MediaWiki API result

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    "warnings": {
        "main": {
            "*": "Subscribe to the mediawiki-api-announce mailing list at <https://lists.wikimedia.org/mailman/listinfo/mediawiki-api-announce> for notice of API deprecations and breaking changes."
        },
        "revisions": {
            "*": "Because \"rvslots\" was not specified, a legacy format has been used for the output. This format is deprecated, and in the future the new format will always be used."
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        "pages": {
            "19": {
                "pageid": 19,
                "ns": 0,
                "title": "TORQUE LOADING TABLE",
                "revisions": [
                    {
                        "contentformat": "text/x-wiki",
                        "contentmodel": "wikitext",
                        "*": "== TORQUE LOADING TABLE ==\nTo assist overhaul and maintenance operators to ensure that correct loads are applied when tightening certain nuts on Gipsy Major Series 10 engines, the table set out below lists the respective torque loading values. These values are subject to threads being lubricated, and not being stiff to turn during any part of their travel ; they are not the loadings to be applied when the appropriate studs are being inserted. The table will be amended accordingly when appropriate torque loading values are issued for other components of the engine.\n\n{| class=\"wikitable\"\n|-\n|\n''Nut Part No.''\n\n|\n<center>''Descriplion''</center>\n\n|\n<center>''Torque Loading (lb. in.) and recommended tools''</center>\n\n|-\n|\n800-CN-1\n\n|\nNut, Intermediate and Rear Main Bearing\n\n|\n<center>500 to 600</center>\n\nMSW 208, TQ.S0A\n\n|-\n|\n800-CN-2\n\n|\nNut, Front Main Bearing\n\n|\n<center>300 to 400</center>\n\nMSW 207, TQ.S0A\n\n|-\n|\nN.372 or\n\nN.376\n\n|\nNut, Rocker Bracket (pre-mod. 2197)\n\n|\n<center>300</center>\n\n<center>MSW 205. TQ.S0A</center>\n\n|-\n|\nN.6542\n\n|\nNut, Rocker Bracket (mods. 2197 or 2282)*\n\n|\nTighten to 360, slacken completely and then retighten to 275.\n\nMS W 204, TQ.S0A\n\n|-\n|\n1900/3\n\n|\nNut, Connecting Rod\n\n|\n<center>180 to 270\n\nMSW 204, TQ.50A</center>\n\n|-\n|\n801/16B\n\n|\nNut, Cylinder, Holding Down\n\n|\n<center>350 to 400 mod. 2329 T79017\n\nT79013\n\nT86451</center>\n\n|}\nCylinder Heads (mods. 2197 and 2282)\n\nModification 2197 introduces a redesigned cylinder head of L.35 (' Y' alloy) which provides for the attachment of the rocker bracket to the cylinder head with three studs and one bolt. The rocker platform provides better support by improved cylinder head webbing ; the valve rocker bracket supports the valve rocker cover thus dispensing with the stirrup bracket ; the cylinder head cooling is improved by additional finning in the vicinity of the exhaust port ; and 14 mm. sparking plug adapters replace the l 2 mm. type. When this modification is embodied, the / 2 mm. sparking \"plug end fittings of unscreened, and screened ignition cables are replaced with end fittings suitable for use with the 14 mm. screened type sparking plugs.\n\nAs an alternative to the cylinder head mod. 2197, a cylinder head mod. 2282 is introduced incorporating 12 mm. plug adapters to permit the use of 12 mm. sparking plugs.\n\nWhen assembling the rocker bracket to the cylinder head, it is important that all the rocker bracket attachment nuts are tightened in rotation with small torque increments until the final torque loading value is obtained."
                    }
                ]
            },
            "20": {
                "pageid": 20,
                "ns": 0,
                "title": "Testing after Overhaul",
                "revisions": [
                    {
                        "contentformat": "text/x-wiki",
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                        "*": "== TESTING AFTER OVERHAUL ==\n\nAn overhauled aero-engine must be submitted to and pass certain tests before it can be approved as satisfactory for a further period of service. The tests are divided into two groups, the first being an Endurance Test intended as a loading check of the engine, and as an indication of the power performance and the fuel and oil consumptions, and the second group, following the dismantling inspection and re-assembly of the engine, being a Final Test made to determine the performance of the engine prior to acceptance for service.\n\nThe tests are made, in accordance with the procedure specified in the appropriate Engine Test Schedule, with the engine either filled with a propeller or test fan, or coupled to a dynamometer or other approved means of absorbing the power output of the engine. As the engine type specification states the engine output in definite terms of brake horsepower, a newly manufactured engine receives its Final Test mounted on a dynamometer test bench or using an approved type of torque-meter. All Gipsy engines manufactured or overhauled by The de Havilland Engine Company are tested by the dynamometer test bench method, and operators who have similar dynamometer test equipment will be able to adopt the same procedure.\n\nHowever, when testing an overhauled engine, it is not essential to measure the power output in terms of brake horse-power and, where dynamometer test equipment is not available or not practicable, all the requirements of the tests can be met by using a calibrated test fan, or a propeller adjusted to act as a test fan, and running the engine in an approved fan test cell.\n\nWhen a propeller is used as a test fan the adequacy of engine cooling must be assured ; this may be done by fitting a larger airscoop with a variable air-inlet. As the propeller blade stresses may be more severe when operated under static engine running conditions in a test cell, a propeller, after being approved for use as a test fan, must not be used subsequently for flight purposes. Furthermore, the period of time that a flight propeller is retained in service as a test fan may also be restricted.\n\nTo ensure consistent test results by the fan test method the test cell and test equipment must be adequate for the purpose, and effects due to environ\u00ad ment and climatic conditions must be accounted for in the observed results. The test fan must have been approved as being suitable for use for the particular type of engine, and be satisfactorily calibrated to establish its Standard r.p.m. on an especially calibrated engine in the. test cell in which the fan is to be used.\n\nThe calibrated test fan provides a convenient means of loading the engine during the test, and of assessing engine performance in terms of r.p.m. at specified running conditions, by comparison with the \u201cStandard\u201d r.p.m. of the fan. The acceptance of the fan tested overhauled engine is dependent upon the observed r.p.m. values obtained, after due correction for variation from standard atmospheric conditions, being within certain defined limits stated in the acceptance limitations of the Engine Test Schedule.\n\nSeparate test schedules are prepared for each mark of engine and where the test cell is situated at more than 1,000 ft. above sea level, individual test schedules are required for each locality. Therefore, operators contemplating overhauling Gipsy engines should write to the Service Department of The de Havilland Engine Company Limited at the address given on page ii at the beginning of this handbook, giving details of the engines they propose to test, the height of the proposed site above sea level, and requesting full details of the test cell equipment, test fan calibration and the procedure for testing overhauled engines."
                    }
                ]
            }
        }
    }
}