK IGNITER SYSTEM.-The chem
ical tanks are selectively ignited by moving the bomb arming
t?ggle switches (on the armament panel) to the up posi-
tlOn and then momentarily pressing the bomb release button
on the control stick. (See figure 278.)
CAUTION
Bomb release selector switch must be "OFF," or
chemical tank will drop when control stick button
is pressed.
h. BOMB RACKS.
(1) DESCRIPTION.-The S-l bomb rack is an all
electric self-contained unit, with a mechanical salvo release
lever for emergencies. The bomb rack differs from some of
earlier types in that each arming wire is held by a
sltde that moves down and grips the arming wire loop
firmly when the rack is locked. When bombs are released
"SAFE," the slides move up simultaneously with the opening
of the bomb hooks, releasing the arming, wi!e completely
with no spring load or friction to overcome. When bombs
are dropped armed, although the mechanical slides release
the arming wire, a solenoid-actuated pin has entered the
arming wire loop, locking the arming wire to the bomb
rack. The racks are suspended from the lower surface of each
outer wing panel by attaching assemblies at each end of
the racks. The racks are aerodynamically faired by a mono-
bloc plastic molding. Adjustable sway braces are attached to
each of the bomb rack attaching assemblies. (See figwre 280.)
(2) INSTALLING AND REMOVING BOMB RACK
(See figure 280.)
(3) TESTING BOMB RACK (Refer to section V, par-
agraph 3, and see figure 315,)
(4) BOMB RACK SWAY BRACES.-The bomb-tank
sway brace is used for single bombs, fuel, and chemical tanks.
(See figures 315, 319, and 320.) The bomb-cluster sway
brace (supplied with later airplanes only) is used in con-
junction with the bomb-tank brace when cluster bombs are
carried. (See figure 321.) The sway braces attach to front and
rear of the bomb racks, are interchangeable, and can be
positioned so that they face either fore or aft. The sway
braces are installed by sliding the brace shafts inside the
tubular bomb rack supports, and when positioned are im-
mobilized by tightening the lock stud which is threaded into
the left side of each tubular rack support. (See detail in figure
319 or 320.)
(5) MAINTENANCE OF BOMB RACK-The bomb
rack must never be lubricated, but kept clean and free of oil
and grease at all times. (See figwre 315.)
126 -63-115

.-..:::::::::cHEM. TANK
GROUND STUD
BOMB RACK PLUG
WIRING
A= NOSE ARM a
CHEM. TANK
B= RELEASE
C= TO NEXT RACK IN
TRAIN
D= TAIL ARM
BOMB
SELECTOR
RELAY
SELECTOR SWITCH -_...::::...
BOMB RELEASE
SWITCH
CHEMICAL TANK
STUD
'1It---- +24 V. D.C.
,

-.+-------.--, T'!-------,
...... ......
Figure 278-Electrical 80mb Release System
296
RESTRICTED
RESTRICTED
AN 0160JF2
Section IV
IN RIGHT
ADJUST CABLE LENGTH
TO 1/16" OVERTRAVEL
WITH CABLE TAUT.

DETAIL -A
NOTE; REMOVAL PROCEDURE
IS ESSENTIALLY THE REVERSE
OF INSTALLATION.
AN210-IA PULLEY (I REQ.)
AN3-7 BOLT (I REO.)
AN380-3-3 COTTER
( CABLE GUAR D)
10 .
../
...
5. AN210 -IA PULLEY (2 REO.)
AN3-7 BOLT (2 REQ.)
AN3BO -3-3 COTTER
(CABLE GUARD)
4. AN210-IA PULLEY (2REQ.)
AN 3 -10 BOLT ( I REQ.)
AN 3BO-3-3 COTTER
(CABLE GUARD)
INSTALL PULLEY.
I NSTALL CABLE RETURN SPRINGS.
CON NECT CABLE ASSEMBLIES.
ADJUST CABLE TO PROPER LENGTH AND
SAFETY TU RN BUCKLE (SEE DETAI L " A");
CONNECT CABLE TO BOMB RACK.
7.
8.
9.
10.
STRING CABLES.'
CONNECT CABLES TO SALVO HANDLES.
INSTALL PULLEYS.
STRI NG CABLE ASSEMBLIES AND
SECURE HOUSING.
NOTE FOR ACCESS, REMOVE LEADING EDGE OF WING
AT GUN PORTS AND FORWARD AMMUNITION BOX.
INSTALL CABLE HOUSINGS FREE OF KINKS OR EXCESSIVE
BENDS, AND WITH A SLIGHT TENSION.
1,2.
3.
4,5.
6.
Figure 279-lnstalling Mechanical Bomb Release System
RESTRICTED 297
Section IV
126-63-116A
RESTRICTED
AN Ol60JF-2
DETAIL A
8
1,2.
3,4.
s.
6.
7,8.
Screw front and rear attaching assemblies into the support castings. MAKING SURE THEY ARE
BOTTOMED. Back off only sufficiently to align assemblies to receive bomb rack, see Detail A.
Position 5-1 rack in the attachment fittings and install retaining cross bolts.
Connect wiring.
Attach releasing cable to salvo arm.
Install fairing. (Fairing should meet wing skin without forcing; if it does not, check bottoming of attach
ing assemblies.)
9, 1O. Install sway braces.
REMOVAL: Essentially the reverse of installation procedure.
Figure 280-lnstalling Bomb Rack
298 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section IV
Paragraph 23
23. GUNNERY EQUIPMENT.
a. GENERAL DESCRIPTION. (See figure 281.)-Either
of two gun installations may be used: a maximum load of
three fixed .50-caliber guns in each wing, or an alternate
installation of two guns in each wing. For maximum load,
390 rounds of ammunition are provided for each inboard
gun and 260 rounds for each center and outboard gun. For
the alternate installation, the center guns are removed and
each outboard gun then has 490 rounds. The Type K-14A
or the K-14B gun sight is mounted on the instrument panel
shroud and may be used either as a fixed or as a compen-
sating-type gun sight. When used as a compensating sight it
indicates the proper "LEAD" for fighter deflection gunnery.
The Type AN-N6 gun camera with a built-in overrun con-
trol is installed in the leading edge of the left wing forward
of the wheel well. The ~ and gun camera are controlled
by the Type B-6 trigger switch on the control stick. (See
figure 282.) A charging handle is stowed in each gun bay
for the manual charging of guns prior to flight. Armor plate
protection is shown in figure 283.
TROUBLE
b. TROUBLE SHOOTING GUNNERY EQUIPMENT.
PROBABLE CAUSE
GUN CAMERA
REMEDY
Motor fails to operate.
Motor runs; camera fails to
operate.
Gear train stops; clutch on
motor slips.
Magazine jams.
Film image blurred (film
/
moves, shutter opens).
Negatives out of focus.
Motor brushes worn out.
Open circuit.
Speed setting knob in neutral position.
Magazine jams, causing motor cutout to
open circuit.
Magazine driving spline not properly
engaged.
Damaged magazine.
Improper operation of film claw.
Improper operation of magazine driv-
ing spline.
Improper operation of film claw.
Improper timing of shutter and film
claw.
Lens assembly securing nuts loose.
Dirty filter.
RESTRICTED
Replace worn brushes.
Check wiring.
Make certain that speed setting knob is set
on desired speed.
Shutter speed setting knob is not set to corre
spond with speed adjusting knob coupling.
Remove magazine and allow motor cytout to
cool. Replace with another magazine.
Replace with another magazine that has
been i"spected and is in proper working
order. Make certain magazine is inserted all
the way into the camera. Move magazine
latch over magazine as far as it will go, so as
to fully engage the magazine spline. Make
certain access cover closes easily without
forcing.
Replace with another magazine that has been
inspected and is in proper working order.
Using a gun camera "GO NO-GO" gage,
align the guide rail at the top of the aperture
plate so that the film claw travels back and
forth smoothly on an even plane.
Check to be certain that the lift washer at-
tached to the magazine driving spline, is
properly engaged between the clutch retract
arm and the drive shaft retaining spring. Re-
place magazine driving spline and/or clutch
retract arm.
Using a "GO NO-GO" gage, align the guide
rail at the top of the aperture plate so that
the film claw travels back and forth smoothly
on an even plane.
Retime shutter and film claw.
Tighten the three nuts securing the lens as-
sembly to the camera body.
Clean filter.
299
Section IV
Paragraph 23
TROUBLE
Gun camera mount adapter
cracking.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE
Overtightening of setscrew in bottom
of adapter.
GUN SIGHT
REMEDY
Replace adapter. Setscrew to be finger-tight
only (approximately 3 inch-pounds).
Note
A standard volt-ohm meter with a 3D-volt direct-current range is
required for trouble shooting the sight. In an emergency, a con-
tinuity test light can be made by using one of the gun sight lamps
and the airplane battery.
K-14A sight does not oper-
ate with selector-dimmer
(circuit breaker type) switch
"ON" and selector at "FIX-
ED & GYRO:'
K-14B sight does not oper-
ate with gun-sight-camera
selector switch on "SIGHT
& CAMERA" and selector-
dimmer on "FIXED &
GYRO."
No fixed reticle image with
gyro motor running and se-
lector at "FIXED:'
No fixed reticle image with
gyro motor running and se-
lector at "FIXED & GYRO."
No movable reticle image
with gyro motor running
and selector at "FIXED &
GYRO."
300 I
No power supply.
Overload throws circuit breaker "OFF."
Circuit breaker defective.
Continuity broken in blue wire.
Voltage regulator defective.
No power supply.
Overload opens circuit breaker.
Circuit breaker defective.
Continuity broken in blue wire.
Voltage regulator defective.
lamp bulb defective.
Sighting head spring contacts not mak-
ing electrical contact to lamp socket.
Dimmer rheostat winding dirty or open.
No switch contact between maroon-
white and green wires in selector switch.
No continuity in green wire from se-
lector-dimmer to sighting head.
No switch contact between maroon-
white and green wires.
lamp bulb defective.
Sighting head spring contacts not mak-
ing electrical contact to lamp socket.
Dimmer rheostat winding dirty or open.
RESTRICTED
Check battery circuit.
Reset switch to "ON." If switch does not re-
main in "ON" position, the electrical system
should be checked to determine reason for
.overload.
Replace "ON-OFF" switch.
Replace cable, or repair cable attached to
sighting head if it can be done without taking
the unit apart.
Replace.
Check battery circuit.
Reset circuit breaker. If circuit breaker is
thrown open again, the electrical system
should be checked to determine reason for
overload.
Replace circuit breaker.
Replace cable, or repair cable attached to
sighting head if it can be done without taking
the unit apart.
Replace voltage regulator.
Repldce lamp bulb.
Clean, or bend contacts into position.
Clean, or replace unit.
Replace selector switch.
Replace cable, or repair cable attached to
sighting head if it can be done without taking
the unit apart.
Replace selector switch.
Replace lamp bulb.
Clean, or bend contacts into position.
Clean or replace unit.
RESTRICTED
AN 01-60JF2
Section IV
Paragraph 23
TROUBLE PROBABLE CAUSE REMEDY
No switch contact between maroon- Replace selector switch.
white and yellow wires in selector
switch.
No continuity in yellow wire from se- Replace coble, or repair cable attached to
lector-dimmer to sighting head. sighting head if it can be done without tak
ing the unit apart.
No movable reticle image No switch contact between maroon- Replace selector switch.
with gyro motor running white and yellow wires in selector
and selector at "GYRO." switch.
Motor does not start with No switch contact between green-white Replace selector switch.
selector at "GYRO" or "FIX- and yellow-green wires in selector
ED & GYRO" and with "ON- switch.
OFF" switch "ON" (K-14A
gun sight) or with "GUN-
CAMERA-SIGHT" switch on No continuity in red wire from selector- Replace cable, or repair cable attached to
"SIGHT & CAMERA" (K-14B dimmer to sighting head. sighting head if it can be done without taking
gun sight).
the unit apart.
Motor defective. Replace sighting head.
Gyro topples in turn. Range rheostat open or dirty. Replace sighting head.
No continuity in white wire from selec- Replace cable, or repair cable attached to
tor-dimmer to sighting head. sighting head if it can be done without taking
the unit apart.
No continuity between pins 1 and 10 in Replace sighting head.
sighting head harness.
Blocked or distorted images Reticle slots dirty. Replace sighting head.
of sighting reticles.
Diamond-shaped images of Gyro mirror out of balance. Replace sighting head.
gyro reticle appear round
and enlarged.
Gyro reticle image iumps Drive belt broken. Replace sighting head.
around in field with no ten-
dency to center.
Interior of lens clouds with Silica gel exhausted. Replace silica gel.
moisture. Air leaks in sight case. Replace sighting head.
Reticle images appear to lenses out of focus. -Replace sighting head.
change relationship to tar-
get when observer's head is
moved over the field of
vision of the sight.
GUNS, CHUTES, AND AMMUNITION
Gun fails to fire. Gun not loaded, charged, timed, or
headspaced.
Defective gun.
Open circuit due to loose connections
or to defective gun and camera safety-
selector switch, trigger switch, gun fir-
ing solenoid, or wiring.
Faulty ammunition or links.
RESTRICTED
Inspect and correct.
Repair or replace defective part.
Repair or replace defective part.
Inspect ammunition and links before loading.
301
Section IV
Paragraph 23
TROUBLE
Ammunition fails to feed.
RESTRICTED
AN 01-60JF-2
PROBABLE CAUSE REMEDY
Feed chute damaged, preventing free Repair or replace chute.
movement of belt.
Ammunition boxes overloaded, causing Remove part of ammunition.
belt to bind against ammunition bay
cover.
Faulty link ejection.
Guns fail !o hit target.
Improper connection between ammuni-
tion boxes.
Feed chute not properly attached to
ammunition box.
Improper connection of feed chute to
gun.
Upper corners of ammunition boxes
bent or deformed.
Defective gun.
Faulty ammunition (split case, short
round, etc).
Dented chute or bent lips at chute
mount.
Undersize chute.
Oversize chute allowing links to rotate
sidewise and bind.
Insufficient flare at ejection chute mouth
causing small end of double loop to
butt against edge of lip.
Aft inner surface of ejection chute
mouth projects forward of link stripper,
causing links to rotate sidewise and
bind.
Guns and gun sight not harmonized.
Gun mounts loose.
Gun barrel worn or warped.
Remove ammunition and reinstall properly.
Attach.
Remove feed chute and reinstall properly.
Bend steel brackets on corners until
tion will flow smoothly between boxes and
from box to feed chute. Test flow with a short
ammunition belt (about 12 inches long).
Repair defective part.
Inspect ammunition carefully before loading
in ammunition boxes.
Replace chute.
Replace chute.
Replace chute.
Replace chute.
Replace chute.
Harmonize.
Tighten and harmonize.
Replace barrel.
c. EXTREME WEATHER SERVICING.-No special
instructions for extreme weather operation are necessary.
d. HARMONIZING GUNS, GUN SIGHT, AND
GUN CAMERA.
(1) GENERAL.-Use the bore sighting kit to har-
monize the guns, gun sight, and gun camera. Instructions
are included in the kit. Use the harmonization procedures
given in paragraph 23. d. (2) (a) through (l) in the follow-
ing cases only:
(a) When a bore sighting kit is not available for
bore sighting the guns.
(b) When aligning holes for the bore sighting kit
aqapters are to be drilled in a new or wing leading
edge.
(c) When the propeller blade with the gun sight
aligning mark or gun camera aligning mark has been re-
placed, or a new mark is to be established.
(d) When it is desired to check the harmonization
obtained by using the bore sighting kit.
(2) HARMONIZATION PROCEDURE. (Refer to
preceding paragraph d. (1).)
(a) Construct a bore sight target board and a sup-
port. (See figure 285 for target board dimensions.)
( b) Position airplane on level ground. Jack the air-
plane to take the weight off the landing gear and prevent de-
flection. (See section Ill, paragraph 2. b.) Use screw-type
jacks when possible, as hydraulic jacks tend to creep and re-
quire checking during the operation.
( c) Level die airplane laterally by placing a leveling
bar and bubble level across the leveling lugs on each side of
frame just aft of the radio compartment access door, then
raising or lowering one wing until the bubble is centered.
Level the airplane longitudinally in a similar manner, using
the two lugs on the left side of frames just fore and aft of
the access door.
302 RESTRICTED
WING DISCONNECT
GUN CAMERA
260ROUNDS OF AMMUNITION
EACH FOR CENTER AND OUT-
BOARD GUNS
SELECTOR-DIMMER
SWITCH ASSEMBLY-----'
GUN CONTROL SWITCHES ..J
RESTRICTED
AN 01-60JF-2
Figure 28 J-Gunnery Equipment
Section IV
Paragraph 23
____--1/4"ARMOR PLATE FIREWALL
1!4"WINDSHIELD ARMOR PLATE
GUN SIGHT
PLATE
adjusting the sight in azimuth. The adjusting ring permits
azimuth adjustment to within 1.8 mil. For example: rotating
the sighting head and adjusting ring together one large
(d) Attach plumb bobs to two No. 10-32 screws
and insert the screws into the plumb bob points. (See figure
285.) Suspend the plumb bobs about one inch above the
ground.
(e) Place the bore sight target 1000 inches (83 feet,
4 inches) forward of the gun sight, aligning the vertical
centerline of the target with the plumb bob cords. Make
sure that the target is leveled laterally or the guns will not
be bore sighted accurately.
(f) From the Gun Sighting Chart (figure 286), ob-
tain the flight attitude of the airplane (angle of attack of the
fuselage reference line) for the desired attacking speed,
weight, and G acceleration. See example on chart.
(g) If mil adjustment is used, leave the airplane
eled and adjust the target board to the airplane in the fol-
lowing manner:
1. Turn on gun sight lamp and set the selector
switch to "FIXED." Then align the reticle cross with the ver-
tical line through the sight aligning mark on the target
board by loosening the center bolt on the sight bracket and Figure 282-Control Stick Switch (Type 8-6)
RESTRICTED 303
Section IV
Paragraph 23
RESTRICTED
AN 01-60JF-2
Figure 283-Angles of Armor Plate Protection
tooth (10 degrees), and then rotating the sighting head along
three small teeth (9.9 degrees) in the opposite direction,
(1) Install gun camera aligning indicator in gun
camera and adjust the gun camera to its mark on the target
board. Replace lockwire through elevator azimuth adjust-
ment lockscrew.
( i) Turn on gun sight and set reflector switch to
"FIXED." Adjust the sight line in elevation by the adjusting
screw on the forward lower side of the sight bracket, so
that the reticle cross is on the sight aligning mark on the
target.
gives a net movement of .1 degree or 1.8 mil.
2. Install a modified Type A-2 sight line indicator
on the gun sight reflector glass and adjust target. (See figure
284.) -
3. For nose-up angle of attack, lower the target
board the mil adjustment in inches (one mil equals one inch
at 1000 inches); for nose-down angle of attack, raise the
target board.
4. Turn on gun sight and set reflector switch to
"FIXED." Adjust the sight line in elevation by adjusting
screw on the forward lower side of the sight bracket, so that
the reticle cross is on the sight aligning mark on the target.
(h) If degree adjustment is used, place the airplane
in flight attitude, using a leveling bar and protractor level
on the longitudinal level lugs and lowering or raising the
tail for the required nose-up or nose"down angle. Then
align the gun sight in azimuth, and position the target board
relative to the airplane as explained in paragraphs (g) 1. and
2.
c::J INDICATES ANGLES
OF PROTECTION
PROTECTION BY
PLATE BACK OF
PILOT'S HEAD
\.
1-1/2" ARMOR GLASS
PROTECTION
BY WINDSHIELD
STEP 3
Position target board so that
sight aligning mark (on hori-
zontal line through sight
aligning mark) is lined up
with indicator reference line.
SIGHT ALIGNING MARK
----
---
STEP 1----------.
Install modified Type A-2 sight
line level indicator on the gun
sight reflector (slide indicator
uncil telescope is aligned with
fixed reticle image pip).
REFERENCE
LINE
SIGHT ALIGNING
MARK ON TARGET
BOARD
STEP 2-----'
Turn indicator adjust-
ing knob to centcr
bubblc on indicator
reference linc. .
126-61- 204
Figure 284-Using Sight Line Level Indicator
304
RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
SUSPEND 100 LBS. AT EACH
END OF LIFT TUBE TO PRE-
VENT AIRPLANE FROM NOS-
ING OVER.
SIGHT ALIGNING MARK
IS 1.125 INCHES TO LEFT
OF AIRPLANE ct..
TARGET AT 1000 INCHES
(83 FT. 4 IN.) FORWARD
OF GUN SIGHT RETICLE
-
GUN BORE SIGHT LINES
\ ct. OF GUN
\ SIGHT REFLECTOR
\
\ \
\ \
-:I,\\-49.470 40.'"
'
POINT OF CONVERGENCE
OUTBOARD
GUfS
42-13/16"
GUfS
43-3/16"
CENTER INBOARD
GY
S
43-7/8"
GUN CAMERA
",..------- ANGLE OF 1-1/2" BULLET-RESISTING GLASS
IS 30 DEGREES TO FUSELAGE REF. LINE.
LEVELING LUGS ARE ACCESSIBLE AT
RADIO COMPARTMENT ACCESS DOOR
ON FRAMES AT STA.187-3/16 AND
217-1/8.
SUSPEND PLUMB BOBS FROM
RED- CIRCLED PLUMB BOB POINTS
(LOCATED ON AIRPLANE ct. AT STA.
139-1/4 AND 324-11/16) TO ALIGN
BORE SIGHT TARGET BOARD ct.
WITH AIRPLANE ct..------l
:-= _-+t
EGU
_
N
_ SIGHT LI NE
Figure 285-Harmonizing Guns, Gun Sight, and Gun Camera
RESTRICTED 305
Section IV RESTRICTED
AN 01-60JF-2
P-5IH AIRPLANES
HORIZONTAL DISTANCE FROM ~ INBOARD GUNS 76.013
GUN BORE (AT FRONT MOUNT) TO CENTER GUNS 83.962
~ AIRPLANE OUTBOARD GUNS 91.945
GUN CAMERA 28.936
VERTICAL DISTANCE FROM ~ INBOARD GUNS 50.001
GUN BORE (AT FRONT MOUNT) TO CENTER GUNS 49.470
<i.. GUN SIGHT REFLECTOR OUTBOARD GUNS 48.958
GUN CAMERA 54.276
NOTE: 1.5-INCH THICK WINDSHIELD IS 30 TO FUSELAGE REFERENCE LINE.
K-14 SIGHT FIXED RETICLE IS 1.125 INCHES TO LEFT OF AIRPLANE ~
LEGEND:
--- FULL AMMUNITION, LESS 1/2 FUEL, WITHOUT BOMBS, (8765 LBS.) UNDER POSITIVE ACCELERATIONS
OF lea, 2 '3' 3 ca, AND 4 '3'S RESPECTIVELY.
--- MAX. OVERLOAD GROSS WT., LESS 1/4 FUEL, WITHOUT BOMBS, (9171 LBS.) UNDER POSITIVE ACCELERA-
TION OF I ~
- - MAX. OVERLOAD GROSS WT., LESS 1/4 FUEL, WITH BOMBS, (:1I,165LBS.) UNDER POSITIVE ACCELERATION OF ~
5
NOSE
UP
0+
NOSE
DOWN
2.5
2
1
1.5
-.5
0
11-16-44
MAX. C.I.A.S. AT HIGH
BLOWER CRITICAL ALT.
34 800 FT.: 254 MPH.
MAX. C.I.A.S. AT LOW
BLOWER CRITICAL ALT.
21,200 FT.= 318 MPH.
I 9 2 9
[;I
3 9 49-
,
,
'-

I
PARALLEL TO FUS. REF.
LINE AND LEVELING LUGS
r-....
I
,
I
GUN ADJUSTMENT:
14.6 MILS MUZZLE UP FROM F. R. L.
3.6 MILS MUZZLE DOWN FROM F. R. L.
-
-
KNOTS--
i-JIOQ! ''150 200 U250 ~ ~ O ~ L-
U
400 450 I- 500
,
40
20
50
30
-30
10
-20
NOSE
UP
+0
NOSE
DOWN
-10
200 250 300 350 400 450 500
-MILES PER HOUR-
CALIBRATED INDICATED AIRSPEED
550 600
EXAMPLE:
FIND ANGLE OF ATTACK FOR 286 MPH (90% OF MAX. C.I.A.S. AT LOW BLOWER CRITICAL ALTITUDE)
WITH FULL AMMUNITION, LESS 1/2 FUEL, WITHOUT BOMBS, AND POSITIVE ACCELERATION OF 19:
.FROM 286 M PH ON AIRSPEED SCALE, MOVE VERTICALLY TO THE 19 CURVE REPRESENTING THE ABOVE
WEIGHT CONDITION (SEE LEGEND). FROM THIS INTERSECTION, MOVE HORIZONTALLY TO SCALE AT LEFT
FOR NOSE-UP ANGLE OF 3.6 MILS; OR MOVE HORIZONTALLY TO SCALE AT RIGHT FOR NOSE-UP ANGLE
OF 12 MINUTES.
126-93-116A
I GUN SIGHTING CHART
L- ----l
Figure 286-Gun Sighting Chart
306 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 23
Figure 2BB-Correcting Sore Sight Target
SAME
DISTANCE
101 11- "

/
/
I
I
I
4. Correct the bore sight targets. (See figure 288.)
5. Readjust each gun to its corrected bore sight
CENTER OF BURST PATTERN
READJUST GUN TO
CORRECTED BORE
SIGHT TARGET
BORE
SIGHT
TARGET
target.
Figure 287-Adjusting Gun in Azimuth
(k) Install bore sight tool in each gun and adjust
the gun at the rear mount to bore sight on its respective
target. (See figures 287 and 289.)
(I) The preceding adjustments align the gun bores
on their respective targets on the target board. However,
during firing, gun barrel rifling and tolerances in the gun
mechanisms and mounts cause the guns to shoot off the bore
sight line to which they are adjusted. To further increase
the accuracy of gunfire, make the following additional align-
ment:
1. Fire a single shot from each gun. If all previous
adjustments have been accurate and have not been disturbed,
each bullet will pass through its respective target on the
target board. If one of the guns does not shoot in its target,
the gun barrel is warped, the gun mounts are loose, or the gun
is not bore sighted accurately. Replace the gun barrel or
tighten the mounts and bore sight the gun.
2. If all the guns fire off their targets, the rela-
tionship of the target board to the airplane has been dis-
turbed. For instance, the airplane may not be level, because
of hydraulic jacks creeping, the jacks settling into the ground,
or the target board having been accidentally moved. Repeat
the previous harmonizing adjustments as necessary.
3. Fire a burst of approximately 20 rounds simul
taneously from botp inboard guns, from both outboard guns,
and from both center guns. If the guns are fired individu-
ally, the wing may deflect sufficiently to cause the burst pat-
tern to be inaccurate.
6. Fire another burst to check the adjustment.
Figure 289-Adjustlng Gun in Elevation
RESTRICTED 307
Section IV
Paragraph 23
RESTRICTED
AN Ol60JF2
..
GUN HEATER ---
GUN FIRING SOL'ENOID ---.....J
GUN SIGHTING CHART
Figure 290-Left Wing Guns Installed
Note
If range is available, proof-fire the guns on a stand-
ard Type C target. If this is done, the ground fire
may not necessarily converge with the sight line,
since the guns are bore sighted for aerial fire. How-
ever, when the sight fixed reticle cross is trained on
the target and the bullet pattern is grouped, the
guns may be considered properly harmonized.
e. GUNS. (See figures 290 and 292.)
(1) DESCRIPTION.-Each Type M-2 gun is vertically
mounted on a front mount (AAF44BllI82) and an adjust-
able rear mount (NA 106-61026), and is equipped with a
Type G-9 gun firing solenoid and a Type J-4 electric gun
heater. The outboard gun has a feed chute adapter (Hughes
No. 291010 or -1).
(2) REMOVING GUNS.-Disconnect feed chute and
the solenoid and heater wires. Remove link ejection chute.
Loosen rear mount clamp lockscrew, loosen front mount
pin, and remove gun.
(3) EQUIPPING GUNS. (See figure 291.)
(4) ADJUSTING GUNS.
,
(a) ADJUSTING GUN HEADSPACE.-The guns
mus,. be adjusted for headspace each time after the parts
have been assembled. The only approved method is the fol-
lowing:
1. Pull the bolt back about one inch by the bolt
.handle or the extractor.
2. Screw the barrel into the barrel extension, by
applying a screwdriver to the notches on the rear end of the
barrel, until the recoiling parts will not go into battery posi-
tion without being forced when the bolt is released. The re-
coiling parts are in battery when the barrel extension touches
the trunnion block.
Note
For ease in screwing the barrel into the barrel ex-
tension on left-hand feed guns, remove the rear
right-hand cartridge stop assembly.
3. Screw the barrel out of the barrel extension one
notch at a time until the recoiling parts will just go into I
battery position when the bolt is released, but is not forced
forward. When this point is found, retract the bolt and un-
screw the barrel two more notches.
Note
Do not retract the bolt more than one inch when
determining the point at which the recoiling parts
will just go into battery position without being
forced.
(b) CHECKING HEADSPACE ADJUSTMENT.-
If a headspace gage (A351211) is available, check the head-
space each time it is adjusted, prior to test-firing on the
ground, after installation of the gun in the airplane, prior
to each take-off of the airplane, and at any other time that
the correctness of the headspace is doubted. Check head-
space adjustment as follows:
308 RESTRICTED
RESTRICTED
AN 01-60JF-2
I
I
I
I
I I
I ~
FRONT MOUNT ~
ASSEMBLY------------ .. ~
NOTE: EOUIPPING RIGHT WING
GUNS ESSENTIALLY THE
REVERSE.
Figure 291-Equipping Guns
Section IV
Paragraph 23
GUN HEATER, TYPE; J-4,
ON RIGHT SIDE OF GUN
GUN FIRING SOLENOID,
TYPE G-9
M-2 MACHINE GUN,
.50 CAL. (L.H. FEED)
1. Cock the gun by fully retracting the recoiling
parts and allowing them to return to battery position. This
cocks the firing pin.
2. Retract the bolt until the barrel extension and
trunnion block are separated approximately J{6 inch. This
puts the locking surfaces of the breech lock and bolt in
contact, which is the position they will assume when a cart-
ridge is chambered.
3. Insert the "GO" end of gage (A35121l) in the T
slot between the face of the bolt and the end of the barrel.
If the gage does not go in, the headspace is too tight; cor-
rect the adjustment by unscrewing the barrel one notch at a
time, checking with the gage each time, until the gage enters.
4. Attempt to insert the "NO-GO" end of gage
(A351211) in the T slot between the face of the bolt and
the end of the barrel. If the gage goes in, the headspace is too
loose; correct the adjustment by screwing the barrel into
the barrel extension one notch at a time, checking with the
gage each time until the "NO-GO" end of the gage will not
enter. If the gage does not go in, and the check for tight-
ness explained in paragraph 3. preceding is satisfactory,
the headspace is correct.
5. If the headspace obtained by the method given
in paragraph (b) 3. is not between "GO" and "NO-GO" limits
of the gage, change the headspace to suit the gage.
6. Remove the gage and release the firing pin.
CAUTION
Never release the firing pin with the gage in place,
as the firing pin will be damaged.
(c) TIMING GUN WIlli TYPE G-9 SOLENOID.
1. Check headspace as outlined in paragraph e.
(4) (b) 3.
CAUTION
Do not attempt to check timing unless the head-
space has been checked and properly adjusted first.
2. Cock the gun by the charging handle.
3. Insert the "FIRE" timing gage (A351214) be-
tween the barrel extension and the trunnion block.
4. Allow the barrel extension to close slowly
on the gage.
5. Release the firing mechanism by operating the
solenoid. The firing pin should release smartly. If the firing
pin is not released, turn the solenoid adjustment cap as
necessary.
6. Remove the "FIRE" gage, cock the gun, and
insert the "NO FIRE" gage (A351213) between the barrel
extension and the trunnion block.
7. Allow the barrel extension to close slowly
on the gage.
S. Release the firing mechanism once. The firing
pin should not be released. If the firing pin is released,
turn the solenoid adjustment cap as necessary.
RESTRICTED 309
Section IV
DETAIL OF LEFT SIDE
OF REAR GUN MOUNT
7--------
NOTE: Do not rest or slide gun on
wing aft of gun bay.
Do not use pliers to tighten gun solenoid
connector plugs. Tighten them with fingers
and safety them with tape.
310
RESTRICTED
AN 01-60JF-2
/u---l
~
1 Insert gun barrel into blast tube.
2 Lower gun and engage front mount.
3 Engage gun in rear mount clamp.
4 Finger-tighten rear mount clamp lockscrew.
S Install gun heater.
6 Connect solenoid and heater plugs to respective circuits.
7 Raise gun cover.
S Install feed chute.
9 Install applicable link ejection chute; then carefully close gun
cover to hold chutes into position.
REM0 VA L: Essentially the reverse of installation
procedure. 12. - .,- 2 03
Figure 292-lnstalling Guns
RESTRICTED
--
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 23
(d) ADJUSTING OIL BUFFER FOR SPEED
OF FIRING.
1. Remove the gun backplate and rotate the oil
buffer tube counterclockwise (toward "0") until it ceases
to click.
2. Turn the oil buffer tube clockwise to the first
click. Then turn the tube clockwise two additional clicks.
This setting gives the best operating condition at highest
rate of fire.
Note
Turning the tube clockwise so the arrow moves
toward "C' (closed) lessens the speed of firing,
and turning it counterclockwise toward "0" (open)
increases the speed of firing. The tube should not
be turned so far that the arrow goes beyond the
lines coinciding with "C" and "0."
(5) INSTALLING GUNS. (See figure 292.)
f. GUN HEATERS.
(1) DESCRIPTION.-AType J-4 electric<gun heater is
installed on the coverplate of each gun and is controlled by
a switch on the front switch panel.
(2) REMOVING GUN HEATER.
(a) Disconnect the plug.
( b) Raise gun cover.
(c) Spread sides of the heater slightly outward to
clear the edges of gun cover, and remove heater.
(3) INSTALLING GUN HEATER.
(a) Raise gun cover.
(b) Mount heater on gun cover as shown on In-
struction plate on of heater.
( c) Close gun cover.
(d) Connect plug.
g. GUN CAMERA. (See figures 293 and 294.)
(1) DESCRIPTION.-A 24-volt, Type AN-N6 gun
camera with built-in overrun control is installed on a Model
195-B (Huber) mount in the leading edge of the left wing
forward of the wheel well. The mount provides azimuth
and elevation adjustment, and a lockscrew to set the ad-
justment. These three screws are accessible from holes in
the wing skin beneath the camera. To prevent damage to
the lens during take-off or landing, the sighting
opening in the leading edge is covered by a hinged plate.
The plate is operated by a spring-loaded cable which is at-
tached to a clip just aft of the wheel well and is actuated by
the left landing gear. When the gear is extended, the cable
tension is released, allowing the plate to swing down and
cover the opening. The camera is operated by the control
stick trigger switch and is safetied by the gun-camera-sight
switch on the front switch panel.
(2) REMOVING GUN CAMERA.-Disconnect plug,
loosen lockscrew, and then pull camera inboard and aft.
SAFETY ADJUSTMENT SCREWS
AFTER CAMERA HAS BEEN
BORE SIGHTED
CAMERA LOCKSCREW
GUN CAMERA \ \
TYPE AN-N6
AZIMUTH ADJUS-T-M-EN-T-S-C-R-Ew---t---+--1rt ELEVATION ADJUSTMENT
SCREW

LOCKSCREW
GUN CAMERA LENS
PROTECTOR ----"
Figure 293-Gun Camera Installation
RESTRICTED 311
DETAIL OF OVERRUN CONTROL
FILM SPEED CONTROL
Section IV
Paragraph 23
SETTING KNOB
FILM FOOTAGE INDICATOR
RESTRICTED
AN 01-60JF-2
2
3
OVERRUN CONTROL
(ADJUSTMENT INSIDE)
FI LM ACCESS DOOR
.Figure 294-Gun Camera
TYPE AN-A-6 FILM
MAGAZINE INSERTS HERE
126-66-37
(3) INSTALLING GUN CAMERA.-Position camera
so mounting plate is engaged, tighten lockscrew, and con-
nect plug.
CAUTION
Tighten the lockscrew with fingers only (about 3
inch-pounds).
(4) SETTING GUN CAMERA OVERRUN CON-
TRoL (See figure 294.)-The overrun control may be var-
ied from 1 to 5-second intervals; or it may be set so that
the operation of the camera will stop the moment the gun
firing switch is released. Set the camera as follows:
(a) Remove the top cover. First raise the side of
the cover opposite the cable socket to avoid damaging the
socket opening.
(b) Loosen stop retainer stud (4) and lockscrew (1);
then rotate the adjustable stop (3) so its index line for the
desired time of overrun is set against the line on the index
pIlite (2). Setting the stop on index line "0" will eliminate
the overrun period. Tighten the stop retainer stud and the
lockscrew, one at a time, after first dipping their threads in
shellac (Federal Specification No. TT-S-271).
Note
Do not disturb the overrun setting.
( c) Replace the camera top cover by first placing
the socket opening over the socket and then carefully press-
ing down the opposite side of the cover until it is fully
seated; then secure cover.
h. GUN SIGHT.
(1) DESCRIPTION. (See figures 295 and 296.)-The
K-14A or K-14B gun sight is installed. The K-14A gun
sight is a precision gyroscopic instrument which may be
used either as a fixed or compensating sight. The fixed reticle
image consists of a circle and cross pattern and a rocket
scale below the central cross; this image is used for strafing,
rocket aiming, harmonization, maintenance checks, and as
an emergency sight if the compensating reticle image fails.
The circle of the fixed reticle image can be blanked out by
a lever on the left side of the gun sight. The compensating
reticle image has a circular pattern of six diamond-shaped
images surrounding a central dot. The diameter of the com-
pensating reticle ring is varied either by changing the set-
ting of the span knob on the front of the gun sight, or by
rotating the range twist grip on the engine control throttle;
this image indicates the proper "LEAD" for fighter deflec-
tion gunnery. The selector-dimmer switch assembly consists
of a gyro motor "ON-OFF" switch, a rheostat for controlling
the intensity of the gun sight reticle images, and a switch for
the selection of either the fixed or compensating reticle im-
ages, or both. "A carbon-pile type voltage regulator, located
beneath the cockpit floor on the left side of the cockpit,
maintains a constant voltage of 22 (.5)"volts and is turned
on automatically when the battery-disconnect switch is
turned on. A radio filter in the gun sight circuit between
the voltage regulator and the selector-dimmer switch as-
sembly minimizes gun sight gyro motor noises. A container
for spare gun sight lamps is on the right side of the cockpit.
312 RESTRICTED
1 Install adjusting plate pivot boles.
2 Install elevation adju tment bolt.
3 Install mounting bracket.
4 Place differential-comhed adjl.-cment ring on mounting bracket.
5 Install gun sight on mounting brackct.
17---------..
6----.....,
10AN755-4 CLIP
7S4-8-11 SCREW
4BI4-3-12 SPACER
AN365-832 NUT
9 AN755-4 CLIP
7S4-8-24 SCREW
4814- 3-18 SPACER
v-
RESTRICTED
AN 01-60JF-2
11AN 755-4 CLAMP
7S4-8-7 SCREW
AN 365-832 NUT
.. '
\\
SELECTOR-DIMMER
SWITCH ASSEM.
VOLTAGE REGULATOR
Section IV
K-14A OR K-148 GUN SIGHT
15
5
4
3AN4-4A BOLT(4REQ)
AN365-428 NUT(4)
ADJUSTrNG RANGE CONTROL
PLACE LOCK PIN VERTICALLY
ABOVE SHEAVE P I V O T ~
Ct rangc dial co "S". DETAIL A
Looscn rangc dial setscrew and position sheave as
shown in dctail A; then tighten screws.
Aftcr cables arc conncctcd, rOtate range dial slowly
through its full travel (range must be from "Z"co"S").
NOTE: Do not force range dial in any position.
If range dial travel i wrong, change distance
between cable housing and range dial.
6 Connect gun sight wiring; secure connection
with .OZO safety wirc.
7-11 Thread and secure range control cable
housing.
12 ecure rangc concrol cable co actuating pulley.
13 Securc rangc control rcturn cable co actuating
pulley.
14 Conncct spring to cable cnd; thcn sccure spring
co clip.
15 Sccurc cable end co rangc dial sheave.
16 Sccure range control return cable co range
dial shcavc.
17 Conncct spring CO cable end; then secure spring
co clip.
REMOVAL: Es entially the reverse of installa-
tion procedurc.
Figure 295-lnstalling and Adjusting Gun Sight Equipment
RESTRICTED
313
Section IV
Paragraph 23
SUN FILTER
CONTROL
HOUSING
GYRO MOTOR
RETICLE
MASKING
LEVER -----HiI
RANGE DIAL
SHEAVE------
RESTRICTED
AN 01-60JF-2
FIXED MIRROR ADJUSTMENT SCREWS
(GEL CELL REMOVED)
DETAIL A
RETICLE IMAGE
HARMONIZATION
REFLECTOR
GLASS
COLLIMATOR LENS
SPAN LEVER
SPAN DIAL
PAD
"-----LAMP HOUSE COVER
RELEASE
BUTTONS
.,....----RANGE DIAL
126 - 61-
Figure 296-Gun Sight
Later airplanes are provided with a K-14B gun sight in-
stallation, which differs from the K-14A installation essen-
tially as follows:
(a) The gyro motor "ON-OFF" switch is eliminated
from the selector-dimmer switch assembly.
(b) The gyro motor is turned on when the battery-
disconnect switch is moved to "ON."
( c) The gun sight lamps are illuminated when the
gun-camera-sight switch is moved from "OFF."
Note
Keep protective cover on sighting head at all times
when gun sight is not in operation. Do not disas-
semble, adjust, or repair gun sight internally.
Should the gun sight become inoperative, replace
it with a serviceable unit.
(2) INSTALLING AND REMOVING GUN SIGHT.
(See figure 295.)
(3) CHECKING GUN SIGHT RETICLE IMAGE
COORDINATION.
(a) Connect a 28-volt power source to the external
power socket.
(b) Turn selector-dimmer switch "ON."
( c) Turn selector to "GYRO" and check that gyro
reticle only is visible. The gyro reticle should stop vibrating
within a few minutes.
(d) Turn selector to "FIXED & GYRO" and check
that both reticles are visible and that the dot of the gyro
reticle is superimposed on the cross of the fixed reticle when
aiming at a target at least 500 yards distant.
(e) Rotate dimmer switch to check that brightness
of both reticles can be varied.
(4) COORDINATING GUN SIGHT RETICLE
IMAGES. (See figure 296.)
(a) Remove bolt securing silica gel cell to gun
sight.
(b) Superimpose reticle images by using adjustment
screws on back of gun sight. (See detail A, figure 296.) The
target must be at least 500 yards distant when images are
checked (one-mil deviation is allowed).
(c) Reinstall silica gel cell; at least .003-inch clear-
ance must be between gel cell and gyro motor housing.
(5) ADJUSTING GUN SIGHT VOLTAGE
REGULATOR.
(a) Connect a 28-volt power source to the external
power socket.
(b) Connect a 0 to 30-volt precision-type voltmeter
to the terminals marked with blue dots on the gun sight
regulator.
(c) Turn selectot-dimmer "ON-OFF" switch "ON."
(d) Set selector switch to "GYRO," turn dimmer
switch to full brightness, and use this load (after allowing
10 minutes for warm-up) for checking voltage regulator.
314 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraphs 23-24
(e) Check voltmeter with the following scale for in-
put and output voltage according to specified ambient tem-
peratures.
CORRECT REGULATOR
AMBIENT OUTPUT VOLTAGE
TEMPERATURES INPUT VOLTAGE SETTING
24 22.0
26 22.2
4.4C (40F) 28 22.4
24 21.8
26 21.9
21.1 C (70F) 28 22.0
24 21.7
26 21.8
32.2C (90F) 28 21.8
(j) If the voltage regulator fluctuates or is more
than one volt above or below the values shown in the
table h. (5) (e), replace the voltage regulator.
(g) If rhe voltage reading is less than one volt from
the desired reading, adjust the regulator as follows:
1. Loosen core locking screws approximately one
turn.
2. While observing the reading of the output volt-
meter, adjust output voltage by turning the core slowly and
carefully; turn the core clockwise to decrease voltage and
counterclockwise to increase voltage.
3. Tighten core locking screws and check voltage
output to ensure that adjustment has not been changed by
this operation.
24. ROCKET EQUIPMENT.
a. GENERAL DESCRIPTION. (See figure 297.)-Three
removable rocket racks are installed under each wing for
supporting T-64 (5-inch H.v.A.R.) rockets. Two additional
rocket racks per wing are stowed in the ammunition bays,
and can be installed when the bomb racks are not installed.
The rocket racks are fitted to the wing so that the mean cen-
terline of the group is parallel to the fuselage reference line
within plus or minus );2 degree in azimuth and plus or minus
one degree in elevation. Individual rockets are bore-sight
checked so that they will be within plus or minus );2 degree
in azimuth and plus or minus one degree in elevation from
their theoretical center. Rockets are controlled by switches
on the left front switch panel and the pilot's control stick.
The rockets are aimed by the use of the rocket scale of the
K-14A or K-14B gun sight.
TROUBLE
b. TROUBLE SHOOTING ROCKET EQUIPMENT.
I PROBABLE CAUSE I---------R-EM-ED-y--------
ROCKET INSTALLATION
Rockets fail to fire. Defective wiring. Make continuity check and replace defective
wiring.
Rocket igniter wire not connected. Make connection.
Faulty rocket. Replace.
Projector release control malfunc- Replace.
tioning.
Switches off. Turn on.
Improper firing sequence of Defective wiring. Check and correct.
rockets.
Projector release control malfunc- Replace.
tioning.
Shear wire difficult to Old wire left in release latch shear Remove old wire.
install. hole.
Wrong size wire. Check wire diameter.
Latch pivot damaged, causing misalign- Replace.
ment of shear wire hole.
Rocket will not fit mount. Damaged mount. Replace.
Damaged mounting lugs on rocket. Replace.
Lugs on rocket not made to proper di- Replace.
mensions.
Igniter wire not shearing Cutting knife dull. Sharpen.
properly.
Wire not locked in knife. Insert.
RESTRICTED 315
Section IV
Paragraph 24
TROUBLE
RESTRICTED
AN 0160JF-2
PROBABLE CAUSE
PROJECTOR RELEASE CONTROL
REMEDY
Rocket "STATIONS" dial
will not reset to number
desired, or center numeral
under window.
Control does not tire rocket
when "SINGLE-AUTO"
switch is set on "SINGLES."
Control does not tire rockets
when "SINGLE-AUTO"
switch is set on "AUTO."
Dial loose.
Ratchet assembly loose on shaft.
Pawl not releasing ratchet.
Pawl spring broken.
Snap switch not closing contact.
Snap spring broken.
Resistor burned out.
Coils not energized and not activating
armature.
Finger contacts of contact finger as-
sembly not contacting disc contacts.
Snap switch out of adjustment.
Snap spring broken.
Resistor burned out.
Armature return spring broken or out
of position.
Finger contacts of contact finger as-
sembly not contacting disc contacts.
Pawl out of adjustment.
Remove panel assembly, position properly,
and tighten screw.
Position and tighten screw.
Adjust armature stop, pawl front stop, and
pawl back stop, with adjusting clips for
spacing from ratchet when coils release
armature.
Replace.
Tighten snap switch mounting screws, and re-
position adjusting screw until switch closes
contact, or bend upper or lower spring as.
semblies to adjust.
Replace.
Replace.
Check power source.
Replace contact finger assembly if broken, or
bend to make contact with disc ring and con
tacts.
Reposition adjustment screw, or bend upper
or lower spring assemblies until snap switch
operates.
Replace.
Replace.
Replace or reposition as required.
Replace if broken, or bend to make contact
with disc ring and contacts.
Adjust.
c. EXTREME WEATHER SERVICING.-No special in-
structions are necessary for extreme weather operation of
racks; however, crews should consult existing technical or-
ders on the handling and firing of ammunition under extreme
temperature changes.
d. ROCKET RACKS.
(1) GENERAL.-Each rocket rack consists of a front
and rear mounts. (See figures 297, 298, and 299.) The front
mount terminates in a footplate slotted to receive the rocket
front lug button, and houses a Type AN-A-2 arming sole-
noid. The rear mount consists of a rocket supporting latch
which engages in the tunnel lug of the rocket, a rocket igniter
plug receptacle, and a knife for cutting the rocket igniter
wire. Left and right wing front rocket mounts are not identi-
cal because of the pattern of mounting screws. The rear
mounts are all identical as to mounting screw patterns. The
two inboard rear mounts, adjacent to machine gun ejection
chutes, are fitted with stainless steel shields to prevent dam-
age from impact of empty shell cases.
(2) ASSEMBLING ROCKET RACKS. (See figures
298 and 299.)
(3) ADJUSTING ROCKET ARMING UNIT.-With
the arming solenoid de-energized, insert an arming wire
swivel loop between latching buttons of arming solenoid
assembly and adjust setscrew so that with a pull of 3 pounds
on the arming wire, the loop will be held, and with a
pull of 4 pounds, the loop will be released; then tighten
check nur.
(4) INSTALLING AND REMOVING ROCKET
RACKS. (See figures 298 and 299.)
e. ROCKET CONTROLS.
(1) PROJECTOR RELEASE CONTROL.
(a) GENERAL.-The Type A-2 projector release
control (figure 300) is an electric-mechanical intervalometer
unit having the following controls: a "RESET' knob and a
numbered dial which indicates the position of the timer
contact arm, a "DEf.. AY-INST" arming switch which permits
316 RESTRICTED
126-64-34
RESTRICTED
AN 0160JF2
PROJECTOR RELEASE
CONTROL----
"',
T-64 15-INCH H.V.A.R.)
ROCKET
Figure 297-Rocket Equipment
Section IV
GUN SIGHT
ROCKET- BOMB RELEASE SWITCH
THESE ROCKET POSITIONS
NOT USED WHEN BOM B
RACKS ARE INSTALLED.
,
3 754-8-16 SCREW
AN960-8L WASHER
RESTRICTED
2NAS 220-7
14 REO.)----
1 Secure foorplare co mounr.
2 Insrall arming solenoid on mounring bracket.
3 Connecr wiring.
4 Secure mounr co wing.
REMOVAL: Essenrially rhe
reverse of insrallarion procedure.
figure 298-Assembling and Installing front Rocket
Mount
.--- 4754-8-/6 SCREW
AN960-8 L WASHER
37SI-832-10
SCREW (.2 REO.)
27S4-10-24 2RI-AD5 RIVETS
(2REQ.) (4REQ.)
1 Insrall larch assembly.
2 Insrall clip and ignirer wire currer.
3 Insrall recepracle assembly; recepracle ground lead musr
be insralled under nur.
4 Connen wiring.
S Install rocker moune.
NOTE: Insrall mounrs wirh sreel shields on
rwo inboard rear mounrs.
REMOVAL: Essenrially rhe reverse of insrallarion
procedure.
figure 299-Assembling and Installing Rear Rocket
. Mount
317
Section IV
Paragraphs 24-25
RESTRICTED
AN 01-60JF-2
SINGLE-
AUTO-OFF
SWITCH
STATIONS
DIAL
RESET
KNOB
SNAP SWITCH
HOLDING
COIL
ARMATURE
ASSEMBLY
PAWL FRONT
STOP
_--"-,"-,--RESISTOR
ARMATURE
ASSEMBLY
HOLDING
COIL
PAWL BACK
STOP
Figure 300-Projector Release Control
Note
Use dry compressed air to remove dust or foreign
particles from projector release control.
(2) ROCKET-BOMB SELECTOR SWITCH.-The
rocket-bomb selector switch connects or disconnects the
rocket circuit to and from the power source.
(3) ROCKET-BOMB RELEASE SWITCH.-The rock-
et-bomb release switch, when pressed, completes the circuit
to the rockets and ignites the rockets, provided the rocket
controls have been properly set.
25. OXYGEN SYSTEM.
a. GENERAL DESCRIPTION OF OXYGEN EQUIP-
MENT.-The low-pressure oxygen system consists of three
Type F-2 built-in oxygen cylinders, a pressure gage to indi-
cate oxygen pressure within the cylinders, a demand-type
regulator (A-12) for automatic oxygen flow control, a
blinker flow indicator which warns the pilot if the oxygen
flow becomes irregular, and a Type A-9, A-9A, A-lO, or
A-lOA mask. The units are connected by standard lines and
fittings, which include a filler valve allcl check valves. A mask
tube and fittings are connected to the adjustable elbow on
the regulator. (See figure 301.)
b. TROUBLE SHOOTING OXYGEN SYSTEM.
a selection as to whether the rockets are to explode instan-
taneously on impact or to delay explosion approximately
.015 second after impact, and a "SINGLE-AUTO-OFF" selector
switch which allows rockets to be fired selectively or in an
automatic train release. In "AUTO" operation, the control re-
leases rockets at approximately l/lO-second intervals.
(b) TESTING PROJECTOR RELEASE CON-
TROL.-When the rocket bomb release switch is pressed
with the rocket-bomb selector switch on "ROCKETS," the
"RESET" dial on "1," and with the "SINGLE-AUTO-OFF"
switch on "SINGLE," only one release should be made each
time the release switch is pressed until the projector release
indicates "10" for 10 impulses. Reset projector release con-
trol, turn "SINGLE-AUTO-OFF" switch to "AUTO," and again
press rocket-bomb release switch; a continuous release in cor-
rect sequence and quantity must be made. (See figure 318.)
(c) LUBRICATING PROJECTOR RELEASE
CONTROL.-Mix colloidal graphite (Army Specification
No. 2-64) with gyro instrument oil (Army Specification No.
3600), and apply very sparingly to all moving parts except
contacts.
TROUBLE PROBABLE CAUSE REMEDY
Oxygen pressure drop. A normal loss of approximately 25
pounds pressure, after filling, caused
by system cooling.
Leak in system.
Fill system to 25 pounds in excess of desired
pressure.
Check for leaks.
318 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 25
TROUBLE PROBABLE CAUSE REMEDY
Regulator fails to deliver Clogged connection line. Disconnect regulator and blow oxygen from
oxygen. the cylinders through the connection tubing
"-
to remove obstructions.
Clogged screens. Replace regulator.
Failure of demand valve stem to op- Replace regulator.
erate.
Dirt in oxygen inlet orifice. Replace regulator.
Regulator delivers only Broken aneroid assembly. Maladjust- Replace regulator.
pure oxygen or improper ment of aneroid and throttling plate
mixture. assembly.
c. EXTREME WEATHER SERVICING.-No special
instructions are necessary for x t ~ weather operations.
CAUTION
Oil in oxygen system will cause explosion. Handle
oxygen equipment carefully, and keep free from
dirt, moisture, oil, and grease. (See section III,
paragraph 2. j. (5) (b), for recharging instruc-
tions.)
d. TESTING OXYGEN SYSTEM.
(1) Fill system to 400 pounds pressure.
(2) Test for leaks by painting all joints with soap solu-
tion; then eliminate all indicated leaks.
Note
All parts tested with soap solution must be care-
fully wiped clean and dry immediately after test.
(3) Allow system to cool to outside temperature after
filling.
(4) Mark position of pressure gage pointer on gage
coverglass, and allow system to remain undisturbed for 4
hours. If pointer has not moved from this position at end of
4 hours, the system is operating satisfactorily.
(5) Make sure that shipping plug has been removed
from regulator outlet elbow.
(6) Tighten demand regulator outlet elbow as follows:
(a) Turn knurled nut of elbow assembly until it
begins to engage shoulder of elbow.
(b) Starting with elbow one-half turn from desired
final position, turn nut and elbow one-half turn.
(7) To test blinker flow indicator, apply slight suction
and then slight pressure at mask connection end of regulator
outlet hose. The blinker must indicate each change of pres-
sure.
(8) Securely clamp mask-to-regulator tubing to outlet
elbow.
e. OXYGEN CYLINDERS.
(1) DESCRIPTION.-The oxygen system uses three
Type F-2 low-pressure cylinders, each having an internal
volume of 1000 cubic inches and an effective capacity of
13.8 cubic feet. The cylinders are installed in the top of the
fuselage just aft of the sliding canopy. (See figure 301.) The
filler valve is accessible through oxygen filler door on left
side of fuselage.
(2) MAINTAINING OXYGEN CYLINDERS.
(a) Check cylinders for cleanliness.
(b) Clean threads with a stiff, dry brush.
(c) If interiors of cylinders need cleaning, tumble
them with shot; then wash with carbon tetrachloride (AAF
Specification No. 4- 503-110), and allow to dry.
(d) Rinse with isopropyl alcohol (anti-icing fluid,
Specification No. AN-F-13), and dry thoroughly by blowing
oxygen through cylinders.
WARNING
Do not use compressed air, as it may contain mois-
ture which will freeze and clog lines at high
altitudes.
(3) FINAL CHECK BEFORE INSTALLATION.-
Examine cylinders for chipped, scarred, or corroded areas.
If necessaty, refinish with zinc chromate primer (Specifica-
tion No. AN-TT-P-656). Replace all weakened and dented
cylinders.
(4) REMOVING OXYGEN CYLINDERS.-Remove
cylinders, accessible through main access door on left side of
main fuselage section, as follows:
(a) Exhaust entire Qxygen system pressure.
(b) Disconnect lines and fittings from cylinders to
be removed.
(c) Loosen bolts in brackets clamping each cylinder
in place.
(d) Remove cylinder through access door.
(5) INSTALLING OXYGEN CYLINDERS.
(a) Position each cylinder in its support braCket, and
tighten bolts securing cylinders in brackets.
CAUTION
Use material conforming to Specification No.
AN-C-86 only as an anriseize and sealing com-
pound. Use it sparingly to avoid getting it into
system. Do not use it on flared joints, and only on
first three threads of male joint of pipe threaded
connections.
RESTRICTED 319
Section IV
TYPE A-14
A-12) OXYGEN
OXYGEN
GAGE PRESSURE
OXYGEN
BLINKER
- PRESSURE
-F LINES
ILLER LINES
320
RESTRICTED
AN 01-60JF-2
CHECK VALVE. STYLE D
Figure 30 J-Oxygen System D' ,agram
RESTRICTED
CHECK VALVE STYLE C (3 REO.)
LOW-PRES
CYLINDERSSUTRE OXYGEN
, YPE F-2 (3 REO.)
FILLER VALVE
DETAIL B
OXYGEN'
STRA CYLINDER
P ASSEMBLY SUPPORTING
RESTRICTED
AN 01-60JF-2
Section IV
Paragraph 25
TO AD] ST OXYGE PRE
1 Remove screws.
BOURDON TUBE
(STRAIGHTENS UNDER PRESSURE)
RE GAGE:
1
2 Compress spring glass rerainer. and remo e the retainer,
glass, gasket, and mechanism.
3 Turn adju tment scn:\\' until needle points to zero.
4 Assemble and install.
3
Figure J02-0xygen Pressure Gage Adjustment
(b) Connect all lines and fittings.
f. OXYGEN REGULATOR VALVE.
(1) DESCRlPTION.-The oxygen system employs a
A-I2 demand regulator which automatically controls flow
and dilution of oxygen. The regulator is installed on the
right side of the cockpit, aft of the instrument panel. (See
figure 301.) A diaphragm actuates a valve which permits
oxygen to flow through the regulator, where it mixes with
free air in varying amounts in accordance with barometric
pressure.
(2) FINAL TEST BEFORE INSTALLATION.-Be-
fore installing a replacement regulator, make sure it is the
proper type (A-I2) and has been inspected and approved
for use. Make sure that control valve works freely, and that
diaphragm is undamaged. The regulator is a delicate instru-
ment and must be handled carefully.
g. OXYGEN MASK AND MASK TUBE.
(1) DESCRIPTION.-The oxygen system is designed
for use with an A-9, A-9A, A-IO, or A-lOA mask. A low-
pressure tube assembly (AN6003-6) conducts oxygen from
the regulator to the mask intake tube. One end is clamped to
the regulator adjustable elbow, and the mask has a jaw-type
stowage clamp.
(2) INSTALLING MASK TUBE.-Loosen knurled
coupling and turn elbow fitting to desired position; then
tighten coupling. Slip rubber end of mask tube over elbow,
and clamp tightly.
(3) CARE OF OXYGEN MASK AND MASK TUBE.
-At the end of each day of use, wash oxygen mask with mild
soap and water solution, rinse in clean water, and dry. Keep
mask and mask tube out of direct sunlight as much as pos-
sible, to prevent deterioration.
h. 0 X Y G E N PRE S SUR EGA G E. - A gag e
(AN6021-1A), in aft section of oxygen instrument panel,
indicates amount of oxygen in cylinders. The dial is cali-
brated in 50-pound graduations from 0 to 500, and a spring-
loaded needle, linked to a curved bourdon tube, indicates
pounds per square inch pressure. (See figure 302.)
i. OXYGEN BLINKER FLOW INDICATOR.
(1) DESCRIPTION.-A Type .6.N6029-1 blinker flow
indicator is mounted in the forward section of the oxygen
instrument panel. (See figtwe 301.; A bellows assembly, ac-
tuated by the user's breathing, opens and closes a shutter in
the indicator face.
(2) FINAL TEST BEFORE INSTALLATION.-Be-
fore installing replacement blinker flow indicator, make sure
it is approved for use. To test for leakage, connect the unit
to an oxygen supply line, raise pressure to 10 pounds per
square inch, and shut off supply. If after 10 minutes, the
shutters have not begun to close, there is no leakage. If unit
does leak, replace it; do not attempt field repairs.
j. OXYGEN LINES, VALVES, AND FITTINGS.
&
(1) DESCRIPTION.-Standard lines and fittings con-
nect units of the system. A Type AN6024-3 valve prevents
loss of oxygen through the recharging attachment. A check
RE-STRICTED 321
Section IV
Paragraphs 25-26
RESTRICTED
AN Ol-60JF2
valve at supply line junction forward of instrument panel,
one at spud end of each of the four cylinders, and one at
each junction of supply lines from each cylinder, prevent
loss of entire oxygen supply in event of leakage in one line
or cylinder.
(2) INSTALLING LINES, VALVES, AND FIT-
TINGS.-The check valves have arrows on the arms indi-
cating proper installation. Always connect oxygen lines to
check valve with arrow pointing in direction of normal
oxygen flow. For proper treating of threads, read "CAU-
TION" following paragraph 25. e. (5) (a).
26. FURNISHINGS AND MISCELLANEOUS
EQUIPMENT.
The airplane is supplied with the following miscellaneous
equipment, which includes furnishings, and emergency and
loose equipment.
a. FURNISHINGS AND EQUIPMENT IN PILOTS
COMPARTMENT. (See figure 305.)
(1) PILOTS SEAT.-The pilot's seat is the bucket type,
constructed of magnesium alloy, and is adjustable vertically.
Two spring-loaded pins, actuated by a hand lever at the lower
right side, snap into holes in the seat posts and secure the seat
at anyone of 12 height levels. The seat has a shoulder-high
back to which armor plate is bolted. A headrest
cushion is attached to the rounded top portion of the armor
plate. A kapok-filled back cushion may be used as a life pre-
server, or an alternate installation of back pack and life raft
may be used. The pilot's parachute is used as a seat cushion.
Figure 303-Furnishings and Equipment Stowage
(Rear Fuselage Compartment)
Shoulder straps and a safty belt are attached to the seat and
are joined by a safety buckle.
(2) INSTALLING AND REMOVING PILOTS
SEAT.-The pilot's seat with harness and safety belt attached
CAUTION
C
PISTOL MUST NOT BE
STOWED WHILE LOADED,
AS IT IS COCKED WHEN
BREECH is CLOSED.

AN-M - 8
PYROTECHNIC
PISTOL
l SUPPORT ASSEMBLY
2 AN-M-I MOUNT
3 RECOIL SPRiNGS
4 COVER CAP
5. MOUNTI NG SLOTS
6. MOUNT RELEASE TRIGGER
7 BREECH LOCK LEVER
8. 7S2 -1032 -7 SCREWS (4 REO)
322
Figure 304-Pyrotechnic Pistol (Details of Pistol and Mount)
RESTRicTED
BACK CUSH ION
LIFE PRESERVER
RESTRICTED
AN Ol60JF2
PYROTECHNIC
CARTRIDGE
CONTAINER
TYPE B-15 HARN ESS
AND TYPE B-14
SAFETY BELT
ASSIGNED TO PILOT
MICROPHONE, MAP CASE CONTENTS,
EAR PHONES
LIST HOLDER
POSITION
Figure 305-Furnishings and Equipment (Pilot's Compartment)
RESTRICTED
Section IV
PYROTECHNIC
SIGNAL PISTOL
IN STOWED
POSITION
126-73-165
323
Section IV
Paragraph 26
RESTRICTED
AN Ol-60JF-2
HORN
HARNESS
126-119-26.
PYROTECHNIC SIGNAL
PISTOL MOUNT
_------SIGNAL PISTOL
SIGNAL CARTRIDGE
STOWAGE ',,-
-
RADIO DEMOLITION SWITCHES
CANOPY
EMERGENCY
RELEASE
MAP STORAGE
BOMB SALVO

LANDING GEAR
EMERGENCY
DOWN CONTROL
Figure 306-Miscellaneous and Emergency Equipment
is bolted to the rear armor plate section and is installed as
a complete assembly. The pilot's seat may be removed sep-
arately. (See figure 309.)
(3) PILOTS CHECK LIST HOLDER.-The pilot's
check list is stowed on the left side of the cockpit in a per-
manently attached holder of transparent plastic. The holder,
located under the side of the instrument shroud, is hinged
so that it can be pulled forward and easily read.
(4) PILOTS COMPASS CORRECTION CHART
CARDS.-The compass correction chart card for the stand-
by compass is in a holder on the panel assembly (spare lamp
door) on the right side of the cockpit. The compass correc-
tion chart card for the remote compass is in a holder on
the fairing assembly just aft of the instrument panel on the
left side of the cockpit.
(5) PILOTS FLIGHT REPORT HOLDER.-Fuel sys-
tem and oxygen system schematic diagrams are in a flight
report holder on the right side of the center pedestal.
(6) MAP CASE.-A plastic map container is located
on the right side of the cockpit, directly below the oxygen
regulator and gages.
(7) COCKPIT FLOORBOARDS.-The cockpit is
floored by phenolic fiber sections. Aft of the pilot's seat the
floor is covered with canvas, fastened down by snaps.
(8) DROP MESSAGE BAG HOLDER.-Two holding
clips on the right side of the pilot's seat provide for the in-
stallation of a Type A-S message container.
(9) PILOTS RELIEF TUBE.-The relief tube is held
by a bracket on the floor at the front edge of the pilot's seat.
(10) PYROTECHNIC SIGNAL PISTOL.-A pyro-
technic signal pistol is stowed in a plastic holster attached
to the surface control pedestal on the left side of the cockpit.
(See figure 304.) The pistol mount is installed above the stow-
age bracket. The mount has recoil springs, and aims the
pistol outboard and aft. The cartridges are stowed in a canvas
container strapped to the floor, right and aft of the pilot's
seat.
(11) EMERGENCY EQUIPMENT. (See figure 306.)
(a) IFF RADIO DESTRUCTION EQUIPMENT.-
A switch for the destruction' of the IFF radio equipment is
located on the forward radio panel, on the right side of the
cockpit. Both of the twin buttons marked "DANGER" must
be pressed simultaneously to set off the demolition charge
inside the radio. An inertia switch will automatically set off
the charge, should the airplane crash.
(b) CANOPY EMERGENCY RELEASE.-The slid-
ing section of the cockpit enclosure may be released from
the airplane by a single move of the handle located on the
forward right side of the cockpit. An outside emergency
release handle is located below the right windshield side
panel.
b. FURNISHINGS AND EQUIPMENT STOWAGE
IN REAR FUSELAGE COMPARTMENT.
(See figure 303.)
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Section IV
-.
Figure 308-Folding and Stowage 01 Cockpit Cover in
R.H. Inboard and Outboard Forward Ammunition Bay
dl.- J
Figure 301-Folding and Stowage 01 Engine Cover in
L.H. Inboard Forward Ammunition Bay
RESTRICTED 325
Section IV
Paragraph 26
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AN Ol-60JF2
BINSTALLING SEAT TO ARMOR PLATE
5 Bolt lower attaching arms to holes in seat
support and spring Stop.
6 Bolt upper attaching brackets to tOP holes
in seat support.
NOTE: To gain access to upper attaching
rz
-'<lO bolts, move seat to the farthest down posi
tion. Move seat to highest up position for
access to lower bolts.
~
6AN3-14A
INSTALLING SEAT AND
ARMOR PLATE ASSEMBLY
1 When seat assembly is positioned at Correct
angle, lower unit until tube supports engage
sockets.
2 Bolt suPPOrt fittings on armor plate to cast
ings on R. H. and L. H. upper longerons.
3 Insert hook on end of fuselage fuel cell tie
down strap through center hracket and tighten nut.
4 Bolt the two battery support members to armor
plate.
2
126-73-156
3
Figure 309-lnstallation and Removal of Pilot's Seat
(1) DATA CASE.-A plastic case for technical orders,
diagrams, and other data is installed on the side frame as-
sembly in the rear fuselage compartment aft of the radiator
air scoop.
(2) GUN CAMERA.-A gun camera (Type N-6) with
a built-in overrun control is strapped to the lower frame
assembly of each airplane. The camera is to remain sealed
in its corrugated box until ready for use. (For instructions
concerning operation, installation, and removal of camera,
refer to section IV, paragraph 23.)
(3) JACKING AND HOISTING KIT.-A jacking
and hoisting kit is attached by straps to the lower frame as-
sembly. Straps for the stowage of a mooring kit are attached
to the web. Both are accessible through the rear left access
door.
c. MISCELLANEOUS EQUIPMENT STOWAGE IN
WING GUN BAYS. (See figures 307, 308, and 310.)
(1) ENGINE AND COCKPIT COVERS.-The weath-
erproof engine and cockpit covers attach to each other when
installed, and protect the fuselage from the point of the
propeller spinner to aft of the sliding canopy. (See figure
312.) Raised ribs of felt sewed on the inner side of the cock-
pit cover to permit air to circulate between the covering and
canopy to protect the plastic glass from the direct heat of
the sun.
(2) DUST EXCLUDER ASSEMBLY-Twelve metal
felt-covered units are fastened together into an assembly by a
sash cord, and are used for covering the openings in the air-
plane as shown in figure 311. Weatherproof covers are also
supplied to cover the main landing gear wheel wells, air
scoop, and pi tot tube.
(3) EXHAUST STACK COVERS.-For weather seal-
ing the exhaust stack openings, 12 metal felt-covered plugs
are fastened together with sash cord and supplied with each
airplane. (See figure 311.)
(4) BOMB RACK SWAY BRACES.-A canvas kit
containing four bomb rack sway braces is supplied with each
airplane. Two braces attach to each wing, and are adjust-
able to fit various size bombs and droppable fuel tanks.
(Refer to section IV, paragraph 22.)
326 RESTRICTED
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AN Ol-60JF-2
Section IV
Figure 3 JO-Loose Equipment Item Stowage (R.H. and L.H. Ammunition Bays)
RESTRICTED
327
Section IV RESTRICTED
AN 01-60JF-2
Figure 3"-Dust Excluder Assemblies 'Installed
Figure 312-Weatherproof Covers Installed
328
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AN Ol-60JF-2
Section IV
Paragraphs 26-27
l. Hydraulic Tank Access 9. Fuel and Oil Drain Outlet
Door 10. Heater Exhaust Inlet
2. Volute Drain Outlet .ll. Heater Air Inlet
3. Oil Breather Outlet 12. Heater Exhaust Outlet
4. Coolant Drain Outlet 13. Aftercooler Blowoff
5. Spark Plug Blast Tube Inlet 14. Exhaust Stack Plugs
6. Carburetor Air Intake Duct 15. Right Wheel Well Cover
7. Spark Plug and Generator 16. Left Wh'eel Well Cover
Blast Inlet 17. Air Scoop Cover
8, Elbow Drain Outlet 18. Pitot Tube Cover
19. Carburetor Air Filter Intake Covers
KEY TO FIGURE 311
(5) ROCKET MOUNTS.-Four front and four rear
rocket mounts and accessories are supplied. Two sets of
mounts may be attached to each wing when the bomb racks
are not installed. (Refer to section IV, paragraphs 23 and 24.)
(6) ELECTRIC CIRCUIT TESTER AND ADAPT-
ERS-Type 44-RI-IO adapters (Duro) used on the zero rail
launchers, and an electrical circuit tester for checking rocket
installations are supplied. (For installation and use, refer
to sectio:z IV, paragraphs 3 and 4.)
(7) HYDRAULIC HANDPUMP ASSEMBLY.-A
hydraulic hand-pump with connecting hoses is stowed in
the ammunition bay. (For installation, refer to section IV,
paragraph 19.)
d. COLD WEATHER EQUIPMENT.-The following
cold weather equipment is supplied with each airplane:
(1) CARBURETOR AIR FILTER INTAKE COV-
ERS.-Two metal plates are provided to cover the- carburetor
air filter intake openings on the right and left sides of the en-
gine cowling. These metal plates may also be used as dust
covers.
(2) AIR SCOOP BAFFLE.-This baffle can be screwed
to the fuselage above the coolant radiator air-scoop flap to
stop all circulation of air when the flap is in the closed posi-
tion.
(3) ENGINE HEATING COVER.-Same as engine
cover. (Refer to section IV, paragraph 25. a. (3).)
27. HEATING, VENTILATING, AND
DEFROSTING SYSTEM.
a. GENERAL DESCRIPTION OF SYSTEM.
(See figure 313.)
(1) UNITS.-The system consists of a heater assembly,
temperature control modulator, ram pressure switch, air
distribution control unit, fuel flow regulator, fuel purifier,
solenoid valves, fuel flow restrictors, control switch, air
regulating controls and air ducts with insulation, Fuel lines,
air pressure lines, electric lines, and a windshield defroster
baffle complete the system.
(2) PRINCIPLE OF OPERATION.-The system is set
into operation when the control switch is turned to "HIGH,"
and electrically contacts the pressure switch, The pressure
switch closes whenever the combustion air, which is forced
into the combustion chamber through an intake duct in the
fillet leading edge of the left wing, reaches approximately
4.5 in. H
2
0 pressure. As the pressure switch closes, it com
pletes an electrical circuit which heats the glow plug and
opens the two solenoid valves to allow fuel to the heater
wick. The intake air pressure to the combustion chamber is
regulated to approximately 6.5 in. H
2
0 by a dump valve,
in the intake duct on the heater, which opens and allows the
excess air to by-pass into the heater exhaust outlet tube. The
ventilating air, which is forced through a separate intake duct
from the leading edge of the left wing, passes through the
heating chamber of the heater and Out into the duct assembly
which houses the air temperature modulator. With the mod-
ulator control lever (on the pilot'S pedestal) in "AUTO
MATIC," the modulator begins to open when the temperature
of the heated air reaches 93C (200F), and is completely
open when the temperature has reached noc (230
o
F).
The heated air released from the modulator passes through
an air distribution control valve, controlled from the pilot's
pedestal, which directs heated air either to the cockpit or to
the windshield for defrosting, or to both. The air distribution
control valve also has a closed position. A thermostatic switch
in the heating system duct opens and cuts off the heater if
the heater air temperature exceeds 182C (360F). (This
temperature would occur only because of an abnormal con-
dition.) A second thermostatic switch opens and shuts off
the electrical circuit to the glow plug when the heated air
reaches 54C (130F). The thermostatic unit assembly is
mounted in the duct just above the heater.
b. TROUBLE SHOOTING HEATING, VENTILATING, AND DEFROSTING SYSTEM.
TROUBLE
Heater does not light.
PROBABLE CAUSE
Incorrect starting procedure.
Glow coil igniter not getting power.
Defective glow coil igniter.
RESTRICTED
REMEDY
Use correct starting procedure.
Replace burned-out fuses, or correct open
circuits.
Correct defective wiring.
Close open switches.
Replace glow coil igniter.
329
Section IV
Paragraph 27
RESTRICTED
AN Ol-60JF-2
TROUBLE PROBABLE CAUSE REMEDY
Voltage low at glow coil igniter. Supply required voltage (26 volts minimum).
Insufficient fuel because of low fuel Build up fuel feed pressure to required level.
pressure or clogged metering nozzle. Clean metering nozzle.
Fuel solenoid valve faulty or not ener- Correct defective wiring or open circuits. Re-
gized. place the valve.
Fuel pressure regulator faulty. Overhaul regulator.
Fuel filter clogged. Replace or clean filter element.
Clogged wick. Clean or replace wick.
Heater does not light be- Manual valve in air duct closed. Open valve.
cause of insufficient com-
bustion air.
Excessive leakage in duct. Tighten connections and repair leaks.
Air ram stopped or partially restricted. Remove restrictions.
Defective air relief valve. Adjust or replace air relief valve.
Heater cycles off and on. Faulty thermal switch. Replace switch.
Faulty thermal switch wiring. Correct wiring.
Ventilating air stream obstructed. Remove obstructions.
Backfiring pulsating com- Excessive fuel flow into heater because
Overhaul metering nozzle. Make sure that
bustion, or smoky exhaust. of incorrect .nozzle, incorrect assembly
markings on nozzle are correct.
of nozzle, or wrong setting on fuel pres-
sure regulator.
Overhaul fuel pressure regulator if necessary.
Insufficient combustion air. See preceding "Trouble."
c. EXTREME WEATHER SERVICING.-No special
instruerions are necessary for extreme weather operations.
d. STATIC TEST FOR HEATING, VENTILATING,
AND DEFROSTING SYSTEM.-With the directional con-
trol valve in anyone of the open positions and the modulator
control in the ventilating position, introduce air not exceed-
ing 6.5 in H"O into the ventilating air inlet in the leading
edge of the wing. Move the air distribution control valve
to each position and check the air outlets for proper distri-
bution of air. Move the modulator control to "AUTOMATIc";
the flow of air past the modulator should stop except for
slight leakage. Move the modulator control back to the ven-
tilating air position and with the air distribution valve con-
trol "OFF," check all outlets to make sure there is no flow of
air. Connect an electrical continuity checker to the terminal
of electrical wire No. H2, and to the control switch on the
pilot's switch panel. Introduce air into the combustion cham-
ber air inlet so that the pressure at the combustion air valve
is 4.5 inches H"O; the continuity checker should indicate a
closed circuit across the pressure switch. Stop the supply of
air; the continuity checker should indicate an open circuit.
e. HEATER ASSEMBLY.
(1) DESCRIPTION.-The heater has a maximum out-
put of 15,000 BTU/hr., and will operate at any altitude that
is normal for this airplane. Combustion air and ventilating
air enter the heater through separate inlet ducts running
from the leading edge of the left wing. Ventilating air cir-
culates through a heating chamber surrounding the heater
combustion chamber, is heated, and is then expelled to the
modulator and to the distribution control valve. Combustion
air enters the combustion chamber through a nozzle ar-
ranged tangentially with the inner surface of the chamber.
The fuel is fed into one end of the heater onto a wick which
surrounds an eleerrical glow plug. As the combustion air
enters the combustion chamber it passes near the wick, mixes
with the vapor fuel, and is ignited by the glow plug. The
burned gases leave the heater through an exhaust outlet on
the left side of the fuselage. If the combustion air pressure
becomes greater than 6.5 in. H"O, a dump valve in the com-
bustion air inlet by-passes excessive air directly to the ex-
haust outlet.
(2) REMOVING HEATER ASSEMBLY.-Remove
engine cowling and disconnect attaching lines and electrical
wiring. Remove the two clamps which fasten the heater to
the ducts, and pull the heater out the left side.
(3) INSTALLING HEATER ASSEMBLY.-Slide the
heater into place and fasten to ducts with two clamps. Con-
neer all fuel, combustion air and drain lines, and attach elec-
trical wiring. Install engine cowling.
f. HEATER CONTROL SWITCH.-The heater control
switch, on the pilot's right-hand switch panel, has three posi-
. tions: "HIGH," "LOW," and "OFF." When the switch is in
"HIGH," combustion fuel is routed to the heater through two
solenoid valves and a relatively large restrictor nozzle. When
the switch is in "LOW," one of the solenoid valves is closed
and the fuel passes through a smaller restrictor which reduces
the heater output to approximately half. When the switch is
330 RESTRICTED
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AN 01-60JF-2
Section IV
Paragraph 27
in "OFF," both solenoid valves are closed, shutting off all the
fuel to the heater. An overheat thermal switch in the outlet
end of t'1e heater will close the solenoid valves and shut off
the flow of fuel to the heater if the heated air temperature
should exceed 182C (360F) because of an abnormal con-
dition.
Note
When the air distribution valve is "OFF," make
sure the heater is also "OFF" to prevent unneces-
sary operation of the thermal switch.
SWITCH
VENTILATING AIR
INLET
WINDSHIELD
DEFROSTING AIR
Y OUTLET
.... HEATE R
COMBUSTION AIR
INLET
WINDSHIELD DEFROSTER
BAFFLE ASSEMBY
AIR DISTRIBUTION
VALVE ------,
FUEL FLOW REGULATOR
Figure 3 J3-Heating, Ventilating and Defrosting System
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Section V
Paragraphs 1-2
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AN 01-60JF-2
Section V
MILITARY LOAD INSTALLATION
1. LOADING AMMUNITION.
(See figure 314.)
On missions requiring the installation of rockets, make a
stray voltage check before loading ammunition. When load-
ing ammunition, refer to the gun bay door instruction plate
and observe the following precautions:
a. Before loading ammunition, check each gun for head-
space, solenoid timing, and security of mounting.
b. Observe loading line on ammunition box. Do not load
ammunition boxes too full or the top belt layers will bind
against the ammunition bay doors on the upper wing skin.
Leave space for the top row to flow freely. (See figure 316.)
c. Make sure the feed chutes are aligned with the am-
munition boxes and with the gun feedways. Slide belts back
and forth in the chutes to make sure ammunition flows
freely. Also make certain the double end of link enters gun
first.
d. Make sure link ejection chutes are properly installed.
e. Install ammunition bay coverplate; then charge sev-
eral rounds through each gun to test functioning, feeding,
and ejection. Stow charging handle.
f. Use the trouble shooting chart in section IV, paragraph
23, as a check list to correct any failures.
g. Make sure 'gun and ammunition bay doors are closed
and locked.
2. LOADING GUN CAMERA.
If a change in overrun is desired, refer to section IV, par-
agraph 23. g. (4).
a. Open magazine access cover at aft end of camera.
b. Move magazine latch out of the way; this positively
retracts the magazine driving spline.
c. Insert film magazine into camera with aperture toward
camera lens and the footage indicator on the magazine
toward the mount side of the camera. Make a note of the
footage of film in the magazine.
d. Move magazine latch over the end of the magazine as
far as it will go.
Figure 314-Ammunition Loading Chart
332
RESTRICTED
RESTRICTED
AN Ol60JF2
Section V
ARMING
SOLENOIDS
When loading lOa-pound bombs, screw
A 4-6 bolts into the ends of all sway
braces until threads are bottomed.
121-"'-155
Remove cover to inspect release solenoid.
If the bomb hooks do nOt open when released
electrically or mechanically without the help of
weight or other slight assistance, the rack is not
necessarily defective; however, this condition may
indicate excessive friction or dirt.
,.
To cock racks unloaded,
press iron bar or large screw-
driver against tang and exert
50 to 60 pounds pressure.


!\fter loadl.g Iy pulling 0 .
k
by firm ming
chec . s twith ar .
. g v;ir
e
"O"F' pOSI-
ar
mln
. the 1:
switches In
don).
.....
Bring large bombs up evenly so that lugs hit
tang of hooks and lock racks.
Because small bombs have
shorter lugs, position one lug
in bomb rack slot and bring
other lug up sharply against
small rod or shaft of screw-
driver placed against hook tang.
Figure 315-Bomb Loading Pointers
RESTRICTED 333
Section V
Paragraphs 2-3
RESTRICTED
AN 01-60JF-2
AN-M30 and Al
M38-A2
M47AI and M47A2
M70
AN-MS7 and Al
AN-M81
AN-MK41
AN-MK44
AN-MK47
AN-M64 and Al
AN-MS8AI and A2
AN-M76
M78
AN-MI4
AN-MI7AI
MIO
AN-M6S and Al
AN-MS9 and Al
AN-MK33
AN-MK26
AN-M79
e. Close magazine access cover.
f. Push in and turn the footage indicatOr knob to the
number of feet of film contained in rhe magazine.
g. Ser the shutter speed (16, 32, or 64 exposures per
second) by turning the shutter speed knob.
CAUTION
Never change shutter speed when camera is run-
ning. The index marks on the shutter speed knob
and the top cover must be in exact alignment. In
case the shutter speed knob is at any intermediate
point, the camera will fail to operate.
h. Set the shutter speed mark on the index ring in align-
ment with the index mark on the lens barrel.
Note
The shutter speed knob on the camera body and the
index ring on the lens barrel must always be set at
the same shutter speed.
i. Set the diaphragm ring so that its index mark is set
against the proper stop as indicated on the index ring. The
letters "B," "H," and "0" stand for bright, hazy, and dull,
respectively, and are equivalent to conventional Fill, F/8,
and F/5.6 stops. .
3. LOADING BOMBS OR CHEMICAL TANKS.
a. GENERAL.-Maximum bomb load for the airplane is
2000 pounds, maximum chemical tank load, 1176 pounds.
Oroppable (combat) fuel tanks can be installed in place of
bombs or chemical tanks. (For fuel tank installation pro-
cedure, refer to paragraph 15 of section IV.) Each rack
will accommodate the following type of bombs or chemical
tanks:
IOO-lb. General-purpose bomb
IOO-lb. Practice bomb
lOO-lb. Chemical bomb
lIS-lb. Chemical bomb
2S0-lb. General-purpose bomb
260-lb. Fragmentation bomb
32S-lb. Depth bomb
3S0-lb. Depth bomb
3S0-lb. Depth bomb
SOO-Ib. General-purpose bomb
SOO-Ib. Semi-armor-piercing bomb
SOO:lb. Incendiary bomb
SOO-Ib. Chemical bomb
500-lb. Aimable incendiary cluster
SOO-Ib. Aimable incendiary cluster
588-lb. Chemical tank (filled)
lOOO-lb. General-purpose bomb
lOOO-lb. Semi-armor-piercing bomb
lOOO-lb. Armor-piercing bomb
lOOO-lb. Mine
lOOO-lb. Chemical bomb
With cluster sway braces:
IOO-lb. Fragmentation cluster AN-M4
lOO-lb. Practice cluster AN-MS
12S-lb. Fragmentation cluster MIAI
12S-lb. Fragmentation cluster M2AI
500-lb. Fragmentation cluster M-26
500-lb. Fragmentation cluster T-8
b. PRELOADING CHECKOUT.-Before testing bomb
racks, or loading bombs, chemical tanks, or fuel tanks, check
Figure 316-Ammunition Correctly Loaded
over bomb system for security of attachments, proper rig-
ging, and safetying. Make following tests:
(1) Cock racks (without load), pull left bomb salvo
handle (in cockpit), and check that left bomb rack hoo;ks
open. Pull right bomb salvo handle and check right hooks.
(See figure 315.)
(2) Cock the racks (without load), and connect outside
electrical power or turn battery-disconnect switch to "ON."
(3) Place an arming wire loop in each arming unit; the
wire should be held firmly by the unit. (It is possible to force
wire loose by exerting 75 to 100 pounds pull.) Place bomb
selector switch to "TRAIN," and arming switches to "OFF;"
press bomb release button on control stick handle, and bomb
carrying hooks on the left wing rack should open and arm-
ing wires drop loose. Press bomb release button again and
the right wing rack should operate in the same manner as
the left rack.
(4) Cock the racks and place bomb selector switch to
"ALL" and arming switches to "ARM." Press bomb release
button and bomb carrying hooks on both right and left racks
should open, but the arming wire loops should be positively
locked in the racks.
(5) Load the racks with dummy bombs or weights of
not less than 25 pounds each. Place bomb selector switch to
"OFF" (make certain battery switch is "ON" or outside elec-
trical power is connected). Repeatedly press bomb release
button; carrying hooks should not open, and the dummy
bombs or 'weights should remain in racks.
(6) Repeat steps 1 and 4 with the dummy bombs or
weights in the carrying hooks.
(7) At completion of this test, turn all switches to
"OFF." If rockets are to be carried, perform "STRAY VOLTAGE
CHECK" as outlined in paragraph 4. b. (2) of this section.
c. LOAOING BOMBS. (See figures 315 and 317.;-Late
airplanes are equipped with six bomb hoist suppOrt lugs
(E-873), stowed in jacking and hoisting kit; these lugs screw
into flush sockets installed in the lower skin of the wing, on
both sides of each bomb rack. The AN-MK7 bomb hoist can
be bolted to these support lugs. (See figure 317.)
334 RESTRICTED
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AN 01-60JF-2
Section V
Paragraphs 3-4
\
\
E 873 HOIST
ATTACHING LUG
OETAIL A
ROTATED 180 DEGREES
HOISTING CA8LE
OETAIL B
126-63-'4'
Figure 3I7-Using AN-MK 7 Bomb Hoist
(1) LOADING PROCEDURE FOR SINGLE
BOMBS. (See figures 3] 5 and 3] 9.)
(2) LOADING PROCEDURE FOR BOMB CLUS-
TERS.-The procedure for bomb clusters is the same as for
single bombs. (See figure 32] regal-ding sway brace installa-
tions.)
d. LOADING CHEMICAL TANKS. (See figures 3]5,
319, and 320.)-For droppable fuel tank installation, refer
to section IV, paragraph IS. d. (3).
111 r 1
2 4 8 10 6
4. LOADING ROCKETS.
a. GENERAL.-Three sets of removable rocket racks are
. installed under each wing to suppOrt T-64 (S-inch H.V.A.R.)
rockets. Two additional sets of rocket racks for each wing
are stowed in the ammunition bays, and can be installed
when the bomb racks are not installed.
b. PRELOADING INSTRUCTIONS.-Prior to install-
ing rockets on racks, inspect the front and rear mount as-
semblies for cracks and damage. Make sure the mounts are
secure, that the launching slots in the front mounts are not
obstructed, and that the release latches operate freely.
I r r I 1
5 9 7 :3
111_14.41
Figure 3lB-Rocket Firing Order
RESTRICTED 335
Section V RESTRICTED
AN 01-60JF-2
126-63-122A
1 Open bomb carrying hooks in both racks. Turn all selector switches on armament switch panel to'
"OFF."
2 Install sway braces with the arms toward the center of rack and up as far as possible on each rack
to allow space for loading.
. 3 Lift the bomb until both support lugs have entered the two slots in the rack, and then bump the
lugs against the tang of the carrying hooks to shut and lock the rack.
4 Inspect each bomb rack through inspection window in fairing to make sure the bomb rack is
locked.
5 Adjust sway braces until the sway brace pads are tight against the bomb; tighten each sway
brace lock stud and then tighten safety nut.
6 Install nose arming wire in nose arming (forward) unit; then connect the other end of the wire
to the nose fdse of the bomb.
7 Install the tail arming wire in the tail arming (aft) unit; then connect the.other end of the wire
to the tail fuse of the bomb.
Detail A. Adapt sway braces, to bombs of less than 500 pounds, by screwing in AN4-6 bolts until
threads bottom.
Figure 319-Loading Bombs
336 RESTRICTED
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AN 01-60JF-2
Section V
6--CHEMICAL TANK STUD
J
. 97-63-308
1 Open bomb carrying hooks in both racks. Turn all selector switches on the armament switch panel
to "OFF."
2 .Install sway braces with arms toward center of rack and up as far as possible on each rack to
allow ample space for loading.
3 Lift the chemical tank until its support lugs have entered the two slots in the rack, and then
bump the lugs against the upper portion of the bomb rack support hooks to snap the hooks shut
and lock the rack.
4 Check to make sure that the bomb racks are locked.
5 Adjust sway braces until chemical tank is held tightly by the sway pads; tighten each sway brace
lock stud and then tighten safety nut.
6 Insert front chemical tank igniter wire on insulated chemical tank post on the wing skin ahead
of the bomb rack. Pull wire snug and tighten the screw.
7 Attach rear chemical tank igniter wire on the ground post on the wing skin. Pull wire snug and
tighten the screw.
Note: Weight of tank filled is 588 pounds.
Figure 320-Loading Chemical Tanks
RESTRICTED 337
Section V RESTRICTED
AN Ol-60JF-2
iIl
l
Use AN4 bolts; turn in until
threads bottom.
c
B
Usee
UseBX
UseBX
UseB
Use AX
Use AX
ARRANGEMENT
A
AN-M4, lOO-lb. fragmentation cluster
AN-MS, lOO-lb. practice cluster
MlAl, 125-lb. fragmentation cluster
M2Al, 125-lb. fragmentation cluster
M-26, 5OO-lb. fragmentation cluster
T-8, 5OO-lb. fragmentation cluster
TYPE OF BOMB
Figure 321-Sway Brace Positioning for Cluster Bombs
1 Make a loop in igniter wire and insert bottom of loop
intO igniter wire cutting knife.
2 Insert upper part of loop in clip; make sure igniter wire
is snug between rocket and clip.
3 If rocket has a two-prong igniter plug, remove shorting
dip. and insert plug into large end of 44-RI-1O (Duro)
adapter. Holding adapter plug with locking pins vertical,
insert in receptacle in rocket mount. Gently twist plug clock-
wise until lockpins arc properly seated and adapter turns
no further.
4 If rocket has a jack-type plug, remove shorting clip,
align plug lockpins with cam slots in receptacle, and insert
plug. Gently twist plug clockwise until lockpins are prop-
erly seated.
NOTE: ThtH-RI-1O adapters
aft instalkd as loose equipmtIlt.
Figure 322-Installing Rocket Igniter Wire
338 RESTRICTED
RESTRICTED
AN Ol-60JF-2
Section V
Paragraph 4
(1) CONTINUITY CHECK.
(a) Plug the leads of a Type B-2 circuit tester (or
equivalent) into the socket in each rear mount assembly.
(b) Turn battery-disconnect s ~ i t "ON," rocket
bomb selector switch to "ROCKETS," and set projector re-
lease switch to SINGLE." Position reset knob to "1."
(c) Repeatedly press rocket-bomb release switch on
pilot's control stick. The test lamps must illuminate in the
correct firing order. (See figure 31B.)
(d) Repeat operations (a), (b), and (c) preceding,
with the projector release switch in "AUTO." The test lamps
must illuminate in the correct firing order (figure 31B) at in-
tervals of approximately 1/10 second.
(2) STRAY VOLTAGE CHECK.
(a) Connect the leads of stray voltage tester to ap-
plicable socket in each rear rocket support. (See figure 324.)
(b) Set projector release control on "SINGLE" and on
any station number from 1 to 10.
(c) Turn rocket-bomb selector switch to "ROCKETS,"
except during bomb release test.
CAUTION
Do not press rocket-bomb release button while se
lector switch is on "ROCKETS."
(d) Make an operational test of all wing electrical
equipment. If any of the test lamps glow, dangerous stray
voltage is present in the rocket igniter circuit. Locate the
source of trouble and isolate the stray voltage from the
rocket circuit. Check each lamp for operation at 2 volts
before and after this test.
( 3) FUSE ARMING SOLENOID CHECK.
(a) With the rocket fuse arming switch on "DELAY,"
test the fuse arming solenoid in each front mount assembly
by inserting an arming wire swivel-loop into the unit and
checking the pull-out force. The solenoid must retain the
loop with a 3-pound pull and release the loop with a 4-
pound pull.
(b) Turn the fuse arming switch to "INST" and try to
insert the arming wire swivel-loop in each of the fuse arming
units; each unit must be locked.
(c) Turn battery-disconnect, rocket-bomb selector,
and projector release switches "OFF."
WARNING
Load gun camera prior to loading rockets.
c. LOADING ROCKETS WITH SOLID NOSE.
(See figure 323.
tAUTION
Only authorized personnel are to be permitted near
the airplane during or subsequent to rocket
loading.
(1) Turn battery-disconnect, rocket-bomb selector, and
projector release switches "OFF."
(2) Raise rear mount latch and fit front lug button and
rear tunnel lug or rocket into mounts simultaneously; then
insert a shear wire through latch on rear mount and bend
ends down.
CAUTION
Use only low brass (.064) standard bomb arming
wire of 2 inches length, as heavier wire may cause
damage to the rocket mounts or wing structure.
Figure 323-Rocket Mounts with Rocket Installed
RESTRICTED 339
Section V
Paragraph 4
ROCKET IGNITER WIRE PLUG
TWO 18.GAGE, STRANDED
COPPER WIRES ------____..
~
RESTRICTED
AN 01-60JF-2
Figure 324-Stray Voltage Tester
~
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(,c. II
LAMP SOCKET- TWO WIRE,
SPRING- LOADED CONTACT,
BAYONET TY,E
(3) Make certain rocket is held firmly, by trying to
move rocket fore and aft.
WARNING
. Do not insert igniter wire plug or remove attached
shorting clips; let plug hang loose.
d. LOADING ROCKETS WITH MK149 NOSE FUSE.
(1) Load rocket as i r ~ t e in procedures c. (1) to (3)
preceding.
(2) Inspect cap and clamp assembly on nose fuse for
corrosion. Do not use fuse if cap and clamp are badly cor-
roded. If corrosion is slight, grasp the clamp and rotate it
around the fuse body until it slides freely.
(3) Make certain auxiliary booster is in fuse liner of
shell.
(4) Screw fuse into fuse liner ring with spanner
wrench.
(S) Turn fuse clamp so that clamp pin and bushing
are on the same side of the fuse as the arming wire. Insert
arming wire in the hole next to the safety wire. Do not
reverse this order, and do not remove safety wire until arm-
ing wire is installed. Save safety wire for re-use if the rocket
is returned to storage.
(6) Insert arming wire swivel-loop into the fuse arm-
ing solenoid.
(7) Install one Fahnestock clip on the free end of arm-
ing wire and slide it down to the clamp bushing. Adjust clip
on wire with just enough slack in the wire to ensure that the
swivel-loop is not partially pulled from the catch of the arm
ing solenoid.
(8) Cut off excess arming wire, leaving 3 or 4 inches
in front of the fuse.
e. PROCEDURES BEFORE TAKE-OFF.
(1) Turn battery-disconnect, rocket-bomb selector, and
projector release switches "OFF"; remove rocket shorting
clips and save for future use.
WARNING
Use 2-volt test larrip to make sure the circuits are
dead before inserting igniter plugs.
(2) Working consecutively from inboard to outboard,
first one wing then the other, insert igniter wire plug of each
rocket in rear mount. Loop the igniter wire as shown in
figure 322.
WARNING
Always stand to one side of any loaded rocket.
(3) If gun camera is used, turn camera switch on.
(4) Remove safety wire from fuse.
f. UNLOADING ROCKETS.-The unloading procedure
is essentially the reverse of loading except that the electrical
circuit check is omitted.
340 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section VI
MATERIALS OF CONSTRUCTION
Section VI
Paragraphs 1-2
1. GENERAL.
The following list of heat-treated parts includes only heat-treated castings, forgings, and steel members used in the con-
struCtion of the airplane. Generally, the repair of <these parts is not recommended, and any extent of damage necessitates com-
plete replacement of the damaged member. However, it is to be noted that in the event of an improvised replacement, the
heat-treatment of the fabricated member must produce the tensile strength given on the subsequent pages in the "Heat
Treat" column.
2. MATERIAL CODE.
The following code used in the heat-treated pans list simplifies the identification of materials and their physical properties.
AA-B Aluminum alloy bar MA-C Magnesium alloy casting
AA-C Aluminum alloy casting CM-ST Chrome-moly steel tube
AA-E Aluminum alloy extrusion CM-SF Chrome-moly steel forging
AA-P Aluminum alloy plate CM-SS Chrome-moly steel sheet
AA-DF Aluminum alloy drop forging CM-SB Chrome-moly steel bar
AA-RF Aluminum alloy rough forging MC-SS Mild-carbon steel sheet
AA-T Aluminum alloy tube MC-B Mild-carbon bar
AlC-S Alclad sheet
PART NO.
117-14319
117-16009
117-16040
117-16083
117-21018
117-22009
111-31373
117-24009
117-24019
117-341025
117-34121
117-33447
117-33154
117-23012
117-16094
117-16092
117-16043
117-14128
117-21016
117-33103
117-33165
117-14151
117-14322
TITLE
Fitting-Wing Rear Spar Attachment
Fitting-Aileron Inboard Hinge
Fitting-Aileron Center Hinge
Fitting-Aileron Outboard Hinge
Fitting-Horizontal Stabilizer Rear Beam to Fuselage Attachment
Fitting-Elevator Trim Tab End Hinge
Fitting-Rudder lower Hinge
Fitting-Rudder Trim Tab Hinge
Fitting-Rudder Horn and Lower Hinge
Fitting-Tail Wheel Support Trunnion
Fitting-Tail Wheel Lock Truss-Lower
Fitting-Main landing Gear Wheel Door lock
Fitting-Main landing Gear Side Brace
Fitting-Vertical Stabilizer Front Beam Attachment
Fitting-Aileron Trim Tab End Hinge
Fitting-Aileron Trim Tab Intermediate Hinge
Fitting-Aileron Center Hinge
Fitting-Wing Flap Operating Strut Support
Fitting-Horizontal Stabilizer Beam Attachment
Fitting-Main landing Gear Support Trunnion
Fitting-Main Landing Gear Operating link Support
Fitting-Wing Center Spar to Fuselage Attachment
Fitting-Wing Center Spar to Center Rib Forward
RESTRICTED
MATERIAL
CODE
AA-DF
AA-C
AA-C
AA-DF
CM-SS
MA-C
CM-SS
MA-C
AA-DF
AA-DF
CM-SF
AA-DF
AA-DF
MA-C
MA-C
MA-C
AA-DF
AA-DF.
AA-DF
AA-DF
AA-DF
CM-SF
HEAT-TREAT
TO TENSILE
STRENGTH
IN LBS./SQ. IN.
6500
34,000
34,000
34,000
65,000
90,000
34,000
90,000
34,000
65,000
65,000
180-200,000
65,000
65,000
32,000
32,000
34,000
65,000
65,000
65,000
65,000
65,000
160- 180,000
341
Section VI
Paragraph 2
PART NO.
117-34302
117-18103.
117-18101
117-18054
117-18052
117-16025
117-16080
117-16081
117-22207
117-24207
117-34151
117-52317
117-31923
117-341066
117-33210
117-33311
117-34311
117-33219
117-52129
117-34586
117-34580
117-52316
117-18057
342
RESTRICTED
AN Ol-60JF-2
TITLE
Fitting-Tail Wheel Door Rear Fuselage Hinge
Bracket-Wing Flap Outboard Hinge to Wing Spar Attachment
Bracket-Wing Flap Outboard Hinge to Flap Spar Attachment
Bracket-Center Flap Hinge-Flap Spar Attachment
Bracket-Wing Flap Center Hinge-Rear Spar Attachment
Hinge-Aileron Trim Tab Forward Inboard
Hinge-Aileron Trim Tab Forward OUlboard
Hinge-Aileron Trim Tab Forward Center
Horn-Elevator Trim. Tab
Horn-Rudder Trim Tab
Horn-Tail Wheel Steering Arm
Fork-Aileron Control
Nut-Engine Mount Fuselage Attachment
Bellcrank-Tail Wheel Steering lock Actuating
Bellcrank-Main landing Gear Door lock Control Rear
link-landing Gear Strut Door Attachment
link-Tail Wheel Door Actuating
Arm-Main landing Gear Up-lock Outboard
Arm-Surface Control Cable lock
Arm-Tail Wheel Retracted Position lock Release Bellcrank
Arm-Tail Wheel lockpin Actuating
Wheel-Aileron Fork Actuating Pulley
Tee-Flap Center Hinge Rib Attachment
RESTRICTED
MATERIAL
CODE
AA-E
MA-C
MA-C
MA-C
AA-DF
CM-SS
CM-SS
CM-SS
CM-SS
CM-SS
AA-DF
MA-C
CM-SB
CM-SS
AlC-S
AA-DF
MC-B
AA-DF
MA-C
CM-SS
MA-C
MA-C
AA-E
HEAT-TREAT
TO TENSILE
STRENGTH
IN LBS./SQ. IN.
57,000
42,000
42,000
42,000
65,000
90,000
90,000
90,000
90,000
90,000
55,000
42,000
125-140,000
125-140,000
64,000
65,000
55,000
65,000
42,000
90,000
34,000
32,000
57,000
Section VII
FINISH
1. This specification designates the finishes and processes to be employed by the contractor in applying protective treatment and finish colors to can
tractor furnished ports and equipment used in the fabrication and assembly of Model P-51 H Airplanes. This specification is not applicable to govern-
ment furnished equipment and the processing and finishing of such items will not be undertaken by the contractor without a written agreement
between the contractor and the procuring agency.
2. All standard ports are to be given protective treatment in accordance with standard drawings and are not governed by the detail sections of Chart
"A." The finish color coat on standard parts shall be in accordance with Chart "B."
3. The detail sections of Chart"A" do not list finish colors. Consult Chart "B" for the finish color coat required by any given area. All areas not men-
tioned in Chart "B" require only the treatment called out in the detail section of Chart "A."
4. Whenever the peculiarity of a part or assembly, or the particular use made of that part or assembly, prohibits the use of the protective treatment or
finish color specified, the part shall be given the protective treatment or finish color consistent with its intended use.
5. Specification primer tinted to match interior green color No. 611 may be substituted for uniinted primer at the discretion of the contractor.
CHART A
PROTECTIVE TREATMENT FOR P-51H AIRPLANES
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;:10 DETAIL SECTION
!i ALUMINUM & ALUMINUM AllOYS
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FA-20 Interior of closed members
FA-21 Interior surfaces, ports, and ope'; members
FA-23 Engine compartment surfaces, parts and members.
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REQUIREMENTS
Do not anodize
No treatment required
1. Clean
2. Do not anodize
3. One coat zinc chromate primer
SPECIFICATION
U. S. Army Spec. No.
9B-20007
AN-TT-P-656
NOTES
Where priming is normally required but the location or function
of the part prohibits priming, the part shall be anodized as per
Spec. No. AN-QQ-A-696.
Exception: Thread areas on threaded parts do not require
anodizing when assembled with a suitable anti-
seize compound.
Clean as per U. S. Army Spec. No. 98-20007.
Exception: Anodize interior of all coolant lines and header tonk
as per Spec. No. AN-QQ-A-696. Anodizing of exterior of
coolant lines and header tank is optional.
Whenever possible all parts shall be painted in detail to obtain
two coats of primer between faying surfaces.
Exceptions: 1. Interior of all lines 'or assemblies carrying fluids
shall not be primed.
2. Tubing of 2S, 3S, 52S, or 53S requires priming on
the exterior only when subsequently covered with
an insulating material.
3. Carburetor air scoop interior shall not be primed.
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FA-25 Exterior surfaces, ports, and members
FA-28 Instrument panels
FA-29 Electrical and radio junction boxes and conduil
COPPER AND COPPER AllOYS
FC-O General
REQUIREMENTS
1. Clean
2. One coat zinc chromate primer
One coat zinc chromate primer
One coot zinc chromate primer
No finish required
SPECIFICATION
U. S. Army Spec. No.
98-20007
AN.TT-P-656
ANTTP-656
ANTTP-656
NOTES
Exception: Alelod 2S, 3S, 52S, and 53S require no prime coat,
except on .wing areas which shall be finished for aerodynamic
smoothness.
Exception: Conduit does nal require priming.
Exception: Dissimilar metal contacts shall be protected as per sec-
tion FC-23.
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FG-O Chromium
FG-2 Control cables
Tinned or galvanized steel cables
Corrosion-resistant steel
Non-corrosionresistant steel terminals
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FC-20
FC-23
FG-5
FG-8
FG-10
FG-11
FG-13
FG-20
Copper lines
Dissimilar metals
Dissimilar metals
Walkways
Coil springs a'nd
Flat springs
Armament protection
Tonks and lank compartments
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No treatment required
1. Cadmium or zinc plate
2. See notes
See noles
See notes
No treatment required
Parkerize and oil
See notes
See notes
1. Porkerize
2. One cool zinc ch romate primer
See notes
Two coats zinc chromate primer
ANP-61 or ANP-32
ANP-39, Type II
U. S. Army Spec. No.
57-0-2, Type II, Class B
ANnp-656
U. S. Army Spec. No.
57-0-2, Type II, Class B
ANTTP-656
ANTTP-656 & AAF Spec.
No. 20023
Cadmium plate as per Spec. No. ANP-61; zinc plate as per Spec.
No. ANP-32,
Exception: The following ports are not to be plated: nuts
and screws in vicinity of compass; parts contacting
hydraulic or anti-icing fluid; turnbuckles, spfely
lockwire, and hearing surfaces.
Dissimilar metal contacts shall be protected after plating as speci
fied in seclion FG-5.
Chromium plate as per Spec. No. ANP-39, Type II.
Treat for corrosion prevention with compound, Spec. No. ANC-52,
Type I.
Parkerize and oil as per U. S. Army Spec. No. 57-0-2(, Type II,
Class B, prior to swaging. After swaging, oil with Spec. No.
ANC-52, Type I, corrosionpreventive compound. When Porker-
izing facilities ore not available, terminals may he either cad-
mium or zinc plated. Plating to he done prior to swaging.
Dissimilar metal contacts shall be protected as per U. S. Army
Spec. No. 3-100. All such contacts must be protected by a mi In-
i"'!um of one coat of zinc chromate primer applied to each
contacting surface.
Exception: When a magnesium alloy is one of the contacting
metals, the magnesium surface must be given a minimum of
two coats of zinc chromate primer, and the contacting
metal must be given the complete protective treatment reo
quired for that metal by chart "A" of this finish speci
fication.
Upper wing surfaces adjacent to fuselage from fairings outboa.d
17 inches shall be primed and subsequently finished with two
coats airfoil surfacer.
Porkerize as per U. S. Army Spec. No. 57-0-2, Type II, Closs B.
Exception: Springs in contact with fuel, oil, or anti-icing fluid are
not to be primed. Springs not to be primed sholl be coated wnlh
a corrosion-preventive oil subsequent to Parkerizing.
Weatherseal all ejection chutes, blast tubes, etc., communicating
with the exterior by covering openings with suitable waterproof
tape.
Primer 10 be thinned in ratio of 1:1 with approved thinner.
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DETAIL SECTION
FG-21 Markings: Piping lines
FG-22 Markings: Cables, cranks, and horns
FG-23 Markings: Miscellaneous
FG-24 Markings: Engine disconnect points
REQUIREMENTS
Refer to Army-Navy Design Drawing 10375
Not required
Refer to U. S. Army Spec. No. 98,24105
Refer to U. S. Army Spec. No. 98-24105
SPECIFICATION NOTES
Each disconnect point (both sides) to be marked with a X-inch daub
of International orange lacquer meeting Spec. No. AN-L-29.
MAGNESIUM AND MAGNESIUM ALLOYS
FM-O General
FM-20 Exterior surfaces, parts, and members
FM-23 Engine compartment surfaces, parts and members
FM-25 Interior surfaces, parts and members
STEEL
FS-O General
l
1. Protective treatment
2. Two coats zinc chromate prin:'ler
Cadmium or zinc plate
AN-M-12
AN-TT-P656
AN-P61 or AN-P-32
For method of treatment, see Spec. No. AN-M-12.
Second prime coat to be tinted interior green.
Cadmium plate as per Spec. No. AN-P-61; zinc plate as per Spec.
No. AN-P-32.
Exception: Corrosionresistant steel, armor plate, and parts
contacting hydraulic or anti-icing Auid sholl not be
cadmium or zinc plated.
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FS-20 Exterior surfaces, parts and open members that can
be plated
FS-21 Exterior closed members that can be plated
Interior of members
Exterior of members
FS-22 Exterior closed members that cannot be plated
Interior of members
Exterior of members
FS-23 Engine comportment surfaces, parts ancl members
Interior of closed members
Interior of open members
Cadmium or zinc plate
No primer required
Hot oil treatment
1. Cadmium or zinc plate
2. No primer required
Hot oil treatment
Parkerize and prime
Hot oil treatment
One coat zinc chromate primer
AN-P-61 or AN-P-32
U. S. Army Spec.
No. 3-100
AN-P61 or AN-P-32
U. S. Army Spec.
No. 3-100
U. S. Army Spec. No.
5"7-0-2, Type II, Class 8
U. S. Army Spec.
No. 3-100
AN-TTP656
Cadmium plate as. per Spec. No. AN-P-61; zinc plate as per Spec.
No. AN-P-32.
Exception: Dissimilar metal contacts shall be protected as specified
in section FG-5:
Method of treatment to be as outlined in U. S. Army Spec. No.
3-100.
Exception: Flash-welded parts require no oil treatment.
Cadmium plate as per Spec. No. AN-P-61; zinc plate as per Spec.
No. AN-P-32.
Exception: Corrosion-resistant steel shall not be plated.
Exception: Dissimilar metal contacts shall be protected as specified
in section FG-5.
Method of treatment -to be as outlined in U. S. Army Spec. No.
3-100.
Exception: Flash-welded parts require no oil treatment.
Parkerize as per U. S. Army Spec. No. 57-0-2, 'Type II, Class 8,
and prime (AN-TT-P-656).
Exception: Corrosion-resistant steel requires no finish.
Method of treatment to be as outlined in U. S. Army Spec. No.
3-100.
Exception: Flash-welded parts require no oil treatment.
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DETAil SECTION
Exterior of all members
FS26 Interior surfaces, parts and open members that can be
plated
FS27 Interior closed members that cannot be plated
Interior of members
REQUIREMENTS
1. Cadmium or zinc plate
2. No primer required
1. Cadmium or zinc plate
2. No primer required
Hot oil treatment
SPECIFICATION
AN.P61 or AN-P-32
ANP-61 or AN-P-32
U. S. Army Spec.
No. 3-100
NOTES
Cadmium plate as per Spec. No. AN-P-61; zinc plate as per Spec.
No. AN-P-32.
Exception: Corrosionresistant steel and armor plate shall not
be plated.
Exceptions: 1. Armor plate shall be given one coat primer.
2. Dissimilar metal contacts shall be protected as speci-
fied in section FG5.
Cadmium plate as per Spec. No. AN-P61; zinc plate as per Spec.
No. AN-P-32.
Exception: Corrosion-resistant steel and armor plate shall not
be plated.
Exceptions: 1. Armor plate and parts subsequently to be finished
with lacquer shall be given one coat primer.
2. Dissimilar metal contacts shall be protected as speci-
fied in seotion FG-5.
Method of treatment to be as outlined in U. S. Army Spec. No.
3100.
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FS-28 Interior closed members that can be plated
Interior of members
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FS30
TEXTILES
FT-21
FT-23
WOOD
FW-21 .
FW23
FW-24
Exterior of members
Interior open members that ca,nnot be Plated}
Exterior open members that cannot be plated
Tail group, and
Rudder
Interior surfaces, parts and members
Exterior surfaces, parts and members
Interior of closed members
Parkerize and prime
Hot oil treatment
I., Cadmium or zinc plate
2. No primer required
Parkerize and prime
Not applicable
Two coats sealer
1. Two coats sealer
2. One coat pigmented sealer
Two coats sealer
U. S. Army Spec. No.
57-0-2, Type 11, Closs B
U. S. Army Spec.
No. 3-100
AN-P-61 or ANP-32
U. S. Army Spec. No.
57-0-2, Type II, Class B
AN-C-83
AN-C-83
ANC-83
Exception: Flash-welded parts require no oil treatment.
Parkerize as per U. S. Army Spec. No. 57-0-2, Type II, Class B,
and prime (AN-TT-P-656).
Exception: Corrosion-resistant steel requires no finish.
Method of treatment to be as outlined in U. S. Army Spec. No.
3-100.
Exception: Flash-welded parts require no oil treatment.
Cadmium plate as per Spec. No. AN-P-61; zinc plate as per Spec.
No. AN-P-32.
Exception: Corrosionresistant steel and' armor plate shall not
be plated.
Exceptions: 1. Armor plate and parts subsequently to be finished
with lacquer require one coat primer.
2. Dissimilar metal contacts shall be protected as per
section FG-5.
Parkerize as per U. S. Army Spec. No. 57-0-2, Type 11, Class B,
and prime (AN-TTP-656).
Exception: Corrosion-resistant steel requires no finish.
Method of finishing to be as per Spec. No. AN-C-83.
Exception: Balsa wood parts shall be given one coat of shell ac:
varnish, Federal Spec. No. TT-V-121.
Method of finishing to be as per Spec. No. ANC-83.
Required on open g!ain wood only.
Method of finishing to be as per Spec. No. AN-C-83.
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CHART a
FINISH COLOR SCHEME FOR P-S1 H AIRPLANES
1. In all cases, the finishes specified in Chart "B" are in addition to the requirements of Chart "A," and are to be applied after the requirements
of Chart"A" have been met.
2. In this chart, where finish colors only are specified, the number of finish coats shall be such as to give complete hiding.
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SURFACE
INTERIOR SURFACES
Antireflection finish
Instrument panel (front side only)
Pilot's comportment
Floor areas
All ather areas from Station 108 to Station 239
All ather areas
EXTERIOR SURFACES
Antiglare finish
Landing gear
Propeller blades
Propeller blade tips
All other areas
Insignia
FINISH COLOR
Flat black (color No. 604)
Instrument black
No finish coat required
Interior green (color No. 611)
No finish coat required
Olive drab (color No. 613)
Aluminum
Instrument black
Orange yellow (color No. 614)
No finish coat required
See notes
NOTES
All areas which by reflection may be seen in the windshield or any part of the transparent en
closure shall be finished with Spec. No. ANE-7 enamel, or shall be primed and finished with
Spec. No. AN-L-21 lacquer.
Spec. No. AN-L-29 lacquer to be used.
Finish with Spec. No. AN-TT-P-656 primer tinted interior green.
Exceptions: 1. Not applicable to areas requiring an antiglare finish.
2. Areas not normally visible require no finish coat.
Camouflage enamel (Spec. No. AN-E-?) shall be applied on top of fuselage forward of pilot's
enclosure as shown on Drawing 117-00010.
Clear lacquer (Spec. No. AN-L-29) containing 12 ounces aluminum paste (Spec. No. AN-TT-A-461)
per unthinned gallon to be used.
Exception: Corrosion-resistant steel parts or parts received cadmium, zinc, or chromium
plated require no finish coat.
Parts received unfinished shall be primed and given one coat instrument black lacquer (Spec. No.
AN-L-29).
Parts received unfinished shall be given one coat Spec. No. AN-E-7 enamel from tip to 4 inches
from tip. ,
Exceptions: 1. The following areas shall be primed and finished with clear lacquer (Spec. No.
AN-L29) containing 12 ounces of aluminum paste (Spec. No. AN-TT-A-461) per unthinned gallon:
1. Upper and lower wing surfaces except ailerons, and flaps.
2. Surfaces requiring a protective coat of zinc chromate primer by Chart /fAil (0 sec-
ond coat of primer is not required before lacquering).
2. Plastic surfaces shall be finished with clear lacquer (Spec. No. AN-L-29) containing
12 ounces of aluminum paste (Spec. No. AN-TT-A-461) per unthinned gallon.
Spec. No. AN-E-7 camouflage enamel or Spec. No. AN-L-2 lacquer to be used. Colors and location
to be as per Spec. No. AN-I-9. Surfaces to be sanded, removing only the minimum amount of
finish necessary to obtain the desired smoothness.
:;Q
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VI
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Section VII
RESTRICTED
AN 01-60JF-2
24"
80rrOM VIEW
UPPER WING INSIGNIA-2 REQ. FUSELAGE INSIGNIA-2 REQ. LOWER WING INSIGNIA-2 REQ.
FUS. REF. LINE
LEFr VIEW
~ UPPER LONGERON
(OR SPLICE LINE BETWEEN
UPPER DECK a SIDE PANEL)
j 4 f ~ /\
A 7 f ~
CUSrOMER'S NO. -8LACK
RIGHr VIEW
INSIG. DULL ORANGE INSIG.
WHITE REO YELLOW BLUE
601 618 614 605
AN STANDARDS AS PER ANA
2.THE LINES SHOWING A CHANGE FROM ONE COLOR
TO ANOTHER ARE GUIDE LINES ONLY. EACH COLOR
MUST BE SHADED INTO EACH ADJACENT COLOR SO
THAT NO DEFIN ITE CHANGE LINE EXISTS.
SKY OLIVE SEA LIGHT
BLUE DRAB GRAY GRAY
610 613 603 602
COLORS TO CONFORM TO
BULLETIN NO. 157
NOrES
I. THIS CAMOUFLAGE SCHEME IS IN ACCORDANCE WITH
D.T.D. - BRITISH TECHNICAL CIRCULAR # 360 EXCEPT
THAT OLIVE DRAB HAS BEEN SUBSTITUTED FOR A
DARK GREEN.
Figure 325-British Insignia Colors
348 RESTRICTED
RESTRICTED
AN 01-60JF-2
Section VIII
Paragraphs 1-6
Section VIII
TUBING CHARTS
1. GENERAL.
The various operating systems of the airplane employ
numerous types and sizes of rigid and flexible tubing, as
indicated on the applicable system diagrams.
4. MAKING TUBE TEMPLATE.
a. If the old rube is intact and the bends have not been
changed, use it as a template or pattern from which to bend
a new rube.
b. If a new model or template must be made, select a soft
iron wire or a Ya-inch tube; either of these may be easily
bent by hand.
(1) Place the material selected for use as a template
into one of the fittings where the tube is to be connected.
Form the necessary bends in order to place the opposite end
2. IDENTIFYING TUBING.
The tubing of each system is identified by color bands in
accordance with AN Drawing ANOI0375. (See figure 326.)
Place identification tape in a conspicuous place on the tube
as follows:
a. Select a clean and dry surface on the tube.
b. Install tape on tube; overlap tape y,; turn.
c. Brush a coat of clear lacquer (Specification No.
AN-TT-L-51) on the tape. Make sure the edges of tape are
well covered with lacquer to prevent deterioration of the
tape.
d. If identification tape is not available, paint colored
stripes on the tube to designate system. When the paint is
dry, cover it with a coat of shellac.
3. TUBE SIZES AND LENGTHS.
In replacing a damaged tube, select a tube of the same
material and size. Cut the piece of tubing approximately 10
percent longer than the length of the tube to be replaced.
After required bends have been made, the new tube will be
X to 2 inches longer than the old tube. Allowances should
be made for the flaring operation to follow. The amount of
tubing in excess of these required dimensions should be
cut off.
Note
Place supports as close to bends as possible to min-
imize the amount of overhang of the tube from a
straight line between supports.
(INCHES)
STEEL
11-1/2
14
16
18
20
23
251/2
27-1/2
30
DISTANCE BETWEEN
SUPPORTS
ALUMINUM ALLOY
9-1/2
12
13-1/2
15
16-1/2
19
22
24
26-1/2
6. BENDING TUBING.
Tube bending can be done with anyone of a variety of
hand bending tools or power production bending tools.
Avoid bending in smaller radius than the limits of the tube
will allow, or forming flattened, kinked, or wrinkled bends.
s. CUTTING TUBING.
a. With a standard cutting tool, cut the tube at right
angles to the surface. Do not force tube out of round. A hack
saw may be used if a standard cutting rool is not available.
b. After the tube has been cut off, file the end square,
using a fine-toothed flat file wh.ile holding the tube in a tube
vise or flaring block. If a hack saw was used for cutting, the
tube ends must be filed until all saw marks are removed.
c. After filing, remove all burrs from the inside and out-
side of the tubes with a burnishing spoon.
of the template into the other connection. When the tem-
plate is satisfactorily formed to span the area between the
two fittings, remove and use the pattern to bend new tube.
(2) Select a path with the least total degrees of bend,
as this reduces the flow loss and simplifies bending.
(3) Use a path, if possible, with all bends in the same
place.
(4) Never select a path that requires no bends. A tube
cannot be cut or flared accurately enough so that it can be
installed without bends and still avoid initial mechanical
strain on the tube. Bends are also necessary for expansion and
contraction resulting from changes in temperature.
(5) Layout a path providing for supportS by clamps
or brackets at intervals not greater than those given in the
following:
TUBE O.D. (INCHES)
1/8
3/16
1/4
5/16
3/8
1/2
5/8
3/4
1
REFERENCE FIG.
327
328
329
330
331
332
333
334
335
SYSTEM
Hydraulic System
Hydraulic Brake System
Fuel System
Oil System
Cooling System
Vacuum Instrument System
Airspeed Instrument System
Engine Instrument System
Oxygen System
RESTRICTED 349
Section VIII
Paragraphs 6-9
RESTRICTED
AN 01-60JF-2
THREAD COMPOUNDS
The following thread compounds are approved for use in
the indicated installations. No other thread compounds
should be used.
8. INSTALLING TUBING.
a. Take a piece of clean cloth as large as can be pulled
through the tube; attach a wire to the cloth 6 inches longer
than the tube. Thread the wire through the tube and pull the
cloth through as many times as is necessary to free the inside
of the oil, grease, or other foreign matter.
h. Make sure the inside of the flare is clean.
c. Lubricate the exposed external rube machined threads
with a thin film of lubricant (selected from the following
thread compound chart) on the first rwo threads.
Bending tube without the aid of tools can be accomplished
by carefully forming the desired radius by hand. This method
is crude, but can be employed in an emergency. It is sug-
gested that tubing O.D. or larger be packed with very
fine dry sand, unless Cerrobend is available, and both ends of
the tube be plugged before bending. This will aid in pre-
venting cracked or wrinkled bends and form a more accept-
able radius. In bending, form a large radius in the tube and
gradually work it down to the radius desired. When the bend
is completed, remove the plugs and sand; then thoroughly
cleanse the tube before installation.
7. FLARING TUBE ENDS.
a. Select the proper tool and vise for the tube to be
worked. With a hammer-type tool, tap the pin lightly first;
then use more force. Avoid cracking rube ends and over-
flaring. If a flaring pin and block are not available, a ball-
peen hammer can be used. Secure the tube and form the
flange with the round end of the hammer by tapping the
opposite end of the hammer lightly.
b. Check the flare by placing a T sleeve over the tube;
the outside diameter of the flare should extend beyond the
toe of the sleeve, but not beyond the outside diameter of the
sleeve. Tubes flared toO long will stick and jam on the threads
when being assembled and are likely to seat on the bottom of
the coupling rather than on the tapered seat. Flares too short
may be squeezed thin on installation and prevent full utili-
zation of the contact area.
STRAIGHT THREADS
AN-VV-P-236
Not used
AN-VV-P-236
AN-VV-P-236
Threadlube
AN-VV-P-236
Not used
INSTALLATION
9. TUBE LEAKS AND FAILURES.
a. GENERAL.-Trouble in a tubing system may be
broadly classified into two groups: namely, leaks and failures.
b. LOCATING LEAKS.-Liquid leaks are sometimes
hard to locate. Wipe the system clean and trace the leak to
its source. Leaks generally occur at joints, around shafts or
seals, and infrequently at pinholes in the unit bodies.
c. CAUSES FOR LEAKS AT FLARE JOINTS.
(1) Poor flares, rough surface, cracks, and splits.
(2) Insufficient wrench torque.
(3) Too much wrench torque.
(4) Damage to flares.
(5) Foreign material under flares.
(6) Bad fitting or mismating parts.
(7) Careless assembly, such as cross-threading.
(8) Thread seized or galled.
d. CAUSES FOR LEAKS AT PIPE THREAD JOINTS:
(1) Sealing compound washed out or not properly used.
(2) Insufficient wrench torque.
(3) Poor threads, either badly machined or damaged.
(4) Galling or seizing of threads.
(5) Careless assembly, such as cross-threading.
h. MAXIMUM WRENCH TORQUES IN INCH-
POUNDS FOR DIFFERENT MATERIAL
AND SIZES OF TUBING.
Fitting size
3 4 5 6 8 10 12 16
Tubing 0.0. 3/16 114 5/16 3/8 112 5/8 3/4 1
Copper tube 40 70 100 125 200 325 450 600
Al alloy 52S0 40 70 80 125 250 350 500 750
Steel tube 50 150 200 250 400 575 775
PIPE THREADS
AN-C-53
AN-C-53
Parker Sealube
Parker Sealube
Threadlube
AN-C-53
Type B
Rector Seal # 15
*Approved for use on low-pressure system (400 pounds per
square inch) only.
Proper tinning of brass pipe threads is also acceptable for
sealing purposes in the oxygen system.
d. Position the tube in place and tighten the nut finger-
tight.
e. With an end or crescent wrench hold the fitting in
position while the nut is tightened to the proper torque with
a torque wrench. (Refer to paragraph h. for maximum
torque.)
f. Use of a torque wrench is strongly recommended to
avoid overtightening and consequent system failure.
g. Test the installation for tightness by applying the sys-
tem pressure.
Airspeed system
Hydraulic system
Fuel system
Oil system
.Coolant system
Instrument system
Oxygen system
RADIUS OF BEND FOR RIGID TUBING
NOMINAL BEND RADIUS
MEASURED TO THE TUBE
CENTERLINE (INCHES)
3/8
7/16
9/16
11/16
15/16
1-1/4
1-1/2
1-3/4
3
3-3/4
5
7
TUBE O.D.
(INCHES)
1/8
3/16
1/4
5/16
3/8
1/2
5/8
3/4
1
1-1/4
1-1/2
1-3/4
350 RESTRICTED
, RESTRICTED
AN 01-60JF-2
Section VIII
Paragraph 9
e. CAUSES FOR LEAKS AT STRAIGHT THREAD
JOINTS USING FLAT METAL GASKETS WITH
SERRATIONS.
(1) Seizing or galling of threads.
(2) Too much or too little wrench torque.
(3) Mismated parts, damaged or improper serrations.
(4) Wrong size gaskets, wrong type gaskets, or no
gasket.
(5) Re-use of gasket or careless assembly.
f. CAUSES FOR LEAKS AT STRAIGHT THREADED
JOINTS USING SYNTHETIC RUBBER
TYPE GASKET.
(1) Improper positioning of gasket on the fitting.
(2) Fitting on boss not properly positioned.
(3) Not enough wrench torque to squeeze the gasket
and make the seal.
(4) Wrong size or defective gasket.
(5) Seizing or galling threads, mismated partS.
(6) Careless assembly.
g. FAILURES.-Bursting of a tube is generally due to
faulty material, since the tubing is designed to withstand sev-
eral times the operating pressure to which it is subjected.
Vibration resulting from chattering or insufficient support
is also a common cause for tube failure.
TUBING
COLOR IDENTIFICATIONS
FUEL OXYGEN
MANIFOLD PRESSURE
lit; it :::.
HYDRAULIC PRESSURE OIL
OXYGEN FILLER
104 ~ 9 4 5
Figure 326-Tubing Color Identification
RESTRICTED 351
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..... ,.
'/
~
~ 6
~ 58
I ~ ~
_.
, -II
i .
./
//
56 57
USED ON EARLY AIRPLANES
FLAP CONTROL VALVE
LANDING GEAR
OPERATING STRUT
LANDING GEAR
CONTROL VALVE
WING FLAP OPERAT:NG
STRUT ------,
FAIRING DOOR
OPERATING STRUT
HYDRAULIC PUMP
Co)
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111'3114
Figure 327-Hydraulic System Tubing Chart
Co)
HYDRAULIC SYSTEM TUBING CHART (Cont.)
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-
NO. o'
REF. NO. FITTINGS
:::I
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ. ~
18 line Assembly-Hydraulic Fuselage 5.t<;ltion 159 Thermal Relief Valve to AN819-4Z 2
Tee Return ............................................... 1 ~ O .035 5250 AN818-4D 2
19 line Assembly-Hydraulic Fuselage Station 159 Thermal Relief Valve to AN819-5Z 2
Valve Wing Flap Up ....................................... 1 ?I/' OD .042 5250 AN818-5D 2
20 line Assembly-Hydraulic Fuselage Station 158 Relief Valve to Elbow to AN819-4Z 2
System Pressure .......................................... 1 W'OD .035 5250 AN818-4D 2
21 line Assembly-Hydraulic Fuselage Station 163.625 Elbow to Pressure AN819-4Z 2
Gage Fuselage Station 165.75 ............................... 1 W'OD .035 5250 AN818-4D 2
22 line Assembly-Hydraulic Fuselage Station 162.75 Check Valve to Tee AN819-5Z 2
Wing Flap Down .......................................... 1 ?l6" OD .042 5250 AN818-5D 2
23 line Assembly-Hydraulic Rear Spar Wing Station 15 Union to Wing AN819-4Z 2
Station 15 Tee Right Wing Flap Down ......................... 1 W'OD .035 5250 25Ya" AN818-4D 2
24 line Assembly-HyClraulic Rear Spar Wing Station 15 Union to Win'g AN819-4Z 2
:11:1 Statiqn 15 Tee Right Wing Flap Up ............................ 1 ~ O .035 5250 23K6" AN818-4D 2
:11:1
m Zm
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25 line Assembly-Hydraulic Fuselage Station 164.25 Tee to Wing Flap AN819-4Z 2
0'"
-f ... -f
2!!
Valve Bleed ........................................ '...... 1 W'OD .035 5250 AN818-4D 2
,:11:1
n
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on
-f
26 line Assembly-Hydraulic Fuselage Station 167 Reducer Union to
,--I
m
AN819-5Z 2 "'I'I
m
0
,0
Thermal Relief Valve Wing Flap Up ........................... 1 ?l6" OD .042 5250 AN818-5D 2
to.)
27 line Assembly-Hydraulic Fuselage Station 170 Reducer Union to Tee AN819-5Z 2
Wing Flap Down .......................................... 1 ?l6" OD .042 5250 AN818-5D 2
28 Line Assembly-Hydraulic Fuselage Station 163.375 Tee to Valve Wing AN819-5Z 2
Flap Down ................... " .......................... 1 ?l6" OD .042 5250 AN818-5D 2
29 line Assembly-Hydraulic Fuselage Station 217 Union to Station 278 AN819-4Z 2
Union Tail Wheel .............. , ........................... 1 W'OD .035 5250 75X" AN818-4D 2
30 line Assembly-Hydraulic Fuselage Station 217 Union to Station 278 AN819-4Z 2
Union Tail Wheel .......................................... 1 ~ O .035 5250 75X" AN818-4D 2
31 line Assembly-Hydraulic Fuselage Station 278 Union to Tail Wheel AN819-4Z 2
Cylinder Down ........................................... 1 W'OD .035 5250 24" AN818-4D 2
32 line Assembly-Hydraulic Fuselage Station 278 Union to Tail Wheel AN819-4Z 2
Strut Up ............................................... , . 1 ~ O .035 5250 29%" AN818-4D 2
33 line Assembly-Hydraulic Fuselage Station 187 Reducer Union to Station AN819-4Z 2
217 Union Tail Wheel. ..................................... 1 W'OD .035 5250 33%" AN818-4D 2
34 line Assembly-Hydraulic Fuselage Station 187 Reducer Union to Station AN819-4Z 2
217 Union Tail Wheel. ..................................... 1 ~ O .035 5250 33%" AN818-4D 2
)
\
) )
NO.
REF. NO. FITTINGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
35 Line Assembly-Hydraulic Fuselage Station 145 Tee to Fuselage Station AN819-4Z 2
201.25 Bulkhead Fitting Tail Wheel Down ...................... 1 );,I"OD .035 52S0 62)1" AN818-4D 2
36 Line Assembly-Hydraulic Fuselage Station 145 Tee to Fuselage Station AN819-4D 2
187 Reducer Union Tail Wheel Up ............................ 1 );,I"OD .035 52S0 59Ya" AN818-4Z 2
37 Line Assembly-Hydraulic Fuselage Station 164.25 Tee to Fuselage Sta- AN819-4Z 2
tion 157.625 Relief Valve Return .............................. 1 );,I"OD .035 52SO AN818-4D 2
38 Line Assembly-Hydraulic Tee Station 151 to Flap Valve Station 162 AN819-6Z 2
(Pressure) ............................................... 1 %" OD .049 52S0 AN818-6D 2
39 Line Assembly-Hydraulic Flap Valve Station 162 to Tee Station 154 AN819-6Z 2
By-pass ................................................. 1 YaH OD .049 52S0 AN818-6D 2
40 Line Assembly-Hydraulic Wing Station 15 Union to Station 71.5 Bulk- AN819-4Z 2
head Elbow Right Wing Flap Up .............................. 1 );,I"OD .035 52S0 62" AN818-4D 2
41 Line Assembly-Hydraulic Wing Station 15 Union to Station 71.5 Bulk- AN819-4Z 2
head Elbow Right Wing Flap Down ......... , .................. 1 );,I"OD .035 52S0 60);,1" AN818-4D 2
;cI
;cI
m
42 line Assembly-Hydraulic Wing Station 71.5 Bulkhead Elbow to Right AN819-4Z 2
Zm
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-I
Wing Flap Strut Up........................................ 1 );,I"OD .035 52S0 11%" AN818-4D 2 ;cI 7;c1
n
00-
43 line Assembly-Hydraulic Wing Station 71.5 Bulkhead Elbow to Right AN819-4Z 2
on
'-I ... -1
m ."m
0 Wing Flap Down .......................................... 1 );,I" OD .035 52S0 19Ys" AN818-4D 2
44 Line Assembly-Hydraulic System Relief Valve Station 157.625 to Cross AN819-6Z 2
"
Station 187.25 Return ...................................... 1 %" OD .049 52S0 34);,1" AN818-6D 2
45 line Assembly-Hydraulic Fuselage Station 155 Tee to Wing Station 4 AN819-6Z 2
Bulkhead Elbow Pressure By-pass ............................. 1 %"OD .049 52SO 26" AN818-6D 2
46 Line Assembly-Hydraulic Fuselage Station 137 Cross to Fuselage Sta- AN819-6Z 2
tion 152 Check Valve Landing Gear Down Cross-flow............. 1 WOD .049 52S0 14);,1" AN818-6D 2
47 Line Assembly-Hydraulic Fuselage Station 135.25 Pressure Switch to AN819-6Z 2
Fuselage Station 154 Union .................................. 1 Ya"OD .049 52S0 15)1" AN818-6D 2
48 line Assembly-Hydraulic Wing Station 12 Tee to Right Landing Gear AN819-5Z 2
Strut Up ................................................. 1 WOD .042 52SO 30" AN818-5D 2
49 Line Assembly-Hydraulic System Landing Gear Valve to Right Wing AN819-4Z 2
Station 15.5 Tee ........................................... 1 );,I"OD .035 52S0 15%" AN818-4D 2
50 line Assembly-Hydraulic Fuselage Station 109 Disconnect Coupling to AN819-6Z 2
CIl

Fuselage Station 135.25 Switch Pressure ........................ 1 %" 00 .049 52S0 22%" AN818-60 2
n
::!.
0
AN819-4Z 2
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);,1"00 11);,1" Ut
51 Line Assembly-Hydraulic Reservoir Overflow Drain to Tee ........... 1 .035 52S0 AN818-40 2
Ut
w
HYDRAULIC SYSTEM TUBING CHART (Cont.)
lit
UI CD
0-
"
..
NO.
o'
::I
REF. NO. FITTINGS
~
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
AN792-6 2
52 Flexible Hose ............................................'... 1 %"OD 18" AN787-6 2
53 Line Assembly-Hydraulic Engine Pump to Cowl Station 90 Union AN819-6Z 2
Pressure ., ................................................ 1 %"OD .049 52SO 26);.;" AN818-6D 2
AN819-8Z 2
*54 Line Assembly-Hydraulic Engine Pump to Cowl Station 90 Union Suction 1 W'OD .028 52S0 24);.;" AN818-8D 2
55 Line Assembly-Hydraulic Wing Station 71.5 BulkhE1ad Elbow to left AN819-4Z 2
Flap Strut Up............................................. 1 Y.;"OD .036 52S0 11%" AN818-4D 2
56 Line Assembly-Hydraulic Relief Valve Station 158 to Pressure Gage Sta- AN819-4Z 2
tion '165.75 ........................................... : .. 1 Y.;"OD .035 52SO 7%" AN818-4D 2
57 Line Assembly-Hydraulic Relief Valve Station 157.625 to Wing Flap AN819-4Z 2
'"
Valve Bleed .............................................. 1 Y.;"OD .035 52S0 12Ya" AN818-4D 2
~
m Zm
III
58 Line Assembly-Hydraulic Wing Flap Valve to Fuselage Station 155 Tee AN819-6Z 2 o ~
....
'"
Pressure By-pass .......................................... 1 %"OD .049 52S0 32Ya" AN818-6D 2
-",
n
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.... 0 ....
m
59 Line Assembly-Hydraulic Wing Flap Valve Station 160 to Pressure Gage AN819-4Z 2
~ m
0
.
7'0
Station 165.75 ........................................... 1 Y.;"OD .035 52SO 7%" AN818-4D 2
loJ
60 Line Assembly-Hydraulic Fuselage Station 150.875 Tee to Wing Flap AN819-6Z 2
Valve Pressure ............................................ 1 %"OD .049 52S0 46W' AN818-6D 2
61 Line Assembly-Hydraulic Fuselage Station 167 Reducer Union to Valve AN819-5Z 2
Wing Flap Up ............................................ 1 7<6"OD .042 52S0 35Ys" AN818-5D 2
62 Line Assembly-Hydraulic Wing Station 71.5 Bulkhead Elbow to left AN819-4Z 2
Wing Flap Down .... : ..................................... 1 Y.;"OD .035 52SO 19Ys" AN818-4D 2
63 Line Assembly-Hydraulic Wing Station 14 Tee to Wing Station 71.5 AN819-4Z 2
Bulkhead Elbow left Wing Flap Down ......................... 1 Y.;"OD .035 52S0 60W' AN818-4D 2
64 Line Assembly-Hydraulic Wing Station 14 Tee to Wing Station 71.5 AN819-4Z 2
Bulkhead Elbow left Wing Flap Up ...................... , ..... 1 Y.;"OD .035 52S0 62" AN818-4D 2
65 Line Assembly-Hydraulic Rear Spar Wing Station 15 Union to Wing AN819-4Z 2
Station 15 Tee Right Wing Flap Down ........................... 1 Y.;"OD .035 52S0 25Ya" AN818-4D 2
66 Line Assembly-Hydraulic Rear Spar Wing Station 15 Union to Wing AN819-4Z 2
Station 15 Tee Right Wing Flap Up ............................ 1 Y.;"OD .035 52S0 25X6" AN818-4D 2
'"
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111.111 514
'-.....,
BRAKE CYLIN DER

ystem Tubing Chart
3

t.1()4
Figure 328-Hydraulic Brake S
\
2
SWIVEL JOINT
ASSEM BLY ---
6 1II A
7
6

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BRAKE SYSTEM TUBING CHART
en
C.I'I
00
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NO. O
REF. NO. FITTINGS
;,
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ. <
AN819-4Z 2
Line Assembly-Hydraulic Lower Swivel to Union Left Wheel Brake ..... 1 X"OO .035 SAE 1010 32Ys" AN818-4 2
AN819-4Z 2
Line Assembly-Hydraulic Lower Swivel to Union Right Wheel Brake .... 1 X"OO .035 SAE 1010 32Ys" AN818-4 2
AN819-4Z 2
2 Line Assembly-Hydraulic Wing Station 33 Union to Upper Swivel Brake 1 X"OO .035 52SO 31W' AN818-40 2
3 Line Assembly-Hydraulic Wing Station 15 Elbow to Station 33 Union AN819-4Z 2
Brake .................................................. 1 X"OO .035 52S0 14%" AN818-40 2
4 Line Assembly-Hydraulic Brake Compensator to Wing Station 15 Elbow AN819-4Z 2
Right Brake ............................................... 1 X"OO .035 52S0 16X" AN818-40 2
Line Assembly-Hydraulic Brake Compensator to Wing Station 15 Elbow AN819-4Z 2
Left Brake ................................................ 1 X"OO .035 52S0 16" AN818-40 2
;;Il:I
5 Line Assembly-Hydraulic Fuselage Station 111 Tee. to Left Brake Cylin- AN819-5Z 2
;;Il:I
m
der Suction ............................................... 1 K/'OO .042 52SO 32%" AN818-50 2
Zm
en
-t
;;Il:I
6 Line Assembly-Hydraulic Fuselage Station 111 Tee to Right Brake Cyl- AN819-5Z 2
-;;Il:I I _
0 0-0
-t inder Suction ............................................. 1 K6"00 .042 52S0 13X" AN818-50 2
0-t
m
C-
m
0
7 Line Assembly-Hydraulic Reservoir to Fuselage Station 111 Tee Brake AN819-5Z 2
7'0

Suction ................................................. 1 K/'OO .042 52S0 lOW' AN818-50 2

FUEL SYSTEM UNITS
REF.
A
B
C
o
E
F
G
H
I
J
K
L
NAME
Oroppable Fuel Tank Disconnect Fitting
Separator-Oil
Valve-Check -
Valve Assembly-Fuel Selector -
Control Assembly-Fuel Selector Valve
Cell Assembly-Self-sealing Fuel Complete R.H.
Cell Assembly-Self-sealing Fuel Complete L.H.
Cell Assembly-Fuselage Self-sealing .
Oroppable Fuel Tank .-
Strainer Assembly-Fuel -
Pump Assembly-Fuel
Valve-Relief -
NO.
REQ.
- 2
1
- 2
1
1
1
1
- 2
1
1
1
18
19 20 21 22
VI
CD
n
-
o'
:::J
~
-
12'-9]-113
29 28
~
ruel System Tubing Chart
17
16
15
Figure 329- ~
14
13
12
II
10
62
65
63
64
23
24
;0
""
m Zm
III
o ~ -I
;0
7'''''
n
0.-
on
-I
. '-..... A
,--I
m
'TIm
C >--...
~
l.)
lit
-0
Co)
FUEL SYSTEM TUBING CHART
'" 0- lD
0
NO.
n
-
REf. NO. fiTTINGS
O
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH fiTTING REQ.

<
Line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect -
Fitting-5th Section R.H...................................... 1 %"00 .035 52SO 24W'
2 Line-Fuel Combat Tank to Selector Valve-1 st Section R.H............ 1 .049 52SO 15W'
3 Line-Fuel Combat Tank to Selector Valve-2nd Section R.H......... 1 %"00 .049 52SO 24%"
4 Line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect
Fitting-4th Section R.H...................................... 1 %"00 .035 52S0 21W'
5 Line-Fuel Combat Tank to Selector Valve-3rd Section R.H...... : .... 1 %"00 .049 52S0 23K6"
6 Line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect
Fitting--:-2nd Section R.H..................................... 1 %"00 .035 52S0 31"
7 Line-Fuel Combat Tank to Selector Valve-4th Section R.H........... 1 W'OD .049 52SO 217i'6"
8 Line Assembly-R.H. Combat Tank to Selector Valve-5th Section ......
9 Line Assembly-Fuel Combat Pressure System Firewall Tee to Disconnect
Fitti'ng-1 st Section R.H......................................
;l:II
10 Line-Fuel Combat Tank Pressure System Oil Separator to Check Valve .. 1 %"00 .042 52S0 14%" l>;a
m
AN819-12Z 2
2m
UI
0'"
-4
Line Assembly-Fuel Tank to Selector Valve-6th Section R.H...
_-4
.;l:II
11 1 AN818-12D 2
,;a
n
00-
Line-l.H. Cell to Vent Cup-1 st Section .......................... 1);,;" 00 18"
on
-4
12 1 .049 52S0 &..-4
m ."m
0
13 Line-Filler Basin to Rear Spar .................................. 2 W'ID .062 NA2-4101 38"
10

AN818-12D 2
14 Line Assembly-Fuel Combat Tank to Selector Valve-7th Section R.H... 1 AN819-12Z 2
15 Line-R.H. Cell to Vent Cup-2nd SeCtion ......................... 1 1);,;" 00 .049 52S0 55"
AN818-4D 2
16 Line Assembly-Fuel Vapor Return to Wing Cell-3rd Section ......... 1 AN819-4Z 2
AN818-16D 2
17 Line Assembly-Fuselage Tank to Selector Valve-3rd Section ......... 1 AN819-16Z 2
AN818-16D 1
18 line Assembly-Fuselage Tank to Selector Valve-1 st Section ......... 1 AN819-16Z 1
19 Line-Fuselage Fuel Cell to Vent Cup-2nd Section ................. 1 1" 00 .049 52S0 437i'6"
20 Line-Fuselage Fuel Cell to Vent Cup-1 st Section .................. 1
21 Line-Fuselage Fuel Cell to Vent Cup-3rd Section .................. 1 1" 00 .049 52S0 35"
,
22 Line-Fuselage Fuel Cell to Vent Cup-4th Section .................. 1 1" 00 .049 52SO 25"
23 Line Assembly-Fuselage Fuel Cell Sump Drain "Y" ................. 1
24 Tube Assemby-Fuselage Vent Cup to Vent Lines ................... 1
25 Line-Drain Line "Y" to Outlet .................................. 1 %" 10 .062 NA2-4101 13"
NO.
REF. NO. FITTINGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
26 Cup Assembly Fuel Vent line Outlet ............................. 1
27 line-Fuel Cell to Vent Cup-2nd Section l.H....................... 1 1W'OD .049 52S0 55"
28 line-Filler Basin to Rear Spar .................................. 2 W'ID .062 NA2-4101 38"
29 line-l.H. Cell to Vent Cup-1st Section .......................... 1 lW'OD .049 52SO 18"
30 line-Fuel Combat Tank to Selector Valve-1st Section l.H........... 1 %"00 .049 52S0 5 ~
31 line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect
Fitting-5th Section l.H...................................... 1 %"00 .035 52SO 23W'
32 line-l.H. Fuel Cell to Vent Cup-3rd Section ...................... 1 1W'OD .049 52S0 16Ya"
33 line-Fuselage Fuel Cell Sump Drain to "y" ....................... 1 %"10 .062 NA2-4101 21W'
34 line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect
Fitting-4th Section l.H...................................... 1 %"00 .035 52SO 22"
35 line-Fuel Combat Tank to Selector Valve-2nd Section l.H........... 1 %"00 .049 52S0 24%"
36 Shaft Assembly-Fuselage Fuel Cell Sump Drain Cock Control. ....... 1
37 Shaft Assemby-Fuselage Fuel Cell line Drain Cock Control ........... 1
lIlJ 38 line-R.H. Fuel Cell to Vent Cup-3rd Section ...................... 1 lW'OD .049 52S0 30" :l>lIlJ
m Zm
UI
39 Line-Fuel Combat Tank Pressure System Firewall to Disconnect Fitting-
OUI
-t
~ ~ lIlJ
3rd Section l.H........................................... 1 %"00 .035 52SO 10Ys"
n
0--
on
-t
40 line-Booster Pump to "Y" Fitting ............................... %" 10 .062 NA2-4101 26%"
... -1
m 1 "TIm
C
~ c
41 line-Fuselage Fuel Cell Booster Pump Drain ...................... 1 W'OD .032 52S0 42"
42 line-Fuel Combat Tank to Selector Valve-3rd Section l.H........... 1 %" 00 .049 52SO 23%"
43 line-Fuel Combat Tank to Selector Valve-4th Section l.H........... 1 %"00 .049 52SO 18%"
44 line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect
Fitting-2nd Section l.H.................................... 1 %"00 .035 52SO 33W'
45 line-Fuel Combat Tank to Selector Valve-5th Section l.H........... 1 %"00 .049 52S0 16W'
46 line Assembly-Fuel Combat Tank Pressure System Firewall Tee to Dis-
connect Fitting-1st Section l.H................................ 1
47 line-Carburetor Vapor Return to Fuselage Cell-2nd Section ......... 1 ~ O D .032 52SO 41W'
AN818-16D
48 _ line Assembly-R.H. Wing Fuel Cell to Selector Valve ............... 1 AN819-16Z
49 line Assembly-Combat Fuel Tank to Selector Valve-6th Section l.H...
50 line Assembly-l.H. Combat Fuel Drain ..........................
AN818-16D
51 line Assembly-Fuel Selector Valve to Strainer-1st Section ........... 1 AN819-16Z 1
UI
~
line-Fuel Vapor Return to Wing Cell-1st Section .................. ~ O D
n
52 1 .035 52S0 7 ~
-
o'
AN818-6D 1
::l
Co)
0-
53 line Assembly-Fuel Combat Pressure System Firewall Tee to Wing l.H. 1 AN819-6Z
. <
...
Co)
FUEL SYSTEM TUBING CHART (Cont.)
lit
0- eD
I'.)
NO.
n
-
REF. NO. FITTINGS
ii"
:J
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
::s
54 line Assembly-Fuel Combat Tank Pressure System Check Valve to Fire-
wall Tee ................................................
55 line-Fuel Selector Valve to Strainer-2nd Section .................. 1 1" 00 .049 52S0 8X"
56 line Assembly-Fuel Combat Tank Pressure System Firewall Tee ........
AN818-6D 1
57 line Assembly-Fuel Combat Pressure System Firewall Tee to Wing R.H. 1 AN819-6Z 1
AN818-4D 2
58 line Assembly-Carburetor Flange to Fuel Pump Relief Valve Housing .. 1 AN819-4Z' 2
59 line-Fuel Combat Tank Pressure System Relief Valve Exhaust ........ 1 )0"00 .035 52SO 10Ys"
60 line-Fuel Pump to Carburetor ................................. 1 1" 00 .049 52S0 11)0"
AN818-4D
61 line Assembly-Water Injection System Fuel Pump to Water Pump Vent 1 AN819-4Z
62 line-Engine Fuel Pump Drain .................................. 1 X" 00 .035 52S0 24"
'"
63 Hose-Fuel Pump to Heater Fuel Flow Regulator .................... 1 WilD AN-ZZ-H-456 14"
l>",
m
64 Hose-Strainer to G-9 Pump Fuel ................................ 1 1" 10 Self-sealing 16W'
Zm
lit
-I
2!:! 65 line-Fuel Combat Tank Pressure System Firewall Tee to Disconnect
"';Ill
I _
0 0-0
-I Fitting-3rd Section R.H..................................... 1 %"00 .035 52S0 11" 0-1
m '-m
C 710
I'.)
OIL SYSTEM UNITS
NO.
REF. NAME REQ.
A Tank Assembly-Oil COlliplete
B Heat Exchanger
C Separator-Oil
0 Thermometer-Oil Temperature -
E Valve-Solenoid
OIL SYSTEM TUBING CHART
NO.
REF. NO. FIttiNGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
-
1 line-Oil Breather Rocker Box left .............................. 1 1" 00 .049 52S0 18"
2 line-Oil Breather Rocker Box Right ............ : ................ 1 1" 00 .049 52S0 15X"
3 Tube Assembly-Oil Breather .................................. 1
4 Hose-Breather to Outlet Assembly .............................. 1 %"10 316 AN-H-26 16)0"
RESTRICTED
AN Ol-60JF-2
ro
RESTRICTED

Section VIII
363
Co)
OIL SYSTEM TUBING CHART (Cont.)
VI
t
ID
n
-
NO. O
NO. FITTINGS
:::l
REF.
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ. :s
5 Outlet Assembly-Oil Breather Welded .......................... 1
6 Hose-Heat Exchanger to Oil Tank Vent. '; ....................... 1 XII ID 7(6 AN-H-26 8);2"
7 line-Oil Scavenge Pump to Heat Exchanger-1 st Section ............ 1 1XII OD .049 52S0 14J/s!'
8 line Assembly-Oil in Tank to Engine-2nd Section ................. 1
9 line Assembly-Oil Tank to Crankcase-2nd Section ................ 1
10 line-Oil Scavenge Pump to Heat Exchanger-2nd Section ........... 1 1XII OD .049 52S0
39%/1
11 line Assembly-Oil in Tank to Engine-1 st Section .................. 1
12 line-Oil Tank to Crankcase Vent-3rd Section ..................... 1 1
11
OD .035 52S0
9%11
, 13
line-Oil Vent to Crankcase Vent-1st Section ..................... 1 1
11
OD .035 52S0 15XII
14 line-Oil Tank Scupper Drain ................................. 1 );2"OD .035 52SO 29Y.l"
15 line-Oil Tank Scupper Drain-2nd Section ....................... 1 );2"OD .035 52S0 23
11
COOLING SYSTEM UNITS
l>;IO
;10
m
Zm
VI NO. OVI
-t
REF. NAME REQ.
_-t
;10 ,;10
n
0--
A Filler Cap - - -

- - - - - - - - - - -
- - 1
on
-t - - c..-t
m ."m
C
B Aftercooler Unit
- - - - - - - - - - - - - - - - -
1
C Heat Exchanger -
D Aftercooling System Pump
E Engine Cooling System Pump
F Engine Cooling System Expansion Tank
G Radiator Assembly-Aftercooling and Engine Cooling
COOLING SYSTEM TUBING CHART
NO.
REF. NO. FITTINGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
1 line-Coolant Filler Cap Lower Drain ............................ 1 );2"OD .035 52S0
8);211
2 line-Coolant Filler Cap Upper Drain ..... : ..................... 1 );2"OD .035 52S0 24%"
3 line Coolant Outlet-1 st Section .................
4 Line Assembly-Engine Coolant Expansion Tank to Filler Cap Vent- AN819-4Z 1
6th Section .............................................. 1 AN818-4D 1
5 line-Engine Coolant Engine to Radiator-3rd Section .............. 1 2
11
OD .049 52S0 25%"
Figure 33 J-Cooling System Tubing Chart
Ul
CD
n
='.
o
::I
::5:
;;a
Zm

-;;a
0.(;
0-1
&..m
7'0
lo.)
126-93-172
21
22
24
23
25
I
26
17 16
15
35
36
37
38
5
4
2
Co)
0-
\II
Co)
COOLING SYSTEM TUBING CHART (Cont.)
II'
0- CD
0-
n
-
NO.
c)"
REF. NO. FITTINGS ::s
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
~
6 line-Engine Coolant Expansion Tank to Filler Cap Vent ............. 1 W'OO .032 Copper 15"
7 line-Aftercooler Header Tank Core to Heat Exchanger Vent. ........ 1 )4"00 .032 Copper 15W'
8 line-Coolant System Aftercooler Header to Heat Exchanger Vent ..... 1 W'OO .032 Copper 15%"
9 line-Engine Coolant Expansion Tank to Filler Cap Vent-5th Section .. 1 W'OO .032 Copper 20%"
10 line-Coolant System Heat Exchanger to Aftercooler Pump-l st Section 1 lW'OO .049 52S0 8)4"
11 Line-Coolant System Aftercooler Header Blow-off-l st Section ....... 1 %"00 .035 52S0 19%"
12 line-Coolant System Heat Exchanger to Aftercooler Radiator-
1st Section ............................................... 1 lW'OO .049 52SO 20"
13 line Assembly-Engine Coolant Expansion Tank to Filler Cap Vent- AN819-4Z 1
4th Section .............................................. 1 AN818-40 1
14 .
line-Coolant System Aftercooler Header Blow-off-2nd Section ...... 1 %"00 .035 52S0 10%"
15 line Assembly-Engine Coolant Expansion Tank to Filler Cap Vent- AN819-4Z 2
:J>;lJ
'" m
3rd Section .............................................. 1 AN818-40 2
Zm
en
~
....
'"
16 line Assembly-Engine Coolant Expansion Tank to Filler Cap Vent- AN819-4Z 2
-;lJ
, -
n
o-n
.... 2nd Section .............................................. 1 AN818-40 2
0 ....
m
~
C
AN818-40 2
7'0
l>J
17 line-Engine Coolant Radiator to Engine Pump-2nd Section ......... 1 2" 00 .049 52S0
21/1
AN819-4Z 2
18 line Assembly-Engine Coolant Expansion Tank to Filler Cap Vent-
1st Section ...............................................
19 line-Coolant System Heat Exchanger to Aftercooler Radiator-
4th Section .............................................. 1 1)4/100 .049 52S0 36%/1
20 line Assembly-Engine Coolant Radiator Ooor Actuator Thermometer
Well-5th Section ......................................... 1
21 line-Engine Coolant Expansion Tank Blow-off ..................... 1 Y2/1 00 .035 52S0 70W'
22 line-Coolant System Aftercooler Header to Radiator-4th Section .... 1 1W'OO .049 52S0 37Ya/l
23 line-Engine Coolant Expansion Tank to Radiator Outlet Make-up .... 1 %"00 .035 52S0 18"
24 line Assembly-Engine Coolant Radiator to Engine Pump-l st Section .. 1
25 line-Engine Coolant Expansion Tank to Radiator Outlet Make-up-
1st Section ............................................... 1 %"00 .035 52S0 35)12"
26 line-Coolant line Engine to Expansion Tank Orain .... : ............ 1 %"00 .035 52S0 19W'
27 line Assembly-Coolant System Aftercooler Header to Radiator- AN818-200
3rd Section ............................................. 1 AN819-20Z
28 line Assembly-Coolant System Heat Exchanger to Aftercooler Radiator AN818-20D
-3rd Section ............................................. 1 AN81920D
AN818-32D
29 line Assembly-Engine Coolant Engine to Radiator-5th Section ...... 1 AN819-32Z
AN818-32D
30 line Assembly-Coolant System Radiator to Pump-3rd Section ....... 1 AN819-32Z
31 line Assembly-Coolant System Heat Exchanger to Aftercooler Radiator AN818-20D
-2nd Section ............................................ 1 AN819-20Z
32 line Assembly-Coolant System Aftercooler Header to Radiator- AN818-20D
2nd Section .............................................. 1 AN819-20Z
AN818-32D
33 line Assembly-Engine Coolant Engine to Radiator-4th Section ....... 1 AN819-32Z
AN818-32D
34 line Assembly-Engine Coolant Radiator to Engine Pump-4th Section .. 1 AN819-32Z
35 line-Coolant System Aftercooler Header to Radiator-l st Section ..... 1 1);.(" 00 .049 52SO 25"
36 line Assembly-Coolant System Heat Exchanger to Aftercooler Pump .. .
~ ; o :;0
21Ys"
m
37 line-Engine Coolant Radiator to Engine Pump-5th Section .......... 1 2" 00 .049 52S0
Zm
VI
o ~
:;0
38 line Assembly-Coolant System Aftercooler Pump to Scroll ........... 1
7':;0
n
0--
0 ... ~
m ."m
C
VACUUM INSTRUMENT TUBING CHART
t.Jc
NO.
REF. NO. FITTINGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
line Assembly-Manifold Block to Bank-and-turn Needle Valve- AN819-4Z 2
1st Section ............................................... 1 1.:1"00 .035 52S0 AN818-4D 2
2 line Assembly-Manifold Block to Bank-and-turn Needle Valve- AN818-4D 2
2nd Section ............................................... 1 1.:1" 00 .035 52SO AN819-4Z 2
AN819-10Z 1
AN818-10D 1
AN819-8Z 1
3 line Assembly-Vacuum Manifold Block to Firewall ................ 1 %"00 .042 52S0 21%" AN818-8D 1
AN818-10D 1
4 line A5sembly-Suction Relief Valve to Firewall .................... 1 %" 00 .042 52S0 23" AN819-10Z 1
AN818-10D 1
VI
11l
5 line AsselT)bly-Suction Relief Valve to Vacuum Pump .............. 1 %"00 .042 52S0 451.:1" AN819-10Z 1
n
~
0
AN818-10D 1
::I
Co)
%" 00 51" AN819-10Z 1 ~ 0- 6 line Assembly-Vacuum Pump to Oil Separator .................... 1 .042 52SO
'"
w
0-
011
'"
m
CA
-I
'" n
-I
m
o
----
13
VACUUM AND AIR
FILTER MANIFOLD BLOCK
/
BANK AND TURN
NEEDLE VALVE / I 1
8
3
4 L.- VACUUM RELIEF VALVE
,Q
II
OIL SEPARATOR
6
~
~
Q.,
<., n._ ~ 7 <
Q,/ ,.:"
~ ,_. ,- , ::. , "'"
: ".. - .:. .
126-93-110
CA
C1I
"
...
o'
::I.
~
'"
Zm
o ~
... ",
. -
Oon
0-1
.... m
7'0
~
Figure 332,-Vacuum Instrument Tubing Chart
VACUUM INSTRUMENT TUBING CHART (Cont.)
NO.
REF. NO. FITTINGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FiniNG REQ.
7 line Assembly-Instrument Air Filter to Air Filter Manifold Block- AN818-8D
1st Section ......................................... " ..... 1 X/IOD .042 52S0 AN819-8Z
8 line Assembly-Instrument Air Filter to Air Filter Manifold Block- AN818-8D
2nd Section .............................................. 1 X"OD .042 52S0 AN819-8Z
9 Hose Assembly-Instrument Flexible .. '........................... 4 Flexible
10 Hose Assembly-Instrument Flexible ............................. 1 Flexible
11 Hose Assembly-Instrument Flexible ............................. 1 Flexible
12 Hose Assembly .............................................
13 Hose Assembly-Instrument Flexible ............................. 2 Flexible
14 Hose Assembly .............................................. 2
AIRSPEED INSTRUMENT TUBING CHART
;la
REF. NO.
;la
m Zm
Ul
NO. LOCATION NO. FITTINGS
o ~
;la
REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
-;la
n
o.n
~
AN818-4D 2
o ~
m
-m
0 .
line Assembly-Airspeed Head to Pressure Drain-1 st Section ........ 1 ~ I O D , .035 52SO 12%" AN819-4Z 2
7'0
loo)
AN818-4D 2
2 line Assembly-Airspeed Head to Pressure Drain-2nd Section ....... 1 ~ O D .035 52SO 79" AN819-4Z 2
AN818-4D 2
3 line Assembly-Airspeed Head to Pressure Drain-3rd Section ........ 1 ~ O D .035 52S0 80%/1 AN819-4Z 2
AN818-4D 2
4 line Assembly-Airspeed Pressure Drain to Indicator-1st Section ...... 1 W'OD .035 52SO 58%" AN819-4Z 2
AN818-4D 2
5 line Assembly-Airspeed Pressure Drain to Indicator-2nd Section .... 1 ~ O D .035 5250 24" AN819-4Z 2
AN818-4D 2
6 line Assembly-Airspeed Pressure Drain to Indicator-3rd Section ..... 1 ~ O D .035 5250 24%" AN819-4Z 2
AN818-4D 2
7 line Assembly-Airspeed Indicator to Static Drain-1st Section ....... 1 ~ O D .035 5250 21W' AN819-4Z 2
AN818-4D 2
Ul
~
8 line Assembly-Airspeed Indicator to Static Drain-2nd Section ...... ~ I O D
n
1 .035 5250 22" AN819-4Z 2
...
o'
AN818-4D 2
:I
Coo)
:S 0- 9 line Assembly-Airspeed Indicator to Static Drain-3rd Section ....... 1 ~ O D .035 5250 59K6" AN819-4Z 2
-0
Col
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o
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m
~
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~
o
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I
STATIC HEADS /
)
ALTIMETER
RATE- OF-CLIMB
INDICATOR
7 PRESSURE L1NE_
6 STATIC LINE ---:
STATIC LINE SUMP
PRESSURE LINE SUMP
2
TYPE 6-2 PITOT HEAD
Figure 333-Airspeed Instrument Tubing Chart
)
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CD
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ir
::s
<
14 I ::
15
~ ; 1 6
~ 1 7
, AIRSPEED STATIC
BLOCK ASSEMBLY
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.;lO
0--
0
0
c..-l
..,m
...,0
12e-93- 16'
)
~
AIRSPEED INSTRUMENT TUBING CHART (Cont.)
NO.
REF. NO. FITTINGS
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
AN818-4D 2
10 Line Assembly-Airspeed Drain Tee to Static Port Tee-2nd Section .... 1 .035 5250 98%" AN819-4Z 2
AN818-4D 2
11 Line Assembly-Airspeed Static Port Tee to Right Static Port .......... 1 .035 5250 29%" AN819-4Z 2
AN818-4D 2
12 Line Assembly-Airspeed Static Port Tee to left Static Port ............ 1 .035 5250 29W' AN819-4Z 2
2
13 Line Assembly-Static Drain Tee to Static Port Tee-l st Section ....... 1 .035 5250 9X" AN819-4Z 2
14 Hose Assembly-Instrument Flexible ............................. 1 WID 18"
15 Hose Assembly-Instrument Flexible .............. : .............. 1 10 14"
,
16 Hose Assembly-Instrument Flexible ................... ......... 1 14"
17 Hose Assembly-Instrument Flexible ............................. 1 14"
ENGINE INSTRUMENT TUBING CHART
NO. .;111
;III
REF. NO. FITTINGS
m Zm
VI
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.

;III
1 Hose Assembly-Instrument Flexible ............................. 1 10 Flexible
-;III
(; 14" 0.(;

Hose Assembly-Instrument Flexible .............................

1//1

m
2 1 10 Flexible 14"

0
/'4
7'0
3 Hose Assembly-Instrument Flexible ............................. 1 X" 10 Flexible 14"

4 Hose Assembly-Instrument Flexible ............................. 1 10 Flexible 14"
AN818-2D 2
5 Line Assembly-Fuel Pressure Indicator to Firewall .................. 1 X" 00 .035 5250 24%" AN819-2Z 2
AN8184D 2
6 Line Assembly-Oil Pressure Indicator to Firewall ................... 1 .035 5250 23W' AN819-4Z 2
7 Flexible Hose Assembly ....................................... 1 X" 10 Flexible 20"
8 Flexible Hose Assembly ....................................... 1 10 Flexible 20"
AN818-2D 2
9 Line Assembly-Fuel Pressure-Firewall to Transmitter ................ 1 X" 00 .035 5250 35" AN819-2Z 2
AN818-4D 2
10 Line Assembly-Oil Pressure-Firewall to Engine ................... 1 W' 00 .035 5250 30W AN819-4Z 2
11 Hose Assembly .............................................. 1 10 Flexible low Pressure 14"
12 Hose Assembly .............................................. 1 10 Flexible low Pressure 28"
VI
CD
Hose Assembly ..............................................
...
13 1 10 Flexible low Pressure 20"
-
ii"
AN818-4D 2
::::I
Co)
14 Line Assembly-Manifold Pressure-Firewall to Flexible Connection .... 1 WOO .035 5250 28" AN819-4Z 2
/ TACHOMETER
COOLANT TEMPERATURE BULB
Co)
~
~
;0
m
VI
-I
;0
n
-I
m
C
TACHOMETER GENERATOR ,
14
"-
-
CARBURETOR AIR
TEMPERATURE BULB
AN FUEL PRESSURE TRANSMITTER
MANIFOLD PRESSURE
PURGE VALVE ,
DUAL THERMOMETER
OIL PRESSURE j
FUEL
4
./ ENGINE GAGE
, MANIFOLD PRESSURE
...............
A
--
DETAIL
(ROTATED 90)
12693190
~
CD
n
-o
:l
~
;0
Zm
o ~
"';0
~
.... m
7'e
~
Figure 334-Engine Instrument Tubing Chart
&II
III
n
-o
:::I
<
:;a
Zm

-:;a
0-
0
0 ....
"'m
7'0
Io-J
FILLER VALVE
IU-t3-lfl
10
LOW PRESSURE OXYGEN CYLINDERS
TYPE F-2 (3 REO.)

----
11
CHECK VALVE
STYLE "c" (3 REO.)
ygen System Tubing Chart
12
Figure 335-0x
REGULATOR-------
TYPE A-14 (OR A-12)
OXYGEN
13
18
OXYGEN PRESSURE
GAGE -----------,
:;a
m
&II
-I
2!!
n
I 14---
o
Co)
""l
Co)
Co)
OXYGEN SYSTEM TUBING CHART
III
'I It
NO.
n
-
REF. NO. FITTINGS ir
NO. LOCATION REQ. DIA. GAGE MATERIAL LENGTH FITTING REQ.
::J
44A25450 2

line Assembly-Oxygen Left Tee to Center Tee Filler ................ 1 .035 5250 13" AN818-50 2
44A25450 2
2 line Assembly-Oxygen Right Cyinder to Center Tee Filler ........... 1 00 .035 5250 16%" AN818-50 2
44A25450 2
3 line Assembly-Oxygen Center Cylinder to Center Tee Filler .......... 1 00 .035 5250 117.1" AN818-50 2
44A25450 2
4 line Assembly-Oxygen Left Cylinder to Tee Filler .................. 1 00 .035 5250 17%" AN818-50 2
44A25450 2
5 line Assembly-Oxygen Left Cylinder to Union Supply.............. 1 00 .035 5250 AN818-50 2
44A25450 2
6 line Assembly-Oxygen Right Cylinder to Check Valve Supply ........ 1 .035 5250 3Ya" AN818-50 2
44A25450 2
7 line Assembly-Oxygen Check Valve to Union Right Supply.......... 1 00 .035 5250 12%" AN818-50 2
44A25450 2

8 line Assembly-Oxygen Center Cylinder to Check Valve Supply ...... 1 00 .035 5250 AN818-50 2 :la
m
44A25450 2
Zm
CIl o III
-4
line Assembly-Oxygen Filler Valve to Left Tee .................... 1 .035 5250 AN818-50
_-4

9 2
,:la
0.-
n
44A25450 2
on
-4 c..-4
m
.line Assembly-Oxygen Union to Right Ell Supply.................. 22%"
."m
0 10 1 .035 5250 AN818-50 2
,0

44A25450 2
11 line Assembly-Oxygen Union to Left Ell Supply.................... 1 00 .035 5250 22%" AN818-50 2
44A25450 2
12 line Assembly-Oxygen Elbow to Union Left Supply ................ 1 00 .035 5250 44X" AN818-50 2
44A25450 2
13 line Assembly-Oxygen Forward Check Valve to Union Left Supply .... 1 00 .035 5250 317.1" AN818-50 2
44A25450 2
14 line Assembly-Fuselage Oxygen Check Valve to Tee Supply......... 1 .035 5250 13X" AN818-50 2
15 line Assembly-Fuselage Oxygen Forward Check Valve to Ell Right 44A25450 2
Supply ................................................... 1 .035 5250 AN818-50 2
44A25450 2
16 line Assembly-Fuselage Oxygen Regulator to Blinker Gage ......... 1 00 .035 5250 AN818-5D 2
44A25450 2
17 line Assembly-Fuselage Oxygen Demand Regulator to Tee Pressure .. 1 00 .035 5250 137.1" AN818-50 2
44A25450 2
18 line Assembly-Fuselage Oxygen Supply Tee to Pressure Gage ....... 1 00 .035 5250 7%" AN818-5D 2
Flexible
19 Tube Assembly-Oxygen Mask to Regulator ...................... 1 1W'OO Rubber 6'
RESTRICTED
AN Ol-60JF-2
Section IX
CHARTS AND TABLES
Section IX
Paragraph 1
1. BOLTS, SCREWS, AND NUTS.
a. TYPES.-Structural bolts and screws are made from
steel alloys which comply with the strength requirements
of Specification No. AN-B-3. Plain nuts are manufactured
to conform with Specification No. AN-N-2, while self-
locking nuts conform to Specification AN-N-5."pimension
specifications meet AN and NA standards. Generally, only
the AN3, 4, and 5 type bolts are required for assembly
of pans. The type of nuts used varies with the particu-
lar application, generally including the regular self-lock-
ing hexagonal, basket anchor, corner. anchor, and gang
channel. The self-locking hexagonal nu't can be used in oil
or gasoline, but it should not be used in the control systems
where the bolt would be subject to rotation. For tempera-
tures up to 121C (250 F), the standard (fiber type) self-
locking nut may be used. Installations where temperatures
are between 121 C (250F) and 232C (450F) may utilize
the Boots Mfg. Co. "Rol-Top" nut, while i ~ r tempera-
tures than 232C (450F) necessitate the use of the "Hy-
Temp" type nut with metallic insert. The minimum hexa-
gonal nut height is limited only by the strength requirements
of the specification. Gang channels should not be used in
tension applications. The Boots nuts in the gang channel
may be readily snapped in or out of the channel. For blind
anchoring, the basket anchor nut is useful because it elimi-
nates accurate jigging of holes. The corner anchor nut has a
tendency to bend thinner gage sheet stock below .040 inch.
The standard two-lug anchor nuts should be used wherever
possible.
b. STANDARD HOLES FOR BOLTS AND SCREWS.
-The following chart specifies the hole sizes for the ap-
plication of the various sizes of bolts.
CLEARANCE DRILL + .0005 COUNTERSINK FOR
SIZE DIA.
DRILL REAM -.001 7S6 SCREW
No. 6 .138
No. 27 (.144 ) 100 x .281-in. diam.
No. 8 .164 No. 18 (.1695) 100 x .331-in. diam.
No. 10 .189
No. 10 (.1935) .190 100 x .384-in. diam.
or AN3
No. 14 (.182 )
AN4 .250
F. (.257 )
C (.242)
AN5
.3125 . O. (.316 ) N (.302)
c. FITTING OF BOLTS AND SCREWS.-All bolt holes
should be the smallest consistent with design, and all bolts
must be suitably locked. It is advisable to drill the hole
undersize and ream for a close fit. Bolt holts must not be
oversized or elongated. A bolt in an oversized or an elan-
L(LENGTH OF WRENCH IN INCHES) X P(PI/LL IN POI/NOS)' T(INCH-POI/NOS TOROI/E)
gated hole takes none of the applied shear load until the
metal it is holding in shear has slipped enough, and the
remaining baIts sheared enough, to allow the bearing sur-
face to come in contact with the bolt. (See figure 337.) The
shearing action is a definite failure in these bolts and they
Figure 336-Use 01 Bolt Torque Wrench Figure 337-Bolted Joint With Oversize Hole
RESTRICTED 375
Section IX
Paragraphs 1-2
RESTRICTED
AN 01-60JF-2
are nQ longer capable of carrying their design loads. In
some cases of oversized or elongated holes, it is permissible
to drill or ream the hole until large enough to permit the
insertion of the next size larger bolt. However, before re-
sorting to this method, obtain permission from an author-
ized engineering officer. When in doubt, it is advisable to
replace the fitting which contains the oversized hole with
one in which the holes are the proper size. To make a bolt
installation structurally sound, bolt threads must never bear
in any part of a fitting. All bolt holes must be normal to
the surface involved and must provide complete bearing
surface to the head and shank of the bolt. Also any bolt
entering an anchor nut must be free enough to engage the
threads in the nut by hand manipulation. Bolt threads must
cut completely through the locking device of self-locking
nuts. The bolts must be sufficiently tight, but too much twist
on the wrench is to be avoided. The inch-pounds twist re-
quired should be within a certain range for the bolt diameter
used. The following chart specifies the twist required. Inch-
pounds is obtained by multiplying the pull by the wrench
length or by the use of a torque wrench which is calibrated
in inch-pounds. (See figure 336.)
d. TORQUE LIMITS
TORQUE LIMITS
BOLT SIZE
8-32
10-32
);.1-28
~ 6 4
%-24
K6-20
X-20
Yi'"6-18
%-18
%-16
Ys-14
1-14
1Ya-12
1:%(-12
(In.-Lbs.)
12-15
20-25
50-70
100-140
160-190
450-500
480-690
800-1000
1100-1300
2300-2500
2500-3000
3700-5500
5000-7000
9000-11,000
Tension Type Nut
AN365 and AN310
(Ft.-Lbs.)
1-1);.1
1%-2
4);.1-6
8-12
13-16
37-41
40-57
66-83
91-110
190-208
208-250
308-483
415-580
750-910
Shear Type Nut
AN320
(In.-Lbs.)
7-9
12-15
30-40
60-85
95-110
270-300
290-410
480-600
660-780
1300-1500
1500-1800
*2200-3300
*3000-4200
*5400-6600
(Ft.-Lbs.)
%-%
I-I:%(
2X-3
5-7
8-9
20-25
30-35
40-50
55-65
110-125
125-150
183-283
250-350
450-550
e. PROCEDURE FOR TIGHTENING SCREWS.-For
the proper tightening of aircraft screws, the limits given in
chart d. must be observed.
(1) Excessive tightening will overstress the screw,
causing distortion or stripping of the thread. Insufficient
tightening results in insecure fastening.
(2) The torque to be applied with a hand screw-
driver of proper size to fit the screw in question falls within
the specified limits. However, when screws are applied by
means of a speed wrench or power screwdriver, care should
be taken that the tool is adjusted to slip at the minimum
Values calculated by extrapolation.
torque specified. When screws cannot be seated by a power
screwdriver adjusted to the given minimum torque, the
screw shall be driven home by a hand screwdriver. In the
case of round or brazier head screws, when one side of the
head fails to come flush with the adjoining material, a
maximum tolerance of .004 inch can be permitted, provided
the number of screws affected does not exceed 10 percent
of the total and provided the screws are not adjacent to,
each other.
2. ARMY, NAVY, COMMERCIAL, AND BRITISH
EQUIVALENTS.
This information is contained in figure 338.
376 RESTRICTED
RESTRICTED
AN Ol-60JF2
ARMY, NAVY, COMMERCIAL
and
BRITISH EQUIVALENTS
Section IX
ITIM
Shock Strut Fluid
lubricating Grease
Wheel Bearing Grease
Hydraulic Fluid
Fuel
Oil
Coolant
Oxygen System Thread
Compound
Machine Gun lubricant
Machine Gun lubricant
(for preservation pur-
poses only)
Instrument Thread
Compound
Aircraft Instrument Oil
U. S. SPEC.
AN-VV-0-366
AN-G-3
AAF3560 Medium
AN-W-0-366
AN-F-28, Grade 130
AN-0-5, Grade 1100p
or AN-VV-0-446,
Grade 11 00 or 1120
Ethylene Glycol
(AN-E-2) with NaMBT
added. See T.O.
24-25-1A
AN-C-86
AXS-777
AXS-674
AN-C-53
AN-O-6
COMMERCIAL EQUIVALENTS
Infava Servo Fluid
, Socony Vacuum Mobilfluid H.F.
Penola Beacon M285
(ntava Grease C,
Socony Vacuum PD433B
Penola WS-491
Esso Ethyl Aviation Gasoline,
Grade 130
Intava Red Band
Esso Aviation Oil, Grade 100
Carbide and Carbon Chemicals
Corp.-Ethylene Glycol
Rector Well Equipment Co.-
Rectorseal No. 15
Standard Oil of New Jersey
WS-466
(ntava (U. S. AC3590)
(ntava Utility Oil
Intava Servo Fluid
BRITISH SPEC.
DTD 44C
DTD577
DTD 419 Medium
DTD 585
DTD 472B
Ethylene Glycol
DTD 344A
Proprietary Grade
(AQUADAG)
DTD 44D
DTD 392
DTD 44C
Figure 338-Army, Navy, Commerci"al, and British Equivalents for Commonly Used
Materials
RESTRICTED 377
Section X RESTRICTED
AN Ol60JF2
Section X
\ SERVICE INSPECTION
Power Plant-General
Cockpit and Cabins
Flight Control Mechanism
Movable Surfaces
Fixed Surfaces
Fuel Tanks
Tailor Nose Gear
Landing Gear (Main Alighting Gear)
Wheels and Brakes
Hydraulic System
Fuselage, Hull and Floats
Oxygen Equipment
Night Flying Equipment
Airplane-General
Navigation Instruments
Batteries
Index to Inspections
The inspections outlined in this section are arranged to correspond with column headings on Army Air Forces Form 41B, which
are as follows:
Bombing
Gunnery
Tow Target
Chemical
Communications
Photographic
Navigation
Engine Controls
Engine Instruments
Ignition and Electrical
Fuel System
Oil System
Cooling System
Engine Valves
Manifolds and Superchargers
Propellers and Accessories
Introduction
The following inspection and maintenance requirements are minimum. If, because of local conditions, peculiarities of equip-
ment, or abnormal usage, the described inspection and maintenance requirements are insufficient to secure satisfactory mainte-
nance, local authority should not hesitate to increase the scope and frequency of inspections. The inspection periods are fully
defined in the Visual Inspection Manual, T.O. No. 00-20A.
Inspection periods established for AAF and Navy service organizations are not identical. For that reason, inspection periods
specified in this section in terms of hours consist of two figures (as "25-30 Hour Inspections"); the first figure indicates the
AAF period, and the second figure indicates the comparable Navy period.
378
RESTRICTED
RESTRICTED
AN 01-60JF-2
SERVICE INSPECTION
Section X
BEFORE STARTING ENGINE
Examine airplane flight report, Form lA. Enter all informa-
tion necessary to complete report. If routine inspections are
due but cannot be made, enter the proper symbols to in-
dicate the omission of the inspections.
BOMBING
BEFORE TAKE-OFF
(With Bombs Installed)
Make sure sway braces hold bombs securely.
Inspect arming wires for proper installation.
Make sure safety pins are pulled from the bomb fuses.
Make sure bomb rack mechanism is locked.
Bomb safe-selector switch in "OFF."
Bomb arming switch in "OFF."
AFTER FLIGHT
Clean and dry controls and racks.
Make an operational check of the system.
Inspect rack fairing for condition, fit, and security.
Note
No oil or grease is to be used on the bombing
equipment. Clean with dry air under high pressure,
carbon tetrachloride, or kerosene. Do not allow any
tetrachloride or kerosene to get into bomb rack
solenoids.
DAILY
Clean and dry controls and racks.
Make an operational check of the system.
Inspect rack fairing for condition, fit, and security.
BOMBING EQUIPMENT
25-30 Hour Inspedion
Inspect arming units and bomb support hooks for general
condition. Examine for wear, burrs, corrosion and other de-
fects.
Make a complete operational check of bomb rack; remove
and replace defective racks.
Inspect the bomb rack electrical connector plug for proper
soldering of wires. Also make sure the insulator tubing
around the wires is securely held at the plug by the adapter
clamp. Inspect for frayed insulation.
GUNNERY
BEFORE TAKE-tOFF
GUN BAY
Check front and rear gun mounts for security.
Make sure feed and ejection chutes are securely attached and
properly aligned, and that there is no deformation or damage.
Make sure ammunition is properly installed in ammunition
containers, feed chutes, and guns. Make sure the belts are
fastened together.
Make. sure gun covers are securely latched and backplates
are latched and locked.
Make sure that gun heaters are installed properly.
Make sure gun heater and gun firing solenoid electrical con-
nectors are properly installed and safetied.
Make sure master switch is off.
Make sure that guns are properly charged and a round is in
firing chamber.
Check that gun charging handle is correctly stowed.
Make sure that case, link, and gun muzzle openings are
properly covered.
Install and secure ammunition and gun bay access doors.
GUN CAMERA
Inspect gUll camera for general condition and cleanliness.
Make sure gun camera mount is secure and properly safetied.
Make sure that camera lens and filter are secure.
Make sure that overrun control is set for desired overrun.
Check the lens aperture setting.
Check gun camera electrical connection for security and
safetying. Inspect for chafed wire.
Make sure that film magazine is properly inserted into
camera.
Make sure that gun camera lens protector door operates
properly.
GUN SIGHT
Remove protective cover from gun sight.
Check gun sight for security of attachment and proper opera-
tion of gun sight lamps; make sure that spare lamps are in
place.
Make sure that reflector plate, sun filter, and exposed surfaces
of the lenses are clean.
Check for full travel on range control unit.
Turn sight "ON" and check for proper operation of gyros.
AFTER-FLIGHT INSPECTION
Make sure master switch is off.
Check to make sure that guns are not loaded and no ammu-
nition remains in the feed chutes or containers.
Disassemble guns, clean, and check for wear, burrs, and fail-
ure of parts. Oil and reassemble guns and check operation.
Check gun mount structure for cracks or deformation.
Inspect for combat mission damage, and repair.
Make sure that protective cover is installed on gun sight.
Make sure film is removed from gun camera.
Make sure that case, link, and gun muzzle openings are
properly covered.
RESTRICTED 379
SERVICE INSPECTION
Section X
RESTRICTED
AN 01-60JF-2
DAILY INSPECTION
GUN BAY
Check headspace, timing, and oil buffer adjustment of guns.
Make sure bore and chamber of guns are clean.
Check solenoids for proper installation and operation.
Check gun heaters for proper installation and operation.
Inspect blast tubes for security, and check for corrosion and
damage.
Make sure ammunition rollers operate smoothly.
Check ammunition feed and ejection chutes for security of
attachment; inspect for deformity and damaged fittings.
Check safetying of nuts, screws, and bolts.
Install ammunition and gun bay covers.
GUN SIGHT
Make sure gun sight is securely mounted.
Check to make sure that reflector plate, sun filter, and
exposed surfaces of the lenses are clean.
Check that gun sight is operating properly.
Make sure range control system operates smoothly and is
secure.
Make sure protective cover is installed on the sighting head.
GUN CAMERA
Check that camera is clean.
Make sure haze filter is not scratched.
Make sure lens assembly and haze filter are tight.
Check that camera mount is securely attached and that the
adjustment screws are safetied. \
Make sure electrical connection is tight and connector is
safetied.
Check camera for correct operation.
Make sure camera lens protector door operates properly.
25-30 Hour Inspedion
Inspect gun mounts, brackets, and adjacent structures for
cracks, corrosion, and other defects or damage.
Inspect wiring for damaged insulation and broken or poor
connections.
Make a thorough inspection of all guns.
Check that oil buffers are properly filled.
Inspect silica gel container for moisture content.
Inspect gun sight for cracks and other damage.
Check gun sight for loose electrical connection and for con-
densation on lens system.
Inspect gun camera mounting studs, mount, and supporting
structure for cracks or deterioration.
Inspect gun camera lens protector door assembly for de-
feers or frayed cable.
. Check harmonization of the line of sight to the flight path
of the airplane, and of the bore sight adjustment of guns and
gun camera to gun sight.
50-60 Hour Inspection
Remove gun camera and send to nearest repair depot for
checking and overhaul if necessary.
100-120 Hour Inspection
Remove gun sight and send to nearest repaIr depot for
checking and overhaul if necessary.
ROCKET EQUIPMENT
BEFORE TAKE-OFF
Make sure a continuity and stray voltage check has been
accomplished before igniter wires are installed.
Make sure rocket control switches are in "OFF" or "SAFE"
position.
Check that rocket front and rear mounts are properly In-
stalled.
Make sure that no obstructions foul the front mount launch-
ing slot or the rear mount latch mechanism.
Check that rockets are firmly held in front and rear mounts.
Make sure that shorting clips have been removed and that
the igniter wires have been plugged into their receptacles.
If MK149 fuses are used, make sure nose fuse cap and
clamp assemblies are not corroded.
Make sure arming wires are correctly installed.
Make sure that 3 to 4 inches of arming wire is extending
in front of the Fahnestock clip.
Make sure that safety wires are removed from rocket fuses.
AFTER-FLIGHT INSPECTION
Make sure rocket switches are in "OFF" or "SAFE" position.
Make sure that igniter wires are disconnected from recep-
tacles of rockets not fired.
Make sure safety wires are reinstalled on fuses of rockets not
fired.
Inspect for combat mission damage, and repair.
Inspect that sheared wire is cleared from shear hole of rocket
support latch.
Make sure rocket mounts are free from grease, mud, sand,
etc.
DAILY INSPECTION
Inspect front and rear mount assemblies for burrs, cracks,
and other defects.
Make sure mounts are secure, that launching slots in from
mounts are not obstruered, and that release latches operate
freely.
Make a continuity check.
Make a stray voltage check.
380 RESTRICTED
RESTRICTED
AN 01-60JF-2
SERVICE INSPECTION
Section X
Make sure that fuse arming solenoids operate properly.
Make sure the ball catches of the fuse arming solenoids are
not scratched or damaged.
25-30 Hour Inspection
Inspect rocket rack wiring for frayed insulation and defective
soldering.
Make sure igniter wire cutters are sharp.
Inspect igniter wire receptacle for any defects.
Make sure shear holes at latch assembly are not enlarged.
Make sure rocket support latches are not cracked or defective.
Inspec.t arming solenoid mounting structure for cracks or
corrOSIOn.
50-60 Hour Inspection
Check projector release control for proper lubrication.
COMMUNICATIONS
PREFLIGHT INSPECTION
Make a thorough visual check of the radio antenna, bearing
in mind that the slightest nick in the antenna wire may
result in a break during flight. '
Make sure inertia switch is properly set before plugging
in IFF radio destruction lines immediately before flight.
Make sure the radio receiving equipment is in proper ad-
justment by tuning in a station within the radio's frequency
range.
Make operational check of transmitters by calling airport
tower and asking for frequency check.
Determine that output of transmitters is maximum.
Make sure transmitter is properly tuned to antenna.
AFTER FLIGHT
Examine airplane flight report Form lA, for indicated mal-
functioning or defects of communications equipment.
DAILY INSPECTION
Check radio receiving equipment for proper adjustment by
tuning in a station within the frequency range of the radio.
Make operational check of transmitters by calling airport
tower and asking for frequency check.
Determine that output of transmitter is maximum.
Make sure transmitter is properly tuned to antenna.
25-30 Hour Inspection
Inspect all equipment for security of mounting and condi-
tion.
Check wiring for frayed insulation.
50-60 Hour Inspection
Thoroughly inspect the entire system to make sure each
metal part is adequately bonded, all electrical parts are prop-
erly shielded and bonded, and each rubbing or vibrating
metal contact has been eliminated by the required insulation,
shielding, or bonding.
With an air hose or bellows, blow away accumulated dust
and dirt from all units in the radio system.
Note
Use only carbon tetrachloride (U.S. Army Speci-
fication No. 4-503-110) to clean radio equipment.
Test all the tubes and check for operating characteristics.
Replace tubes if necessary.
Examine all plugs for condition, cleanliness, and security of
attachment. Make sure all tubes are seated securely in their
sockets.
Check all circuit breakers.
Check antenna wire for security of attachment and for proper
tension.
Check frequency range and proper operation of the trans-
mitters.
100-120 Hour Inspection
Check dynamotor brushes for length, and make sure there
are no broken pigtail leads. Replace if necessary.
Inspect dynamotor commutators for cleanliness and wear.
SOO-Hour Inspection
Check bearings of dynamotors for lubrication. Normally
these bearings will require lubrication only after 1000 hours;
however, as miscellaneous lubrication must be done at this
period, a check of these bearings should be made. Use only
high-temperature, ball-bearing grease such as Grade 295,
AAF Specification No. 3560.
ENGINE CONTROLS
PREFLIGHT INSPECTION
Check engine controls for full travel, ease of operation, and
correct spring-back.
Make sure the throttle and propeller friction lock operates
correctly.
Make sure the safety wire across the war emergency throttle
position has not been broken.
DAILY INSPECTION
\.
Inspect all engine control assemblies for proper functioning,
operating range, tightness, safetying, and general condition.
RESTRICTED 381
SERVICE INSPECTION
Section X
RESTRICTED
AN Ol60JF2
,25-30 Hour Inspection
Inspect entire control installation from control levers in
cockpit through all rods, bel1cranks, cables, pulleys, and
support brackets. Inspect for full travel and proper adjust-
ment. Check against lost motion, bent rods, or frayed cables.
Controls should operate with uniform friction throughout
the full operating range. Clean and lubricate all moving con-
nections. Make sure the carburetor air control cable locks are
properly tightened.
ENGINE INSTRUMENTS
PREFLIGHT INSPECTION
Check engine instruments for proper operation.
Clean instrument coverglasses.
50-60 Hour Inspection
Inspect tachometer generatOr for tightness of electrical con-
nections and security of mounting.
Run the indicator at various speeds to make sure the ta-
chometer pointer is not sticking. The difference in indication
between readings taken before and after light tapping should
not exceed plus or minus 15 rpm.
Inspect all engine instruments, instrument lines, and capil-
laries for security, tightness of all connections (including
electrical connections where used), and condition of all
bonding. Inspect for wear caused by vibration or chafing.
Inspect all engine instruments for discolored or chipped in-
strument limit markings. Make sure engine instrument op-
erating limit markings are correct. Align the radial index
line on the coverglasses with the lines on the frame. Cement
all loose glasses with aircraft instrument sealing compound.
Clean all instrument coverglasses.
IGNITION AND ELECTRICAL
DAILY INSPECTION
Inspect spark plugs for signs of fuel and oil leakage.
Check all wiring harness leads for security.
Inspect wiring harness leads on exhaust side of cylinders for
burns from exhaust leakage.
Check spark plug blast tubes and inlet for obstructions.
Check left and right magneto connections.
Check booster coil housing for security of connections.
With ignition switch "OFF" and external power source re-
moved, turn battery-disconnect switch "ON" and listen for
the plainly audible tOne of the compass inverter. If the in-
verter operates, the battery-disconnect solenoid is closed.
Make operational check of the position and recognition
lights, and all other electrical equipment.
Check pitOt tube heating unit for operation.
Check tachometer generatOr mounting and lead for security.
Examine firewall electrical plugs for security.
Visually check reverse-current relay and voltage regulator
housing for security.
Make an operational check of the coolant radiator air flap
actuatOr by moving the manual position switch in the cockpit
to maximum "OPEN" (with engine cold). Then place the
switch in "AUTO"; the flap should fully close. Again open
flap, using "OPEN" position of switch. Then place switch in
"CLOSED" position. Flap should return to full closed position.
Make sure that all electrical wiring and mounting brackets
are in proper condition.
When night flying is intended, refer to "Night Flying Equip-
ment."
Inspect generatOr, starter, switches, coils, solenoids, and mag-
netos for cracked housings or flanges. Make sure the housing
bolts are tight and safetied.
Check booster coil operation.
Check operation of microswitches in the landing gear warn
ing system.
2530 Hour Inspection
Check spark plug gaps. Recommended gap setting IS .016
(+.002/-.001) inch.
Inspect and lubricate magneto bearings.
Check ignition shielding conduit anchorages for security, and
flexible conduit nuts for tightness. Loose wiring harness
joints or connections may cause serious radio interference.
Inspect the spark plug cable connector insulators for cracks,
burns, or other damage; also inspect cable contact spring re-
tainer assembly for freedom of movement and make sure-
that springs are not broken. A broken spring will cause
burring at the point between the retainer and spark plug
center electrode. Make sure that the 1000 to 1200-ohm re-
sistor is in place and in good condition.
Check ignition ground and booster coil connections.
Check length of generator brushes, check brushes for any
signs of commutatOr wear.
Inspect all starter, booster coil, and starter relay wiring for
security of ground connections, anchorage of lines, tightness
of connections, condition of insulation, safetying and se-
curity of plugs.
Make sure landing light assembly and electrical connections
are securely mounted.
Check operation of landing light.
Make sure that all electrical boxes are clean, dry, and securely
mounted, all spare light bulbs are serviceable and the correct
type, and that all wiring connections are secure to plugs,
switches, sockets, and terminal blocks.
Make sure that all lamp coverglasses are clean, secure, and
undamaged.
Operate the engine at various manifold pressures and con-
stant speed, and make sure actuator controls are operating
properly when the cockpit control switch is set in the
"AUTO," "OPEN," and "CLOSE" positions.
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SERVICE INSPECTION
Section X
50-60 Hour Inspection
Check magnetos for damaged cams, damaged cam lubricator
pads, weak or broken breaker arm springs, worn or loose cams
or cam bearings. Inspect for security of mounting. Check for
excessive lubrication, but lubricate if necessary.
Inspect magneto breaker contacts, and adjust if necessary.
Inspect all electrical connections and leads for security of
ground connections, anchorage of lines, tightness of connec-
tions, condition of insulation, safetying and security of plugs.
Inspect all switches, rheostats, warning lights, relays, and
solenoids for condition, security of mounting and connec-
tions, and proper operation. Make sure there are no worn or
pitted contacts.
Inspect oil dilution and fuel primer solenoid for correct
operation. Check the units for cleanliness, security, and gen-
eral condition.
Remove the window strap on generator and inspect for ex-
cessive arcing, dirty or loose connections, condition of ter-
minals, and worn or binding brushes. Check the unit for
security of mounting.
Clean and tighten all connections to the generator and replace
any defective wiring. Brushes should be replaced before their
maximum wear limit is reached in order to ensure proper
operation until the next 50-hour inspection period. If the
airplane is used in high-altitude flying, the brushes must be
thoroughly checked.
Inspect generator commutator for excessive wear; if worn
excessively, replace the generator.
If oil is found in the generator, remove it, clean thoroughly,
and check engine oil seal for leakage. Tighten and safety all
loose generator mounting screws.
Inspect all lamp bulbs for discoloration, and make sure fila-
ments are intact.
Inspect pitot tube heater for correct operation, security, and
general condition. .
Inspect voltage regulator and reverse-current relay switch for
security of mounting and cleanliness. Check for excessive
arcing.
Inspect voltage regulator and relay switch contacts for gen-
eral condition and cleanliness. Usually dirt can be removed
by inserting a piece of clean paper between the contacts,
pressing contacts together, and pulling paper out. Do not
leave paper lint between the contacts, as this will reduce the
voltage. Snapping contacts open and closed may help to re-
move lint.
CAUTION
When inspecting or cleaning the contacts, the bat-
tery-starter switch must be "OFF." If an external
source of power is being used, remove it from the
airplane.
Check voltage regulator for a 28-volt setting with no load,
and check reverse-current relay for a closing voltage of be-
tween 26 to 26.5 volts.
Check actuator motor brushes and commutator for wear. Re-
place brushes if worn to %2-inch minimum. Inspect relay
and thermostat contacts for cleanliness. If necessary, remove
actuator for cleaning of oil or foreign matter from the
contacts.
CAUTION
Do not use sandpaper or emery cloth when dressing
down the thermostat contacts. Use a fine burnish-
ing tool or a fine file. The thermostat contacts
should be left untouched unless it is absolutely
necessary to <;lean rhem.
Inspect all switches and solenoids for proper condition and
security of mounting and connections. Check for worn or
pitted contacts.
Inspect booster coil for security of mounting. Check opera-
tion of booster coil. Excessive spark or a greenish spark ac-
companied by smoke indicates a defective or improperly
adjusted coil.
Remove window strap on the motor of the starter and inspect
motor for loose connections and worn or binding brushes.
Replace worn brushes immediately.
Polish rough or dirty commutator with No. 0000 sandpaper,
keeping sand and metal particles from motor ball bearings.
Thoroughly clean commutator, removing all sand and metal
particles. If commutator is burned, rough, or scored to such
an extent that it cannot be properly conditioned, the starter
motor should be replaced.
100-120 Hour Inspection
Replace all spark plugs with new or reconditioned plugs of
an approved type.
Check wiring harness cables for proper functioning, using
high-voltage tester.
Inspect magnetos, and replace cam felt lubricating pad.
Check r ~ k e r arm spring tension (desired load is 29 to 36
ounces).
Check magneto breaker points for pitting.
Check ignition booster coil for operation.
200240 Hour Inspection
Remove scoop actuator unit for servicing of thermostat or
relay contacts. Check for correct adjustment of points.
300-360 Hour Inspection
Remove the generator from the engine and check the friction
(of rotation) of the generator rotor. If it is not possible to
turn the rotor drive key with the fingers, the generator should
be overhauled. No lubrication of generator is necessary since
the ball bearings are permanently lubricated and sealed
before assembly.
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AN 01-60JF-2
FUEL SYSTEM
PREFLIGHT INSPECTION
Check quantity of fuel in all tanks. Secure /iller caps. Enter
data on Form lAo
Drain fuel strainer and resafety.
Service drain cocks on all ranks and safety.
Inspect vent lines for freedom from obsrruCtion.
Turn fuel selector valve control handle one complete revolu-
tion, and note whether binding occurs at any point. If bind-
ing is indicated, check the connecting linkage for correct
alignment.
AFTER-FLIGHT INSPECTION
Check fuel quantities in all tanks; replenish if necessary.
Secure filler caps.
Inspect entire fuel system for leakage.
DAILY INSPECTION
Drain fuel strainer and all drain cocks. Safety.
Inspect all fuel lines for leaks, dents, cracks, or wear due to
vibration or chafing. Make sure lines are secure.
Inspect hose clamps for tightness.
Inspect vent lines and vent relief valves for freedom from
obstructions.
Check fuel booster pumps for normal pressure.
Examine fuel seleCtor valve for backlash and security of
mounting.
Inspect carburetor and fuel line connections for fuel leakage,
particularly at drain plugs, passage plugs, and parting sur-
faces between carburetor body and accessory units.
25-30 Hour Inspection
Inspect drain lines for bends, traps, and internal restrictions.
Remove fuel strainer screen and clean with gasoline. Clean
interior of strainer before reinstalling screen.
Inspect for seepage around carburtor fuel insert bushing.
Inspect fuel booster pumps for proper operation and security
of mounting, .and make sure there are no leaks. Check elec-
trical connections.
Check primer for leakage when pressure is applied by booster
pump.
Inspect engine-driven fuel pump for security of mounting
and proper safetying.
Check fuel pressure with engine running: minimum 16
pounds per square inch; maximum 19 pounds per square
inch.
With fuel pressure up, engine compartment cowling and
necessary access doors removed, inspect fuel lines for leaks
and cracks, particularly at sharp bends.
Note
Leaks are usually detected on fuel lines by presence
of stains caused by the' dye used in aviation gaso-
line.
Make sure connections are not leaking, chafing, or cutting
lines. Examine clamps for proper location and tightness.
50-60 Hour Inspection
. , .
Inspect fuel selector valve controls for g n ~ r l condition and
security. Inspect for excessive backlash or drag. Make sure
connections to the ranks correspond to dial markings.
Inspect fuel vent relief valves for general condition and
proper operation.
Inspect wing tank interconnector fittings to make sure that
they are tight and that the check valves are working properly.
Remove and clean special vent plug on engine-driven fuel
pump relief valve housing. Remove valve assembly and in-
spect for foreign matter. Check by-pass valve for obstruction.
100-120 Hour Inspection
Inspect line, hose, and clamps inside right wing tank bay for
general condition and security.
Remove fuel gage transmitters from tanks and inspect rods
and gears for damage or deterioration.
Remove booster pumps and clean the screens. Inspect
booster pump brushes for excessive wear.
OIL SYSTEM
PREFLIGHT INSPECTION
Check oil level in tank. Secure filler cap. Replace access door.
Enter data on Form 1A.
Inspect oil pressure relief valve unit for security and safety,
and check that there are no leaks.
Inspect Air Maze filter for leaks.
AFTER-FLIGHT INSPECTION
Check oil level; replenish if necessary. Secure filler cap and
access door.
Check entire oil system for obvious leakage.
If war emergency power has been used during flight, make
the following engine inspections before releasing the air-
plane for further flight:
Remove and inspect Air Maze oil filter for metal particles.
Remove oil drain plugs and check oil for metal particles.
Remove and inspect scavenge pump screens.
DAILY INSPECTION
Check oil level; replenish if necessary. Secure filler cap and
access door.
Make sure filler cap overflow line is secure.
Inspect all oil lines for leaks at connections, for wear due to
chafing or vibration, and for dents or cracks.
384 RESTRICTED
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SERVICE INSPECTION
Section X
Make sure scavenge pump screen caps are properly installed
and safetied.
Inspect Air Maze filter for leaks and proper safetying.
Make sure oil tank and line drain plugs are secure and oil
thermometer bulb is properly installed.
Check oil pressure relief valve unit for security and safety,
and inspect for leakage.
Inspect oil tank and heat exchanger for secure installation
and connections. Make sure thermostatic valve is securely
installed.
25-30 Hour Inspection
n ~ p e t all oil lines for cracks, dents, kinks, and deterioration.
Make sure lines are secure and not touching any part of the
airplane in a manner likely to result in wear.
Inspect rubber hose connections for cracks or deterioration.
Make sure hose clamps are properly spaced and adjusted.
Examine oil tank and heat exchanger for security of mount-
ing and evidence of leakage.
Remove head assembly from Air Maze filter and clean filter
packs. Clean interior of housing before reinstalling head
assembly.
Remove and clean scavenge pump screens.
Inspect all fittings, valves, flanges, and oil and scavenge
pumps for security and evidence of leakage.
Engine Change
Drain oil system.
Disconnect necessary lines, remove hose connections, and in-
spect for foreign matter. Flush and clean system thoroughly
with kerosene (Federal Specification No. VV-K-211).
Remove the two end covers, the top plate, and the sump from
the bottom of the tank to clean out sludge. Flush tank thor-
oughly with kerosene until all traces of foreign matter have
been eliminated.
If, because of engine failure, metal particles are in the oil
system, remove and thoroughly clean the tank. Replace the
heat exchanger.
Remove and clean the Air Maze filter. Clean filter again fol-
lowing first 5 hours of flying after engine change.
COOLING SYSTEM
PREFLIGHT INSPECTION
Check quantity of coolant in engine cooling and aftercooling
systems. Secure filler caps and replace access doors. Enter on
Form IA.
AFTER-FLIGHT INSPECTION
Check quantity of coolant in both systems; replenish if neces-
sary. Secure filler caps and replace access doors.
Check both cooling systems for obvious leakage.
DAILY INSPECTION
Check coolant level in both systems; replenish if necessary.
Secure filler caps and access doors.
Inspect drain plugs, drain valve, and access doors for proper
installation and safetying.
Check rubber seals on coolant lines at firewall for condition
and security.
Check all lines for security and then inspect for wear, de-
terioration, or evidence of leakage.
Inspect the engine cooling system expansion tank and relief
valve, and the aftercooling system header tank and relief
valve for condition, security, and leakage.
Make sure coolant thermometer bulb and outlet flap actu-
ator bulb are securely installed.
Make sure radiator is securely installed and bonded. Inspect
radiator for clogging.
Operate radiator air control in open, close, and automatic
positions.
Examine cylinder blocks and heads for leakage of coolant.
25-30 Hour Inspection
Inspect expansion tank and header tank for leakage and
security of mounting.
Inspect all lines for wear and deterioration. Make sure lines
are secure and not touching any part of the airplane in a
manner that might result in wear.
Inspect all hose connections for deterioration. Examine hose
clamps for tightness and proper edge distance.
Inspect scoop for cleanliness and security of attachment.
Make sure scoop actuating linkage is properly attached and
is adjusted for full operation.
Grease engine cooling system pump with Keystone No. 84
(medium), Specification No. AN-G-5 grease.
CAUTION
Do not use graphite grease.
50-60 Hour Inspection
Inspect radiator for security, and examine the attaching bolts
for proper tension and safetying.
Inspect coolant pumps for security of attachment. If there
is excessive leakage, replace packing.
Inspect actuator capillary bulb for security. ,Make sure there
are no sharp kinks in line from bulb to thermostatic control
valve.
Test coolant for correct percentage of water and glycol in-
hibited with NaMBT.
100-120 Hour Inspection
Drain and flush cooling systems.
CAUTION
Do not leave systems empty. Fill immediately.
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385
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Section X
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AN 01-60JF2
ENGINE VALVES
100-120 Hour Inspection
Completely inspect and adjust the engine valve mechanism.
Check valve stems against excessive wear at et;ds and loose-
ness of guides.
Make sure that valve springs are not broken or fractured and
make sure valve retainers and keepers are secure.
Check valves for proper clearances.Inspect ball end of tappets
and face of rocker arm pad for abnormal wear. Replace
tappet if ball end is worn, rough, or pitted. Make sure that
locknut on each tappet screw is securely tightened.
Inspect rocker cam pad bearing surfaces for condition. If
chromium plating is flaked or worn through, replace rocker
and inspect related camshaft for "pick-up" metal, which
should be removed with a fine stone.
Make sure valve operating mechanism surfaces are well
lubricated, as judged by oil leakage from bearing.
Inspect cylinder head coveq for condition, and use new
gaskets when installing. Tighten cover retaining nuts to
65-75 inch-pounds torque.
25 Hours After Engine Change
Make a complete detailed inspection and adjustment of the
valve mechanism, checking condition of valve springs and
cylinder head cover gasket.
MANIFOLDS AND SUPERCHARGERS
DAILY INSPECTION
Make external inspection of supercharger and wheel case.
25-30 Hour Inspection
At first 25-hour inspection, tighten center manifold exten-
sion gland nuts.
Inspect supercharger casings and elbow for cracks and evi-
dence of failure.
PROPELLERS AND ACCESSORIES
PREFLIGHT INSPECTION
At the time of engine warm-up, the propeller operation
should be checked as follows: With the propeller control at
full "INCREASE RPM," set the throttle control to give 2300
rpm; then move the propeller control back to give a 300
. rpm drop, and then forward to full "INCREASE RPM."
DAILY INSPECTION
Check for any indication of grease or fluid leaks and de-
termine the source.
Check blades for nicks, scratches, or other damage. If a flaw
or crack is suspected, carefully examine the questionable
area with a magnifying glass. If any doubt remains, remove
blades for magnetic inspection.
Wipe the blades with clean engine oil.
Check the spinner shell attaching nuts for tightness.
Check the spinner. for dents, cracks, or other damage.
25-30 Hour Inspection
At the end of every 25 hours of flying, or after the airplane
has been idle for one week or more, check the regulator for
proper fluid level. Fluid should be at the level of the filler
plug hole with the filler plug hole in a horizontal position.
Fa! proper operation, the regulator should be half-full of
fluid.
Check the propeller control mechanisn: for ease of operation.
Check the control lever connection for security.
Remove the external filter from the regulator. Clean, replace,
and safety.
Check all external safety wire for tightness and for breaks.
Replace where necessary.
Check the adapter stop block for defects.
50-60 Hour Inspection
Remove the spinner shell, shaft nut lockpin, and the snap
ring; then using a 4-foot bar, check the shaft nut for tight-
ness. The shaft nut should be tightened to 1000 foot-pounds
torque.
Check for deterioration of the identification markings on
both the blades and hub.
Check the hub for proper amount of grease.
1200-Hourlnspection
Remove propeller for overhaul.
Special Inspections
As soon as possible after a propeller strikes, or is struck by
any object, the propeller must be carefully examined for pos-
sible damage. A propeller involved in an accident must not
be used until it is first disassembled and all parts carefully
inspected for damage.
If, for any reason, the propeller is removed from the shaft
prior to the required overhaul inspection, carefully inspect
the propeller hub cone seat, cones, and other attaching parts
for wear, gall, etc. Before reinstallation, all damaged parts
must be repaired or replaced.
POWER PLANT-GENERAL
PREFLIGHT
Inspect engine mount assembly for:
Cracks (particularly at welds).
Correct torque on mou,nting bolts.
Bent or broken structural members.
Scratched or peeled protective coating and presence of rust
in unprotected surfaces.
Loose or missing rivets or bolts and nuts.
General condition and security of attachment of Lord mount
bushings.
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AN 01-60JF-2
SERVICE INSPECTION
Section X
Check quantity of water in water injection system, and re-
plenish if necessary. Secure filler cap. Enter data on Form lAo
Inspect tank vent line for freedom from obstructions.
Check water pump for normal operating pressure.
Turn propeller by hand four or five revolutions before start-
ing engine which has been idle for 2 hours or more.
Make engine run-up inspection. (Refer to "Engine and Ac-
cessories Ground Test" in Operation and Flight Manual,
AN Ol-60JF-1.)
AFTER.FLlGHT INSPECTION
Inspect cylinder blocks and heads, engine coolant pump,
aftercooler, intercooler, and pipe lines and connections for
coolant leaks, particularly at the drain cocks or plugs and at
the transfer tubes between cylinder and cylinder head. The
latter will be visible at the parting line between cylinder
block and cylinder head.
Inspect exhaust manifolds and exhaust stacks for "blown"
flange gaskets, warped or broken flanges, loose or damaged
studs, and loose or missing nuts.
Note
If war emergency power has been used during
flight, make the following inspections before re-
leasing the airplane for further flight:
Remove and inspect engine oil filter and oil drain plugs, and
check for metal particles. .
Remove cylinder covers and check valve clearances. Check
rocker arm bearing bracket studs and valve springs for break-
age. Turn the engine by hand to detect blow-by at the valves.
If war emergency power has been used for an extended
period, replace spark plugs with a new or reconditioned set.
Visually inspect the engine and mount for cracked structures.
Check supercharger inlet for evidence of chafing by the
supercharger impeller. This is usually indicated by peeled or
scorched paint on the supercharger elbow.
Replace the engine if there is erratic operation or malfunc-
tioning that ordinary maintenance cannot remedy.
Note
Any defects noted during this inspeCtion will be
entered under appropriate column number inspec-
tion form. Close coordination between pilot, crew
chief, and engineering officer will be required to
keep an accurate record of the amount of time any
engine has operated at War Emergency Rat-
ing conditions. When 5 hours of such operating
time has accumulated, remove the engine for tear-
down inspeCtion and reconditioning.
DAILY INSPECTION
Inspect engine for evidence of oil throwing, and all oil lines
and connections for leakage and chafing.
When it is definitely known that the airplane will be inop-
erative for more than one day but will be operated within
seven days, turn propeller daily at least four revolutions by
hand.
Check primer lines and connections.
Inspect manifold pressure regulator for security of attach-
ment.
Inspect all water injection system lines for leaks, dents,
cracks, or wear due to vibration or chafing. Make sure lines
are secure. Inspect hose clamps for tightness.
Check external water pump and motor for security of at-
taching supports.
Check tank sump casting bolts and plugs for tightness and
safety.
Check pump motor electrical connections for wear.
Check tank support straps for tightness and proper location,
and condition of padding.
25-30 Hour Illspection
Check all engine accessories for security of attachment.
Remove water injection system tank sump and clean strainer.
Check electrical connections and motor brushes for excessive
wear.
With water pressure up, inspect tank sump and water lines
for leaks, and system for proper operating pressure.
Check engine idling.
Check engine breather system for free venting.
Check air scoop attachment studs and elbow nuts for tight.
ness. Check condition of flexible joint.
50-60 Hour Inspection
Drain all oil from manifold pressure regulator by removing
the two plugs from the underside of the housing. Apply
grease (Specification No. AN-G-3) to all moving parts inside
the linkage chamber and to lubricator fittings on the out-
board end of shafts.
Remove and clean air scoop sections and clean throttle
throat, impact tubes, and boost venturi. Caked dust, oil, and
grime should be soaked with fine gasoline spray and removed
with a rag or round bottle brush.
100-Hour Inspection
Check flexible rubber joint on air scoop for evidence of
deterioration.
150-Hour Inspection
Remove, clean, and inspect the priming jets on the side of
induCtion manifolds, and the jet and filter in the super-
charger elbow. Check the flow of fuel from the primer pump.
After reconnecting the piping, check the priming system for
leaks.
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SERVICE INSPECTION
Section X
RESTRICTED
AN 01-60JF-2
Remove the side and center induction manifolds. Remove
flame traps ar,d clean thoroughly with carbon-removing com-
pound (AAF Specification No. 20025). Inspect for condition
and security of cores in frames. Check against signs of
burning.
Torque cylinder heads.
ENGINE CHANGE
Engine will be changed and overhauled after approximately
400 hours of running time unless malfunction or failure of
an engine part occurs prior to this time.. When an engine is
changed, accomplish all special instructions and maintenance
work prescribed by technical instructions to be done at en-
gine change.
Replace all accessory pumps except those with less than 100
hours service since last overhaul, provided replacement
pumps are available.
Replace engine flexible mount rubber bushings if evidence of
deterioration or wear is noted.
Whenever a new or overhauled engine is installed, ground
test the installation for approximately 30 minutes to check
the operation of the engine, engine instruments, and related
accessories. Do not exceed maximum coolant and oil temper-
atures. Warm-up speed, 1300 rpm. Limit operation at rated
speeds and manifold pressures to short bursts sufficient
only to determine instrument readings and to confirm engine
acceleration. Clean all removable screens. At the completion
of the ground test, flight test for one hour at reduced power.
Clean all removable oil screens at the end of flight test.
Note
At the end of first 150 hours flying time of a new
or overhauled engine, inspect the cylinder block
hold-down nuts for tightness.
COCKPITS AND CABINS
PREFLIGHT INSPECTION
Make sure that canopy slides freely and locks.
Clean entire windshield and sliding canopy and examine
glass for cracks and deep scratches.
Make sure that cockpit enclosure release handle and release
mechanism are not released.
Make sure that the required maps, charts, and lists are in the
map and data cases.
Make sure pilot's check-off list and check list holder are in
the cockpit.
Make sure that all stowed equipment is secure and will ~
interfere with operation of other equipment.
AFTER-FLIGHT INSPECTION
Inspect cockpit and furnishings for cleanliness and general
condition.
Flush pilot's relief tube.
Make sure that pyrotechnic pistol, if installed, is unloaded
and that the required signal cartridges are stowed.
DAILY INSPECTION
Examine entire enclosure canopy for damage.
Clean windshield.
Check operation of sliding canopy and canopy lock.
Make sure flare pistol and cartridges, if applicable to this
model, are in airplane.
Inspect flare pistol shooting access, if provided, for security
of mounting and tightness of cap.
Inspect all instruments for cleanliness, loose or broken cover-
glasses, correct markings, and zero read,ings.
Inspect flooring and canvas cover for security and condition.
Clean floor thoroughly.
Operate cockpit heat, defroster, and cold air controls.
Check seat slide for freedom of operation and locking in
nine positions.
Check seat, safety belt, and shoulder harness installation.
25-30 Hour Inspection
Check sliding canopy emergency release mechanism as
follows:
From within cockpit slowly pull emergency release handle
while a lifting force (at least two men necessary) is applied
on outside of canopy. Carefully note the position of the
handle, when the canopy lifts free of the three trucks on the
enclosure tracks. The handle should pull back at least one
inch more after canopy releases. This check should be made
with the canopy in both the open and closed positions.
Check release mechanism from within cockpit by pulling
handle and apply force to ceiling of canopy to make sure of
proper release.
When reinstalling canopy, make sure it is correctly locked in
position. Lubricate all working parts. Inspect weather strip-
ping around windshield and curved side panels for general
condition and security.
Inspect windshield and curved side panels for condition of
frame and security. Examine all glass and plastic .sheet for
cracks or breaks.
Inspect pilot'S seat for security of attachment, condition and
function of adjusting mechanism, breaks or cracks in the seat
back which could foul parachute or clothing. Check supports
and brackets. Lubricate seat adjustments.
Inspect safety belt and shoulder harness attachments. Ex-
amine fabric and leather parts for cuts or fraying, and the
latching devices for condition and operation. Inspect fittings
and attachment parts for condition and security of fastening.
Check safety belt for date of last weight test. (All belts to be
tested semiannually except Type B-11, which are to be tested
annually.)
Inspect ventilators for condition and proper operation.
Inspect contents of map and data case for completeness.
50-60 Hour Inspection
Inspect the sliding canopy engaging latch assemblies, and
truck and track assemblies for general condition.
388
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AN Ol-60JF2
SERVICE INSPECTION
Section X
FLIGHT CONTROL MECHANISM
PREFLIGHT
Operate all controls and observe for full range of movement,
proper and smooth operation.
DAILY
Operate all flight mechanism and check for full and free
movement, and security.
Remove boot around base of the control stick and check for
condition, cleanliness, and safety.
Remove the access covers, one on the aft right side and three
0n the aft left side, and inspect all cables, pulleys, and fair-
leads for condition and security.
25-30 Hour Inspection
Inspect the control stick for general condition and security
of attachment.
With the surface controls in the neutral position and the trim
tab position indicators on the pedestal at neutral, inspect
the trim tabs for correer alignment with the rudder, ele-
vators, and ailerons.
With the controls in the neutral position, inspect the rudder
for correct alignment with the vertical stabilizer. Check the
ailerons for correct alignment.
Inspect all turnbuckle barrels for cracks and condition of
safetying.
Inspect the flap actuating mechanism and linkage for se-
curity. Make sure locknuts are tight.
Inspect the outboard cable drum assembly of each aileron
for general condition and security.
Inspect the aileron control cables for security of ilttachment
to the drum assemblies.
Inspect the following for general condition and security,
making sure locknuts are tight, routing is correct, and pulleys
move freely:
Left outboard aileron trim tab control drum, chain, and
linkage.
Aileron trim tab cables.
Elevator actuating horn assembly and the cable attachment
links in the rear section.
Elevator control cables.
Elevator trim tab cable drum in the pedestal.
Two elevator trim tab drums in the horizontal stabilizer and
the link{ge to the tabs.
Rudder pedals and attachment bolts.
Rudder balance cable.
Rudder operating sector in the rear seerion and the rod as-
sembly to the rudder.
Rudder control cables.
Rudder trim tab drum and control in the pedestal.
Rudder trim tab drum in the vertical stabilizer and the link-
age to the rudder trim tab.
Adjust the pedals to the different leg positions and make sure
pins drop in correctly at all positions.
Inspect the elevator trim tab control cables for general con-
dition and security. Make sure that the cables are correctly
wound on the drums and that the locking pin is secure. All
turnbuckles and linkage should be inspeered for security.
Inspect all pulleys, rollers, and fairleads for general condition
and security. Make sure all pulleys revolve as the cables move.
Make sure aileron and elevator stops on the control stick
assembly are secure.
Make sure rudder stCJps on the lower rudder hinge bracket
are secure.
Check the cable tensions and lubricate the control mech-
anism.
50-60 Hour Inspection
Inspect all control cables for frayed cables, particularly
around pulleys and fairleads.
MOVABLE SURFACES
PREFLIGHT INSPECTION
Examine elevators, rudder, and trim tabs for freedom of
movement and general condition.
Examine wing flaps, ailerons, and trim tab for freedom of
movement and general condition.
DAILY INSPECTION
Check condition and security of entire metal covering of
wing flaps and ailerons; particularly at hinge points.
Make sure flap rubbing strips clear trailing edge of wing.
Examine trim tabs for general condition and security. Check
safety of hinges.
Examine rudder, elevators, and hinges for general condition
and security.
Check balance weights for security and alignment.
25-30 Hour Inspection
Inspect aileron and elevator bonding attachment fittings,
bearings, and attachment bolts for general condition and
security.
Inspect for excessive play in aileron actuating fork. A maxi
mum of X-inch play at trailing edge of aileron is permissible.
Remove rudder cap and examine bonding, rudder attach-
ment fittings, bearings, and attachment bolts for general
condition and security.
Remove fairing adjacent to elevators and inspect elevator
. attachment fittings, bearings, and attachment bolts for gen-
eral condition and security.
Remove bolts attaching wing flap to wing flap operating
link at each gun bay, and allow wing flap to drop. Inspect
wing flap bonding attachment fittings, bearings, and attach
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389
SERVICE INSPECTION
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ment bolts for proper condition and security. InsPect trim.
tabs and tab hinges for general condition and security.
Examine gaps between all fixed surfaces and all movable
surfaces to make sure that no foreign matter is present.
FIXED SURFACES
PREFLIGHT INSPECTION
Examine upper surface of wing, particularly at leading edge,
for dirt, fuel, oil, or frost.
DAILY INSPECTION
Inspect upper and lower surfaces of wing, horizontal stabi
lizer, and vertical stabilizer for general condition and cleanli-
ness. Examine for cracks, dents, and abrasions.
Examine screws attaching wing tip to wing and adjacent skin
for general condition and security.
Make sure pitOt tube assembly is secure and unobstructed.
If guns have been fired, examine gun compartments for gen-
eral condition. Clean the compartments and inspect for loose
fasteners.
Inspect position lights for condition, and seal.'
Inspect identification lights for loose screws or damaged
glass.
Make sure fuel cap is secure.
Inspect access covers for loose or missing screws.
2530 Hour Inspection
Inspect the bonding, attachment fittings, and attachment
bolts which join the vertical stabilizer and the horizontal
stabilizer to fuselage, for general condition and security.
Inspect wings, horizontal and vertical stabilizers and fair-
ings for cracks, loose rivets, loose screws, corrosion, and gen
eral condition.
Inspect wing-tO-fuselage attachment fittings and attachment
bolts for general condition and security.
50-60 Hour Inspection
Remove all dzus-fastened inspection doors on wing; lower
wing flaps and landing gear doors, and inspecr wing for
loose or pulled rivets, distOrted, cracked or broken ribs and
structural members, security of wing attachment bolts, and
cracks in bolting strip'Or adjacent skin. Remove several bolts
and inspect for elongated bolt holes.
Remove all inspection hole covers, access doors, and fairings.
Inspect the structural members of horizontal and vertical
stabilizers for cracks, corrosion, or other damage.
Inspect flaps for condition of hinges and absence of binding.
100-120 Hour Inspection
Remove wing access covers and clean wing interior. Inspect
for loose rivets, distorted, cracked or broken ribs, deteriora-
tion, and general condition.
FUEL TANKS
PREFLIGHT INSPECTION
Visually inspect all structure surrounding the self-sealing
fuel cells for evidence of fuel leakage.
Inspect fuel tank filler caps for security.
25-30 Hour Inspection
Inspect self-sealing fuel cells for obvious deterioration,
swelling, or leaks.
Visually inspect the tanks through fitting openings and access
doors, using a safety light and mirror. Make sure there are
no raised or blistered areas, loose seams or any other apparent
defects.
200-240 Hour Inspection
(Or Every 30 Days, Whichever Is First)
Completely drain the self-sealing main fuel tanks and the
fuselage tank. Refill tanks and compare the quantity of fuel
required to fill each tank to level of the filler neck with
the original capacity of the cell (indicated on filler cap). If
capacity of the tank is less than 9S percent of the original
capacity, remove the cell and determine the cause of the re-
duced capacity.
Visually inspect tanks, fittings, and connections through all
openings and inspection holes as much as possible without
actually removing tanks from cavities, or removing skin.
12-Month Inspection
Inspect thoroughly the interior of all self-sealing cells for any
indication of failure, such as swollen sealout, loose inner-
liner, weather checking of molded fittings, sluggish or bind-
ing flapper valves. Accomplish this through inspection open-
ings, or if necessary, by the removal of the cells from the
airplane. If evidence of failure is found, repair or replace
each cell so affected.
Pressure testing of cells installed in their respective cavities
is permissible provided access doors and wing skin panels
are properly installed. Use no more than pounds per
square inch.
TAIL OR NOSE GEAR
PREFLIGHT
Inspect tail gear for proper inflation; check for obvious
damage and fluid leaks.
Check tire for correct inflation.
DAILY INSPECTION
Operate tail wheel steering-lock control mechanism to make
sure that tail wheel locks and unlocks properly.
Clean shock strut piston with cloth soaked in hydraulic fluid
or kerosene.
Examine tail wheel shock strut for proper inflation and
proper installation of canvas cover.
Inspect tail gear shock strut for leakage.
Check inflation and condition of tail wheel tire.
Inspect tail wheel and rudder for correct alignment when
both are in locked position.
Inspect tail gear fairing doors for cracks or looseness.
Inspect tail gear locking mechanism.
390
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SERVICE INSPECTION
Section X
25-30 Hour Inspection
Inspect the tail wheel declutching cable and rod linkage
for security and general condition. Lubricate if necessary.
Inspect tail wheel up-lock cable and tail wheel down-lock
cable for security of attachment and general condition. Make
sure turnbuckles are properly secured and safetied.
Inspect the two tail wheel steering cables for general condi-
tion, adjustment, and securiry. Make sure the two retaining
springs are secure. Check cables for 60 (-+- 5) pounds ten-
SIOn.
Inspect tail wheel up-lock and dov,;n-Iock mechanisms for
general condition, freedom of movement, and security of at-
tachment.
Inspect entire tail wheel unit for general condition and
cleanliness.
Lubricate tail wheel unit at the four zerks.
Inspect tail wheel unit pivot bolts and attachment fittings
for general condition and security.
Check relationship of movement of rudder and tail wheel.
With full rudder applied 30 degrees, the tail wheel should
be turned 6 degrees. Check movement in both directions.
Inspect tail wheel retracting linkage for security of attach-
ment.
. Inspect tail wheel doors and operating linkage for general
condition and security.
50-60 Hour Inspection
Check tail gear shock struts for correct fluid level.
Make sure up-lock and down-lock operate efficiently and hold
tail wheel unit securely. Make any necessary cable length
adjustments to assure full and correct movement of the locks.
Check for .012 (-+-.003)-inch clearance between lockpins and
locks.
Operate tail wheel and inspect tail wheel doors. Make sure
turnbuckles are adjusted so doors close completely, but not
too firmly. Make sure turnbuckles are secure and safetied.
Inspect the tail wheel unlocking cable fairleads, pulleys, and
attachments from the pedestal to the tail wheel, for general
condition and security.
With airplane in jacked. position, declutch tail wheel and in-
spect for free movement and full-swiveling action.
Check actuator switches for proper adjustment and opera-
tion for both up and down positions of tail wheel.
LANDING GEAR
PREFLIGHT
Inspect landing gear for proper inflation; check for obvious
damage and fluid leaks.
AFTER-FLIGHT INSPECTION
Check landing gear struts for cleanliness, and general condi-
tion.
DAILY INSPECTION
Lower landing gear fairing doors. Inspect doors for condition,
and hinges for safety. Inspect operating strut and linkage for
safety and condition.
Inspect all landing gear mechanical linkage for condition and
safety.
Inspect main shock strut fairing for security.
Clean shock strut pistons with cloth soaked in hydraulic fluid
or kerosene.
Inspect main landing gear shock strut for proper inflation
and obvious fluid leaks.
25-30 Hour Inspection
Clean side brace, and lubricate at zerk fittings. Inspect for
condition.
Inspect all torque tube linkage for proper adjustment, and
main gear and fairing door up-latches for clearances and se-
curity.
Lubricate main gear trunnion pins at zerk fittings. Inspect
timing valve linkage for general condition, security of at-
tachment, and correct adjustment.
.Examine fairing doors and shock strut fairing for smoothness
of fit and general condition.
50-60 Hour Inspection
Jack airplane and make thorough operational check, measur-
ing for proper clearances on all latches.
With airplane jacked and gearS up, shut off hydraulic pres-
sure and pull emergency down release. Check the control
linkage for condition.
Lubricate landing gear selector control handle at the pedes-
tal.
Check main landing gear shock struts for correct fluid level.
WHEELS AND BRAKES
PREFLIGHT INSPECTION
Check tires for correct inflation.
Inspect brake line swivel assemblies on each main gear for
condition, security, and clearance.
Release and set parking brakes, checking system for evi-
dence of air.
DAILY INSPECTION
Check brakes for proper operation. Make sure right and left
pedal pressures are equal and that there is no indication of air
in the system.
Inspect wheels and tires for visual evidence of damage.
Inspect tires for correct inflation.
Inspect brake lines for condition and evidence of leakage,
with particular attention to the swivel assemblies on main
gear.
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Make sure brake discs are free of oil and grease.
Set and release the parking brakes, observing brake pistons
for proper movement.
2530 Hour Inspection
Inspect the brake master cylinders for leaks, and external
damage.
Inspect connections of parking brake control linkage, and
pedal brake linkage.
Inspect brake system lines for leakage.
Make sure all brake lines are secure and free from chafing,
scratches, or cuts.
Inspect brake discs for cleanliness and dishing.
Check brake plunger packing nuts for torque of 150 inch-
pounds.
Inspect brake linings for wear, to determine whether brake
blocks should be replaced.
Inspect disc keying lugs on wheel rim for tightness and
condition. I
Examine the tires thoroughly; if there are curs, breaks, blis-
ters, or other damage, remove the casing. Examine tire and
tube carefully, and repair or replace in accordance with ap-
plicable technical orders.
If it is known that a tire may have hit projections or re-
ceived unusually heavy use, regardless of external appearance,
remove and examine thoroughly.
Make sure wheel and wheel rim are in good condition. If rim
is corroded, bent, or otherwise damaged, replace or repair
it. - .
100-120 Hour Inspection
Remove wheels and inspect condition of bearing cups.
Inspect inboard bearing felt grease retainer. Replace, if
grease-soaked.
Remove wheel bearings and wash them clean with solvent;
then blowout foreign matter with air. Inspect both sides of
bearings for lateral and radial roughness. Repack the bearings
with grease (AAF Specification No. 3650, medium grade).
Inspect wheels when mounted, for true and free operation.
HYDRAULIC SYSTEM
PREFLIGHT
Inspect all readily accessible hydraulic lines and units for
leakage.
Make sure landing gear control handle is in "NEUTRAL"
DAILY INSPECTION
Check the fluid in the reservoir and replenish if necessary.
Check all hydraulic lines, valves, and struts for security of
mounting and evidence of leakage.
25-30 Hour Inspection
Investigate any excessive leakage of fluid from the operating
struts or valves. Replace packings if necessary.
Examine the l1exible hose and hose connections from the
engine pump for kinks and deterioration.
Check out system for proper operation and adjustment.
Note
Remove pumps for overhaul at each engine change.
This applies even though the pump has been re-
placed between engine overhauls.
FUSELAGE, HULL AND FLOATS
PREFLIGHT INSPECTION
Circle entire airplane to check upper and lower surfaces of
skin for obvious damage, loose access doors, loose cowling,
and loose filler caps.
DAILY INSPECTION
Inspect metal covering of entire fuselage for security of at-
tachment. Examine for cracks, dents, loose rivets, and abra-
sions.
Make sure windshield and windshield cowling are secure.
Check antenna installation.
Make sure radiator air scoop and radiator are free from for-
eign matter.
Make sure fuel cap is properly placed.
Inspect all coverplates on fuselage for loose or missing
screws.
Examine external power receptacle cover for condition and
security.
Make sure dzus fasteners on all inspection plates are tight.
25-30 Hour Inspection
Inspect fuselage for general condition, corrosion, pulled riv-
ets, rupture or distortion indicating failure, and other dam-
age.
50-60 Hour Inspection
Remove all access doors, coverplates, and fairings. Inspect
internal structure of fuselage for cracks, corrosion, or other
damage. .
Inspect the front fuselage to rear fuselage attachment an-
gles, adjacent skin, and attachment bolts for general condi-
tion and security.
Inspect the four engine mount fittings in fuselage just aft of
firewall for security of attachment.
Examine firewall for general condition. Inspect firewall
splice plates and attachment bolts for general condition
and security.
Inspect firewall-to-fuselage attachment screws, bolts, and
adjacent skin, for general condition and security.
Inspect the sliding canopy engaging latch assemblies, truck
and track assemblies for general condition.
Examine engine cowling and formers for general condition,
and the three special dzus stud fittings at the top joint of
the two upper cowl pieces for wear and elongation of stud
fittings.
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SERVICE INSPECTION
Section X
OXYGEN SYSTEM
PREFLIGHT
Prior to every flight during which the use of oxygen is
anticipated, check oxygen pressure and operation of oxygen
system.
AFTER-FLIGHT INSPECTION
If oxygen has been used, check oxygen supply and re-
charge cylinders if necessary. Wash the oxygen mask.
DAILY INSPECTION
Check all line, valve, and fitting connections in the oxygen
system for tightness, and freedom from oil, grease, and dirt.
Make sure cylinders are charged. Recharge if less than
400 pounds per square inch.
Turn the regulator emergency by-pass knob "ON," and check
for flow of oxygen at mask outlet. Turn knob "OFF" after
check.
Check operation of automatic mixture thumb lever.
With auto-mix and emergency knob turned "OFF," de-
press diaphragm (accessible through hole in center of
case) and check for oxygen flow at mask outlet.
Install mask; while breathing into it, check operation of
shutters in blinker flow indicator for various pressures.
Inspect mask for proper fit and operation. Examine for cracks
or breaks.
Make sure connection from the regulator to the tube is
secure, and the rubber gasket is in place.
Loosen the knurled coupling on regulator adjustable elbow;
place the elbow in the desired positil-.1 and tighten the
coupling. Clamp the other end of the tube in a convenient
location.
25-30 Hour Inspection
Recharge cylinders. Then paint line and fitting connections
with soap solution and inspect for leaks. Wipe lines clean,
and dry off soap solution.
Inspect all lines for wear caused by rubbing on structural
members or equipment.
100-120 Hour Inspection
Check pressure gage, using standard bourdon tube type
pressure gage procedure.
500-600 Hour Inspection
Replace regulator; send to depot for overhaul.
NIGHT FLYING EQUIPMENT
DAILY INSPECTION
Check cockpit and fluorescent light for operation.
. Check operation of position lights and the landing light.
Check recognition lights for keying and steady "ON" op-
6,ration.
,
Check (with ultraviolet lens over fluorescent lamps) lumi-
n o ~ markings on instrument dials.
AIRPLANE-GENERAL
HEATING, VENTILATING AND
DEFROSTING SYSTEM
25-30 Hour Inspection
Inspect hot and cold air ducts for security and freedom
from obstructions.
Inspect defroster tubes for security. Make sure there is no
deterioration or foreign matter in defroster outlets.
Make sure that heater control is clean, and check it for
ease of operation.
Inspect all insulation, paying particular attention to the con-
nections in the exhaust line and heated-air line.
Inspect all fuel line connections for leaks.
Inspect proper function of pressure switch by turning the
heater control to high. The solenoid valves should not
operate.
Inspect the heater electrical circuit. The current drain of
the igniter should be from 10 to 12 amperes at 26 to 28
volts.
Check cold air outlet valves for security of attachment and
operation.
50-60 Hour Inspection
Inspect igniter for electrical continuity. Make sure igniter
is free of carbon.
Note
Heater wick and igniter should be replaced approx-
imately every 250 hours.
NAVIGATION INSTRUMENTS
PREFLIGHT INSPECTION
Set clock to operations office time and make sure it is
running.
Set altimeter to station altitude, or as directed by pilot.
Set rate-of-climb indicator to zero. Tap instrument to make
sure pointer is not stuck.
Check all instruments for proper pointer position, loose or
broken coverglasses, moisture in the case, chipped luminous
or operating limit markings, loose dials and pointers, or
other visible defects.
Clean all instrument coverglasses with clean, lint-free cloth.
Remove covers from static plates and pitot head.
DAILY INSPECTION
Make sure that all gyro instruments are uncaged.
Check for compass card and make sure compass face is not
discolored. -
With the compass power supply on, turn the airplane
through 360 degrees. If the indicator does not follow the
transmitter on all headings, check the continuity of the
wiring.
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393
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Section X
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AN 01-60JF-2
Make sure the holes in the static plates and pitot pressure
head are not clogged with dirt or other foreign matter.
25-30 Hour Inspection
Remove and clean the filter element and inlet screen.
50-60 Hour Inspection
Make sure all gyro instruments are uncaged.
Clean gyro air filter.
Note
If airplane is operating in dusty locale, the filter
will require more frequent cleaning.
Inspect all navigation instruments, instrument panels, and in-
strument lines for security, tightness'of all connections (in-
cluding electrical connections), and condition of. all bond-
ing. Check for wear caused by vibration or chafing. Make
sure rubber grommets in good condition are installed where
required.
Inspect shock mounting of pilot's instrument panel for gen-
eral condition, flexibility of mounting, and security.
Inspect airspeed indicator operating limit marking. Make
sure marking is legible. If necessary, remove the old mark-
ing and repaint covetglass. Cement all loose glasses with air-
craft instrument sealing compound.
Remove and clean the air filter.
100-120 Hour Inspection
Inspect vacuum pump for security of mounting.
Clean oil separator with a suitable cleaning fluid. After in-
specting the restriction holes, replace the fittings and exam-
ine for security.
In extreme dusty conditions, check for pressure drop. If
suction gage' on instrument panel indicates below 3.75 in. Hg
at 1000 rpm, the air filter element must be cleaned.
With the compass unit properly connected, the rated power
turned on and the engine running, head the airplane- succes-
sively Magnetic North, East, South, and West. The indi-
cator unit must read the same as the indications noted on
the correction card. If it does not, check the applied volt-
age and frequency which must be 26 volts, 400 cycles.
I' the power supply is functioning properly, compensate
the compass. (If necessary to swing the compass, refer to sec
tion IV, paragraph 19, for instructions.)
300-Hour Inspection
Connect a suction gage to the suction relief valve. With
the engine operating at 1800 rpm, adjust the valve to indicate
4.25 in. Hg on the suction gage.
Disassemble the vacuum relief valve and dean it with gaso-
line. Inspect valve seats and spring tension, and replace
excessiyely worn parts.
500-600 Hour Inspection
Remove the bank-and-turn indicator and send it to the in-
strument shop for overhaul.
BATTERIES
WEEKLY INSPECTION
Check the specific gravity of all cells. Replace the battery
if any specific gravity readings, corrected for temperature,
are below 1.240 or above 1.310. Also replace the battery if
the specific gravity reading of any of the cells varies more
than 20 points.
Inspect battery leads for condition of insulation or loose ter-
minals. Remove any corrosion by brushing with a stiff (not
wire) brush. Wash with a solution of ordinary sodium bi-
carbonate and water (one pound per gallon) to neutralize
any electrolyte remaining on the metal surfaces, and rinse
with water. After drying, apply a thin coat of terminal grease
or vaseline to the metal terminals. Replace any imperfect
lead-plated parts, such as washers or wing nuts, on which
the lead coating is worn or scraped off during the removal
of corrosion. Always keep vent caps in place during cleaning.
Make sure the gas escape holes are clear.
Check the mounting bolts and make sure they are snug
enough to hold the battery securely in place without putting
too much strain on the battery case. Too much pressure may
cause the sealing compound to crack or may warp the con-
tainer in warm weather.
Inspect for leakage of acid resulting from a broken case or
defective sealing. If evidence of leakage is found, replace
the battery. Whenever the battery is removed, clean the
casing. When necessary, recoat casing with acidproof
lacquer (Federal Specification No. 3-168.)
When the airplane is to remain idle for more than one
week, the battery must be removed and stored.
Make sure battery venting tubes are open. Check for secur-
ity of anchorage, and make sure there are no breaks or kinks.
Make sure lines extend beyond the outside skin.
Inspect the sponge in the battery sump for proper condi
tion, and if dry, saturate with a concentrated solution of tri-
sodium phosphate and water.
CAUTION
Use only sufficient solution to saturate the pad, as
excess solution will flow into the vent line when the
airplane is in a vertical or inverted position. Pow-
dered sodium bicarbonate (Stock No. 85-798000,
Class 24) may be obtained from AAF stock.
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UNITED STATES
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Appendix I
UNITED sTATEsBRITlsH GLOSSARY OF
AERONAUTICAL NOMENCLATURE
Appendix I
BRITISH EQUIVALENTS
Accumulator Accumulator or Pressure Reservoir
Air Controls or Cable Controls Flying Controls
Air Duct Interconnecting Sleeve or Trousers
Airspeed Head or Pitot Tube Pressure Head
Automatic Pilot, Gyro Pilot, Mechanical Pilot, or Robot Pilot Automatic Pilot, Automatic Control, or George
Battery, Storage Storage Battery or Accumulator
Calibrated Speed ' Indicated Air Speed (A.S.I.)
Ceiling Cloud Height
Center Section or Center Wing Panel. Centre Section or Centre Plane
Check Valve '" '" Check Valve or Non-return Valve
Clevis Clevis, Fork Joint, or Knuckle Joint End
Command Set Pilot Controller Set
Cone, Split...................................................................................... Collet
Cone, Union Nipple
Converter Converter or Motor Generator (A.C to D.C)
Driftmeter or Drift Indicator , Drift Sight
Flare, Signal " Signal Projectile or Signal Star
Gasket Gasket, Joint, or Washer
Horizontal Stabilizer or Stabilizer Tail Plane
Hydraulic Cylinder or Hydraulic Strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Jack
Inspection Window Inspection Port
Inverter Motor Generator (D.C to A.C)
Leading Edge Airfoil or Slat , Slat
Liaison Set General Purpose Set
Lockring or Snap Ring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Circlip
Lock Washer ' Spring Washer
Manifold Pressure. : Boost Pressure or Boost
Manifold Pressure Regulator Boost Control Unit or Automatic Boost Control Unit
Manometer Pressure or Superpressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Super-pressure
Meter,. Drift, or Drift Indicator Drift Sight
Meter, Frequency ............................................................................ Wavemeter
Monkey Wrench " Screw-spanner
Mooring Rings or Mooring Lugs Picketing Rings
Mooring Spindle or Mooring Cone Outrigger Mooring Spindle
Nut, Spanner. '.' Ring Nut
Outer Wing Panel or Outboard Panel. Outer Plane or Outer Main Plane
Pad Accessory Mounting Face
Palnut Locknut (type of)
Panel, Center Wing, or Center Section ' _ Centre Section or Centre Plane
Panel, Outboard, or Outer Wing Panel Outer Plane or Outer Main Plane
Pilot, Automatic, Gyro Pilot, Mechanical Pilot, or Robot Pilot Automatic Pilot, Automatic Control, or George
Pin, Cotter Split Pin
Pitot Tube or Airspeed Head Pressure Head
Rib, Former, or False Rib , Nose Rib
Ring, Lock, or Snap Ring , , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Circlip
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Appendix I
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AN 01-60JF-2
UNITED STATES BRITISH EQUIVALENTS
Rings, Mooring, or Mooring Lugs ; . : ' Picketing Rings
Screw, Cap Set Screw
Screw, Fillister Cheese-headed Screw
Screw, Flat Head : t Countersunk-head Screw
Seal, Valve , Jam Pot Cover
Setscrew or Headless Setscrew ; Grub Screw
Shield or Screen (ignition) Ignition Harness or Screening
Signal Flare Signal Projectile or Signal Star
Slat or Leading Edge Airfoil. Slat
Snap Ring or Lockring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Circlip
Socket Wrench Box Spanner
Spanner Nut Ring Nut
Speed, Calibrated Indicated Air-speed (A.s.I.)
Split Cone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Collet
Stabilizer or Horizontal Stabilizer Tail Plane
Stack : Pipe (single)
Storage Battery Storage Battery or Accumulator
Strut, Oleo, or Air-Oil Strut Compression Leg, Shock Absorber Leg, or Oleo Leg
Supercharger, Reciprocating-type Piston-type Supercharger
Superpressure or Manometer Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Super-pressure
Tachometer Tachometer, Engine Speed Indicator, Revolution Indicator, or
Rev. Counter
Tube (radio) Valve
Union Cone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Nipple
Valve < Valve or Cock
Valve, Jettison, Dump Valve, or Emergency Fuel-release Valve Jettison Valve
Valve Seal " ' , Jam Pot Cover
Washer, Lock Spring Washer
Weight, Empty, or Dead Load Tare Weight or Tare
Weight, Fixed Power Plant. Gross Dry-weight
Windshield " Windscreen
Wing Main Plane
Wires, Fairing Circumferential Outer-cover Wires
Wrench, Monkey ' " Screw-Spanner
Wrench, Socket Box Spanner
BRITISH-UNITED STATES GLOSSARY OF
AERONAUTICAL NOMENCLATURE
BRITISH UNITED STATES EQUIVALENTS
Accessory Mounting Face. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Pad
Automatic Pilot, Automatic Control, or George Automatic Pilot, Gyro Pilot, Mechanical Pilot, or Robot Pilot
Boost Control Unit or Automatic Boost Control Unit Manifold Pressure Regulator
Boost Pressure or Boost Manifold Pressure
Box Spanner........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Socket Wrench
Centre Section or Centre Plane Center Section or Center Wing Panel
Check Valve or Non-return Valve Check Valve
Cheese-headed Screw Screw, Fillister
Circlip Snap Ring or Lockring
Circumferential Outer-cover Wires: Wires, Fairing
Clevis, Fork Joint, or Knuckle Joint End Clevis
Cloud Height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Ceiling
Collet Split Cone
396 RESTRICTED
BRITISH
RESTRICTED
AN Ol-60JF-2
Appendix I
UNITED STATES EQUIVALENTS
Compression Leg, Shock Absorber Leg, or Oleo Leg Strut, Oleo, or Air-Oil Strut
Converter or Motor Generator (A.C. to D.C) 0 0 0 Converter
Countersunk-head Screw 0 0 0 o' 0 0 0 0 Screw, Flat Head
Drift Sight .. 0 Driftmeter or Drift Indicator
Gasket, Joint, or Washer 0 0 0 Gasket
General Purpose Set " ' . . . . . . . 0 Liaison Set
Gross Dry-weight ....................................... ' 0 Weight, Fixed Power Plant
Grub Screw 0 0 0 Setscrew or Headless Setscrew
Ignition Harness or' Screening ' , Shield or Screen (ignition)
Indicated Air Speed (A.S.I.) : Calibrated Speed
Interconnecting Sleeve or Trousers 0 0 Air Duct
Jack , Hydraulic Cylinder or Hydraulic Strut
Jam Pot Cover 0 .' 0" 0 0 '.' Valve Seal
Jettison Valve 0 , Valve, Jettison, Dump Valve, or Emergency Fuel Release Valve
Locknut 0 0 0 0 0 0 0 0 0 0 0 0 Palnut
Main Plane ; Wing
Mooring Spindle 0 0 0 0 0 Mooring Spindle or Mooring Cone Outrigger
Motor Generator (DoC to A.C) 0 0 Inverter
Mustang IV000. 0 0 0 0 0 P-51D
Nipple .. 0 0 0 0 0 0 0 o' .. " .- 0.0 0 Union Cone
Nose Rib 0 Rib, Former, or False Rib
Outer Plane or Outer Main Plane 0 Outer Wing Panel or Outboard Panel
Picketing Rings Mooring Rings or Mooring Lugs
Pilot Controller Set ; ," Command Set
Pipe (single) '. '" .. ',' 0 0 0 0 Stack
Piston-type Supercharger , Supercharger, Reciprocating-type
Pressure Head " Airspeed Head or PitOt Tube
Ring Nut ' 0 0 Spanner Nut
Screw-Spanner ' Monkey Wrench
Set Screw ' Screw, Cap
Signal Projectile or Signal Star Signal Flare
Slat Leading Edge Airfoil or Slat
Spring Washer Lock Washer
Storage Battery or Accumulator StOrage Battery
Super-pressure ; Manometer Pressure or Superpressure
Tachometer, Engine Speed Indicator, Revolution Indicator, or Rev. Counter Tachometer
Tail Plane .- Horizontal Stabilizer or Stabilizer
Tare Weight or Tare Weight, Empty, or Dead Load
Valve , 0 Tube (radio)
Valve or Cock ' Valve
Wavemeter : ' Meter, Frequency
Windscreen Windshield
RESTRICTED 397
INDEX
A
Access Facilities, 31, 32, 33
AeronautiCal Nomenclature
U. S. and British equivalents, 395-397
Aftercooling System
see Cooling Systems
Aileron, 55, 58
also see: Airplane, P-51H
Surface Controls
Wing
installing and removing, 59, 60
trim tab, 55, 60
installing and removing, 59, 60
Air Filters
see: Carburetor
Vacuum Instrument System
Air Induction System
see: Carburetor
Coolant Radiator
Air Scoops
see: Carburetor
Coolant Radiator
Airplane, P-51H
leading particulars of, 1
areas, surface, 1
armament, 7
assembly part numbers, main, 2, 2
control surfaces:
ranges of movement, 3
settings, 3
dimensions, principal, 1, 6
engines, 5
landing gear, 3
pictures of:
exploded view, 2
frontispiece, ii
propeller, 5
stations' diagram, 4
tank capacities, 5
Airspeed Instrument System, 192,193
also see Instruments
airspeed indicator, 196
altimeter, 196
instrument panel, 178, 179
pitot head, 194 .
installing and removing, 195,196
pitot heater wiring diagram, 269
rate-of-climb indicator, 196
testing system:
instrument cases, 194, 195
pressure line, 194,194
static pressure line, 193, 194
trouble shooting, 179, 182, 183
tubing charts, 369, 370
Altimeter
see Airspeed Instrument System
Alternating Current Inverter, 240, 244
Ammeter
see Generator System
Ammunition
see Gunnery Equipment
Areas and dimensions, 1, 6
(Page numbers in italics denote illustrations)
398
RESTRICTED
AN Ol60JF2
ALPHABETICAL INDEX
Armament
see: Airplane, P-51H
Bombing Equipment
Gunnery Equipment
Rocket Equipment
Armor Plate Protection, 304
Assemblies
part numbers, 2, 2
Assembling Airplane
uncrating and reassembling, 30
B
Bank-and-Turn Indicator
see Vacuum Instrument System
Battery, 239
charging, 239
installing and removing, 239
specific gravity test, 42, 45
sump pad, replacing, 240
trouble shooting, 236, 237
wiring diagram, 260
Bearings
lubrication requirements, 46
Bolts, Screws and Nuts
bolts and screws:
drilled-head bolt safety require-
ments, 68
fitting, 375
standard hole sizes, 375, 375
screws; tightening, 376
torque limits, 376
torque wrench, use of, 375
types and specifications, 375
Bombing Equipment, 295,298
also see: Gunnery Equipment
Rocket Equipment
bomb arming system, 296, 296
bomb hoist, 335
bomb racks, 296, 298
installing and removing, 296, 298
sway braces, 296, 326, 338
testing, 296
wiring diagram, 27?
bomb release systems:
electrical, 295, 296
mechanical, 295, 297
adjusting, 296, 297
chemical tank igniter system,
296,296
loading bombs or chemical tanks,
333,334
bombs,333,334,336,338 .
chemical tanks, 333, 335, 337
trouble shooting, 295
weather requirements, 295
Booster Coil
see Starting System
Booster Pumps
see Fuel System
Bore Sighting
see Gunnery Equipment
Brake System, 95,95,99
adjusting, 96, 99
brake lines, 99
RESTRICTED
fittings, 99, 101
swivel assembly, 99, 102-103
controls, 95
adjusting, 96, 98, 99, 100
installing brake assembly, 99,104
master brake cylinder, 98, 99
adjusting, 96, 98
parking brake, 39, 96, 98, 99
servicing, 97, 98
trouble shooting, 98
tubing charts, 357,358
weather requirements, 98
British Insignia Colors, 348
C
Cables
also see: Engine Controls
Surface Controls
Camera
see Gun Camera
Camouflage
see Finish Specifications
Carburetor, 138
also see: Fuel System
Ignition System
adjusting, 140
air induction system, 141, 142
air control, 135
air filters, 142, 329
operating principle, 142,143
air temperature indicator, 200, 201
wiring diagram, 271
installing and removing, 140
mixture control, 135
idle mixture adjustment, 138,
140,140
trouble shooting, 138, 139
water injection system, 142,144
operating principle, 143
pressure gage, 206, 250
pump, 247, 250
wiring diagram, 262
Chemical Tanks
see Bombing Equipment
Clock,278,279,205
Cockpit and Cockpit Enclosure
see Pilot's Compartment
Color
see: Finish Specifications
Identification Systems
Communication
see Radio Equipment
Compass System, 195,197
direct-reading compass, 197,197
remote-indicating compass, 195, 197
wiring diagram, 276
swinging the compass, 197-200
compass base, 197,198
correcting chart form AAF57, 199
how to use, 199, 200
leveling the compass, 198
procedure, 198, 197-199
trouble shooting, 180, 183
Con'trols
see: Engine Controls
Surface Contl'ols
also see particular assembly
Coolant Radiator, 172,172
also see: Cooling Systems
Oil System
Servicing Airplane
air inlet scoop, 53, 173
installing and removing, 52,53
air outlet flap, 53
actuator, 250,252
adjusting, 247, 255
calibrating, 252,253
installing, 253
removing, 250
wiring diagrams, 251,263
baffle, 173, 329
installing and removing, 53, 54
Coolant Radiator
installing and removing, 172,173
testing, 172
Cooling Systems, 170,171
also see: Airplane, P-51H
Coolant Radiator
Oil System
Servicing Airplane
aftercooling system, 171, 177,178
header tank, 178
pump, 178
coolant temperature indicator,
200,201
wiring diagram, 271
engine cooling system, 171,176
expansion tank, 171,'176, 176
installing and removing,
176,177
testing, 176
flushing, 177
pump, 176
trouble shooting, 170
tubing charts, 364,365,366-367
Covers, 326,328
Cowling
see "Engine"
D
Datum. Points, 39
Defrosting System, 329, 331
Dimensions and Areas, 1
Directional Gyro
see Vacuum Instrument System
Dorsal Fin, 61,66
also see Empennage
Dual Temperature Indicator
see Engine Instruments System
, Dust Excluder Assembly, 326,328
Dynamotors
see Radio Equipment
E
Electrical System, 234
also see,' Battery
Coolant Radiator
Fuel System
Generator System
Ignition System
Instruments
Lighting System
Oil System
Starting System
Supercharger
Warning Systems
Wiring Diagrams
(Page numbers in italics denote illustrations)
RESTRICTED
AN Ol-60JF-2
alternating current inverter,
240, 244
electrical indicators, 256
electrical symbol chart, 259
engine electrical equipment, 245-250
equipment, location of,234, 235, 240
external power socket, 245, 245
wiring diagram, 260
trouble shooting, 236-239
war emergency power schematic
diagram, 247
wiring identification, 236
Elevator, 64,65
also see: Airplane, P-51H
Empennage
Horizontal Stabilizer
Surface Controls
installing and removing, 64, 65
trim tabs, 65, 6.5
installing and removing, 65, 66
Emergency Equipment
see,' Miscellaneous Equipment
Special Tools and Equipment
Empennage, 60, 61
also see,' Airplane, P-51H
Dorsal Fin
Elevator
Horizontal Stabilizer
Rudder
Vertical Stabilizer
bonding, installing, 62, 65
hoisting, 33
Engine, 109
also see: Airplane, P-51H
Carburetor
Cooling Systems
Engine Controls
Engine Instruments
Fuel System
Ignition System
Oil System
Propeller
Starting System
accessory drives, 119,120
accessory units, 119
covers, 32.5,326, 328
cowling, 108,109
desert operation, 115
engine electrical equipment, 245-250
exhaust stacks, 115
covers, 326,328
gear ratios and direction of
rotation, 120
hoisting, 33, 37
installing, 115, 116
lubrication requirements, 46
mount, 106, 106
installing, 109, 115, 116
Lord mount assemblies, 107,109
removing, 109, 114
trouble shooting, 109
removing, 114
run-up, initial, 118
preparation for, 117
trouble shooting, 110-113
weather requirements, cold, 113
Engine Controls, 135,136
adjusting, 135 .
automatic engine control,
Simmonds, 137
installing and removing, 137, 138
operating principle, 137
trouble shooting, 137
carburetor air control, 135
control quadrant, 135
installing and removing, 135
RESTRICTED
INDEX
mixture control, 135
propeller governor control, 135
supercharger control, 137
throttle control, 135
Engine Instrument System, 200, 201
also see Instruments
dual temperature indicator, 200, 201
wiring diagram, 271
engine gage, 200, 201
wiring diagram, 264
instrument panel, 178, 179
manifold pressure indicator, 201,205
tachometer, 201,205
wiring diagram, 265
trouble shooting, 180-182, 184
tubing charts, 371, 372
Equipment
see,' Miscellaneous Equipment
Special Tools and Equipment
also see particular assembly
Equivalents, U. S. and British
aeronautical nomenclature, 395-397
fluid specifications, 377
lubricant specifications, 377
Erection Procedure
see Shipment and Erection
F
Filters
see: Carburetor
Oil System
Radio Equipment
Vacuum Instrument System
Finish Specifications, 343
British insignia colors, 348
color scheme chart:
exterior surfaces, 347
interior surfaces, 347
protective treatment chart:
aluminum and aluminum alloys,
343
copper and copper alloys, 344
general finishes, 344
magnesium and magnesium
alloys, 345
steel,345
textiles, 346
wood,346
Firewall,51
installing engine and mount to,
115,116
removing engine and mount from,
114 .
Fluid Specification Equivalents, 377
Fuel System, 1,52,153
also see: Airplane, P-51H
Carburetor
Servicing Airplane
engine primer system, 162, 245
wiring diagram, 261
fuel pressure:
filling system, 202, 203
indicator,201,202
wiring diagram, 264
fuel pumps:
booster pumps, 161,254,255
installing and removing,
158-159,161
wiring diagram, 264
engine-driven pump, 162
installing and removing, 162
fuel selector valve, 160, 161
installing and removing, 161
fuel strainer, 162
399
INDEX
fuel tanks:
droppable tanks, 157
installing, 160, 161
removing, 157
fuel level indicators, 178,179,205
calibrating, 204, 205, 206
wiring diagram, 265
fuselage tanks, 157, 160
installing and removing, 157,
158-159
testing, 157
wing tanks, 156, 156
installing and removing,
154-155,157
testing, 157
trouble shooting, 152, 156
tubing charts, 358',359,360-362
weather requirements, 156
Furnishings
see Miscellaneous Equipment
Fuselage, 51
also see.' Airplane, P-51H
Pilot's Compartment
hoisting, 31, 35 ,
installing and removing, 51, 54, 56
main section, 51
firewall, 51
rear section, 54, 54
miscellaneous furnishings, 322,
324, 326
G
Gages
see Instruments
also see particular assembly
Generatoi" System, 240
ammeter, 205
'generator, 235, 241
brushes, 241,241
flashing generator field, 242
installing and removing, 241
trouble shooting, 237
wiring diagram, 260
voltage regulator, 240,242
adjusting, 242,243
stability test, 242, 243
reverse-current relay, 243,244
adjusting, 244
trouble shooting, 237, 239
Ground Handling, 31, 35
also see: Lubrication
Servicing Airplane
Special Tools and Equip-
ment
Storing Airplane
Starting System
access facilities, 31, 32, 33
hoisting, 31, 33,35 '
kits,31,38
slings, 34-37
jacking, 35, 39
kits, 31, 38
tail stand, 33,39
leveling airplane, 31, 39
mooring, 40, 40
emergency procedure, 40
kit, 39, 39 J
tie-down provisions, 39
parking brakes, 39
plumb bob points, 39
surface control lock, 39, 41
tie-down provisions, 39
towing, 40, 40
Gun Camera, 311, 312, 326
installing and removing, 311,
311, 312
loading, 332
(Page numbers in italics denote illustrations)
400
RESTRICTED
AN Ol-60JF-2
overrun control, 312,312
wiring diagram, 274
Gunnery Equipment, 299, 303,304
also see: Bombing Equipment
Gun Camera
Rocket Equipment
ammunition, loading, 332,334
loading chart, 332
armor plate protection, 304
gun heaters, 311
installing and removing, 311
wiring diagram, 273
gun sight, 312,313,314
installing and removing, 313, 314
reticle image coordination,
314,314
voltage regulator, 314
wiring diagram, 275
guns, 308, 308
equipping, 308, 309
firing speed adjustment, 311
headspace adjustment, 308
installing and removing, 308,
310,311
timing, 308
wiring diagram, gun solenoid, 272
harmonizing, 302,305
bore sighting, 307, 307
construction target, 302,305
gun sighting ch;lrt, 303, 306
leveling airplane, 302, 304, 305
leveling lugs, 31
trouble shooting, 299-302
weather requirements, 302
Gyro Horizon Indicator, 188,193
see Vacuum Instrument System
H
Handling and Maintenance
see: Ground Handling
, Lubrication
Servicing Airplane
Special Tools and Equipment
Harmonization
see Gunnery Equipment
Heat Exchanger
see Oil System
Heating and Ventilating, 258, 329, 331
heater assembly, 330
control switch, 330
installing and removing, 330
wiring diagram, 267
operating principle, 329
static test, 330
trouble shooting, 329-330
weather requirements, 330
Heat-treated Parts, 341
material code, 341
part numbers and strength, 341'
Hoisting, 31, 33, 35, 39 ,
also see Special Tools and Equipment
bomb hoist, 335
hoisting kits, 31,38,326
hoisting slings, 34-37, 335
Horizontal Stabilizer, 63, 65
also see: Airplane,P-51H
Empennage
installing and removing, 63,65
tips, 63, 65
Hydraulic System, 206,207
also sef!: Brake System
Landing Gear Hydraulic
System
RESTRICTED
Servicing Airplane
Wing Flap Hydraulic
System
check valves, 232,234
disconnect couplings, 233, 234
fluid reseFvoir, 211, 214
assembling and installing, 211, 215
removing and disassembling, 211
parts of:
cleaning, inspecting, lubricating,
209
power system, 210, 212-213
operation of, 210
pressure gage, 206
pressure switch, 215,215
installing and removing, 215
pressure warning signal, 258
wiring diagram, 270
pumps:
engine-driven, 210, 211
hand pump, 218, 329
relief valve, 215, 215
installing and removing, 218
struts, assembling, 209
testing, 208
locating leaks, 208
pressure tests, 208, 209
trouble shooting, 206
tubing charts, 352, 353-356
installing tubing, 210
units of system:
assembling, 209
location of, 207
removing and disassembling, 209
testing, 210
valves, assembling, 210
weather requirements, 208
I
Identification Systems
British insignia colors, 348
electrical symbol chart, :&59
heat-treated parts material code, 341
tubing identification, 349, 351
wiring identification code, 236
Ignition System, 145
also see: Carburetor
Starting System
magnetos, 145,147
spark plugs, 147
connectors, 146,147
installing, 148
trouble shooting, 145, 146
wiring diagram, 261
Indicators
see Instruments
also see particuiar assembly
Inspection, 378-394
access facilities, 31, 32, 33
ailerons, 389
airplane-general, 393
airspeed instrument system, 393
Army Air Forces Form 41B:
inspection index, 378
batteries, 394
bombing and bombing equipment,
379
brakes and wheels, 391
clock,393
cockpits and cabins, 388
communications, 381
compasses, 393
controls, flight, 389
cooling systems, 385
defrosting system, 393
electrical system, 382
elevators, 389
engine,3S6
..-:.
engine controls, 381
engine instruments, 382
engine valves, 386
fixed surfaces, 390
flight control mechanism, 389
Form 41B, AAF:
inspection index, 378
fuel system, 384
fuel tanks, 390
fuselage, hull and floats, 392
gun camera, 379, 380
gunnery, 379
heating and ventilating, 393
horizontal stabilizer, 390
hull,392
hydraulic system, 392
ignition and electrical, 382
inspection index, AAF Form 41B, 378
landing gear, 391
lighting system, 393
manifolds and superchargers, 386
movable surfaces, 389
navigation instruments, 393
night flying equipment, 393
oil system, 384
oxygen system, 393
pilot's compartment, 388
power plant-general, 386
propellers and accessories, 386
radio equipment, 381
rocket equipment, 380
rudders, 389
skin, 392
supercharger, 386
tail gear, 390
trim tabs, 389
vacuum instrument system, 393
ventilating and heating, 393
vertical stabilizer, 390
wheels and brakes, 391
wings, 390
wing flaps, 389
Instruments, 178,179,186
also see: Airspeed Instrument
System
Carburetor
Compass System
Engine Instrument System
Electrical System
Fuel System
Hydraulic System
Oil System
Oxygen System
Tubes and Tubing Charts
Vacuum Instrument System
ammeter, 205
clock, 278,279, 205
electrical indicators, 256
installing and removing, 185,185
instrument panel, 178, 179
removing, 185, 187
schematic diagram of system, 186
trouble shooting, 179-185
Inverter, Alternating Current, 240, 244
J
Jacking, 35, 39
also see Special Tools and Equipment
jacking kits, 31,38,326
tail stand, 33, 39
K
Kits, Tool
see Special Tools and Equipment
(Page numbers in italics denote illustrations)
RESTRICTED
AN 01-60JF-2
L
Landing Gear, 83
also see: Airplane, P-51H
Brake System
Landing Gear Hydraulic
System
Wheels and Tires
access doors, 55, 55
control system, 84, 85,90
emergency down mechanism, 84, 86
main gear, 84
actuating linkage, adjusting, 84, 86
fairing doors, 55, 58, 90, 92
installing and removing, 87, 89
special tools, 87
shock strut, 87, 87
fairing, installing, 89, 92
filling and inflating, 87, 88
fluid specification, 87
up-locks, 88, 88
tail gear, 92
actuating mechanism, 93
adjusting, 93, 94
down-lock, 94
adjusting, 94, 95
fairing doors, 55, 58, 95
installing and removing, 91, 92
shock strut, 92, 93
filling and inflating, 93
tail wheel steering mechanism, 94
adjusting, 92, 94 .
up-Iock,95. .
adjusting, 93, 95
trouble shooting, 83, 84
warning system, 256
adjusting horn, 258
adjusting switches, 256, 257, 257
wiring diagram, 270
weather-requirements, 84
Landing Gear Hydraulic System,
216-217,218
also see: Brake. System
Hydraulic System
controlvalve,221,222
adjusting linkage, 218,219,220
assembling and ihstalling, 221, 223
removing and disassembling, 221
fairing door operating strut, 223,224
adjusting linkage, 218, 219
assembling and installing, 224
removing and disassembling, 223
operating strut, 223, 223
assembling and installing, 223
removing and disassembling, 223
operation of system:
checking, 221
extension, 218
retraction, 218
tail wheel operating strut, 224, 225
assembling and installing, 224, 225
removing and disassembling, 224
tail wheel restrictor valve, 224,225
trouble shooting, 206
Leveling Airplane, 302, 304, 305
leveling lugs, 31
Lighting System
cockpit lights, 256
instrument lights, 256
landing light, 256
location of lights, 234, 235
position lights, 256
recognition lights, 256
spare lamps, 256
wiring diagrams:
cockpit spotlight, 266
fluorescent light, 271
landing light, 269
RESTRICTED
INDEX
position lights, 266
recognition lights, 266
Loading
see: Bombing Equipment
Gun Camera
Gunnery Equipment
Rocket Equipment
Shipment and Erection
Lubrication, 46, 47
also see Servicing Airplane
check chart, 47
lubricant specification equivalents,
377
notes on:
bearing surfaces, 46
dynamotors, 48
engine, 46
landing wheels, 46
propeller, 46
sealed bearings, 46
zerk fittings, 46
procedure, 46
M
Magnetic Compass
see Compass System
Magnetos
. see Ignition System
Manifold Pressure Indicator
see Engine Instrument System
Material Specifications
also see Finish Specifications
fluid specification equivalents, 377
heat-treated parts, 341
lubricant specification equivalents,
377 -
processing materials, 8, 9
Miscellaneous Equipment, 322, 324
also see Special Tools and Equipment
cold weather equipment, 329
emergency equipment, 324, 324
pilot's cOJ:1:}partment, in, 322,324
rear fuselage compartment, in,
322,324
wing gun bays, in, 325, 326, 327, 328
Mooring, 40, 40
emergency procedure, 40
kit, 39, 39
tie-down provisions, 39
N
Navigation Instruments
see: Airspeed Instrument System
Compasses
Instruments
Vacuum Instrument System
Nomenclature, Aeronautical
p. S. and British equivalents, 395-397
Nuts
see Bolts, Screws, and Nuts
o
Oil System, 162,163
also see: Lubrication
Servicing Airplane
heatexchanger,163,166,167
installing, 167
removing and testing, 166, 166, 167
indicators, 170
oil dilution solenoid, 245
trouble shooting, 239
wiring diagram, 261
401
INDEX
oil filter, 168
installing and removing, 168,168
oil pressure:
adjusting, 168, 169
indicator, 200, 202, 202
wiring diagram, 264
pump, 168
relief valve, 168
oil tank, 164,165
installing- and removing, 165, 166
testing, 165
oil temperature indicator, 201,203
wiring diagram, 264
scavenge pumps, 169
pump filters, 169,169
testing, 169
thermostatic by-pass relief valve,
167,167
trouble shooting, 164
tubing charts, 362, 363, 364
weather requirements, 164
Oxygen System; 318,320
also see Servicing Airplane
blinker flow indicator, 320, 321
cylinders, 319, 320
installing and removing, 319
lines, valves, and fittings, 321
. installing, 322
mask and mask tube, 321
pressure, 44
pressure gage, 321,321
regulator, 320, 321
testing, 319
trouble shooting, 318-319
tubing charts, 373,374
weather requirements, 319
P
Parking Brakes
see Brake System
Parts and Part Numbers
assemblies, 2, 2
heat-treated parts, 341
Pedals, 78,82
Pilot's Compartment
also see: Fuselage
Heating and Ventilating
Lighting System
cockpit enclosure, 51
covers, 325, 326,328
sliding canopy, 52
emergency release, 53, 324
windshield, 51, 52
furnishings and equipment, 322, 324
IFF radio destruction equipment,
324
miscellaneous, 324, 324
pyrotechnic signal pistol, 322, 324
pilot's seat, 322
installing and removing, 322, 326
PitotHead
see Airspeed Instrument System
Plumb Bob Points, 39
Power Plant
see Engine
Power Socket, External, 245, 245
wiring diagram, 260
Propeller, 121,122,123,124
also see: Airplane, P-51H
Engine
blade assemblies, 121
governor, 121,121
adjusting, 134,134
(Page numbers in illustrations)
402
RESTRICTED
AN 01-60JF-2
control, 135,136
hub assembly, 121
installing, 128, 128-133
lubrication requirements, 46, 133, 134
operational diagram, schematic, 125
regulator, 121
control mechanism, 121,125
removing, 127,128
servicing, 133,133
testing, 134
torque units, 121
trouble shooting, 126, 127
weather requirements, 127
Pumps
see: Cooling Systems
Fuel System
Hydraulic System
Oil System
Vacuum Instrument System
Push-pull Rods, 68, 68
Pyrotechnic Signal Pistol, 322, 324
R
Radiators
see: Coolant Radiator
Oil System
Radio Equipment, 279,282,284
AN/APS-13 model, 282, 285
adjusting gain control, 286
installing and removing, 285
testing, 286
wiring diagram, 293
antenna system, 286,287
mast, installing and removing, 287
command radio (AN/ ARC-3),
281,282
adjusting, 281
homing adapter (AN/ARA-8),
283,284
installing and removing, 285
installing, 183
power junction box, 283
removing, 281
wiring diagrams, 288, 289, 294
dynamotors:
lubrication, 48
maintenance, 279
IFF radio destruction equipment, 324
maintenance, 279
noise filter, 151
radio call letters, 287
range receiver (BC-1206-A),
282,286
installing, 287
removing, 286
wiring diagram, 290
SCR-695-A model, 282, 285
adjusting inertia switch, 285
installing and removing, 285
wiring diagrams, 291, 292
trouble shooting, 279-281
weather requirements, 281
Rate-of-Climb Indicator
see Airspeed Instrument System
Reverse-current Relay
see Generator System
Rigging
see Surface Controls
Rocket Equipment, 315, 317, 329
also see: Bombing Equipment
Gunnery Equipment
loading rockets, 335, 339, 340
checks and tests, 339, 340,340
installing igniter wire, 338
RESTRICTED
rocket mounts loaded, 338
rocket controls, 316, 318
switches, 318
wiring diagram, 278
rocket firing order, 335,339
rocket racks, 316,317
adjusting arming unit, 316, 339
installing and removing, 316, 317
trouble shooting, 315-316
unloading rockets, 340
weather requirements, 316
Rudder, 60,63
also see: Airplane, P-51H
Empennage
Surface Controls
Vertical Stabilizer
installing and removing, 60,63
S
Safety Requirements
rigging safety requirements, 68, 68
Screws
see Bolts, Screws, and Nuts
Service Inspection
see Inspection
Servicing Airplane, 41,42
also see: Battery
Brake System
Inspection
Landing Gear
Lubrication
Propeller
Wheels and Tires
cooling systems, 42,43
capacities, 43
cold weather requirements,
170,174,175
coolant specifications, 43
diagram, servicing, 42
fluid specification equivalents, 377
fuel system, 41,42
capacities, 41
fuel specifications, 41
hydraulic system, 42, 44
capacities, 44
fluid specifications, 44
oil system, 42,43
capacity, 43
oil specifications, 43
oxygen system, 42, 44
Shipment and Erection, 8
also see Storage
assembling after shipment, 30
loading processed airplane, 30
preshipment care, 9
processing materials, 8, 9
processing procedure, 9-30
empennage, 16
engine and accessories, 9, 11-1:J
fuselage interior, 18, 18, 19
landing gear, 24
miscellaneous items, 15, 16, 17
plastic covering, 24, 24
propeller, 13,14,14,15
sealing fuselage and wing, 20,
20-34 .
tie-down irons, installing, 24
wing exterior, 19,20
wing subassemblies, 17
shipping crate:
building, 25-27,28
packing and closing, 28-30
Shock Struts
see Landing Gear
Slings
see: Hoisting
Special Tools and Equipment
Spark Plugs
see Ignition System
Special Tools,and Equipment, 48-50
also see Miscellaneous Equipment
hoisting equipment, 31,33,35,39
bomb hoist, 335
hoisting kits, 31,38,326
hoisting slings, 34-37, 335
jacking equipment, 35, 39
jacking kits, 31,38,326
tail stand, 33,39
leveling lugs, 31
mooring equipment, 39, 39
rigging tools, 66
surface control lock, 39, 41
torque wrench, 375
towing equipment, 40, 40
Spinner
see Propeller
Stabilizers
see: Airplane, P-51H
Horizontal Stabilizer
Vertical Stabilizer
Starting System, 148
also see Ignition System
booster coil, 151,151
installing and removing, 150,151
wiring diagram, 261
engine priming system, 162
wiring diagram, 261
starter, 149
installing and removing, 149,150
replacing brushes, 151
wiring diagram, 260
trouble shooting, 148, 149
weather requirements, cold, 113
Stations' Diagram, 4
Storing Airplane, 45, 46
warning card, 45
Suction Gage
see Vacuum Instrument System
Supercharger
aneroid switches, 245,246
adjusting, 247, 249
calibrating, 247,248
trouble shooting, 239
control, 137
solenoid, 245,247
adjusting and testing, 249, 250
wiring diagram, 262
Surface Controls, 66
also see Wing Flap Hydraulic
System
aileron control system, 68-69, 82
trim tab control system, 72-73,82
control cables, 71
cable repair, 66,82
cable tensions, 71
control lock, 39, 41, 82
installing and removing, 71, 82
control stick, 82
installing and removing, 71, 82
elevator control system, 74-75,82
trim tab control system, 76-77,82
rigging, 66, 70
safety requirements, 70, 70
tolerances, 70
rudder control system, 78-79, 82
trim tab control system, 80-81, 83
trouble shooting, 67
(Page numbers in italics denote illustrations)
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AN 01-60JF-2
T
Tachometer
see Engine Instrument System
Tail Gear
see: Airplane, P-51H
Landing Gear
Wheels and Tires
Tanks and Reservoirs
see: Chemical Tank
Cooling Systems
Fuel System
Hydraulic System
Oil System
Oxygen System
Throttle Control, 135
Tires and Tubes
see Wheels and Tire;;;
Tools and Equipment
see: Miscellaneous Equipment
Special Tools and Equipment
Towing, 40, 40
Trim Tabs
see: Aileron
Airplane, P-51H
Elevator
Rudder
Surface Controls
Trouble Shooting
airspeed instrument system, 179,
182,183
bombing equipment, 295
brake system, 98
carburetor, 138,139
compass system, 180, 183
cooling systems, 170
electrical system, 236-239
engine, 110-113
engine instrument system,
180-182, 184
fuel system, 152,156
gunnery equipment, 299-302
heating and ventilating, 329-330
hydraulic system, 206
ignition system, 145, 146
instruments, 179-185
landing gear, 83, 84
oil system, 164
oxygen system, 318-319
propeller,126,127
radio equipment, 279-281
rocket equipment, 315-316
starting system, 148, 149
surface controls, 67
vacuum instrument system,
180-182,185
wheels and tires, 105
Tubes and Tubing Charts, 34P
bending tubes, 349
cutting tubes, 349
flaring tube ends, 350
identifying system, 349,351
installing tubes, 350
thread compounds, 350
torque limits, 350
tube leaks and failures, 350, 351
tube sizes and lengths, 349
tube templates, 349
tubing charts:
airspeed instrument system,
369,370
brake system, 357, 358
cooling system, 364, 365, 366-367
engine instrument system, 371,372
RESTRICTED
INDEX
fuel system, 358,359,360-362
hydraulic system, 352, 353-356
oil system, 362,363,364
oxygen system, 373, 374
vacuum instrument system,
367,368,369
Turnbuckles, 68, 68
V
Vacuum Instrument System, 185,188
also see Instrument System
air filter, 188, 190
cleaning, 190, 190, 191
bank-and-turn indicator, 188,191
chart, 189,191
throttling valve, 188,191
directional gyro, 188, 193
gyro horizon indicator, 188,193
instrument panel, 178,179
oil separator, 188, 190
pump, 185
relief valve, 185, 188
adjusting, 189,190
suction gage, 188, 193
trouble shooting, 180-182, 185
tubing charts, 367, 368, 369
Ventilating
see Heating and Ventilating
Vertical Stabilizer, 60, 61
also see: Airplane, P-51H
Empennage
installing and removing, 60, 61
Voltage Regulator
see Generator System
W
Warning Systems
hydraulic pressure, 258
landing gear, 256
adjusting horn, 258
adjusting switches, 256, 257, 257
wiring diagrams, 270
Water Injection System
see Carburetor
Weather Requirements
bombing equipment, 295
brake system, 98
engine operation, 113
fuel system, 156
gunnery equipment, 302
heating and ventilating, 330
hydraulic system, 208
landing gear, 84
oil system, 164
oxygen system, 319
propeller, 127
radio equipment, 281
rocket equipment, 316
weatherproof covers, 326,328,329
wheels and tires, 105
Wheels and Tires
also see: Airplane, P-51H
Brake System
Landing Gear Hydraulic
System
lubrication requirements, 46
main wheels, 99
installing and removing, 99,
100,105
mounting tires, 101
servicing tires, 101
tail wheel, 106
installing and removing, 104,106
mounting tire, 106
servicing tire, 106
steering mechanism, 94
403
INDEX
adjusting, 92, 94
trouble shooting, 105
weather requirements, 105
Windshield, 51, 52
defrosting system, 329, 331
Wing, 54, 55
also see: Aileron
Airplane, P-51H
Wing Flap
Wing Flap Hydraulic
System
hoisting, 33,36
installing and removing, 54, 56
panels, 54, 55
separating and joining, 55, 57
tips, 55, 58
installing and removing, 58, 58
Wing Flap, 55, 60
also see: Airplane, P-51H
Wing
Wing Flap Hydraulic
System
installing and removing, 60, 60
torque tube, 58, 60
Wing Flap Hydraulic System, 225,
226-227
also see Hydraulic System
control valve:
early airplanes, 229, 229
(Page numbers in italics denote illustrations)
404
RESTRICTED
AN 0160JF2
assembling and installing,
230,231 .
removing and disassembling,
230
later airplanes, 230,231
assembling and installing,
231,232
removing and disassembling,
231
follow-up mechanism, 228, 229
operating strut, 231,232
assembling and installing, 234
removing and disassembling, 234
operation of system, 225
trouble shooting, 206
Wiring Diagrams
battery, 260
bomb rack, 277
booster coil, 261
cockpit heater, 267
cockpit spotlight, 266
compass indicator, remote-
reading, 276
coolant radiator flap actuator, 263
schematic diagram, 251
dual tempearture indicator, 271
(carburetor air and coolant
temperature)
engine gage, 264
(fuel pressure, oil pressure,
and oil temperature)
external power socket, 260
RESTRICTED
fluorescent light, 271
fuel booster, 264
fuel level indicator, 265
generator, 260
gun camera, 274
gun heater, 273
gun sight, 275
gun solenoid, 272
hydraulic pressure warning, 270
ignition, 261
landing gear warning, 270
landing light, 269
oil dilution solenoid, 261
pitot heater, 269
position lights, 268
primer, 261
radio equipment, 288-294
recognition lights, 266
rocket control, 278
starter, 260
supercharger, 262
tachometer, 265
water injection pump, 262
Wiring Identification Code. 236
Words and Phrases
aeronautical nomenclature, 395-397
Wrenches
see Special Tools and Equipment
Z
Zerk Fittings
lubrication requirements, 46