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| | NOTE : A list of its contents and illustrations appears at the beginning of each chapter. | | NOTE : A list of its contents and illustrations appears at the beginning of each chapter. |
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| − | {| class="prettytable" | + | {| class="wikitable" |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | FRONTlSPlECE
| + | FRONTISPIECE |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | FOREWORD | + | [[FOREWORD]] |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | INTRODUCTION LEADING PARTICULARS | + | [[INTRODUCTION]] |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | LUBRICATlNG OILS
| + | [[LEADING PARTICULARS]] |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | OPERATING LIMITATIONS
| + | [[LUBRICATlNG OILS]] |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | GIPSY MAJOR MK. 8
| + | [[OPERATING LIMITATIONS]] |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| − | TORQUE LOADING TABLE
| + | [[GIPSY MAJOR MK. 8]] |
| | | | |
| | |- | | |- |
| | | colspan="2" | | | | colspan="2" | |
| | + | [[TORQUE LOADING TABLE]] |
| | + | |
| | + | |- |
| | + | | |
| | CHAPTER | | CHAPTER |
| | + | |
| | + | | |
| | | | |
| | |- | | |- |
| Line 49: |
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| | | | | | |
| − | Description of Engine. | + | [[Description of Engine]]. |
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| | |- | | |- |
| Line 147: |
Line 153: |
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| | | | | | |
| − | Testing after Overhaul. | + | [[Testing after Overhaul]]. |
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| | |- | | |- |
| Line 203: |
Line 209: |
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| | |} | | |} |
| − |
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| − |
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| − | <center>FOREWORD</center>
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| − |
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| − | This handbook is issued for the guidance of all concerned in the operation, maintenance and overhaul of Gipsv Major Scries 10 engines. This information is also applicable to Gipsy Major Mk.8 engines; see also page ix. As a book of reference, it should always be at hand and careful attention to the information and advice it contains will do much to ensure satisfactory service. This handbook should not be regarded as being a text-book of current general engineering and aeronautical engineering knowledge but must be interpreted against a background of such knowledge.
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| − |
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| − | Every effort is made to ensure the technical accuracy of both text and illustrations at the time of going to press but insignificant changes may occur which will slightly alter the final product In some minor detail. Essential modifications will be dealt with by amendment sheets so that the handbook can be kept up to date.
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| − |
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| − | This <nowiki>har.Jhr.ok</nowiki> should be used in conjunction with the Technical News Sheets and Modification News Sheets ssued r. :he Service Department of the Company, as these will give interim information of developments in Jw' jm and recommendations in servicing technique pending the issue of further amendments.
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| − |
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| − | Operators are stronglv advised to consult the Service Department of the Company in all cases of difficulty or uncertainty, and are reminded that the Company’s service engineers are always at their disposal should they require technical assistance. Maintenance, repair, and complete overhaul service are also available and estimates for these services will be supplied on request. All enquiries should be adressed to:
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| − |
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| − | The Technical Services Department,
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| − |
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| − | H+S Aviation Ltd. , Division One.
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| − |
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| − | Airport Service Road,
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| − |
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| − | Ports1110Uth, Hampshire , F03 SPJ
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| − |
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| − | England
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| − |
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| − | Details of modification sets are provided by the Engine Service Department and are issued in the form of Modification News Sheets concurrently with Quotation Sheets giving the availability dates, or prices for sets of modification parts. Where no flotation Sheet is available, such information may be obtained on application to:
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| − |
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| − | H+S Aviation Ltd. , Division One.
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| − |
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| − | Airport Service Road,
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| − |
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| − | Ports1110Uth, Hampshire , F03 SPJ
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| − |
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| − | England
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| − |
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| − | When making an enquiry concerning modifications. it would be appreciated if operators indicated the: approximate number of modifications sets they may eventually order.
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| − |
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| − | NOTE: Where the name "de Havilland". or "Bristol Siddeley" appears in this publication it should be read as “Rolls-Royce Limited”.
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| − |
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| − | <center>INTRODUCTION</center>
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| − |
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| − | THE GIPSY MAJOR SERIES 10 is the smallest or the current range of de Havilland Gipsy engines. The basic design follows the familiar Gipsy pattern. It is an air-cooled, four-stroke, in-line engine with push-rod-operated poppet valves, and in common with all Gipsy engines, except the Gipsy I and Gipsy II, it is inverted. Among the aircraft powered by this Series are the “Chipmunk”, the Australian “Drover” and the Swedish “Safir”
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| − |
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| − | There are two marks of this engine in service, the Gipsy Major 10 Mk. 1, and the Gipsy Major 10 Mk. 2 : each mark having variants to suit different installations. The main differences between the marks and their variants are summarized below.
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| − |
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| − | THE GIPSY MAJOR 10 Mk. 1-1 was developed from the Gipsy Major 1. It has aluminium cylinder heads permitting the use of fuels containing up to a maximum of 4,0 ml. Tetra-ethyl-lead (T.E.L.) per Imperial gallon. A manual mixture control is provided, enabling the weakest mixture for maximum power conditions to be maintained within the maximum weak-mixture cruising limitations, and providing adequate control to obviate over-rich mixture during all other conditions of flight. Fuel is supplied to the nonnal float type of carburettor by a pair of diaphragm type fuel pumps operated by eccentrics on the camshaft. Dual ignition is provided by a p.1ir of independent rotating-armature type magnetos and screened or unscreened ignition equipment may be fitted as required. The principal bearings are lubricated by oil under pressure from a spurgear pump. and the oil is returned to the aircraft tank by two similar scavenge pumps. Provision is made for a three jaw electric starter but no other engine-driven accessories can be fitted. Alternative engine speed indicator (E.S.I.) drives may be fitted, giving single or dual engine-speed (l to I) or quarter-engine speed (I to 0·25) as required. The propeller hub is located on a I in 10 tapered extension of the crankshaft by a key.
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| − |
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| − | THE GIPSY MAJOR 10 Mk. 1-3 is similar to the 10 Mk. 1-1 except that the rear cover has been redesigned to provide drives and mounting faces for a generator and a vacuum pump, and incorporates a single engine-speed (I to I) E.S.I. drive.
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| − |
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| − | THE GIPSY MAJOR 10 Mk. 1-7 (mod. 2244) is identical with the 10 Mk. 1-3 except that a dual engine-speed (I to I) E.S.I. drive is incorporated, and a special propeller spinner attachment is provided to suit a particular installation.
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| − |
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| − | THE GIPSY MAJOR 10 Mk. I-IA. l-3A and 1-7A (mod. 2385) are, basically, similar to the 10 Mk. 1-1, 1-3 and J-7 respectively, except that they have the strengthened crankshaft with the parallel splined propeller shaft as fitted in the Gipsy Major 10 Mk. 2, to permit the fitment of a Fairey Reed metal propeller. The crankcase and the top cover are modified to accommodate this crankshaft, and the modified crankshaft bearings are of the Hoyt white-metalled type. As with all other variants of the Gipsy Major Series 10 engines, provision is made on the induction manifold for Ki-gass priming.
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| − |
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| − | THE GIPSY MAJOR 10 Mk. 2 is a development of the 10 Mk. 1-3. It has a strengthened crankshaft \\ith a No. 1 S.B.A.C. parallel splined propeller shaft, and Vandervell main bearings in place of the white-metalled type ; the crankshaft is strengthened by increasing the diameter of the main journals by 1 mm. Sodium cooled exhaust valves permit the use of fuels containing up to S,S ml. of T.E.L. per Imperial gallon, and a stainless steel heater muff on the induction manifold is fitted ; there is provision for Ki-gass priming. The rear cover incorporates a single quarter engine speed (1 to 0·25) E.S.I. drive {pre-mod. 1634 the 10 Mk. 2 bad the 1 to 1 drive as fitted to the 10 Mk. 1-3), and a twelve-jaw starter dog permits the use of a cartridge starter as an alternative to an electric starter.
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| − |
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| − | THE GIPSY MAJOR 10 Mk. 2-1 (mod. 2290) is similar to the 10 Mk. 2 but incorporates certain external modifications to make it installationally interchangeable with the 10 Mk. 1-3 in the Auster JS 'L. These modifications include : a special induction manifold and starboard ignition harness : fuel pump priming levers ; engine-speed (1 to 1I) E.S.I. drive ; propeller hub for Fairey Reed propeller with modified spinner attachment ; and a three-jaw starter dog on the crankshaft this last feature precluding the use of a cartridge starter.
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| − |
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| − | THE GIPSY MAJOR Mk. 8 is the R.A.F. version of the 10 Mk. 2 and reference should be made to page ix for further information regarding this engine.
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| − |
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| − |
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| − |
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| − |
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| − | LEADING PARTICULARS
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| − |
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| − | {| class="prettytable"
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| − | |-
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| − | |
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| − |
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| − |
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| − | |
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| − | Gipsy Major 10.
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| − |
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| − | Mark 1-1. 1-3. 1-7. I-IA. I-JA,
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| − |
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| − | l-7A
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| − |
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| − | |
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| − | Gipsy Major 10,
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| − |
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| − | Mark 2.1-1
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| − |
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| − | |-
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| − | |
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| − | TYPE
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| − |
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| − | |
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| − | Four-cylinder, in-line, inverted, air-cooled. four-stroke, O.H.V., un-supercharged, direct drive
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| − |
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| − | |
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| − | Four-cylinder, in-line, inverted, air-cooled. four-stroke, O.H.V., un-supercharged, direct drive
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| − |
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| − | |-
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| − | |
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| − | ROTATION
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| − |
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| − | |
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| − | Left-hand tractor
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| − |
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| − | |
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| − | Left-hand tractor
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| − |
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| − | |-
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| − | |
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| − | CRANKSHAFT JOURNAL DIAMETER
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| − |
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| − | |
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| − | Mk. 1-1. 1-3, 1-7 (mod. 2244) only
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| − |
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| − | |
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| − |
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| − |
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| − | |-
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| − | |
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| − | Tapered propeller shaft
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| − |
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| − | |
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| − | 49,976 mm., 1,970 in.
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| − |
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| − | |
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| − |
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| − |
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| − | |-
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| − | |
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| − | CRANKSHAFT JOURNAL DIAMETER
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| − |
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| − | |
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| − | Mk. I—IA. I—3A, and 1—7A
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| − |
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| − | (mod. 2385) only
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| − |
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| − | |
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| − |
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| − |
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| − | |-
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| − | |
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| − | Splined propeller shaft
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| − |
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| − | |
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| − | 51.976 mm., 2-046 in.
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| − |
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| − | |
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| − | 51,976 mm., 2-046 in.
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| − |
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| − | |-
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| − | | colspan="3" |
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| − | CYLINDER:
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| − |
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| − | |-
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| − | |
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| − | BORE
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| − |
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| − | |
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| − | 118 mm., 4·646 in.
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| − |
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| − | |
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| − | 118 mm., 4·646 in.
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| − |
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| − | |-
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| − | |
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| − | STROKE
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| − |
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| − | |
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| − | 140 mm., 5·512 in.
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| − |
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| − | |
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| − | 140 mm., 5·512 in.
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| − |
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| − | |-
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| − | |
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| − | SWEPT VOLUME
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| − |
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| − | |
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| − | 6,124 litres, 373·7 cu. in.
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| − |
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| − | |
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| − | 6,124 litres, 373·7 cu. in.
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| − |
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| − | |-
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| − | |
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| − | IDENTIFICATION
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| − |
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| − | Commencing from propeller
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| − |
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| − | |
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| − | 1, 2, 3, 4
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| − |
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| − | |
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| − | 1, 2, 3, 4
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| − |
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| − | |-
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| − | |
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| − | FIRING ORDER
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| − |
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| − | |
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| − | 1, 3, 4, 2
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| − |
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| − | |
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| − | 1, 3, 4, 2
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| − |
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| − | |-
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| − | |
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| − | COMPRESSION RATIO
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| − |
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| − | |
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| − | 6 to 1
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| − |
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| − | |
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| − | 6 to 1
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| − |
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| − | |-
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| − | |
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| − | PERFORMANCE
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| − |
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| − | |
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| − | See page viii
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| − |
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| − | |
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| − | See page viii
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| − |
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| − | |-
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| − | |
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| − | NET DRY WEIGHT
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| − |
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| − | |
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| − | Mk. 1-1. 315 lb. 142,9kg. ±1½ %
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| − |
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| − | Mk. 1-1A 319 lb., 144,7 kg. ±1½ %
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| − |
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| − | Mk. 1-3, 1-7. 321 lb., 145.6 kg. ±1½%
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| − |
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| − | Mk. 1-3A, l-7A. 325 lb., 147,4 kg.±1½%
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| − |
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| − | |
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| − | 325 lb., 147,4 kg. ±2½ %
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| − |
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| − | |-
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| − | CARBURETTOR
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| − |
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| − | |
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| − | One Hobson float-chamber type Al.48 NM (Pre-mod.1867),Al.48 PM (Mod. 1867) or Al.48 NM/I (Mod. 2245) with manually operated mixture (altitude) control
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| − |
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| − | |
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| − | One Hobson float-chamber type AI.48 PM with manually operated mixture (altitude) control
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| − |
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| − | |-
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| − | FUEL
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| − |
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| − | |
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| − | Minimum grade: 80 octane
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| − |
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| − | Maximum lead content : 4,0 ml. T.E.L. per Imperial gallon
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| − |
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| − | |
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| − | Minimum grade: 80 octane
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| − |
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| − | Maximum lead content: 5,5 ml. T.E.L. per Imperial gallon
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| − |
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| − | |-
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| − | FUEL CONSUMPTION
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| − |
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| − | |
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| − | See page viii
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| − |
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| − | |
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| − | See page viii
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| − |
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| − | |-
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| − | |
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| − | FUEL PRESSURE
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| − |
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| − | |
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| − | 1,5 to 2,5 lb. per sq. in., 0,105 to
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| − |
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| − | 0,176 kg. per cm²
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| − |
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| − | |
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| − | 1,5 to 2,5 lb. per sq. in., 0,105 to
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| − |
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| − | 0,176 kg. per cm²
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| − |
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| − | |-
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| − | |
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| − | OIL TYPE. normal conditions
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| − |
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| − | |
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| − | D.Eng.R.D. 2472 B O (see page vii)
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| − |
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| − | |
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| − | D.Eng.R.D. 2472 B O (see page vii)
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| − |
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| − | |-
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| − | |
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| − | OIL CONSUMPTION, maximum cruising
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| − |
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| − | |
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| − | 1.5 to 4.0 pts/hr or ¼ to 2.0 pts/hr. (MOD.4014)
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| − |
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| − | |
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| − | 1.5 to 4.0 pts/hr or ¼ to 2.0 pts/hr. (MOD.4014)
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| − |
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| − | |-
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| − | |
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| − | OIL PRESSURE. NORMAL at maximum cruising conditions
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| − |
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| − | |
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| − | 38 to 45 lb. per sq. in., 2.67to 3,16 kg. per cm³
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| − |
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| − | |
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| − | 38 to 45 lb. per sq. in., 2.67to 3,16 kg. per cm³
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| − |
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| − | |-
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| − | |
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| − | OIL PRESSURE. MINIMUM for
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| − |
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| − | acceptance at maximum cruising conditions
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| − |
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| − | |
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| − | 381b. per sq. in., 2.67kg. per cm³
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| − |
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| − | |
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| − | 381b. per sq. in., 2.67kg. per cm³
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| − |
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| − | |-
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| − | |
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| − | OIL PRESSURE. MINIMUM in flight
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| − |
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| − | |
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| − | 30 lb. per sq. in., 2.11 kg. per cm³
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| − |
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| − | |
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| − | 30 lb. per sq. in., 2.11 kg. per cm³
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| − |
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| − | |-
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| − | |
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| − | MINIMUM OIL TEMPERATURE FOR OPENING UP (COLD)
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| − |
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| − | |
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| − | 15 deg. C
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| − |
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| − | |
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| − | 15 deg. C
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| − |
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| − | |-
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| − | | colspan="3" |
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| − |
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| − |
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| − | |-
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| − | |
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| − | MAGNETOS
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| − |
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| − | |
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| − | Two BTH
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| − |
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| − | |
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| − | Two BTH
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| − |
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| − | |-
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| − | |
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| − | TYPE
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| − |
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| − | |
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| − | Unscreened
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| − |
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| − | AG4-6 or AG4-.6/1 (Mod. 2010)
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| − |
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| − | Screened
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| − |
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| − | AG4-8, AG4-10 (Mod. 1561), AG4-10/I (Mod. 2010), AG4-l2 (Mod. 1916) or AG4-12/I (Mod. 2010)
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| − |
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| − | |
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| − | Screened
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| − |
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| − | AG4-10 or AG4-10/l (Mod. 2010)
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| − |
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| − |
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| − |
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| − | AG4-12 (Mod. 1916) or AG4- 12/I (Mod. 2010)
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| − |
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| − | |-
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| − | |
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| − | SPEED
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| − |
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| − | |
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| − | Crankshaft
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| − |
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| − | |
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| − | Crankshaft
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| − |
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| − | |-
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| − | |
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| − | ROTATION
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| − |
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| − | |
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| − |
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| − |
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| − | |
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| − |
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| − |
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| − | |-
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| − | |
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| − | Port
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| − |
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| − | Starboard
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| − |
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| − | |
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| − | Anti-clockwise
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| − |
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| − | Clockwise
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| − |
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| − | |
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| − | Anti-clockwise
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| − |
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| − | Clockwise
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| − |
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| − | |-
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| − | |
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| − | IMPULSE-STARTER
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| − |
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| − | |
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| − |
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| − |
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| − | |
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| − |
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| − |
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| − | |-
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| − | |
| |
| − | Fitted to starboard magneto
| |
| − |
| |
| − | |
| |
| − | Type Zl-1
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| − |
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| − | |
| |
| − | Type Zl-1
| |
| − |
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| − | |-
| |
| − | |
| |
| − | DISTRIBUTORS
| |
| − |
| |
| − | |
| |
| − | Integral with magnetos
| |
| − |
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| − | |
| |
| − | Integral with magnetos
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | SPARKING PLUGS
| |
| − |
| |
| − | |
| |
| − | Eight
| |
| − |
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| − | |
| |
| − | Eight
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − |
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − |
| |
| − |
| |
| − | |}
| |
| − |
| |
| − |
| |
| − | {| class="prettytable"
| |
| − | |-
| |
| − | |
| |
| − | <center>Sparking
| |
| − |
| |
| − | Plug
| |
| − |
| |
| − | Make</center>
| |
| − |
| |
| − | | colspan="4" |
| |
| − | <center>10 Mk. 1 variants</center>
| |
| − |
| |
| − | | colspan="2" |
| |
| − | <center>10 Mk. 2 variants</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − |
| |
| − |
| |
| − | | colspan="2" |
| |
| − | <center>Unscreened Ignition Cables</center>
| |
| − |
| |
| − | | colspan="2" |
| |
| − | <center>Screened Ignition Cables</center>
| |
| − |
| |
| − | | colspan="2" |
| |
| − | <center>Screened Ignition Cables</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − | <center>Type</center>
| |
| − |
| |
| − | |
| |
| − | <center>Gap</center>
| |
| − |
| |
| − | |
| |
| − | <center>Type</center>
| |
| − |
| |
| − | |
| |
| − | <center>Gap</center>
| |
| − |
| |
| − | |
| |
| − | <center>Type</center>
| |
| − |
| |
| − | |
| |
| − | <center>Gap</center>
| |
| − |
| |
| − | |-
| |
| − | | colspan="7" |
| |
| − | <center>12 mm. sparking plugs for use on engines, pre-mod. 2197 and post-mod. 2242 (See page X )</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>K.L.G</center>
| |
| − |
| |
| − | |
| |
| − | <center>V.12/2
| |
| − |
| |
| − | ---</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | ---</center>
| |
| − |
| |
| − | |
| |
| − | <center>RC.50 R H
| |
| − |
| |
| − | RV.12/3</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | 0.012” to 0.015”</center>
| |
| − |
| |
| − | |
| |
| − | <center>RC.50 R H
| |
| − |
| |
| − | ---</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | ---</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>LODGE</center>
| |
| − |
| |
| − | |
| |
| − | <center>S 50/1
| |
| − |
| |
| − | A 55/4</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | 0.012” to 0.015”</center>
| |
| − |
| |
| − | |
| |
| − | <center>RS 50 R
| |
| − |
| |
| − | RS 50/1R</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | 0.015” to 0.018”</center>
| |
| − |
| |
| − | |
| |
| − | <center>---
| |
| − |
| |
| − | RS 50/ 1R</center>
| |
| − |
| |
| − | |
| |
| − | <center>---
| |
| − |
| |
| − | 0.015” to 0.018”</center>
| |
| − |
| |
| − | |-
| |
| − | | colspan="7" |
| |
| − | <center>14 mm. sparking plugs for use on engines mod. 2197 (See page X )</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>K.L.G</center>
| |
| − |
| |
| − | |
| |
| − | <center>RC.5/4H</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”</center>
| |
| − |
| |
| − | |
| |
| − | <center>RC.5/4H</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”</center>
| |
| − |
| |
| − | |
| |
| − | <center>RC.5/4H</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>LODGE</center>
| |
| − |
| |
| − | |
| |
| − | <center>RS 5/7R
| |
| − |
| |
| − | LH 1</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | 0.015” to 0.018”</center>
| |
| − |
| |
| − | |
| |
| − | <center>RS 5/7R
| |
| − |
| |
| − | LH 1</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015”
| |
| − |
| |
| − | 0.015” to 0.018”</center>
| |
| − |
| |
| − | |
| |
| − | <center>RS 5/7R
| |
| − |
| |
| − | LH 1</center>
| |
| − |
| |
| − | |
| |
| − | <center>0.012” to 0.015” 0.015” to 0.018”</center>
| |
| − |
| |
| − | |}
| |
| − |
| |
| − |
| |
| − | {| class="prettytable"
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − | IGNITION TIMING
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | With controls at full throttle, i.e., fully advanced
| |
| − |
| |
| − | |
| |
| − | 30 deg. before Top Dead Centre (T.D.C.)*
| |
| − |
| |
| − | |
| |
| − | Starboard 30 deg. before T.D.C.*
| |
| − |
| |
| − | Port 33 deg. before T.D.C.•
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − | VALVE TIMING
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Inlet opens
| |
| − |
| |
| − | Inlet closes
| |
| − |
| |
| − | Exhaust opens
| |
| − |
| |
| − | Exhaust closes
| |
| − |
| |
| − | |
| |
| − | 20 deg. before T.D.C.
| |
| − |
| |
| − | 71 deg. after B.D.C.
| |
| − |
| |
| − | 62 deg. before B.D.C.
| |
| − |
| |
| − | 29 deg. after T.D.C.
| |
| − |
| |
| − | |
| |
| − | 20 deg. before T.D.C.
| |
| − |
| |
| − | 71 deg. after B.D.C.
| |
| − |
| |
| − | 62 deg. before B.D.C.
| |
| − |
| |
| − | 29 deg. after T.D.C.
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − | TAPPET CLEARANCE (COLD)
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Inlet and exhaust
| |
| − |
| |
| − | |
| |
| − | 0·005 in., 0,127 mm.
| |
| − |
| |
| − | |
| |
| − | 0·005 in., 0,127 mm.
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | FUEL PUMP
| |
| − |
| |
| − | |
| |
| − | Dual D.H.A.C.
| |
| − |
| |
| − | |
| |
| − | Dual D.H.A.C.
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − | NOTE:
| |
| − |
| |
| − | "Top Dead Centre"
| |
| − |
| |
| − | Since this engine is of the inverted type, that is to say, the crankcase is at the top with the cylinders underneath, it should be noted that the term "Top Dead Centre” refers to that position of the piston when it is at that point in its travel farthest from the crankshaft.
| |
| − |
| |
| − | “Bottom Dead Centre"
| |
| − |
| |
| − | Likewise "Bottom Dead Centre" is when the piston is at the point in its travel nearest to the crankshaft.
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | PROPELLER·SHAFT (integral with
| |
| − |
| |
| − | crankshaft)
| |
| − |
| |
| − | |
| |
| − | Mk. 1-1, 1--3, 1-7 only
| |
| − |
| |
| − | One-in-ten taper single key
| |
| − |
| |
| − | Mk. I-IA, 1-JA, 1-7A only
| |
| − |
| |
| − | No. I S.B.A.C. parallel spline
| |
| − |
| |
| − | |
| |
| − | No. I S.B.A.C. parallel spline
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | PROPELLER
| |
| − |
| |
| − | |
| |
| − | Approved type of fixed-pitch propeller
| |
| − |
| |
| − | |
| |
| − | Approved type of fixed-pitch propeller
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − | ACCESSORIES FOR WHICH MOUNTINGS ARE PROVIDED
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | STARTER
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | With 3-jaw starter dog
| |
| − |
| |
| − | |
| |
| − | Rotax Type N.3.E.Y. C.0225 (24 volt) or Rotax Type N.3.E.Y. C.0209 (12 volt)
| |
| − |
| |
| − | |
| |
| − | Rotax Type N.3.E.Y. C.0225 (24 volt) or Rotax Type N.3.E.Y. C.0209 (12 volt)
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | With 12-jaw starter dog (Mod. 1538)
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − | Mark 2 only
| |
| − |
| |
| − | Rotax Type N.3.E.Y. C.0252 (24
| |
| − |
| |
| − | volt) or Plessey Type S.7 Mk. 2, Type S.I (15 gm.) Mk. 2 cartridges
| |
| − |
| |
| − | |-
| |
| − | | colspan="3" |
| |
| − | Note Minimum permissible oil inlet temperature for cartridge starting is minus 20 deg. C.
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | GENERATOR
| |
| − |
| |
| − | |
| |
| − | Mk. 1-3, I-JA, 1-7, 1-7A only
| |
| − |
| |
| − | Rotax 12v. 150w. Type B.1820, or 24v. 50Jw. Type B.1816
| |
| − |
| |
| − | |
| |
| − | Rotax 24v. 500w. Type B.1816
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | VACUUM PUMP
| |
| − |
| |
| − | |
| |
| − | Mk. 1-3, I-JA, 1-7, l-7A only
| |
| − |
| |
| − | Plessey BJX Mk. I
| |
| − |
| |
| − | |
| |
| − | Plessey BJX Mk. I
| |
| − |
| |
| − | |}
| |
| − |
| |
| − |
| |
| − | {| class="prettytable"
| |
| − | |-
| |
| − | |
| |
| − | OVERHAUL LIFE
| |
| − |
| |
| − | | colspan="3" |
| |
| − | 1000 hours (unconditional)
| |
| − |
| |
| − | |-
| |
| − | | colspan="4" |
| |
| − | AIRCRAFT INSTALLATIONS
| |
| − |
| |
| − | |-
| |
| − | | colspan="2" |
| |
| − | CHIPMUNK (Gipsy Major 10 Mk. 2)
| |
| − |
| |
| − | |
| |
| − | 1000 hours
| |
| − |
| |
| − | |
| |
| − | Provided that a top overhaul of exhaust valves, stems and guides for carbon deposition is carried out after completing 500 hours service
| |
| − |
| |
| − |
| |
| − |
| |
| − | |-
| |
| − | | colspan="2" |
| |
| − | GEMINI (Gipsy Major 10 10 Mk. 2)
| |
| − |
| |
| − | |
| |
| − | 1000 hours *
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |-
| |
| − | | colspan="2" |
| |
| − | AUSTER {Gipsy Major 10 Mk. 2-1)
| |
| − |
| |
| − | |
| |
| − | 1000 hours
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |-
| |
| − | | colspan="2" |
| |
| − | DROVER (Gipsy Major 10 Mk. 2)
| |
| − |
| |
| − | |
| |
| − | 650 hours
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |-
| |
| − | | colspan="4" |
| |
| − | <nowiki>* Provided approval is obtained from The Air Registration Board</nowiki>
| |
| − |
| |
| − | |}
| |
| − |
| |
| − |
| |
| − | LUBRICATING OIL FOR DE HAVILLAND GIPSY ENGINES
| |
| − |
| |
| − | The Gipsy range of de Havilland piston engines is approved for operation in Arctic and Temperate conditions on lubricants complying with British Ministry of Supply Specification D.Eng.R.D.2472, and in Tropical conditions on lubricants complying with de Havi1land Specification DHE.227.
| |
| − |
| |
| − | The appropriate grade of oil must be used according to the prevailing conditions and the following grades of oil, certified as complying with these requirements, are, until further notice, suitable for use in de Havilland Gipsy engines in appropriate climatic and operating conditions.
| |
| − |
| |
| − | {| class="prettytable"
| |
| − | |-
| |
| − | |
| |
| − | <center>Conditions of</center>
| |
| − |
| |
| − | <center>Operation</center>
| |
| − |
| |
| − | |
| |
| − | <center>"Arctic"
| |
| − |
| |
| − | (Below 0 deg. C.)</center>
| |
| − |
| |
| − | |
| |
| − | <center>" Temperate "
| |
| − |
| |
| − | (0-30 deg. C.)</center>
| |
| − |
| |
| − | |
| |
| − | <center>"Tropical"
| |
| − |
| |
| − | (Above 30 deg. C.)</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>Specification</center>
| |
| − |
| |
| − | |
| |
| − | <center>D.Eng.R.D.2472.A/O</center>
| |
| − |
| |
| − | |
| |
| − | <center>D.Eng.R.D.2472.8/O</center>
| |
| − |
| |
| − | |
| |
| − | <center>deHavilland DHE.227</center>
| |
| − |
| |
| − | |-
| |
| − | | colspan="4" |
| |
| − | <center>The following grades comply with the above specifications.</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>Esso Petroleum Co.</center>
| |
| − |
| |
| − | |
| |
| − | <center>Esso Aviation Oil 80</center>
| |
| − |
| |
| − | |
| |
| − | <center>Esso Aviation Oil 100</center>
| |
| − |
| |
| − | |
| |
| − | <center>Esso Aviation Oil 120</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>Shell.:.Mex Ltd</center>
| |
| − |
| |
| − | |
| |
| − | <center>Aeroshell 80</center>
| |
| − |
| |
| − | |
| |
| − | <center>Aeroshell 100</center>
| |
| − |
| |
| − | |
| |
| − | <center>Aeroshell 120</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>Regent Oil Co.</center>
| |
| − |
| |
| − | |
| |
| − | <center>Caltex
| |
| − |
| |
| − | Aircraft Engine Oil 80</center>
| |
| − |
| |
| − | |
| |
| − | <center>Caltex
| |
| − |
| |
| − | Aircraft Engine Oil 100</center>
| |
| − |
| |
| − | |
| |
| − | <center>Caltex
| |
| − |
| |
| − | Aircraft Engine Oil 120</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>Vacuum Oil Co.</center>
| |
| − |
| |
| − | |
| |
| − | <center>Mobiloil Aero, grey band</center>
| |
| − |
| |
| − | |
| |
| − | <center>Mobiloil Aero, red band</center>
| |
| − |
| |
| − | |
| |
| − | <center>Mobiloil Aero, green band</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | <center>C. C. Wakefield & Co.</center>
| |
| − |
| |
| − | |
| |
| − | <center>Castrolaero " A "</center>
| |
| − |
| |
| − | |
| |
| − | <center>Castrolaero<nowiki> " B ''</nowiki></center>
| |
| − |
| |
| − | |
| |
| − | <center>Castrolaero " C "</center>
| |
| − |
| |
| − | |}
| |
| − | The conditions of operation given above can, of course, act only as a general guide, for, as will be readily appreciated, the wide variations of temperature that may occur in one locality even during a single day would make impossible a literal application of the recom mendations. In general, however, if it is expected that the temperatures specified for the use of tropical or arctic grades of oil will be met at ground level during the normal course of opera ion of the aircraft at that particular time, then the appropriate grade of oil should be used.
| |
| − |
| |
| − |
| |
| − |
| |
| − |
| |
| − |
| |
| − | OPERATING LIMITATIONS, PERFORMANCES AND FUEL CONSUMPTION
| |
| − |
| |
| − | <center>''For oil pressures and minimum temperature, see Leading Particulars.''</center>
| |
| − |
| |
| − | <center>''Powers subject to a tolerance of minus 4 per cent.''</center>
| |
| − |
| |
| − | <center></center>
| |
| − |
| |
| − | ''With a fixed-pitch propeller it is not possible to obtain all these conditions but none of the operating limitations may be exceeded.''
| |
| − |
| |
| − | {| class="prettytable"
| |
| − | |-
| |
| − | | colspan="9" |
| |
| − | <center>Gipsy Major 10, Mark 1-1, 1-IA, 1-3, l-3A, 1-7 and 1-7A
| |
| − |
| |
| − | (Based on Engine Technical Certificate No. SS, issue 6, 25-1-55)</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Flying conditions
| |
| − |
| |
| − | |
| |
| − | <center>Time limitation</center>
| |
| − |
| |
| − | |
| |
| − | R.P.M.
| |
| − |
| |
| − | |
| |
| − | Boost pressure in. Hg. cm. Hg.
| |
| − |
| |
| − | |
| |
| − | Cyl. temp, deg. C.
| |
| − |
| |
| − | |
| |
| − | Oil temp, deg. C. Oil grade* D. Eng. R.D.2472 B/O
| |
| − |
| |
| − | |
| |
| − | B.H.P. at Sea Level
| |
| − |
| |
| − | | colspan="2" |
| |
| − | Fuel consumption (upper limit)
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − | <center></center>
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − | Galls, per hr.
| |
| − |
| |
| − | |
| |
| − | Litres per hr.
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum take-off
| |
| − |
| |
| − | Maximum emergency
| |
| − |
| |
| − | |
| |
| − | <center>--
| |
| − |
| |
| − | 5 min.</center>
| |
| − |
| |
| − | |
| |
| − | 2400
| |
| − |
| |
| − | 2550
| |
| − |
| |
| − | |
| |
| − | <center>Full Throttle</center>
| |
| − |
| |
| − | |
| |
| − | 240
| |
| − |
| |
| − | |
| |
| − | 100
| |
| − |
| |
| − | |
| |
| − | 136/142
| |
| − |
| |
| − | 145
| |
| − |
| |
| − | |
| |
| − | 11¼
| |
| − |
| |
| − | 11½
| |
| − |
| |
| − | |
| |
| − | 51,11
| |
| − |
| |
| − | 52,25
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Climb
| |
| − |
| |
| − | Emergency cruise
| |
| − |
| |
| − | |
| |
| − | <center>60 min.
| |
| − |
| |
| − | --</center>
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | 2400
| |
| − |
| |
| − | |
| |
| − | <center>Full Throttle</center>
| |
| − |
| |
| − | |
| |
| − | 230
| |
| − |
| |
| − | |
| |
| − | 85
| |
| − |
| |
| − | |
| |
| − | 136/142
| |
| − |
| |
| − | |
| |
| − | 11¼
| |
| − |
| |
| − | |
| |
| − | 51,11
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum cruise
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |
| |
| − | 2300
| |
| − |
| |
| − | |
| |
| − | <center>Minus 1½
| |
| − |
| |
| − | Minus 3,8</center>
| |
| − |
| |
| − | |
| |
| − | 210
| |
| − |
| |
| − | |
| |
| − | 85
| |
| − |
| |
| − | |
| |
| − | 138
| |
| − |
| |
| − | |
| |
| − | 10
| |
| − |
| |
| − | |
| |
| − | 48,9
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum cruise, weak
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |
| |
| − | 2300
| |
| − |
| |
| − | |
| |
| − | <center>Minus 4
| |
| − |
| |
| − | Minus 10,2</center>
| |
| − |
| |
| − | |
| |
| − | 210
| |
| − |
| |
| − | |
| |
| − | 85
| |
| − |
| |
| − | |
| |
| − | 120
| |
| − |
| |
| − | 3750 ft.
| |
| − |
| |
| − | 1143 m.
| |
| − |
| |
| − | |
| |
| − | 8½
| |
| − |
| |
| − | |
| |
| − | 38,62
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum overspeed
| |
| − |
| |
| − | |
| |
| − | 20 sec.
| |
| − |
| |
| − | |
| |
| − | 2675
| |
| − |
| |
| − | |
| |
| − | <center>Full Throttle</center>
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |
| |
| − | --
| |
| − |
| |
| − | |-
| |
| − | | colspan="9" |
| |
| − | <center>Gipsy Major 10, Mark 2 and 2-1.
| |
| − |
| |
| − | (Based on Engine Technical Certificate No. 89, issue 7, 12-1-56)</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Flying conditions
| |
| − |
| |
| − | |
| |
| − | <center>Time limitation</center>
| |
| − |
| |
| − | |
| |
| − | R.P.M.
| |
| − |
| |
| − | |
| |
| − | Boost pressure in. Hg. cm. Hg.
| |
| − |
| |
| − | |
| |
| − | Cyl. temp, deg. C.
| |
| − |
| |
| − | |
| |
| − | Oil temp, deg. C. Oil grade* D. Eng. R.D.2472 B/O
| |
| − |
| |
| − | |
| |
| − | B.H.P. at Sea Level
| |
| − |
| |
| − | | colspan="2" |
| |
| − | Fuel consumption (upper limit)
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − | <center></center>
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − |
| |
| − |
| |
| − | |
| |
| − | Galls, per hr.
| |
| − |
| |
| − | |
| |
| − | Litres per hr.
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum take-off
| |
| − |
| |
| − | Normal
| |
| − |
| |
| − | Emergency
| |
| − |
| |
| − | |
| |
| − | <center>5 min.
| |
| − |
| |
| − | 15 min.</center>
| |
| − |
| |
| − | |
| |
| − | <center>2550</center>
| |
| − |
| |
| − | |
| |
| − | <center>Full Throttle</center>
| |
| − |
| |
| − | |
| |
| − | <center>255</center>
| |
| − |
| |
| − | |
| |
| − | <center>100</center>
| |
| − |
| |
| − | |
| |
| − | <center>139/145</center>
| |
| − |
| |
| − | |
| |
| − | <center>11½</center>
| |
| − |
| |
| − | |
| |
| − | <center>52,25</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Minimum r.p.m. at
| |
| − |
| |
| − | maximum take-off boost pressure
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>2000</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum continuous
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>2400</center>
| |
| − |
| |
| − | |
| |
| − | <center>Full Throttle</center>
| |
| − |
| |
| − | |
| |
| − | <center>250</center>
| |
| − |
| |
| − | |
| |
| − | <center>85</center>
| |
| − |
| |
| − | |
| |
| − | <center>136/142</center>
| |
| − |
| |
| − | |
| |
| − | <center>11¼</center>
| |
| − |
| |
| − | |
| |
| − | <center>51,11</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum weak mixture
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>2300</center>
| |
| − |
| |
| − | |
| |
| − | <center>Minus 4
| |
| − |
| |
| − | Minus 10,2</center>
| |
| − |
| |
| − | |
| |
| − | <center>230</center>
| |
| − |
| |
| − | |
| |
| − | <center>85</center>
| |
| − |
| |
| − | |
| |
| − | <center>120
| |
| − |
| |
| − | 3750 ft.
| |
| − |
| |
| − | 1143 m.</center>
| |
| − |
| |
| − | |
| |
| − | <center>9</center>
| |
| − |
| |
| − | |
| |
| − | <center>40,89</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | Maximum overspeed
| |
| − |
| |
| − | |
| |
| − | <center>20 sec.</center>
| |
| − |
| |
| − | |
| |
| − | <center>2675</center>
| |
| − |
| |
| − | |
| |
| − | <center>Full Throttle</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |
| |
| − | <center>--</center>
| |
| − |
| |
| − | |}
| |
| − | ''For information regarding the use of lubricating oils see page vii.''
| |
| − |
| |
| − | ''
| |
| − |
| |
| − | ''
| |
| − |
| |
| − | GIPSY MAJOR M K.8
| |
| − |
| |
| − | As the original Gipsy Major Mk. 8 engines (pre-mod. 1685) were fitted with Hoyt white metal bearings and all the Gipsy Major 10 Mk. 2 engines have the Vandervell main bearings, civil
| |
| − |
| |
| − | approval of the Gipsy .M. ajor Mk. 8 was neither sought nor obtained.
| |
| − |
| |
| − | With increasing numbers of Royal Air Force Gipsy Major Mk. 8 engines becoming available in the civil market, the Air Registration Board has agreed that this type of engine can be used in civil aircraft subject to the following provisos :-
| |
| − |
| |
| − | # The military log card or log book must be available.
| |
| − | # Before the engine may be used, the operator must comply with the current requirements of Air Registration Board Notice to Licensed Aircraft Engineers No. 16.
| |
| − | # On transfer of the engine from the Royal Air Force, a civil type log book must be raised and all relevant entries made in it. The log book may only be raised by the Inspection Department of an organisation approved for the overhaul of de Havilland Gipsy engines, or by a ‘ D’ Licence engineer in this category.
| |
| − | # The engine type must be recorded in the log book as “Gipsy Major 10 Mk. 2” and the engine name plate must be altered to accord with this nomenclature.
| |
| − | # The log book must be endorsed to the effect that only fixed-pitch propellers may be used on the Gipsy Major Mk. 8, or 10 Mk. 2, engines with Hoyt white-metal main bearings ; modification 1685 introduced Vandervell bearings to Gipsy Major Mk. 8 engines.
| |
| − |
| |
| − | The instructions and information given in this handbook for the Gipsy Major 10 Mk. 2 are equally applicable to the Gipsy Major Mk. 8 having regard to· the modification standard of the engine.
| |
| − |
| |
| − | When ordering spares for Gipsy Major Mk. 8 engines, operators must inform this Company of the engine number for which the parts are required, so that the correct parts may be supplied.
| |
| − |
| |
| − |
| |
| − |
| |
| − |
| |
| − |
| |
| − | '''''''''TORQUE LOADING TABLE'''
| |
| − |
| |
| − |
| |
| − |
| |
| − | To 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.
| |
| − |
| |
| − | {| class="prettytable"
| |
| − | |-
| |
| − | |
| |
| − | ''Nut Part No.''
| |
| − |
| |
| − | |
| |
| − | <center>''Descriplion''</center>
| |
| − |
| |
| − | |
| |
| − | <center>''Torque Loading (lb. in.) and recommended tools''</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | 800-CN-1
| |
| − |
| |
| − | |
| |
| − | Nut, Intermediate and Rear Main Bearing
| |
| − |
| |
| − | |
| |
| − | <center>500 to 600</center>
| |
| − |
| |
| − | MSW 208, TQ.S0A
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | 800-CN-2
| |
| − |
| |
| − | |
| |
| − | Nut, Front Main Bearing
| |
| − |
| |
| − | |
| |
| − | <center>300 to 400</center>
| |
| − |
| |
| − | MSW 207, TQ.S0A
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | N.372 or
| |
| − |
| |
| − | N.376
| |
| − |
| |
| − | |
| |
| − | Nut, Rocker Bracket (pre-mod. 2197)
| |
| − |
| |
| − | |
| |
| − | <center>300</center>
| |
| − |
| |
| − | <center>MSW 205. TQ.S0A</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | N.6542
| |
| − |
| |
| − | |
| |
| − | Nut, Rocker Bracket (mods. 2197 or 2282)*
| |
| − |
| |
| − | |
| |
| − | Tighten to 360, slacken completely and then retighten to 275.
| |
| − |
| |
| − | MS W 204, TQ.S0A
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | 1900/3
| |
| − |
| |
| − | |
| |
| − | Nut, Connecting Rod
| |
| − |
| |
| − | |
| |
| − | <center>180 to 270
| |
| − |
| |
| − | MSW 204, TQ.50A</center>
| |
| − |
| |
| − | |-
| |
| − | |
| |
| − | 801/16B
| |
| − |
| |
| − | |
| |
| − | Nut, Cylinder, Holding Down
| |
| − |
| |
| − | |
| |
| − | <center>350 to 400 mod. 2329 T79017
| |
| − |
| |
| − | T79013
| |
| − |
| |
| − | T86451</center>
| |
| − |
| |
| − | |}
| |
| − | Cylinder Heads (mods. 2197 and 2282)
| |
| − |
| |
| − | Modification 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.
| |
| − |
| |
| − | As 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.
| |
| − |
| |
| − | When 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.
| |
