Warner Engine Handbook:
Unpacking and Storage
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Section III - Unpacking, Storage Preparation and Re-Packing Procedures
a. The models SS50 and SS50A engines will be packed, unpacked and prepared for storage in accordance with the instructions given in this section.
b. Engines which are to be shipped or stored will be packed in cases furnished by the Warner Aircraft Corporation.
c. All Warner Engines for domestic shipment will be prepared in accordance with instructions under "temporary storage" in Preparation of Engines for Storage part of this section.
d. All export engines and only those domestic engines specifically designated by purchaser as intended for long storage will be prepared for "Extended Storage" at additional charges as outlined in Preparation of Engines for Storage Section.
The engine is shipped in a substantial crate with the crankshaft in the vertical position. The upper part of the crate is merely a cover, held in place with wood screws through the angle-irons at the four corners of the case. The box, after the cover is removed, should be laid on the side next to the carburetor. Care must be taken to see that the crate does not tip over when this position. The Scarab and Super Scarab Engines can then be fastened to a hoist by means of the engine lifting eyes, which will be found at the rear ends of the two upper crankcase bolts, using Tool No. FA-58. Where this tool is not available, use a wooden spacer or a piece of steel tubing approximately 18 inches long to hold the ropes or cables apart, which lead from the lifting eyes to the hoist. After the hoist has been secured to the engine, the four nuts holding the engine shipping plate to the crate should be removed, and the engine and plate removed from the crate together. The shipping plate should then be removed from the engine by removing the attaching bolts. Spark plugs should not be installed until later, as covered in paragraph 3-c.
Since the use of leaded aviation fuels is becoming more and more predominant, it is imperative that engines be protected against the corrosion effects of such fuels, during inoperative periods. The degree of such protection depends upon the duration of the inoperative period. From the Civil Aeronautics Administration Safety Regulation Releases No. 148 and 180, the following procedures are given:
Idle the engine for at least 5 minutes before stopping it, to draw oil up to the combustion chamber.
Inject or spray into each cylinder through a spark plug opening, fresh lubricating oil or a mixture of lubricating oil and corrosion preventive compound (one part of corrosion preventive compound to three parts of engine lubricating oil) and turn the engine through several complete revolutions by hand, thus coating all surfaces in the combustion chamber. Corrosion preventive compounds may be obtained commercially both as a concentrate and mixed with lubricating oil.
When the engine is to be kept in a flyable condition but is to remain idle for this period of time, corrosion prevention should be carried out, due to variable atmospheric conditions. When it is impracticable to operate the engine at least once a week, observance of the following procedures should provide adequate protection under normal conditions. If the aircraft is stored near salt water or in a tropical area, or under other unfavorable conditions, it may be necessary to prepare the engine for dehydration in accordance with the procedures listed in paragraph 3-e. (Dead Storage)
1. If not previously accomplished, the lubrication system should be serviced with a corrosion preventive mixture such as one part of compound and three parts of engine lubricating oil. The engine should be run on regular 73 octane fuel for at least 15 minutes or until the oil reaches operating temperatures. This operation should not be conducted in a sandy or dusty area. It is not necessary to drain the compound-lubricating oil mixture from the oil tank.
2. Spray the exhaust valves with compound-lubricating oil mixture through the spark plug openings with each exhaust valve successively open.
3. Spray each cylinder bore through the spark plug openings with the piston at the bottom of the stroke in order to cover as much of the interior surface of the cylinder as possible. Each cylinder should then be resprayed through the spark plug openings without further turning of the crankshaft.
After engines have been in temporary storage from one to eight weeks, before returning the engine to service, the instructions given in paragraph 4, Section IV, pertaining to Ground Test Prior to Flight should be carried out.
When the engine is not to be operated for an extended period of time, eight weeks or over, the following procedure should be conducted:
1. EXHAUST PORTS. The exhaust manifolds should be removed from the engine and each exhaust port sprayed with sufficient quantity of compound-lubricating oil mixture to thoroughly coat the exhaust valves. The shipping baffles should be installed on all exhaust ports with one Hydrol gasket which has been dipped in the compound-lubricating oil mixture, next to the exhaust port. The baffles should be installed with the sanded side next to the Hydrol gasket and secured with 1/4" lock washers and nuts which should be finger tight plus 1/4 turn with a wrench. Care must be exercised in tightening the nuts to prevent warping the baffle.
2. THRUST BEARING. The thrust bearing cover should be removed and the thrust bearing thoroughly coated with the compound-lubricating oil mixture, and the thrust cover reinstalled and tightened.
3. CARBURETOR. The carburetor should be removed and emptied of all residual gasoline. It should then be filled with Grade 1065 lubricating oil which must be worked into the passages by operating the throttle and by rotating the carburetor in all directions. The oil is then emptied from the carburetor bowl and the carburetor reinstalled on the engine. Then install two 1/4 lb. bags of Silica Gel in the carburetor air horn and attach the heater valve substituting cover and gasket with cap screws to form an airtight seal. Plug the fuel inlet.
4. OIL INLET AND OUTLET NIPPLES. The oil inlet and outlet nipples are covered withnon-hygroscop1c tape to form an airtight seal.
5. BREATHER AND TACHOMETER DRIVE. The breather and tachometer drive openings are sealed with non-hygroscop1c tape to seal out the air.
6. CYLINDER BORES. The procedure given in paragraph
3-c (3) should be carried out.
7. SPARK PLUG OPENINGS. 14 AMS AS-7 spark plug substituting dehydrator plugs are installed in the spark plug openings and tightened to a torque or 300-360 lbs. after the seals have been removed from the dehydrator plugs. Do not remove these seals until ready to install in the engine. The dehydrator plugs should be inspected weekly and changed as soon as their color indicates unsafe storage conditions.
8. PROPELLER SHAFT. The exposed surface or the crankshaft should be thoroughly coated with corrosion preventive mixture. If the crankshaft is a tapered one, it should be wrapped with greaseproof paper and taped with the non-hygroscopic tape. If the shaft if splined, the greaseproof paper should be used and the shipping tube installed over the paper. Install the crankshaft end plastic shipping cap.
9. ROCKER BOXES. The rocker box covers should be removed and the valves, valve stems, guides and rocker arms coated with the compound-lubricating oil mixture. Replace and tighten the covers.
10. MAGNETOS. Seal the magneto vents with non-hygroscopic tape. Coat the cam and all other distributor breaker mechanism parts, except the points, with petrolatum. Seal all joints where moisture might enter with a coating of melted wax compound.
11. OTHER EXPOSED SURFACES. The exposed unpainted surfaces of ferrous metal parts of the engine accessories such as pumps, starters, manifolds, etc., should be thoroughly coated with corrosion preventive compound.
12. ENGINE COVERS. All engines installed in aircraft should be covered with engine covers furnished with the airplane and securely fastened.
In addition to the instructions given in Section IV, the following should be carried out:
1. Remove dehydrator plugs from spark plug openings, silica gel bags from carburetor, cover plates from carburetor and exhaust ports, tape, plugs etc., which have been installed to close the various openings.
2. Reinstall the exhaust collector rings.
3. Connect fuel and oil lines, controls etc.
4. Clean the propeller shaft and re- mount the propeller.
5. Remove the carburetor and flush out with gasoline. Then re-install and safety.
6. Clean any oil accumulation from the breaker points in the magnetos. Remove any trace of oil or grease from the inside of the magneto breaker housings with acetone, then dry the housing thoroughly. Do not remove the oil from the cam oiler felt or the magneto.
7. Clean inspect and install (if previously removed) all accessories such as starters, pumps etc.
8. Clean and adjust the spark plugs and install in the engine.
9. Pre-oil the engine before starting to completely fill all lubricating passages and the oil inlet line by means of an external pump or without the aid of such pump as follows:
a. Anti-corrosion compound-lubricating oil mixture, consisting of three parts lubricating SAE 60 oil and one part compound.
b. AMS AS-7 Plug - shipping - engine cylinder dehydrator - spark plug substituting (14 required).
c. AMS 342O Dehydrator - silica gel - 1/4 Ib. bags (2 required)
d. *Tube - shipping - SAE #20 spline - crankshaft protector (1 required)
e. AMS 3542 paper - Grade A - wrapping for crankshaft.
f. *Cap - shipping - SAE #20 spline - crankshaft end protector (1 required)
g. *Cover- carburetor heat control valve substituting (1 required)
h. *Gasket - carburetor heat control valve substituting cover (1 required)
i. ANS 3810 Non-Hygroscopic tape for sealing engine openings and tapered crankshaft wrapping.
j. *Baffles - exhaust port shipping - Tenite #2 (7 required)
k. *Hydrol gaskets - exhaust port flange (7 required)
1. Most of the above articles can be obtained at the local airports. However, all of these items are obtainable at the Warner Aircraft Corporation.
2. * indicates that these items can be furnished by the Warner Aircraft Corporation only.
3. A corrosion preventive compound which when mixed with 3 parts of engine lubricating oil affords protection of internal engine parts under dehydration and does not require de-preservation. For contact preservation of all exposed ferrous surfaces where permanent protection is required and on parts suited to de-preservation methods, it should be used as originally prepared without mixing with oil.
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