Continental motors C-125 User manual

Publication X30013

C-125

C-145

O-300

CONTINENTAL®AIRCRAFT ENGINE

OVERHAUL

MANUAL

FAA APPROVED

A C-125, C-145 & O-300 Series Engines Overhaul Manual

31 August 2011

Supersedure Notice

This manual revision replaces the front cover and list of effective pages for Publication Part No. X30013, dated

Basic Date. Previous editions are obsolete upon release of this manual.

Effective Changes for this Manual

0....................June 1982

1............31 August 2011

List of Effective Pages

Document Title: C-125, C-145 & O-300 Series Engines Overhaul Manual

Publication Number: X30013 Initial Publication Date: June 1982

Page Change Page Change Page Change Page Change

Cover............................1

A...................................1

B - blank added............1

ii thru iv.........................0

1 thru 61.......................0

Published and printed in the U.S.A. by Continental Motors, Inc.

Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601

altered without the publisher's written permission. This manual is provided without express, statutory, or implied warranties. The publisher will

not be held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation of the contents. Content is

subject to change without notice. Other products and companies mentioned herein may be trademarks of the respective owners.

Intentionally Left Blank

ii

INTRODUCTION

This

revised

edition of

the

Maintenance

and Overhaul

Instructions

includes

the

descriptive

material

and

instructions

contained

in

In addition,

information

regarding

new

models

0-300-C

and

0-300-D

has

been

added, making

these

instructions

applicable

to

the

6

cylinder

models

in

the

"C"

series

which

are

in

service

and in production. A

parts

list

is

contained

in

a

separate

Parts

Catalog,

Form

No.

X-30014.

Due

to

the

similarity

of

the

C145 and

the

0-300

model

engines,

all

references

and

instructions

regarding

the

C145 engines

shall

apply

to

0-300

engines,

unless

otherwise

indicated,

throughout

this

manual.

This

manual

is

intended

primarily

for

the

mechanic

who

is

engaged

in

the

main-

tenance

and

overhaul

of

models

C125, C145,

0-300-A,

0-300-B,

0-300-C,

0-300-D

and

0-300-E

engines.

Operating

instructions

contained

herein

are

in-

tended

for

those

who

operate

and

test

these

models

in

connection with

maintenance

work.

Descriptive

text

in

Section 3

covers

all

models,

as

currently

designed

and built.

Service

instructions

in Sections 7, 8 and 9

constitute

the

necessary

preventive

and

minor

corrective

maintenance

procedures.

These

measures,

if

followed,

will

assure

continued

reliability

of

engines

during

the

period

between

overhauls.

These

and

the

overhaul

instructions

in

Sections 10,

11

and

12

are

intended

to

cover

adequately

the

work

involved. If

additional

information

is

re-

quired

an

inquiry

should

be

addressed

to

the

nearest

Continental

Service

Station.

The

significant

differences

between

the

0-300

models

are

as

follows:

A.

The

0-300-A

engine

has

a SAE No. 3 flanged

propeller

shaft

and

provisions

for

a

starter,

generator,

voltage

regulator

and fuel pump.

B.

The

0-300-B

engine

is

identical

to

the

0-300-A

except

for

provisions

for

use

of

a manually

controlled

hydraulic

propeller.

C.

The

0-300-C

engine

is

identical

to

the

0-300-A

except

for

ARP 502 Type I

flanged

propeller

shaft

and

Slick

Electro

Inc.,

Magnetos.

Information

regarding

maintenance,

overhaul

or

adjustment

of

these

magnetos

may

be obtained

from

Slick Magneto Inc. , Rockford,

Illinois.

All

0-300-C

engines

subsequent

to

serial

No.

21001

are

so

equipped

that

a

right

angle

starter

drive

can

be

used

if

desired.

D.

The

0-300-D

engine

is

identical

to

the

0-300-C

except

that

the

starter

is

mounted on

an

adapter

which

provides

a

right

angle

drive.

E.

The

0-300-E

engine

is

similar

to

the

0-300-D

except

for

incorporation

of

governor

drive

pad

and

crankshaft

provisions

to

supply

governor

oil

to

the

pro-

peller.

F. An

alternator

is

available

as

optional eqUipment on

the

0-300-C,

D

and

E

engines.

Service

information

on

the

alternator

may

be

obtained

from

General

Parts

Division,

Ford

Motor

Co.,

P.

O.

Box 412,

Ypsilante,

Michigan.

TABLE

OF

CONTENTS

Section 1 -

Table

of

Specifications.

•

Section 2 -

General

Description.

•

1.

Difference

in

Engine

Models.

2.

Cylinder

Construction

3.

Piston

and

Piston

Construction.

4. Connecting Rods • ,

..•

,

•••

5.

Crankshaft

Construction.

. . • . •

6.

Crankcase

and Oil Sump

Construction.

7.

Crankcase

Cover.

• • • . .

8. Valve Operating

Mechanism.

9.

Lubrication

System.

. . . .

OPERATING

AND

MAINTENANCE

INSTRUCTIONS

Section

3 -

Introduction.

•

••

••••••

Section 4 - Packing, Unpacking and

Preparation

storage

••••••••

1. Shipping Boxes •

•••••••

2.

Packing..

• • •

•••

3. Unpacking

the

Engine.

••••

4.

Preparation

of Engine

for

storage

5.

Preparation

of

Engines

for

Service

After

Page

4

6

7

8

10

11

storage

. • • • • • • • • • • •

••

11

Section 5 -

Installation

in

Airplane

and

Removal

11

1.

Engine Mounting • • • • • • •

11

2.

Fuel

and

Carburetor

System.

• • •

11

3. Oil

System.

•

••••••••

11

4. Engine Removal • • • • • • • • •

15

Section 6 -

General

Operating

Instructions

15

1.

Before

starting.

• • •

15

2.

Starting.

• • • • • • •

15

3.

Warm-Up

and

Ground

Test

15

4.

Take-

Off

and

Climb.

15

5,

Cruising.

•

••

•••

• •

••

15

6.

Landing.

• • • • • • •

16

7. Stopping

the

Engine.

• •

16

8.

Carburetor

Heat

Control

• •

••

16

Section 7 - Engine

Troubles

and

Service

Repairs

16

1.

Failure

of Engine

to

Start

•

••••

16

2. Low Oil

Pressure

• • • 16

3. High Oil

Temperature.

• •

17

4. Low

Power

• • • • • • •

17

5. Rough

Running.

• • • • •

17

6. Engine

Fails

to

Accelerate

Properly

17

Page

Section

8 -

Service

Inspection

and

Associated

Maintenance.

• • . . .

17

1. Daily

Inspection

• • • • • • • • •

17

2. 100-Hour

Inspection

• • • . . • •

17

3.

Major

Overhaul

or

Remanufacture

• •

18

Section 9 - Adjustment,

Replacement

and

Minor

Repair

• • . • . • • . • . • •

18

1.

Carburetor

• • • • • • • • • • •

18

2. Magneto

Installation

and

Timing

to

the

Engine • • •

18

3. Ignition

Wiring.

18

4.

Starter

. .

18

5.

Generator.

• •

19

OVERHAUL INSTRUCTIONS

Section

10 -

Disassembly,

Cleaning

and

Inspection

••••

. • • •

20

1.

General.

••

••••

20

2.

Preliminary

Operations.

20

3.

Disassembly.

•••

20

4.

Cleaning.

••

22

5.

Inspection.

• . • • .

22

Section

11

-

Repair

and

Replacement.

25

1.

General

Repair.

• • •

••

25

2.

Castings.

••

••••.••

25

3. Stud

Replacement.

• • • • • •

25

4.

Helical

Coil

Insert

Installation.

•

25

7.

Parts

to

be

Discarded..

•

26

8.

Repair

and

Replacement

of

Engine

Parts

26

Section

12 -

Reassembly,

Final

Assembly,

Timing

and

Testing

• • • • • • • • •

29

1.

Reassembly

of

Major

Subassemblies

29

2.

Final

Assembly

Procedure.

••

30

3. Engine Run-In

and

Test

Procedure

After

Major

or

Top

Overhaul

• 34

Section

13

-

Table

of

Limits

• • • • • •

39

ACCESSORIES

Section

14 -

Marvel-Schebler

Carburetor.

45

Section

15 -Bendix S6LN-21 Magnetos

49

Section

16

-Hydraulic

Tappets

• • • . • 50

Section

17

-

Delco-Remy

Starter

• • • • 52

Section

18 -

Delco-Remy

Generator

• • •

54

Section

19

-

Delco-Remy

Generator

Regulators

55

Section

20

-Right Angle

Starter

Drive

Adapter

57

LIST OF TABLES

TABLE

I

TABLE

II

TABLE

m

TABLE

IV

TABLE

V

TABLE

VI

TABLE

VII

TABLE

vm

TABLE

IX

TABLE

X

TABLE

XI

TABLE

XII

TABLE

xm

TABLE

XIV

TABLE

XV

TABLE

XVI

Characteristics

and

DimenSions

Purchased

Accessories

Ignition

System

• • • • •

Fuel

System

• • • • • •

Lubrication

System

• • •

Accessories

and

Weights

Oil

Viscosity

Grades

Temperature

Limits.

• •

Table

of

Dimensions.

• •

Magnaflux

Inspection

Data

Standard

and

Oversize

Stud

Identification

Test

Operating

Limits.

•

Standard

Acceptance

Test

•

Deleted

••••••••.

Deleted

••••••.••

Magnaflux

Inspection

Chart

Page

4

5

23

24

26

35

36

59

iv

Fig.

No.

I.

2.

3.

4.

5.

6.

7.

8.

9.

10.

II.

12.

13.

14.

15.

16.

17.

18.

19.

20.

2l.

22.

23.

24.

25.

26.

27.

28.

29.

30.

3l.

32.

33.

34.

35.

36.

37.

38.

39.

40.

INDEX

OF

ILLUSTRATIONS

Three-Quarter

Left

Front

View -

0-300

Right

Rear

View -

0-300-C

.

.•

Right

Rear

View -

0-300-D.

••

•

Section

Through

Hydraulic

Tappets.

Cutaway View Showing

Gear

Train

•

Typical

Installation

Diagram

Installation

Drawing

• • • • • • •

Installation

Drawing

• • • • • • •

Installation

Drawing

• • • • • • •

Ignition

Wiring

Diagram

for Bendix

SF6LN-12

Magnetos

•••••.•

Ignition

Wiring

Diagram

for Bendix

S6LN-21

Magnetos.

•.

•

•••

Ignition

Wiring

Diagram

for

Slick

664 Magneto

Starter.

. . . . .

..

....

Compressing

Valve

Spring

for

Installation

and

Removal

of

Locks

••

•

Removal

of

Hydraulic

Unit

From

Cam

Follower

Body.

••••••

•

Assembling

No. 1 Connecting Rod • •

Assembling

Rocker

Shaft

Bushings.

• •

Measurement

of

Dampener

Bushings

•

Installing

Cam

Follower

Body

in

Crankcase.

Installing

Crankshaft

Thrust

Washer

•

•.

Installation

of

Starter

Pinion

Pivot.

•• ••

Installation

of

Crankshaft

and

Connecting

Rods

Installation

of

Crankcase

1-3-5

Over

Crank-

case

2-4-6

• • • • • • • • • • • • • • • •

Installation

of

Gears

in

Crankcase.

• • • • • •

Installation

of

Crankcase

Cover

to

Crankcase

•

Installing

Cylinder

on

Crankcase

• • • • • •

Lubrication

Chart,

Lateral

Section

Front

View

Lubrication

Chart,

Longitudinal

Section

View.

•

Lubrication

Chart,

Accessory

Cover

Section

•

Carburetor

Right

Side

View.

• • • • • • • • •

Carburetor

Left

Side View • • • • • • • • • •

Cutaway

Views

of

Marvel-Schebler

MA-3SPA

Carburetor

• • • • • •

Starter.

• • • • • • • •

Typical

Wiring

Diagram

• • •

Generator

••••••••••

Current

and

Voltage

Regulator.

Starter

and

Adapter

• • •

Needle

Bearing

Installer

•

Installing

Needle

Bearing.

•

Table

of

Limits

Chart

• •

Page

1

2

3

8

9

12

13

14

18

19

21

22

27

30

31

32

33

34

42

43

44

45

46

52

54

56

58

59

61

1

2

3

Section 1

TABLE

OF

SPECIFICATIONS

TABLE

1 CHARACTERISTICS

AND

DIM:ENSIONS

Dimension

Piston

strokes

per

cycle

Number

of

cylinders

Cylinder

bore

(in.)

Piston

stroke

(in.)

Compression

ratio

Total

displacement

(cu. in. )

Overall

length

(in.)

Overall

width

(in.)

Overall

height

(in.)

Number

of mounting

brackets

Rated

RPM

Rated

B.

H.

P.

Total

dry

weight

(lbs.)

Model

All

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145~

0-300-A,

B & C

0-300-D

& E

All

C125, C145,

0-300-A,

B & C

0-300-D

& E

All

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B, C, D & E

C125

C145,

0-300-A,

B, C & D

TABLE

II

PURCHASED ACCESSORIES

Value

4

6

4-1/16

3-5/8

3-7/8

6.3:1

7.0:1

282

301

41-9/16

35-15/32

35-17/32

31-1/2

27-13/32

26-29/32

4

2550

2700

125

145

257

268

Accessory

Model

Accessory

C125, C145

Magneto

U-300-A,

B

0-300-C,

D, & E

C125, C145

Starter

0-300-A,

B&

C

0-300-D,

E

C125, C145

Generator

0-300-A,

B,

C & D

0-300-E

Generator

0-300-C,

D & E

Alternator(Opt.

)

All

Carburetor

Feature

Left

magneto

fires

lower

plugs

Right

magneto

fires

upper

plugs

Firing

Order

Spark

plug

gap

setting

Manufacturer

or

Part

Number

Bendix Magneto Division S6LN-21

Bendix

Aviation

Corporation

Slick

Electro

Inc. 664

Delco-Remy

Division

1109656

General

Motors

Corporation

Delco-

Remy

Division

1109694

General

Motors

Corporation

Delco-

Remy

Division

1101890

General

Motors

Corporation

Delco-Remy

Division

1101898

General

Motors

Corporation

General

Parts

Division

CGFF-10300-C

Ford

Motor

Company

Marvel-Schebler

Division

MA-3-SPA

Borg-

Warner

Corporation

TABLE

III

IGNITION SYSTEM

Model

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B,

C,

D & E

All

Value

Quantity

2

1

Permissible

RPM

drop

when

switched

from

"both"

to

either

"left"

or

"right"

magneto

All

30

0B.

T.

C.

28°B. T.

C.

28°B.

T.

C.

26°B. T.

C.

1-6-3-2-5-4

0.015 -0.021

75

RPM

4

TABLE

OF

SPECIFICATIONS

(Cont.)

Feature

Minimum

fuel

octane

rating

Fuel

inlet

to

carburetor

(NPT')

Venturi

diameter

Fuel

consumption

(cruising,

approx)

(Gal/Hr)

Feature

Oil

sump

capacity

Minimum

oil

supply

at

any

time

Oil

consumption

Oil

pressure

(psi)

Idling

Cruising

Oil

temperature

(Min.

Take-

Off)

TABLE

IV.

FUEL

SYSTEM

Model

All

C125

C145

0-300-A,

B, CJ D & E

TABLE

V.

LUBRICATION SYSTEM

Model

All

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B, C

0-300-D

& E

All

TABLE

Vi

ACCESSORIES AND WEIGHTS

Accessory

Carburetor

Magnetos

(2)

(with

gear)

Spark

plugs

(12)

Radio

shielded

ignition

cables

Fuel

pump

Generator

Alternator

(Opt. )

Starter

Carburetor

air

intake

&

filter

TABLE

VIi

Ambient

Air

temperature

Below 40° F.

Above 40°

F.

Model

All

C125

C145,

0-300-A

& B

0-300-C,

D & E

All

C125, C145,

0-300-A,

B, C, D

0-300-E

0-300-C,

D, & E

C125, C145,

0-300-A,

B & C

0-300-D,

E

All

OIL

VISCOSITY GRADES

SAE

Grade

SAE No.

20

SAE No.

40

When

operating

oil

temperatures

overlap

above

column

ranges,

use

the

lighter

oil.

It

is

recpmmended

that

oil

be

changed

every

20

to

30

hours,

Value

80187

1/4-18

NPT

1-5/8

in.

8.5

9.27

12.5

Value

8

4

0.017#/BHP/hr

10

5

30 -

40

30 -

45

30 -

60

75°F

Weights

3.0

lbs.

18.0

lbs.

11. 56

lbs.

12.70

lbs.

2.54

lbs.

4.9

lbs.

1. 9

lbs.

10.21

lbs.

16.

21

lbs.

10.81

lbs.

15.5

lbs.

13.5

lbs.

3.5

lbs.

The

use

of

Multi Viscosity oil

is

approved. See latest fuels

and

lubricants bulletin for list

of

approved

oils.

TABLE

VIIi

TEMPERATURE

LIMITS

Feature

Maximum

oil

temperature

(OF)

Maximum

cylinder

head

temp

(OF)

(Measured

by

thermocouple

imbedded

in

down-stream

spark

plug

gasket)

Maximum

cylinder

base

temp

(OF)

(Measured

by

cylinder

barrel

contact

thermocouple)

Model

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B,

C,

D & E

C125

C145,

0-300-A,

B,

C,

D & E

Value

220

225

550

525

300

290

5

Section 2

GENERAL

DESCRIPTION

1. DIFFERENCES

IN

ENGINE MODELS

a.

General.

The

higher

power

developed by C-145

engines

is

the

result

of a

combination

of

a

longer

pis-

ton

stroke

and a

higher

rated

crankshaft

speed.

The

longer

stroke

produces

a

higher

compression

ratio,

making

necessary

the

use

of

fuel

of

a

higher

octane

rating,

and a

larger

total

piston

displacement,

which

increases

total

fuel consumption. Specific fuel con-

sumption

of both models

is

approximately.

5

lbs.

per

brake

horsepower

per

hour

at

cruising

speed

and

manifold

pressure.

Model

C-145

has

a

slightly

lower

specific

fuel consumption

at

its

most

efficient

opera-

ting

speed.

These

differences

in

dimensions

require

different

carburetor

metering

parts.

b.

Pistons.

All

three

compression

rings

are

the

same

type in

the

two

types

of

piston

assembly

and

are

fitted

in

grooves

above

the

piston

pin. The

slotted

oil

control

ring

in

the

C-125

piston

assembly

is

also

above

the

-

in

the

fourth

groove,

while

the

similar

oil

control

ring

in

the

C-145

piston

assembly

is

placed

in

a

groove

near

the

bottom of

the

skirt

and

is

dimen-

Sionally

slightly

different.

Connecting rod

space

be-

tween

piston

bosses

in

the

C-145

piston

is

narrow-

er

than

in

the

C-125

piston.

All

piston

pins

currently

produced

have

pressed-in

aluminum

end plugs to

pre-

vent

excessive

plug

rotation

and

wear.

This

type of

assembly

must

be

used

in

all

C-145 engines;

however,

the

former

type of

assembly

with

loose

end plugs

may

be

used

in

C-125

pistons

as

long

as

parts

are

serviceable

or

repairable

by

replacement

of

plugs.

c. Connecting Rods.

C-145

connecting

rods

have

shorter

piston

bosses

and

bushings

than

those

of

model

C-125.

Crankpin

bearing

inserts

installed

in

early

production

C-145 connecting

rods

were

Tri-

Metal

bronze.

These

have

been

superseded

by

the

same

type

of

bearing

used

in

C-125

connecting

rods.

d.

Crankshafts.

C-145

crankshafts

have a

slightly

longer

crank

throw

than

those

of

model

C-125.

(Refer

to

Section 1

for

dimensions.

)

Early

production

C-145

crankshafts

had

no

counterweights

and

were

identified

by a

1/4

in.

diameter

hole

drilled

between

propeller

bolt

bushings

through

the

propeller

flange.

Current

production

C-145

crankshafts

have two floating coun-

terweights

loosely

pinned

to

extensions

each

Side

of

the

cheek

between

No's

it

and 2 craukpi..o.s. 'The

na-

tural

.

frequency

of

oscillation

of

the

weight on

the

notched

crankshaft

extension

is

adjusted,

by

size

of

its

bushings,

to

dampen out

the

fifth

overtone

of

crank-

vibration,

while the

other

counterweight

dampens

t"~

sixth

overtone,

preventing

excessive

vibration

of

the

crankshaft

gear

and

wear

of

gear

teeth.

C-125

crank-

shafts

do not have

or

require

the

dynamic

damper

weights.

Crankshafts

of

model

C-145-2H

have

an

oil

inlet

hole

through

the

front

main

journal,

whose hollow

interior

has

a

permanent

plug

at

the

rear

and a

re-

movable plug

at

the

front,

providing

an

oil

passage

to

the

shaft

end

for

hydraulic

actuation

of

the

controllable

propeller.

The

letter

"D"

in

a

C-145

serial

No.

de-

notes a

dampened

shaft, ,

6

e.

Camshafts

and Valve

Lifters.

All

C-125 engines

are

equipped with

cast

iron

camshafts

and

steel

faced

valve

lifters.

Earlyproduction

C-145

engines

had the

same

type

of

lifters

and

cast

iron

camshafts

of

special

design.

Current

production

C-145

engines

have forged

steel

camshafts

and valve

lifters

whose

bodies

are

single

piece

iron

castings.

The

forged

steel

camshafts

are

copper

plated,

between

lobes

and

journals,

on

the

unfinished

surfaces,

and

the

entire

surface

is

Parko-

Lubrite

coated

for

protection

until

the

shafts

are

in-

stalled.

This

is

a soft,

black

coating

which

rubs

off

easily

if

the

parts

are

carelessly

handled.

It

is

es-

sential

that

the

proper

type

of

valve

lifter

bodies be

installed

with

each

type of

camshaft.

It

is

recom-

mended

that

forged

steel

camshafts

and

cast

iron

lifter

bodies

be

installed

in

all

C-145

engines

-not

already

so

equipped -

at

the

overhaul.

f.

Crankcases.

Engines have

crankcases

in which

the

two

shorter

through

studs

and

seven

of the

longer

ones

are

replaced

by

headless

through

bolts

which

also

act

as

dowels

to

align

the

halves.

Two long and one

short

dowel

bolts

used

in

parting

flange

holes

of

the

old type

case

are

not

installed

in

the

current

type.

The

new type

cases

may be

installed

in any

C-125-2

engine

or

in

any

C-145-2

engine.

All

C-145-2H

en-

gines

have

crankcases

of

the

new

type,

but

these

have

a

special

valve

near

the

front

end of

the

left

oil

gallery

to

control

oil

flow

to

the

special

crankshaft

passage.

g. Oil Sumps.

The

sump

assemblies

installed

in

C-145

engines have

baffles

in

the

intake

air

passages.

The

baffle

is

not

used

in

C-125

sumps.

2. CYLINDER CONSTRUCTION

Heat-treated

aluminum

alloy

cylinder

heads

are

screwed

and

shrunk

to

replaceable

forged

steel

bar-

rels.

Closely

spaced

cooling fins on both

the

cylinder

heads

and

cylinder

barrels

provide

am:ple

heat-dissi-

pating

surface

with

minimum

resistance

to

air

flow.

Cylinder

bores

are

ground

to

a

certain

finish

specified

in

the

Table

of

Limits,

Section 13.

Stainless

steel

helical-coil

spark

plug

inserts

are

screwed

in

place.

Rocker

boxes

are

cast

integral

with

cylinder

heads and

are

provided

with

lightweight

covers

made

of deep

drawn

sheet

metal.

Underside

exhaust

ports

permit

a

more

compact

installation

and

a

more

positive

ex-

haust

scavenging.

3. PISTON

AND

PISTON PIN CONSTRUCTION

a.

Pistons

are

heat-treated

aluminum

alloy

castings.

The

ring

grooves

are

fitted with

chrome

faced top

compression

rings,

plain

cast

iron

2nd. and

3rd.

com-

pression

rings

and

slotted

bottom

oil

control

rings.

Holes

drain

oil

from

the

bottom

ring

groove

to

the

interior.

b.

The

full-floating

piston

is

a

case-hardened,

seamless

alloy

steel

tube with

aluminum

plugs

pressed

into

its

ends.

The

plugs

are

finish

machined

after

assembly,

and

the

is

ground

to

final

size

and

pOlished.

4.

CONNECTING

RODS

Connecting

rods

are

of

conventional

split

bearing

design and

of

heat-treated

alloy

steel

forgings. The

split

crankpin

"big"

end

is

fitted with two

semi-

Circular,

special

alloy,

precision

bearing

inserts.

A

bronze

bushing

is

pressed

into

the

"small

end"

piston

boss.

In

current

production

rods

a

split,

one-

piece

bushing

replaces

the

former

solid

type.

The

big end

bearing

cap

has

a

squirt

hole

from

which oil

sprays

into

the

opposite

cylinder.

Connecting

rods

are

selected

sothat

the

variation

in weight within

any

engine

is

not

over

1/4

ounce.

5.

CRANKSHAFT CONSTRUCTION

The

alloy

steel,

one

piece,

six-throw

crankshaft

is

supported

by four

main

bearings

with

semi

-

circular

steel

backed

precision

inserts

which

are

easily

re-

placed.

The

crankshaft

is

drilled

for

lightness

and

to

provide

pressure

lubrication

to

crankpins.

The

crank-

shaft

end

clearance

is

maintained

by

split

bronze

thrust

washers

at

each

end of

the

front

main

bearing.

The

rear

washer,

between

the

front

crankcheek

and

the

bearing,

takes

forward

thrust.

Rearward

thrust

is

taken by

the

front

washer

from

a flange on

the

shaft

which

also

acts

as

an

oil

slinger.

C-145

and

0-300

crankshafts

have a blade extending

from

each

side

of

the

cheek

between

NoT

s 1

and

2 crankpins

for

attach-

ment

of dynamiC

damper

counterweights.

Each

blade

has

two holes

bored

through

and

steel

bushed.

Slotted

counterweights

fit

over

the

blades

and have

holes

bored

through

and

bushed

to

match

those

of

the

shaft.

Bush-

ings

are

sized

to

produce

the

desired

frequency.

Pins

are

hardened

and

are

retained

endwise by

steel

plates

and

Tru-Arc

snap

rings.

A notched blade

and

a

in

the

5th

order

weight

assure

correct

installation.

6. CRANKCASE

AND

OIL SUMP CONSTRUCTION

a.

The

crankcase

is

a

two-piece

heat-treatedalumi-

num alloy

casting,

bolted

together

at

the

vertical

lengthWise plane

through

the

crank

and

camshaft

sup-

ports.

Rigid

transverse

webs

hold

the

four

main

crankshaft

bearings

and

the

four

camshaft

journals.

A

specially

designed oil

seal

prevents

oil

leakage

at

the

nose

end of

the

crankcase.

Large

lifter

guides

are

formed

in

the

crankcase

in

a plane below

and

parallel

to

the

cylinders.

Oil

galleries

molded

in

the

castings

provide

pressure

lubrication

to

the

lifter

guides,

camshaft

and

main

bearings.

Circumferential

stiffening

ribs

under

the

cylinder

pads give

additional

strength

and

stiffness

to

the

cylinder

bosses.

One

cast

aluminum

alloy mounting

bracket

on

each

Side

of

the

case

near

the

front

and one on

each

side

at

the

rear

provide

four

engine mount

paints,

in

all.

Opposite

brackets

are

joined by

through

bolts,

and

each

is

also

attached

to

the

case

by two

studs.

A

Lord

bUShing,

clamped

in

each

bracket,

admits

a

7/16

in. mount

bolt. Spreading of

current

production

crankcase

halves

is

prevented

by nine

headless

through

bolts

located

in

the

upper

and

lower

sections

of

the

crank-

shaft

bearing

bosses,

and

four

headless

through

bolts

located

in

the

lower

part

of

the

camshaft

bearing

bosses.

Hydraulic

"0"

rings

installed

in

grooves

of

tie

bolts

and

the

through

stud

near

the

case

split

pre-

vent

oil

leakage

to

the

bolt ends.

b.

The

oil

sump

is

an

aluminum

alloy

casting

which

forms

a

trough

beneath

the

open bottom of

the

crank-

case.

It

is

closed

at

the

front

end

and

open

at

the

rear.

The

sump

is

attached

by

crankcase

studs

and

sealed

by a thick,

reinforced

gasket.

Drain

plugs

are

installed

in

front

of and behind

the

carburetor

mount

pad

in

the sump floor.

From

the

carburetor

pad

the

intake

air

passage

extends

upward

through

the

sump

and

branches

to

each

side

in

a

tee,

ending

at

the

in-

take

manifold mount flanges

at

the

sides

of the

sump

casting. Manifold flange

screw

holes

and

screw

holes

in

the

rear

surface

for

crankcase

cover

attaching

screws

have

helical-coil

thread

inserts.

The

sump

capacityis

8

U.

S.

quarts.

The

oil gauge rod, extends

through a guide

pressed

into

a hole

in

the

crankcase

left

side

and into

the

sump.

A grooved

shoulder

on

the

gauge

carries

a

hydraulic

"0"

ring to

prevent

oil

splashing out along

the

rod. A clip type lock ring

fits

on

the

guide and

retains

the

oil

rod

in

place

securely.

7. CRANKCASE COVER

The

magnesium

alloy

crankcase

cover

casting

at

the

rear

of

the

engine

houses

the

oil pump,

suction

and

pressure

oil

screens

pressure

relief

valve

and

all

gears.

Both oil

screens

are

at

the

bottom of

the

cover.

The

relief

valve

is

at

the

right

Side,

and

the

oil

filler

neck

is

pressed

into

a

boss

at

the

upper

left

side.

Studded mount

pads

are

provided

on

the

cover

rear

surface

for

two

magnetos,

the

starter,

generator

and

tachometer

drive

housing.

The

crankcase

cover

extends

over

the

rear

end of

the

oil

sump.

It

is

at-

tachedtothe

sump by five

screws

and

to

the

crankcase

by

six

studs,

with a

gasket

in

the

jOint.

The

passage

from

the

pressure

oil

screen

outlet

is

cored

at

the

rear

of

the

sump, ending

at

the

upper

left

rear

corner,

where

a

crankcase

hole into

the

left oil

gallery

re-

gisters

with

it.

8.

VALVE OPERATING MECHANISM

a. General.

Zero

lash

hydraulic

tappets

fit

alumi-

num alloy guides machined

in

the

crankcase

and

so

sealed

as

to

positively

prevent

oil

leakage.

Tappets

are

drilled

in

such

a

manner

that

an

oil

passage

is

provided

from

the

tappets

to

the

push

rods,

which

are

made

of

light

steel

tubing with

pressed-in

ball

ends,

drilled,

hardened

and ground.

This

provides

an

oil

passage

the

entire

length of

push

rod

to

rocker

arm

bearings

where

the

oil

under

pressure

lubricates

valve

stems

and

guides.

The

rocker

acts

directly

on

the

valve

stem

through

a

specially

designed "foot"

so

constructed

as

to

prevent

side-thrust

on

the

valve

stem.

Aluminum

bronze

intake

valve

seats,

and

corrosion-resistant

stainless

steel

exhaust

seats,

provide maximum

service

life.

Scavenging

of

oil

from

the

rocker

boxes

is

by

gravity

through

the

push

rod

housing

tubes.

b. Hydraulic Valve

Lifters.

The

lifters

are

com-

posed

of only

four

parts

which can

be

disassembled;

the

cup,

cylinder,

piston

and

cam

follower body.

The

piston

and

cylinder

are

not

interchangeable.

The

lifters

are

automatically

adjusted

to function

properly

with valve

lash

ranging

from

. 030

inch

to

. 110

inch

between

the

valve

stem

end

and

rocker

arm

with

the

lifter

fully deflated. Oil

lines

to

tappets

operate

on

full engine

pressure

and

are

located

in

such

a way

that

they

register

with

lifter

when

valves

are

open. Oil

under

pressure

from

the

lubricating

system

of

the

engine

is

supplied

to

the

hydraulic

lifter

through hole

(H)

to

supply

chamber

(J). (See

figure

4. )

With face of

lifter

on

the

base

circle

of

the

cam

and

the

engine valve

seated

as

shown

in

figure

4,

the

light

plunger

spring

(K)

lifts

the

hydraulic plunger (C)

so

that

its

outer

end

contacts

push

rod, taking up

the

clearance

at

this

point

and

all

along

the

valve

train,

giving

zero

lash. As

the

plunger

(C) moves outward,

7

increasing

the

volume in

the

pressure

adjusting

chamber

(L)

the

ball

check valve

(D)

moves off

its

seat

and oil

from

the

supply

chamber

(J) flows

in

and

fills

chamber

(L).

As

the

camshaft

rotates,

the

cam

pushes

the

lifter

body outward, tending

to

decrease

the

volume

of

chamber

(L) and

forcing

the

ball

check onto

its

seat.

Further

rotation

of

the

camshaft moves

the

lifter

body

(A)

outward and the confined body

of

oil

in

chamber

(L)

acts

as

a

member

in

the

valve operating

mechanism,

the

engine valve being lifted on a column

of oil.

So

long

as

the

engine valve

is

off

its

seat,

the

load

is

carried

by

this

column of oil.

During

the

interval

when the engine valve

is

off

its

seat,

a

pre-determined

slight

leakage

occurs

between

plunger

and

cylinder

bore,

which

is

necessary

to

compensate

for

any

expansion

or

contraction

oc-

curring

in

the

valve

train.

Immediately

after

the

en-

gine valve

closes

the

amount

of

oil

required

to

refill

the

adjusting

chamber

(L) flows

in

from

the

supply

chamber

(J)

thus

establishing

the

proper

length

of

oil

column

to

maintain

zero

lash

during

the

next cycle.

The

basic

principle

of

the

hydraulic

lifter

is

that

it

provides,

between

the

cam

and the

push

rod, a

column

of

oil which

carries

the

load, while the engine

valve

is

off

its

seat,

and

the

length

of

which

is

auto-

matically

adjusted

so

that

each

camshaft cycle gives

zero

lash.

9. LUBRICATING SYSTEM

To

reduce

the

number

of

external

oil

lines,

an

oil

sump

is

attached

directly

to

the

crankcase.

Oil

is

drawn

from

the

oil

sump

through

a

suction

screen

in

the

lower

left

corner

of

the

crankcase

cover

and

through a

cored

passage

to

the

oil pump. Oil

is

now

delivered

under

pressure

to

a

second

screen

from

which

it

goes

through

drilled

passages

in

the

crank-

case

cover

anp

crankcase

to

all

drive

bearings,

through the

crankshaft,

to

the

crankpins.

Engine oil

from

the

pressure

pump

is

carried

through

drilled

passages

in

the

crankcase

to

the

hydraulic

tappets.

After

entering

the

tappets,

it

travels

out through

the

overhead

mechanism

through

hollow push

rods,

and

drilled

rocker

arms

where

it

is

spilled

over

the valve

mechanism.

As

it

drains

away,

it

thoroughly

oils

the

valve

stems

and

valve

guides.

The

oil

is

returned

to

the

crankcase

by way of

the

push

rod

housings, and

drains

back into

the

oil

sump

through

openings

in

the

crankcase.

The

cylinder

walls

and

piston

pins

are

lubricated

by

spray.

All

excess

oil

is

scavenged

from

the

crankcase

and

returned

to

the

oil

sump

by

gravity.

The

pressure

relief

valve

is

set

to

give

30

to

60

pounds of

pressure

per

square

inch

at

speeds ranging

from

2100

to

2700

R.

P.

M.

Refer

to Section 13,

Table

of

Limits

for

charts

showing

the

lubrication

system.

Figure

4.

Section Through Hydraulic Tappet.

8

3

Figure

5. Cutaway View Showing

Gear

Train.

GEAR TRAIN ANALYSIS

Figure

5 shows

the

complete

gearing

arrangement

from

the

crankshaft

rear

take-off

to

all

accessories.

The

arrow

on each

gear

indicated

direction

of

rotation

as

viewed

from

the

rear

of the engine, and

the

following

analysis

describes

each

gear

function with

its

speed

in

relation

to

the

crankshaft.

(1) The

crankshaft

gear

is

attached

by

means

of

four

cap

screws

to

the

crankshaft

gear

mounting

flange

and

rotates

at

crankshaft

speed

in a

clock-

wise

direction.

(2) The

cam

gear

is

driven

by

the

crankshaft

gear

(1)

at

1/2

crankshaft

speed.

(3) The

right

and

left

magneto

drive

gears,

driven

by

the

camshaft

gear

(2),

turn

in a

clockwise

direction

at

1. 50: 1

crankshaft

speed.

(4) The

oil

pressure

pump

drive

gear

is

driven

by

cam

gear

(2)

through

a

male-female

square

type coupling, and

turns

in a

counterclockwise

direction

at

1/2

crankshaft

speed.

(5) The

oil

pressure

pump

driven

gear

is

driven

by

gear

(4)

at

1/2

crankshaft

speed

in

a

clockwise

direction.

(6) The

generator

gear

is

driven

by

the

inner

tooth

track

of

the

cam

gear

(2) in a

counterclockwise

direction

at

2.035:1

crankshaft

sp~ed.

(7) The

starter

pinion

engages

with

the

crankshaft

gear

(1) and

turns

in

a

counterclockwise

direction

at

5.111

times

crankshaft

speed.

9

Section

3

OPERATING

AND

MAINTENANCE

INSTRUCTIONS

INTRODUCTION

1.

The

following

sections

4, 5, 6,

7,

8,

and

9

constitute

the

instructions

required

for

all

unpacking,

installation,

removal,

test,

operation,

inspection

and

minor

repair

of

models

C125, C145, C145-2H

and

0-300

Series

Continental

aircraft

engines.

These

instructions

do

not need

to

be

extensive,

since

the

engines

require

relatively

little

servicing

between

overhauls,

however,

it

is

most

important

that

they

be

followed

carefully

and

that

all

work

be

performed

in

accordance

with

the

best

practices

and

with

due

at-

tention

to

details

in

the

interest

of

safety.

2.

In

this

publication

the

following

definitions

will

be

used:

(a) The

propeller

end of

the

engine

will

be

referred

to

as

the

"Front"

of

the

engine, and

the

anti-propeller

end

will

be

referre~d

to

as

the

"Rear."

The

terms

"Right"

and

"Left"

are

referred

to

as

viewing

the

en-

gine

from

the

rear

looking

in

the

direction

the

pro-

peller

shaft

pOints.

(b)

Direction

of

rotation

of

the

crankshaft

is

clock-

wise

when

lOOking

from

the

rear

toward

the

front

of

the

engine.

Cylinders

are

numbered

as

follows:

Cylinder

No.

1 -

Right,

rear

of

crankcase

Cylinder

No. 2 -

Left,

rear

of

crankcase

Cylinder

No.

3 -

Right,

center

of

crankcase

Cylinder

No.4

-

Left,

center

of

crankcase

Cylinder No. 5 -

Right,

front

of

crankcase

Cylinder

No.6 -

Left,

front

of

crankcase

3.

No

special

tools

are

required

for

inspection,

minor

maintenance

or

accessory

replacement,

with

the

exception

of ignition

timing

indicators.

The

Time-Rite

piston

position

indicator

for

ignition

timing

is

available

from

the

manufacturer,

Gabb

Manufacturing

C~.,

16

Orchard

St.,

East

Hartford,

Connecticut.

Most

tool

manufacturers

offer double

hexagon box end,

socket

and open end

wrenches

in

thin

patterns

suitable

for

all

requirements

of

these

engines.

It

is

advisable

to

use

good

quality

tools

and

to keep

them

dry

and

clean

to avoid

damage

and

injury.

4.

Engine parts and accessories required for mainten-

ance work must

be

procured through Continental

Distributors and their dealers. Employees of these firms are

familiar with Continental parts and

will

gladly assist you in

any way possible. Any reconditioned parts, which have

been repaired, rebushed or reground

at

the factory have

passed rigid inspection. In this category are crankshafts,

connecting rods, cylinders, carburetors and magnetos.

5.

All recognized methods

of

inspection and quality

control are employed

in

building these engines; however, if

any part should be suspected

of

failure, notify the nearest

Continental

Representative

at

once,

giving

full

information, including the engine model and serial

numbers.

Do

not attempt repairs without factory

permission if an adjustment under our warranty

is

expected.

Section

4

PACKING,

UNPACKING

AND

PREPARATION

FOR STORAGE

1. SHIPPING BOXES.

The

engines

are

packed

for

shipment

in

a

wire

bound

shipping

box

of

the

following

general

di-

mensions:

Overall

length

.•••

43-1/4

inches

Overall

width

•••••

33-1/2

inches

Overall

height

.••

28-1/2

inches

Empty

weight

•••••...•

85

Ibs.

Gross

weight

••••.••.

371

Ibs,

2. PACKING.

The

engines

are

packed

for

shipment

in

their

standard

wooden shipping boxes

in

normal

operating

position

and

are

fastened

securely

with

four

bolts

10

through

the

mounting bushings. The engine

is·covered

with a

prefabricated

waterproof

shroud.

The lid of

the

box

is

securely

fastened

to

the

lower

section

by

means

of

four

steel

hinges,

the

pins

of which

can

be

driven

out

after

removing

the

lock

pins.

3. UNPACKING THE ENGINE.

(a)

Drive

out

the

four

hinge pins, and

remove

the

lid.

(b)

Remove

the

four

nuts which hold engine

mounts

to

mounting

base.

(c)

Attach

lifting

sling

to lifting eye which

is

bolted

to

the

upper

crankcase

flange above

the

center

of

gravity.

Remove

4 mounting

bolts.

(d)

Lift

engine

straight

up. Remove

shipping

box

from

beneath

engine.

(e)

Lower

engine

toa

suitable

assembly

stand,

and

bolt

it

securely.

4.

PREPARATION

OF

ENGINE FOR STORAGE.

(a)

Engines

in

crates

and

those

installed

in

aircraft,

not

to

be

operated

for

a

period

of

more

than

seven

days

should

be

prepared

for

storage

as

follows:

(1)

Arrange

a

pressure

tank

and

hose

with wide

angle

spray

nozzle

near

the

engine,

and

fill

with a

suitable

corrosion

preventive

oil.

The

oil

mixture

should

be

a

type

which

may

be

used

as

a

lubricant

and

which

will

leave

no

gum

or

other

residue.

Usually

a

mixture

of

one

part

corrosion

pre

venti

ve

compound

and 3

parts

S.A.E.#30

lubricating

oil

is

satisfactory

..

(2)

Fill

the

oil

sump

with

the

same

corrosion

pre-

ventive

mixture,

after

draining

the

regular

oil.

(3)

If

the

engine

is

installed,

start

it

and

warm

up

to

normal

oil

temperature.

(4) Stop

the

engine;

remove

the

intake

air

filter,

and

arrange

the

spray

nozzle

to

spray

the

corrosion

preventive

mixture

into

the

air

scoop.

(5)

Start

the

engine

and

run

at

high

idling

speed

with

the

mixture

spraying

into

the

intake

until

a

dense

fog

emerges

from

the

exhaust.

Stop

with

the

spray

still

in

operation.

(6) Remove

the

sump

drain

plug.

After

the

sump

has

drained,

attach

the

plug

with

wire

(not

installed).

Post

a

notice

of

oil

drainage

on

the

instrument

panel.

(7)

Remove

all

spark

plugs,

and

direct

the

spray

of

corrosion

pre

venti

ve

into

all

cylinders,

in

turn,

through

spark

plug

holes

while

the

crank6haft

is

turned

slowly.

(8)

With

the

crankshaft

static,

spray

each

cylinder

wall

for

minimum

full

coverage.

Do

not

turn

the

crankshaft

thereafter.

(9)

Spray

the

mixture

into

the

oil

filler

neck,

and

replace

cap.

(10)

Spray

the

crankcase

through

the

drain

plug

holes.

(11)

Seal

all

crankcase

openings

with

nonhygroscopic

plugs.

Either

reinstall

all

spark

plugs

or

install

de-

hydrator

plugs

in

all

plug

holes.

If

possible,

place

a

small

bag

of

De-moist

or

similar

hygroscopic

material

in

the

air

scoop

mouth

to

fill

the

opening.

Water-proof

paper

or

cloth

should

separate

the

bag

from

scoop

walls.

Seal

the

scoop

opening

with

water-

proof

material.

Post

a

notice

of

these

measures

on

the

instrument

panel.

(12)

Crated

engines

may

be

treated

by following

steps

(1),

and

(7)

through

(11).

Also

remove

rocker

covers,

and

spray

valve

stems.

(b)

The

treatment

described

in

the

preceding

paragraph

should

be

repeated

at

intervals

of not

over

30

days

during

storage.

5.

PREPARATION

OF

ENGINES

FOR

SERVICE

AFTER

STORAGE.

(a)

Engines

prepared

for

storage

in

accordance

with

paragraph

4

may

be

placed

in

service

immediately

after

making

the

following

checks:

(1)

Turn

the

propeller

slowly

by

hand

at

least

four

or

five

revolutions

to

determine

that

the

cylinders

are

free

of

any

accumulation

of

water,

oil,

or

fuel

and

that

the

valve

operate

freely.

The

stems

of

any

valves

that

are

sticking

should

be

lubricated

gener-

ously

with

a

mixture

of

gasoline

and

lubricating

oil.

Continue

to

turn

the

engine

over

by

hand

until

all

evidence

of

sticking

valves

has

been

eliminated.

If

the

mixture

of gaSOline

and

lubricating

oil

does

not

free

all

the

valves,

the

necessary

repairs

should

be

made

before

the

engine

is

placed

in

service.

(2)

After

starting

the

engine,

if

the

spark

plugs

are

found

to

be

fouled

from

excessive

engine

oil,

they

should

be

removed

and

washed

with

gasoline

or

acetone.

S~ction

5

INSTALLATION

IN

AIRPLANE

AND

REMOVAL

1. ENGINE MOUNTING.

(a)

Place

hoist

hook

in

engine

lifting

eye,

and

detach

engine

from

assembly

stand.

(b)

Raise

engine

to

proper

height,

and

position

it

on

aircraft

mount.

Install

four

7/16

in.

dia.

mount

bolts

and

nuts.

(c) Remove

all

protective

covers

such

as

the

card

board

covers

over

exhaust

ports

and

plug

from

the

carburetor

inlet,

1/8-inch

pipe

plug

from

oil

pressure

gauge

line

and

primer

connection

plug.

(d)

Connect

the

following

controls

at

the

engine:

(See

figure

6. )

(1)

Throttle

control

rod

or

wire.

(2) Hot

air

control.

(3)

Oil

temperature

gauge.

(4)

Carburetor

fuel

supply

pipe.

(5)

Tachometer

cable.

(6)

Magneto

switch

wires.

(7)

Oil

pressure

gauge

line.

(8)

Primer

Outlet.

(9)

Primer

Inlet.

(10)

Starter

power

and

control

cables.

(11)

Generator

wires.

(12)

Carburetor

mixture

control.

2.

FUEL

AND CARBURETOR SYSTEM.

(a)

The

primer

may

be

connected

either

at

the

intake

manifold

at

oil

sump

connection

or

at

the

intake

port

of

each

cylinder.

At below

zero

temperatures

the

cylinder

intake

port

location

is

recommended.

(b) Mount

the

air

intake

housing

on

the

carburetor

with

the

scoop

opening

forward,

and

install

the

air

filter.

Connect

the

2 in.

dia.

hot

air

inlet

at

the

right

rear

corner

of

the

housing

to

the

supply

tube

pro-

vided

in

the

aircraft.

Note:

Be

sure

to

push

the

filter

cam

lock

studs

home

before

turning.

3.

OIL

SYSTEM.

Screw

the

oil

temperature

capillary

into

the

tapped

hole

centered

in

the

oil

pressure

screen

cap.

(See

figure

8.)

11

12

TO

STARTER

LErER

TO

BATTERY

TO

OIL

PRESS

GAGE

TO

TACHOMETER

TO

IGNITION

SJ1IITCH

.:r.t1";;~~~:::::jt:}

TO

JIOLTAGE

REGULATOR

'"

TO

OIL

TEMP

GAGE

Figure

6.

Typical

Installation

Diagram.

I.679 ± Om'---1-

.........

...r-1679

± .002

DRILL .257-DEPTH

.81

C'SINK

Iloox.34

DIA.

TAP

.3125-18NC-4

DEPTH

62

PD.

.2764-2779-4

VIEW

A-A

D

Figure- 7.

Installation

Drawing.

TO

PRIMER

OUTLET

TO

MIXTlJRE

CONTROL

TO

CARB

HEAT

CONTROL

TO

TfiROTTLE

CON1I<0L

TO

PRIMER

INLET

TOOASTANK

A - STARTER

B - MAGNETOS -

:

RADIO

SHIELDED

PLUG

LORD

BUSHING

NO.

H-3006

PORTS

5/

S

18

N.F. 3 HOLE

FOR

TEMPERATURE MEASUREMENT

HOT

AIR

IN

C - TACHOMETER DRIVE S.A.E. STD.

1/2

ENGINE

SPEED

D - GENERATOR

E - SUCTION OIL

SCREEN

F - PRESSURE OIL

SCREEN

G - OIL

FILLER

H - ENGINE MOUNT BRACKETS

J - OIL SUMP DRAIN

K -

NO.

10

SPLINE

TYPE

SHAFT

L - CARBURETOR (MARVEL)

M-

OIL GAUGE

N -

FUEL

PUMP

(OPTIONAL EQUIP.)

0-

BREATHER ELBOW -C'CASE (AN-842-10)

P -

S.A.E.

No. 3

FLANGE

TYPE

SHAFT

Figure

8,

Installation

Drawing.

13

14

8 BOLTS

.375

0.0.

EQUALLY SPACED

370

.624

DIA.

623

K

1-<----35%-----_:

1---+-+------------

41

9/

16

I

C'SINK

8 HOLES

3.81

622-621 REAM .72

X90

0

~4

00

EQUALLY SPACED

14

-j

5/

16

LENGTH

CLEARANCE REQUIRED

TO

REMOVE STARTER

AND GENERATOR

--------<0-1-_-

9

5/

S

---....u

~

\

,

,I

, i

'"

_

1.

_

""

~~~

I

2217/32

5.251

~

5.249

.

61

/2

DIA,..j

VIEW

B-B

18

bi

32

2

'4

~

EXHAUST PORTS

)2

'4

1;8

PIPE TAP

FOR

MANIFOLD PRESSURE

NO

50

DRILLED OPENING

IS REQUIRED

IN

THE

COMPANION FITTING

Figure 9. Installation Drawing.

H

J

----I

,

I"

I:

v'

,

G

\ I

123 '/4

I

27@.

,

32

Continental Motors C-125 User manual

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