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 AERONAUTICAL ENGINES 
 BIRKIGT PATENTS 
 
 INSTRUCTION BOOK 
 
 SEPTEMBER, 1918 
 
 SERIES No. 6H 
 
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 New Brunswick 
 
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 Copyright, 1918, 
 
 by 
 
 Wright-Martin Aircraft Corporation 
 
 New Brunswick, N. J., U. S. A. 
 
 OCT -1 iSi8 
 ©C1.A503635 
 
INTRODUCTION 
 
 
 
 The remarkable progress that has taken place in the 
 field of aviation during the past few years has been 
 due largely to the rapid developments made in aero- 
 nautical engines. 
 
 Most of the early aeroplanes were equipped with 
 rotary engines. These engines had the. advantage of 
 being light in weight, but they lacked power and 
 reliability. Moreover, they were uneconomical in oil 
 and gasoline. It soon became apparent that any fur- 
 ther progress in aeronautical engines must necessarily 
 come from developments along the lines of the more 
 powerful stationary engines. 
 
 .During the spring of 1916, the Societe Hispano-Suiza 
 of France presented the first Hispano-Suiza engine to 
 the Technical Section of the French Aviation. This 
 was a stationary "V" type engine of 150 H. P. 
 
 This type "A" Hispano-Suiza was soon after adopted 
 by the French military authorities. Fitted on the Spad 
 plane,- it was brought up to the front in August 1916, 
 and underwent the most severe practical tests during 
 the battle of the Somme. 
 
 It was due largely to the performance of the Hispano- 
 Suiza engine during this battle that the French were 
 able to gain the supremacy of the air. 
 
 The success of the type "A" 150 H. P. having been 
 fully demonstrated, the Societe Hispano-Suiza began 
 experimenting with a more powerful engine and in 
 December, 1916, a new Type "E" 180 H. P. engine 
 was produced. 
 
 In general construction this engine was practically 
 the same as the former Type "A," but the compres- 
 sion had been increased, and a larger carburetor had 
 
been added. The engine was designed to run 300 revo- 
 lutions faster, and was correspondingly reinforced. 
 
 This engine gave more satisfaction than the first one. 
 It had the great advantage of having high compression 
 and allowed the pilot to keep his power at high altitudes. 
 The Germans at that time did not have such fast ma- 
 chines, and were trying to get the advantage in alti- 
 tude. On that point they were also beaten. Between 
 15,000 and 18,000 feet, where most of the fighting took 
 place, the performance of the Hispano-Suiza engine 
 was absolutely uniform and reliable. 
 
 In March, 1917, the Societe Hispano-Suiza produced 
 a 200 H. P. engine, which permitted an extra gun to be 
 carried. This engine was used throughout the Battle 
 of the Aisne and in Flanders. In July a new type of 
 200 H. P. was manufactured. This was the 200 H. P. 
 high compression engine. Very soon after the appear- 
 ance of this engine, tests were made on the 300 H. P. 
 Hispano-Suiza engine in service at the front at the 
 present time. 
 
 The original Societe Hispano-Suiza not having had 
 the facilities for turning out their engines in sufficient 
 quantities to meet the demands of the French and 
 allied nations, rights were given to other companies 
 in France and to the Wright-Martin Aircraft Corpora- 
 tion of America. 
 
 The Wright-Martin Aircraft Corporation is building 
 not only for the great work of the present, but for the 
 greater work of the future. 
 
 This Company represents one of the pioneers and 
 leaders in what will be, during the years to come, one of 
 the world's foremost industries. 
 
 WRIGHT-MARTIN AIRCRAFT CORPORATION, 
 New Brunswick, N. J., U. S. A. 
 
The following photographs represent only 
 a few of the Aces who have staked their 
 success and reputation upon the Hispano- 
 Suiza engines. 
 
(59 Boches) 
 
 Born the 27th of March, 1894, at Sauley-sur-Meurthe: pilot of remarkable bravery 
 and daring, having fought many aerial duals. Rendered the greatest services to his 
 country during the early part of the war, making daily reconnoitering flights over 
 enemy territory in the face of great danger. 
 
 Lately awarded the Serbian Cross of Karageorgevitch and another bar to the 
 English Military Medal. 
 
 Citation — "At the present time the most decorated of our pilots, having fought 
 with valor on the English, French and Belgian fronts." 
 
(53 Boches— 20 Citations) 
 
 (Born in Paris, December 24, 1894) 
 
 "Captain Guynemer, commanding escadrille No. 3, died gloriously after three years 
 of arduous fighting. He will remain the purest symbol of the qualities of the race: Un- 
 conquerable tenacity, fierce energy, sublime courage. Animated by a most unfailing 
 faith in Victory, he leaves to France a lasting remembrance which has exalted the 
 spirit of sacrifice and steadfastness among the soldiers of France." Last citation. 
 
 Following Decorations: 
 
 War Cross with 25 palms 
 
 Military medal (July 21, 1915) 
 
 Chevalier of the Legion of Honor (Dec. 24, 1915) 
 
 Chevalier of the Danile de Montenegro 
 
 Cross of Saint-George of Russia 
 
 Cross of Mitchell the Brave of Roumania 
 
 Star of Kara George of Serbia, (Mar. 21 1917) 
 
 Officer of the Legion of Honor, (June 11, 1917) 
 
 Distinguished Service Order (August 1917) 
 
(39 Boches) 
 
 Remarkable example of physical and moral energy, courage, audacity and cool- 
 ness, which characteristics have won him his name of "King of the Air." Few pilots 
 put more variety into their system of attack. 
 
 Although convalescing from serious wounds, fought every day and in many cases 
 executed flights which lasted nine hours. 
 
 Served in two branches of the army, having first enlisted at the outbreak of the war 
 n the 2nd Regiment of the Hussars. After the death of George Guynemer, the title 
 of Ace of Aces passed to Nungesser. 
 
 His victories were accomplished under conditions which called for skill, endurance 
 and heroism. 
 
 Military medal gained when with the Hussars after one month's fighting. Croix 
 de guerre with 16 palms and 2 stars, Military cross of England, Crown of Leopold 
 with silver palms, Belgian Croix de Guerre, Danilo de Montenegro, la Bravoure 
 Serbe, Italian Cross of Valor, Cross of St. George of Russia, and the Legion 
 of Honor. 
 
(38 Boches) 
 
 Born at Bizerte, 25 years ago; from the very outbreak of the war Madon distin- 
 guished himself by his fearlessness and made a name for himself by the aerial acro- 
 batics which he performed. He was attached to the Soissons sector. 
 
 In April, 1915, was lost in a mist and forced to land in Swiss territory. He escaped 
 the following September. Returned to France and joined his former unit. He soon 
 began to distinguish himself as a Boche hunter. 
 
(25 Boches) 
 
 (Born at Havre the 25th of July, 1892) 
 
 Before entering aviation Lieut. Guerin was cited twice for brilliant action in 
 infantry. "He is one of our most remarkable aces, having been one of the quickest in 
 bringing down enemy planes. Has fourteen citations to his credit, military cross and 
 legion of honor." 
 
(23 Boches) 
 
 When Rene Dorme was killed he had to his credit 23 Boches officially recorded. 
 One might say, without exaggeration, that he had brought down twice that number. 
 An indefatigable fighter, one who fought, not to have his successes recorded, but to 
 bring down the greatest possible number of Boches. At the time of mobilization, he 
 was a volunteer and succeeded in getting a transfer in the aviation in 1915, commis- 
 sioned and attached to a camp near Paris with several pilots who had made big 
 names for themselves. 
 
 Citation promoting him to the Legion of Honor: "Brilliant pilot with exceptional 
 skill and audacity. Always ready in all weather and under all circumstances for the 
 most daring missions." 
 
(21 Boches) 
 
 Captain Heurtaux who succeeded Commandant Brocard as chief of the famous 
 Stork escadrill No. 3, is one of the youngest and most remarkable of French Aces. 
 
 "The 2nd Lieut. Heurtaux has proven himself bold and energetic. He was the first 
 to bring down an enemy aeroplane with a single bullet, a feat which only Guynemer 
 has equalled. Heurtaux is called "the terror of the enemy." 
 
 Citation — Upon receiving the Order of Legion of Honor: "As a Cavalry officer, he 
 proved his qualities of audacity, coolness and devotion, which earned him three 
 citations. In aviation since December, 1914, has distinguished himself as an observer, 
 a bomber, and pilot of exceptional ability." 
 
(21 Boches) 
 
 {Italian Ace) 
 
(19 Boches) 
 
 (Bom in Wellingford, Conn., volunteered at the outbreak of the war as 
 a mechanic for the famous French Aviator, Marc Pourpe) 
 
 Upon Pourpe's death he asked to become pilot to revenge his friend's death. 
 Distinguished himself by long-distance bombing expeditions and daily combats with 
 enemy aviators. He proved himself a remarkable pilot and was quick to win the 
 military cross. The first American volunteer in the French Army to receive the 
 English military cross. Lufbery's history is one of the most interesting among the 
 Americans enrolled in the French Flying Corps. 
 
 Citation— "Of exquisite calm and even character, cool judgment coupled with 
 exceptional bravery. In addition he was an excellent marksman. One of the most 
 popular of the Americans in the French Esquadrille and admired by all who knew 
 him." 
 
(17 Boches) 
 
 (Born May 29, 1897) 
 
 Prisoner in Germany for eighteen months, escaped and reached France on the 10th 
 of April, 1916. One month after his return to France, although still weak from 
 privation of his prison life in Germany, he returned to the front where he soon dis- 
 tinguished himself by numerous victories. 
 
(12 Boches) 
 
 Lieut. Flachaire, one of the most daring of French pilots, having 12 Boches to his 
 credit. He demonstrated his flying qualities with his Hispano-Suiza equipped Spad 
 to thousands in America. 
 
(12 Boches) 
 
(7 Boches) 
 (Born at Lodove, February IS, 1890) 
 
 Flier of exceptional daring, fought many aerial duels in the course of which his 
 plane was frequently riddled by enemy bullets. Was an expert marksman. 
 Active at Verdun and at the Somme. 
 
(7 Boches) 
 
 (Born the 27th of August, 1897, at Sainte Antoine) 
 
 Although only eighteen when he enlisted he soon acquired all the gifts required 
 for aerial fighting — physical endurance, marksmanship, courage and tenacity. 
 The career of Garaud was short but eloquent. The heroism and loyalty of this young 
 man have served as a model to all the youths of France enlisted in aviation. 
 
LACHMANN fi\ 
 
 (7 Boches) 
 

 E £ 
 
PREFACE 
 
 Pilots and owners will understand that it is impos- 
 sible to lay down absolute rules for the proper care of 
 engines that will cover all the wide and varying con- 
 ditions of air service which must be met with. 
 
 The Instruction Book which is placed in the tool 
 equipment of each Hispano-Suiza Engine is intended to 
 be suggestive only, and we expect the instructions to be 
 modified to meet the particular conditions under which 
 each engine is operated. 
 
 To insure to every Hispano-Suiza owner the full 
 benefit of the remarkable service which this engine is 
 capable of delivering, the Technical Service Depart- 
 ment of the Wright-Martin Aircraft Corporation will 
 furnish, upon request, any information concerning the 
 care and operation of the Hispano-Suiza Engine under 
 special conditions of service. 
 
 It is well to remember that continued efficiency is best 
 assured when replacements are made with the standard 
 Hispano-Suiza parts manufactured by the Wright- 
 Martin Aircraft Corporation. 
 
 WRIGHT-MARTIN AIRCRAFT CORPORATION 
 New Brunswick, N. J., U. S. A. 
 
INDEX 
 
 Part No. Page No. 
 
 1. Unpacking 29 
 
 2. General Description 3 1 
 
 3. Recommendations for Installing the Engine 
 
 in the Airplane 40 
 
 4. Carburetor (Stromberg) Type NA-D6 and 
 
 NA-V6 42 
 
 5. Ignition System 49 
 
 6. Lubrication System 57 
 
 7. Water Circulating System 65 
 
 8. Gasoline System 67 
 
 9. Valve Timing 70 
 
 10. Precautions to be Taken Under Freezing Con- 
 
 ditions 84 
 
 11. Recommendations for Attaching Propellers 86 
 
 12. Machine-Gun Firing Mechanism 90 
 
 13. Adjustments 91 
 
 14. Operation , 93 
 
 15. Instructions for Starting the Engine 95 
 
 16. Disassembly 97 
 
 17. Maintenanc 107 
 
 18. Reassembly 117 
 
 19. Trouble Charts 126 
 
 20. Data 132 
 
 21. Reference Tables 134 
 
 22. Model "H" Hispano-Suiza Parts Catalogue 138 
 
 23. List of Special Tools for Model "H" Hispano- 
 
 Suiza-Engine 
 
 24. Clearance Allowance Chart 
 
 25. Assembly Views of the Model "H" Engine 
 
INSTRUCTIONS 
 
 FOR THE 
 
 CARE AND OPERATION 
 
 OF 
 
 MODEL H— 300 H. P. 
 HISPANO-SUIZA 
 
 AERONAUTICAL ENGINES 
 
PART I 
 
 UNPACKING 
 
 Shipping Weight and Size. 
 
 The shipping weight of the Model "H" 300 H.P. 
 Hispano-Suiza Engine, is about 950 lbs. 
 
 The Hispano-Suiza Engines are shipped from the 
 factory completely enclosed in a substantial box fitted 
 with permanent slings. The engine itself is covered 
 with a water-proof oil cloth. The dimensions of the 
 shipping box are: 
 
 Length 57 y 2 " 
 
 Width 43^" 
 
 Height 44" 
 
 Displacement 63 J^ cu. ft. 
 
 To unpack, cut the two sealing wires, which will be 
 found under tin plates at each end of the box. Remove 
 eight lag screws in the sides of the box. The engine 
 will be found securely bolted down with six bolts to 
 supports or sills fastened and braced to skids, the 
 skids being fastened to the sides of the box with the 
 above-mentioned eight (8) lag screws. The end of the 
 shipping box can be removed by removing the wood 
 screws in the end. The complete engine with engine 
 bed can be removed through the end of the shipping 
 box. Remove the nuts of the engine bed bolts and 
 place two cables around each side of the engine between 
 two or three of the steel sleeves. The engine can then 
 be lifted with a suitable hoist. 
 
 What to Rest the Engine On. 
 
 Do not attempt even to partially rest the weight 
 of the engine on the lower half of the crankcase or any 
 part other than the separating flanges on the upper half 
 of the crankcase. 
 
 Where Parts are Found in Packing Box. 
 
 At the rear of the shipping box at the top will be 
 found the spare parts and tool equipment box. 
 
 29 
 
HISPANO — SUIZA 
 
 The following parts will be found to be covered with 
 paper: 
 
 Carburetor air inlet. 
 Water pump. 
 Tachometer drive. 
 Crankcase breather. 
 Air pump. 
 
 Magnetos, magneto drive. 
 Vertical shaft casings. 
 Propeller hub. 
 
 Solid fibre gaskets are placed over the exhaust parts 
 and water outlets and should be removed. 
 
 Removing Oil from Outside of Engine. 
 
 The interior of the cylinder sleeves (steel) are slushed 
 with one-half pint of castor oil before shipping. This 
 oil can be removed from the engine by removing the 
 outside spark plugs and turning the engine over a 
 number of revolutions as fast as possible. 
 
 This oil can be caught in a can at the spark-plug hole 
 and if properly cleaned used for engine lubrication. 
 
 Before shipping the Hispano-Suiza Engines, all the 
 steel and aluminum parts are slushed with heavy oil. 
 A spray of gasoline under air pressure will remove 
 this from the engine. If the engine is to be started 
 immediately after washing, keep the magnetos from 
 getting gasoline in them, otherwise there will be danger 
 of fire. 
 
 30 
 
AERONAUTICAL ENGINES 
 
 PART II 
 GENERAL DESCRIPTION 
 
 The Model "H" Hispano-Suiza Aeronautical Engine is 
 of the eight-cylinder "V" type, four cycle, water cooled, 
 bore 140 m/m 5.511", stroke 150 m/m 5.905". At sea 
 level it develops 300 H.P. 
 
 There are two cylinder blocks, each containing four 
 cylinders, their center lines making an angle of 90° 
 between them. 
 
 Cylinders. 
 
 The individual cylinders are steel forgings, heat- 
 treated, machined and threaded on the outside. These 
 steel sleeves are flanged at the bottom and closed at the 
 top, this surface being flat, providing for the two valve 
 seats. The cylinders are screwed into the cast-alumi- 
 num cylinder blocks which form the water jackets 
 and valve ports, as well as intake and exhaust passages. 
 Each block, after cylinders and other parts are as- 
 sembled, is given several coats of enamel, both inside 
 and out, each coat being baked on. 
 
 Plate 1 
 Cylinder, steel sleeve, vertical shaft and camshaft assembly 
 
 31 
 
HISPANO — SU 
 
 Z A 
 
 Plate 2 
 Piston and connecting rods assembled. 
 
 Pistons. 
 
 The pistons are aluminum castings, one-half of an 
 inch in thickness at the head. The sides taper down 
 from one-half of an inch at the top to three-sixteenths of 
 an inch in thickness at the bottom. By this construction 
 the heat is rapidly carried off. At the top of each piston 
 are three rings. Near the bottom there is one oil ring, 
 the piston being relieved just below it. 
 
 The piston pins are made of case-hardened alloy 
 steel, large in diameter, and hollow. They are allowed 
 to float in both sides of the pistons as well as the upper 
 end of the connecting rods. Each is held in place by an 
 aluminum plug in each side of the piston. See Plate 2. 
 
 32 
 
AERONAUTICAL ENGINES 
 
 Plate 3 
 Inner and outer connecting rods disassembled. 
 
 Connecting Rods. 
 
 The connecting rods are of heat-treated steel, tubular 
 in section. One rod is forked at the bottom end, having 
 a two-piece bronze box (babbitt lined) bolted to it by 
 four bolts. This bears directly on the crankshaft. The 
 other rod bears on the outer and central portion of the 
 bronze box. Both connecting rods are provided with 
 bronze bushings at their upper ends. 
 
 Crankshaft. 
 
 The crankshaft is of the four-throw type, 180° 
 between throws. It is made of chrome nickel steel, 
 machined all over, and is hollow for lightness, also 
 
 33 
 
HISPANO— SUIZA 
 
 T T 
 
 11972 11972 
 
 O©0 ooo 
 
 11407 11970 11406 
 
 1140b JI970 11407 
 
 IL969 
 Exhaust 
 
 Plate 4 
 Valves, valve springs and valve tappets disassembled. 
 
 allowing the lubricating oil to get from the main bear- 
 ings to the connecting-rod bearings. 
 
 This shaft has four plain main bearings, bronze 
 backed and babbitt lined, and one annular ball main 
 bearing at the rear (magneto) end. It is provided with 
 a taper having a key for the propeller hub. 
 
 The thrust for either a tractor or pusher propeller 
 screw is provided for by a double row ball-thrust bearing 
 located in the front of the crankcase. 
 
 Crankcase. 
 
 The crankcase is of aluminum and is made in halves, 
 the division being on the center line of the crankshaft. 
 The main bearings are supported in both the upper and 
 lower halves. 
 
 34 
 
AERONAUTICAL ENGINES 
 
 Plate 5 
 Rear view of engine 
 
 Magneto Support and Drive. 
 
 The magneto support is an aluminum casting bolted 
 on the rear end of the crankcases. A small shaft, with 
 a spiral gear, driven from the end of the crankshaft is 
 mounted in the center of the magneto support. This 
 shaft drives, by means of the spiral gear, another shaft 
 which is at right angles to it and directly above it. 
 
 The magnetos are driven from this upper shaft 
 through gear type couplings. 
 
 35 
 
H I 
 
 P A N O 
 
 S U I Z A 
 
 Valves. 
 
 Plate 9 
 Three-quarter top view of engine from rear. 
 
 The valves are set vertically in the cylinders along 
 the center of each block and are directly operated by 
 a single, super-imposed camshaft. The valves are 
 Tungsten Steel, with large diameter hollow stems, 
 working in cast-iron bushings, provided at the upper 
 ends with case-hardened flat-headed adjusting screws 
 (discs) upon which the cams are operated. To insure 
 proper seating, the valves are held to their seats by two 
 concentric helical springs each, either one of which is 
 sufficient to insure the valve seating in case of breakage 
 to the other. 
 
 36 
 
AERONAUTICAL ENGINES 
 
 Plate 7 
 Front view of engine. 
 
 Ready adjustment of clearance between the adjusting 
 screws or discs and the cam contour is obtained by ser- 
 rated washers. These washers are pressed upward by 
 springs and hold the adjusting screws in place while 
 they permit easy turning by means of a special wrench 
 which angularly displaces the adjusting screws in the 
 stems of the valves. The spring retainer washer is held 
 in place angularly by means of tenons which engage 
 slots in the stem. Nevertheless, the whole assembly can 
 slide freely lengthwise. It is the valve spring which 
 holds the spring retainer to the adjustment disc, the 
 rim of which is arranged with small indentations. 
 
 Camshafts. 
 
 The camshafts are hollow and are supported by three 
 plain bronze bearings each. The drive for each shaft is 
 
 37 
 
HISPANO — SUIZA 
 
 Plate 8 
 Right side of engine. 
 
 by means of a pair of bevel gears and a vertical shaft 
 driven from the crankshaft by a vertical shaft and 
 bevel gear of hardened alloy steel running in plain 
 bronze bearings. These shafts are protected by a hous- 
 ing of light steel tubing and each one is provided with a 
 screw-driver type of joint near the middle, allowing 
 ready removal of the cylinder blocks without dismount- 
 ing other parts. The camshafts, cams and heads of the 
 valve stems are all enclosed in oil-tight cast-aluminum 
 removable housings. 
 
 Tachometer. 
 
 Each valve gear housing is provided with a dog clutch 
 tachometer drive operated by the camshaft. 
 
 38 
 
AERONAUTICAL ENGINES 
 
 Plate 9 
 Left side of engine. 
 
 Propeller Hub. 
 
 The propeller hub is fastened directly on the tapered 
 crankshaft end by means of a key, being drawn on by a 
 nut having a coarse pitch thread on the inside and it 
 being locked by a second nut having a fine pitch 
 thread on the outside which screws directly into the 
 propeller hub. 
 
 Exhaust. 
 
 The exhausts have individual ports to which are at- 
 tached steel manifolds adapted for each particular type 
 of airplane. 
 
 59 
 
H ISPANO — SUIZA 
 
 PART III 
 
 RECOMMENDATIONS FOR INSTALLING THE 
 ENGINE IN THE AIRPLANE 
 
 How Mounted. 
 
 The engine should be anchored on a rigid support and 
 at the points of contact with the engine the support 
 should be lined with fibre or sheet metal. The engine 
 base should set flat on the engine support members. 
 Contact should be made at all places between engine 
 base and supports before the nuts holding the base are 
 tightened. 
 
 Accessibility. 
 
 Whenever possible, the camshaft housing or cylinder 
 covers should be left exposed; their disassembly is then 
 very easy and this arrangement permits the plane 
 constructor to cut down the size of the cowls. If, in 
 certain cases, the engine is mounted without any cowls, 
 some method of sheltering the magnetos should be 
 provided for, such as a leather covering. 
 
 The plane should be so designed that the following 
 parts are easily accessible: Magnetos, particularly the 
 distributors and breaker boxes, spark plugs, oil filter 
 chamber cover 11749, oil pressure relief cap 11893, and 
 crankcase breather tube cap A-9960-B. 
 
 Protection from Fire. 
 
 The plane should be protected from back-fires by 
 having a long screen or similar device placed over the 
 air inlet of the carburetor, the minimum inside diameter 
 of which should be 127 m/m or 5", having a length of 
 203 m/m or 8", with a steel disc placed in the one end. 
 
 At the lower part of the carburetor is a nipple to 
 which a small drain tube should be fastened to carry off 
 the gasoline. This tube should discharge well to the rear 
 under the planes, and as far away from the exhaust as 
 possible. 
 
 40 
 

 
 
 
 
 

AERONAUTICAL ENGINES 
 
 Gasoline Supply Shut-Off. 
 
 A gasoline shut-off should be provided as near the 
 engine as possible to enable the pilot to shut off the 
 gasoline supply. 
 
 Placing of Water Radiators. 
 
 It is important that the plane designer place the water 
 radiator so that there is at least a 12" head of water 
 above the highest part of the cylinder water space. 
 When two side radiators are used they should be 
 joined, if possible, by a communicating tube on top. 
 The circulating system should have at its highest point 
 a small expansion tank with a level cock, which avoids 
 complete refilling of the tank. The space in the tank 
 above the level cock should have not less than 3 litres, or 
 3 quarts capacity, to allow for the expansion of the 
 water. 
 
 Water Filter. 
 
 It is indispensable to locate, in an accessible manner, a 
 filter between the cylinder outlets and each radiator to 
 stop sediment in the water which deposits in the jackets 
 and tends to clog the radiators. 
 
 Precautions. 
 
 See that all water and oil connections are tight. 
 
 See that the carburetor control rods are pinned in 
 place at both ends and that they work freely. See that 
 they function the carburetor control levers from one 
 extreme to the other. Always take these precautions, 
 remember that any one of these coming loose may cause 
 a forced landing. 
 
 41 
 
HISPANO — SUIZA 
 
 PART IV 
 
 STROMBERG AIRPLANE CARBURETOR USED 
 ON MODEL "H" 300 H. P. HISPANO-SUIZA 
 
 TYPE NA-D6 
 
 In this carburetor the fuel is metered and discharged 
 by suction generated from, and depending upon, the 
 rate of air delivery through the venturi tubes to the 
 carburetor. The fuel delivery is made to respond in 
 proper proportion to this suction by the induction of air 
 into the jet. This keeps the mixture constant through- 
 out the throttle range. 
 
 The compound venturi tube construction also de- 
 velops a powerful suction at the point of fuel discharge 
 and, in conjunction with the air injection, gives com- 
 plete atomization. 
 
 Metering Nozzles. 
 
 For each carburetor unit there is a separate nozzle 
 through which the whole gasoline supply for that unit 
 is taken. These nozzles are located horizontally so that 
 they may be changed without removing the carburetor 
 from the engine. A similar nozzle, several sizes larger, 
 may be used, in the accelerating well to assist atom- 
 ization, but this is sufficiently large to require no change. 
 
 Idle Running, 
 
 During idle and low throttle running the gasoline, 
 after passing through the metering nozzle, is carried 
 up into the idle tube end, after dilution with a small 
 quantity of air, is discharged through a slot at the edge 
 of the throttle. The amount of air dilution governs 
 the mixture proportion for these speeds and is con- 
 trolled by the idling adjustment needle. 
 
 Accelerating Well. 
 
 Below and concentric with the main discharge nozzle 
 is an accelerating well chamber, with a small air vent at 
 
 42 
 
AERONAUTICAL ENGINES 
 
 the top which leads to the main gasoline channel at its 
 bottom. This well chamber acts as a reserve supply of 
 fuel for acceleration, its contents being delivered as the 
 throttle is opened, and replenished from the main jet 
 flow when the throttle is closed. Thus the mixture be- 
 comes, temporarily, slightly richer than normal as the 
 throttle is opened, and temporarily thinner than normal 
 as the throttle is closed; an action found necessary for 
 flexible operation with low grade American gasoline. 
 
 Float Mechanism. 
 
 The float mechanism is positive in its action and hung 
 in such a way that it will operate at angles between 
 45° climb and a straight dive; also under a consider- 
 able sidewise inclination. The float needle valve is 
 pointed upward so that any dirt will wash down, away 
 from the valve seat, and is held to its pin by a self- 
 contained spring plunger to obviate wear under the 
 vibration of the engine. 
 
 The need'.e valve point is of an especially hard non- 
 corroding alloy and ground true while the needle valve 
 seat is of softer material so as to follow the shape of the 
 harder needle point. 
 
 The operation of the float mechanism during different 
 aerial maneouvers depends not only upon gravity but 
 also upon the motion of the airplane. Assuming that 
 the carburetor is mounted with the air entrance to the 
 front of the plane, the carburetor float will function 
 normally whenever the pilot is resting on his seat, 
 leaning heavily against the back or sides of his seat, or 
 tending to slide forward. 
 
 When diving at a steep angle, if the throttle is closed 
 all the way to the idling position, some fuel will drain 
 out of the main discharge jets in the air entrance of the 
 carburetor. This will drain away through the air- 
 horn drain tube when the plane straightens out, but this 
 accumulation will be avoided altogether if the throttle 
 is kept a little further open so that there is enough 
 draught in the venturi to carry this fuel up from the jet 
 into the engine. 
 
 43 
 
HISPA NO — SUIZA 
 
 If the position or motion of the plane is such that the 
 pilot tends to fall away from his seat, the same forces 
 will cause the float to go up ; this closes the float needle 
 valve. At the same time the fuel will go to the top of 
 the float chamber and cease to flow from the discharge 
 jets. It will not leak from the vents in the top of the 
 float chamber however, if the throttle is kept a little 
 open. 
 
 NA-D6 STROMBERG CARBURETOR 
 ADJUSTMENTS 
 Pilot's Control of Altitude Adjustment 
 
 The mixture proportion delivered by this carburetor 
 is subject to little variation in passing from sea level to 
 approximately 915 meters or 3000 feet altitude. In the 
 "Rich" position the mixture is slightly richer than 
 necessary. This can be corrected for more than 6100 
 meters or 20,000 feet altitude, by moving the alti- 
 tude-control lever forward to the "Lean" position. 
 The control should always be placed in the leanest 
 position that will give maximum r.p.m. of the engine, 
 thus giving maximum torque. 
 
 The metering nozzles above referred to are graded and 
 numbered according to the common industrial Twist 
 Drill and Steel Wire Gauges. 
 
 This control of the mixture is obtained by the rota- 
 tion of the sleeve in the pilot's control, which opens to a 
 greater or lesser extent, or closes off entirely, the com- 
 munication between the float chamber space and the 
 holes drilled in the upper part of the large venturi tube. 
 The float chamber has also a smaller atmospheric vent 
 hole communicating through a gauze strainer with the 
 interior of the air entrance of the carburetor. When 
 the connection to the venturi tubes is full open, a con- 
 siderable suction is communicated to the float cham- 
 ber and this suction opposes the suction at the main 
 discharge nozzle, thereby reducing the gasoline flow 
 through the metering nozzle. 
 
 When the passage between the venturi and float 
 chamber is shut off entirely, atmospheric pressure exists 
 in the float chamber and the maximum gasoline delivery 
 is obtained. 
 
 44 
 
\tfft1V\ 
 
 
 I 
 
 
 XSAV9& ft] 
 
 ■ - 
 ■ 
 
 nudisO gisdmoijfi 
 
CHRMBCH SC/HW PLUC 
 
 nccacmriNC weu chrnnel pluc 
 RcauRfniNO will crshct 
 
 CRSOLIM CHRNNCL PLUG CHSKET 
 
 'moUNt CHHNHU PLUC- 
 
 '""' Fim HORN D/V1IN ORSlUl 
 
 Plate 11 
 
 Stromberg Carburetor (Vertical Type NA-D6) Cross Section View 
 
 Approximately half s 
 
■ 
 
 
 
 .,v4 4WW> 
 
 row 
 
AERONAUTICAL ENGINES 
 
 With the venturi suction channel partially opened 
 the gasoline flow is correspondingly reduced. 
 
 Since a strong suction exists in the float chamber 
 when the control is in the lean position, care should be 
 taken that the joint between the upper and lower halves 
 of the carburetor is kept light, and that the gasoline 
 channel plugs in the lower part of the carburetor are 
 drawn tight on their gaskets. If these leak sufficiently 
 to allow gasoline to drip, they will also permit air to 
 be drawn in with the flowing gasoline, which will inter- 
 fere somewhat with the mixture regulation. 
 
 Idle Adjustment, 
 
 The idle adjustment needle affects the low speed 
 only and has practically no effect on the high-speed 
 action. Screwing the needle inward, right hand, gives 
 less air dilution and more gasoline to the mixture 
 "Rich;" left hand, less gasoline, "Lean." An average 
 adjustment is obtained when the idle adjustment 
 needle is unscrewed about one complete turn from a 
 seating position; an exact adjustment is made at the 
 factory when the engine is tested and need be changed 
 only under extreme weather conditions. 
 
 DISASSEMBLY AND REPAIR OF STROMBERG 
 NA-D6 CARBURETOR 
 
 The Strainer. 
 
 Most caburetor trouble arises from the presence of 
 small particles of dirt. The best preventative is to 
 keep the strainer and strainer chamber clean. After 
 ten hours' running, and before every important flight 
 the strainer should be cleaned and the strainer chamber 
 drained by taking out the plug so marked. Plates 11 
 or 12. 
 
 Carburetor Leaking or "Flooding." 
 
 If leaking or "flooding" occurs, a careful inspection 
 should first be made to see whether the leakage is due 
 to some plug below the normal gasoline level of the 
 carburetor being loose on its gasket; or whether the 
 float valve is insecurely seated, allowing the level to 
 
 45 
 
HISPANO — SUIZA 
 
 rise so that the gasoline overflows from the main dis- 
 charge jets. In the latter case the strainer chamber 
 should be inspected and drained to remove any dirt, 
 and carburetor flushed to wash out any particles on the 
 needle valve seat. It may also help to remove the 
 plug beneath the float valve and, with a screw-driver, 
 rotate the needle valve within the limits permitted, 
 while pressing it up lightly against the seat. If flooding 
 persists it will be necessary to remove the carburetor 
 from the engine and substitute a new needle valve or 
 seat, or both, as required. See that the float is not 
 punctured and does not contain any gasoline. The 
 level as determined by the float action, should be ap- 
 proximately 45 m/m or \%" below the junction of 
 the halves of the carburetor. 
 
 To Remove Float Needle Valve. 
 
 Take out float lever fulcrum screw and move float 
 forward sufficiently to allow the needle to drop down. 
 To remove the float needle seat it is first necessary to 
 remove the float. Then loosen the set screw which goes 
 in from the side of the carburetor, and unscrew needle 
 seat with a large screw-driver. NOTE that in replacing 
 fulcrum screw a 1 m/m or ¥ y "thick" hard gasket 
 must be used under the head, as otherwise the pin will 
 screw in far enough to clamp the float pivot bearing. 
 
 When carburetor halves are separated care should 
 be taken that the joint surfaces are not nicked or 
 marred, and when assembled a dry paper or composi- 
 tion gasket of even thickness should be used. 
 
 To Remove Venturi Tubes. 
 
 To change Venturis, take out the three bolts and two 
 cap screws holding the halves of the body together, 
 loosen the set screws, holding the Venturis about one 
 turn, but do not remove them at this time. Separate 
 the halves of the body carefully so as not to bend the 
 two idling tubes, remove set screws and take out Ven- 
 turis. 
 
 In replacing the Venturis, be sure that the hole for 
 the venturi pivot screw registers correctly, and that 
 
 46 
 
AERONAUTICAL ENGINES 
 
 the screw point enters the gap of the locking ring. 
 While the carburetor is disassembled be careful that 
 the surface of the joint is not marred, and when as- 
 sembled be sure that gasket joint between halves is 
 tight and secure. 
 
 In changing Venturis the throttles should not be 
 disturbed as it might be difficult to replace them 
 properly. The Venturis are numbered according to 
 the smallest inside diameter in inches. 
 
 Metering Nozzles. 
 
 The accelerating metering nozzles are located in the 
 accelerating well. To remove these it is necessary to 
 remove the carburetor from the engine. Remove 
 accelerating screw plugs; unscrew the accelerating 
 metering nozzle, using a screw-driver which is a close 
 fit in the slot to avoid marring the nozzle which might 
 effect the fuel discharge. 
 
 Be sure that the accelerating screw plugs are replaced 
 tight on the gaskets so that there is no leak. 
 
 Throttle and Altitude Adjustment Controls. 
 
 On Plate 11 it will be found that the throttle lever 
 moves through 70° from closed to wide-open position. 
 The lever has a 1%" radius from the center of the 
 throttle lever stem to the center of the hole in the 
 throttle lever. The altitude adjustment moves through 
 45° from closed to wide-open position and the lever 
 has a V/%" radius from center to center. 
 
 The carburetor is so mounted that all of the control 
 connections are made from the rear end of the engine. 
 The installation is such that motion longitudinal to 
 the crankshaft of the engine is required to operate them. 
 
 Each control should be provided with a ratchet work- 
 ing over a toothed sector to hold it in any desired posi- 
 tion. All controls should work freely and, at the same 
 time, permit a minimum of lost motion. 
 
 47 
 
AERONAUTICAL ENGINES 
 
 PART V 
 IGNITION SYSTEM 
 General Description, 
 
 Ignition is furnished by two eight-cylinder magnetos 
 firing two spark plugs per cylinder. 
 
 These are mounted at the rear of the crankcase and 
 driven at crankshaft speed. The right-hand magneto 
 runs anti-clockwise and the left-hand runs clockwise. 
 
 THE DIXIE TYPE 800 MAGNETO 
 
 The Dixie magneto is of the inductor type, the rotat- 
 ing member consisting of two pieces of magnetic 
 material separated by a non-magnetic centerpiece. The 
 coil is mounted stationary in the arch of the magnets. 
 This rotating member constitutes true rotating poles for 
 the magneto and rotates in a field structure, composed 
 of three laminated field pieces. 
 
 The bearings for the rotating poles are mounted in 
 steel housings which lie against the poles of the 
 magnets. 
 
 When the magnet poles rotate, the magnetic lines of 
 force from each magnet pole are carried directly to the 
 field pieces. There are no losses by flux reversal in the 
 rotating poles, neither are there any revolving windings 
 on the rotor. 
 
 With the dust and water protecting casing removed, 
 the winding can be seen with its core resting on the field 
 pole pieces and the primary lead attached to its side. 
 
 An important feature of the high tension winding is 
 that the heads are of insulating material, and there is 
 not the tendency for the high tension current to jump 
 to the side as in the ordinary armature type magneto. 
 
 The high tension current is carried to the distributor 
 by means of a brass rod which is molded in the dis- 
 tributor rotor, at one end of which is a spring brush 
 bearing directly on a plate in the end of the coil. 
 
 The condensor is placed directly in front of the 
 breaker and is instantly removable by taking off the 
 
 49 
 
HISPANO — SUIZA 
 
 breaker cover and removing the two nuts which hold it 
 in place. 
 
 The high tension current is generated in the winding 
 housed in the arch of the magnets, without the use of a 
 special induction coil. Four sparks are produced during 
 each revolution of the rotor. 
 
 Care of the Dixie Type 800 Magneto. 
 
 The bearings of the magneto are provided with oil 
 cups which should be oiled with a few drops of oil every 
 twenty-five hours of engine running. The breaker lever 
 should be lubricated every twenty-five hours of engine 
 running with a few drops of oil applied with a tooth- 
 pick. Three-In-One oil should be used for all the above 
 lubricating. 
 
 The proper distance between the platinum points 
 when separated should not exceed .5 m/m or .020" or 
 1/50 of an inch. A gauge of the proper thickness is 
 attached to the wrench furnished with the magneto 
 spare parts equipment. 
 
 The platinum contacts should be kept clean and 
 properly adjusted. Should the contacts become pitted, 
 a fine file should be used to smooth them in order to 
 permit them to come into perfect contact. Do not file 
 any more than is absolutely necessary. 
 
 The distributor block should be removed occasionally 
 and inspected for carbon dust. The inside of the 
 distributor block should be cleaned every five hours of 
 engine running or before each important flight with 
 a cloth moistened with Three-In-One oil (never use 
 gasoline), and wiped dry with a clean cloth. When 
 replacing the block, care must be exercised in pushing 
 the carbon brush into the socket. 
 
 The magneto should not be tested unless it is com- 
 pletely assembled, that is, with the breaker-box, 
 distributor cover, and wires in position. 
 
 Whenever the wires leading from the magneto to the 
 spark plugs are taken off, observe that they are cor- 
 rectly replaced in relation to the firing order of the 
 engine, which is 1L-4R-3L-2R-4L-1R-2L-3R. 
 
 50 
 
 
AERONAUTICAL ENGINES 
 
 Do not pull out the carbon brush in the distributor 
 because you think there is not enough tension on the 
 small spring. 
 
 Do not forget that the magneto will always work best 
 with the spark plug gap set at .5 m/m or .020". These 
 should be checked before each important flight or about 
 every 10 hours of running. 
 
 Timing or Setting the Magnetos, 
 
 In order to obtain the utmost efficiency from the 
 engine, the magneto must be correctly timed to it in 
 the following manner: The timing of the magnetos is 
 accomplished with the aid of the timing disc which is 
 first located by the top center of cylinder 1-L and the 
 right-hand magneto is then put in place to fire cylinder 
 1-L. Next the left-hand magneto is set to fire cylinder 
 1-L also and the two magnetos then synchronized so 
 that they fire at the same time. 
 
 To set the magnetos, place the timing disc in position 
 and locate the top center on the disc as noted under 
 ''Finding top center and setting the timing disc." 
 Part IX. After the disc is set, turn the engine over until 
 No. 1-L cylinder is on the firing stroke and line "M.A. 
 1 and 4 Left" on the disc is at zero 783/2 m/m or 25° 
 before the top center. 
 
 The firing stroke may be ascertained by either one 
 of the following methods : 
 
 I. Observing whether the exhaust valve is open on 
 top center. If the valve is not open, the engine is on 
 the firing stroke. If the valve covers are not removed 
 put a finger on the valve through the exhaust port as 
 the engine is turned over which will enable the position 
 of the valve to be determined. 
 
 II. By placing a finger or dead center indicator as 
 illustrated in Plate 26 in the spark plug hole, proceed 
 to turn the engine in the direction it rotates until you 
 begin to feel the pressure coming against this finger. 
 
 Then watch the timing disc, still turning the engine in 
 the direction of rotation, until the line "M.A. 1 and 4 
 Left" on the disc coincides with zero on the scale. See 
 Plate 26. 
 
 51 
 
HISPANO — SUIZA 
 
 Plate 14 
 Timing the magneto to the engine. 
 
 Remove the distributor and breaker covers of the 
 magnetos, and put the right-hand magneto in place with 
 the distributor brush on No. 1-L segment with the 
 breaker points just commencing to open, or as nearly 
 as is possible with the tooth engagement. See Plate 
 14. Fasten the magneto in place with two of the four 
 cap screws and turn the engine back one-eighth of a 
 turn. Next, turn the engine slowly in the direction of 
 rotation until a cigarette paper placed between the 
 breaker points just draws, and note the position of the 
 line "M.A. 1 and 4 Left" on the disc with respect to 
 zero. If the paper does not draw with the line directly 
 under zero adjust the magneto coupling until the paper 
 will just draw. 
 
 This adjustment is made by removing the cotter pin 
 that goes through the coupling and sliding the coupling 
 towards the magneto, rotating the magneto armature 
 by means of the distributor gear whatever amount is 
 necessary. Then let the coupling come back in place. 
 Always turn the engine back one-eighth of a turn and 
 then in the direction of rotation to remove all the back- 
 lash in the magneto driving gears, illustrated in Plate 14. 
 
 52 
 
 
AERONAUTICAL ENGINES 
 
 R.H.5IOE 
 
 M Al^NETO 
 
 RUNS ANTI- CLOCKWISE 
 
 LOOKING AT 
 
 DRIVINQ ENO 
 
 77T7777777777777777777T' 
 
 (4ROUND TO ENGINE 
 
 FIRINGS-ORDER 
 
 WIRINCt DIAGRAM OF 
 
 DIXIE 800 MAGNETOS 
 
 WITH CROSS DRIVE! MA5NE.TD MOUNTING 
 
 Plate 15 
 
 53 
 
HISPANO — SUIZA 
 
 After setting the right-hand magneto, put on the 
 left-hand one and with line "M.A. 1 and 4 Left" still at 
 zero, adjust in the same manner as for the right-hand 
 magneto. When both magnetos are set, place paper 
 between the breaker points of both and turn the engine 
 slowly in the direction of rotation until both papers can 
 be drawn. If they do not draw simultaneously re-adjust 
 the left-hand magneto coupling until its paper draws 
 at the same time as the right-hand one. 
 
 Fasten both magnetos down securely with four cap 
 screws apiece. Replace the cotter pins through the 
 center of the couplings. 
 
 Check the breaker point openings by the aid of the 
 gauge on the wrench and set, if necessary, so that the 
 points when wide open are .5 m/m or .020" apart. Re- 
 place the distributor and breaker covers, being careful 
 to have the distributor brush in position and the dis- 
 tributor path clean. 
 
 When a change of magnetos is required, those for re- 
 placement may be timed from those already on the 
 engine. Turn the engine over until No. 1-L is ready to 
 fire, then remove the left-hand magneto and put the new 
 magneto in place with the distributor brush on No. 1-L 
 segment and adjust the coupling until the paper draws 
 at the same time as the right-hand one, then remove 
 the right-hand magneto and repeat the above operation. 
 
 Wiring of Magnetos and Cylinders. 
 
 It will be noted that all the spark plugs located on the 
 intake or inside side of the cylinders are wired to the 
 R.H. magneto while the plugs on the exhaust or outside 
 are wired to the L.H. magneto. If there is any misfiring, 
 this arrangement makes it very easy to find which side 
 has the bad spark plugs by cutting one magneto at a 
 time out of operation. If one or the other magnetos 
 are cut out while the engine is running, the number of 
 revolutions of the engine lost should be the same 
 (about 20 r. p. m.). 
 
 The firing order of the engine is 1L-4R-3L-2R-4L-1R 
 2L-3R. 
 
 54 
 
 
HISPANO — SUIZA 
 
 Caution. 
 
 Do not attempt to crank an engine immediately 
 after it has been stopped. An over-heated spark plug or 
 red-hot piece of carbon might cause pre-ignition and a 
 disastrous back-kick. Always allow it to cool a few 
 minutes. 
 
 STARTING MAGNETO 
 Description. 
 
 The starting magneto is a small magneto of the same 
 construction as the larger magnetos and is used only 
 when starting the engine. 
 
 Location. 
 
 This magneto is generally mounted in the cockpit 
 of the plane, in easy access of the pilot. 
 
 How the Starting Magneto is Connected. 
 
 One side of the starting magneto is connected to the 
 brush in the center of the distributor on one of the 
 running magnetos. The other side is grounded to the 
 engine to complete the circuit. Plate 15. 
 
 How the Starting Magneto Operates. 
 
 The engine is primed through the pet cocks on the 
 intake manifolds and turned over compression on about 
 three cylinders, by the propeller. The man turning 
 the engine over stands aside and the pilot puts the 
 ignition switch on and turns the starting magneto by 
 hand. This throws a shower of sparks into one of the 
 running magnetos and is transmitted to the spark plug 
 of the particular cylinder the engine happens to be 
 stopped upon. This shower of sparks will start the 
 engine, providing the mixture is correct in the cylinders 
 and all other things properly set. 
 
 Caution. 
 
 A starting magneto will always give a spark when 
 turned regardless of the switch position or running 
 magneto position. Never turn the starting magneto 
 until the man cranking the engine stands away|from 
 the propeller. 
 
 56 
 
 
AERONAUTICAL ENGINES 
 
 PART VI 
 
 LUBRICATING SYSTEM 
 
 We recommend a good mineral oil with the following 
 characteristics: 
 
 Flash Point (Open Cup) 465° F. Minimum 
 
 Burning Point 520° F. 
 
 Viscosity (Saybolt) 107—112 at 210° F. 
 
 (Tagliabue) 110—115 at 212° F. 
 
 Specific Gravity .8860 
 
 Cold Test 4.5 or 40° F. Maximum 
 Carbon Residue 
 Emulsion Test 
 
 Oil Temperature. 
 
 The temperature of the oil should be held, even in 
 the hottest weather, below 93° C. or 200° F. under all 
 conditions, and is best not to exceed 71° C or 160° F. 
 
 Description of Oiling System. 
 
 The oiling of the engine itself is provided for by a 
 positive pressure system. A gear type of pump being 
 mounted in the rear of the crankcase. It is driven at 
 crankshaft speed, by the same bevel gear on the crank- 
 shaft that drives the vertical shafts. 
 
 In order to keep the oil sump dry and to assist cir- 
 culating the oil through the oil radiator and reserve oil 
 tank, there are two additional oil pumps of the gear 
 type. These are also located in the lower half of the 
 crankcase at the rear end and driven at crankshaft 
 speed from the same bevel gear on the crankshaft that 
 drives the vertical shafts. Plates 20, 22 and 23 show 
 these oil pumps and the method by which they are 
 driven. 
 
 Lubrication Circulation in the Engine. 
 
 The oil pressure pump takes the oil from the oil tank 
 and forces it through a filter provided with a removable 
 screen. The filter is located in the lower half of the 
 crankcase just in front of the gear oil pumps. The oil 
 
 57 
 
H I S P A N O 
 
 SUIZA 
 
 11893 
 
 Plate 17 
 Showing how to remove the oil pressure relief valve body. 
 
 11303 
 
 Plate 18 
 Removing oil pressure relief valve plunger 
 
 after passing through the oil filter is forced through 
 steel tubes which are cast in the lower half of the 
 crankcase to three of the main bearings. 
 
 From these bearings the oil enters the hollow 
 crankshaft and is distributed to the four crankpins; 
 proper oil holes being provided in the inner connecting 
 rods to distribute the oil to the outer connecting rods. 
 The oil is then thrown off of the crankpins or crankshaft 
 
 58 
 
AERONAUTICAL ENGINES 
 
 ilTTTI 
 
 Plate 20 
 
 i Removing oil pumps assembly from the lower crankcase. 
 
 { ■- 
 
 Plate 21 
 Removing oil strainer assembly from the lower crankcase. 
 
 59 
 
H I S P A N O 
 
 SUIZA 
 
 OIL SUCTION PUMP 
 A5S , Y.-I2202,TAKE5 
 OIL FROM THE FRONT 
 OF THE CRANKCASE 
 AND DELIVERS IT AT 
 THE REAR OF THE 
 CRANKCASE 
 
 OIL SUCTION PUMP ASSV. 
 1 2202, TAKES OIL FROM 
 THE REAR OF THE 
 CRANKCASE AND DELIVERS 
 IT TO THE OIL RADIATOR 
 OR OIL TANK 
 
 Plate 22 
 Rear view of oil pumps assembly and gear pump drive pinion. 
 
 in the form of a spray and together with the oil thrown 
 from the main bearings by the crankshaft, provides 
 lubrication for the cylinders, pistons and piston pins. 
 
 The fourth or front main bearing has a by-pass and 
 is also provided with an oil lead from the system, which 
 takes care of the lubrication of this bearing. Through 
 a by-pass around the outside of the bearing the oil leads 
 to tubes running up the front end of each cylinder block. 
 This provides lubrication for the camshafts, camshaft 
 bearings, valve tappets, valve stems, vertical shafts, 
 vertical shaft bearings and driving gears. As the cam- 
 shafts are hollow, the oil is forced into them at the 
 front end through the camshaft bearings. 
 
 60 
 
AERONAUTICAL ENGINES 
 
 11753 
 
 11751 
 
 OIL PRESSURE 
 PUMPASS'Y 12201, 
 TAKES OILFROM THE 
 OIL RADIATOR OR OIL 
 TANK AND DELIVERS 
 IT TO THE ENGINE 
 FOR LUBRICATION 
 
 Plate 23 
 Right side of oil pumps assembly and gear pump drive pinion. 
 
 Lubrication of the cams, valve tappets and valve 
 stems is provided for by small holes in each cam, and 
 of the remaining camshaft bearings by other small holes 
 in the camshaft. 
 
 The excess oil escapes through the other end of the 
 camshafts in the form of a stream and, together with 
 the oil remaining in the cylinder covers, oils the verti- 
 cal shaft bearings and the driving gears before it is 
 returned to the crankcase through the vertical shaft 
 casing at the rear of the engine. See "Oil Circulating 
 System," Plate 00. 
 
 61 
 
HISPANO — SUIZA 
 
 How to Connect the Lubrication System. 
 
 The lubrication system can be connected as shown 
 in Plate 19. This system is known as the dry-sump 
 system. The only oil in the lower half of the crank- 
 case when the engine is running is that held in suspen- 
 sion. There is no oil in the lower half of the crankcase 
 when the engine is not running. 
 
 If the oiling system is connected as in Plate 19; the 
 following is the manner in which the engine is lubricated 
 and the oil circulated: 
 
 Sufficient oil is kept in the system by keeping the 
 oil tank filled. The oil tank can be located in the 
 pilot's or observer's cockpit, although it does not neces- 
 sarily have to be so located. If sufficient room is 
 available it can be located somewhere near the engine. 
 
 The filling of the oil tank is done through a filler 
 cap located on its top. The oil is taken from the bottom 
 center of the oil tank by the oil pressure pump located 
 in the rear of the lower half of the crankcase, a strainer 
 being placed over the exposed end of the pipe to keep 
 any foreign matter from going into the oil pump. 
 
 One of the oil suction pumps removes the oil from the 
 front part of the lower half of the crankcase and de- 
 livers it at the rear of the crankcase, while the other 
 suction pump removes this oil and any other oil that 
 has collected at the rear of the lower half of the crank- 
 case and delivers it to the oil tank. It will be seen 
 that this method of circulating the oil will keep the 
 oil sump dry under climbing and driving or any other 
 operating conditions under which the engine is required 
 to operate in the air. 
 
 The circulation of the oil from the oil tank and 
 through the engine has just been described under 
 "Lubrication Circulation in the Engine." 
 
 Oil Radiator. 
 
 The oil radiator should be made of thin section not 
 over one inch in thickness, with very thin ribbed 
 sections. 
 
 62 
 
AERONAUTICAL ENGINES 
 
 At the connections where the oil enters and leaves 
 the oil radiator, there should be raised places in the tank 
 in order to give the oil a chance to spread over the com- 
 plete radiator and again get back into the exit pipe 
 without getting excessive pressure in the tank. 
 
 Aside from the thickness, the other dimensions of the 
 oil radiator can be of any size, sufficient for cooling 
 the oil, and suitable to the plane manufacturer. 
 
 Always remember the temperature of the oil even 
 in the hottest weather, should never exceed 93° C or 
 200° F and is still better if it does not exceed 71° C or 
 160° F. 
 
 The oil radiator should be so placed on a plane that 
 a draught of air strikes it, thus cooling the oil. 
 
 Oil Consumption. 
 
 Before each flight, be sure of the level of the oil in 
 the oil tank. 
 
 Always allow 4% litres (about 5 quarts) of oil for 
 every hour the engine is run wide open. 
 
 Oil Pressure Relief Valve. 
 
 Each engine is equipped with an oil pressure relief 
 valve which is located on the left-hand side of the lower 
 half of the crankcase at the center of the engine. This 
 is made non-adjustable, as will be seen by Plate 18. 
 The spring length is made so that the plunger 11531 
 will release the oil at from 60 to 85 lbs. per square 
 inch pressure with an oil temperature of 150° F. 
 
 It is sometimes found that some foreign substance 
 may get under the seat of the oil valve and the oil 
 pressure will drop. The valve can be removed and 
 cleaned by removing the oil pressure body 11893. See 
 Plates 17 and 18. 
 
 65 
 
HISPANO — SUIZA 
 
 Plate 24 
 Water pump assembly removed from lower crankcase. 
 
 64 
 
AERONAUTICAL ENGINES 
 
 PART VII 
 WATER CIRCULATING SYSTEM 
 Kind of Water Pump. 
 
 Water circulation is provided for by a centrifugal 
 pump with two discharge outlets mounted directly 
 below the oil pumps and driven from its shaft at 1.20 
 engine speed. A rubber hose runs from each outlet to 
 each of the cylinder blocks, the water entering each 
 block at one end and escaping at the opposite. See 
 Plates 5 and 8. 
 
 Capacity of Water Pump. 
 
 The water pump handles 134 litres (35.50 gallons) 
 of water per minute at 1800 r. p. m. of the engine. 
 
 JI387 
 
 13329 
 
 Plate 25 
 Water pump disassembled. 
 
 65 
 
HISPANO— SUIZA 
 
 Water Temperatures. 
 
 The desirable temperature of the water outlet 
 is 43° C or 110° F and the inlet water 10° C or 20° F 
 lower to obtain the best engine efficiency. It may 
 sometimes happen that for short durations or in a very 
 hot climate the outlet temperature may rise to 88° C 
 or 190° F. 
 
 Capacity of Cylinder Water Jackets. 
 
 The capacity of the cylinder water jackets is (25 
 Kilograms) 55 lbs. or about 6.6 gallons (24.8 litres). 
 
 Water Radiator. 
 
 The capacity of the radiator varies with the different 
 radiators, but the front area should be sufficient to 
 maintain the above water temperatures. The radiator 
 should be fitted with adjustable shutters or an equiva- 
 lent method of maintaining these temperatures in cold 
 weather or at high altitudes, especially while taking 
 long glides or nose dives. 
 
 66 
 
AERONAUTICAL ENGINES 
 
 PART VIII 
 
 GASOLINE SYSTEM 
 
 Kind of Gasoline to Use. 
 
 Gasoline of about 58° Baume is recommended. 
 
 Location of Gasoline Tank for Gravity Feed. 
 
 The Gasoline tank may be placed in any convenient 
 location but, if gravity feed is used, should be so 
 arranged to give 1 to 2 pounds head at the carburetor 
 for any position of the machine in flight. 
 
 Caution — Filling the Gasoline Tank. 
 
 In filling the tank always pour the gasoline through a 
 chamois skin to free it from water and other impurities. 
 
 Gasoline Pressure System. 
 
 If an air pressure pump is used to keep pressure on the 
 gasoline, a relief valve should be placed in the line 
 in order to maintain a pressure of not over 2 lbs. at 
 the carburetor. The relief valve should be designed 
 so that it can be adjusted during flight to correct for 
 difference in altitude. 
 
 When a pressure system is used, always make sure 
 there is pressure in the tank before trying to start the 
 engine. This initial pressure is obtained by a hand 
 pump, there being a gauge on the dash to register the 
 amount of pressure. 
 
 Gasoline Vacuum System. 
 
 A vacuum system may be used to draw the gasoline 
 from the main tank to an auxiliary tank. The gaso- 
 line feeding from the auxiliary tank to the carburetor, 
 by gravity. For the location of the gravity feed tank, 
 follow the instruction above under that topic. 
 
 The vacuum is generally derived by placing a com- 
 pound venturi in the draught of the propeller and 
 
 67 
 
HISPANO — SUIZA 
 
 taking a lead from its throat to the main gasoline tank. 
 Always of course placing a check valve in the line and 
 having a branch line going to the auxiliary gasoline 
 tank. 
 
 Installation of Gasoline Line, 
 
 The gasoline line from the tank to the carburetor may 
 be of copper tubing, but should have a rubber hose con- 
 nection at the carburetor of at least 12 inches in length. 
 This is a necessary precaution to prevent the vibration 
 and weaving of the plane from crystalizing and break- 
 ing the copper tubing. 
 
 Size of Gasoline Line. 
 
 The gasoline line should be of sufficient size to allow 
 189 litres or 50 gallons of gasoline under 2 lbs. pressure 
 or 4 foot head, to flow through it in one hour. 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 69 
 
HISPANO— SUIZA 
 
 PART IX 
 VALVE TIMING 
 
 Crankshaft 
 Length of arc taken in diameters of Timing in 
 360 m/m (14.17") 200 m/m (7.87")* Degrees 
 Intake opens before top center 32 m/m (1.25") 18 m/m (.708") 10° 
 
 Intake closes after bottom center 194 m/m (7.63") 108 m/m (4.25") 62° 
 
 Exhaust opens before bottom center 196 m/m (7.71") 109 m/m (4.29") 62 K° 
 Exhaust closes after top center 92 m/m (3.62") 51 m/m (2.00") 29^° 
 
 Spark advance before top center 78 m/m (3.07") 43 m/m (1.69") 25° 
 
 *200 m/m (7.87") is the diameter of the propeller hub flange. 
 
 Valve Timing. 
 
 The timing of a Hispano-Suiza engine may be sub- 
 divided into four separate and distinct operations. The 
 first step is to attach the timing disc and set it to cor- 
 respond with the top center of Cylinder No. 1 Left. The 
 second step is to time or set the camshafts themselves. 
 The third to set the valve tappet clearance. The 
 fourth to check the timing of the valves. The left-hand 
 camshaft is set first, by the opening of the inlet valve in 
 Cylinder No. 1, the engine then turned a quarter turn in 
 the direction of rotation and the right-hand camshaft 
 set by the opening of the inlet in Cylinder No. 4. 
 
 If no timing disc is available for the first operation, 
 the timing in Plate 27 can be duplicated on a piece 
 of sheet-metal or card-board 360 m/m in diameter from 
 the above table. Remove the propeller from the hub 
 and place this disc in position against the flange and 
 replace the propeller. A scale should be made of sheet- 
 metal and fastened under the vent plugs as shown. 
 Plate 26. This table also gives the timing in m/m for 
 the propeller hub diameter and in degrees for whatever 
 diameter disc that might be used on the crankshaft. 
 
 /. Preparations for Timing the Engine. 
 
 Place the timing disc and hub on the propeller hub 
 taper, lock it in place with hub nut and attach the 
 indicating scale as shown in Plate 26. 
 
 70 
 
AERONAUTICAL ENGINES 
 
 Plate 26 
 Finding top center. 
 
 Finding Top Center and Setting the Timing Disc. 
 
 Remove all the outside spark plugs, which allows the 
 engine to be readily turned over by hand, and with the 
 timing disc in position turn the engine slowly in the 
 direction of rotation until the piston in Cylinder No. 1-L 
 is on top center. This may be ascertained by placing 
 the little finger or dead center indicator through the 
 spark-plug hole and observing when the piston just 
 ceases to move upward. Plate 26. With the piston on 
 top center, loosen the locking nuts holding the disc, 
 
 71 
 
H I S P A N O 
 
 SUIZA 
 
 INLET OPENS 
 BEFORE TOP DEAD CENTER 
 SPARK ADVANCE 2 5* BEFORE 
 TOP DEAD CENTCRv 
 
 TOP DEAD CENTER 
 
 INLET CLOSES 62° 
 ATTER BOTTOM OEAD CENTER 
 
 EXHAU5T OPENS 62* * 
 BEFORE BOTTOM DEAD CENTER 
 
 BOTTOM DEAD CENTER 
 
 Plate 27 
 Valve and magneto timing. 
 
 rotate the disc on the propeller hub (the holes holding 
 it to the propeller hub being slotted), until the line 
 marked "T. C. 1 and 4 Left" is directly under zero on 
 the scale, then lock the disc in position. See Plates 26 
 and 27. 
 
 The more accurate method of determining top center 
 is by the use of the top center indicator which fits in the 
 spark-plug hole having an indicator which gives the 
 location of the piston. This can be furnished by the 
 Wright-Martin Aircraft Corporation as shown in Plate 
 26. 
 
 You are now sure that when the mark" "T. C, 1 and 
 4 Left" on the timing disc is brought to the center of 
 the scale, which is fastened on the vent plug, that the 
 piston on No. 1 left cylinder is at top center. 
 
 //. Timing or Setting the Camshaft. 
 
 After the engine has been reassembled it is necessary 
 to set or retime the camshaft. Turn the engine, 
 
 72 
 
AERONAUTICAL ENGINES 
 
 .^sasusss^, 
 
 rtS. £^» 
 
 EXHAU5T CAM 
 
 Plate 28 
 
 Position of cams when piston is 32 m/m on 360 m/m disc or 10° past top firing 
 center. 
 
 73 
 
HISPANO— SUIZA 
 
 always, in the direction it runs, by the club on the 
 timing disc. The engine being on top center on No. 1 
 left continue to turn the engine until the disc is 32 m/m 
 past center or 10°, this is the position of the crankshaft 
 when the valves are in the position as shown in Plate 28. 
 The camshaft can now be mounted, when the engine 
 crankshaft is in this position. In putting the camshaft 
 in place with its gear attached, place it so that the 
 top faces of the cams are parallel in relation to the 
 valve tappets of cylinder 1-L, that is the noses of the 
 cams pointing upward. Plate 28. Tighten the six 
 nuts A-T-948-A on the three camshaft bearings securely 
 as a slight looseness will cause a considerable variation 
 in timing. 
 
 ///. Setting the Valve Tappet Clearance. 
 
 Adjust the clearance between the back of the cams 
 and the valve tappets A-9615-B to .030". See Plate 
 28. The clearance is readily set by the aid of wrench 
 No. 12028, which is to be found in the tool box. The 
 wrench fits into holes in the edge of both the tappets 
 and their locking washers. This wrench allows the 
 tappets to be screwed up or down in their respective 
 valve stems, thus varying the clearances. 
 
 IV, Checking the Timing of the Valves. 
 
 Bring the timing disc slowly backward, turning the 
 crankshaft in the opposite direction from which it runs, 
 place a cigarette paper between the inlet and exhaust 
 cams and their respective tappets, then gently rotate 
 the engine forward (or in the direction it runs), feeling 
 the paper under the inlet cam which should begin to 
 tighten (inlet valve open) 32 m/m or 10° before top 
 center while the paper under the exhaust cam 
 should free (exhaust valve close) 92 m/m or 293/2° 
 after the top dead center. If the paper under the 
 exhaust cam does not free until the disc is 15 m/m 
 or 4.7° after top center it is said to close early. 
 
 If it does not free until the disc is 125.6 m/m or 
 40° after top center it is said to close late. 
 
 74 
 
AERONAUTICAL ENGINES 
 
 75 
 
H I S P A N O 
 
 SUIZA 
 
 Plate 30 
 
 Raising or lowering vertical shaft casing in order to raise the vertical shaft and 
 bearing for timing. 
 
 If the paper under the inlet cam tightens when the 
 disc is 47.1 m/m or 15° before top center it is said to 
 open early. 
 
 If it does not tighten until the disc is 15.7 m/m or 
 5° before top center it is said to open late. 
 
 Any one of these variations will cause loss of power, 
 perhaps over-heating and countless other troubles. 
 
 If the timing is late or early as the case may be, and 
 it is "off" 2° (6.28 m/m) or more on the crankshaft 
 timing, it will be necessary to change the setting of the 
 camshaft in order to get the timing more accurate. 
 
 76 
 
AERONAUTICAL ENGINES 
 
 
 Plate 31 
 Adjusting the vertical shaft after it has been raised. 
 
 Provisions for Adjusting the Camshaft. 
 
 Special provisions have been made for correcting 
 the timing in the design of the camshaft drive. The 
 upper vertical shaft is driven from the lower vertical shaft 
 by a screw-driver type of joint, the tongue of which is so 
 located in respect to the teeth of the upper gear that 
 a change of one-half a turn on the vertical shaft gives a 
 change in timing equivalent to one-half a tooth of 
 the camshaft gear. The camshaft itself is driven from 
 its gear by a key placed in one of the five keyways pro- 
 vided in the camshaft. By changing the key one key- 
 way, a change in the timing is made equivalent to 1/5 
 of a tooth of the camshaft gear. 
 
 77 
 
H I S P A N O 
 
 SUIZA 
 
 Plate 32 
 Adjusting the camshaft and camshaft gear with the vertical shaft gear. 
 
 The timing can be corrected by making whichever 
 one of the following changes is necessary, after first 
 setting the line on the timing disc marked "E. C — 1,0. 
 1 and 4 Left" at zero on the scale. 
 
 If the timing is "late" advance, and "early" retard 
 the camshaft. See Plates 32 and 33. 
 
 a. If the camshaft is 20° or 62.8 m/m "late" or 
 "early" on the timing disc or crankshaft timing, 
 change the mesh of the camshaft gear with the vertical 
 shaft gear one tooth by raising the camshaft, turning 
 the camshaft gear one tooth and replacing the shaft with 
 
 78 
 
AERONAUTICAL ENGINES 
 
 Plate 33 
 Adjusting the camshaft gear on the camshaft 
 
 the inlet and exhaust cams of No. 1-L parallel to their 
 respective tappets, Plate 28. Turn the engine back a 
 quarter of a turn and then slowly in the direction of 
 rotation to check opening as originally done. Plate 26. 
 
 b. If the camshaft is 10°-31.4 m/m "late" or "early" 
 on the timing disc or crankshaft timing, remove the 
 camshaft, back off the vertical shaft tube nut No. 11497, 
 raise the vertical shaft by prying gently under its upper 
 bearing with two screw-drivers and turn it one half a 
 turn. Tap the shaft down into position with a block of 
 hard wood, tighten the shaft tube nut and replace the 
 camshaft with the inlet and exhaust cams of No. 1-L 
 parallel to their respective tappets. Turn the engine 
 back a quarter of a turn and then slowly in the direc- 
 tion of rotation to check opening as originally done. 
 Plates 26 and 28. 
 
 c. For 4°-12.56 m/m remove the camshaft nut 
 No. 10729, then remove camshaft and drive off the gear 
 No. 11403 by holding the shaft by the first bearing and 
 tapping on the threaded end of the shaft with a fibre 
 hammer. If the opening occurs before the line "I. O, 1 
 
 79 
 
H 
 
 SPANO — SUIZA 
 
 
 RIGHT-HAND SIDE OF ENGINE 
 
 
 
 3 ^2 _* 
 
 1 
 
 w r i 
 
 
 
 5 
 
 MR J \2H) \3RJ 
 
 (4R 
 
 fa 1 / 
 1 / 
 
 
 
 IV 
 
 tt< i 
 
 
 
 Q A 
 
 
 
 w / 1 
 
 * 
 
 fa ( J 
 
 o * — ' 
 
 fa 
 
 M L J (2 U (3 U 
 
 C 4L 
 
 LEFT-HAND SIDE OF ENGINE 
 
 Plate 34 
 Timing Diagram. 
 
 and 4 Left" has reached zero "early," put the key in the 
 next keyway to the left or in the next keyway to the right 
 if the opening occurs after the line has passed zero 
 "late." Replace the gear and put the camshaft in posi- 
 tion with the No. 1-L inlet and exhaust cams parallel to 
 their respective tappets. With the shaft in position, 
 tighten and cotter pin the gear nut. Turn the engine 
 clockwise for quarter of a turn and then slowly anti- 
 clockwise to check the opening as originally done. See 
 Plates 33 and 26. 
 
 d. For 2°-6.28 m/m remove the camshaft gear nut 
 No. 10729, remove the camshaft and drive-off gear 
 No. 9638. If the opening occurs before the line "I.O, 1 
 and 4 Left" reaches zero "early," put the key in the 
 second keyway to the left or in the second keyway to the 
 right if the line has passed zero "late." Replace the gear 
 and the nut. Next raise the vertical shaft, turn it one- 
 half a turn and replace as for 10°. Replace the cam- 
 shaft, with the No. 1-L inlet and exhaust cams parallel 
 to their tappets, then tighten and cotter the gear nut. 
 Turn the engine back for a quarter of a turn and then 
 
 80 
 
AERONAUTICAL ENGINES 
 
 slowly in the direction of rotation to check the opening 
 as originally done. See Plates 31, 32, 35 and 26. 
 
 After setting the left-hand camshaft, place the line 
 marked "E. C. I. O, 1 and 4 Left" directly under zero, 
 being sure that the inlet valve is just commencing to 
 open. Turn the engine in the direction of rotation 
 exactly one-quarter of a turn until "E. C. I. O. 1 and 4 
 Right" is directly under zero and then proceed to set 
 the right camshaft by following the preceding instruc- 
 tions. 
 
 When the correct timing has been secured be sure 
 all the hold-down nuts are tight and cottered as well 
 as the camshaft gear nut. Oil the cams and tappets 
 liberally and replace the valve covers, being careful 
 that the gaskets are in good condition. 
 
 The intake opening and exhaust closing on the 4th 
 cylinder, right block, should begin Y± of a revolution 
 or 90° of the crankshaft after the intake opening and 
 exhaust closing on 1-L cylinder. 
 
 The firing order is 1L-4R-3L-2R-4L-1R-2L-3R. 
 
 Timing the Camshafts When Cylinders Only are 
 Removed. 
 
 The cylinders only having been removed for the 
 purpose of grinding the valves, or the mesh of the lower 
 vertical shaft gears having not been changed with the 
 crankshaft gear, the camshaft can be retimed by 
 proper meshing the camshaft gear with the upper 
 vertical shaft gear. Making sure the screw-driver 
 joint is not a half turn off. In other words it will be un- 
 necessary to change the camshaft gear on the camshaft 
 keyways, unless the engine has been completely dis- 
 assembled. 
 
 Caution: Do not lift the cylinder blocks to reset 
 the vertical shafts. 
 
 Table for Advancing and Retarding the Timing 
 of the Camshafts. 
 
 To advance the camshaft timing, rotate the gear 
 on the camshaft clockwise, and anti-clockwise for 
 
 81 
 
HISP.ANO — SUIZA 
 
 retard, see Plate 33. This is standing at the rear of the 
 engine looking toward the propeller end. The following 
 combinations for timing the Hispano-Suiza camshafts 
 can be obtained. It is given both in degrees and m/m 
 on the crankshaft. 
 
 Degrees on m/m on 360 m/m 
 
 Timing Disc Timing Disc on 
 
 on Crankshaft Crankshaft 
 
 2 deg. 6.28 m/m 3 keyways and J/£ turn ver- 
 
 tical shaft 
 4 " 12.56 m/m 1 keyway 
 
 6 " 18.84 m/m 4 keyways and y 2 turn ver- 
 
 tical shaft 
 8 " 25.12 m/m 2 keyways 
 
 10 " 31.4 m/m 3^2 revolution of vertical 
 
 shaft 
 12 " 37.68 m/m 3 keyways 
 
 14 " 43.96 m/m 1 keyway and ^evolu- 
 
 tion of vertical shaft 
 18 " 56.52 m/m 1 tooth less 3 keyway and 
 
 y 2 turn of vertical shaft 
 20 " 62.8 m/m 1 tooth of camshaft gear 
 
 40 " 125.6 m/m 2 teeth of camshaft gear 
 
 Revolution of vertical shaft means shifting the verti- 
 cal shaft in the screw-driver joint. 
 
 Keyway means shifting the camshaft gear one (1) 
 keyway on the camshaft. 
 
 Tooth means shifting the camshaft gear one (1) tooth 
 on the vertical shaft gear. 
 
 Camshaft Regulations. 
 
 One revolution of the crankshaft causes y revolu- 
 tion of the camshaft, hence 2 degrees on the former 
 equals 1 degree on the latter. 
 
 1 degree on 360 m/m disc equals 3.14 m/m on 
 periphery, or .123" (approximately y % ") f^\ = 
 10 degrees on camshaft or 20 degrees on propeller hub 
 or crankshaft. 
 
 82 
 
AERONAUTICAL ENGINES 
 
 One tooth on camshaft gear equals 20 degrees or 
 (62.8 m/m) on the crankshaft. 
 
 One-half revolution of the vertical shaft divides one 
 tooth in two = 10 degrees or 31.4 m/m on the crank- 
 shaft. 
 
 One keyway equals [f^= 7 V5 teeth (drop the 
 seven as instinct and we have) 1/5 tooth = 4 degrees, 
 or 12.56 m/m on crankshaft. 
 
 A slight inaccuracy in the spacing of the keyway will 
 make a slight difference for which no rules can be 
 written. 
 
 One tooth equals 20 degrees. Y^ turn of vertical 
 shaft equals 10 degrees. One keyway equals 4 degrees 
 or 12.56 m/m. From this, the table on page 82 was 
 derived. 
 
 S3 
 
HISPA NO— SUIZA 
 
 PART X 
 
 PRECAUTIONS TO BE TAKEN UNDER 
 FREEZING CONDITIONS 
 
 Starting an Engine in Cold Weather. 
 
 In starting an engine in cold weather never load it 
 immediately after starting. Allow it to operate at 
 partly closed throttle or about 800 r. p. m. In extreme 
 cold weather, we advise stopping it after three or four 
 minutes' operation and waiting a little time until the 
 heat communicates to all parts of the engine. 
 
 Precautions to Take When Stopping the Engine. 
 
 In order to facilitate starting in the morning and 
 freeing (ungumming) the rings, especially if castor oil 
 is used as a lubricant, we advise giving, while the engine 
 is still hot, after the previous run, several shots of 
 kerosene through the petcocks of the inlet manifolds and 
 turning the propeller over several times. 
 
 Anti- Freezing Solutions. 
 
 During freezing weather, fill the water circulation 
 system with one of the following anti-freezing solutions: 
 
 For a temperature not lower than five degrees above 
 zero: 
 
 Alcohol 12 per cent 
 Glycerine 12 " 
 
 Water 76 " " 
 
 For a temperature not lower than five degrees below 
 zero: 
 
 Alcohol 15 per cent 
 Glycerine 15 
 Water 70 " " 
 
 For a temperature not lower than fifteen degrees 
 below zero : 
 
 Alcohol 17 per cent 
 Glycerine 17 
 Water 66 " " 
 
 84 
 
AERONAUTICAL ENGINES 
 
 Alcohol should be added occasionally to make up for 
 evaporation. The glycerine does not evaporate with 
 the water. A simple solution of alcohol, while it is not 
 injurious in any way, lowers the boiling point of the 
 water. 
 
 The boiling point of denatured alcohol is about 10 
 degrees higher than that of wood alcohol. 
 
 The use of glycerine raises the boiling point of the 
 solution. It is more expensive than alcohol and is 
 slightly injurious to rubber. • 
 
 All things considered, a combination solution of 
 alcohol and glycerine in water is the most satisfactory. 
 
 Do not use any alkaline or calcium chloride solutions; 
 they are injurious to the metal parts. 
 
HISPANO— SUIZA 
 
 PART XI 
 
 RECOMMENDATIONS FOR ATTACHING 
 PROPELLERS 
 
 How to Place the Hub in the Propeller. 
 
 In placing a propeller hub in a propeller, always put 
 the keyway of the hub in the axis of the blades, as in 
 Plate 35. Starting the engine by cranking is facilitated 
 if the propeller is keyed in this position for "carrying 
 over compression/' Moreover, this recommendation 
 is of vital importance since this position has been 
 adopted for adjustment of the layout for firing the 
 machine gun through the path of the propeller. 
 
 Fit of Huh in Propeller. 
 
 The hub should be a light press fit in the propeller. 
 Hubs can be pressed in the propeller with an arbour 
 press. If no arbour press is available, we suggest that 
 the hubs be pressed into the propeller by using a large 
 bolt and two blocks with holes drilled in their centre 
 for the bolt. Place the bolt through the centre of the 
 hub and through the centre of the propeller, also through 
 the blocks with a block on each end of the bolt. See that 
 the blocks rest so as to bring the strain directly over 
 the sleeve portion of the hub. Draw down on the 
 block by turning the nut on the bolt. Hubs should not 
 be driven into propellers or removed with a hammer 
 or mallet, as there is danger of splitting the propeller. 
 
 Mounting the Propeller on the Crankshaft. 
 
 The mounting of the hub on the taper of the crank- 
 shaft requires very particular precautions; the hub 
 supplied with each engine has been fitted to its taper 
 by lapping with emery and oil while the key is removed. 
 The hub and crankshaft taper is then thoroughly 
 cleaned and the key replaced, making sure to lubricate 
 the taper and hub with tallow or oil and graphite. 
 This operation should be strictly adhered to each time 
 
 86 
 
AERONAUTICAL ENGINES 
 
 Plate 35 
 
 Showing the location of the keyway in the propeller hub in relation to the 
 propeller blades 
 
 a new hub or one that shows wear is placed on the crank- 
 shaft; always remembering that a bad fit rapidly 
 develops play and if run in this condition will do great 
 damage. 
 
 Tightening the Propeller Hub Nuts. 
 
 There is one inner propeller hub nut 11913, and one 
 outer propeller hub nut 11914 holding the propeller 
 hub 11887 on the crankshaft, they being locked to- 
 gether with a lock wire 11397. 
 
 To fasten the hub 11887 on the crankshaft taper: 
 
 1st. Insert the inner nut 11913 in the outer nut 
 11914, so that both have their hexagon heads at the 
 same end. 
 
 2d. The thread on the outside of the outer nut fits 
 the thread on the inside of the hub, screw the nut into 
 
 $7 
 
HISPANO— SUIZA 
 
 Plate 36 
 Checking track of propeller. 
 
AERONAUTICAL ENGINES 
 
 the hub while the inner nut is still in the outer nut. 
 This can be screwed all the way in until it bottoms and 
 then backed off about three or four threads. 
 
 3d. Place the hub on the crankshaft taper and 
 start the inner nut on the thread on the end of the 
 crankshaft by the aid of the wrench 11439, which is 
 found in the tool equipment; pull the nut 11913 
 "home;" this draws the hub on the crankshaft taper. 
 
 4th. After the hub is drawn on the taper, the inner 
 nut is locked in place by drawing up the outer nut, the 
 nuts are then locked together by the lock spring wire 
 11397, and the operation is completed. See Plates 
 45 and 46. 
 
 Removing the Propeller Hub. 
 
 With the aid of wrench 11439 loosen the outer or 
 lock nut 11914 about one or two turns. Then fold 
 the wrench together so that the large hex portion 
 of it will fit on the outer nut, while the small hex 
 portion will fit on the inner nut. Proceed to back 
 off both nuts as one nut, this will remove the propeller 
 hub from the crankshaft, there being a difference in 
 pitch of the threads on the two nuts. This being the 
 amount the hub is pulled off each revolution of the nuts 
 when operated as one nut. 
 
 Proper Balance. 
 
 A faulty balance or fluttering of the propeller always 
 causes vibration. As soon as this condition is encoun- 
 tered, correct the balance with care and also the pitch 
 (because it happens that wood warps). Plate 36 shows 
 the method of doing this operation. 
 
 89 
 
HISPANO— SUIZA 
 
 PART XII 
 
 MACHINE-GUN FIRING MECHANISM 
 
 The machine-gun firing mechanism or interrupter 
 driving mechanism is driven from either the left or 
 right lower vertical shaft. It is driven by a gear 
 which is pinned to the lower vertical shaft gear. 
 
 The interrupter shaft is mounted on two ball bear- 
 ings and driven at crankshaft speed. Plate 37. 
 
 The synchronizing of the interrupter with the pro 
 peller is facilitated by the double flange connection 
 which bolts it to the driving shaft. One flange having 
 one less bolt hole than the other it is possible by remov- 
 ing the two bolts and placing them in different holes 
 to get any desired timing required. 
 
 The firing mechanism should be set so that the 
 bullet would just miss the trailing edge of the propeller 
 by about one-half an inch (if gun was loaded) when 
 the engine is turned over by hand. 
 
 Test synchronization by cocking the gun and turn- 
 ing the engine over slowly by hand; stop when firing 
 hammer clicks. Sight down the gun to see if the trailing 
 edge of the propeller has passed the end of the gun; 
 this should not pass the gun by less than one-half an 
 inch or more than two inches. 
 
 90 
 
AERONAUTICAL ENGINES 
 
 PART XIII 
 
 ADJUSTMENTS 
 Valve Tappet and Cam Clearance. 
 
 The clearance between the valve tappets and the 
 cams should be .030". It is important to check this 
 clearance from time to time and correct it, if it varies, 
 using special wrench No. 12028 and the gauge No. 11141, 
 supplied for the purpose in the tool equipment. See 
 Plate 29. 
 
 Water Pump Packing Nut. 
 
 By unscrewing set screw B-754 the water-pump pack- 
 ing nut 10770 can be tightened when the water-pump 
 gland nut is found to leak. 
 
 Inlet Manifold Packing Nuts. 
 
 The inlet manifold and tee packing nuts 11976 or 
 13433 as well as the oil tubes at the front of the cylin- 
 
 Plate 38 
 Adjusting water-pump packing nut. 
 
 91 
 
HISPANO— SUIZA 
 
 ders at packing nuts A-T-990-A can be tightened when 
 found to leak. 
 
 Magneto Breaker. 
 
 The magneto breaker should be looked at from time 
 to time to see if it is breaking the proper distance, 
 which is .020". This can be re-adjusted by the special 
 wrench furnished with the magneto spare parts. 
 
 92 
 
AERONAUTICAL ENGINES 
 
 PART XIV 
 
 OPERATION 
 
 Starting the Engine when Cold. 
 
 In starting the engine cold, it is best to prime the 
 engine through the petcocks on the intake manifolds. 
 If the engine is warm no priming should be used. 
 
 Setting of the Throttle and Altitude Controls for 
 Starting. 
 
 The engine is controlled by gas throttle and is found to 
 start best with a very small opening. The throttle lever 
 should be about 5 m/m or T y from the stop screw. The 
 throttle lever is connected to an operating lever in the 
 pilot's cockpit. The second control lever on the carbu- 
 retor is designed to correct the variations in carburetion 
 required at the different altitudes where the engine 
 is to operate and is also connected to an operating lever 
 in the pilot's cockpit. For starting, and until the en- 
 gine is warmed up, the altitude-control lever should be 
 in the rich or all the way forward position. After the 
 engine is warmed up, the control can be moved toward 
 the lean position until the maximum r. p. m. of the 
 engine is obtained. This adjustment will generally be 
 found satisfactory up to 1000 meters (3280 feet). 
 Above that, it is necessary to make corrections, always, 
 of course, determined by the revolution counter. As 
 the altitude is increased it will be found necessary to 
 move the lever back or in the lean position. 
 
 Location of Starting Magneto. 
 
 The starting magneto, when there is one used, is 
 conveniently located in the pilot's cockpit. 
 
 Air Pressure in Gasoline Tank. 
 
 Before trying to start the engine, make sure there is 
 pressure in the gasoline tank, if a pressure system is 
 used. This being done, place the throttle and altitude- 
 control levers in the starting positions and prime the 
 
 93 
 
HISPANO— SUIZA 
 
 intake manifold as mentioned above, then, with the 
 ignition switch in the "off" position, turn the engine 
 over two or three times with the propeller, put the igni- 
 tion switch "on" and turn the starting magneto, the 
 engine should start. If it does not start, repeat the 
 operation. 
 
 Kind of Propeller, 
 
 The engine should be fitted with a suitable propeller 
 to give from 1600 to 1650 r. p. m. on the ground or sea 
 level when the engine is wide open or all out. 
 
 Difference in Engine Speed. 
 
 Each machine should be tested in flight to determine 
 the difference between the speed in the air and on the 
 ground. The difference may vary from 50 to 300 r. p. m. 
 It will also be noticed that during a very steep climb 
 of short duration, or a very short turn or bank the engine 
 will be temporarily over-loaded, causing a slight de- 
 crease in the number of r. p. m. but will recover itself 
 as soon as it regains normal flight. 
 
 9i 
 
AERONAUTICAL ENGINES 
 
 PART XV 
 
 INSTRUCTIONS FOR STARTING THE ENGINE 
 
 Block the wheels of the plane securely. 
 
 Setting the Throttle. 
 
 For starting the engine the throttle lever should 
 never be opened more than 5 m/m or T %" from the 
 stop screw. 
 
 Setting the Altitude Control. 
 
 Place the altitude control lever in the back or rich 
 position. 
 
 Priming the Engine. 
 
 Prime the engine by injecting a small quantity of 
 gasoline (in cold weather use half ether and half gaso- 
 line) through the four priming cocks on the intake mani- 
 folds. 
 
 Cranking the Engine. 
 
 As soon as the engine is primed and with the igni- 
 tion switch still in the "off" position turn the engine 
 over compression on about three cylinders by the pro- 
 peller. The man turning the engine over stands aside 
 and the pilot turns the ignition switch "on" and then 
 turns the starting magneto by hand. This should 
 start the engine, providing everything is properly 
 adjusted. 
 
 If any trouble is encountered with any particular 
 part of the engine, look under the topic in which this 
 part is described in this "Instruction Book." 
 
 As Soon as the Engine is Started. 
 
 Let the throttle in approximately the starting 
 position and allow the engine to run at idling speed 
 (not over 800 r. p. m.) for a few minutes or until it is 
 thoroughly warmed up. 
 
 95 
 
HISPANO— SUIZA 
 
 Things to Observe After Starting the Engine. 
 
 Oil Pressure Gauge. 
 
 Gasoline Air Pressure Gauge if pressure system is 
 used. 
 
 Water circulation by Moto-Meter temperature. 
 
 Operation of the Magnetos by trying each separately. 
 
 After the Engine is "Warmed Up." 
 
 The altitude-control lever should be moved forward or 
 towards the lean position until the maximum r. p. m. 
 of the engine is obtained. 
 
 Caution: Do not attempt to crank an engine 
 immediately after it has been stopped. An over- 
 heated spark plug or red-hot piece of carbon might 
 cause pre-ignition and a disastrous back-kick. Always 
 allow it to cool a few minutes. 
 
 96 
 
AERONAUTICAL ENGINES 
 
 PART XVI 
 
 DISASSEMBLY 
 
 To Remove the Engine from the Plane, Proceed 
 in the Following Manner: 
 
 Take off the propeller and hub assembly, see instruc- 
 tions, Page 89. Drain the water from the radiator 
 and engine by opening the petcock 11796 in the lower 
 half of the water-pump. 
 
 In most cases it is necessary to remove the radiator 
 before lifting the engine. 
 
 Be sure that all connecting members are removed, 
 such as: Tachometer shaft, gun-firing attachments; 
 carburetor control rods; gasoline air pump line; oil 
 and water connections; magneto wires, etc. Make 
 sure all of the oil is drained from the sump. 
 
 If a gun is mounted over the engine it should be 
 removed before proceeding to remove the engine. 
 
 Remove engine bed bolts and lift engine. See that 
 the slings which are used on the engine do not put 
 any strain on the light members of the engine. 
 
 Place the engine on a suitable stand. The engine bed 
 should be bolted down with two bolts if the stand is 
 to be tipped, in order to make the cylinder block stand 
 perpendicular. 
 
 Remove carburetor and manifold tee as one. Loosen 
 four nuts at the flange on the end of the tee 13428 
 and back off the union nut 13433 of the detachable 
 flange inlet pipe. It is not necessary to take the nuts 
 off. Shake tee from side to side and lift it out; do not 
 tear gaskets. See Plate 39. 
 
 Remove intake manifolds 13429 by unscrewing the 
 eight nuts at the flanges of the manifold. 
 
 Remove the breather pipe by turning it to the left. 
 Use a snubbing device made of a stick of wood and a 
 leather strap. 
 
 97 
 
H I S P A N O 
 
 SUIZA 
 
 Plate 39 
 Removing vertical carburetor and tee from engine. 
 
 Removing the Magnetos. 
 
 Remove the ignition wires and distributor blocks 
 intact. Remove the 8 magneto cap screws 1440. The 
 magnetos, together with their couplings, can be lifted 
 off. Care should be taken in replacing the magnetos, 
 as the magneto on the left-hand side of the engine is a 
 clockwise magneto and the one on the right side of the 
 engine is anti-clockwise, looking from the driving end. 
 
 Removing the Camshafts. 
 
 When valves are to be inspected or ground, take out 
 the cylinder cover screws 11677 and remove the cam- 
 shaft covers. Take off the nuts 11302 at the two end 
 bearings of each camshaft first so that the valve springs 
 will not tend to spring the shaft or bearings. Remove 
 the middle bearing nuts next. See that both ends of 
 
 98 
 
AERONAUTICAL ENGINES 
 
 Plate 40 
 Removing or assembling a cylinder block. 
 
 99 
 
H I S P A N O — S U n ! Z A 
 
 m 
 
 Plate 41 
 Piston Ring Clamp 
 
 the shaft are lifted evenly. If this is done no force 
 will be required. The shaft and three bearings can 
 be lifted together. 
 
 Removing the Cylinder Blocks, 
 
 Undo the oil pipe nipple packing nuts A-T-990-A at 
 the front end of the cylinder. Undo the gear housing 
 packing nuts A-10357-A at the rear end of the cylin- 
 ders. Remove the cylinder stud nuts 11305, 76 in 
 number. It is best to let one nut on the upper side of 
 each cylinder block until everything is in readiness to 
 remove one of the cylinder blocks. Turn the crankshaft 
 so that the pistons of cylinder 1 and 4, of, say the left 
 block, are on top. Take off the remaining nut and lift 
 the block away from the upper half of the crankcase 
 and pistons, taking care not to bind the pistons and to 
 support the pistons after they are out of the cylinders. 
 The same operation holds good for the right-hand 
 cylinder block. 
 
 Removing the Pistons. 
 
 Remove the piston pin guide plugs 11763 on pistons, 
 1L, 4L, 1R and 4R. Remove the piston pins 11494 
 this can be done by taking a piece of wood or soft 
 brass and driving them out. See Plate 42. The con- 
 necting-rod or piston should be backed up during this 
 operation. The pistons 11731 can then be removed. 
 Turn the crankshaft a quarter revolution and proceed 
 as above with pistons 2L, 3L, 2R and 3R. 
 
 Removing the Oil Pumps. 
 
 Remove the oil suction pipe assembly by removing 
 the five nuts 11303. 
 
 100 
 
AERONAUTICAL ENGINES 
 
 Plate 42 
 Removing piston from connecting-rod. 
 
 The complete oil pump assembly, including the three 
 gear oil pumps, can then be removed from the lower 
 half of the crankcase by removing the 13 nuts B-93 
 which hold the oil pump cover plate 11916 in place. 
 
 The water pump drive shaft No. 11758 can be re- 
 moved immediately upon taking the oil pump assembly 
 from the crankcase. 
 
 To disassemble the oil pressure pump remove the oil 
 pressure pump body 11748. Remove the castled nut 
 11764 and drive the oil pump drive gear 11752 off 
 the taper end of the oil pressure pump gear 11755. 
 
 101 
 
H 
 
 SPANO — SUIZA 
 
 BALL BEARING ASSY. THRUST BEARING ASSY 
 
 Plate 43 
 Crankshaft can be supported in this manner for assembling connecting rods. 
 
 The oil pressure pump gear 11755 can then be removed 
 from the oil pressure pump body 11748. 
 
 To disassemble the oil suction pumps remove the 
 oil suction pump body 11747. The oil suction pump 
 gear 11754 can be removed the same way as was the 
 oil pressure pump gear. 
 
 To Remove the Lower Half of the Crankcase for 
 Summary Inspection of the Connecting Rods 
 or Removing it in the Course of Disassemb- 
 ling the Engine. 
 
 If the engine cannot be hung in a stand while remov- 
 ing the lower half of the crankcase, the carburetor, 
 together with manifold tee 13428 and both intake 
 pipes 13429 should be removed. Drain all the oil from 
 the crankcase. The engine can then be turned upside 
 down and allowed to rest on the cylinder covers. To 
 remove the above parts, remove 12 nuts 11303, the 
 hose connections to the manifolds having already been 
 removed when the engine was removed from the plane. 
 Then, by removing the 5 nuts 1443, take off the magneto 
 support bracket 13116 at the rear end of the crankcase. 
 Remove the 10 crankcase bearing stud nuts B-933 
 found on top of the crankcase, also 2 nuts B-933 found 
 at the rear of the bottom half of the crankcase. Then 
 
 102 
 
AERONAUTICAL ENGINES 
 
 11753 
 
 Plate 44 
 
 Oil pump gear bearing and gear pump drive pinion assembly being removed 
 
 from the lower crankcase. 
 
 remove 24 nuts 11303 on the outer edge of the case 
 that hold the two cases together. The lower half can 
 then be removed by prying the two halves apart with a 
 screwdriver. Special lugs are cast on the cases for this 
 purpose. If you want to rotate the crankshaft while 
 the engine is in this position, remove the spark plugs on 
 the exhaust side and hold the rear end of the crankshaft 
 in place with a wooden flange drilled with two holes cor- 
 responding to the two studs B-938 of the bearing, 
 these being held in place by nuts on the studs. 
 
 103 
 
HISPANO— SUIZA 
 
 Removing the Connecting Rods. 
 
 Extract the cotter pins from the connecting rod outer 
 bolts 11507 and remove connecting rod outer bolt nuts 
 11508. The outer connecting rods 11666 can then be 
 removed. Extract the cotter pins from the connecting 
 rod inner bolts 11506 and remove the connecting rod 
 inner bolt nuts 11503. The inner connecting rods 
 11667, together with the bronze connecting rod bear- 
 ings 11488 and bronze connecting rod bearing caps 
 11489 can then be removed. 
 
 Removing the Valves. 
 
 Put into the cylinders four pieces of wood somewhat 
 longer than the inside of the cylinders and held together 
 by a cross piece attached to the cylinders. Anchor the 
 valve tool on the rod held in place by the studs 948-T 
 of the camshaft bearings and take oft each valve, with 
 a special lifter, in the following manner. 
 
 Place the hollow yoke of the lever on the top of the 
 valve tappet washer 11970 or 11544. Unscrew the 
 valve tappet with the other hand until the springs are 
 no longer compressed. Dispense with the lifter and 
 finish unscrewing the valve tappets. Remove the 
 washers and springs 11406 and 11407. When this 
 operation is finished for the eight valves, remove the 
 pieces of wood and take out the valves 11969 and 
 13292. 
 
 Dismounting the Water Pump. 
 
 The hose connections having been removed when 
 the engine was removed from the plane, unscrew the 
 two nuts 11303 and lower the complete water pump. 
 
 Removing the Oil Strainer. See Plate 21. 
 
 The oil filter assembly or strainer should be removed, 
 every ten hours of engine running and if found to con- 
 tain any foreign matter should be cleaned and replaced 
 This can be done by removing the 10 nuts 11303 and 
 the o'l filter chamber cover 11749. 
 
 104 
 
AERONAUTICAL ENGINES 
 
 ft'l^i 
 
 Plate 45 
 Loosening or tightening propeller hub lock nut. 
 
 4 
 
 Plate 46 
 Loosening or tightening propeller hub. 
 
 105 
 
HISPANO— SUIZA 
 
 Removing the Oil Pressure Relief Valve. See 
 
 Plates 17 and 18. 
 
 The oil pressure relief valve is located on the left 
 side of the lower half of the crankcase opposite the oil 
 filter. -The complete assembly can be removed by 
 unscrewing the oil pressure relief body 11893, and can 
 be taken apart by removing the oil pressure relief 
 plug 11531. The oil pressure relief valve should be 
 cleaned often and thoroughly. 
 
 To Remove the Crankshaft. 
 
 Always lift both ends of the shaft at the same time. 
 It may be necessary to strike the crankcase with a 
 wooden or rawhide mallet, to loosen the thrust bearing. 
 
 106 
 
AERONAUTICAL ENGINES 
 
 PART XVII 
 
 MAINTENANCE 
 
 After Five Hours' Running. 
 
 The distributor of the Dixie Magnetos should be 
 cleaned to avoid any skipping or missing in their opera- 
 tion. 
 
 The brushes of the high tension distributors should 
 be oiled, preferably with Three-In-One oil, likewise the 
 path of the brushes in the distributor block should 
 have a light coating of oil. This prevents the scatter- 
 ing of carbon dust in the distributor blocks, which 
 causes short-circuiting or firing in the wrong cylinder. 
 
 After Ten Hours 9 Running. 
 
 Before each important flight, clean the spark plugs 
 (with alcohol and gasoline) and adjust the gap to .02 1". 
 The magneto distributors, oil filter and oil pressure re- 
 lief valve should also be cleaned. 
 
 Tighten the water gland nut 10770; to do this loosen 
 set screw B-754. This packing nut has a right-hand 
 thread. Plate 38. 
 
 The exhaust pipes should be removed from the en- 
 gine and by means of the propeller, the engine should 
 be turned over compression on each cylinder, feeling 
 the compression to ascertain whether there is any 
 leakage. If an exhaust valve is leaking the escaping 
 gas can be heard coming out of the exhaust port of 
 the particular cylinder. If it is in the piston rings it 
 can be heard leaking from the crankcase breather. 
 
 If the valves are found to leak badly they should 
 be reground; if piston rings, they should be renewed. 
 Instructions for this will be found under Disassembly. 
 
 Remove the carburetor strainer and clean the strainer 
 chamber as well as the strainer. 
 
 After Every Twenty Hours. 
 
 Clean the water filter. The water in the water jackets 
 and radiator should be drained and the water jackets 
 
 107 
 
H I S P A N O 
 
 SUIZA 
 
 Plate 47 
 Trying the piston rings for side clearance with a feeler. 
 
 and radiator washed out and refilled with clean water. 
 Oil the magnetos. 
 
 Every Fifty Hours. 
 
 Clean carbon deposits, if any, out of the combustion 
 chamber after the cylinder blocks have been taken off. 
 Regrind the valves (instructions for this will be found 
 under Disassembly and Reassembly). Do not unscrew 
 the steel cylinder sleeves from the water jackets as this 
 is a factory operation. 
 
 The interior of the camshafts should be washed 
 thoroughly with gasoline or kerosene and cleaned by 
 turning a jet of compressed air into them. This will re- 
 
 108 
 
AERONAUTICAL ENGINES 
 
 move all sediment of old oil and any foreign matter that 
 may have collected. The same thing should be done 
 with the crankshaft by removing the plugs 11323 and 
 the oil pipes in the lower half of the crankcase by re- 
 moving the main bearings. This should always be 
 done in case a bearing is burned out, in order to remove 
 any babitt in the crankshaft oil holes or interior of the 
 camshaft. 
 
 The main crankshaft bearings should be examined 
 and if found faulty should be renewed. Examine the 
 connecting rod bearings 11488 and connecting rod 
 bearing caps 11489, if found faulty they should be re- 
 placed. If these are replaced, the flat surface on the 
 top of 11488 should be scraped to fit the flat ends on 
 the lower end of the connecting rods 11667. 
 
 All piston rings and oil scraper rings should be re- 
 newed. See Plate 47. 
 
 All rubber hose connections should be examined and 
 if found extra soft or leaking should be renewed. There 
 is extra hose supplied in the spare parts box shipped 
 with each engine. 
 
 The' oil pump gear bearing 11750 and 11751; vertical 
 shaft bearings (lower) 11634; vertical shaft bear- 
 ings (upper) 11402; camshaft bearings A-9619-B, 11373, 
 and 11374 and 11375, should be examined. Some 
 times there happens to be an excess amount of dirt or 
 foreign substance in the oil, causing the bearings to 
 wear much faster than they should. Under ordinary 
 conditions these should not need replacing after 50 
 hours of running. 
 
 The valve tappets 11972 should be examined for 
 excessive wear and renewed if found necessary. 
 
 The valve guides and valves should be examined; 
 if excessive wear is found in the guides, or the valves 
 (particularly the exhaust) burnt they should be renewed. 
 
 Caution About the Renewing of Valves, 
 
 Never renew a valve that needs only regrinding. 
 Always remember that an old valve reground is always 
 
 109 
 
HISPANO— SUIZA 
 
 Plate 48 
 Grinding Valves. 
 
 better than a newly fitted valve. The reason for this 
 being that, the old valve has had all the strains removed 
 in the steel due to the heat under which it is subjected 
 while being pounded on its seat. An old valve when 
 properly reground will hold its seat and will not warp 
 nearly as soon as a new one. 
 
 Fitting New Connecting Rods to the Crankshaft. 
 
 The inner connecting rod bearing cap should be 
 first fitted to the crankshaft. Do not, under any cir- 
 cumstance, remove any metal from the connecting rod 
 bearing 11488 and bearing cap 11489 where they are 
 joined together as this will spoil the fit of the outside 
 connecting rod which runs directly on the center of 
 the bronze. 
 
 110 
 
AERONAUTICAL ENGINES 
 
 Plate 49 
 Showing relief spring placed under the valve when grinding the valve. 
 
 The babbitt of the inside diameter of the bearing 
 11488 and cap 11489 are machined smaller than the 
 crankshaft, leaving metal to ream out to the crankshaft 
 diameter, or spotted with blue and scraped until the 
 bearing is .002" loose on the crankshaft diameter. 
 The end clearance between the inner connecting rod 
 and crankshaft should be .009". 
 
 After the inner connecting rod is fitted to the crank- 
 shaft and locked in place the outer rod can be placed 
 over it and should be fitted .004" loose on the diame- 
 ter and .007" end clearance on the inner rod. 
 
 ill 
 
HISPANO— SUIZA 
 
 Fitting a New Ball Bearing on the Rear End of 
 the Crankshaft, 
 
 The inner race of the ball bearing should be a loose 
 fit on the crankshaft and is locked in place by the crank- 
 shaft gear 9638. The crankshaft gear is held in place 
 by the crankshaft centering lock nut 10637. 
 
 The outer race of the ball bearing should be a .0005 " 
 loose fit in the upper and lower crankcases. This is to 
 allow the race to creep in the crankcases and thus 
 distribute the wear in the ball bearing. 
 
 Fitting New Camshafts or New Camshaft Bearings 
 
 The camshafts have three bronze bearings, the center 
 one is made in two pieces in order to get the bearing 
 on the shaft. 
 
 The thrust (in both directions) is taken care of by 
 the rear bearing. The boss on the back of the camshaft 
 gear comes in contact with one end of the rear bearing 
 while the rear face of the exhaust cam No. 4 cylinder 
 runs against the outer end of the bearing. The end 
 play between this bearing and shaft should be .020". 
 The end play between No. 1 exhaust cam and the 
 front bearing should be .025". All six bearings are 
 fitted with .003" clearance on the diameter. 
 
 There should be a back-lash of .010" between the 
 upper vertical shaft gear and the camshaft gear. 
 The back faces (or end of the teeth) should be flush 
 within (one thirty-second of an inch) -fa". 
 
 Grinding the Valves. 
 
 It is necessary to remove the cylinders from the 
 engine and also remove the valves from the cylinders, 
 they can then be reground in the following manner: 
 In Plate 48 it will be noticed the cylinder block is 
 inverted and a long bladed screw-driver is being used 
 to grind in the valves. 
 
 A light spring is inserted under the valve to partially 
 counterbalance the weight of the tool used for turning 
 
 112 
 
AERONAUTICAL ENGINES 
 
 the valve. See Plate 49. Abrasive should be applied 
 to the valve seat and the valve placed in the particular 
 cylinder in which it belongs. 
 
 In grinding the valve, do not revolve it, but rock it 
 backward and forward, lift frequently off its seat, 
 change its position on the seat in order to distribute 
 the abrasive evenly and prevent cutting grooves in the 
 valves, and also to grind the valve evenly. 
 
 Valves should not be reground any oftener than is 
 absolutely necessary and then only enough to insure 
 a perfect seat. If a valve is pitted or warped excessively, 
 it should be placed in a grinding machine and its 
 seat ground concentric with the stem, removing all 
 pit marks and any warping. In the case of valve 
 warping the valve seat in the cylinder should be trued 
 with a valve seating reamer before grinding in the 
 valve. 
 
 The abrasive should be carefully washed off the 
 valve, the seat and the inside of the cylinder. 
 
 In emergencies the cylinder block can be layed on 
 its side on a bench and the valves removed without 
 either wooden blocks, cradle, or yoked tool, but it 
 takes longer, and the tools are well worth having, as 
 they save time and give better results. 
 
 Testing Valves for Leaking. 
 
 After being ground the valves should be tested for 
 tightness. This can be done best by inverting the cylin- 
 der with the valves in place and pouring a small quan- 
 tity of gasoline in the cylinder. Spark plugs will have 
 to be screwed in the cylinders to keep the gasoline from 
 running out. Watch for escapage around the valves. 
 If the Valves show any leak, they should be carefully 
 reground. 
 
 Regrinding the Seat on the Valve in a Grinding 
 Machine. 
 
 The grinding of valve seats in a grinding machine 
 previous to grinding them by hand in the cylinder is 
 
 113 
 
H I S P A N O 
 
 SUIZA 
 
 Plate SO 
 
 One form of fixture that can be used for holding valves while grinding the seats in a 
 
 grinding machine. 
 
 114 
 
AERONAUTICAL ENGINES 
 
 resorted to only when the valve seat is badly burned or 
 pitted. 
 
 The valve can be chucked in a fixture similar to 
 that shown in Plate 50 and the fixture placed in a 
 small grinding machine. 
 
 The valve seat can then be ground true with the 
 stem by using some form of grinding wheel. 
 
 Caution: Under no circumstances use the center 
 in the valve head for regrinding, when regrinding in a 
 grinding machine. 
 
 The valve is now ready to be reground in its particular 
 seat in the cylinder as explained above. 
 
 Refacing the Valve Seat in the Cylinder, 
 
 If the valve seat in the cylinder is burned or pitted 
 so that it would require a great amount of grinding 
 to make a proper seat, it can be reseated with a special 
 tool, as stated above. This tool can be furnished by 
 the Wright-Martin Aircraft Corporation. 
 
 The shank that fits in the valve guide must be a 
 perfect fit otherwise the reamer will chatter and do 
 more harm than good. There are two shanks fur- 
 nished, one for inlet valves and one for exhaust valves. 
 Do not take any more metal off than is absolutely 
 necessary to "true up the valve seat/' otherwise the 
 seat will become too wide. 
 
 Fitting a New Crankshaft and New Crankshaft 
 Bearings. 
 
 In fitting a new crankshaft if the main bearings are 
 badly worn or cracked, it is best to replace them with 
 new bearings. 
 
 The same will apply to the connecting-rod bearings. 
 
 Assuming the engine has already been taken apart, 
 as the discussion of this is taken care of under "Dis- 
 
 115 
 
H1SPAN0— SUIZA 
 
 assembly/' and that new bearings are to be fitted, 
 proceed as follows: 
 
 The upper halves of the main bearings should be 
 fitted in the upper half of the crankcase. They should 
 be driven into the crankcase by light tapping, using a 
 block of hard wood, against the bearing. The case 
 should be blued where the bearings fit and the bearing 
 removed to see if it has a good bearing contact in the 
 crankcase, if not, the case should be scraped to fit. 
 The same should be done for the lower half of the crank- 
 case. 
 
 The crankcases with their main bearings fitted should 
 be bolted together and if a line reamer is available they 
 should be line reamed. 
 
 The crankcases being separated, the crankshaft can 
 be tried in each half, taking note of the end clearance 
 on the bearings, about .085" the thrust of the 
 crankshaft being taken, in both directions by the ball, 
 thrust bearing. The crankshaft should have a light 
 coating of blue placed on it and the bearings marked 
 from the shaft, they should be well spotted from the 
 shaft and if not should be hand scraped until all the 
 high spots are removed. After all hand scraping is 
 finished and a good bearing is obtained, the bearing 
 should be burnished with a smooth dull edged tool. 
 The crankcases should be bolted together with the 
 crankshaft in place. It should be possible to rotate 
 the crankshaft when in place, with very little effort. 
 The crankshaft should be removed from the crankcase 
 to assemble the connecting rods. As in Plate 43. 
 
 116 
 
AERONAUTICAL ENGINES 
 
 Caution. 
 
 PART XVIII 
 REASSEMBLING 
 
 Care should be taken to cover all frictional surfaces 
 freely with a good grade of gas engine cylinder oil 
 when reassembling an engine and to see that all parts 
 are thoroughly cleaned both inside and outside. 
 
 The inner connecting rods with their bronze connect- 
 ing rod bearings are used on the left-hand block of cylin- 
 ders, the outside rods operating on the right-hand 
 block. Without any compression it should be possible 
 o turn the engine over by hand on reassembly, by 
 means of the propeller hub flange. 
 
 Oil Pumps in the Lower Crankcase. 
 
 The three oil pumps are bolted to an aluminum cover 
 plate 11916 which is bolted to the lower half of the 
 crankcase just above the water pump. The oil pump 
 cover plate 11916 has inlet and outlet passages cored 
 in it, the oil pump hose connections 11776 being screwed 
 into these passages. 
 
 The oil suction pump body 11747 and the oil pressure 
 pump body 11748 are bolted to the oil pump cover 
 plate and must be a good fit as there is no gasket used 
 under them. 
 
 The oil pressure pump gear 11755, oil suction pump 
 gears 11754, oil suction pump idler gears 11756 and oil 
 pressure pump idler gear 11757, should have about 
 .003" end play when the pump bodies and cover plate 
 are bolted together. 
 
 When the oil pump assembly is bolted to the lower 
 crankcase make sure to place gasket 11916 between 
 them. 
 
 After the oil pump assembly and gear pump drive 
 pinion 11753 are assembled in the lower crankcase, 
 try the back-lash between the oil pump drive gears 
 11752 and the gear pump drive pinion 11753, it should 
 be about .012". 
 
 117 
 
HISPANO— SUIZA 
 
 Water Pump. 
 
 The water pump has only one moving part, i e., 
 the shaft and impeller are integral. The thrust bearing 
 is a thrust button placed directly under the center 
 of the shaft. When the pump is assembled with a paper 
 gasket between the body and the cover the shaft must 
 have an end play of about .010". The impeller should 
 spin easily when the pump shaft is twisted by the 
 fingers. When the packing nut is repacked and screwed 
 down, one should be able to turn the impeller with their 
 fingers. Place the pump on its bracket so that the 
 petcock will point towards the rear of the engine. The 
 square head of the impeller shaft fits in the water-pump 
 drive shaft. When all oil pumps and water pump are in 
 place one should be able to turn all the pumps by hand 
 with the oi pump gear 11753. 
 
 Lower Crankcase. 
 
 After assembling the oil pumps and water pump to 
 the crankcase, replace the oil filter assembly and, if 
 found necessary, put a new gasket 11918 under its seat 
 on the crankcase. Inspect bearings to see that they 
 have been burnished properly and that they fit the 
 crankcase. They should be tight in place and a uniform 
 fit. A .0015" feeler must not enter between bearing and 
 case at any of the margins. Cover the crankcase with a 
 cloth to keep out dirt, if allowed to stand while the 
 remainder of the engine parts are being assembled. 
 
 Assembling Connecting -Rods to Crankshaft. 
 
 Replace crankshaft plugs if they were removed. 
 To lock these plugs, use a center punch and hammer. 
 Never remove any metal from any part of the crank- 
 shaft for any reason. The crankshaft has been dyna- 
 mically ballanced with great care and it must not be 
 put out of balance. The front of the shaft is the 
 tapered end. The inner connecting-rods with bronze 
 boxes go on the left side of the engine and the outer 
 rods go on the right side of the engine. The top half 
 of the crankcase inverted can be used to hold the crank- 
 
 118 
 
AERONAUTICAL ENGINES 
 
 shaft while the connecting-rods are being assembled, 
 but it is preferable to do it at the bench. The crank- 
 shaft ends can be held in wooden collars. See Plate 43. 
 Tighten and lock the four inner connecting-rods in 
 place. Be careful about the plugs in the crankshaft 
 throws between the crank arms; they may bruise the 
 babb.tt on the rods. Be sure the caps and cap 
 screws are in their correct places. See that the 
 cotter pins are placed so they will not interfere 
 with the crank arms. Do not use a small pin, use 
 the largest cotter pin that will enter the hole. 
 The connecting-rods must have at least nine-thou- 
 sandths of an inch (.009") end play on their journals. 
 Try the rod to see if it will fall of its own weight; it 
 should. Try to detect any binding by moving rod all 
 the way around. The fit must be easy and uniform, 
 that is, when turning slowly by hand, there shall be 
 no noticeable change in friction. Be sure to get the 
 proper rod in the proper place; all are marked. Also 
 have the front side of the rods to the front. The side 
 with the number on the rod portion goes to the front 
 of the engine in both cases. The four outer rods go on 
 next — see that their cotter pins do not interfere with 
 the inner connecting-rods. When both rods are as- 
 sembled, take one in each hand and try for uniform 
 fit — see that there is no variation in the friction. When 
 released, both rods should fall of their own weight. 
 Binding is due to one or more of four things — too tight 
 (generally) — interference at ends — rough places or rods 
 sprung. Great care must be taken when remedying 
 these ailments. The bearings when new are neces- 
 sarily free and after being worn cannot be taken up 
 for wear but have to be renewed. See "Fitting New 
 Connecting-rods to the Crankshaft." — Part XVII. 
 
 Assembling Thrust Bearing to Crankshaft and 
 Crankcases. 
 
 The thrust bearing consists of three races and two 
 sets of balls. The balls are assembled in retainers. 
 On the middle race there is pressed two cup rings. 
 The outside of these rings are ground so that the midde 
 
 119 
 
HISPANO — SUIZA 
 
 race with the rings assembled will just fit their seat in 
 the crankcase. This fit must be a close uniform fit. 
 The race should go into its seat in both the upper and 
 lower half of the crankcase when struck with the hand. 
 It is sometimes necessary to scrape a few burrs and 
 high spots from the sides of the grooves in the crank- 
 case. After fitting the race to the crankcase fit the 
 complete thrust bearing to the crankshaft. The pro- 
 peller thrust bearing nut 13320 holds the thrust bear- 
 ing in its place. This nut also adjusts the play. It 
 should be tight enough so there is no perceptible play, 
 yet the middle race must spin when slapped with the 
 palm of the hand. The thrust bearing locates the crank- 
 shaft laterally, so try the shaft in place before locking 
 the nut. There should be about .085 " clearance between 
 the faces of the crank arms and the ends of the main 
 bearings. If the shaft lays too far one way remove the 
 thrust bearing and turn it around so the race which 
 was in front comes in the rear and see if it is better. 
 Also try turning the middle race around. When 
 the shaft is set satisfactorily lock the gland nut 13320. 
 If a new thrust bearing has been installed it will 
 be necessary to drill a new hole for the locking wire. 
 Use a No. 39 drill. Drill a hole K" deep in the shaft. 
 After locking the nut make a punch mark on the shaft 
 at the edge of the threads to indicate the location of 
 the hole just drilled. 
 
 Placing the Crankshaft Assembly in the Crank- 
 case. 
 
 The crankshaft is now ready to be placed in the lower 
 half of the crankcase. 1 1 must be lowered into place level 
 so the thrust bearing will not bind. One man holding 
 connecting-rods 4L and 4R to hold up the rear end of 
 the shaft. Another man at the front of the shaft 
 can hold the tapered end in one hand and tap the top 
 edge of the thrust bearing with the other hand. As 
 the thrust bearing goes into place, the rear end of the 
 crankshaft should be lowered. 
 
 120 
 
AERONAUTICAL ENGINES 
 
 Joining Crankcases. 
 
 See that the meeting surfaces are clean on both upper 
 and lower halves. Shellac both and proceed to 
 join the halves together. Tighten the two main 
 bearing nuts at both ends first, so that the parting 
 line will be pulled together before the shellac sets. 
 Try the two lower vertical shaft gears 11640 and 
 the oil pump gear A-10499-B to see that they have six 
 to ten thousandths of an inch (.006 ,, -.010 // ) end play 
 and four to seven thousandths of an inch (.004"-. 007") 
 backlash. If the gears bind or have too much backlash 
 see that the crankshaft is in place and well seated. 
 See that the gear bushings are in place. See if the gear 
 on the crankshaft is tight. The lateral position of the 
 crankshaft is determined by the thrust bearing, there- 
 fore, the position of the crankshaft gear is fixed by the 
 thrust bearing. Check everything thoroughly. When 
 tightening the main bearing nuts, watch for studs 
 which are too long. They can be detected when 
 screwing the nuts in place. If the nut tends to spring 
 back slightly when released, it shows that the nut is 
 tight on the end of the stud and has not reached the 
 crankcase; further tightening may twist the stud off* 
 — in any event damage a few threads. When a long 
 stud is found remove the nut, and with a stud driver 
 screw the stud into the crankcase far enough to allow 
 the nut to seat properly. All of the nuts should be 
 drawn down flush and then gone over and drawn tight, 
 being careful not to draw them too tight. In some 
 cases studs have been elongated by too much tightening. 
 One whole revolution after they bear on the crankcase 
 is sufficient and if some seem to be sufficiently tight 
 before one turn is secured, stop. To lock these nuts, 
 wire the heads of the opposite nuts together. Each 
 of the nuts along the parting line of the crankcase 
 must have a lock washer. 
 
 Fitting Piston Pin. 
 
 The piston pin must be a tight fit in the piston. (An 
 easy drive fit.) The pin must be a free fit in the head 
 of the connecting-rod. The inside diameter of the 
 
 121 
 
HISPANO— SUIZA 
 
 connecting-rod bushing is reamed to 1.380"+. 0005" 
 and the outside diameter of the pin is 1.378"^+.001" 
 diameter. This allows about .002" to .003" freedom 
 and should never be less. The end play of the connect- 
 ing-rod at the piston pin should be about g 3 T ". 
 
 Fitting the Pistons on the Connecting -Rods, 
 
 The pistons should be placed over the upper end of 
 the connecting-rods and the piston pins 11494 driven 
 in place with a piece of wood or brass. (See Plate 42.) 
 The piston pin guide plugs 11763 should then be in- 
 serted in the pistons. 
 
 Assembling Valves in the Cylinders. 
 
 In assembling the valves great care should be taken 
 not to use an inlet valve for an exhaust valve. This 
 also holds good for installing new valves. The stem 
 clearance being larger on the exhaust valves than the 
 nlet. The method of assembling the valves is the re- 
 verse of "Removing the Valves" which is found under 
 "Disassembly." Part XVI. 
 
 Assembling Vertical Shaft and Vertical Shaft 
 Casing in Cylinders. 
 
 Place vertical shaft thrust washer 11730, with 
 the taper side towards the gear, on the vertical shaft 
 gear upper 11728, then place the vertical shaftbearing 
 upper 11402 on the vertical shaft and the vertical shaft- 
 gear collar 11729 placing them on the upper gear end of 
 the shaft and pinning the collar, making sure there is 
 ten-thousandths of an inch (.010") end play between 
 the bearing and shaft. The shaft together with the 
 bearing can then be placed in the cylinder and by light 
 taps driven into place. Place the vertical shaft casing 
 (upper) 11725 over the vertical shaft and with the 
 Spanner wrench furnished with the tool equipment 
 screw the casing on to the portion of the bearing which 
 protrudes through the cylinder, the casing nut going 
 against a shoulder of the cylinder and|is locked by a 
 spring lock ring. 
 
 122 
 
AERONAUTICAL ENGINES 
 
 Assembling the Cylinder Blocks. 
 
 The valves should be in their places before the 
 cylinders are placed, as they cannot be placed after- 
 ward. If the oil pipe is assembled to the cylinder 
 see that the packing nut T-990 is slipped upwards on 
 the pipe. It can be held there by a little packing. 
 Turn the crankshaft so that the heads of the four 
 pistons on one side are level with each other. If an 
 assembly stand is used that, when tipped over, brings 
 the pistons of this block vertical, this should be tipped. 
 Then attach the vertical shaft casing lower 11639. 
 Turn the piston rings so that the joints are 120° apart 
 (The slots should be alternately left and right.) Hold 
 the piston rings in place by means of an aluminum 
 ring clamp or jig. (See Plate 41.) One man at each end 
 of the cylinder block can lower it on the pistons and a 
 man at the side can remove the clamp. (See Plate 40.) 
 The cylinder block will go down of its own weight. 
 Remove the ring clamp when the upper rings are 
 recessed in the cylinders; replace the clamp to confine 
 the oil rings at the bottom of the pistons. When all 
 rings are in the cylinders, remove and dispose of the 
 clamp. If the vertical shaft is assembled turn it so the 
 tongue will enter the groove in the lower vertical 
 shaft. See that the oil pipe enters the union fitting. 
 Tighten the cylinder, stud nuts 11305, the oil pipe 
 packing nut and the vertical shaft packing nut. Tip 
 the stand 90° (if one of this kind is used) in the opposite 
 direction until the other side of the engine is vertical, 
 turn the crankshaft a quarter of a turn, always in the 
 direction of rotation, and go through the same pro- 
 cedure for the other block of cylinders. 
 
 Timing the Camshafts. 
 
 Valve tappets or mushrooms and cams should be 
 smooth, remove score marks with a stone. If scoring 
 is very deep, new tappets are required. When screwed 
 down tight, the mushroom must be within .002" of 
 being square with the valve stem. To test, set the 
 valve stem in "V" blocks and use an indicator. 
 
 123 
 
HISPANO— SUIZA 
 
 Timing will be found under a separate topic "Valve 
 Timing." Part IX. 
 
 Timing the Magnetos. 
 
 This will be found under a separate topic "Ignition 
 System." Part V. 
 
 The Tachometer Drive Shaft Attachment. 
 
 The tachometer drive shaft when assembled shall 
 have 3V end play. The end play should be tried at 
 several different places during a revolution. The shaft 
 might bind at one place and not at another. The bind- 
 ing is due to misalignment, provided the swivel is 
 perfectly free before being assembled to the engine. 
 Sometimes placing the swivel a half turn from the orig- 
 inal setting rectifies the trouble. If not, place a heavier 
 washer under the tachometer housing where it screws 
 into the cylinder cover. 
 
 Emergency Assembly. 
 
 In cases where piston ring clamps or engine stand is 
 not available, the engine can be assembled by inserting 
 the pistons (with their connecting-rods) in the cylin- 
 ders by holding the rings of the pistons with a piece of 
 sheet metal bent around the pistons (each piston 
 having a separate clamp). 
 
 12 
 
AERONAUTICAL ENGINES 
 
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AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 131 
 
H1SPAN0— SUIZA 
 
 PART XX 
 DATA 
 
 HISPANO-SUIZA MODEL "H" 300 H. P. 
 
 Number of Cylinders 
 
 Bore of Cylinders 140 m/m=5.511" 
 
 Stroke of Cylinders 150 m/m=5.905" 
 
 Displacement 184727 Cu. Cm.— 1126.42 Cu. In. 
 
 Weight of Engine, complete with propeller hub, flange 
 and bolts, carburetor mounted, two magnetos, but 
 without radiator, water, oil, starting device, propeller 
 or gasoline supply system, approximately, 
 
 600.00 lbs. 
 
 Compression Ratio 5.30 to 1 
 
 Brake Hose Power, on Ground 300 
 
 Firing Order 1L-4R-3L-2R-4L-1R-2L-3R 
 
 Rotation of Engine, standing at back and looking 
 
 toward propeller Clockwise 
 
 Rotation of Camshafts (looking toward propeller) 
 
 Anti-clockwise 
 
 Speed of Camshafts One half engine speed 
 
 Tachometer Connection Rotation (Looking toward 
 
 propeller) Anti-clockwise 
 
 Tachometer Connection Speed One half engine speed 
 
 Diameter of valves (at clear) 56 m/m — 2.205" 
 
 Lift of Valves 13 m/m— .511" 
 
 Clearance between back of cam and valve tappet 030" 
 
 Rotation of right-hand magneto (Looking at driv- 
 ing end) Anti-clockwise 
 
 Rotation of left-hand magneto (Looking at driv- 
 ing end) Clockwise 
 
 Magneto speed Same as engine speed 
 
 Gap on magneto platinum points 5 m/m — .020" 
 
 Spark Plug Point Gap 021" 
 
 Maximum Gasoline Consumption per H. P. hour... 54 lbs. 
 Gasoline Consumption, gallons per H. P. hour on 
 
 ground, about 100 liters — 26J^ gal. 
 
 Gasoline Air Pressure (Not Over) 2 lbs. 
 
 Maximum Oil Consumption, lbs. per H. P. hour .030 
 Oil Consumption, per hour on ground, about 
 4% liters— 5 qts. 
 
 132 
 
AERONAUTICAL ENGINES 
 
 Delivery of oil pressure pump against 60 lbs. 
 
 pressure at 1800 R. P. M. of engine and at 66° C. 
 
 or 150° F, about 3 gal. per minute 
 
 Lifting capacity of each oil suction pump at 1800 
 
 R. P. M. of engine and at 66° C. or 150° F — 
 
 about 3 gals, per minute 
 
 Oil pressure with oil temperature at 66° C. or 
 
 150° F. about 60 lbs 
 
 R. P. M. of oil pumps Engine Speed 
 
 Amount of oil in lower crankcase Dry Sump. 
 
 Rotation of oil pressure pump driving-gear looking 
 
 from top Clockwise 
 
 Rotation of oil suction pump driving-gear looking 
 
 from top Clockwise 
 
 Oil temperature, even in the hottest weather, not 
 
 to exceed 93° C. or 200° F. 
 
 Desired oil temperature 71° C. or 160° F. 
 
 Delivery of water pump with free outlet at 43° C. 
 
 or 110° F. and 1800 R. P. M. of engine about 35 gal. 
 
 R. P. M. of water pump 1.2 times engine R. P. M. 
 
 Rotation of water pump looking from top 
 
 Anti-clockwise 
 
 Maximum outlet water temperature 88° C. or 190° F. 
 
 Desired outlet water temperature 43° C. or 110° F. 
 
 Intake opens 10° Early 
 
 Intake closes 62° Late 
 
 Exhaust opens 62^° Early 
 
 Exhaust closes 29^° Late 
 
 Spark Advance on 360 m/m dia. disc. — 78.5 m/m or 
 
 25° before top center. 
 
 Degrees inlet valves remain open 252° 
 
 Degrees exhaust valves remain open 272° 
 
 Carburetor: Vertical Twin Type (Stromberg NA-D6) 
 
 Barrel diameter 2.375" 
 
 Choke diameter at throat 1-13/16" 
 
 Accelerating metering nozzle No. 32 Drill 
 Carburetor: "V" Type (Stromberg NA-V6) 
 
 Barrel diameter 2.375" 
 
 Choke diameter at throat 1-11/16" 
 
 Accelerating metering nozzle 
 
 133 
 
HISPANO— SUIZA 
 PART XXI 
 
 REFERENCE TABLES 
 
 METRIC CONVERSION TABLES 
 METRIC TO ENGLISH 
 
 Metric 
 
 M/M 
 
 Meters 
 
 Kilometers 
 
 Liters to 
 
 Kilograms 
 
 Units 
 
 to Inches 
 
 to Feet 
 
 to Miles 
 
 Gallons 
 
 to Pounds 
 
 1 
 
 0.03937 
 
 3.28083 
 
 0.62137 
 
 0.26418 
 
 2.2046 
 
 2 
 
 .07874 
 
 6.56167 
 
 1.24274 
 
 0.52836 
 
 4.4092 
 
 3 
 
 .11811 
 
 9.84250 
 
 1.86411 
 
 0.79253 
 
 6 6139 
 
 4 
 
 . 15748 
 
 13.12333 
 
 2.48548 
 
 1.05671 
 
 8.8185 
 
 5 
 
 . 19685 
 
 16.40417 
 
 3.10685 
 
 1 . 32089 
 
 11.0231 
 
 6 
 
 . 23622 
 
 19.68500 
 
 3.72822 
 
 1 . 58507 
 
 13.2277 
 
 7 
 
 .27559 
 
 22.96583 
 
 4 . 34959 
 
 1 . 84924 
 
 15.4324 
 
 8 
 
 .31496 
 
 26.24667 
 
 4.97096 
 
 2.11342 
 
 17.6370 
 
 9 
 
 . 35433 
 
 29.52750 
 
 5.59233 
 
 2.37760 
 
 19.8416 
 
 10 
 
 .39370 
 
 32.80833 
 
 6.21370 
 
 2.64178 
 
 22.0462 
 
 11 
 
 .43307 
 
 36.08917 
 
 6.83507 
 
 2.90595 
 
 24.2508 
 
 12 
 
 .47244 
 
 39.37000 
 
 7.45644 
 
 3.17013 
 
 26.4555 
 
 13 
 
 .51181 
 
 42.65083 
 
 8.07781 
 
 3.43431 
 
 28.6601 
 
 14 
 
 .55118 
 
 45.93167 
 
 8.69918 
 
 3.69849 
 
 30.8647 
 
 15 
 
 .59055 
 
 49.21250 
 
 9.32055 
 
 3.96266 
 
 33.0693 
 
 16 
 
 . 62992 
 
 52.49333 
 
 9.94192 
 
 4.22684 
 
 35.2740 
 
 17 
 
 . 66929 
 
 55.77417 
 
 10.56329 
 
 4.49102 
 
 37.4786 
 
 18 
 
 .70866 
 
 59.05500 
 
 11.18466 
 
 4.75520 
 
 39.6832 
 
 19 
 
 .74803 
 
 62.33583 
 
 11.80603 
 
 5.01937 
 
 41 . 8878 
 
 20 
 
 .78740 
 
 65.61667 
 
 12.42740 
 
 5 . 28355 
 
 44.0924 
 
 21 
 
 . 82677 
 
 68.89750 
 
 13.04877 
 
 5.54773 
 
 46.2971 
 
 22 
 
 .86614 
 
 72.17833 
 
 13.67014 
 
 5.81191 
 
 48.5017 
 
 23 
 
 .90551 
 
 75.45917 
 
 14.29151 
 
 6.07608 
 
 50.7063 
 
 24 
 
 . 94488 
 
 78.74000 
 
 14.91288 
 
 6.34026 
 
 52.9109 
 
 25 
 
 . 98425 
 
 82.02083 
 
 15.53425 
 
 6.60444 
 
 55.1156 
 
 26 
 
 1.02362 
 
 85.30167 
 
 16.15562 
 
 6.86862 
 
 57.3202 
 
 27 
 
 1 . 06299 
 
 88.58250 
 
 16.77699 
 
 7.13280 
 
 59.5248 
 
 28 
 
 1 . 10236 
 
 91 . 86333 
 
 17.39836 
 
 7.39697 
 
 61 . 7294 
 
 29 
 
 1.14173 
 
 95.14417 
 
 18.01973 
 
 7.66115 
 
 63.9340 
 
 30 
 
 1.18110 
 
 98.42500 
 
 18.64110 
 
 7.92533 
 
 66.1387 
 
 31 
 
 1 . 22047 
 
 101.70583 
 
 19.26247 
 
 8.18951 
 
 68.3433 
 
 32 
 
 1 . 25984 
 
 104.98667 
 
 19.88384 
 
 8.45368 
 
 70.5479 
 
 33 
 
 1.29921 
 
 108.26750 
 
 20.50521 
 
 8.71786 
 
 72.7525 
 
 34 
 
 1 . 33858 
 
 111.54833 
 
 21 . 12658 
 
 8.98204 
 
 74.9572 
 
 35 
 
 1 . 37795 
 
 114.82917 
 
 21.74795 
 
 9.24622 
 
 77.1618 
 
 36 
 
 1.41732 
 
 118.11000 
 
 22.36932 
 
 9.51039 
 
 79.3664 
 
 37 
 
 1.45669 
 
 121.39083 
 
 22.99069 
 
 9.77457 
 
 81.5710 
 
 38 
 
 1.49606 
 
 124.67167 
 
 23.61206 
 
 10.03875 
 
 83.7756 
 
 39 
 
 1 . 53543 
 
 127.95250 
 
 24.23343 
 
 10.30293 
 
 85.9803 
 
 40 
 
 1 . 57480 
 
 131.23330 
 
 24.85480 
 
 10.56710 
 
 88.1849 
 
 41 
 
 1.61417 
 
 134.51417 
 
 25.47617 
 
 10.83128 
 
 90.3895 
 
 42 
 
 1 . 65354 
 
 137.79500 
 
 26 . 09754 
 
 11.09546 
 
 92.5941 
 
 43 
 
 1 . 69291 
 
 141.07583 
 
 26.71891 
 
 11.35964 
 
 94.7988 
 
 44 
 
 1 . 73228 
 
 144.35667 
 
 27.34028 
 
 11.62381 
 
 97.0034 
 
 45 
 
 1.77165 
 
 147.63750 
 
 27.96165 
 
 11.88799 
 
 99.2080 
 
 46 
 
 1.81102 
 
 150.91833 
 
 28.58302 
 
 12.15217 
 
 101.4126 
 
 47 
 
 1.85039 
 
 154.19917 
 
 29.20439 
 
 12.41635 
 
 103.6173 
 
 48 
 
 1 . 88976 
 
 157.48000 
 
 29.82576 
 
 12.68052 
 
 105.8219 
 
 49 
 
 1.92913 
 
 160.76083 
 
 30.44713 
 
 12.94470 
 
 108.0265 
 
 50 
 
 1 . 96850 
 
 164.04167 
 
 31.06850 
 
 13.20888 
 
 110.2311 
 
 100 
 
 3.93700 
 
 328.08334 
 
 62.13700 
 
 26.41776 
 
 220.4622 
 
 134 
 
AERONAUTICAL ENGINES 
 
 METRIC CONVERSION TABLES 
 ENGLISH TO METRIC 
 
 English 
 
 Hundredths 
 
 Feet to 
 
 Miles to 
 
 Gallons to 
 
 Pounds to 
 
 Units 
 
 of an Inch to 
 
 M/M 
 
 Meters 
 
 Kilometers 
 
 Liters 
 
 Kilometers 
 
 1 
 
 0.254 
 
 0.30480 
 
 1.6093 
 
 3.7853 
 
 0.45359 
 
 2 
 
 0.508 
 
 . 60960 
 
 3.2187 
 
 7.5707 
 
 .90718 
 
 3 
 
 0.762 
 
 .91440 
 
 4.8280 
 
 11.3560 
 
 1.36078 
 
 4 
 
 1.016 
 
 1.21920 
 
 6.4374 
 
 15.1413 
 
 1.81437 
 
 5 
 
 1.270 
 
 1 . 52400 
 
 8.0467 
 
 18.9267 
 
 2.26796 
 
 6 
 
 1.524 
 
 1 . 82880 
 
 9.6561 
 
 22.7120 
 
 2.72155 
 
 7 
 
 1.778 
 
 2.13360 
 
 11.2654 
 
 26.4973 
 
 3.17515 
 
 8 
 
 2.032 
 
 2.43840 
 
 12.8748 
 
 30.2827 
 
 3.62874 
 
 9 
 
 2.286 
 
 2.74321 
 
 14.4841 
 
 34.0680 
 
 4.08233 
 
 10 
 
 2.540 
 
 3.04801 
 
 16.0935 
 
 37.8533 
 
 4.53592 
 
 11 
 
 2.794 
 
 3.35281 
 
 17.7028 
 
 41.6387 
 
 4.98552 
 
 12 
 
 3.048 
 
 3.65761 
 
 19.3122 
 
 45.4240 
 
 5.44311 
 
 13 
 
 3.302 
 
 3.96241 
 
 20.9215 
 
 49.2093 
 
 5.89670 
 
 14 
 
 3.556 
 
 4.26721 
 
 22.5309 
 
 52.9947 
 
 6.35029 
 
 15 
 
 3.810 
 
 4.57201 
 
 24.1402 
 
 56.7800 
 
 6.80389 
 
 16 
 
 4.064 
 
 4.87681 
 
 25.7496 
 
 60.5653 
 
 7.25748 
 
 17 
 
 4.318 
 
 5.18161 
 
 27.3589 
 
 64.3506 
 
 7.71107 
 
 18 
 
 4.572 
 
 5.48641 
 
 28.9682 
 
 68.1360 
 
 8.16466 
 
 19 
 
 4.826 
 
 5.79121 
 
 30.5776 
 
 71.9213 
 
 8.61826 
 
 20 
 
 5.080 
 
 6.09601 
 
 32.1869 
 
 75.7066 
 
 9.07185 
 
 21 
 
 5.334 
 
 6.40081 
 
 33.7963 
 
 79.4920 
 
 9.52544 
 
 22 
 
 5.588 
 
 6.70561 
 
 35.4056 
 
 83.2773 
 
 9.97903 
 
 23 
 
 5.842 
 
 7.01041 
 
 37.0150 
 
 87.0626 
 
 10.43263 
 
 24 
 
 6.096 
 
 7.31521 
 
 38.6243 
 
 90.8480 
 
 10.88622 
 
 25 
 
 6.350 
 
 7.62002 
 
 40.2337 
 
 94.6333 
 
 11.33981 
 
 26 
 
 6.604 
 
 7.92482 
 
 41.8430 
 
 98.4186 
 
 11.79340 
 
 27 
 
 6.858 
 
 8.22962 
 
 43.4524 
 
 102.2040 
 
 12.24700 
 
 28 
 
 7.112 
 
 8.53442 
 
 45.0617 
 
 105.9893 
 
 12.70059 
 
 29 
 
 7.366 
 
 8.83922 
 
 46.6711 
 
 109.7746 
 
 13.15418 
 
 80 
 
 7.620 
 
 9.14402 
 
 48.2804 
 
 113.5600 
 
 13.60777 
 
 31 
 
 7.874 
 
 9.44882 
 
 49.8898 
 
 117.3453 
 
 14.06137 
 
 82 
 
 8.128 
 
 9.75362 
 
 51.4991 
 
 121.1306 
 
 14.51496 
 
 33 
 
 8.382 
 
 10.05842 
 
 53.1085 
 
 124.9160 
 
 14.96855 
 
 34 
 
 8.636 
 
 10.36322 
 
 54.7178 
 
 128.7013 
 
 15.42214 
 
 35 
 
 8.890 
 
 10.66802 
 
 56.3272 
 
 132.4866 
 
 15.87573 
 
 36 
 
 9.144 
 
 10.97282 
 
 57.9365 
 
 136.2720 
 
 16.32933 
 
 37 
 
 9.398 
 
 11.27762 
 
 59.5458 
 
 140.0573 
 
 16.78292 
 
 38 
 
 9.652 
 
 11.58242 
 
 61.1552 
 
 143.8426 
 
 17.23651 
 
 39 
 
 9.906 
 
 11.88722 
 
 62.7645 
 
 147.6280 
 
 17.69010 
 
 40 
 
 10.160 
 
 12.19202 
 
 64.3739 
 
 151.4133 
 
 18.14370 
 
 41 
 
 10.414 
 
 12.49682 
 
 65.9832 
 
 155.1986 
 
 18.59729 
 
 42 
 
 10.668 
 
 12.80163 
 
 67.5926 
 
 158.9840 
 
 19.05088 
 
 43 
 
 10 . 922 
 
 13.10643 
 
 69.2019 
 
 162.7693 
 
 19.50447 
 
 44 
 
 11.176 
 
 13.41123 
 
 70.8113 
 
 166.5546 
 
 19.95807 
 
 45 
 
 11.430 
 
 13.71603 
 
 72.4206 
 
 170.3400 
 
 20.41166 
 
 46 
 
 11.684 
 
 14.02083 
 
 74.0300 
 
 174.1253 
 
 20.86525 
 
 47 
 
 11.938 
 
 14.32563 
 
 75 . 6393 
 
 177.9106 
 
 21.31880 
 
 48 
 
 12.192 
 
 14.63043 
 
 77.2487 
 
 181.6960 
 
 21.77244 
 
 49 
 
 12.446 
 
 14.93523 
 
 78.8580 
 
 185.4813 
 
 22.22603 
 
 50 
 
 12.700 
 
 15.24003 
 
 80.4674 
 
 189.2666 
 
 22.67962 
 
 100 
 
 25 . 400 
 
 30.48006 
 
 160.9347 
 
 378.5330 
 
 45.35924 
 
 135 
 
H 
 
 SPANO— SUIZA 
 
 SPECIFIC GRAVITY EQUIVALENTS FOR DEGREES 
 BEAUME FOR LIQUIDS LIGHTER THAN WATER 
 
 FORMULA: DEGREES BEAUME =. 
 
 140 
 
 SP. GR.J&. 
 
 60 J 
 
 = 130 
 
 SP. GR. TAKEN AT 60° F. AND REFERRED TO DISTILLED WATER 
 AT 60° F 
 
 Beau- 
 
 Specific 
 
 Pounds 
 
 Per 
 Gallon 
 
 Beau- 
 
 Specific 
 
 Pounds 
 
 Per 
 Gallon 
 
 Beau- 
 
 Specific 
 
 Pounds 
 
 Per 
 Gallon 
 
 me 
 
 Gravity 
 
 me 
 
 Gravity 
 
 me 
 
 Gravity 
 
 10 
 
 1.0000 
 
 8.33 
 
 37 
 
 .8383 
 
 6.98 
 
 64 
 
 .7217 
 
 6.01 
 
 11 
 
 . 9929 
 
 8.27 
 
 38 
 
 .8333 
 
 6.94 
 
 65 
 
 .7179 
 
 5.98 
 
 12 
 
 .9859 
 
 8.21 
 
 39 
 
 .8285 
 
 6.90 
 
 66 
 
 .7143 
 
 5.95 
 
 13 
 
 . 9790 
 
 8.16 
 
 40 
 
 .8235 
 
 6.86 
 
 67 
 
 .7107 
 
 5.92 
 
 14 
 
 .9722 
 
 8.10 
 
 41 
 
 .8187 
 
 6.82 
 
 68 
 
 .7071 
 
 5.89 
 
 15 
 
 .9655 
 
 8.04 
 
 42 
 
 .8139 
 
 6.78 
 
 69 
 
 . 7035 
 
 5.86 
 
 16 
 
 .9589 
 
 7.99 
 
 43 
 
 .8092 
 
 6.74 
 
 70 
 
 .7000 
 
 5.83 
 
 17 
 
 .9524 
 
 7.93 
 
 44 
 
 .8046 
 
 6.70 
 
 71 
 
 .6965 
 
 5.80 
 
 18 
 
 .9459 
 
 7.88 
 
 45 
 
 .8000 
 
 6.66 
 
 72 
 
 .6931 
 
 5.78 
 
 19 
 
 .9396 
 
 7.83 
 
 46 
 
 .7955 
 
 6.63 
 
 73 
 
 .6897 
 
 5.75 
 
 20 
 
 .9333 
 
 7.78 
 
 47 
 
 .7909 
 
 6.59 
 
 74 
 
 .6863 
 
 5.72 
 
 21 
 
 .9272 
 
 7.72 
 
 48 
 
 .7865 
 
 6.55 
 
 75 
 
 .6829 
 
 5.69 
 
 22 
 
 .9211 
 
 7.67 
 
 49 
 
 .7821 
 
 6.52 
 
 76 
 
 .6796 
 
 5.66 
 
 23 
 
 .9150 
 
 7.62 
 
 50 
 
 .7777 
 
 6.48 
 
 77 
 
 .6763 
 
 5.63 
 
 24 
 
 .9091 
 
 7.57 
 
 51 
 
 .7735 
 
 6.44 
 
 78 
 
 .6730 
 
 5.60 
 
 25 
 
 .9032 
 
 7.53 
 
 52 
 
 .7692 
 
 6.41 
 
 79 
 
 .6698 
 
 5.58 
 
 26 
 
 .8974 
 
 7.48 
 
 53 
 
 .7650 
 
 6.37 
 
 80 
 
 .6666 
 
 5.55 
 
 27 
 
 .8917 
 
 7.43 
 
 54 
 
 .7609 
 
 6.34 
 
 81 
 
 .6635 
 
 5.52 
 
 28 
 
 .8861 
 
 7.38 
 
 55 
 
 .7568 
 
 6.30 
 
 82 
 
 .6604 
 
 5.50 
 
 29 
 
 .8805 
 
 7.34 
 
 56 
 
 . 7527 
 
 6.27 
 
 83 
 
 .6573 
 
 5.48 
 
 30 
 
 .8750 
 
 7.29 
 
 57 
 
 .7487 
 
 6.24 
 
 84 
 
 .6542 
 
 5.45 
 
 31 
 
 .8696 
 
 7.24 
 
 58 
 
 .7447 
 
 6.20 
 
 85 
 
 .6511 
 
 5.42 
 
 32 
 
 .8642 
 
 7.20 
 
 59 
 
 .7407 
 
 6.17 
 
 86 
 
 .6481 
 
 5.40 
 
 33 
 
 .8589 
 
 7.15 
 
 60 
 
 .7368 
 
 6.14 
 
 87 
 
 .6451 
 
 5.38 
 
 34 
 
 .8537 
 
 7.11 
 
 61 
 
 .7329 
 
 6.11 
 
 88 
 
 .6422 
 
 5.36 
 
 35 
 
 .8485 
 
 7.07 
 
 62 
 
 .7292 
 
 6.07 
 
 89 
 
 .6392 
 
 5.33 
 
 36 
 
 .8433 
 
 7.03 
 
 63 
 
 .7254 
 
 6.04 
 
 90 
 
 .6363 
 
 5.30 
 
 136 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 137 
 
HISPANO— SUIZA 
 
 PART XXII 
 
 MODEL H—300 H. P. HISPANO-SUIZA 
 ENGINE PARTS CATALOGUE 
 
 Part No. 
 
 No. Per Engine Name of Part 
 
 B-27 1 y 2 " ID 45/64" OD x 5/64" thick 
 
 B-28 18 47/64" ID ff" OD x 5/64" thick 
 
 Gasket 
 
 B-32 1 2tt"ID2|J"ODxA" thick Gasket 
 
 B-64 20 Cotterpins 5/64" diam. x 1" long 
 
 B-93 34 6 m/m x 1 P. Nut— ff " hex. 
 
 T-129 2 Camshaft Gear Key 
 
 T-210 6 8 m/m x 1.25 P. Stud, x 1^" long 
 
 656 2 Cotterpins ^" diam. x %" long 
 
 657 10 Cotterpins &" diam. 1" long 
 B-754 1 6 m/m x 53/64" A" dia. Lock Screw 
 B-759 1 \y 2 " ID lfi" OD x &" thick Gas- 
 ket 
 
 B-760 1 ff" ID x 1A" OD x 5/64" thick 
 
 Oil Manifold Plug Gasket 
 B-761 2 31/64" ID ff" OD x 5/64 thick 
 
 Gasket 
 .315" dia. x 5^" Dowel 
 .236" dia. x %" Dowel 
 .158" dia. x 25/64" Dowel 
 W 1 27/64" OD x 5/64" thick ID 
 
 Gasket 
 Propeller Hub Key Screw 
 Stud, 6 m/m dia. x 1 P. x 1 9/64" long 
 Lockwasher for 6 m/m dia. 
 Lockwasher for 8 m/m dia. 
 6 m/m x P. x 61/64" Stud 
 5 m/m x .75 P.x A" Fill.Head Mach. 
 
 Screw 
 Magneto B. B. Nut Lock Spring 
 No. 2 Taperpin x 1)4" long 
 Crankshaft Bearing Stud, Center 
 12 m/m x 1.75 m/m Special Nut 
 
 138 
 
 B-767 
 
 8 
 
 B-768 
 
 18 
 
 B-777 
 
 2 
 
 B-780 
 
 1 
 
 B-781 
 
 2 
 
 B-784 
 
 6 
 
 B-789 
 
 33 
 
 B-790 
 
 70 
 
 B-794 
 
 16 
 
 B-803 
 
 9 
 
 B-807 
 
 1 
 
 T-853 
 
 2 
 
 B-930 
 
 8 
 
 B-933 
 
 24 
 
AERONAUTICAL ENGINES 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 B-934 
 
 4 
 
 B-938 
 
 12 
 
 T-948 
 
 12 
 
 T-949 
 
 8 
 
 B-950 
 
 24 
 
 T-952 
 
 8 
 
 T-954 
 
 18 
 
 T-961 
 
 5 
 
 T-964 
 
 16 
 
 T-984 
 
 2 
 
 T-989 
 
 2 
 
 T-990 
 
 2 
 
 T-1037 
 
 4 
 
 T-1092 
 
 8 
 
 1426 
 
 1 
 
 1437 
 
 4 
 
 1440 
 
 8 
 
 1441 
 
 3 
 
 1442 
 
 5 
 
 1443 
 
 5 
 
 1444 
 
 3 
 
 1458 
 
 13 
 
 6204 
 
 2 
 
 6207 
 
 1 
 
 6409 
 
 1 
 
 9619 
 
 2 
 
 9638 
 
 1 
 
 9667 
 
 43 
 
 9939 
 
 2 
 
 9943 
 
 2 
 
 9960 
 
 1 
 
 10377 
 
 2 
 
 10433 
 
 1 
 
 10435 
 
 1 
 
 10487 
 
 2 
 
 10491 
 
 1 
 
 10561 
 
 1 
 
 17/64" 
 
 Name of Part 
 
 Dowel Screw, 8 m/m x 1.25 P. 
 Cylinder Stud, 12 m/m x 1.75 P. 
 8 m/m x 1.25 P. x 3 &" Stud 
 Stud, 8 m/m x 1.25 P. x 1 
 
 long 
 Cylinder Cover Screw Bushing 
 Camshaft Center Bearing Screws 
 8 m/m x 1.25 P. Stud, x 
 
 long 
 Stud, 8 m/m x 1.25 P. x 1-&" long 
 
 1 32 
 
 Stud, 8 m/m x 1.25 P. x 1&' 
 
 long 
 
 Oil Pipe Flange Gasket 
 
 Oil Pipe Nipple 
 
 Oil Pipe Nipple Packing Nut 
 
 Oil Pipe Bracket Screws 
 
 Water Pipe Gasket 
 
 Magneto Support Gasket 
 
 &" dia. x %" Dowel 
 
 Magneto Cap Screws 
 
 10 m/m x 1.5 P. x l&J Stud 
 
 10 m/m x 1.5 P. x 1&" Stud 
 
 10 m/m x 1.5 P. x %" Slotted Nut 
 
 10 m/m x 1.5 P. Plain Nut 
 
 if" ID Plain Washer 
 
 H.B. Ball Bearing No. 6204 
 
 H.B. Ball Bearing No. 6207 
 
 H.B. Ball Bearing No. 6409 
 
 Camshaft Bearing, Front 
 
 Crankshaft Gear 
 
 38 m/m x 1.5 m/m P. Plug 
 
 Camshaft Front Bearing Washer 
 
 Oil Pipe Flange 
 
 Breather Cap 
 
 Water Pump Thrust Button 
 
 18 m/m x 1.5 m/m Plug 
 
 Oil Manifold Cap 
 
 Vertical Shaft Casing Nut Lock Ring 
 
 30 m/m x 1.5 P. Plug 
 
 Tachometer Coupling 
 
 139 
 
Hi S P A N O — SUIZA 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 10637 
 
 1 
 
 10693 
 
 1 
 
 10729 
 
 2 
 
 10768 
 
 1 
 
 10770 
 
 1 
 
 11041 
 
 2 
 
 11053 
 
 1 
 
 11137 
 
 2 
 
 11160 
 
 2 
 
 11161 
 
 4 
 
 11163 
 
 8 
 
 11168 
 
 1 
 
 11169 
 
 48 
 
 11188 
 
 
 11206 
 
 1 
 
 11208 
 
 
 11214 
 
 1 
 
 11233 
 
 1 
 
 11240 
 
 1 
 
 11302 
 
 12 
 
 11303 
 
 93 
 
 11305 
 
 64 
 
 11322 
 
 4 
 
 11323 
 
 8 
 
 11324 
 
 4 
 
 11326 
 
 
 11330 
 
 1 
 
 11332 
 
 
 11333 
 
 
 11334 
 
 
 11335 
 
 
 11340 
 
 16 
 
 11348 
 
 2 
 
 11373 
 
 2 
 
 11374 
 
 2 
 
 11375 
 
 2 
 
 Name of Part 
 
 Crankshaft Centering Lock Nut 
 
 Crankshaft Centering Nut Lock 
 
 Camshaft Nut 
 
 Water Pump Bushing 
 
 Water Pump Gland Nut 
 
 Camshaft Oil Tube Bracket 
 
 Oil Manifold Plug 
 
 Water Hole Plate 
 
 Wire Manifold End Tube 
 
 .066"-072" x *« R. H. Rivet 
 
 Connecting Rod Bushing Dowel 
 
 H" Packing 
 
 Cotterpins 
 
 Cord Packing 
 
 Tachometer Coupling Pin 
 
 *" dia. Wire 
 
 Motor License Plate 
 
 %" Pipe Plug 
 
 28 m/m x 1.5 P. Special Nut 
 
 8 m/m x 1.25 P. Slotted Nut 
 
 8 m/m x 1.25 P. Nut 
 
 10 m/m x 1.5 P. x 
 
 A" dia. x y 2 " long/Flat Head Rivet 
 
 Crankshaft Plug, 25 m/m 
 
 Crankshaft Plug, Small 
 
 Ignition W r ire 
 
 Name Plate 
 
 Aero Engine Brown Metal Baking 
 
 Paste 
 Aero Engine Brown Metal Baking 
 
 Primer 
 Special Aero First Coater 
 Aero Aluminum Finishing Japan, 
 
 Special 
 Ignition Wire Terminals 
 y$" dia. \y 2 " long Cotterpins 
 Camshaft Center Bearing 
 Camshaft Center Bearing Cap 
 Camshaft Rear Bearing 
 
 y - ' 
 §f " long, Nut 
 
 140 
 
AERONAUTICAL ENGINES 
 
 Name of Part 
 
 6 m/m x 1 P. x %" long, Stud, A" 
 
 diam. 
 Water Pump Shaft 
 Propeller Hub Nut Lock Ring 
 Vertical Shaft Bearing, Upper 
 Camshaft Gear 
 Valve Spring, Inner 
 Valve Spring, Outer 
 Ignition Manifold 
 lJtfMD x 1 49/64" OD Gasket 
 Ignition Manifold Straps 
 Ignition Wire Ring, large 
 Tachometer Drive Shaft 
 Tachometer Drive Shaft Bushing 
 Cylinder Water Jacket, R. H. 
 Cylinder Water Jacket, L. H. 
 Oil Manifold Tube 
 Water Pump Cover Gasket 
 Valve Guide, Exhaust 
 Crankshaft Front Bearing, Lower 
 Crankshaft Inter. Bearing, Lower 
 Connecting Rod Bearing 
 Connecting Rod Bearing Cap 
 Piston Ring 
 
 Connecting Rod Bushing 
 Piston Pin 
 
 Vertical Shaft Casing Nut 
 Inner Connecting Rod Bolt Nut 
 Inner Connecting Rod Bolt 
 Outer Connecting Rod Bolt 
 Outer Connecting Rod Bolt Nut 
 Cyl. Flange Gasket 
 Cyl. Cover Gasket 
 Valve Spring Washer, Lower 
 8 m/m x 1.25 P. x 1 A" Bolt 
 Crankshaft Bearing Stud, Front 
 10 m/m x 1 m/m P. Cylinder Stud 
 Thrust Bearing Lock Ring 
 Oil Pressure Relief Body 
 
 141 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 11386 
 
 6 
 
 11387 
 
 1 
 
 11397 
 
 1 
 
 11402 
 
 2 
 
 11403 
 
 2 
 
 11406 
 
 16 
 
 11407 
 
 16 
 
 11429 
 
 1 
 
 11440 
 
 44 
 
 11442 
 
 2 
 
 11449 
 
 8 
 
 11468 
 
 1 
 
 11469 
 
 1 
 
 11473 
 
 1 
 
 11474 
 
 1 
 
 11478 
 
 3 
 
 11480 
 
 1 
 
 11485 
 
 8 
 
 11486 
 
 1 
 
 11487 
 
 3 
 
 11488 
 
 4 
 
 11489 
 
 4 
 
 11491 
 
 32 
 
 11493 
 
 8 
 
 11494 
 
 8 
 
 11497 
 
 2 
 
 11503 
 
 16 
 
 11506 
 
 16 
 
 11507 
 
 8 
 
 11508 
 
 8 
 
 11510 
 
 2 
 
 11511 
 
 2 
 
 11513 
 
 16 
 
 11517 
 
 6 
 
 11520 
 
 2 
 
 11524 
 
 64 
 
 11525 
 
 1 
 
 11527 
 
 1 
 
HISPANO — SUIZA 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 11530 
 
 1 
 
 11531 
 
 1 
 
 11532 
 
 1 
 
 11544 
 
 8 
 
 11548 
 
 4 
 
 11567 
 
 1 
 
 11568 
 
 8 
 
 11569 
 
 2 
 
 11570 
 
 2 Sets 
 
 11574 
 
 16 
 
 11612 
 
 1 
 
 11615 
 
 1 
 
 11626 
 
 1 
 
 11630 
 
 
 11640 
 
 2 
 
 11657 
 
 1 
 
 11666 
 
 4 
 
 11667 
 
 4 
 
 11669 
 
 8 
 
 11677 
 
 26 
 
 11680 
 
 5 
 
 11694 
 
 
 11696 
 
 1 
 
 11697 
 
 1 
 
 11698 
 
 1 
 
 11699 
 
 1 
 
 11700 
 
 2 
 
 11701 
 
 1 
 
 11702 
 
 1 
 
 11703 
 
 1 
 
 11705 
 
 1 
 
 11706 
 
 1 
 
 11707 
 
 16 
 
 11721 
 
 2 
 
 11725 
 
 2 
 
 11728 
 
 2 
 
 11729 
 
 2 
 
 Name of Part 
 
 Oil Pressure Relief Spring 
 Oil Pressure Relief Plunger 
 Magneto Adv. Thrust Bearing Lock 
 
 Ring 
 Valve Tappet Washer (Admission) 
 Adm. Manifold Gasket 
 Magneto Advance Shaft Bushing 
 Admission Valve Guide 
 Camshaft 
 
 Ignition Wire Markers 
 Spark Plug Bushing Gaskets 
 Oil Manifold Tube Plug 
 64 m/m x 2 m/m P. Plug 
 Propeller Hub Key 
 Soft Iron Wire, .030" to .045" thick 
 Vertical Shaft Gear, Lower 
 Magneto Pinion 
 Connecting Rod, Outer 
 Connecting Rod, Inner 
 Cylinder Sleeve 
 Cylinder Cover Screw 
 Magneto Coupling Gear Key 
 Black (Kwick-Work) Auto Enamel 
 Magneto Advance Shaft Lever 
 Magneto Advance Locating Pin 
 Magneto Advance Disc. 
 Magneto Advance Shaft 
 6 m/m x 1 P. Cts'k. Fill. Head Screw 
 Magneto Advance Handle 
 Magneto Advance Locating Pin Nut 
 Magneto Advance Locating Pin 
 
 Spring 
 
 4" OD x 
 
 A" Washer 
 
 21/64" ID x 
 
 Cotterpin 
 
 Cotterpins 
 
 Camshaft Oil Tube 
 
 Vertical Shaft Casing, Upper 
 
 Vertical Shaft Gear, Upper 
 
 Vertical Shaft Gear Collar, Upper 
 
 142 
 
AERONAUTICAL ENGINES 
 
 Part 
 
 No. 
 
 Po. 
 
 Per Engine 
 
 11730 
 
 2 
 
 11731 
 
 8 
 
 11732 
 
 2 
 
 11733 
 
 1 
 
 11734 
 
 1 
 
 11739 
 
 8 
 
 11740 
 
 8 
 
 11744 
 
 28 
 
 11747 
 
 1 
 
 11748 
 
 1 
 
 11749 
 
 1 
 
 11750 
 
 1 
 
 11751 
 
 1 
 
 11752 
 
 3 
 
 11753 
 
 1 
 
 11754 
 
 2 
 
 11755 
 
 1 
 
 11756 
 
 2 
 
 11757 
 
 1 
 
 11758 
 
 1 
 
 11759 
 
 1 
 
 11760 
 
 1 
 
 11761 
 
 1 
 
 11762 
 
 1 
 
 11763 
 
 16 
 
 11764 
 
 3 
 
 11767 
 
 10 
 
 11768 
 
 4 
 
 11770 
 
 1 
 
 11773 
 
 2 
 
 11774 
 
 2 
 
 11775 
 
 1 
 
 11776 
 
 2 
 
 11778 
 
 16 
 
 11787 
 
 1 
 
 11782 
 
 1 
 
 11783 
 
 1 
 
 11788 
 
 1 
 
 11791 
 
 1 
 
 Name of Part 
 
 Vertical Shaft Thrust Washer 
 
 Piston 
 
 Head Pin for Vert. Shaft Lower Gear 
 
 Crankshaft Gear Washer 
 
 Chankshaft B. B. Washer 
 
 Exhaust Pipe Flange 
 
 Exhaust Pipe Flange Gasket 
 
 Magneto Advance Ball 
 
 Oil Suction Pump Body 
 
 Oil Pressure Pump Body 
 
 Oil Filter Chamber Cover 
 
 Oi Pump Gear Bearing, Front Half 
 
 Oil Pump Gear Bearing, Rear Half 
 
 Oil Pump — Drive Gear 
 
 Gear Pump Drive Pinion 
 
 Oil Suction Pump Gear 
 
 Oil Pressure Pump Gear 
 
 Oil Suction Pump Idler Gear 
 
 Oil Pressure Pump Idler Gear 
 
 Water Pump Drive Shaft 
 
 Oil Filter Ring 
 
 Oil Filter Screen 
 
 Oil Filter Spring 
 
 Water Pump Drive Shaft Spring 
 
 Piston Pin Guide Plug 
 
 10 m/m x 1.5 m/m P. Castled Nut 
 
 8 m/m x 1.25 P. x 1 ^" Stud 
 
 Oil Pump Gear Bearing Screw 
 
 Crankcase, Lower Half 
 
 Cyl. Water Inlet Connection 
 
 Cyl. Water Outlet Connection 
 
 Oil Pump Gear Bearing Set Screw 
 
 21 m/m Hose Connection 
 
 Spark Plug Bushing 
 
 Breather Tube Valve Stem 
 
 Running Magneto L. H. 
 
 Starting Magneto 
 
 Breather Tube Valve 
 
 Breather Tube 
 
 143 
 
H I S P A N O 
 
 S U 
 
 Z A 
 
 Part 
 
 No. 
 
 
 No. 
 
 Per Engine Name of Part 
 
 11796 
 
 1 
 
 Y4' Spring Key Cock 
 
 11810 
 
 1 
 
 Crankcase, Upper Half 
 
 11811 
 
 1 
 
 Oil Manifold Tube, long 
 
 11812 
 
 1 
 
 Propeller Thrust Bearing Ring 
 
 11821 
 
 1 
 
 Oil Pump Suction Pipe Bkt. Rear 
 
 11822 
 
 1 
 
 Oil Pump Suction Pipe Bkt. Front 
 
 11836 
 
 1 
 
 Oil Suction Pipe Clip 
 
 11844 
 
 13 
 
 8 m/m x 1.25 P. x 1 |f" long, Stud 
 
 11845 
 
 1 
 
 Oil Suction Pump Screen Reinf. 
 
 11846 
 
 1 
 
 Propeller Hub Flange 
 
 11848 
 
 8 
 
 Propeller Hub Bolt 
 
 11849 
 
 8 
 
 Propeller Hub Bolt Nut 
 
 11850 
 
 1 
 
 Oil Suction Pump Screen, Front 
 
 11851 
 
 3 
 
 6 m/m x 1 P. x 1 fi" Stud 
 
 11852 
 
 1 
 
 6 m/m x §f " Fill. Head Screw 
 
 11854 
 
 1 
 
 Oil Pump Suction Pipe Bkt. Gasket, 
 Front 
 
 11855 
 
 1 
 
 Oil Suction Pipe Bracket Gasket, 
 Rear 
 
 11856 
 
 1 
 
 Oil Filter Chamber Cover Gasket 
 
 11858 
 
 1 
 
 Oil Suction Pump Screen, Rear 
 
 11860 
 
 1 
 
 Oil Pump Suction Pipe 
 
 11866 
 
 2 
 
 Crankcase Rear Bearing Stud 
 
 11867 
 
 1 
 
 Magneto Support Cover Gasket 
 
 11868 
 
 2 
 
 W ID Gasket 
 
 11870 
 
 3 
 
 H" ODxfi ,/ ID Washer 
 
 11871 
 
 1 
 
 Running Magneto R. H. 
 
 11878 
 
 1 
 
 Crankshaft 
 
 11880 
 
 1 
 
 Propeller Thrust Bearing 
 
 11887 
 
 1 
 
 Propeller Hub 
 
 11893 
 
 1 
 
 Oil Pressure Relief Cap 
 
 11894 
 
 1 
 
 Water Pump Impeller 
 
 11895 
 
 1 
 
 Water Pump Cover 
 
 11896 
 
 2 
 
 Magneto Coupling Spring 
 
 11897 
 
 2 
 
 Magneto Coupling 
 
 11898 
 
 2 
 
 Magneto Coupling Spring Washer 
 
 11899 
 
 2 
 
 Magneto Pinion Nut 
 
 11900 
 
 2 
 
 Magneto Shaft Gear Nut 
 
 11901 
 
 24 
 
 R. H. Iron Rivet 
 
 144 
 
AERONAUTICAL ENGINES 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 11902 
 
 2 
 
 11903 
 
 2 
 
 11904 
 
 2 
 
 11905 
 
 2 
 
 11906 
 
 2 
 
 11916 
 
 
 11917 
 
 
 11918 
 
 
 11919 
 
 
 11927 
 
 
 11929 
 
 
 11934 
 
 
 11937 
 
 2 
 
 11944 
 
 1 
 
 11945 
 
 2 
 
 11962 
 
 2 
 
 11967 
 
 32 
 
 11968 
 
 32 
 
 11969 
 
 8 
 
 11970 
 
 8 
 
 11972 
 
 16 
 
 11973 
 
 4 
 
 12053 
 
 11 
 
 13116 
 
 
 13121 
 
 
 13122 
 
 
 13123 
 
 
 13125 
 
 
 13126 
 
 
 13127 
 
 
 13128 
 
 
 13129 
 
 
 13130 
 
 
 13288 
 
 
 13289 
 
 
 13291 
 
 3 
 
 13292 
 
 8 
 
 13294 
 
 1 
 
 Name of Part 
 
 Magneto Pinion B. B. Nut 
 Magneto Coupling Gear, 23 Teeth 
 Magneto Coupling Gear, 24 Teeth 
 Magneto Drive Shaft Gear, 24 Teeth 
 Magneto Shaft Gear, 23 Teeth 
 Oil Pump Cover Plate 
 Water Pump Drive Shaft Bushing 
 Oil Pump Cover Plate Gasket 
 Oil Pump Screen Reinf. Rear 
 Magneto Supp. Cover & B. B. Re- 
 tainer 
 Oil Pressure Gage Hose Connection 
 Magneto Advance Shaft Spring 
 Cyl. Cover Screw Dowel Bushing 
 Oil Manifold 
 Cotterpins 
 
 8 m/m x 1.25 P. x 1^" Stud 
 8 m/m x 1.25 P. x %" Bronze Nut 
 8 m/m x 1.25 P. x \y & " Titted Stud 
 Exhaust Valve 
 
 Valve Tappet Washer, Exhaust 
 Valve Tappet 
 Priming Cups 
 
 Round Head Machine Screw 
 Magneto Support- Bracket 
 Magneto Advance Link 
 Magneto Advance Yoke 
 Head Pin, .315" dia. x %" long 
 Magneto Advance Yoke Fulcrum Pin 
 Magneto Shaft Pinion 
 Magneto Drive Gear Shaft 
 Magneto Adv. Gear Reaction Spring 
 Magneto Adv. Thrust Bearing Ring 
 Magneto Adv. Thrust Bearing Nut 
 Cylinder Cover L. H. 
 Cylinder Cover R. H 
 Crankshaft Inter. Bearing, Upper 
 Admission Valve 
 Crankshaft Front Bearing, Upper 
 
 145 
 
H 
 
 SPANO— SU 
 
 Z A 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 13320 
 
 1 
 
 13329 
 
 1 
 
 11984 
 
 1 
 
 11981 
 
 4 
 
 11982 
 
 8 
 
 11983 
 
 16 
 
 11971 
 
 8 
 
 11913 
 
 
 11914 
 
 
 14018 
 
 
 11999 
 
 
 14057 
 
 n/r A f>wjTik 
 
 11951 
 
 MACnlr 
 
 2 
 
 11953 
 
 2 
 
 6203 
 
 4 
 
 11946 
 
 2 
 
 11680 
 
 2 
 
 11899 
 
 2 
 
 657 
 
 2 
 
 B-64 
 
 2 
 
 14023 
 
 2 
 
 14024 
 
 2 
 
 14025 
 
 2 
 
 11949 
 
 2 
 
 14008 
 
 2 
 
 10357 
 
 2 
 
 10685 
 
 2 
 
 11366 
 
 2 
 
 11960 
 
 2 
 
 14009 
 
 2 
 
 14010 
 
 2 
 
 14012 
 
 2 
 
 14013 
 
 2 
 
 Name of Part 
 
 Thrust Bearing Nut 
 Water Pump Body 
 U. S. Standard Name Plate 
 Cyl. Ignition Wire Manifold 
 Cyl. Ignition Wire Manifold Clip 
 -h" dia. x M" Flat Head Rivet 
 8 m/m x 1.25 P. x %" Stud 
 Propeller Hub Nut, Inner 
 Propeller Hub Nut, Outer 
 Envelope for Engine Log Book 
 Engine Log Book 
 Propeller Hub Dowel 
 
 UNE-GUN CONTROL DRIVE 
 
 Interrupter Gear Shaft 
 
 Interrupter Gear Shaft B. B. Nut 
 
 HB Ball Bearing No. 6203 
 
 Interrupter Ball Bearing Spacer 
 
 Key 
 
 12 m/m x 1.25 P 
 
 Cotterpins 
 
 Cotterpins 
 
 Interrupter Brace Stud 
 
 Interrupter Brace Spring 
 
 21/64" xM"ODx ^" Thick 
 
 Interrupter Gear Shaft Housing 
 
 Interrupter Drive Gear 
 
 Vertical Shaft Gear Hous. Pack. Nut 
 
 Vertical Shaft Gear Hous. Gasket 
 
 Vertical Shaft Lower Bearing Screw 
 
 Interrupter Gear Shaft Housing 
 
 Gasket 
 Interrupter Drive Pinion 
 Vertical Shaft Bearing (Lower) 
 Interrupter Drive Gear Housing 
 Interrupter Gear Housing Cover 
 
 ft" Slotted Nut 
 
 146 
 
AERONAUTICAL ENGINES 
 
 NA-D6 ST ROMBERG CARBURETOR USED 
 ON FIRST 500 ENGINES 
 
 Part 
 
 No. 
 
 No. 
 
 Per Engine 
 
 B-28 
 
 9 
 
 B-93 
 
 6 
 
 B-782 
 
 4 
 
 B-789 
 
 6 
 
 B-803 
 
 2 
 
 9667 
 
 3 
 
 10433 
 
 4 
 
 10830 
 
 2 
 
 11303 
 
 4 
 
 11379 
 
 5 
 
 11440 
 
 3 
 
 11443 
 
 10 
 
 11512 
 
 16 
 
 11546 
 
 1 
 
 11547 
 
 2 
 
 11566 
 
 1 
 
 11796 
 
 1 
 
 11837 
 
 1 
 
 11891 
 
 1 
 
 11922 
 
 1 
 
 11923 
 
 1 
 
 11966 
 
 6 
 
 12277 
 
 2 
 
 13428 
 
 1 
 
 13429 
 
 2 
 
 xl 
 
 1 ' 
 
 .32 
 
 / m dia. 
 
 long 
 
 x ^" Fill Head Screw 
 
 Nut 
 Hose 
 
 Name of Part 
 
 47/64" ID Gasket 
 
 6 m/m x 1 P. Nut 
 
 Stud, 8m/mxl.25P 
 
 Lockwasher for 6 m/ 
 
 5 m/mx .75 P 
 
 38 m/m x 1.5 P. Plug 
 
 18 m/m x 1.5 P. Plug 
 
 Water Outlet Flange 
 
 8 m/mx 1.25 P. x^" 
 
 Connection for y 1 D 
 
 \y 2 " ID Gasket 
 
 Straight Pin 
 
 Spark Plugs 
 
 Carburetor Flange Gasket 
 
 Admission Manifold Tee Gasket 
 
 Admission Manifold Filler Ring 
 
 Y%' Spring Key Cock 
 
 Carburetor (Type NA-D6 Strom 
 
 berg) 
 Carburetor Support 
 Admission Manifold Extension 
 Admission Manifold Adjusting 
 
 tension 
 Stud, 6 m/m x 1 P. x \\i" long 
 Inlet Tube Lock 
 Admission Manifold Tee 
 Admission Manifold 
 
 Ex- 
 
 NA-V6 STROMBERG CARBURETOR USED 
 AFTER FIRST 500 ENGINES 
 
 Admission Manifold Packing Nut 
 
 Cotterpin 
 
 Water Hole Plate 
 
 8 m/m x 1.35 P. Slotted Nut 
 
 Admission Manifold 
 
 Carburetor Extension 
 
 Admission Manifold Packing Nut 
 
 13433 
 
 1 
 
 B-64 
 
 6 
 
 11137 
 
 2 
 
 11302 
 
 6 
 
 11974 
 
 2 
 
 11975 
 
 2 
 
 11976 
 
 2 
 
 147 
 
H 
 
 S P A N O 
 
 SUIZA 
 
 Part No. 
 
 No. Per Engine Name of Part 
 
 11977 2 Carburetor Extension Gasket 
 
 11978 6 8 m/m x 1.25 P. x W Drilled 
 
 Bolt 
 
 11979 Carburetor Support 
 
 LIST OF SPECIAL TOOLS AND PARTS 
 
 SHIPPED WITH EACH MODEL H 300 
 
 H. P. HISPANO-SUIZA ENGINE. 
 
 11986 
 
 I Carburetor (Type NA-V6 Strom- 
 berg) 
 Valve Adjusting Wrench Handle 
 
 11144 ] 
 
 11315 ] 
 
 Single End Wrench for ^" hex. 
 
 12221 ] 
 
 Propeller Hub Nut Wrench Assembly 
 
 11987 : 
 
 I Valve Clearance Gauge 
 
 12172 ] 
 
 Assorted Cotterpins Assembly 
 
 14049 ] 
 
 L Water, Oil Pump & Vert. Shaft Nut 
 
 
 Wrench 
 
 14050 ] 
 
 Adjustable Hook Spanner Wrench 
 
 14051 ] 
 
 Adjustable Hook Spanner Wrench 
 
 14052 ] 
 
 Spark Plug Wrench 
 
 14053 ] 
 
 ^"dia. Wrench Handle 
 
 14054 ] 
 
 Cylinder Stud Nut Wrench 
 
 14055 ] 
 
 Valve Adjusting Wrench 
 
 14056 : 
 
 I Valve Adjusting Wrench Pins 
 
 14062 ] 
 
 H" hex. Socket Wrench 
 
 12226 ] 
 
 Piston Pin Plug Remover 
 
 14077 
 
 Instruction Book 
 
 14078 ] 
 
 Tool Box 
 
 14079 ] 
 
 Spare Parts Box 
 
 11785 ] 
 
 Magneto Repair Kit (Simms) 
 
 11229 ] 
 
 I Magneto Repair Kit (Dixie) 
 
 148 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 149 
 
H 
 
 SPANO— SUIZA 
 
 MEMORANDUM 
 
 150 
 
AERONAUTICAL ENGINES 
 
 M E MO R A N D U M 
 
 151 
 
H 
 
 S P A N O 
 
 SUIZA 
 
 MEMORANDUM 
 
 152 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 153 
 
H 
 
 S P A N O 
 
 SUIZA 
 
 MEMORANDUM 
 
 154 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 155 
 
H I S P A N O 
 
 SUIZA 
 
 MEMORANDUM 
 
 156 
 
AERONAUTICAL ENGINES 
 
 = 
 
 MEMORANDUM 
 
 157 
 
H I S P A N O 
 
 SUIZA 
 
 MEMORANDUM 
 
 158 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 159 
 
H I S P A N O 
 
 SUIZA 
 
 MEMORAND U M 
 
 160 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 161 
 
H 
 
 S P A N O 
 
 SUIZA 
 
 MEMORANDUM 
 
 162 
 
AERONAUTICAL ENGINES 
 
 MEMORAND U M 
 
 163 
 
H I S P A N O 
 
 SUIZA 
 
 MEMORAND U M 
 
 164 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 165 
 
H I S 
 
 A N O 
 
 SUIZA 
 
 MEMORAND U M 
 
 166 
 
AERONAUTICAL ENGINES 
 
 MEMORANDUM 
 
 167 
 
HISPANO — SUIZA 
 
 MEMORANDUM 
 
 168 
 

 
 
 
Plate 53 
 
 Section-End View Assembly with Vertical Carburet* 
 
WA 
 
 / 
 

 
 
 
 
 ■ 
 
Plate 52 
 
 Section End View Assembly with V'ee Carburetor 
 
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