OPERATORS

MANUAL
JACOBS AIRCRAFT ENGINE
MODEL
R-755A

"NOT· LIABLE FOR ACCURACY

AND EFFECTIVENESS OF
ORIG1NAL TEXT."
,..A;" ~,~rvJl,;e
C' L. Caravan Co., Inc.

JACOBS AIRCRAFT ENGINE COMPANY

POTTSTOWN, PENNSYLVANIA, U. S. A.
Cable:-JAECO, POTTSTOWN

PRINTED IN U. S. A.
fIRST EDmoN-1948
 NOTICE

THE DETAILED INSTRUC-

TIONS ON OPERATION, MAIN-
TENANCE AND LUBRICATION
ARE MOST IMPORTANT
and you cannot expect satisfactory ser-
vice from your engine unless they are
follovved implicitly.
They have been made as concise as
possible, and the few minutes required
to familiarize yourself with them can
save you many dollars in service.

JACOBS AIRCRAFT ENGINE COMPANY

WARRANTY

The Jacobs Aircraft Engine Company warrants all engines manufac-

tured by it to be free from defects in material or workmanship. The
obligation of the Jacobs Aircraft Engine Company under this warranty
is limited to the replacement of parts returned to it for inspection and
examination at the factory, transportation charges prepaid, within three
months (90 days) or one hundred hours' flying time-whichever is the
shorter-after delivery of the engine to the initial purchaser. Should
(
parts prove upon examination to be defective they will be replaced free
of charge.
'-
This warranty shall not apply to any engine or part that has been
repaired or altered outside the factory in any way so as, in the manu-
facturer's judgment, to affect its operation, or which has been subjected
to accident, neglect or misuse.
The Jacobs Aircraft Engine Company further guarantees that each
engine has been block tested and has developed its full rated horsepower.
The Jacobs Aircraft Engine Company reserves the right to change
engine or parts specifications or prices without incurring any responsi-
bility as to engines or parts previously sold.
The Jacobs Aircraft Engine Company shall not be held responsible
for guarantees in addition to the above, verbal or written, made by any
representative. Neither does it make any warranty with regard to
equipment not a product of the Jacobs Aircraft Engine Company, such
as magnetos, ignition parts, carburetors, or any other standard acces-
sories, as they are usually guaranteed by their respective manufacturers.
(
The above constitutes the sole guarantee of the Jacobs Aircraft L,
Engine Company.
 FOREWORD
THIS manual has been prepared for
the purpose of providing helpful and necessary instructi(;>ns for the
operation, care and maintenance of your Jacobs Aircraft Engines to
enable them to deliver the most satisfactory service throughout the
many hundreds of hours they are built to serve you. The instructions
given are the result of careful consideration of factory and field experi-
ence, and cover the best methods of procedure for operation, lubrication,
and maintenance of Jacobs engines.
Great care has been taken to avoid undue emphasis on minor details.
and when minor items have been made prominent it is because experience
has amply dictated the wisdom of giving these points special care

) and attention.
The manufacturer strongly recommends that the instructions given
herein be followed implicitly in the operation of the engines covered and in
the performance of any work on them. The manufacturer advocates that
for major overhaul or any major repairs its engines be taken to an author-
ized Jacobs Service Base or Service Station or brought to the factory. It
is very important that no unnecessary or amateur service be performed
on the engine, as this has been found in most cases, to be detrimental.
It has been the aim of the manufacturer to build an engine to give the
maxirp.um of service with the minimum of attention other than proper
lubric~tion and fuel; and the latest knowledge in design has been com-
bined with the best materials obtainable and the finest and most pains-
taking workmanship to attain this end.

) JACOBS AIRCRAFT ENGINE COMPANY

POTTSTOWN. PENNSYLVANIA. U. S. A.
 IN D E X
ATP
GRID

PAGE
R-755A Engine Instructions

Engine Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 IB04

General Description. . .. ............................... 12 1B11

Unpacking and Installation... . . . . . . . . . . . . . . . . . . . . . . . . . .. 15 IB14

Fuel and Lubrication.. . . . . . . . . .. .. .. . . . . . . . . . . . . . . .. . .. 18 IBI7

Operation Instructions. . . . . . . .. . ...................... . 20 IB19

Inspection-Maintenance and Engine Checks... . . . . . . .. ... 24 IB23

Engine Troubles. . . . .. . . . . . . . . . .. ......... ........... 29 lC04

Removal, Repair and Assembly of Cylinder. . . . . . . . . . . . . .. 31 lC06

Preparation for Storage ............. . 34 1C09

DRAWiNGS ........ . . . Plate No. 1 and following lCll

 RECORD OF REVISIONS

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 RECORD OF TEMPORARY REVISIONS

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REV NO DESCRIPTION DATE DATE BY REMOVED INCOR GRID

4-12-88
ILLUSTRATION No. 1
ILLUSTRATION No.2
MODEL R-755A
 JACOBS AIRCRAFT ENGINES 7

ENGINE DATA
MODEL R-755A ENGINE

Name ..................................... Jacobs

Model. ................................... R-755A
Type ...................................... 7 Cyl., Direct Drive, Air-Cooled
Radial
A.T.C. No ................................. 237
Rated Horsepower. " " .................... 300 H.P. at 2200 RPM at Full
Throttle
Take-Off Rating (One Minute) .............. 300 H.P. at 2200 RPM at Full
Throttle
Bore ...................................... 57.4;""-133.35 mm.
Stroke ..................................... 5" -127.0 mm.
Displacement .............................. 757 cu. in.-12.40 liters
Compression Ratio ......................... 6 : 1
Ignition ................................... 1 Scintilla Magneto, Model
VMN7-DF5
1 Scintilla Distributor (Battery
and Coil)
Spark Plugs ............................... Champion C-26S
B.G. SS485A
Spark Plug Gap .............................015"-.018"
Magneto Breaker Point Gap ..................012"
Battery Ignition Distributor Breaker Point Gap .. 016"
Timing at Full Advance ..................... 310 B.T.C.
Generator ................................ Eclipse 25 Ampere, 12 Volt
Oil Consumption at Rated RPM ..............018Ibs./B.H.P.-hour
Oil Consumption at Cruising .................015 lbs./B.H.P.-hour
Carburetor ................................. Stromberg NA-R7A, 2!{6" Venturi
Fuel Required .............................. 80 Octane Minimum
Fuel Consumption at Sea Level:
Cruising ............................. .48 lbs./B.H.P.-hour
Valve Timing (Average Hot Running Clearance: Intake .035"-Exhaust .040")
Intake Opens .......................... 210 B.T.C.
Intake Closes .......................... 62 0 A.B.C.
Exhaust Opens ......................... 620 B.B.C.
Exhaust Closes ................ " ....... 120 A.T.C.
Valve Tappet Clearance (Intake Cold) .........008"
Valve Tappet Clearance (Exhaust Cold) ........008"
Valve Spring Loading (plus or minus 10%)
Valve Closed: Inner at 1%" ............. 35 lbs.
, I
\ Outer at 1%' ............. 60 lbs.
Valve Open: Inner at 11%2" ............. 50 Ibs.
Outer at 11*2' ............ 90 lbs.
8 JACOBS AIRCRAFT ENGINES

Master Rod Location ....................... No. 1 cylinder

Length from end of propeller shaft to end of
starter ................................ 40.2"-1021 mm.
Overall Diameter ............ " ............. 44.0"-1118 mm.
Center of Gravity (Bare Engine):
Distance below Crankshaft C/L . .......... 23"-5.8 mm.
Distance Forward of Mounting Bolt Circle. 6.89"-175 mm.
Crankshaft Rotation (from Front of Engine) ... Counter-Clockwise
Crankshaft Spline .......................... S.A.E. #20
Diameter Mounting Bolt Circle .............. 16Y2"
Number of Mounting Bolts .................. 8
Diameter of Mounting Bolts ................. %"
Dry Weight of Standard R-755A1 Engine in-
cludes the following:
1 Magneto, 1 Battery Ignition Distributor
and Coil, Complete Radio Shielded Igni-
tion Assembly with 14 Shielded Spark
Plugs, Carburetor, Priming System, Vac-
uum Pump Drive, and including all stand-
ard accessory drives and covers.
Total Dry Weight-R-755A1 ........ 505 lbs.-229 Kgs.
Total Dry Weight R-755A2 Engine
(with Propeller Governor Drive
and provisions for mounting Ham-
(
-
ilton Standard Constant Speed
Propeller) ....................... 511 lbs.-232 Kgs.
Miscellaneous:
Tool Kit ............................... 7 lbs.
Instruction Book ....................... 1 lb.
Oil Strainer (separately mounted) ......... 2 lbs.
Available Extra Equipment:
Starter: Eclipse Series E80, Type 397 (12 or
24 Volt) ............................. 19.0 lbs.
Generator: Eclipse Type 309, Model 8 (12
Volt-25 Amp) ..................... 21.5 lbs.
Fuel Pump: Pesco Model No. 2P-R400
BLYA (Square Shaft) ............... 2.2 lbs.
Romec Model No. RD-4140 ........... 2.4lbs.
Vacuum Pump: Pesco Model No. 3P-194-E,
Type B-2A . . . . . . . . . . . . . . . . . . . . . . .. 3.4 lbs.
RomecModel No. RD-2112B, TypeB-2A 4.0 lbs.
Propeller Governor: Hamilton Model
1A4-A5 ............................. 4.5 lbs.
Hydraulic Pump: Pesco IP-320-F ........ 2.51bs.
Shipping Case, Overall Dimensions:
( ",
'-....
Length 57Y2", Width 53Y2", Height 51"
Weight. with mounting plate ............. 560 lbs.-254 Kgs.
 JACOBS AIRCRAFT ENGINES 9

ACCESSORY DRIVES:
The gear ratio of each accessory drive to the engine crankshaft and the direction
of rotation is as follows, for a typical installation.
DRIVES DIRECTION OF GEAR RATIO
ROTATION
Starter Counter-Clockwise 1.5 1
Generator Counter-Clockwise 1.42 1
Tachometer Counter-Clockwise .5 1
Fuel Pump Clockwise l. 1
Oil Pump Counter-Clockwise .5 1
*Vacuum Pump Counter-Clockwise .875 1 or 1: 1
*Propeller Governor Counter-Clockwise l. 1
Magneto Counter-Clockwise .875 1
Distributor Counter-Clockwise .5 1
*Hydraulic Pump Counter-Clockwise .875 1 or 1: 1
*Optional drives provided on the accessory drive unit.
 10
SEA LEVEL PERFORMANCE AL TITUDE PERFORMANCE
TO FIND ACTUAL H.P-WHEN GIVEN PRESS. ALL,
HORSE POWER VS MANIF'OLD PRESSURE tlORSE powgR ANQ MANIF'OLD PRESSURE
.B...fUr1:., MAN. PRESS.& FREE AIR TEMP.
WITHQ!.!I RAM
I. LOCATE POSITION "A" ON ALTITUDE CURVE FOR
GIVEN R.P.M. AND MANIF'OLD PRESSURE.
SUBJECT TO VAR. :l:2Y2"
I
f-I-
2'. LOCATE • S· ON SEA LEVEL PERFORMANCE CURVE
F'OR SAME R. P.M. AND MANIF'OLD PRESSURE 'II·
TRANSF'£R POSITION "to .~ ~
3. DRAW STRAIGHT LINE FROM ·C· THRU ·An AND I'\.
READ H. P. AT OBSERVED DENSITY ALTITUDE OF'
FLIGHT. (POINT "0- IN EXAMPLE.) I

4. CORRECT H.P. IN ACCORDANCE WITH FREE AIR

TEMPERATURE BY APPLYING THE FOLLOWIN6:-
CAl ADD I % F'OR EACH S- C. DECREASE F'ROM Ts.
,-
(8) SUBTRACT I % FOR EACH e·c. INCREASE
FROM Ta. "
(:Ts· -STANDARD ALT ITUDE TEMP') a
z
< " "
I'\.
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240 1"'-
" I"
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220
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200
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180 "' ""'-
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160

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140 .......
I"- " '"'
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+15 i--"o .......

0 ..... - 01'\.
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N

120-25
- ,
"' "
STANDARD A ,J:.I-=f-llcE' TEMPERATURE °C (TS) I'\.
" "
t o
'" MANIF'OLD PRESSURE IN. HG
c:o
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55
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III

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-S ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ! ~ ~ i ~ 1 1
DENSITY
~
ALTITUDE
! ~
~ ~ ~
IN F'EET
I
SEA LEVEL AND ALnTUDE PERFORMANCE CURVES
R·755A EI'IIGINE
 JACOBS AIRCRAFT ENGINES 11

ENGINE MOUNT 60::)5f~5--"""\

PRIMER INLET CONN.

OIL TANK
VENT COIIllN:-1i--

'-~;ENERJ:l.TOIR PAD

PAD

OIL OUTLET CONN.

MIXTURE ADJUSTMENT
OIL INLETCOIIIN:-./
-I"U"" INLET CONNECTION
MIXTURE CONTROL
PRESS. CONNECTION

ILLUSTRATION NO.3
R-755A LEn REAR VIEW
Accessories and connections for the R-755A Engine are shown above.
 12 SECTION 1-INSTRUCTION MANUAL

(
SECTION 1
GENERAL DESCRIPTION
The Jacobs Model R-7SSA engine is an unsuper- oil pump, fuel pump, and drive units for additional
charged seven-cylinder air-cooled radial engine with accessories.
a piston displacement of 7S7 cubic inches.
CYLINDERS
The variations of the R-7SSA model engine are
identified by the number following the "A". The cylinder barrels are machined from heat-
The R-7SSAI engine is the basic engine without treated chrome molybdenum steel forgings, with
accommodations for hydraulically operated pro- closely spaced fins and accurately ground bores.
pellers. The cylinder heads are heat-treated aluminum
The R-7SSA2 engine has provisions for mounting alloy castings with rocker arm supports and housings
constant speed hydraulically operated propellers cast integral. They are screwed and shrunk on the
and has different accessory drive arrangement than barrels.
the R-7SSAI engine. CRANKSHAFT
The crankshaft is of the two-piece clamp design
CRANKCASE and is machined and ground from selected chrome-
The crankcase assembly consists of five castings, nickel molybdenum steel forgings. The front half,
namely: front case, front section of main crankcase, which has an S.A.E. #20 spline, is machined and
rear section of main crankcase, rear intermediate plugged for the installation of constant speed
bearing plate, and rear case. The two sections of the propellers. The crankshaft is carefully balanced
main crankcase, or power section, are secured to- both statically and dynamically.
gether by through-bolts and studs, and the other case
sections are secured to these by an ample number of MASTER ROD (
specially heat-treated studs. All joints are heavily The master rod is cf the one-piece type, made from
flanged. a chrome nickel molybdenum steel forging and
The front case is a magnesium alloy casting and machined all over, carrying a steel-back lead-bronze
carries the cam gear and pinion assembly, tappet bearing and bronze piston pin bushing, which are
assemblies, propeller oil transfer ring assembly, shrunk in place and afterward diamond bored to a
thrust bearing and thrust plate. mirror finish. The master rod is drilled to carry
The front section of the main crankcase is an pressure oil from the master rod bearing to the
aluminum alloy casting, and carries the front main knuckle pins. The master rod surface is shot-
~ .. " .. crankshaft roller bearing. blasted for greater fatigue resistance.
The rear section of the main crankcase is a mag- LINK RODS
nesium alloy casting in which the intake manifold The link rods are sturdy H section polished
and oil sump are integrally cast, and carries the rear aluminum alloy forgings with diamond bored
main crankshaft roller bearing and the carburetor. knuckle pin and piston pin holes.
The two sections of the main crankcase are bolted
PISTONS
together before final machining, and machined as
one unit. Therefore, these sections cannot be re- Pistons are of forged aluminum alloy with diamond
placed separately. bored piston pin holes and accurately machined
The rear intermediate bearing plate is a magnesium ring grooves.
alloy casting which carries the rear crankshaft ball PISTON PINS
bearing and accessory drive bearings and bushings. Piston pins are of nitralloy steel with glass hard
All the oil feed bushings and bearings are diamond surface. They are of the full floating type, with
bored in special fixtures and are not interchangeable aluminum plugs in the ends.
in the field. Drilled oil passages leading from the oil
VALVE OPERATING MECHANISM
feed bearing to the bushings furnish pressure lubrica-
tion to all bushings.
The rear case is a magnesium alloy casting with
The valve operating mechanism is of the push rod-
rocker arm type. The cam and valve tappet assem-
c
mounting pads for ignition units, generator, starter, blies are located in the front case. The cam hub is of
 SECTION l-INSTRUCTION MANUAL 13

forged aluminum and operates on a nitralloy crank- from the power section and the rear section flows
shaft sleeve. The cam ring, which is riveted to the directly to the sump surrounding the air intake pas-
hub, is of chrome-nickel molybdenum steel. It has sage above the carburetor. Drain oil from the nose
two hardened and ground tracks with three lobes section also flows to this sump through an exterior
each, and rotates at one-sixth crankshaft speed. The drain line. Scavenge oil is taken from the sump to
push rods are enclosed in oil-tight housings. Rocker the scavenge section of the oil pump through an
arms ride on dual tapered roller bearings. exterior line. A coarse screen is provided at the oil
outlet of the sump to prevent large foreign particles
VALVES
from entering the lubrication system. Oil from the
Valves are made by Thompson Products, Inc., of
scavenge section of .the oil pump is sent back to the
a special C.N.S. steel, and are of the tulip type. The oil tank.
exhaust valves have hollow stems and are sodium
cooled. Automatic Valve Gear Lubrication
VALVE SEATS Oil from the pressure oil pump is sent through an
Valve seats are machined from forged aluminum external line to the fitting at the rear of the sump on
bronze and shrunk in place in the aluminum cylinder the nose section. The nose section is fitted with a
head. cast-in tube which carries pressure oil to all the
valve tappet guides. Oil is metered from the tappet
VALVE SPRINGS guide into the hollow tappet and passes to the push
Two springs are used on both inlet and exhaust rod through the opening in the ball socket. Oil then
valves and are of chrome vanadium steel. Both are flows through the hollow push rod to the rocker arm
wound in the same direction and held in place by a ball socket, and through drilled holes in the rocker
cupped washer and split cone fitted to the valve stem. arm to the rocker arm bearings. All parts of the valve
gear are thus lubricated with oil under pressure. All
LUBRICATION SYSTEM rocker boxes are interconnected for drainage and for
General proper breathing. The whole rocker box system is
Oil from the oil tank is sent through a screen type vented to the crankcase through a line connected to
strainer exterior of the engine to the oil inlet con- one of the upper rocker box covers. The oil pump
nection. The oil then goes directly to the pressure has one pressure section and two scavenge sections.
stage of the oil pump. A check valve is built into the One scavenge section is used to drain oil from the
oil pump and prevents leakage of oil into the nose section. power section, and rear section. The
engine when the engine is not in operation. Pressure second scavenge section is used to scavenge the oil
oil forces open the check valve and enters the relief which has drained from the rocker boxes into the
valve. Both the check valve and relief valve are lowest rocker box cover.
of the ball and spring type and are non-adjustable.
Excess oil by-passed at the relief valve goes directly Propeller Control Oil System (Hamilton
to the oil-out connection of the engine, thereby Standard Type Propellers)
avoiding excessive accumulations of oil in the sump A propeller oil transfer seal is placed immediately
or overloading of the oil scavenge pump section. The behind the thrust bearing for engines intended to be
oil pressure gauge connection is located immediately used with constant speed propellers. A total of
after the relief valve. Pressure oil flows to the oil eight oil seal rings are used to prevent excessive
transfet bearing located in the rear intermediate leakage of oil from the transfer seal. In the constant
bearing plate. Here oil is fed to the crankshaft and speed control system, high pressure oil from the
provides pressure lubrication to the starter, mag- propeller governor unit is led through an external
neto, distributor, generator and oil pump drive line to the pressure connection at the right side of
bushings through five radial passages. Oil flows the nose section. Propeller oil from this connection
through the hollow crankshaft to provide lubrica- goes through the propeller oil transfer seal to the
tion to the master rod bearing and knuckle pins. hollow front half of the crankshaft. A plug is pro-
The cylinder walls and piston pins are lubricated by vided in the front half of the crankshaft to separate
a crankshaft oil spray jet of the non-clogging type the engine lubricating system and the propeller oil
and by splash from the master rod bearing and link control system. When adjustable or fixed pitch
rods. The cam hub is pressure lubricated by oil from propellers are used on engines equipped with the
the hollow front half of the crankshaft. Drain oil propeller oil transfer seal, an external line is in-
14 SECTION 1-INSTRUCTION MANUAL

stalled to provide pressure oil to the connection on engine-driven generator through a Scintilla distribu-
,
( .~
the right side of the nose section so that the transfer tor and coil. The distributor is mounted on an
seal rings will be safely lubricated. adapter on the right magneto pad on the rear case,
and operates at ~ engine speed.
CARBURETOR The battery ignition distributor has completely
The carburetor is an updraft Stromberg Type automatic spark advance. When set to fire at 31 0
NA-R7A and is of the single venturi type fed from a B.T.C. in the fully advanced position, the distributor
single float chamber. It is mounted at the bottom of automatically retards itself to fire 10 before top
the rear half of the power section. The carburetor can dead center at cranking speeds. The magneto, in the
be adjusted for either fuel pump or gravity feed typical installation, is locked in the full advance
operation. The carburetor is equipped with a position. The battery ignition system offers im-
needle type manual mixture control. Movement of proved idling performance by providing a high volt-
the mixture control to the full lean "idle cut-off" age retarded spark at idling speeds. Starting is also
position provides an effective means for stopping aided and simplified by the full retarded spark
the engine by shutting off the fuel flow. The NA- supplied by the battery ignition system. No booster
R7 A carburetor is equipped with a large capacity ignition system is required.
accelerating pump for smooth acceleration and with Both magneto and battery ignition systems are
a needle valve operated economizer system which fully radio-shielded.
provides a lean mixture for cruising and rich ens the
mixture at take·off and high power.
ACCESSORIES
IGNITION SYSTEM The rear case provides mounting pads for genera-
Ignition is furnished from three independent tor, starter and fuel pump, in addition to the oil
sources by two complete and independent systems to
each cylinder. The electrical energy is furnished
pump, magneto and distributor adapter. The stand-
ard distributor adapter provides drive and pad for (
to the rear bank of spark plugs by a Scintilla vacuum pump on the rear. Special adapters are
VMN7-DFS magneto, which is mounted on the left available with provision for mounting hydraulic
magneto pad on the rear case, and operates at Ys constant speed propeller control or hydraulic pump,
engine speed: Energy is furnished to the front bank or both, in addition to the vacuum pump. One
of spark plugs from both the aircraft battery and the tachometer drive is also provided.
 SECTION 2-INSTRUCTION MANUAL 15

SECTION 2
UNPACKING AND INSTALLATION
To remove the engine from the shipping case and this section. Use hoist to take :up. slack in the
install in the plane, equipment consisting of crank- cable.
shaft lifting nut, hoist, assembly stand and rocker 4. Remove the six nuts between the engine
box lifting sling should be available. Refer to mount plate and the shipping crate and em-
illustration No.4 and to paragraph headed "LIFT- ploy hoist carefully to slide engine free of the
1NG SLING" in this section for fabrication instruc- crate.
tions for the lifting sling. S. Remove engine mount plate as described
The procedure is as follows using an assembly above and proceed with installation.
stand: When the engine mount bolts are seated in rubber
1. Remove 4 bolts and lift cover of shipping case. bushings, the bolts should be drawn only moderately
2. Remove waterproof cover on engine. tight in accordance with the airplane manufac-
3. Unfasten ignition cable ends where anchored to turer's instructions, and should all be of equal
shipping case. tightness.
4. Remove nuts holding mount plate in shipping Carburetor controls should be arranged to operate
case. smoothly and permit full travel of the levers. If
S. Remove engine with crankshaft lifting nut, Part the magneto is equipped with an advance lever it
No. T -6034, and hoist. The steel mount should be wired in the advance position (clockwise
plate should remain attached to the engine. as far as possible).
The distributor adapter housing should be filled
( 6. Mount engine on assembly stand b~ means of
},i full with engine lubricating oil through the upper
the mount plate.
drive opening before the accessory is installed.
7. /I the engine is to be operated immediately, it
All fuel and oil lines should be neatly installed in
will be convenient at this time to drain rust
such a manner as to prevent the possibility of air
preventive oil from cylinders by removing
pockets or vapor locks. Only the best quality metal
plugs in spark plug holes and turning the
tubing or hose should be used. Lines should be of
engine over several revolutions.
good annealed seamless tubing without any short
8. Rotate assembly stand to place crankshaft in
bends or kinks. All lines should be securely fastened
horizontal position.
to avoid vibration and chafing.
9. By means of the rocker box lifting sling, lift the
engine free from the assembly stand. The OIL LINES
mount plate should THEN be removed, by The oil lines connecting the oil tank to the engine
two men if possible, being careful to clear should be at least % inch tubing.
all parts of the engine. The supply line from the tank should be connected
10. Mount in airplane, using lifting sling. (See to the oil strainer. A second line is then installed from
illustration No.4.) the outlet side of the strainer to the fitting located in
If an assembly stand is not available, the shipping the rear case on the right side of the oil pump.
crate with the engine should be placed on a fiat, A return line from the outlet fitting on the left
level surface and the following procedure used: side of the oil pump returns scavenged oil to the tank.
1. Remove cover of shipping case, engine water-
proof cover, and unfasten ignition cable ends FUEL LINES
as described above. Fuel may be supplied to the carburetor either by
2. Check to determine that bolts holding mount gravity or by pressure. When the gravity system is
plate to the bottom half of shipping case are used the carburetor float level is set for a pressure of
tight. Carefully stand bottom half of shipping 1~ lbs. and the fuel tank should be high enough
crate on its side so that the engine is in the above the carburetor to produce a pressure of about
flight position (with carburetor at bottom). 1~ lbs. at the carburetor.
3. Install rocker box lifting sling as described in A fuel strainer should be installed at the low point
the paragraph headed "LIFTING SLING" in between the fuel tank and carburetor.
16 SECTION 2-INSTRUCTION MANUAL

When the pressure system is used the float level RUNNING-IN

of the carburetor is set for a pressure of 3 lbs. and the All Jacobs engines are thoroughly tested and run-in
fuel pump pressure should be set at 3 lbs. The fuel at the factory. However, a one-hour check run should
line should be run from the strainer to the inlet side be made before flight, to check the installation.
of the fuel pump and from the outlet of the fuel pump Before starting, turn the propeller at least six
to the carburetor. No external by-pass fuel line is complete turns by hand to determine that there is no
required, as the approved fuel pumps have built-in oil or gasoline accumulated in the lower cylinders.
by-pass. If rust preventive oil has not been previously
drained from the cylinders, all plugs must be re-
LIFTING SLING moved from rear spark plug holes. The engine must
Whenever it is required that the R-755A engine then be turned slowly by hand at least ten revolutions
be handled on a hoist the rocker box type lifting to drain the rust preventive oil. The engine should
sling as shown in illustration No.4 should be used. again be rotated several revolutions after reinstallation
The sling should be fabricated locally from high of the spark plugs.
quality steel wire cable .250 inch diameter. The After the engine has been started, the oil pressure
steel cable should preferably be inserted in light and fuel pressure should be immediately checked.
weight rubber hose or other type protective sheath. The engine should be run-in at 600 RPM to 1000
Only one length of cable is used. Thread the cable RPM. Set controllable propellers in low pitch.
through the rocker boxes, using the numbers on the After the oil is warm, check the oil and fuel lines,
illustration as a guide. Cable Sections 1 and 4 must cowling, baffles and controls.
be in front of Cable Sections 2 and 5 respectively. In order to avoid overheating during the check
In this position Sections 1 and 4 will act to prevent run, a gasket type thermocouple should be installed
Sections 2 and 5 from slipping off the rocker boxes. under one of the rear spark plugs, and the tempera-
Securely clamp cable end 1 to 6, allowing enough ture closely observed. The oil temperature should not
slack so that Cable Sections 1 and 4 will clear the
rocker boxes of the No. 1 (top) cylinder. Apply
lifting action slowly so that the cable will center
be permitted to exceed allowable limits. The head
temperature should not be permitted to exceed
400 0 F. (200 0 C.) except when opening the throttle to
-
itself and all four lifting sections become taut. As check maximum engine speed, when a maximum
cable is tightened, also check to see that the cable temperature of 450 0 F. (232 0 C.) is permissible.
loops around the outside rocker boxes at 2 and 5 DO NOT "REV-UP" THE ENGINE UNTIL
are not too close to the forward edge of the rocker THE OIL HAS BEEN THOROUGHLY HEATED
boxes. The engine as supported by this lifting sling AND A SUFFICIENT LENGTH OF TIME
will have the crankshaft tipped slightly upward so ALLOWED FOR ALL PARTS TO BECOME
that it can easily be attached to the aircraft structure. THOROUGHLY LUBRICATED. THE "REV-
Only the engine itself may be lifted with the rocker VING-UP" SHOULD NOT TAKE PLACE UNTIL
box type lifting sling. Do not attempt to lift the engine THE ENGINE IS READY FOR FLIGHT AND
plus overhaul stand by this method. SHOULD NOT EXCEED 20 SECONDS.
 SECTION 2-INSTRUCTION MANUAL 17

ILLUSTRATION NO.4

R-755A Engine Lifting Sling, Rocker Box Type

(See Page 16)
18 SECTION 3-INSTRUCTION MANUAL

(
SECTION 3
FUEL AND LUBRICATION
FUEL 60) aviation oil should be used in hot weather if the
High grade aviation gasoline should be used at all oil-inlet temperature frequently exceeds 185°F.
times. The use of inferior grade fuels may cause over- (85°C.).
heating and detonation resulting in damage to the We recommend using aviation oils of the highest
engine. Poor fuels can also affect reliability, engine quality. Oils that are approved by Jacobs must con-
power and economy, and can cause engine roughness. form to the general physical specifications given
Fuels having a lower octane rating than that out- below. However, oils cannot be approved on the
lined in the engine specifications should never be basis of specifications alone, as many necessary
used for flight. Precautions should be taken to keep qualities of oils for satisfactory operation in aircraft
fuel free of water and sediment when refueling the engines cannot be covered adequately in a speci-
airplane. fication.
Aviation gasoline with a minimum knock rating of It is recommended that Jacobs engines be operated
80 octane should be used in the R-755A engine. only on oils approved by the Jacobs Aircraft Engine
Fuels containing a minimum lead content are Co. Operators not familiar with oil brands approved
preferred. Fuels used in the R-755A engine model by the Jacobs Aircraft Engine Co. should write
should not nQrmally contain more than 2 cc's of lead our Service Department for the list of tested and
per gallon. Unleaded aircraft fuels having a rating approved engine oils.
of 80 octane are available for use in the R-755A SPECIFICATIONS
(
engine. When fuels containing a low lead content
are not available, it is permissible to use fuels con-
taining up to a maximum of 4 cc's of lead per
Viscosity 210° F.
AVIATION GRADE
(SAYBOLT)
120 100 80
-
gallon for limited periods only.
(Saybolt Universal) .. 115-125 93-103 76-84
LUBRICATION Viscosity Index
The first function of a lubricant is that of reducing (Minimum) ........... 95 95 100
engine wear, and to this end it is most important that Flash Point of.
oil of the proper type, quality and grade be used. (Minimum) ........... 490 470 450
Failure to use the proper type and amounts of lubri- Pour Test OF. (Maximum) 20 10 Zero
cant can ruin your engine in a very short time. Carbon Residue %
Conradson (Maximum) 1.3 1.0 0.9
ENGINE OIL
Neutralization No.
Oils of the following viscosity (Saybolt Universal (Maximum) .......... 0.10 0.10 0.10
at 210° F.) should be used under the temperature Emulsion Separation Test
ranges set opposite each. using Distilled Water
GROUND TEMPERATURE GRADE OF OIL (Maximum for complete
Above 50°F. (10°C.) 100 Saybolt or SAE 50 separation). . . . . . . . . .. 1 hr. 1 hr. 1 hr.
50°F. to 20°F. (10°C. to DRAIN PERIOD
_5°C.) 80 Saybolt or SAE 40 For aircraft operated frequently under favorable
Below 20°F. (-5°C.) 65 Saybolt or SAE 30 conditions, it is recommended that the oil be changed
When making an oil change, the prevailing tem- every fifty hours of flying time. Under less favorable
perature conditions during which that oil will be circumstances, such as dusty conditions, infrequent
used should be anticipated in determining the grade operation, or operation with either unusually high or
of oil. See Section 4 covering Operating Instructions low oil-inlet temperatures the drain period should be
for recommended oil-inlet temperatures. In severe decreased to 25 hours flying time. The oil should be (
cold weather engines should be provided with nose drained just after flight while both the engine and
boards and lagging should be used to maintain recom- the oil are warm. Precautions should be taken when
mended oil temperatures. Grade 120 Saybolt (SAE handling oil to keep it absolutely free of dirt and water.
 SECTION 3-INSTRUCTION MANUAL 19

New oil is a good clean lubricant. During use, DON'TS ON LUBRICATION

various materials are formed or accumulated in the Don't try to economize on lubrication by buying
oil which degrade the lubricating value and increase cheap oil.
its dirtiness. Such contaminating materials as dust, Don't run the engine longer than a normal drain
water, and oxidized gummy materials formed by period of fifty (50) hours.
decomposed oil, become present in any engine. This Don't use reclaimed or reconditioned oil.
makes periodical changing, according to a set sched- Don't mix dopes or special preparations with the
ule, a necessary procedure. engine oil.
Extended drain periods may result in sludge forma- Don't run engine with low oil pressure. Ascertain
tion in the engine, oil lines or oil tank, stuck the cause.
piston rings and valve trouble. Don't run engine with too little oil in the tank.
20 SECTION 4-INSTRUCTION MANUAL

SECTION 4
OPERATION INSTRUCTIONS
(See Plate 5 for Pilot's Instruction Chart)
1. Starting and Ground Operation sure. If the oil pressure does not register on the gauge
Before starting the engine, refer to Section 5 for within 15 seconds, the engine should be stopped and
the Daily and Pre-flight check. an investigation made. The engine should be idled for
Drain gas strainer. Be sure gas is turned on. a short period at.600 RPM, gradually increased to
Move the mixture control to the "full rich" position 800-900 RPM and warmed up at that speed. This is
and the air heater control to the "full cold" position. just as effective as running at higher speeds, and is
If the engine is equipped with a Hamilton Standard much easier on the engine.
constant speed controllable propeller, the engine The propeller control should be in the "low pitch"
should be started with the propeller in the low position for warm-up, ground 'check, and taxiing.
RPM (h gh pitch) position to prevent starving the Warm the engine up slowly and do not take-off
engine of oil. After 30 seconds operation the pro- until the oil temperature has reached the minimum
peller control should be moved to the take-off (low allowable temperature for take-off. Do not "rev"
pitch) position and warm-up continued. the engine up before take-off any longer than is
If the engine is warm, merely crack the throttle, necessary to determine whether it is turning up
turn the switch to "battery," operate the starter and properly. Check the loss in RPM when switched from
turn switch to "both" when engine fires. "Both" to the magneto alone and to the battery igni-
If the engine is cool, but not cold, pump the primer tion alone. The drop in either case should not exceed
three or tour times while turning over with the starter 90 RPM. (For maximum performance the drop from
before turning on the switch. "Both" to magneto or battery alone should not
If the engine is cold, close throttle tight, leave exceed 60 RPM.) This check should be made in as
switch in OFF position, turn engine over three or short a time as possible and running on either single
tour revolutions either by hand or starter, and at the ignition should not exceed 5 seconds. Be sure that
same time operate the primer for tour to six full the carburetor mixture (altitude adjustment) lever is
steady strokes. Leave primer in the full out position, in full rich position (all the way in on most installa-
crack the throttle. use the starter. turn on the switch tions). Check the engine operation on all fuel tanks to
to "battery." As soon as the engine starts turn the insure that all fuel lines are open and free of water.
switch to "both." Pump the primer, as necessary, Complete the check of the list of items given in
until the engine runs smoothly. (Primer injects Section 5 under "Ground Check."
gasoline directly into the intake ports.) Be sure to
close primer when finished using, or it wi1lleak gaso- 2. Take-Off and Climb
line into the cylinders, increasing the consumption The following instructions cover the R-755A
and interfering with satisfactory running. engine equipped with a constant speed propeller.
Never, under any circumstances, pump the throttle. The mixture control should always be in the
Jacobs engines will start quickly and easily with "Full Rich" position for take-off.
the above procedure, unless there is something wrong. The carburetor heat control should normally be
If your engine fails to start easily, consult the instruc- in the "Full Cold" position. See paragraph 5e,
tions on "Failure to Start" under "ENGINE "Carburetor Air Heater Operation," in this section.
TROUBLE." Do not grind away on the starter nor The propeller control should be set in the full
use the primer excessively. Repeated or protracted "Low Pitch" position. (Note: The engine should
use of the starter and primer will cause serious have been started and operated for 30 seconds in
damage to the engine, as the lubricating oil will be high pitch with the Hamilton Standard Propeller.)
washed off the piston and cylinder walls and they The R-755A engine is rated at 2200 RPM and
may become scored before the oil in the crankcase full throttle for take-off.
has warmed enough to circulate properly and lubri- As soon as practical after take-off the airplane
cate them again. should be brought to the climb position. Specified
Immediately after starting, note if oil pressure climb conditions are 24 In. Hg. or less manifold
gauge shows a minimum of thirty (30) pounds pres- pressure and 2050 RPM.
 SECTION 4-INSTRUCTION MANUAL 21

Use of conservative manifold pressures is recom- satisfactorily. Special attention should be given to the
mended for climb. It is usually desirable to climb at cylinder head temperature, oil temperature and oil
a higher speed and flatter angle than the best climb pressure gauges to see that they are within the limits
condition to improve cylinder cooling. specified under "Operating Conditions."
Climbing at or neat: full throttle (especially after If the cylinder head temperature rises suddenly or
initial take-off while the oil temperature is still below becomes excessive, or if the oil temperature sud-
normal) should be minimized as its excessive use will denly rises above the maximum limit, or the oil
increase engine maintenance and shorten the period pressure falls below the minimum operating limit,
between engine overhauls. As soon as practicable the engine should be throttled down and the cause
after initial take-off the engine should be throttled determined as soon 'as possible.
back to normal cruising speed or lower until the oil If the RPM is irregular or power dropping rapidly,
inlet temperature has reached the normal operating an immediate investigation should be made to as-
range. certain the trouble.
Cylinder and oil. temperature limits and other If there is any possibility that ice formation in the
limiting conditions for take-off and climb are given carburetor may have caused the loss in power, car-
under Item 5 "Operating Conditions" in this buretor heat should be applied immediately. (See
section. The Pilot's Instruction Chart at the rear of "Carburetor Air Heater Operation" in this Section.)
this manual summarizes information on take-off NOTE: A drop in manifold pressure without change
and climb conditions. in throttle setting or altitude is an indication of ice
3. Cruising formation.
"Desired Cruising" power should be used for most 5. Operating Conditions
cruising operation. Use of conservative manifold The following are the recommended operating con-
pressure for cruising will give the longest life be- ditions for Jacobs R-7SSA engines:
tween engine overhauls. "Desired Cruising" limits Sa. Cylinder Temperatures
are 1850 to 2000 RPM and 21.5 In. Hg. orless mani- The maximum allowable cylinder head tempera-
fold pressure. The engine should be operated at the tures, as measured with a spark plug gasket type
smoothest RPM within the recommended speed thermocouple, are as follows:
range. The typical engine cruising speed is 1950 500° F. (260° C.) at take-off power, (one minute)
RPM. 450° F. (232° C.) at rated power, and
"Maximum Cruising" limits are 1900 to 2000 400 F. (205° C.) at 70e-;, of rated power (continu-
0

RPM and 22.5 In. Hg. or less manifold pressure. ous cruising operation).
Other limiting conditions for cruising operation The maximum allowable cylinder barrel tempera-
are given under the heading "Operating Condi- tures as measured on the lee side of the cylinder by a
tions" (Item 5) in this section. thermocouple imbedded in the fillet where the barrel
A combination of low RPM and high manifold joins the cylinder hold-down flange, are as follows:
pressure should be avoided in the R-7SSA engine. 300° F. (150° C.) at take-off power,
For any cruising under 1900 RPM, 21.5 In. Hg. 300° F. (150° C.) at normal rated power, and
manifold pressure should not be exceeded. It is 275 0 F. (135° C.) at 70% of rated power (continu-
always preferable to obtain additional cruising ous cruising operation).
horsepower when desired by the use of a higher In a steep full throttle climb the cylinder head
RPM rather than by a higher manifold pressure as temperatures should not exceed 450°F. (232°C.).
smoother operation of the engine and longer life will Steep full throttle climbing should not be done unless
result from this procedure.
absolutely necessary, as it is very apt to be detri-
The engine should not be cruised over 2000 RPM mental to the engine and will increase engine main-
under 10,000 feet. Over 10,000 feet, it is permissible tenance and shorten engine life. For cruising, cylinder
to cruise at over 2000' RPM but never exceed head temperatures should always be between 300° F.
2100 RPM.
(150° C.) and 400 0 F. (205° C.).
Cruising operation data is summarized in the
5&. Oil Temperature in Flight
Pilot's Instruction Chart at the rear of the Manual.
See Section 3 for the proper grade of oil to be
4. Flight Precautions used at the prevailing ground temperature. The
The engine instruments should be observed in minimum oil-inlet temperature for take-off should
flight to determine whether the engine is performing be held within 60°F. (33°C.) of the desired oil-inlet
22 SECTION 4-INSTRUCTION MANUAL

(
temperature for take-off. Every effort should be The air heating system should be designed so"that
made to maintain oil temperatures in flight close to there will be no marked restriction of the air supply
the desired temperatures given below for proper to the carburetor with the heat full on. An excessive
lubrication of the engine. In cold weather the engine restriction of the air supply to the carburetor will
should be baffled to bring the oil-inlet temperature cause substantial loss of power and may cause poor
up to the recommended minimum desired value. mixture distribution.
The rate of oil circulation is below the desired quan- The carburetor air heater should be in the "full
tity at low oil-inlet temperatures. cold" position when starting, to prevent damage in
The maximum and desired oil inlet temperatures the event of engine backfire. Carburetor heat may be
are as follows: used to assist the" engine warm-up. Under icing con-
OIL VISCOSITY MAXIMUM DESIRED ditions carburetor heat should be applied in ground
(SAYBOLT) TEMPERATURE TEMPERATURE operations until immediately before take-off. For
100 190°F. (88°C.) 160°F. (70°C.) take-off the carburetor air heater control should be
80 175°F. (80°C.) 140°F. (60°C.) moved to the "full cold" position except under un-
65 160°F. (70°C.) 130°F. (55°C.) usually bad icing conditions, when only fractional
Grade 120 oil has a maximum temperature limi- use of the air heater is advised. Loss of power,
tation of 200°F. (93°C.) and is used only in hot detonation and serious overheating of the engine
weather (see Section 3). can be caused by excessive carburetor heat. The
Jc. Oi' Pressure heat control should be kept as near the "full cold"
Desired oil pressure in flight-75 1bs./sq. in. position as practical during flight. Under non-icing
Minimum oil pressure in ftight-60 1bs./sq. in. conditions only enough heat should be supplied to
Maximum oil pressure in flight-90 1bs./sq. in. relieve engine roughness due to cold carburetor air.
Carburetor icing is more apt to occur at small
5d. Fuel Pressure throttle openings. The carburetor heat control (
Fuel pump installation-3 to 4 1bs.
Gravity fuel system-1 to 2 lbs.
5e. Carburetor Air Heater Operation
should therefore be in the "hot" position for the
long glide before landing. Carburetor heat, together
with short bursts of power, also assist in keeping the
--
Ice formation in the carburetor can cause danger- engine warm.
ous loss of engine power and eventual engine stop-
page. A carburetor air heater is provided to prevent 5'. Mixture Control
or remove the formation of ice. Carburetor icing In airplanes not equipped with a fuel-air ratio
can usually be detected by a gradual loss of RPM indicator, the mixture should be maintained in the
or loss of manifold pressure occurring with constant "full rich" position for all operation below 6000 feet
throttle setting and without change of altitude. altitude. Above 6000 feet the mixture control should
Icing of the carburetor is most likely to occur be carefully leaned enough to produce smooth
when any type of precipitation is present in the air or engine operation.
when the relative humidity is high, with atmos- If the engine runs rough when carburetor heat is
pheric temperatures up to 70°F. (20°C.) and may applied it is probably due to a rich mixture and the
be experienced at temperatures up to 85°F. (30°C.). carburetor heat should be reduced if practical, or the
On a clear day with temperatures below 20° F. mixture should be carefully leaned enough to give
(_7° C.), icing is not apt to occur, even though the smooth operation.
relative humidity may be high. When a fuel-air ratio indicator is used, the mixture
To prevent carburetor icing under atmospheric ratio should be held at approximately .078 at cruis-
conditions likely to form ice, a fuel-air mixture tem- ing power, or to the approved scale reading on the
perature of 40° F. (5° C.) should be maintained just instrument showing allowable fuel-air ratio at the
above the carburetor. Under icing conditions this operating manifold pressure.
requires a carburetor air temperature gauge reading In using the mixture control to lean the mixture,
of 85-95°F. (30 to 35°C.) since a drop in tempera- either Wlth or without a fuel-air ratio indicator, the
ture of 40°F. or more can occur in the mixture as it mixture control should be pulled out very gradually
passes through the carburetor. until the engine operates smoothly. In attempting to
NOTE: II ice has already lormed, heat in excess 01 obtain a particular reading on a fuel-air ratio indi-
the above mentioned values may be applied lor short cator, allowance must be made for the time lag of the
intervals to melt the ice. indicator in responding to a change in mixture ratio.
 SECTION 4-INSTRUCTION MANUAL 23

Caution: Too lean a fuel-air ratio can cause The engine should always be allowed to idle for at
overheating and damage to the engine. Upon descent least two minutes with the throttle closed before
to a lower altitude the mixture control should be stopping the engine. (The throttle back stop should
checked to see that it has been moved to a richer be adjusted to allow it to idle as slowly as possible
position. without danger of its stopping in a glide.)
6. Landing Approach Idling not only permits the temperature of the
various engine parts to equalize, but works oil up
The propeller should be in the low-pitch (take-off)
around the pistons and rings, thus leaving the engine
position. The mixture control should be in the
in good condition for the next start. This is particularly
"full rich" position.
important" if the engine is to be left standing for any
The cruising glide should be begun far enough away
considerable time where there is likely to be moisture
from destination so that a gradual descent can be
and condensation.
made with power on. On approaching the landing
field the engine should be throttled down gradually I t is recommended that the engine be stopped by
and the glide with closed throttle should not be using the mixture control providing it has been idled
longer than necessary. Closing the throttle suddenly for two minutes as above. The procedure should be
and coming in on a long closed throttle glide will to place mixture control in full lean (idle cut-off)
drop the cylinder head temperatures too suddenly, position, partially open throttle with switch still on.
and is apt to warp the valves and cylinders. Particu- When engine stops be sure to turn off switch. Leaving
lar attention should be paid to this point in cold the switch on will discharge the battery and very
weather. The engine should be cleared at intervals likely injure the coil.
during a long glide to prevent cooling the engine To stop the engine using the ignition switch, idle
too suddenly and to prevent fouling the spark plugs. two minutes (see above) and move the i~nition
It is advisable not to use the engine more than switch to "off" with the throttle closed and the
necessary in taxiing as the air speed for cooling is mixture control in the "full rich" position.
lacking on the ground, and excessive use of the engine
Shutting off the engine without sufficient idling is
after landing will heat the cylinder heads when they
likely to cause warpage of valves and cylinders
should be cooling preparatory to stopping the engine.
because of the rapid temperature drop that occurs.
7. Stopping Be sure the switch is turned to the OFF position and
The mixture control should be in the "full rich" the mixture control returned to "full rich ll before
position. leaving the ship.
24 SECTION 5-INSTRUCTION MANUAL

( ,.;,\

SECTION 5
INSPECTION-MAINTENANCE AND
ENGINE CHECKS
I t is recommended that tools supplied in the engine ground is properly connected. Return the
tool kit be used for engine maintenance where appli- switch to ~'on" before engine stalls.
cable. Additional tools required for maintenance may
be obtained from our Service Department. AIR FILTER AND FUEL STRAINER
It is extremely important that air filters be
DAILY AND PRE-FLIGHT cleaned and reoiled at the periods recommended by
the aircraft manufacturer. Sand and dust penetrating
1. Fuel and Oil Level Check. an improperly serviced air filter can materially
2. Engine Controls. shorten the life of your engine. Aircraft operated
Check for full range of movement and for free under dusty conditions should have air filter serviced
operation. at frequent intervals.
The fuel strainer in the fuel inlet line should also
3. Exterior Inspection. be serviced frequently in accordance with the air-
Inspect exposed portions of the following for craft manufacturer's instructions. Special attention
looseness or other unsatisfactory condition: should be given to the fuel strainer under humid
a. Cowling and exhaust manifold. conditions or when rapid changes in temperature
b. Ignition harness and wiring. occur. (
c. Hose connections and hose.
FIFTY HOUR INSPECTION OUTLINE
d. Baffles.
(See text following outline for detailed instructions.)
4. Ground Check.
Accomplish the following work in addition to
(Refer to Section 4, Operating Instructions, and daily inspection:
to Pilot's Instruction Chart for recommended
limits.) *1. Compression Check.

The following items should be checked for proper 2. Fuel and Oil Systems.
limits before take-off: Clean oil screen.
a. Oil Temperature. Change oil.
b. Oil Pressure. Check oil and fuel lines.
c. Cylinder Temperature.
*Check carburetor.
d. Fuel Pressure.
e. Generator Charging Rate. 3. Ignition.
f. Propeller and Governor Operation. Check spark plugs.
g. Check engine at full throttle for normal Check ignition harness and other wiring.
RPM with propeller in full low pitch. *Check timing and service magneto and dis-
h. Test ignition by checking the RPM on both tributor.
ignition systems and on the magneto alone
and the battery alone. The drop in RPM 4. Induction and Exhaust Systems.
when going from the "Both" position to Check induction system, including air filter, air
operation on either battery or magneto sys- scoop, hot air mixing valve and intake pipes.
tem alone, should not exceed 90 RPM. Check exhaust manifold, muffs, and supports.
(
Check the "off" position of the ignition
switch at idle speed to determine whether S. Valves.
the engine stops firing and that the magneto *Check valve clearances.
 SECTION 5-INSTRUCTiON MANUAL 25

6. Engine Nuts and Fastenings. pump mechanism. Remove the carburetor fuel
* Check propeller hub nut. strainer and the float chamber drain plug,
*Check engine nuts and fastenings. drain the float chamber, clean screen and re-
place. Care should be exercised in reinstallation
7. Miscellaneous. of the fuel strainer and drain plug to prevent
Check cylinder baffles. damage to the threads in the aluminum body.
Check engine breather. Check all exposed portions of carburetor for
Check engine mount. cowl, etc. tightness.
8. Accessories. 3. Ignition.
Check Spark Plugs.
9. Ground Check.
Spark plugs should be checked for condition,
"Check at first 25 hour inspection after installation fouling and gap setting. Plugs in poor condition
and at 100 hour inspections thereafter. should be completely reconditioned or replaced.
FIFTY HOUR CHECK INSTRUCTIONS Plugs not requiring reconditioning may be
cleaned by thoroughly rinsing the electrode end
(The airplane should be in a sheltered working area
only in non-leaded gasoline and drying care-
protected from dust.)
fully, using heat if necessary. Carbon on elec-
Remove cowling and turn master switch to the trodes may be removed with a soft wire brush.
"Off" position.
Gaps should be reset to .015-.018 using a spark
"'I. Compression Check. plug resetting tool and wire type feeler gauge.
Cylinders should be checked for loss of com- Spark plug gaps should never exceed .025".
pression by removing all front spark plugs When spark plugs are bomb tested it is recom-
except the one in the cylinder being checked, mended that they be tested at about 125
while turning propeller in direction of rotation. lbs.jsq.in. with carbon dioxide. Be sure to use a
This check should preferably be made while the well-fitting wrench of proper size when remov-
engine is still warm and pistons and rings ing or installing spark plugs. Spark plugs should
well lubricated. be installed with a torque of 300-360 in.
2. Fuel and Oil Systems, pounds. The reconditioning of spark plugs
Clean Oil Screens. should be accomplished in accordance with the
Remove oil screen in the oil-inlet strainer. if spark plug manufacturer's instructions and
used. and check for foreign and metal particles. should not be attempted without the proper
!fmetal particles are found in any quantity, an tools or equipment.
investigation should be made. If metal chips Check Ignition Harness and Other
Wiring.
or foreign particles are present and no other
unsatisfactory condition is noted, the engine Check the ignition harness and all wires con-
external oil system should be cleaned and nected to the coil, distributor, starter, genera-
flushed. The coarse type oil screen in the sump tor, voltage regulator and switch, making sure
need not be removed between overhauls. If an that the wires are tight, in good condition, and
inspection of the oil sump is desired the large are held securely in place. Check spark plug el-
plug at the right of the sump may be removed. bow and all other shielding nuts for proper torque.
Change Oil. *Check Timing and Service Magneto and
Distributor.
Change oil as recommended under Lubrication
Lubricate the magneto by adding 20 to 30 drops
(Section 3). Use only high-grade aviation oil
of SAE 40 oil into the oil cup on the front end
as recommended.
plate and 5 to 8 drops only into the oil cup on
Check Oil and Fuel Lines.
the magneto coil cover. CAUTION: Over-oiling
Check oil and fuel lines for chafing, looseness. at the magneto coil cover oiler may cause breaker
evidence of leakage. or other damage. points to foul. Remove the breaker cover.
Check all hose clamps or other type connections The felt wick at the bottom of the contact
for proper torque. breaker should be moistened with SAE 40 oil if
*Check Carburetor. found to be dry. If the breaker points need
Put a small quantity of oil on the accelerating dressing they should be removed from the
26 SECTION 5-INSTRUCTION MANUAL

magneto and redressed in accordance with the full advance position. Magnetos equipped with
manufacturer's recommendations. Do not allow an advance lever should have this lever turned
any oil to remain on the breaker points. Check to full advance (clockwise as far as possible)
the magneto breaker points for proper clearance when timing the magneto. Magnetos without
of .010" to .014" and preferably .012". the advance lever are internally locked in the
Remove the distributor cap. Check the lubri- full advance position. Use a timing light or a
cating felt attached to the breaker cam follower .0015" feeler gauge between the breaker points.
and apply two drops only of SAE 40 lubricating Rotate the crankshaft in the direction of pro-
oil, if dry. Check the battery ignition distributor peller rotation until the magneto points just
breaker points for proper clearance. The clear- open. If the -timing is not set correctly at 31 0
ance should be .014" to .018" and preferably before top center, loosen the two nuts holding
.016". If necessary, the stationary contact point the magneto. Move the magneto in the range
should be adjusted to provide the proper provided by the slots until the magneto points
clearance. just begin to open with the crankshaft set in the
*Check the Distributor and Magneto 31 0 advance position. Tighten nuts and re-
Timing. check timing. Installations with spark advance
Remove magneto shield and magneto distribu- lever on the magneto and not having a cockpit
tor blocks. The magneto breaker points and spark advance control should have this lever
battery ignition distributor should have been wired in the full advance (clockwise) position.
checked for proper clearance. No.1 piston must If it is necessary to remove the magneto, it
be placed on firing top center. Using timing disc should be reinstalled as follows: Turn the mag-
and pointer, Tool No. T-33000, the procedure is neto shaft until the timing marks on the large
as follows (a top dead center indicator cali- magneto distributor gear index with the timing
brated for 31 0 advance may also be used if the marks on the inside of the magneto front end
propeller is not removed) : plate. Install the magneto as nearly as possible
With propeller removed, place the pointer on in this position and partially tighten nuts. Time
the two uppermost studs of the thrust bearing magneto as described above. If a correct setting
plate. Slide the timing disc onto the crankshaft cannot be obtained, remove the magneto, pull
and tighten the locating screw in the crank- the engine magneto drive gear back out of en-
shaft spline space indicated by the arrow in the gagement and rotate it to allow mounting of the
front end of the crankshaft. If the crankshaft is magneto spline in approximately the correct
now rotated until the arrow points to the No.1 timing position. Push magneto drive gear back
cylinder and the timing pointer indicates 0 into engagement, reinstall magneto and check
degrees on the timing disc, No.1 piston will be timing as described above. Make sure mounting
at top center. (Make sure that both valves are nuts are tight.
closed, indicating that No. 1 cylinder is at top 4. Induction and Exhaust Systems.
center on the firing stroke).
Check Induction System, Including Air
The battery distributor has an automatic Filter, Air Scoop, Hot Air Mixing Valve
advance of 30 0 and is timed at 1 0 before top and Intake Pipes.
dead center in the full retard position. Place a Check the air filter, air scoop, hot air mixing
.0015" thick feeler gauge between the breaker valve and intake pipes for tightness and proper
points. Hold the rotor in full retard (clockwise condition. Check the intake pipe packing nuts.
position) at all times. Turn the crankshaft in The latter should not be too tight to permit
direction of engine rotation until thickness slight movement of pipes due to cylinder
gauge can be removed with a slight pressure. expansion.
If timing is not correct, loosen the two nuts on Check Exhaust Manifold, Muffs, and
distributor mounting studs and set crankshaft Supports.
at 10 before top center. Rotate distributor Check the exhaust manifold for security of
until timing is correct. Tighten nuts and re- attachment, tightness, cracks and other dam-
check distributor timing while turning crank- age. Check muffs and manifold for possibility of
shaft, using timing light or feeler gauge. exhaust gas mixing with cabin or carburetor air
The magneto timing should be checked in the heat.
 SECTION 5-INSTRUCTION MANUAL 27

5. Valves. proper positioning. Check to see that baffles

*Valve Clearances. are not chafing any lines or engine sump.
Check Engine Breather.
The motor should be cold for valve clearance
checking and adjustment. Turn the crankshaft Check engine breather for security and to see
to top center position on the compression stroke that it is not restricted.
for No.1 cylinder. When the arrow on the front Check Engine Mount, Cowl, etc.
of the crankshaft is in line with the cylinder, the Check engine mount, mount bolt torque, bat-
piston is at top center. Check for broken valve tery, engine controls, cowl, etc., in accordance
springs and free operation of the rocker arm. with the airplane manufacturer's instructions.
The correct valve clearance for both intake and
exhaust valves is .008". Do not disturb the 8. Accessories.
clearance of a valve which shows .007" to .012" Accessories should be serviced in accordance
clearance. If resetting is required, adjust clear- with the manufacturer's instructions.
ance to obtain .008". Tighten the adjusting
The Eclipse type generator and voltage regula-
screw lock-nut by hand to torque of 300-325
tor should be inspected at 50 hour intervals.
inch pounds, using only the proper wrench.
After checking No.1 cylinder turn the engine to The Eclipse type starter should be inspected
the other cylinders in firing order, as follows: at 150 hour intervals.
No.3, 5, 7, 2, 4 and 6. Rotate the engine two 9. Ground Check.
complete revolutions and recheck the valve
clearances. Any valve having a clearance lower Check all items as listed under the Daily and
than .007" should be reset. Rocker boxes should Pre-Flight Inspection. If necessary, reset ad-
be cleaned if sludge is present and parts should justable propellers and propeller governors as
be well lubricated with engine oil before recommended in the specific instructions
replacing covers. Replace any damaged gas- given in the aircraft manufacturer's instruc-
kets. Rocker box cover nuts should be snug but tion manual. The following are general in-
not too tight (the normal torque limit is 50 structions given for reference only. The low
inch pounds). pitch stop should be set to allow the propeller.
to turn 2050 RPM against the blocks. The
6. Engine Nuts and Fastenings. governor should be set to allow a maximum of
*Check Propeller Hub Nut. 2200 RPM. The high pitch stop should be set
so as to allow the airplane to maintain flight
The propeller hub nut should be carefully
using full high pitch. The high pitch stop is
checked for tightness in accordance with the
frequently set at 1400-1500 RPM for full
manufacturer's instructions. The propeller nut
throttle operation against the blocks. The
is usually installed with a torque of about 700
drop in RPM when going from the "both"
foot pounds. If the propeller nut is found to be
position to either battery or magneto system
loose the thrust nut should be checked for
alone is limited to 90 RPM and should not
proper tightness using thrust nut wrench, Part
exceed 60 RPM for best performance. It is
No. T-748-B, and a spline wrench. A steady
desirable to hold to the 60 RPM drop after a
pull of about 600-650 foot pounds gives the
50 or 100 hour inspection.
proper tightness.
If necessary, adjust idle stop screw on the
*Check Engine Nuts and Fastenings throttle and idle mixture lever at rear of car-
Engine nuts should be carefully checked for buretor when the engine is hot to obtain proper
tightness. Reference should be made to the idling speed and smooth operation.
Table of Limits for proper tightening torque It should not be necessary to reset oil pressure
where specified. The push rod packing nuts unless some trouble exists and no adjustment
should be snug but not too tight. is provided in the oil pressure relief valve.

7. Miscellaneous. OVERHAUL
Check Cylinder Baffles. Under normal operating conditions it is advisable
Check engine baffles for cracks, security, and to completely overhaul Jacobs engines every 550-600
28 SECTION 5-INSTRUCTION MANUAL

(
hours of flying time. Special overhaul tools are NEW PARTS
required and overhaul should only be accomplished If inspection reveals that new parts are required,
by a properly equipped service station or by the the proper Parts List for the engine model concerned
engine manufacturer. Instructions are contained in should be consulted in order that the parts can be
the Jacobs Overhaul Manual. properly identified in ordering.

*Items in Section 5 marked with an asterisk should be checked at first 25 hour

inspection after engine installation and at 100 hour inspections thereafter.

(
-

(
 SECTION 6-INSTRUCTION MANUAL 29

SECTION 6
ENGINE TROUBLES
FAILURE TO START the current from the battery to the distributor, which
Read Instructions on "Starting" in Section 4. can be done with a voltmeter. In the normal installa-
Check fuel supply in tanks and be sure the stop tion proceed as follows: First see that there is current
cocks are turned on. to the negative side of the ammeter on the instru-
ment panel; then ·check the positive side of the
DO NOT PUMP THE THROTTLE. A primer is
ammeter for current; next check the current from the
provided for easy starting.
The engine may be overprimed and can be cleared switch to the coil and from the coil to the distributor;
by either turning the propeller opposite the direction next check the distributor contact points and second-
of rotation with the throttle open AND SWITCH ary wire leading from the coil to the distributor.
OFF, or by opening the throttle wide and pressing During the inspection, see that all wires are in good
the starter with the SWITCH OFF. The latter condition and securely fastened to the terminals.
In cold weather congealed oil may make it difficult
method is more likely to run the battery down but if
for the starter to turn the engine over rapidly
it is in good condition, can be tried once or twice with-
enough. The proper grade of oil should be used for
out seriously draining the battery.
the atmospheric temperature encountered. Turning
If the weather is at all damp or cold, remove the
front spark plugs and dry them by applying heat, the propeller over by hand before using the starter
as they may be shorted by condensation. will help relieve the stiffness of the engine and the
load on the battery. Under extreme cold weather
THIS PROCEDURE SHOULD BE FOLLOWED
conditions, the oil should be preheated before it is put
IN ANY ATMOSPHERIC CONDITIONS THAT
in the tank, and the engine then started immediately.
MIGHT CAUSE CONDENSATION ON THE Check for air leaks at the carburetor mounting
PLUGS, as it is quite a common cause of failure to flange, loose intake pipe connections, defective intake
start. Spark plugs should also be checked for im- pipe packing, or lost priming hole plug.
proper gap and fouling by oil. Check for stuck valves or improper valve clear-
Examine gasoline strainer. IT IS NOT SUFFI- ances.
CIENT TO DRAIN THE GAS STRAINER. TAKE
IT APART AND EXAMINE BOTH SIDES OF
LOW OIL PRESSURE
THE SCREEN. Low pressure may be caused by:
Check gas flow at carburetor. 1. Dirt in the oil strainer. Remove screen and
Check gasoline line for damage that might restrict clean thoroughly.
the flow of the gasoline. 2. Poor connections in the oil suction line, causing
Check the vent on the gas tank and make sure it is the pump to draw air. Check all connections and lines.
not clogged. If the gas flow to the carburetor is OK, 3. Low oil supply. Check quantity of oil in tank.
check the carburetor, examine for clogged screen, 4. Dirt under the ball in relief valve of pressure
jets, sticky float or needle valve. pump, causing improper seating. Clean.
S. Defective oil gauge. Check with new gauge.
Check for water in the gasoline or for restrictions
due to water freezing in the fuel system. 6. Restricted oil line. Examine for defects.
7. Broken, clogged, or kinked pressure gauge line.
The battery may be low. See that it is kept fully
Be sure line has no sharp kinks.
charged and check with hydrometer.
8. Use of an oil unsuited to the engine require-
Check all wiring and terminals. If the ammeter
ments. Always use oil of the quality, body, and
shows a heavy discharge upon turning on the switch,
character recommended under "Lubrication."
this is an indication of a short in the wiring or ignition
system. No discharge showing on the ammeter may EXCESSIVE OIL TEMPERATURE
mean that the engine has stopped with the points 1. Insufficient amount of oil in tank-minimum
open, and if the ammeter fails to show any discharge recommended five gallons.
or oscillation when the engine is rotating it is an in- 2. Insufficient cooling of oil cooler or engine.
dication of an open circuit; a bad coil, or dirty points. 3. Dirty oil.
If a spark cannot be obtained at the plugs, trace 4. Obstruction in oil screen or oil line.
30 SECTION 6-INSTRUCTION MANUAL

( .~
5. Worn or stuck rings.
6. Worn master rod bearing.
Check tightness of crankshaft thrust nut. Approxi-
mately 600 foot-pounds torque is required to properly
"
7. Improper scavenging due to air leaks in line tighten.
from sump, or restricted line to tank. Check for loose mounting bolts from the engine to
the mounting ring, and for cracked or broken mount-
EXCESSIVE OIL CONSUMPTION
ing lugs on mounting ring and engine.
1. Worn piston rings. Check for poor compression. This may be due to
2. Excessive master rod clearances. sticky valves or improper valve clearance. If not, and
3. Excessive oil pressure. Inspect relief valve. it is necessary to remove a cylinder to check the valve
4. Improper grade of oil. seating or piston -rings, follow instructions in Sec-
5. Scavenger pump not operating. tion 7.
OVERHEATING IRREGULAR RUNNING
1. Mixture too lean. While there are a number of causes for an engine to
2. Use of altitude adjustment at low altitudes. run irregularly, the following are the most common:
3. Oil supply low. 1. Intermittent firing spark plug. Remove, clean,
4. Improper grade of gasoline. set gaps, and bomb test.
5. Retarded ignition timing. 2. Ignition points. Check for pitted points and
6. Damaged baffles. proper gap.
ROUGHNESS 3. Ignition wire. Check for broken or burned in-
sulator and loose connections.
Check for defective or fouled spark plugs. Clean or
4. Sticky valves. See that the valves are free in the
replace.
guides and rocker boxes are well lubricated.
Faulty ignition-check wiring, breaker points,
5. Fuel. Be sure that the proper grade of fuel is
coil, condensers, ignition timing.
Check magneto distributor blocks. Check battery
used and that it is free from water or any other (
foreign matter. (See fuel specifications.)
distributor, distributor cap.
6. Icing carburetor. Be sure to use sufficient car-
Roughness can be caused by the engine misfiring
buretor heat. See Operation Instructions.
due to a restricted gas line or a partly clogged fuel
strainer, or leak in the induction system. Check mani- LOW POWER
fold pipes and connections. Check fuel flow, the Low power may be caused by one or more of the
carburetor float level and see that the jets are free following:
from dirt. Improper functioning of the ignition system. The
Improper Carburetor Air Temperature. Check air drop in RPM when going from the "Both" position to
temperature gauge for accuracy and adjust car- operation on either battery or magneto system alone,
buretor air heat so that the air temperature is within should not exceed 90 RPM. If magneto or battery
the recommended operating temperature limits. ignition system appears to be defective, check the
Tighten propeller hub nut. spark plugs, ignition wires, breaker points, coil, con-
Check propeller for balance and track. Propeller denser, and timing.
should track within YtG". Check also for position. Poor compression; see "Roughness."
Metal propeller should be on center of crankshaft Restriction in air induction system. Check for full
throw. Wood propeller should be 15° to ISo ahead of opening of throttle valve. Check any carburetor
top center in anti-clockwise rotation as a rule. Due to screens, air cleaners, preheaters, etc.
various weather conditions, wood propellers may Excessive carburetor air temperature. Check for
absorb moisture which throws them out of balance. proper operation of carburetor heat control or defec-
Changing the location of the blades in relation to tive carburetor air temperature gauge.
engine rotating parts, by removing the propeller and Icing carburetor; see "Operation Instructions."
putting it on at a different angle, will sometimes over- Incorrect setting of propeller. A propeller set with
come engine roughness. Wood propellers should be too high pitch will not permit the engine to tum up
frequently checked for balance and track and kept to desired RPM.
protected with a good varnish. Improper grade of fuel. (
The pitting or galling of the rear propeller cone Restriction in fuel supply. Check for unrestricted
may cause roughness. See that the cone and cone seat flow of fuel to carburetor inlet and for proper opera-
in the propeller hub are smooth and clean. tion of carburetor.
 SECTION 7 -INSTRUCTION MANUAL 31

SECTION 7
REMOVAL, REPAIR, AND ASSEMBLY
OF CYLINDER
The usual periodic top overhaul is not recom- block the master rod in a central position relative to
mended. In the event that any cylinder shows poor the cylinder bore as any appreciable side motion of
compression it should, of course, be taken off and the master rod wIll move the pistons in other
properly serviced. It is recommended that only cylinders remaining on the engine and allow the
necessary work be performed on the engine and that bottom oil ring to come out of the cylinder bore,
no cylinder be removed which is in good condition. resulting in breaking the ring or piston of the other
The work should be done by trained personnel cylinder when the master rod is brought back to its
experienced in the overhaul of aircraft engines, and if central position.
possible,' at an authorized service station. The in-
structions in the Jacobs Overhaul Manual should be REMOVAL (VALVE)
observed. The following instructions are included as (Note: Valve Spring Compressor. Part No.
an aid to emergency work, shou1d such be necessary. T-409-10, and Valve Grinding Holder. Part No.
T-13000, are Special Service Tools and are not
REMOVAL (CYLINDER AND PISTON)
furnished in the Flight Service Tool Kit.)
If it is necessary to remove one or more cylinders If it is necessary to remove a valve, proceed as
for service work, proceed as follows, using tools in follows:
the Service Tool Kit and Special Service Tools 1. Remove rocker box cover.
where needed: 2. Remove rocker arm shaft nut and washer.
1. Disconnect storage battery; remove cowl ring, 3. Remove rocker arm shaft and rocker arm. Place
baffles, inner cowling, and exhaust manifolds. cylinder on a wooden valve assembly block shaped
2. Remove cylinders and pistons one at a time. It to fit the inside of the head. Compress valve springs
is essential that the master rod cylinder (No.1) be using tool, Part No. TA09-IO. Remove valve spring
removed last. washers and springs. Valve may then be removed.
3. Loosen the intake pipe flanges and intake pipe
packing nuts. Unscrew packing nuts at upper and REPAIR
lower ends of push rod tubes. If piston rings need replacement, proceed as
4. Disconnect ignition wires; remove primer lines, follows:
spark plugs, and rocker box drain lines. 1. Use a piston ring spreader and remove all rings.
5. Bring piston to top dead center. Remove 2. Remove all carbon from the top of the piston
cylinder hold-down nuts and lift off cylinder. and the piston ring grooves and lands. Great care
Cylinders should preferably be placed on wood or should be taken not to scratch the piston ring
other soft surface to prevent damage to end of grooves and lands.
barrel. 3. Piston ring side and end clearance should be
6. If removal of piston is required, push out the checked to be in accordance with the requirements
piston pin. If the piston pin is tight in the piston, do of the piston assembly drawings. Piston ring gaps
not drive on the aluminum plug in the pin, but should be checked in a standard ring gauge, Part
remove the piston rings and heat the piston. The pin No. T-9000.
may then be easily removed. 4. Extreme care should be taken to see that each
7. Turn the next piston to top center and proceed piston ring is installed in its proper ring groove in the
as above until all required cylinders and pistons have piston as indicated in the piston assembly drawing.
been removed. As soon as a cylinder and piston are Rings with the word "Top" on one side should be
removed, cover the opening to prevent any dirt or installed with this marking toward the top of the
foreign objects from falling into the opening. piston. When new piston rings are installed, the
CAUTION: Whenever No.1 cylinder, containing latest type piston ring arrangement as shown in the
the master rod, is removed, be sure to hold and piston assembly drawings should be used.
32 SECTION 7 -INSTRUCTION MANUAL

Pistons that are cracked or badly scored should be the rod which should be in the top center position;
replaced. When ordering new pistons, specify the oil piston and cylinder bore, keeping the outside of
size and part number as stamped on the head of the the cylinder skirt clean and dry. Stagger piston ring
old piston. gaps around the piston to prevent blowby. Stretch
5. Light scores or scratches on pistons or cylinders the rubber crankcase sealing ring over the cylinder
may be refinished with a fine stone and kerosene, and skirt just below the flange and, using the piston
polished with crocus cloth and kerosene. ring compressor tool, Part No. T-14000, slip the
6. If it is desired to check clearances of piston pin cylinder on and bolt to the crankcase, making sure
in piston, piston in cylinder, etc., the Jacobs Over- that the rubber sealing ring has worked down into
haul Manual should be referred to. The maximum the chamfer of the crankcase. This forms a seal
permissible out of round of the cylinder is .006". between the cylinder and crankcase and prevents oil
leakage. The other cylinders are assembled in the
7. If new piston rings are installed, or if it is
same manner.
necessary to replace a cylinder because of scoring or
excessive wear of the barrel, the engine should be 5. Next, assemble the intake pipes, making sure
run-in in accordance with the run-in schedule in this that the intake pipe flange is first tightened to the
section. cylinder head while the packing nut is perfectly free;
second, tighten the packing nut just snugly, making
8. Inspect valve seats. If reseating is necessary,
sure that it is not too tight, otherwise it will grip the
remove only as much metal as is required to produce
intake pipe so tightly that it cannot slide in and out
a good seat. The seat should be from Ys" to %2" wide
of the rubber packing gland during the expansion
and never wider than the face of the valve. The valve
and contraction of the cylinders, and will result in
seat angle is 45°. If the valve is cracked or shows
cracking or breaking the intake pipe flange at the
evidence of valve stretch, or if there is a considerable
cylinder head.
amount of pitting or scoring on the valve stem, the
6. Assemble push rod tubes and tighten packing
valve should be replaced. If the seat on the valve is
slightly pitted it should be refaced on a grinder
before lapping to the cylinder seat. The valves should
nuts.
7. Check push rods for straightness and wear.
-
be refaced to 45° on a standard valve grinding Oil push rods and install. Place adjusting screws in
machine. Remove only as much metal as required to position and set valve clearances. Install inter-
make a good seat. The valve should be lapped into cylinder hose lines. Place a liberal amount of oil in
its seat by hand, using valve grinding holder, Part each rocker box and install rocker box covers.
No. T-13000, and using a good grade of valve grind-
ing compound. Use only enough compound to cover GROUND RUN-IN AFTER REPLACEMENT
the valve seat. Do not allow compound to get on the OF PISTON RINGS OR CYLINDERS
valve stem or in the valve guide holes. Be sure all
After the engine has been carefully checked and
traces of the compound are removed by cleaning
assembled, it should be run-in on the ground under
thoroughly with gasoline. The valves should be
the supervision of an experienced mechanic. The air-
checked for tightness with gasoline.
plane should be headed into the wind with the cowl-
9. Check the push rods for straightness and wear ing removed. The propeller should be in the low
and push rod ball ends for tightness. pitch position. (Use a four-blade test club, if avail-
10. Check rocker arm bearing for roughness and able.) The maximum allowable cylinder head tem-
looseness. If replacement is necessary, remove bear- perature for the run-in is 400 0 F. (205° C.). Oil
ing and install new bearing with an arbor press. temperature and pressure should be within operating
limits.
ASSEMBLY (VALVES AND CYLINDERS) The run-in should be as follows for installation of
1. Lubricate valve stems, assemble valves In piston rings or piston and ring assembly:
guides, and place cylinder on valve assembly block. 1 hour at 1000 RPM.
2. Assemble springs, washers, and washer locks, 2 hours at 1200 RPM.
using Valve Spring Compressor, Part No. TA09-10. Yz hour at 1400 RPM.
3. Install rocker arms, rocker arm shafts, and nuts. Total of Yz hour of short intervals at speeds up
4. Start assembling No.1, which is the master rod to 1900 RPM and short cooling periods at
cylinder. Oil the piston pin and assemble piston to 1000 RPM.
 SECTION 7 -INSTRUCTION MANUAL 33

i(
If a cylinder is replaced, run an additional Y2 hour Check engine speed For normal ground RPM with
at each of the different speeds listed. cowling ring installed.
34 SECTION a-INSTRUCTION MANUAL

( ~
SECTION 8
PREPARATION FOR STORAGE
1. General prepared for short period storage. (See item 3).
Engines that are installed in airplanes should Should there be any delay in preparation of the
be operated at frequent intervals to prevent engine for storage, it is recommended that the
corrosion of engine parts. Engines that have engine be pulled through by hand for five or six
been operated on leaded fuels are especially revolutions at five-day intervals or more often
susceptible to corrosion. Conditions such as high under unfavorable conditions.
humidity, rapid variation in temperatures, and b. To decrease possibility of corrosion, it is
salt air, also cause corrosion to occur much more recommended that fuels be procured with a
rapidly. Due to variable atmospheric and en- minimum content of lead. Aircraft fuels are now
gine conditions it is impractical to give any available with 80 octane rating containing no
definite rules as to the length of time an engine lead. Fuels containing more than 2 ml. of lead
should remain idle without corrosion preventive per gallon should be procured only when no
treatment. Where it is impractical to operate other suitable fuel is available. If the engine has
the engine at frequent intervals, the following not been recently operated on leaded fuel, it can
instructions for corrosion preventive treatment ordinarily be allowed to stand for two to four
should be followed. They are applicable to weeks without preparation for storage, but in
engines stored in a hangar or other enclosed that case the engine should be turned over each
space under favorable conditions. week by turning the propeller about six revolu-
Corrosion Preventive Compound, Army-Navy tions by hand. Under unfavorable conditions
Specification AN-VV-C-S76, Type II, is de- engines using unleaded fuels should also be (
signed to give protection from corrosion to air- started and warmed up at weekly intervals.
craft engines in storage. This compound may be
procured from Standard Oil of New Jersey or 3. Short Period Storage (Normally two
Pennsylvania under their No. AE-604 corrosion months or less)
preventive or from other vendors. The com-
pounds specified above are already mixed with a. If the engine has last been operated on leaded
lubricating oil and need not be further diluted. fuel, it is desirable that the engine be operated
Because it is fluid with a viscosity similar to for 20 minutes prior to shut-down using un-
engine lubricating oil, it is easy to apply and leaded fuel. If unleaded fuel is used having an
when an engine is taken from storage no diffi- octane number lower than that specified for the
cult procedure for cleaning is involved. engine, it is important that the propeller RPM
be held at 1000 RPM or under with the pro-
peller in low pitch.
2. Allowable Idle Time Without Prep- b. All spark plugs should be removed. The in-
aration for Storage. side of each cylinder should be sprayed with
Standard Oil AE-604 Corrosion Preventive or
equivalent through the spark plug holes. In
a. An engine that has been last operated on order that the valves will be thoroughly coated
leaded fuel and which is being kept in short the engine must be rotated so that the valves
period storage should be started and warmed up can be sprayed when open, thus protecting the
at weekly intervals. The engine should be stems and outer surfaces of the valves and seats.
operated long enough to bring the oil-in tem- The cylinder walls should be sprayed when the
perature up to 1400 F. (60 0 C.). In tropical or piston is at the bottom of its stroke. Be sure to
warm, humid areas, or near salt water, it may be completely coat all surfaces of valves and
necessary to start the engine at intervals of
less than one week.
cylinders, but avoid using excess compound (
which can accumulate in the lower cylinders.
If engine operation is not practical at weekly Replace spark plugs or shipping plugs.
intervals, it is recommended that the engine be c. Cover all unprotected exterior parts with
 SECTION 8-INSTRUCTION MANUAL 35

AE-604 Corrosion Preventive. 4. Long Period Storage

d. Before putting the engine back into service, If the engine is removed from an airplane for an
clean all exterior parts. Remove spark plugs indefinite period or it is to be stored for an
and remove as much corrosion preventive com- extended period of time, it should be prepared
pound as possible from the cylinders by drain- for Long Period Storage. This procedure should
ing and by the use of a hand pump, while also be followed when an engine is not to be
rotating the crankshaft. Replace spark plugs used for several days after an overhaul. See the
and rotate the crankshaft several times by hand Jacobs Overhaul Manual for instructions an
before using the starter. Long Period Storage.
 DRAWING 135

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ACCESSORIES
(

AMMETER VOLTMETER

SCINTILLA IGNITION
r--------:J SWITCH L.....-_ _---.

VOLTAGE
REGULATOR
I
i TO REAR COIL
GROUND
~ PLUGS
#9 WIRE

GROUND
T ERMINA L--+-++-""'*-v

STARTER
GROUND
BATTERY

MAGNETO 6421531
GROUND
DISTR IBUTOR -CONNECT
TO FRONT PLUGS

NOTES
FOR RADIO INSTALLATION ALL WIRING MUST JACOBS AIRCRAFT ENGINE CO.
BE PROPERLY SHIELDED AND ALL SHIELDING MAGNETO-BATTERY IGNITION SYSTEM
I I POTTSTOWN, PENNA. U.S.A.
MUST BE COMPLETELY AND PROPERLY GROUNDED.
TYPICAL WiriNG DIAGRAM FOR SINGLE ENGINE
ALL PRIMARY WIRING WHETHER PLAIN OR RADIO !. INSTALLATION
SHIELDED MUST BE 14 EXCEPT AS NOTED.

"k~~~;;;
·,1' .
. .• ....
 1948 EDITION.

,JACOBS AIRCRAFT ENGINE CO.

LIMITS AND LUBRICATION CHARTS
L-4MB, L-6MB &R-755A ENGINES
I""RCICKE~ BOX VENT UN[
. TO CRANKCASE

SECTION THRU ROCKER

ARM BEARING

SEC110N TtRI CYLINDER HEAD NO; I

fl)J PRQP.CDI.ODNTROL

• PRESSROII.. ii
• PllESSUflEOIL(_
_ SGMNGEOIL

• SCAVENGE OIL(HlDOEN)

LONGITUDINAL AND CYLINDER HEAD SECTIONS

 JACOBS AIRCRAFT ENGINE CO.
LIMITS AND LUBRICATION CHARTS
L-4MB, L-6MB &R~755A ENGINES

OIL INLET TO SCAVENGER

PUMP FROM NO. 5
SECTION THRU GENERATOR AND
MAGNETO DRIVES a OIL PUMP

OIL PRESSURE
- RELIEF VALVE . . . . . . . ~

OIL OUTLET FROM OIL INLET TO SCAVENGER

PUMP FROM SUMP
SCAVENGER PUMP TO
L TANK ROCKER BOX
BREATHER LINE
CRANKCASE CYL.NO. I-INTAKE SIDE .
BREATHER E

OIL TANK VENT

TIONS

UNIT WITH OIL

. TO THIS LEVEL BEFORE
PRESSURE REMOUNTING
DISTRIBUTOR
GAUGE CONN.

PROPELLER
GOVERNOR PRESS.
• PRESSURE OIL
OIL CONNECTION .~/j."
• PRESSURE OIL (HIDDEN)

• SCAVENGE OIL
• SCAVENGE OIL(HIOOEN)
~ INLET TO PRESSURE PUMP

PRESSURE LINE
FOR AUTO. VALVE .
LUBRICATION OIL INLET FROM TANK

SECTION THRU REAR ACCESIORY DRIVES

AND REAR CASE LUBRICATION DIAGRAMS PLATE 4
 P I L 0 TSt INSTRUCTION C H ART - JACOBS R-155A2 ENGINES

OPERATING FUEL PRESS. OIL PRESS. MIXTURE CONTROL - Do not u.e mixtur. control under 6000 ft.
CONDITION P.S.I. P.S.I. FUEL - - Aviation Gr.de 80 II1.nimum
Deaired -- 3 ... 4 15 OIL GRADE AND TEMPERATURE
GRADE OF OIL GROUND TEMPERATURE OIL TEMP.(DESIRED)
Maximum -- 4 90 100 Above 60d, . 1600F. {10~C.)
80 50°F. to 20°F. 1400F. (600C.)
Kinimum -- 3 60 65 Below 20°F. 130°F. (55°C.)
Idling -- 1.0 25 Grade 120 oil with a maximum allowable temperature ot 2000F.(930C.) may be u.ed
in hot weather.
Continue warm-u~ until oil temperature tor ground oh.ck and take-otf i8 within
60°F. (33°C.) of the desired oil temperature given above.

-OPERATION - MAX. CYL. CARBURETOR MAX. OIL - COMMENTS ...

HEAD TEMP. _HEAT CONS ..
Full Cold Q!~!L!!R. Battery Ignition only until
START Endne tires
Full Hot

500°F. MinAmum Cyl. Head Temp.

TUE-OFF (260°C. ) Full Cold ----- 248 F. (120°C.) (See Note 1.)
RATED POWER As Required

CLIUB '. As Required

,,", CRUISING, MAX. A. Required 2.0 (See Note 2)

CRUISING, DESIRED As Required 2.0 (See Note 2)

400°F. ., -
tAlmINGAPPROACH (2050C.) Full Hot ----- Clear Engine at Intervals
3300F. Vove mixture control to full
LS_T_O_P_P_IN_G__EN~G_lNE
____~________~",,~,______________-L:_1_:_6_:C_~-)-s--~F-U-l-l-C-0-~-d-
.• _~-~.~--_---...---"-"'-,:~~i~:r~.:.~n-:n~t~~~p:i~~t--i-g-n_it_.:_o_n__
a_._:_n_-_'~~i~~
__ ">'~" ,"'I at """7"""-;;;;;u.,~ _ _ _,-""'r_ • ,_ '~'""""_"' _ _ "''''._'-':'''''''¥'_'' _ , . __ . _ _ _"'..¢_, _ _ « ...._ ~> __ ~

1.' T.k....Ott " .'

_.&,_,.... lIost
~,.a __ engine harm
..J
results trom improper
1.. .. _ ' _ _ _ _ _ _ _ _ _ _ ..: ___
'&1 __ .... __
operation betore it is properly warmed and temperatures
~ .J.L.."_"I . .L_ . . . . . . . ..ft.A