markset applied -secure#7104462

markset applied -secure#7104462

 AIR PU BIJCATIORS 1580P and 8
Volume I
AMENDMENT RECORD SHEET
Incorporation t.of a11 Amendment List in this publication should be recorded by inserting the
•
Amendment List number, s1gn1ng •
the appropriate column, and inserting the date of making
the amendments.
--------------------------- -----------------------------------------------------------------------
A.L. No. Amendments made by Date

• •
l 5 Incorporated 1n this reprint October, 1944
• f' .. . 8 ' .
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[P.T.O.
1\ (1590 P ,t S)
 A.L. No. Amendments made by Date

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*An Amendment Record Contin11ation Sbeet (R.A.F. Form 2094A) obtainable from APFS,
Kensington, will be required ,\·hen this pag-e is full. Order it no,v•
This leaf issued .with A .L . 1Vo. 7 AIR PUBLICATION 1590P~ 8, and U
July, 1944 Volume I

NOTE TO READERS
Air Ministry Orders and Vol. II, Part 1 leaflets either in this A.P or in the A.P. '$ listed below,
or even in some others, may affect the subject matter of this publication. Where possible Amendment
Lists are issued to bring this volume into line, but it is not always practicable t ·o do so, for example
when a modification bas not been embodied in all the stores in service.
When an Order or leaflet i:s found to contradict any portion of this publication, the Order or
leaflet is to be taken as the overriding .a uthority.
When this volume is amended by the insertion of new leaves in an existing section or chapter,
the new or amended technical information is indi,c ated by a vertical line in the outer margin. This
line is merely to denote a change and is not to be tak,e n as a mark of emphasis. When a section
or chapter is re-issued in completely revis,e d form, th,e v·e rtical line is not used.
Each leaf is marked in the toµ left-hand corner with the number of the A.L. with which it was
issued.

LIST OF ASSOCIATED PUBLICATIONS

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The follow ing is a Jjst of Air Publications and Air Diagrams which are related to this publication.

Air Publication
Title Number
Technical Notes for Rolls-Royce Engines ... . .. • • • • • • • • • 2308
Rotol external cylinder variable-pitch proµ~[lers •• • • • • • • • • •• • • • 1538E
.
Electrical equ1pmer1t ... ... . .. • • • • • • ... ... • . 1095

Aircraft Hydraulic equipment ... . . • • • • •• ••• • •• ... ••• 1803

Stromberg Carbu ration equipment ••• ••• ••• ••• ••• ••• ... 2239C

Aero-Engine Ignition equipment ..' .. . • • • • • • • • • .. . • • • ... 1374

Also the relevant aircrait and Pilot's Notes Air Publications.

Air Diagram
Title Number
Stromberg Injection Carburettor (Merlin Aero-Engines) ••• • • • •• ~ .. 2310
Stromberg Injection· Carburettor-Theoretical diagram ... .. . 2656

Aero--Engine Exhaust Flame Characteristics • • • • • • ... ... • • • • • • 2490

F.S./1
B (AL7)
 LAYOUT TREE FOR A.P. 1590 P, S and G
MERLIN 66, 67, 70, 71, 76, 77, anti 85

I I I
Vol. I Vol. II Vol. Ill
(Descriptive handbook and (Schedule of spare parts)
instructions for use) Merlin 66, 67, 70 and 71
A.P.1590P
Merlin 76 and 77
A.P.1590S
Merlin 85
Sect. 1 Sect. 2 A.P.1590U
Oi,erating instructions Servicing the engine
Chap. I-Starting and Chap. I- Servicing
preliminary instructions
.
running Chap. 2- Adjustment of
Chap. 2---In flight engine (;ontrols
Chap. 3-- Ru11ning defects Cha1). 3 ---Engine unit re-
placen1ent and
} ' ie1ci R eJJai r
Chap. 4-Valve and magneto
timing

I
Sect. 3 Sect. 4
Installation Description
Chap. l - Installatio11 Cl1ap. I- Engine
Chap. 2- Fitting engine- Chap. 2- Carburation
driven accessories markset applied -secure#7104462

Cl1ap. 3- Lubrication
Chap. 3-- Ren1.oving tl1e Chap. 4- I gnition systen1
e11gine f ron1 t l1e
airframe
Chap. 4- St<>ring the e ng i 11 e

I I I
Part 1 Part 2 Part 3
(Leaflets) Schedule of Fits, Instructions for overhaul
General orders and Clearanc·es and ( Issued in basic farm
modifications Repair Tolerances in separate cover)

.
I - - - - - - - '
Sect. 1 Se"t. 2
Dismantling, assembling and Repair and reconditioning
partial overhaul Cl1ap .. I-Preliminary notes
Chap. I- Tools a11d equip- Chap. 2-Cylinder block
n1ent Chap. 3-Piston, connecting-
Cl1ap. 2- Dis111antli11g tl1e rods and crankshaft
e11gine to unit assembly
a-;sen1blies Chap. 4- Crankcase
Cl1ap. 3---- A!)sern bling tl1e Chap. El- Reduction gear
engine fron1 u11it Chap. {i- WI1eelcase
assemblies Chap. 7-Supeir,c harger
Cl1cLp. 4--·PaTtial ov·e rl1aul Chap. 8-Carburettor
Cl1~tp. 5 -- l; ield inspection for Cl1aJ). 9- Miscella11eou:-:
da111age asse 111blies
 This leaf issited u itlt A .L. 1Vo . 7
1
AIR PUBLICATION 1590 P, 8 and U
] ·ztl_'\', 1944 Volume I

MERLIN 66, 67, 70, 71, 76, 77 and 85

AERO-ENGINES

LIST OF SECTIONS
1\ -ote. - A list C) f chapters appears at the begin11i11g of each sectio 11

SECTION 1- 0p,erating instructions

SECTION 2-Sei·vicing the engine

SECTION 3.....--lnstaJJation
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SECTION 4 Description

INDEX

®
} ' RONTISPIECE. - ! \!ERLI!'-1 TWO-SPEED, TWO -STAGE AERO-ENGINE FITTED WITH SiROJ\1'.ijERG CARBURETTOR

F.S. /2
 PROPELLER REDUCTION GEAR
ENGINE DATA
Spur ldyshdtt type
[ MERLIN 66 l GE-dr ratio 0·477 to 1
12 CYLINDER··V·TYPE ENGINE
Pressure hqu1d cooled
PROPELLER SHAFT ROTATiON
Right hdnd
COOLANT Flu vv ~ Header
tank-radiator- engine pump- CRANKSHAFT ROTATION
cylind,er biocks- ret urn to
Left hand
header tank

ELECTRIC STARTER SYSTEM

SUPERCHARGER · Two-spee·d.
two · stage with 1nterco,o ler
CARBURETTOR - Bendix-
GNr ratios 5 ·79 dnd 7· Oo to 1 MERLIN 6 6 Stromber g type 8 D/ 44/ I

SUPERCHARGER GEAR RATIOS

REDUCTION GEAR
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6 · 39 to 1 P.ATIIO •420 to 1
MERLIN 70 8 ·03 I

'
REVERSED FLOW
COOLING

INTERCOOLE R 1

CABIN
HEADER TANK MERLIN 67
SUPERCHARGER
- DR 1VE SUP[RCHARGER
GEAR RATIOS

6·39
MERLIN 71 8·03
to 1

REDUCTION
MERLIN 76
GEAR
RATIO

420to 1 CABIN SUPERCHARGE.R

DRIVE

GEARBOX DRIVE

MERLIN 85 MERLIN 77

ENGINE IDENTIFICATION CHART

This leaf issued with A .L. No. 7 AIR PUBLICATION 1590P, S and U
]1.tly, 1944 Volume I

INTRODUCTION
1. The Merlin aero-engir1es covered by tl1is Air Publication are of si1nilar design t o tl,e Merlin 61
s.eries. Merlin 85 engines have the accessories gr ouped t ogether, mounted· on a separate gearbox
behi11d the aircraft bulkhead and driven fr,o m tl1e engine accPssor y d rive 011 the rear p o rt side. Tee
engines arc clesignecl to op,e rate on 100 octane f t1c l a11(l to maintai 11 their maximun1 p ower at high
altitudes .
2. Each cylinder block mounted on an inclined upper facing of the crankcase comprises -a
light-alloy skirt and detachable head between which the upper fla11ges of the s~parate steel liners are
sandwiched . Tl1e liners , therefore, float at tl1eir lower ends in the crankcase: the block being held
in compressio11 by the mai11 securing studs. Each cylinder has four valves- two inlet and two
sodium-cooled exhaust va]v,es. All valves of each cylinder block are operatLJ from a single centrally-
disposed overhead camshaft through a system of individual tappet fingers.
3. Th,e balanced six-throw crankshaft is supported within the crankcase in seven lead-bronze
lined main bearings. The co11necting-rods are H-section steel forgings and are of the fo rked type
on the left-hand or ''B'' side, and of the plain type on the right-hand or ''A'' side. A divided steel
block is bolt ed to the forked r od and retains a flanged thin st eel s h ~ll lined with lead--b ron ze in its
bore which works directly on the ,c rankpin. Sjmilar split bearing s hells are also fitted t o the plain
rod working on the outer surface of the forked rod block. In eacl1 ca.s e locating lips are fo rrned on
one half of each shell to engage with slots in the cap.
4. Bolted to tl1e front of the crankcase is the reduction gear casing, and mounted a t t he rear
of tl1e crank,c ase is tl1e wheelcase, whicl1 houses .tl1e component s transmitting the driv e froIP the
rear end of the crankcase to the accessories. When a cabin st1p ercharger is fitted, the . . r ankcase
a11d reduction gear casings have similar extensions on the starboard side to tl1ose provided for the
combustion starter drive fitted on Merlin 32 engines. In place of the combustion starter, however, a
cabin supercharger is fitted to n1aintain nor1nal atmospheric pressure in the aircraft cabin. On the
port side of t he cranlic.a se a small centrifugal pump is driven wl1ich circt1Iates coolant fo r the super-
cl1arger intercooler cooling system . The wl1eelcase l1ot1ses the upper and lower vertical drive units,
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t h e magnetos, tl1e main coolant pump, the idler ge~r wl1ich drives the oil pumps . a11d the l1ydraulic
pump, tl1e fuel pun1ps and thP. ,e lectric generator drive . A hand and electric turning gear is also
housed within the wl1eelcase.
5. Tl1e two-spee.d t-vvo-st.age supercharger unit is attached to the rear of the wheelcase. It is
of the tandem two-rotor centrifugal type, driven from the rear e11d of tl1e cranksl1aft throt1gh three
centrifugally-loaded clut,c h wheels whicl1 absorb the high inertia load ing resulting fro1n rapid
acceleration and d eceleration, to.rs ional flu ctuations being abs, >rbed by a spring-drive shaft. The
drive to the supercharger is tra11smitted through only one of the centrifugally-loaded clutch wheels
in the case of the low gear, and the remaining tw,o transmit the drive in the case of the high gear.
Tl1e control of the c lutch wl1eels, which determines whether the low or higl-1 gear ratios are in action,
is effected by me.a ns of a system of forked levers which are actuated by an intermediat,e camshaft.
The c.a mshaft itself is actuated by a servo piston operated by scavenge oil pressure and controlled
by a piston-type valve having a two-position lever. This may either be coupled to a hand-control
i~ the cockpit or to an electro-pneumatic unit operated by a two-position switch in the cockpit, by
means of which the low or high gear ratio may be selected. In the latt,e r case the sup ercharger is
automatically controlled with respect to altitude. A liquid-cooled intercooler unit of the flattened
tube type is placeC: between the supercharger delivery and the main central induction manifold for
the purpose of lowering the temperature of the mixture delivered to the cylinders. The header tank
m ay be forn1ed i11tegrally with the intercoo ler assembly or, alternatively, b e a separate ta11k .
6. Carburation is provided by a twin-intake, Stro,1 nberg injection type carburettor forming
a complete assembly secured to tl1e supercharger intake. The correct q}.lantity of fuel is determined
by the weight of air flowing through the intakes and js. then positively inj ected and diffused in the
supercharger intake eye. The carburettor operates in conjunction with a p11eumatically actuated
variable datum boost control unit.
7. The lubrication s ystem of the engine is of the dr,y sump type, one pressure p ump and two
scavenge pumps bein.g employed. These three pumps form a unit whic~ is attached to the rear end
of the lower half of the crank.case. Bes.i des the principal function of lubricating the engine, the
lubricating system also supplies main pressure oil for actu.a ting the constant-speed prop eller, and
scavenge oil for a ctuating the two-speed supercharger servo control cylinder. A p·r oportion of the
main pressure oil is transformed by a reducing ·relief valve to low pressure for the purpose of
lubricating the reduction gear, camshafts, rockers and auxilia.r.y driv·es.

F.S./3
T}iis leaf issued with A .L. No. 7 AIR PUBLICATION' 1590P, 8 and U
July. 1944 Volume I

OPERATING LIMITATIONS
for
markset applied -secure#7104462

Merlin 66, 67, 70, 71, 76, 77 and 85

Aero-Engines

F.S./4
 OPERATING J,IMJTATIONS

Merlin 66, 67, 70, 71, 76, 77 and 86 Aero-Engines

- - - - - - -- -- - --------- - - ------- - - -- - - -
CONDITIORS BOOST OIL COOLANT
OF lb. per sq. in.
R.P.M. TEMP. TEMP. TIME
FLIGHT ~c. (Inlet) C\C. (Outlet) LIMIT
t + 12 n1a x .
l\lerlin 66, 67, 3 , 0 ()() 5 m inu tes
TAKE-OFF 70, 7 1, 76. 77 - 15° 1nin . 60° m in . or
I
2,'LOO min. I 1,()00 ft.
+ 18 I

I Merlin 8 5
-
..
Cl,D1B
SPECIAL
EIIEBGENCY ~ + 12 2,850 90° 125° 1 hour
{1 engine
slopped}
-
' - -

'
COMBAT 1
+ JS 3,000 105° 135° 5 minu tes

2 .650 105°
MAXIMUM 90° • 115°
CRUISING + 7 Merlin 85. H igh Eme rgenc y
I
1
(F .S.)gear. 2_850
,.._ -
I I
markset applied -secure#7104462

DIVING
(Throttle + 18 3, 150 - - 20 seconds
lever at least
ODe-'third
ouen)
• Short period emergency on fi gl1tcr aircraft an,d for ~pecial application only

FUEL CONSUMPTION FIGURES AT MAXIMUM CRUISING CONDffiONSt

Engine type · Low gear High gear

Merlin 66, 67 a nd 85 RO ga ll./hr 80 gall. fbr.

l\1erlin 70. 7 1, 76 and 77 80 gal!./hr . 83 gall. /hr.

-- - --- - - - -- I
---
t These fi g,,res are ground test figures. l~ight t est figures will be issued later by
amen Jment action.
 This leaf issited with A .L. 1\/o. 7 AIR PUBLI(JATIONS 1590P, S and U
J'ltlj 1, 1944 Volume I

LEADING PARTICULARS
(MERLIN 66, 67, 70, 71, 76, 77, and 85)
(I) General
Type of engine ... ... ... ... Supercharged, geared, pressure liquid- cooled
. V-engi~e, fitted wifh a two-speed,, two-stage,
liquid-cooled superch.a rger with intercooler
Number of cylinders ... 12
Arrangement of cylinders I i i .. . Two banks of six cylinders each with a n inclined
angle of 60°
Bore . . . . .. ... • • • • • •• •
• 5·4 in .
Stroke ... .. .. . ... . .. 6·0 in.
Swept volume ... 1,.648 cu. in.
Compression ratio 6·0 to 1
Supercharger-
Type ... . .. ... • • • Tw,o -stage, two-speed
Gear ratios (Merlin 66, 67 and 85) .. 5·79 t·o 1 and 7·06 to 1
Gear ratios (Merlin 70, 71, 76 and 77) 6·39 to I and 8:03 to I
Propeller reduction gear-
Type ... ... ... . .. ••• Spur layshaft, single reduction
Ratio (Merlin 66, 70 and 71) . .. •• • 0·477 to 1
Ratio (Merlin 67, 76, 77 r and 85) ••• 0·420 to 1
Direction of rotation~
Propeller shaft . .. Right-hand
Crankshaft ... .. . Left-band
Cylinder 11umbering .. . ... Propeller lA, 2A, 3A, 4~, 5A, 6A }
IB, 2B, 3B,4B, 5B,6B
Weight o f engine, nett dry ••• ••• 1,650 lb. + 2½ per cent. tolerance

(2) Performance markset applied -secure#7104462

Merlin 66, 67, and 85 Low gea.r H igh gea·r

International po,ver rating ••• ••• 1,400 b.h.p. at ~;250 1, 310 b •h •p • at 19 000
I

ft. ft.
Combat po,ver rating .. . ... l ,705 b •h, p • at :=; I 7 50 1,580 h.11.p . at 16,000
ft. ft .
Merlin 70,. 71, 76 and 77
International power rating • • • • • • 1,375 b.h.p. at 13,500 I , 255 b.11. p . at 25,250
ft. ft.
Con1bat po"ver rating 1,655 1).h.p. at 10,000 1,47 S b. h. p . at 22,250
ft. ft.

(3) Oil
Type ... ... ... Specificatio11 D.T.D:472B with or withou t Additive
l'!o. I (see Vol. II leaflet, A .P.14,6 4/C.37- W)
Consu1nptio11 at maxim um cruising 6 to 20 pints per hour
conditions ... ... . .. • • •

Press ures-
Main
Normal ... • •• • • • ••• ' .. 45 to 80 lb. per ~q. in.
Minimum in flight ... 30 lb. per sq. in.
(4) Ignition
Firing order • • • ••• .' . ' . . 1A,6B, 4A, 3B, 2A, SB, 6A, IB, 3A, 4B, 5A, 2B
Magnetos-
Number ... .' . • • • • t • Two
Type ... B.T.H. C6SE-12S or Rotax NSE12-4
(Stamped ''A'' indicating for use at high altitude)
Direction of rot·a tion (looking in drive
end) .. . ... ... ... . .. Port, clockwise: Starboard, anti-clockwise
Speed of rotation ... ... . .. l ·5 engine speed
Contact breaker gap ... ... ... ,0-012 in. ± 0·00 I in
F.S. ,' 5
 liming
Fully advanced . . " . ., . ••• • •• Port 50° before T.D.C.
Starbo,a rd i5° before. T.D.C.
F ully retarded ••• ••• ••• .. . . Port, 30° before T.D.C. .
Starboard 25° before T.D.C.
Sparking plug types • • • ••• •• • K.L.G.: RCS/2
Sparking plug gaps •• • •• • ••• 0·012 in.

(5) c,arburation
Carburettor . . . ... • • • ... • • • Stromberg type MD/44/ 1 double entry
Fuel . . . • • • . .. . .. • • • ••• 100 octane (StorP.s Ref. 34A/75)
Maximum fuel demana • • • . .. • • • 153 gallons per hour
Pump pressure to carburettor ••• . .. 15 lb. per sq. in.

(6) Valves
Valv e t iming (with 0·020 in. tappet
clearance-all valves)-
I nlet op ens ... . .. ... ... 31 ° before T.D.C.
I nlet closes ... . .. ... ... 52° after B.D.C.
E x.ha ust opens ... . .. ... . . . 72° before B. D. C.
E x.ha ust closes ... ... •• • . . . 12 ° after T. D. C.
Running clearance ... ···{0··010 + 0·002 in. (inlet)
0·020 ± 0·002 in. (exhaus.,
••• •••

(7) Coolant
Engine coolant-
Type ... ••• • • • ••• I I 0 Pressure liquid (70 per cent water +
30 per cent.
ethylene-glycol to Specification D.T.D·. 344A)
Syst em-
Merlin 66, 70 and 71 ,. .. •• •• ••• Normal flow
Merlin 67, 76 and 77 ... ! • • ' .. Reversed flow
Coolant for intercooler system-
+
markset applied -secure#7104462

Type ... ... . .. . . ·• . .. Pressure liquid (70 per cent. water 30 per cent.
ethyleae-glycol to Specification D.T.D.344A)
(8) Starting system
Type ... • •• ••• • •• • •• Hand and electric turning gear

(9) Propeller,
Type ii . . .
• •• • ii • ii • •
• •• Rotol, 4-blade external cylinder 35° pitch range
with constant-speed control
(IO) Accessories
The following accessories can be :fitted to these aero-engines. Those used in any particular
installation are specified in the appropriate aircr~.ft Air P11 blication.

Speed ratio Direction of rotation

Accessories relative to looking on driving
crankshaft spindle of accessories
- - - ~ - - -- - - - - - - - - - - - - - -1- - - - ----1- .- ~ - - - -- - - -
Constant-speed governor unit • • • • • • • • • 0·828 Clockwise
Vacuum pump .. . •• ••• • • • • .. . 0·828 Clockwise
Electric generator .. . ... • • • . .. . .. 1·953 Anti-clockwise
Starter motor . . . . .. • •• ••• ••• ••• 91·56 Clockwise
Air compressor (camshaft) ••• ••• ••• 0 I • 0·5 Clockwise
Hydraulic pump (camshaft) ... ••• ••• ••• 1·0 Clockwise
Engine-speed indicator drive (camshaft) ••• ••• 0·25 Clockwise
Hydraulic pump (crankcase)
Horizontal drive ... ... • • • •• • ••• 0·502 or
1

Clockwise
0·992
Vertical drive ... • • • • • ••• • ... 0·81 Clockwise
Cabin supercharger (Merlin 71 and 77 only) • • • 0·913 Anti-clockwise
Intercooler coolant pump • • • • • • • •• ... 1·497 Anti ...clockwise
·-~· • -··-=-.. ---- =- - - - - ..

markset applied -secure#7104462

This leaf issued witli A .L. No. 4 AIR PUBLICATIONS 1590P and S
January, 1944 Volume I

SECTION 1

LIST OF CHAPTERS

Chapter 1. Starting and preliminary· running

Chapter 2. markset applied -secure#7104462

Chapter 3. Running defects

Note.-A list of contents appears at the beginning of each chapter.

 l'his tea}· issued witli ~4 .L. 1Vo. ,J AIR PUBLICATIONS 1590P and S
] atii-t.ary., 1944 Vol11me I
Section 1

CHAPTER I

STARTING AND PREI,JMINARY RUNNING

LIST OF CONTENTS

Pn.ra. Pl, ro.

Preparing the engine for ~er,.- ice .. . . .. I Starting tl1e engine .. . ... . .. 2()
I nstallati on . . . ... ... ... . .. 2 Turning periods .. . 21
Propeller
Controls ...
...
... ... ...
. ..
. ..
3
4
l ~ailure to start ... . .. . ..
Starting under cold ,veather con diti (>Il~
--
').f)

~)
_,'l
Radiator fl.a p ... ... .._ -
:) }Jreliminary running and ch ec ks- -
•••

Oil priming . . . · ... ... . .. 6 Oil pressure . . . . .. . .. . .. ... - :-,.

f) -

('ooling system . .. . ... ... . .. 7 Engine limitations . . . ... 26

Intercooler cooling system... ... . .. 8 Magneto preliminary check ... _,
9-
Draining storage oil ·. from the carburettor 10 Ground running prior to flight ... 2~
Removal of the carburettor fuel filter ... 11 Routine checks ... ... 29
Filling the carburettor ... ... . .. 12 Precautions during grol1nd running t! ,, ' 3ft
Initial priming of the carburettor after Detailed ground checks-
draining . . . ... ... . .. . .. 13 Two-speed supercharger ... •• • .. . ~i 1
Priming of the carburettor prior to starting 14 Propeller con trc)l . . . ,_
...•} ' )

Priming the induction system- Engine power .. . . .. ••• ..' :J~~

Turriing and priming ... ... 15 Ignition system .. . 3..f.
Priming a cold engine ... ... 16 Slow-running 3,;
Types of priming uni ts ... ••• ••• 17 Stopping the engine .. . . .. 36
•>-I
Priming a hot engine .. . ... 18 Inspection of engine oil filters .:,
Setting the controls for starting ••• •• • 19 Operation of the oil-dilution S)~stem ... •• • :J~

markset applied -secure#7104462

LIST OF ILLUSTRATIONS

Fig . l ; i,!.: .
Pressure g~uge connection on Merlin 71 and 77 l Position of engine controlti be fore starting JI
Priming the engine oil system . . . ... . .. 2 Minim.um oil pressure gauge readjng for grouncl
•
Removal of oil filters ... ... ... . .. 3 running ... ... ... . .. ]~
Location of cooling system vent cocks (Spitfire Minimum oil and coolant temperature gauge
IX) . .. . .. ... ... . .. 4 readings for ground running . . . . ..
Removal of carburettor drain plugs . . . . .. -
.'.) Boost gauge reading for supercharger and
Removal of carburettor fuel filter ... . .. 6 propeller checks . . . . .. 1-l
Removal oJ carburettor vent plug ... . .. 7 Boost gauge reading for supercharger and
Engine fuel system ... ... ... . ... 8 ignition checks ... 1~
Ki-gass priming pump type B . . . ... ... 9 Position of controls for stopping the engine .. . I(,
I(i-gass priming pump type K .40 . .. . .. I(> Diagrammatic la,-r-ou·
r
t of oil-dilution sv·stem
.,
.. . 17

PREPARING 'l'HE ENGINE FOR SERVICE Controls

I. The instructions detailed in the following 4. Exan1ine all e11gine co11trols, c l1eck for
paragraphs must be observed if the engine h.a s freedom of operation a.nd lubricate v.?here necessar~r.
been newly installed or has been standing idle for
an appreciable period. Radiator flap
Installation 5. Check the opening a11d closing of tile flap
by means of the test button. The flap should open
2. Check that all mounting nuts are completely when the button is pressecl and close \Vhen the
tightened and locked safel~r. button is released.
Propeller Note.- It is necessary to ensure that an air
3.Check that the prope]ler is tight on the shaft pressure of 150 lb. per sq. in. is a \·ailal)le befort:
and is sec urely locked in p,o sition. carrying out thjs c.h,e ck

L.-.s.. 11
Oil priming (, ·ii) After the engine l1as bee11 run up, i11spect
6. Pri111e tl1e engi11c \vitl1 dilt1ted <)il ,\s and clean the o il filters an<l also checl(
r() 11 o \ \·s :- that the nc)rn1a) air s pace exists i11 tl1e
oil tanks.
(i) l{e1110\·e the pressure gauge connec ti <)11
fitte<l (>r1 the starboard side of th e
cra11l{case.

REAR FILTER

PRIME HERE

.
J: l<i. 1. - J)HE S SL' HJO: G ,\ UGE C<>NNf;;.CTJ{JN ()N l\.[~l{Ll t'-: 71
.\N f ) 77

(i i) Secure a ::;uitable s uch as tl1e C(Jll1 -

pt1111p,
J)ressed a ir operatecl pri111er (Stores Ref.
-tG/ 2342) clescr ihe(l in A .P . I464B , Vol. 1.
J:>art 8, Sect . ~) . t<> tl1e co11nectic)11 ;\~
~ hO\\'Jl 111 fi,g. 2.

f-i' I C, . 3 ,- J( E ~I O \ .. \ L (> F Ol L F I L ·r E H S

Cooling system
markset applied -secure#7104462

CONNECl P.Ef\..10VE PRESSURE 7. ")'he follo,vi11 g JJ<>int ~ si1c, ul <I l>t\ <)t1ser, ·ec l
HOSE BAN,JO
OF OIL PfilME:A
GAUCE OIL
CO NNECTION
, \·l1e 11 fi 11 i n g t l1 e s )·st e 111 .
(i) The a.pproxi n1 at c y t1an tit!'· re<l ll ire<l tr) fil I
tl1e s,:sten1 is :-
12~- g all ()1)s, Spi tfire ctirc raft.
i ii ) _.\11 coolant 111 t1 st lJe of t l1e ccJrrect SJ) e cjti -
c atic)I1 (see L eat1i11 g Partic ulars) a:11(1
sl1c)ul d p ass througl1 a fi.11e n1esl1 gaL1ze
filte r l)ef<)r c e11teri11g th e S)rsten1 .
(iii ) Open the v e11t coc l(s; tl1ese are s itL1ate(l 011
the J)ip eli11es b e tv,ree n the ra diators a 11cl
tl1ermostats jn tl1e case of Spitfire ciircraft.
(iji ) ){en10\·c tl1e t> il tilters; tt1is ,vill e11c1r) le in \vhich a radiator is fitted in eacl1 \\-ing.
:-; t1r1,1lus C)il t c), <.!rain {1ntl t l1ereb1, <)b,·iat,e
t l1e p ossi l)i1ity c)f fl<H)di11g tl1e en.g i11e. (i,· ) l~ern,o ve the filler ca1) frc>n1. tl1e heade r
ta11]{ and co n1n1e11ce fill i11 g- tl1e s,,.sten1
( i\· ) Prin1e t l1e s·~.rsten1 ,vith t,vo gallo ns of ,vitl1 coola.nt.
~

app ro\.·ed oil diluted ,vith 10 per cent . of

a '\'ia tion f tiel , and at tl1e sarne time rotate ( \') Wl1en a stea,dy flo,v of coolant issues fro111
the c:ranl(s haft by turning the propeller. the vent cocks, close the111 and l<)ck
thus ~11s ~ring that the o il is fed to the securely.
hearings . Note.- It shou ld l)e ol)served that
.l vQte .- i\scertai11 that
tl1e 1nag11et<> coolant is generall)t expel led before tl1e
s,vitches are in the OFF position befc)re a ir is released , an<l consequentl)r the cock~
turning the propeller. should not be closed the moment tl1at
( \·) Remove the pri111i11g connection, replace coolant issues.
the presst1re gauge co nnection .a nd lock (\·i) Continue filling the S)ISte1n until the
secure],r.
. coolant is level ,vi th the lower edge of the
(\·i) Replace the oil filters . filler orifice. Replace the filler cap.
 This leaf issued with A .L. No. 4
,!anuary, 19.44
Note.-The exact amount of coolant
required should be checked during the
fill~ng operation. If the correct filling
le·v el has .been reached before the full
quantity has been poure,d in, the prese·n ce
of air locks in the system is indicatetl.
(vii) Run the engine at 1,500 r.p.m. for a
period of abot1t 30 seconds to circulate the
coolant briskly and thus break down an)'
small air pockets in the system.
(viii) Stop the engine .a s detailed in para. 36 of
this Chapter.
(ix) Unscrew the filler cap, takin-g care to allo·v{
any pressure to escape before complete
remova1 of the cap. Restor,e the level of
the coolant and then replace the cap
securely.
(x) It is emphasized that precautions must be
taken against th,e splashing over of coolant
and the consequent danger to personnel
and deleterious effect upon the rubber-
covered cables of the installation, the
magnetos and the sparking plug sc1·eens.
markset applied -secure#7104462
'~
'
'
Perr
FIG.4 LOCATION OF COOLING SYSTEM VENT COCKS- (SPITFIRE IX)
Intercooler cooling system
8. The intercooler system, which 1s entirely
separate from the main cooling syst.e m, is fi]led
through the filler cap orifice on the intercooler
(or h·eadel' tank) . As in the case of the main
system this orifice also determines, the leve I of
coolant in the system.
9. The following points should be observed
when filling the system.
F .S. /2
A .P.1590P and S, Vol. I, Sect. 1, CJiap. 1
{i) The approximate quantity of coolant
required to, fill the system is:-
3-i· gallons, Spitfire aircraft.
(ii) The coolant used is of the same specifi-
cation as that used in the m,a in system
and should pass through a fine mesh
gauze filter before entering the system.
(iii) Remove the filler cap on the intercooler
(or header tank) and commence filling the
system with coolant.
(i,·) The e·xact amount of coolant required
should be checked during the filling
operation. If the full amount cannot be
poured in, air p ,o ckets are present and the
engine should be given a sl1ort ground run
to remove such pockets.
(\. ) l Jnscrew the :filler cap, taking care t c),
allow any pressure to escape before
complete removal of the cap. Restore the
level of the coolant and then replace the
cap securely.
Starboan.i
Draining storage oil from the carburettor
10. If the engine has been out o f sen·ice~ tl1e
carburettor will have been filled with oil for
storage purposes and must, therefore, be drained
by removing the base plugs (1), (2), (3), (4) and (5).
In addition, the plug in the base of the air chamber
should be removed to drain any m oisture ,,-J1ich
1
may have accumulated in this chamber.
 .'l ote.-.t\. n11n1111 u1n period of 8 h(1urs
sl1ould be allovved for soaking the dia-
phragm vvith f t1e], failing which, tl1~
ca.rlJurettor functioning wil 1 be incorrect.

::..
'lB .
( {) ,'

, ,
.
JWj :

~
= :
- ~ "·
,
.

FIG. 5.- [tE M O VA.L OF Cl~RBURE'fTOR DR.A..1N PLUGS

Removal of the carburettor fuel filter

11. The c arburettor fuel filter s.hould be
re1110\:ed and c leaned. On replacen1ent of the filter,
ascertain that it is the C<)rrect \vay rot1nd, tigl1ten
- \
...... ........

the b o lt sec ure l~.: , t11e11 l<1ck the bc)lt ,vith ,vire. .t1'IG. 7 . -REMO\/ ~.\L OI<' CARBURETTOR VENT PLUG

Initial priming of thq carburet,tor after draining

13. If the carburettor has been drained, but is
otherwise serviceable, it must first be filled as
detailed in sub-para. (i) to (v) of the previous
paragraph. After filling proceed as follows: -
(i) Ascertain that the air-intake fuel drai11 i ~
markset applied -secure#7104462

free fron1 obstruction.

(ii) ~et the tl1r<)ttle lev·er half-open in its
quadrant.
(iii) Set tl1e carburettor cut-off in the OPEN,
i.e. forward, pos ition.
(i,:) S,vitch ON the auxiliary fuel pun1p (or
c1perate the ,vobble pump) and whe11 fuel
i~sues from the discharge nozzle, as
i11dicated by fuel issuing from the air-
intake drain, S\vitch OFF the pump.
No.te .- After 1>rimi11g it is important t o
allo,v tin1e for the fuel in tl1e air intake t o
evaporate, other\vise difficulty in starting
Filling the carburettor will ·be experienced.
12. \ iVI1er1ever a carburettor has bee11 <)U t ()f use Priming of the carburettor prior t,o starting
it is es sential t hat it is 1)rin1ed ,\:ith fuel. The \.'ent
p l ug mt1st be removed tc) al]()\V all air to escape 14. It is important to note that the procedure
from th,e fuel passages, ot11er,vise complete filling detailed in the previous paragraph must be strictly
() f tl1e system ,,rill be pre\rentecl.
confined to· initial priJI'_ing and must :n_ot b e used
P rf)ceed as f cJl lo"\'S :- ·
"vhen it is required to rem ov·e air from tl1e car-
burettor fue] pas~ages prior to starting. For this
(i) .i\scertain that the carburettc)r CL1t-c)tf is latter operation, the following sequence is recom-
in the CLOSED p.o sition. m.ended : -
(i) Set the carburettor c11t-off lever in the
(ii) l{e111ove the ,rent plug.
OPEN position.
(iii) OPEN the main fuel cc>ck . (ii) SV\,itch on the auxiliary pump (or operate
(i\') Switch ON the auxiliary fuel pl1n1p t1ntil the wobble pu1np) until the pres:s ure warn-
the fuel is level "\vitl1. the plt1g c>pening, ing light commences to flicker or goes out.
the11 s'Witch OFF the pump. (iii) Set the carburettor cut-off lever in th,e
(\i') Rep1ace ancl sec11re tl1e I)lug. CLOSED position .
 ~i-Jiis lea_( issued 2erit}1 .. 4 .!... )./o. J. _..j .P.1:i9flP a·rtd ..5, l/ o/. l, ~Sect. 1, C }1t1.p. 1
.! n.1·1.11ar_1
1, 1944

,•,
L.
I -....
I
o::======;;;;::1 t::=========::7.,4 _ From i'tJpercharger Mdntfold priming pump '
volute drca,n
:==============:::::::t:====='~ Selector cock
I . I
- Volute drain d ,scharge (four)

Priming atomisers (six) .

( )\. Fro,m high
Discharge nozzle
(
• I
• volatit:ity
fuel tank
air balance pipe---t-~---JJ ,. . ,
• 1 , • 1-..'":-. From main
F~el pump relief I " .,,,..
. . ,1---., 1uel tank
valve air balanc«! pip~ .,~, _Jr.;..'--++--H+----
,t'~ . o·,·sc harge nozz Ie
Eng,ne fuel pump . 841.anced, I .,.- - (from carburettor)

Pressur@
relief· vdlV@
I
indication ~

I
l _, - . .
/•\
I fuel to Selector cock
ea.rburettor \
Fuel. supply
:o eaerator r·
.___ - -
\.
·-'

To oil dilution valvJ and filter

markset applied -secure#7104462
Filter

:---------------:..,:---.-----il~~--l-~11--~,..-:::..-
FrG4 8 . -ENGINE FUEL SYSTEM

PRIMING THE INDUCTION SYSTEM Types ol priming units

17. Varying aircraft installations may be fitted
Turning and priming with either one of the following types of priming
15. The method of turning and priming units~
simultaneously is considerably more effective than
priming before turning, in conveying an explosive
mi.xture into the cylinders for· starting pu.rposes,
especially under cold ,veather conditions .

Priming -a cold engine,

16. The following tabulation relates to starting /
a cold engine and gives an approximation of the
amount of priming that will be required for . .'
different atmospheric temperatures before the /
correct mixture is obtained wi~hin the cylinders /
and the engine may be expected to fire. /
/
,

Note.-If pre-heating apparatus is used, the

engine will be appreciably warmer than the
surrounding atmosphere and the temperature
of the engine oil will provide a better guide to // / /
/'
•.
,·

th,e amount of priming necessary in such cases. FrG. 9. - KI-G.: \SS PRIMING PUl'vlP TYPE B

F.S./3
C (159oP & S)
(i) Priming a hot engine
18. The amount required under s ucl1 condition::;
is small and it is recommended tl1at first, a11
Approx. numb·e r of strokes required endeavour should be made to start the en!!ine
________ ___
l •

- ---- _...
\\rithout priming.
I

100 octane Special cold

Air (Stores Ref. starting fuel
l'emperature No. 34A/75) (Stores Ref.
No. 34A/ l 1 l)
PROPELLER
1

MAX. R.P.M.
-l- 30°(~. ~l
-r- 20°(,. 4
+ 10°C.. 7
0°C. 12 4
- 10°<.:. 8
- 20°c. 18

----- .·- CARS.URE TOR

.......
.......
CUT- ·OFF CLOSED
....
... ...
-.-.....
......
..-
- ,_
FIG. ll .- Pos1T1,0 N OF ENGINE CONTROLS
BEFORE STARTING

SETTING THE CONTROLS FOR STARTING

markset applied -secure#7104462
19.. Ascertain that the oil ,c ocks (if fitted) are
in the OPEN position and set the engine controls
as follows .:~
(i) The fuel SJrsten1 cc)cks in tl1e 0~ positio11 .
(ii) The propeller control 1e,,-er in the
MAXIMUM r.p.n1. position.
':iii \li \Ii' \\ ii 1\1\ \1\ \\i !! .
\ . , ., 1•111,11°1111 ·: · : ·
(iii) The throttle lever approxin1atel~,r half-
• - , , • t • JI
• I •' 'I
inch open to give 1,000 r.p.m
(i"·) Retain th,e carburettor cut-off in tl1e
CLOSED position.
!c' IG. 10. - Kl-GASS PRIMING PUMP TYPE K.4{)
Note.-This control must al\,~a)rs be set
to the CLOSED, position b·e fore the
auxiliary fuel .p ump or the wobble pump
is operated, other,vise the engine ma~ .. b~
(ii) Ki-gass, Type K.40 flooded with fuel.
=::::::===::::==:::=============-===========-==========--=·-- . - ---
A ppr<)X.. t1t1mber o f strokes required STARTING THE ENGINE
- - - - - -- - - --- - ·------ ---· 20. The following sequence is reco1nme11ded :-
Special cold (i) Slvitch ON the auxiliary pt1rnp (o r
<1c tane
10()
Air starting fuel
'£emp eratt1rt.~
(Stores Ref. (Stores Ref. operate the wobble pump) thereb)' prin1~
K <>. -34 ..\/7 5) No. 34A/ 1 l 1) ing the carburettor; the pressure ,\·arning
------ . -- - - ·-- ·----- - - - --- ---- · ·- -- - light will go out when the requirecl
+- 30°c. 1 pressure is reached .
+ 20°(. l (ii) Operate the i11duction syste1n priming
-I.- 10°( '. 1!
I

0 °C.. I
pun1p until it is judged that the deli,..e!)·
3
line is full, as jndicated Oj,.. a sudde11
-
- 20 °C.
l 0°c:. -4
?
i11crease in the resistance of the plunger .
::::::============:::-::::=".=~==-======== ·-=======-----=--:.:. -===================-== (iii) S,vitch ON the igr1ition.
This leaf issued with A.L. No. 7
July, 1944
(iv) Press the sta.r ter ·and booster coil buttons
and .at the same time operate the priming
pump while the engine ~ being turned
(see para. 17 of this Chapter).
(v) Vvllen the engine fires, move· the car-
burettor cut-off lever foiward, i.e to the
OPEN position.
(vi) Continued priming of the induction
system may be necessary to assist the
engine to -pick up on the carburettor.
(vii) If the e.n gine fails to continue running
move the cut-off lever backwards ,t o the
CLOSED position
Note.-If the engine fails to start it is
important that the carburettor cut-off
be secured in the CLOS,ED position and
the auxiliary pump is switched OFF,
beiore investigating causes of non-
starting.
(viii) When the engine is firing steadily, release
the booster coil buttoL. and tum off the
priming cock and screw down the priming
pump plunger.
Torning periods
21. These must not exceed 20 seconds limit
with a 30 second,s wait between each attempt.
Failure to observe this instruction may result i.J1
the b,a ttery plates being damaged or the starter
markset applied -secure#7104462
brush gear becoming overheated.
Note.-Under nor1nal conditions the engine
should s.t art within 3 seconds.
Pailure to start
22. If when the engin.e is turned with adequ.a te
speed, the engine refuses to start after four
attempts, investigation should be made to ensure
that:-
(i) The sparking plugs are firing efficiently.
(!i) The cylinders are correctly primed.
Black .smoke from the exhau.s t from
intermittent firing indicates over-priming,
while if the sparking plugs are functioning
and there is no. indication of a cylinder
firing, under-priming is indicated. It
should be ascertaine.rl ·t hat the priming
nozzles are not choked9
(iii) For further possible causes of failure to
start, see Chap. 3 of this Section.
STARTING UNDER COLD WEATHER
CONDffiONS
23. The following precautions should be
noted:-
(i) It will be found advantageous under cold
conditi,o ns to turn the propeller several
times in order to free the engme.
F.S./4
A.P.1590P, Sand U, Vol. I, Sect.1, Chap.1
Note. - AII switGhes must be in the OFF
position during this operation.
(ii) At temperatures below O deg. C. special
cold starting fuel (Stores Ref. 34A/1 l l),
which is more volatile than the normal
engine fuel is to be used, providing that
the necessary priming connections have
been fitted to the aircraft.
(iii) Prime the engine with diluted oil. Oil
dilution should also be used before
stopping the engine (see para. 38 of this
Chapter).
Note.--Oil dilution assures an adequate
rlow of lubricant to all movin,g parts of
the engine at approximately no1mal
working ,o il pr,e ssure and thereby permits
easier starting and an earlier take off.
Also the diluted oil in circulation reduces
the possibility of bursting of flexible pipes
and oil coolers when a cold engine is
started.
24. After starting an engine in freezing con,d i-
tions, it should not be shut down (unless this
becomes necessary for any reason such as loss of
oil pressure), until it has reached its normal work-
ing temperature.
OIL
1'50
11--60
30
0
LB/o" 0
A. 1298
FIG. 12.-MINIMUM OIL PRESSURE GAUGE READING
FOR GROUND RUNNING
PREIJ!IM1NARY R,UNNING AND CHECKS
Oil pressure
25. This should build up to at least 45 lb. per
sq. in. as soon as the engine is started. Under cold
climatic conditions the indicated oil pressure may
be temporarily much higher.
Note.-Sbould the oil pressure be erratic
or fail to build up under ,c old weather con-
ditions, operate the oil dilution switch for a
period NOT EXCEEDING ONE MINUTE.
Engine limitations (i) Engine running operatiotial limits:-
26. Run the engine at approximately 800 to These are laid down in Operational
1,000 r.p.m. for half a minute or until the Limitations and must not be exceeded.
oil pressur,e is steady and then increase the r.p.m. (ii) Propeller control lever.-This must be iu
to 1,200. Continue running· at this speed until the the maximum r.p.m. position except
oil inlet temperature is 15 deg. C. and the outlet when the constant-speed unit is being
temperature of the coolant is not less than checked.
60 deg. C. (iii) Boost. p,r essure.-Hi~h boost pressures
Oil pressure c:heck must not be used for longer than is
26(a). When the engi11e has attained its normal necessary for the check concerned and
running conditions, an oil pressure check must be must never exceed + 12 lb. per sq. in.
made. Set the throttle lever to give 2,650 r.p.m., on the ground..
when the oil pressure should not be less than 45 (iv) Cockpit throttle and propeller controls:-
lb. p er sq in.
These must be operated gradually and
26(b) . It may be fou11d~ howe,v er, that in the without snatch.
case of an e11gi11e that l1as bee11 run for a consider- (v) Prolonged idling.-This should be avoided,
able time (and consequently has larger clearances since it causes fuel accumulation in the
tl1an a new e11gine), or in the case of an engine tha.t superchar,g er volute and, also, fouling of
h as b een overhauled, that as the oil temperature the sparking plugs tends to take place.
rises the pressure may fall belo"\\' 45 lb. per sq . in. These two features may eventually cause
WARNING -The oil pressure mast not be the engine to cut-out at take-off; i+ is
below 30 lb. per sq. in. ,\,hen the oil temperature important, therefore, that the engine
j g 90 deg . C. should be speeded up periodically for

• 28
~u
HUN~tDS Of 32
R.P.M.
34

EMP.
140
38 markset applied -secure#7104462

40

AlaOO

1''1G. 13.- MINIMUl\1 orL .,<\ND COOLAN1' TE.:-.IPER ..\ 'fURE G~.\.UGE REA.DINGS FOR GROUND RUNNING

Magneto prelilninary check the purpose of clearing the volute casing

27. v\1hen the engine has attained its normal of condensed fuel, by normal induction
rl1nning conditions, a preliminary check of tl1e in addition to, the slow-running suction
serviceabli1ity of the magneto must be carried out d;evice, and also for the purpose of
by switching off each ignition switch in turn. clearing the sparking plugs.
This ensures that when other checks are being
1

carried out, the engine will not be runnihg on one

DETAILED GROUND CHECKS
magneto only, with consequent sooting up of the
Two-speed supercharger
31. The change-over 1nechanism for the two-
idle plugs and possible damage to the engine.
speed supercharger is automatic, being effected
GROUND RUNNING PRIOR TO FLIGHT by means of an electro-pneumatic system which
is operated by an atmospl1erically controlled
28. The ground running prior to take-off must, aneroid. A t _e st push~button is fitted to this
be kept at an absolute minimum to avoid over- control, enabling a check to be made when the
heating the engine. This applies particularly in
the case of installations in which the radiators are
not situated in the slipstream.
Routine checks
29. If the aircraft is normally in regular
service, the complete che,c ks need only· be carried
out once a day.
Note.-It is necessar.y l19wever, immediately
before flight, to, carry out a powe:r check and
to ascertain that the engine gauge readings
are mthin the approved limitations.
Precautions during ground n1nniµg A 1371

30. The following p-r ecautions should be FIG. 14.-BOOST GAUGE READING FOR SUPERCHARGER
strictly limited : - AND PROPELLER CHECKS
This leaf issued 11-'ith A .L. No. 7
Jitly, 1944
aircraft is on the ground. As this check is carried
out at zero boost pressure, the boost control will
then be inoperative and a slight variation in
pressure may occur. The sequence of operatio11s
is as follows:-
(i) Ascertain that the cockpit control switch
is in th,e AUTO position (see fig. 2 of the
following Chapter).
(ii) Set the throttle lever to obtain ZERO
lb. per sq. in. boost pressure. Operate
the test push-button thereby setting the
supercharger in high gear, whereupo11 a
change in r .p.m., and possibly boost, will
occur. The red warning light, indicating
that high gear is engaged, will also come
on.
(iii) Release the push-button, whereupon low
gear will be re-engaged, and the origin.a l
engine r.p.m. and boost should be
restored.
Note. - It is necessary to ensure tl1at
a minimum air pressure of 150 lb. per
sq. in. is available before carrying out
this check as the operation of the gear
change mechanism is dependent upon air
pressure.
Propeller control
32. To check this con1rol proceed as follows:- -
(i) With th,e propeller lever in the 1naximun1
r.p.m. position set the throttle lever to
obtain ZERO lb. per sq. in. boost.
(ii) Move the propeller lever from tl1e
maxim11n1 r.p.m. position until a drop
of approximately 300 r.p.m. occurs.
Return the propeller lever to tl1e maxi-
111t1rr1 r.p.m. position and checlc tl1at the
origina] r.p.n1. are restored.
Note.-Under cc>lcl weather conditions
repeat tl1is operatio·n several times to
circulate o jl in tl1e propeUer hub.
Engine power
33. To check tl1at tl1e power output of the
engine is satisfactory, proceed as fallows:-
(i) Ascertain that the pro,p eller control is
in the MAXIMUM r.p.m. position.
(ii) Set the throttle iever to give +9 lb. per
sq. in. boost pressure and note the engine
r~p.m.
(iii) At this boc)st pressure the pr(>peller will
be on its fi.11e-pitcl1 stops (i.e. it ,-vill
be.h ave as a fixed-pit ch propeller), and
as the t otal available power is use<l in
maintaini11g it on tl1e stops, any cleficie11cy
in power output ,vill be indicated by a
lower engine r .p ..m. than is norrnally
obtained at this boost .
F,S. /5
A.P.1690P, Sand U, Vol. I, ..',ect. I, Chap. 1
Ignition system
34. To check the s~stem, proceed as follows: -
(i) Ascertain that the propeller control is
in tl1e MAXIMUM r .p.m. positi,o n.
(ii) Move the cockpit throttle lever progres-
.
sively to the take-off boost position. I f
rough-running occurs a.n ignition fault
may be suspected.
(iii) Throttle back to +9 lb. per s,q . in. boost
pressure and test each magneto by means
<)f the magneto switches. The drop in
engine spee,d shoi1ld not exceed 150
r .p.m.
0
- +
BOOST
zo PRESS ... _ e
LBS/ d " --
12
A 13 7 1
l 'rc. 15 .-Boos·r
1
GA.UGE READING FOJi ENGINE P0\\1 E :
..\NO IGN1TIO N CHECKS
markset applied -secure#7104462
Slow-r11nning
35. Check the s low-running by closing the
tl1rottle suddenly from approximately 1,400 r.p.m .
to idling speed . The e11gine :-;}1oulcl ~l1ow 110
tende11C)' to stop.
STOPPING THE ENGINE
36. When it is required t<J stop t l1e e11gine 1
proceed as follows: -
(i) Cl1eck that the propeller lever i~ in the
MAXIMUM r . p.m. position.
(ii) Allow tl1e engine to run at approximately
800 to 1,000 r.p.m. for two minutes (with
the aircraft headed into tl1e wind, when-
ever possible), i11 order to clear and also
to cool down the engine.
(iii ) Switch OFF the auxiliary pt1n1p . set the
carburettor cut-off 111 the CLOS,ED
position and at tl1e ~am e time open the
throttle .
Note.-It vrill b e O·bser, e<J tl1at the 1
operation of t11e carburettor cut-off on
these engine~ \vill stop the engine at an1 1
throttle position . The opening of the
throttle, after operating the ct1t-off.
e nsures a clean ct1t -off \vit11out after-
firing.
 viscosity. By this means the torque required for
MOVE ClJT-OFF turning when starting is greatly reduced. When,
TO CLOiSED ther·e fore, it is known that the engine will be
POS TION re-started under cold climatic conditions and with
a cold engine, p roceed as follows:-
(i) Stop the engine as stated in the previous
paragraph.
(ii) Fill the oil tanks {if necessary), and if the
engine is hot allow it to cool partially.
To obtain the best results, the oil tem-
perature sl1ou ld be between 10 deg. C.
and 45 deg. C. before dilution.
... (iii) Re-~tart the engine and .run up to
approximately 1,000 to 1.,200 r .p.m .
PROPELLE ,
THROTTLE MAX.R.PM.
(iv) Operate the Gil-dilution push-button in
the pilot's cockpit.
(YJ Continue runnin g the engine with the oil-
dilution pusli-button in operation for a
period NOT EXCEEDING ONE
MINUTE, if tl1e anticipated starting
temperature (cold engin e} is above -- IO
FIG. 1fi. - P0SIT10 N OF CON1.l{OLS l; OJ{ S1'0PP1NG 1' HE deg . C. Wh en tl1e starting ten1perature
ENGINE is exp ected to be below - lO deg. C. the
dilution should b e n1aintained for two
minutes.
(iv) W h e 11 tl1e engine stops, switcl1 OFF tl1e
ignitio11. (vi) Stop tl1e engine as stated in tl1e previous
paragrapl1 before releasing the push-
(v) T urn OFF tl1e fuel coc ks.
button, and check that it re111ains o ut
after r elease.
Inspection of engme oil filters,
(vii) Tur11 OFF the fuel .
37. On completio11 of the initial ground run
of engines that l1ave l1een primed '\vitJ1 a.iluted oil,
39. If convenient, the benefit of dilution can be
filters n1u st be insr)ected and c leaned . The use markset applied -secure#7104462

increased (particularly if the dilution has tak,e n

of diluted oil l1as a clea11si11g effect 011 the engine,
with consequent a cc umulation of sl'u,d g~ in ~he
filters, whicl1i, if not ren1oved; may result 1n engine
failure . This check mu~t also be ma.de after tl1e
initial fligl1t t est (see para. 24 of t :he following
Chapter)
OPERATION OF THE OIL-DILUTI,C>N SYSTEM
38. In order to facilitate start ing in cold
w,e atl1er, a 'System n1ay be e111ployed 'Wl1ereby fuel
is added to the oil in circ ulation t ,o r educe its
place at a high temperature) by allo,ving ~he
engine to cool t l1orough1y and t11en re-start1ng
and ru11ni11g at 1,000 to 1,200 r.p.n1. for 30 seconds
with the dilution push-button pressed . This dis-
tributes diluted o il to tl1 e cylinder walls and other
normally l1ot s urfaces from w hicl1 it may have
evap or ated a t the time of dilution.
40. After dilution, the engine can be left for
two o r three days during nor1nally cold weather
without tl1e u sual frequent ru11ning-up or re-
d ilution .

-..~=====:::::-.
PRESSURE PUMP
FUEL OIL TANK
SOLENOID
SUPPLY
~ - _ OPERATED
·--- ._. - ·
VALVE - - - - -
TO - -- --
ENGI NE

"' 0:.\08

F I G. 17 . - D1J~GRAMMATIC LAY - OUT OF OIL-DILUTION SYSTEM

 This leaf issued with A .L. No. 7 AIR PUBLICATION 1590P, S and U
July, 1944 Vol11me I
Section 1
CHAPTER 2

IN FLIGHT
LIST OF CONTENTS
Pa-ra. Para.
Operational limitations . . . ... . . ., • 1, • I Cruising
Intensive flying .. . 2 Maxim11m cru1s1ng boost and coolant
Taxying . . . ... ... ... . .. ••• 3 t ,e mperature ... 15
Oil pressure and temperature during flight . .. 4 Maximum engine life .. . ... ... 16
Magneto check during :flight . . . ... ... 6 Maximum conditions for cruising.. ... 17
Operation of propeller control . . . . .. ••• 7 Economica.l cruising .. . ... ... 18
Control of the t,l'lo .. speed superchar ger- Combat and short period emergency conditions 19
Automatic control . . . ... ... •• • 9 Diving . .. ... 21
Override control ... ... 10
Take-off and climb-- Landing . . . ... ... ... ... ... 22
Precautions before take-off .. . II S,t oppin g the engine and operation of oil
Control settings for take-off 12 dilutio n system . . . ... ... ... 23
Control settings for climb ... ••• • •• 13 F ilter ch eck t ,o be carried out after flight ... 24

LIST OF ILLUSTRATIONS
F ig . Fig.
Diagram of supercharger gear-change control . . . I Position of engine controls for diving .. . 3
Recommended setting of engine controls for
Cockpit control for s uperc11arger gear-change . . . 2 landing 4

markset applied -secure#7104462

OPERATIQ,NAL LIMITATIONS (iii) If the runway or dispersal point is uphill

it is recommended that heavy aircraft
I. The operational lim itations for the respective should be towed rather than taxied into
conditions of flight are stated in tl1e front of this position.
Volume.
Note.-Tbese limitations> which cover engine OIL PRESSURE AND TEMPERATURE DURING
speed, boost p ressure, oil and coolant tem- FLIGHT
peratures, together with the maximum
permissible time limits where applicable, 4. The oil pressure should not normally fall
must be strictly obser ved. below 45 lb. per sq. in. at a maximum inlet
ten1perature of 90 deg. C.
Intensive flying
5. The mi11imum t f) ,\-·hicl1 the oil pressure may
2. It is in the interests of reliability and engine be ,ll lowed to fall gradually is 30 lb. per sq. in.
life to keep well within the op erational limits. \vhe 11 the oil temperature is 90 deg. C.
For this r eason, whenever possible, conditions
less than those specified for maximu m flying 1Vote : - This gradual fall in pressure may
should be used . <)ccu r i11 t]1,e case c)f an engine that has been
run for a considerable time (and consequently
has larger clearances than a n,e w engine) or in
TAXYING t_h e case of a11 engine that has bee11 overhauled.
3. \\'hen taxying, serious dan1age mayr be 5(a). Any sudden fall in oil pressure is indicative
caused unless the fol lo,ving points are observed:- of either a faulty oil system or engine bearing
(i) The n1inimum throttle opening ne,c essary failure. Similarlv ., ir1 tl1e case of a sudden rise in
for the operation s hould be used. oil temperature
(ii) If unavoidably heated, before take·off, Note.- I f it is at all practicable, therefore,
allow the engines to cool to normal by the aircraft should be landed at ·the nearest
l1eading the aircraft into wind and airfield and the cause of the trouble investi-
running the e11gine at a moderate r.p .n1. gated.

F.S./1
 MAGNETO CHECK DURING FLl(JHT
6. It is important to check periodic~ally that
- ------
- .
- . ........•'.."....
-,
' :. ............
GI....... . .

each magneto is wo~king correctly. Failure of one . .. . '

" ' •
• "'
4
I

. ••..'
• •

GEAR .-"
• • • • •• 4

magneto may not always be apparer1t during

flight, as even though a fall in engine 1:>ower will
take place, the reduction would be insufficient to ••• • •
.
•.
WARNING. •

•
.,
• ••
•

be indicated t o the pilot. ,•

OPERATION OF PROPEI,I,ER CONTROL

- ·- ·- • •
7. F or taxying, take-off and. initial climb, and •
combat flight, set the propeller contriJl in the - - ·- •

maximum engine r.p.m. position.

00 NOT AU,TO. :~~·:.
:.,
' , '
, TAKE-
OFF NORMAL ~:_ .-_·:· .
......, ....
8. For climbing and cruising set the propeller
control to maintain the engine speed ~rithin the
?:::· '. If LIGHT POSITION.:·~:•'
'··.·.-~' ._.-... IS ON . . . ·. ... .. ... ... ·.. :.. ~.'..
. .. . ..~
. ......
..... , ,
appropriate limitat ions.
No·te .- Wben the propeller control is set
•
' •
,--
•
• .. ,
··· ·-- ·...
I -,,

• • .... '
.
•
...
_ .. , , .........
. . . . . . . . , ..... ,
•
•

• .. 4
- -
-
• ••
.. ,
...

..
..
Ill
,. • •

to give approximately minimum r.p,.m. the FIG. 2. - COCKPIT C ONTROL FOR S UPERCHARGE R
boost pressure must not be a llowed to exceed GEA R-CH.f\.N GE
that approved for cruising.

c.ROUND TEST 1- O ·1 )
r-\1- l
1
PUSH BUTTON I ~ I M.S. ONLY AUT0 (M.S OR f.S.
.SWITCH ~ .-.__ _II--+-.

HANO ELECTRO - PNEUMATIC

+ SWITC'H
1
RAM.
L __ I
I
HYDRAULIC
- CONTROL ON
ENCINE
COMP.RESSED I'
ALTITUDE O'PERATED markset applied -secure#7104462 I

SWITOi AIR SUPPLY

F.s. C.EAR WARNING LIC.HT

,

FIG I - DIAGRAM Of S,UPERCHARGER GEAR-CHANGE CONTROL

CONTROL OF THE TWO-SPEEJD Override control

SUPERCHAB,GER 10. An override co11trol switch is provided, as
shown in fig. 2, whereby the pilot may either retain
Automatic control the supercharger in Jow (M~S.) gear for the purpose
9. T he cha11ge between low (M.S.) gear and of formation or other type·s of flying, or he may
l1igh (F .S.) gea r is a utoma tic arid is con1:rolled by set the swit ch in the AUrfO position and thus
a n aneroid s,vitc h , which a t a pre-dE~termined per111it the automatic control to select the required
altit ude closes a pair of contacts in an electrical gear as this becomes necessary .
circ ujt a nd ener gises a magnetic valve. The
magn etic v alve con t rols the supply of air to a
pneumatic jac.k , vh ich on its outwai·d stroke TAKE-OFF AND CLIMB
c hanges t l1e two-sp eed gear from lo,v to .high. A
return spring is provided in tl1e jac k \.,1hich, on Precautions before take-off
the desc~nt of th e aircraft a r1d the b reaking of the 11. Before take-off it m u st be observed that:-
electric~l circu it at t l1e con t roJJing a ltitude , (i) The p r opeller co11t ro l lev er is in the
retract s the j ac 1{ and ch a ng~s t l1e t ,vo-s1)eed gear maximun1 r .p .rn . p osit io11.
to the low gear p-osit jon. TI1e aner oid switcl1
(ii) The oil inlet t ernperature is not less than
makes contact a t approximately 14,000 ft . (whe11
the aircraft i~ clirn bi11g) to en ga ge high igear, and 15 deg. C.
\Jrea ks c0nt a ct at approxin1at ely 12,500 Jt. (when (iii) The coola11t t e n1peratu re is n ot les~ than
the a ircraft is <iescer,dir1g) to en ga ge lovv gear. 60 d eg. C.
 1'/iis lea;· issited u:it/1 A .l.,. ·1\ ·o. J
./ a ·r1 it,ary, 1944
(iv) The engi11e oi] pressure is not ,less than
60 lb. per sq . in. (see para. 4 <)f this
Chapter).
Note.-After running up and check
testing, the aircraft should be taken off
as soon as possible. If further idling is
unavoidable, it should •be done at 1.,000
to 1,200 r.p.m. The induction system
must be cleared just prior to take-off by
speeding up the engine.
Control settings for take-off
12. The maximum permissible boost pressure
L'-; ob,t ained by opening the throttle lever up to
the gate. In the case of Spitfire aircraft, it will
be found that a boost pressure less than maximt1m
permissible will be sufficient for take-off.
Note.- If the take-off r.p.m. is employed ,
it is necessar,1 to re-set the controls ,vhen the
aircraft has -clin1bed to 1,000 ft. or ,\,ithin.
five minutes of leaving the ground, v.,hiche,,er
provides the sho,r ter duration of flight.
Control settings for climb
13. 'W ith the throttle lever set to obtain
maximum climbing boost pressl,re and the
propeller control lever set to obtain climbing
r.p.m., the climb may be continued for one hour.
14. \\~en a Io,,·er boost pressure than maxi-
mum for· climbing is use·d , the auton1atic boost
control is unable to open the throttle butterfl)'
fullj', and consequentl)r, a gradual decrease in boost
\v-ill take place as the aircraft climbs to full t .r .Jottle
height. Therefore, in order to n1aintain the
desired boost, it ,vill be 11eces.sary to advance
the throttle lever progressi,,el)· to the gate as the
fall in boost takes place.
,CRUISING
Maximum cruising boost an~ coolant temperature
15. If, ,vhen this boost pressure is used, the
coolant ten1perature rises t o the n1axin1um per-
missible,. tl1e engine must be thr,o ttled b~ck .
Note.-It is permissible to use a temper,a ture
nc>t exceeding 115 deg. C. fo r short perio,d
en1ergency; the boost pr:essure, ho,vever,
must b e reduced as muc l1 as pos.s ible.
Maximum engine life
16. To prolong tl1e fife of an engine it is
essential to keep the po,\rer well within the
limitations during a consiclerable propo,r tion of
the t otal flying time.
F .S. /2
A .P.1590P and S, Vol. I, Sect. 1, Chap. 2
Maximum eonditions for cruising
17.. These constitute maximum Indicated Air
Speed (I.A ..S.) together with ecc>no,m ical n1L"Xt11re
strength.
Note.- These conditions are distinct froin
t.h e most economical cruising conq.itions at
,•{hich the greater mileage per gallon of f11el
is obtained (see the following paragraph).
Economical cruising
18. To, obtain maximum range or to fl)·
economically at any desired I.A.S., set the controls
as follows:-
(i) The throttle lever tu give a boost press11re
not exceeding +7 lb. per s,q . in.
(ii) The propeller 1tr\,.er to give an engine
speed as low as possible within the
cruising range, 1,800 r .p.m. min. to
2,650 r.p.m. max.
(iii) If, with an engine speed of 1;800 r.p.m.,
the power developed is more than that
nec,e ssary to maintain the required I _.A.S.,
adjust the throttle lever to reduce the
boost pressure.
(i,,) Conversely, if, with an engine speed of
markset applied -secure#7104462
1,800 r.p.m . and a boost pressure of
+ 7 lb . per sq. in. it is not possible to
obtain the required I.A .S., adjust the
propeller l,e ver to increase the engine
speed to 2,650 r.p.m. maximum.
1.Vote.- For further i 11fo rn1ation see the
rele\·ant Pilot's Notes .
COMBAT AND SHORT PERIOD EMERGENCY
CONDITIONS
19. T l1ese conditions include climbing, diving,
and level fligl1t, and may be maintained for five
minutes, subject to the boost an,d temperature
figures 11ot being exceeded, and an engine speecl
not exceeding 3,0UU r.p .m. being maintaine,d .
Note.-It is emphasised that an overJoad
is being i1nposed on the · engine during these
conclitions.
20. It is p ointe(l out that tl1e fuel consumption
at combat boo,s t and r.p.m. ,vill be i11creased ·b y
approxim.atel:)r 50 per ce11t. over the consumption
at maximun1 climbing conditions a.n d, tl1erefor,e,
that due consideratjon must be given to this
increased co,n s umption on the air endurance of the
aircraft if the use of combat conditions becomes
necessa,ry during flight.
 DMNG
21. During all diving the throttle lever must
be set at least one-third open in its quadrant. The
propeller le,rer may be set at the cruising position.
Normally the engine r.p.m. and boost in the dive
,,rill not exceed the combat maximt1,m limitations.
Note.-A diving r.p.111. (see Operational
THROTTLE Limitations), whicl1 is greater tl1a.n combat
AT LEAST r.p.m. is ·p ermissible fo r a periocl not exceedin g
ONE THIRD 20 seconds limit.
OPEN
LANDING
22. \\/J1e11 apprc<1cl1ing the airfield, the engi11e
will be throttled back and the propeller contr<)l
/ set to giv·e clin1bing r.p.m
.. .
PROPELLE Note.-If it is considered that the margi11
of power available is s111all, the prop·e ller
control must be set to give n1axi111um engi11e
r.p.111. as a preca11tion against an e rnergenc~· .
FIG. 3.-POSITION OF ENGINE CONTl~OLS FOR DIVING

THROTTLE STOPPING THE ENGINE AND OPERATION OF

•raE: OIL-DU..UTION SYSTEM
23. Full details of the correct n1ethoc.i ut
stopping tl1e engine and the ()peraticJn of the oil-
dilution system are contained in para. 36 ancl 38
<)f tl1e previous Chapter.
markset applied -secure#7104462

FILTER CHECK TO BE CARRIED OUT AFTER

FLIGHT
24. After the first flight of e11gi11es that hav·e
been primecl ,vith diluted oil or on ,vl1ich oil
dilution has been carried 0ut, it is essential tl1at
PROPELLER all the oil filters must be inspected and c.Ieanecl.
CLIMB ING R.P.M. This check must also be carried out after a period
of fiv·e hours' runni11g or some s 11c h suitable perio(l
t<1 st1it Co1n1nand req\1irc·n1ents.

J:rG. -l. - RECO~l:7\-IENDED SETTING OF ENGINE CONTl{Ol-S

F'OR L:\NDI1'G
 TJiis leaf issued with A~L . .No. 4 AIR PUBLICATIONS 1690P and S
J anua1"y, 1944 Volume I
Section 1

CHAPTER 3

BUNNING DEFECTS

LIST· OF CONTENTS

Failure to start Firing in the exhaust S)rstem

Ignition sy·stem Lubrication system
Sparking plugs Low oil pressure
Magnet·o s High oil pressure
Ignition leads Low oil temperature
Carburation . High oil temp,e rature
Insufficie~t fuel s,1.pply Lack of power
Excessive fuel suppi~.r Engine vibration
Flo·o ding carburettor (engine standing) Overheating of the engine
Weak mixture Mis.c ellaneous defects
Rich mixture Surging
Momentary cutting during acceleration Pre-ignition
...\.u tomatic boost control Irregular firing
Firing in the induction system Detonation

LIST o . ~. ILLUS1"'RATIONS
1:.: ig .
. \era-engines exhaust flames characteristics . . . l

markset applied -secure#7104462

FAJI,URE TO STAR'f or if the engine backfires or spits ,vhile

it is being motored. This may be caused
The starting proc,e dure detailed i11 Chap. l by:-
of this Section, t1sed in conjunction with the experi- (a) · Chok€d prin1ing jets, atomizers,
ence gained by running a particular engine in priming lines. or filter on the
varying climatic conditio11s, should enable the induction bend.
engine to be started easily. If difficulty is
eJ\.i;>erienced, one or more of the defects outlined (b) Leakin.g or broken priming pipes .o r
in the follovving paragraphs may be the cause:- connections.
(c) Defective priming pump.
(i) Over-priming of tl1e cylinders with fuel
(d) No fuel in the tank.
is indicated if the engine fires intermit-
tently and black smoke is.s ues from the (iii) Faulty carburation or fuel system.
exhaust \vhen starting is attempted (see (iv) Faulty booster coil or ignition system.
fig. 1). (v) I?efective starter system.
Note.-~fhe best m,e thod of clearing the (a) An exh·austed or defective batter)' ·
induction system is to switcl1 OFF the
(b) A defective starter motor or circuit.
ignition, open the throttles and turn the
engine by the starter motor or by the
hand-turning gear until the surplus fuel IGNITION SYSTEM
has been used. If it is possible to turn
the propeller backwards by hand, this Sparking plugs
should be done after first turning the (i) Deposits of lead the electr,o des.
011

propeller jn· a normal direction to dis- (ii) C·o ndensation on the electrodes.
engage the starter dogs. Repeat the (iii)
•
Carbon or oil on the electrodes.
starting procedure ,vithout further prim-
. (iv) Incorrectly set plug gap .
1ng.
(:v) Cracked or broken ins11lation.
(ii) Insufficient ·primin~ of the cylinders is
indicated if there is no sign of firing (vi) Ii1correct type of })lug.

F.S./1
Magnetos Momentary cutting during acceleration
(i) Pitted, dirty or unevenly seating contctct (i) Air in carburettor feed regulator.
breaker points. (ii) Defective accelerator pump "·al\'" es <>r
(ii) Incorrectly set contact bre·a ker ga1) . discharge nozzle.
.
{iii) \Veak or l1roken contact breaker ar1n (iii) Fuel building up in tl1e supercharger
•
spring. volute (this is liable to happen after
idling or during a prolonged glide) .
(i\·) Sticking co11tact breaker ar111 .
(v· ) Dirty or ,vorn distributor rotcJr ancl
segments. AUTOMATIC BOOST CONTROL
(\.·i) Fa.ult)~ insulatiort on \1/inding:; . (i) Aneroid \ 1 alv·e <)ver1ap.
(vii) Magnetos incorrectlv tirned. (ii) Damaged aneroid .
(iii) Incorrect adjustme nt of lir1ks or aneroid
"
Ignition leads spr1ng.
(i) Fault~: ins ulation of leads. (iv) Sticking relay pisto11 .
(ii) Fault)' continuity (resisto1·s n1issi11g) . (v) Sticking aneroid valv-e.
(iii) Fat1ltv
., termi11als or connections . (vi) Dirt in passages.
(iv ) Fault)' isolating sparlc gap.
FIRING IN THE INDUCTION SYSTEM
( .)
,1 , , er)r vveak mixture.
CARBURATI'ON (ii) \ Tal ves or "\7 a] ,.:e seats ,dirt-:)' or pitted,
resulti11g in the \·al\-'e being kept open.
lnsufflcie~t fuel supply (iii) Valves incorrect])' seatin·g due to incorre,c t
(i) Dirt under seat of fuel pump relief valve. tappet adjustn1ent.
(ii) Incorrect adjustment of relief valve. (i \') \ Talve spring ,v·eak or broken.
(iii) Faulty fuel pump diapI1ragm.
(v1 '. \ 1alve stem or \ 1 al,,e guide ,vorn
(,ti) Flame tra1)s dirt~/ or burnt.
(i"·') Obstruction in pipe-lines, filters, or tanlt
,,,ent pipes. (~/ii) Faulty ignition rest1Iting in a retarded
spark.

Excessive fuel supply markset applied -secure#7104462

FIRING IN THE EXHAUST SYSTEM

(i) Incc)rrect adjustment of fuel pump relief
valve. (i) Faulty ignitio11 .
(ii) Check the ta1)p,e t clearar1c e~ <1f ll1 e
exl1aust valves.
Flooding carburettor (engine standing)
{i) Carburettor discharge nozzle sticking in
the open position.
LUBRICATING SYSTEM
Low oil pressure
(ii) Excessive fuel supply.
(i) Obstruction ir1 J)ipe-lin,es.
(iii) Failed ,d iaphragm in carburettor.
(ii) Choked filters.
(i\r) Sticking air release float needle or
(iii) Dirt under seat o f t1il pump relief \pal,., e.
mechanisn1.
(i\,. ) Inc,o rrectl)r adi11sted relief vaI,.-e.
(, r) Carb11rettor c11t-off set in OPEN position .
(\·) High oil temperatt1re.
(vi) Faill1re of a bearing.
Weak mixture (,·ii) ...\ir leal{s.
(i) I ns ufficie11t ft1el suppl~- .
. High oil pressure
(ii 1 _\ ir i11 carburettor fuel regt1lator .
(i) IncorrectlJ' adjt1stecl relief ,·ctl\·e ,
(ii i' Carbt1retto r discl1arge nozzle sticking ir1
c ll)sed pos itio11 . (ii) Lo,v ojl ten1pcratt1re.
(i,·; J{estricted impact tL1hes o r small ,.renturi. Low oil temperature
(, ·,i \\"'or11 inlet , ·aJ\~es or guides. (i) I;aulty operati c>n of radiator sJ1 utter
(vi Air leaks ir1 j11d t1c tio11 s,·stem . (ii) Faulty or i11correct])" set \ 'iscosit~,. val,re.
.
High oil temperature
Rich mixture (i) Fau1ty operatio11 <> f radi at or s ht1tte r.
(i) Carburetto r discharg e 11ozzle sticking
1 i11 (ii) Dan1aged cooler res t1 lti11g in in terr1a l
C)p en position. restrictions .
(ii) E xcessive fuel suppl~·. (iii) External restrictic>ns i11 radiator p
 1"/iis leaj- iss1.ted 7.f)itlt A.L . 1V o . .J. .-l .P.J:;90P a,n d S, v~ol. l . .Sect. I . C/1.ap. :_;
.!a1i z1ar}'~ 19.JJ.
LACK OF POWER OVERHEATING OF THE ENGINE
"fhe po,ver output is indicated b y the bot>~t a11cl (i) Faulty operation of radjator shutter.
r.p.n1. registered and may be checked as statec1 jn (ii) Damaged radiator resultj11g in inter11al
Chap. 1 of this Sect ion. Lack of po\'te1· 111a), l)e restrictions.
d11e to one or more of the fo1Io,ving ca uses:-
(iii) External restrictions jn radiator.
(i) Faulty carburation.
(iv) Air-lock or restriction in coolant pipes .
(ii) Faulty ignition.
(y) Lack of coolant.
(iii) Defective flan1e traps.
(vi) Weak mixture.
(iv) Faulty compression .
(v)· Faulty propeller control 111echanis111. MISCELLANEOUS DEFECTS,
(vi) Overheatin.g of the engine. Surging
(vii) Faulty boost control. (j) Faulty automatic boost control.
(,,.iii) Incorrect valve timing. (ii) Faulty constant-speed unit.
{iii) Faulty propeller mechanism.

Pre-ignition
ENGINE VIBRATION This may be due to incandescent carbon within
the cylinder or to incandescent sparking plug
(i) Defective ignition system. points arising out of:- ·
(ii) Defective fuel system. (i) Weak mixture.
(iii) Incorrect mixture. (ii) Retarded ignition.
(iv) Defective propeller or control system. (iii) Faulty cooling system.
(v) Engine loose on mounting through:-
Irregular firing
(a) Loose holding-down bolts.
(i) Faulty ignition system.
(b) Deteriorated packings.
markset applied -secure#7104462
(ii) · Faulty carburation.
(c) Loose bulkhead attachment.
Note.-For the correct method of Detonation '
tightening the holding-down bolts see This may be due to using a high boost presst1re
Sect. 3, Chap. 1. together with a fuel of low octane value.

F.S./3
 A .P. 1590 . P . b S. i'oi . I, S ect . I . <..: J,ap. Ill .

GENERAL NOTES. Exhaus t flames wHI o nly be obser~ed when an engine is runn i ng without an exhaust
system or when st ub pipes are fi t ted . Flames will pr o0ably not be seen when flame-damping manifolds or exhaust
r ing collectors are used . The t ypes of flames shown w·ill change as the air/fue t ratio is altered and will be affected
by the presence of oil or cor ros ion i nhibi tor in the combustion chambe r .

CORRECT MIXTURE STRENGTH . A s ho r t l ig h t blue flam e w hich may be almost inv ,~1 b le in s trong light .

RICH M I XTURE. A composite flam e short red-or ange fta.me at the rn an ifo1d, followed by an area of i nvisible
flame . and ter,ninating in an area o f slow-bu r ni ng gase s b luish i n colo ur. If t h e m 1)(t ure is very rich a black sooty
markset applied -secure#7104462

smoke wHI be not,ced and as the m ixtu re st re ngth is correctly ad i usted t he blu ish flame will move towards the
manifold.

WEAK MIXTURE. Ind icated by a f~irly long bl uish - wh it e flam ,e emer ging di r ectly from the man,folds. The
en1lne tends to back-fi re at high er s peeds .

WEAK MI X T URE A ND BURNING OIL. A reddish flame w ith a bluish tip and is one of the most commonly
encounte red, although it is sometimes confused with t he r ed flame caused by bu rning oil. This may be che cked
by moving the m ixtu re co ntro l to the full rich position . If the flame lesse ns, w eak mi><ture and burn;ng oil ire
1

indicated.

F.S/3.
Fif. I. PLATE I. A ERO ENGINE EXHAUST f LAME C HARACTERISTICS.
 A. P . 1590. P. 6- S . Vol. I, Sect . I, C hap . Ill.

li
I
BUR.NI NG OIL. A short dull red flame usually accompanied by whitish or light grey, billowy smoke. This
flame may be noticed i,, one cGt of manifolds but be entirely absent in another.

OVER PRIMING. Noticed only wh,e n starting.. Intermittent th ick, black billowy smoke, often followed by
fire from the man ifold. This type is caused by over priming, constituteJ a dangerous fire r isk and is detrimental
to the engine . markset applied -secure#7104462

DEFECTIVE SPARKING PLUGS. A very long whitish-orange flame appearing intermittently and inclined
to be spasmodic or explosive in nature indicates detonation and may be due to defective sparking plugs. The
flame usually appears from one or more manifolds.

INCOMPLETE COMBUSTION. An intermittent bluish-white flame, usually noticed when taking a magneto
check. A drop in the r .p.m. may also be observed.
F.S,'4. ( 51-6:MS }.
Fig. I. PLATE II. AERO ENGl1N E EXHAUST FLAME CHARACTERISTICS.
 SERVICING THE ENGINE
_Jfr,.-S- - ~ - _,, I: •

markset applied -secure#7104462

 This leaf issuec! with A .L. No. 6 Al R PUBLICATION 1690P and 8
June, 1944 Volume I

SECTION 2

LIST· OF CHAPTERS

Chapter 1. Servicing instructions

Chapter 2. Adjustment of engine· controls

1

Chapter 3. Engine unit replacement and :field repair

markset applied -secure#7104462

Chapter 4. Valve and magneto timing

Note.-A list of contents appears at the beginning of each chapt,e r.

When demanding parts or tools listed in this section, quote .Stores Section
36DD except where otherwise stated.

F.S./1
B (AL6)
This leaf issued with A.L. No. 6 AIR PUBLICATIOB 1590P and S
June, 1944 Volume I
Section 2
CHAPTER 1

SERVICING INSTRUCTIONS

LIST OF CONTENTS
Para. Pa,-a.
General . . . .. . . .. . .. ••• .. .. 1 Examining contact breaker points for
Oil filters .. . . . ,. ... . .. ••• 2 wear ... ... . . .. ... . .. 16
Priming and volute drain systems~- Removal of starter ·for servicing ... 19
Cleaning priming jets . . . ... . .. 3 Coo]ing systems-
Supercha·r ger volute priming jet ... 4 General . . . ... ... ,... 20
Induction manifold atomizers . . . . .. 5 Testing coolant for acid formation •• • 21
Induction delivery trunk jet . . . . ... 6 Testin.g specific gravity of coolant • • • 24
Cleaning volute dr~in venturi asse·m bly 7 Pressure testing main system ... ••• 26
Automatic boost control- Pressure testing intercooler system ... 27
Remova~ of piston valve .. . •••• 8 Testing the fuel system accessories-
Removal of boost supply filter .. . .... 9 General . . . ... ... . .. . .. 28
Lubrication . .. ... . .. • •• 10 Equipment ... . .. . ... . .. 29
Magneto Testing the oil dilution system solenoid
- Checking contact breaker gaps.. . .. 11 valve . . . ... ... .. . . .. 30
Lubrication of contact breaker pivot pin 12 Testing and setting the fuel presSJire
Lubricating contact breaker cams ... 13 warning switch ... ... . .. 31

LIST OF ILLUSTRATIONS
Fig. Fig.
Removal of oil filters . . . ... ... . .. 1 Checking the gap of the magneto contact
Supercharger volute priming jet . .. . .. 2 breaker . . . ... . ". .. . ... 7
Induction manifold atomizers ... . .. 3 Replacing cam lubricating pad .. . ... 8
Cleaning volute drain venturi ... . .. 4 Removing starter motor . .. .. . ... 9
Removal of boost control piston valve ... 5
markset applied -secure#7104462
Pressure testing cooling systems . .. . ... 10
Removal . of filter and location .of lubricators T,e st rig for fuel system accessories . . . ... 11
(au.t omatic boost control) .... ~.. 6 Testing the fuel pressure warning switch ... 12

GENERAL
1. The servicing of the engine consists, for the most part, in carrying out the ''Inspections''
listed in the aircraft Inspection Schedule. The majority of engine inspections included in the
Inspection Schedule are se}f..explanatory, but where instructions are necessary, they are included
in this Chapter.
- -- ·•- -= •. --=.. Filter must- be fitted with
!,(IQ ting for spring u1pper~t
OIL FILTERS 1• / - •

2. The two oil filter gauzes are housed at

the rear of the lower half of the crankcase (see
fig. 1) and should be cleaned as follows:-
(i) Remove the engine lower co·wling.
(ii) Remo·v e the locking plate assembly.
(iii) l)nscrew the sle,e ve nut and remove
the filter cap, the copper asbestos
se.a ling washer and the filter element.
(iv) The filter element should be cleaned
in petrol with a stiff brush (Flannel
must not be used). Also clean the
inside of the housing and the centre
stud.
(v) To replace, see that the partially
closed end of the filter is located on
the centre stud :first and presses
against the helical spring. Fig. 1.-Removal of oil filters
F.S./2
 (vi) Replace the sealing washer and the filter cap, making sure that the four webs fit inside
the :flange of the filter element and that the square socket on the cap is properly fitted
over the square neck on the centre stud.
(vii) Screw up the sleeve nut on the filter cap.
Note.-Exces.s ive tightening must be avoided, oth~ry;ise the filter housing may be damaged.
If the joint leaks, a new copper asbesto~ washer (Stores Ref. 816, Part No. E.31465) should
be :fitted.
(viii) Replace the locking plate assembly and re-tighten.

PRIMING AND VOLUTE DRAIN SYS'ttilMS

CJean priming jets
3·. The priming jets are located at the top of the supercharger volute passage and at the centre
of the induction manifolds. To r·e move the jets for cleaning, proceed as follows:-

Supercharger volute priming jet

4 . The procedure for removal of the jet (see fig. 2) is as follows:-
·{i) Remove the hexagon headed sleeve
fr9m the jet housing and withdraw
the sleeve and filter complete.
Disconnect inlet and outlet pipes to
the jet housing.
--
(ii) Remove the two nuts securing the
jet housing to the volute casing.
(iii) Unscrew the jet in the volute
•
casing. ~o)
(iv) Inspect gauze and jet and thoroughly
,c lean them in petrol. Before re- r
(fil1
assembly, remove any particles of
carbon by means of air pressure. I
(v) Fit a new joint washer when re-
placing the jet housing. (Stores markset applied -secure#7104462

Fig. 2.-Supercharger volute priming jet

Ref. 32898, Part No. 07147).

Bolt mur,r be replaced before

fitting priming pipe

.
...
.
, . . .. .
:
. .· ..
._, .. .
"' ...
@· ©@ 1% ' ® § '

lgni tion harness

. Iif ted off clips

~ . ..8..
~! -
-~~ ••
". ~
• r.;·
1

.,'
fi~1 •·~
. ;y
'• I . • •- ..... ..
••• • .c.· ,•
-.
~-
• •
- ,..,.
.
-
• 40.

<:., • ~
"-
......

-~
-.
•
I'
•
....
•
1;·
---...

--
• • • \.
- - ....__ -
:-:
,,.-- - -- -
.!...
.. ":'
- .
.
-- ~ .
i" - -
....., -
-
- --
··,
,·.,,
... _....
:-,...__:_ ,

-~
- -- - ... --
•
_-.....;____ .! ~
~
•:
,.. - ' .. .~.-.. . -- -..-:,..' .
- - -..::::::....-
• !., ..
.
••
-- ,
._;;...,- . . . - -~-=
- ·-
,, I

-:o:. ·- - .:. _•._ . - •

/

Fig. 3.-Induction manifold atomizers

This leaf issued with A .L. No. 6 A .P.1590P and S, Vol. I, Sect. 2, Cftap. 1
June, 1944

Induction 1n:anifold atomizers

5. To remove the atomizers (see fig. 3) proceed as follows:-
(i) Disconnect the priming pipe from the rear atomizer on the starboard side and the ,,olute
drain venturi pipe from the rear atomizer on the port side.
(ii) Remove securing nuts and setscrews and lift off each priming pipe assembly.
Note.-Removal of the ''A'' side assembly is facilitated by unscrewing the clips whicl1
secure the ignition harness to the ''A'' side induction manifold and lifting tl1e harness off
the studs.
{iii) Remove atomizer assemblies.
{iv) Carefully inspect jets at inner end of jet tubes and filters at outer end of tub·e s. Wash
in clean petrol and afterwards subject the assemblies to a moderate air blast.
Induction delivery trunk jet
6. To remo"/e the je·t (see fig. 3) proceed as follows:-
(i) Remove s~curing nuts on atomizer and unscrew the union securing the· short supply pipe.
(ii) Remove atomizer assembly.
(iii) Inspect R nd clean jet and filter as detailed above.
Cleaning volute drain venturi assembly
7. The function of the volute drain v,e nturi system is to induce fuel which has becom,e condensed
in th~ supercharger volute, under slow-running conditions, into the induction manifolds. The
venturi housing is a small aluminium casting located on the lower port side of the carburettor con-
taining two brass venturi tubes. These should be cleaned by means of air pressure. If the unit
is inaccessible, it may be necessary to remove it from the engine; to remove and clean it (see :fig. 4),
proceed as follows:-
(i) Disconnect the volute drain pipe,
the manifold suction pipe and the
vent to atmosphere.
...... -
----- ---- -- -
markset applied -secure#7104462
... I

(ii) Unscrew the two nuts securing the ..

venturi housing to the carb·u rettor
and remove the housing.
(iii) Apply, air pressure to each con-
nection in turn and wash in clean
petrol.
(iv) Re-assemble in the reverse order
to dismantling, renewing, if neces-
sary, the Klingerit jointing on the
carburettor facing. (Stores Ref.
70094, Part No. D.18580.)
1

. .. . . .
AUTOMATIC BOOST CON'rROL Volute drain----~
Removal of piston valve
8. The piston valve is remove·d from its
housing (see fig. 5) for inspection and cleaning
as follows:-
(i) Place the throttle control in the
open position to release the spring
pressure on the valve. -
Connection to
(ii) Remove .the four nuts securing the a~mosphere
aneroid cover to the rear of the
boost control unit. Withdraw cover, Fig. 4.-Cleaning volute drain venturi
aneroid and piston valve.
(iii) Thoroughly clean piston valve in petrol followed by air pressur,e and cl1eck that all the
holes in the valve are clear.
F.S./3
 (iv) Smear the piston valve with light machine oil.
(v) Re-assemble in the reverse order to dismantling, renewing the cover joint if it is at all
damaged. (Stores Ref. 52244, Part No. D.16086).
Note.-T~e aneroid assembly is carefully tested and set to suit the engine series marked
on the cover, and may not be used with engines of any other series; under no circumstances
may it be· dismantled.

Fig. 5.-Removal of boost control piston

. valve

Removal of boost supply filter markset applied -secure#7104462

9. To remove the :filter (see fig! 6), unscrew FILTER-.......

the front boost pressure inlet union on the
automatic boost control and remove the filter,
which fits just inside t 'h e .inlet passage. Clean
the :filter in petrol and in an air blast
before replacing. Renew the filter if it is
damaged or defective ..

Lubrication
10 Three Tecalemit lubricators are pro-
1
•

vided on the boost ,c ontrol unit (see fig. 6)

through which a lubricant (one part D.T.D.44B
and two parts .D .T.D.72), should be inserted
by means of a pressure gun. Lubrication is
as follows.:-
(i) On boost control differential inject a
small quantity of grease. As there
is no level plug, care must be taken \

to avoid over lubrication.

(ii) Inject lubricant through the lubric-
ators on the differential and throttle
control shafts until it issues from Fig. 6.-Removal of :filter and location of
between the bearings. lubricators (automatic boost control)

MAGNETO
,Checking contact breaker gaps
11. To check the contact breaker gap.s (see fig. 7) proceed as follows:.-
(i) Remove the contact breaker cover.
This leaf issued with A.L. No. 6 A .P.1590P and S,. Vol. I, Sect. 2, Chap. 1
June, 1944
(ii) Check that the contact breaker rocker arm is on the peak o,f its cam and that the magneto
control is fully advanced.
(iii) Check contact breaker gap·, which
must not 'b e less t·h an 0~011 in. or
greater than O·O 13 in. Re-set, if
necessary, to 0·012 in. ± 0·001 in.
The most satisfactory method of
s.e tting the gap is by using a double-
ended gauge, one end O·O 11 in. and
the other 0·013 in. By this means
a definite setting of 0 . 012 in. ±
0·00 I in. is obtained.
1

FEELER
(iv) If necessary, a,d just the gap. On
B.T.H. magnetos this is done by
sJackenin.g off the lock-nut and
turning the adjusting screw until
the required clearance is obtained,
after adjustment re-lock. On Rotax
magnetos the two locking screws
are slacked off and the eccentric
adjusting screw is turned as required.
After adjustment re-tighten the
locking screws. Fig. 7.--Checking the gap of the magneto
contact breaker
(v) Re-check the gap.
Lubrication of contac·t breaker pivot ·pin
12. The contact breaker pivot pin is lubricated by moving aside the small hinged clip of the
rocker lever (see fig. 8). The pin should be· lightly lubricated with grease (Intava 659, Stores Ref:
34A/84). After lubricating wipe off any surplus grease.
markset applied -secure#7104462

Lubricating contact breaker cams

13. B.T.H. magnetos are fitted wi~h a
grease impregnated cam lubricating pad which
should be renewed (see fig. 8) at the appro-
priate in.s pection period:-
(i) Remove contact breaker cover. Mow tlip to lu,brrc.ote
rocker Jever

(ii) · Remove screw and washer securing

lubric~ting pad sp,r ing to its post,
withdraw spring and remove pad.
(iii) Fit new pad in spring (do not oil r

., ,..,.,- IC
as it will already be grease impr,e g- • l ',
I •
'
I
nated). I

(iv) After fitting the new cam pad, make

sure that the spring is correctly
positioned and is pressing the pad
against the cam. A small deflection
of the spring is permissible when Fig. 8.-Replacing cam lubricating pad
the cam is turned.

14. Rotax magnetoes are fitted with a felt cam-lubricating pad which should be given a few
drops of light oil at the recommended inspection periods. If the felt is worn or damaged, the pad
should be replaced, the new pad being oiled before tt is fitted in the spring.

15, The procedure for replacing the cam lubricating pad on Rotax magnetos is the same as
that detailed for B.T.H. magnetos, but there sho-qld 'be no bending movement of the metal housing
carryin,g the pad when the cam is turned. The felt should just touch the flat of the ·cam.
F.S./4
 harninjng contact breaker points ,for wear
16. Rotate engine to open contact breaker points and inspect the contact faces. If these are
burnt or burred, they may be removed and cleaned with a fine carborundum stone. Great care,
however, should be taken to ensure that the faces remain flat and parallel. Before replacing the
rocker arm, see that the contact breaker pivot pin is lubricated.
17. Check that the main and auxiliary contact breaker springs have not been displaced and
show no sign of corrosion, and that all screws and locknuts are secure.
18. Check that the contact breaker base is free in the housing and is lubricated. A very slack
fit is detrimental and will cause corrosion and seizure of the breaker base.
Removal of starter for servicing
19. At the prescribed inspection periods, the starter motor· should b·e removed from the engine
for cleaning and general servicing as instructed in A.P.1181. The procedure to be adopted for
removal (see fig . 9) is as follows:-
(i) Disconnect the two wires from their terminal posts, having mark.e d them so that they
may be replaced correctly.
(ii) Remo,v e the six nuts with their plain z_nd Grover washers, which secure the starter motor
assembly to the wheelcase.

-- - ...

r.

- J markset applied -secure#7104462

(
I
I I '--
I t· (
r
I

)r}
·'
'-----, ,- I D
'
.J

Geor te,e th ond

bo 11 bearing to be
smeared with grease
before replace me·n i-
of stor~er

Double epicyclic reduction, starter motor drive Double spur reduction, starter motor drive
Fig·. 9.-Removing starter motor

(iii) Withdraw the starter motor assemr,ly which consists of the starter motor and the adjacent
disc-shaped housing carrying the small reduction gear layshaft.
Note.--On some engines fitted with double epicyclic starter reduction gears the starter
will be accompanied by a joint ring instead ,o f the layshaft plate mentioned above. The
central splined driving shaft :fitted to this, type should not be allowed to fall out, otherwise
the oil seal may be distorted. It should be held up in position by the transportation
cover (Stores Ref. No. 43235, Part No. D.14916).
(iv) Before re-fitting the motor, the laysba·f t gears and bearings sl1ould be well cleaned in
paraffin and then an air blast and liberally greased with Intava ''E'' graphite grease. The
This leaf issued with A .L. No. 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 1
June, 1944
annulus and its central ball bearing should be cleaned with petrol and a stiff brush and
well greased. Check a lso that the vent hole in the housing at the drive end of the starter
is clea1.

COOLING SYSTEMS
General
20. Both the main and the intercooler coolant should be tested for acid for111ation and specific
gravity at the re]evant inspection period. The mai11 and intercooler c,o olant systems will also
require pressure testing at the prescribed inspection periods and a general examination should be
made of a.11 joints for signs of leakage. Suggested air pre~sure testing attachments which can be
made up in the workshop are sho,\ n in fig. 10.
1

Testing coolant for acid formation

21. Acid formatio,n is usually caused by:-
(i) Decomposition of the glycol as a result of coolant being used for too long a p eriod.
(ii) De-composition as a result of excessively high temperatures.
(iii) Contamination from an external source.,

224 The acidity tests should be made with tl1e tpe~ial test papers E.C.64 and in accordance
with the instructions on the packet. If the paper tu r11s green, the coolant is serviceable, but if it
turns red, th,e coolant is contanunated and· the system must be drained and refilled ,vith fresh coolant
to the correct specification. ·
23. The test for acid formation should also b e applied to the fresh glycol, before and after
• •
m1X1ng.

Testing specific gravity of coolant

24. The specifix gravity of the coolant in both systems should be check-e d with either an
markset applied -secure#7104462

ordinary or a Twaddell type hydrometer. At uormal atmospheric temperatures, the ordinary

hydrometer value should be between 1·045 and 1 ·050 and the Twaddell hydrometer value should
be between 9 and 10.
25. If the specific gravity is outside th€se limits it must not be corrected by topping up with
either glycol or water; the system must be drained and refilled with fresh coolant to the correct
specification which should then be tested for acidity.

PressuN testing main system

26. The main cooling system should not be pressure tested when the engine is cold as the rubber
seals on the cylinder block coo,l ant transfer tubes may not then be pressure tight. To pressure test
the main ~ystem, proceed as follows:-
(i) Remove a vent plug from either the po,r t or starboard coolant outlet pipe on the inlet
side of the cylinder blocks~
(ii) Fit the air pressure attachment shown in fig. 10. in place of the vent plug.
(iii) Disconnect the vent pipe from the header tank relief valve and blank off the connection
with a suitable plug {see :fig. 10).
(iv) Connect a hand- or foot-operated air pump to the air pressure attachment and operate
until a pressure of 30 lb. per sq. in. is regis,t ered on the .gauge. This pressure should be
maintained for ten minutes. If the pressure falls during this period, it should again be
raised to 30 lb. p,e r sq. in. and maintained while all joints in the system are examined
for leaks.
(v) When any leaks have been rectified, the system should' again be tested for ten .m inutes .
(vi) When all joints are sound and the pressure test has been satisfactorily completed, release
the pressure by means of the Schrader valve and remove the blanking plug from the vent
connection.
(vii) Raise the pressure in the s,y stem to 30 lb. per sq. in. and check that the relief valve blows
off.
(viii) Remove the air pressure attachment and replace the vent plug. Connect up vent pipe.
F.S./5
 Pressure gaug,e
0-60 lbs. Jubilee
clips
- Schrader valve
and . - ·-
t, tt1n9

Ad.a ptor
Blan'k ing plug
Rubber hose --
---- -..__
/, .. / /
/

·1·~- , /
' I
~, /

~ /
I
AIR PRESSURE BLANK 'ING HEADER I
ATTACHMENT TANK VENT
.II .!
I
!;< hr oder va Ive Con nee t-,on for •
I

and fitting --.._._,, . / pressure gouge

.\

TO TEST MAIN SYSTEM

Adopt-or screwed inro
boss on engine ourlet
pipe in ploce of plug

TO TEST INTERCQ:OLER SYSTEM markset applied -secure#7104462

Fg. 10.-Pressure testing cooling systems

Pressure testing intercooler system

27. The air pressure attachment shown in fig. 10 for testing the main coolant system can also
be used f:o r pressure t,e sting the intercooler system if a two ..way elbow connection is fitted on the
header tank relief valve. If a plain elbow is fitted, the attachment will have to be screwed on to
a dummy header tank filler cap. A cap similar to that shown in fi,g . 11 will be suitable.
(i) Remove the blanking plug from the two-way elbow of the relief valve connection if fitted,
otherwise remove the header tank filler cap.
(ii) Fit the· air pressure attachment to the boss on the elbow or fit the dummy fill~r t·~p co,m -
plete with air pressure attachment.
(iii) Blank off the relief valve connection.
(iv) By means of an air pump~ raise the pressure in the system to 20 lb. per sq. in. This
pressure should be maintained for ten minutes; if pressure falls during this period, again
raise the pressure to 20 lb. per sq. in. and carefully examine all joints for leaks. In
addition, disconnect the atmospheric vent pipe at the volute drain venturi unit to check
whether coolant is leaking down into the supercharger. If coolant has collected in the
venturi, a defectiye intercooler element is indicated.

TESTING 1~E FUEL SYSTEM ACCESSORIES

General
28. The test described below should be applied each time the ·c omponents or systems referred
to are dis.t urbed for repair or overhaul.
 This leaf issued with A .L. No. 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 1
June, 1944
Schrader Valve and Fitting ":'11 / Pressure Gauge 0-60 lbs.

To Compressed __
,,_,...,
Standard Header Tank Fi lier Cap
Air Supply
and Fibre Washer
Air Line
~
Cock
,-- -------------------------------------I
1
I I
:I NOTE: TANK TO BE~.,. FILLED :I
I I

I : WIT1H PARAFFIN :
I I
J
. ----------·----------------------- '!!!!!'~·'

I• i
II i I

II I
I
Fixture (A)
Solenoid Valve
I
• f
I

I
Test Cock A.G.S. 7378 "\
I. Splash Tray
!•
J I
I

markset applied -secure#7104462

Base 18"x 12··

appYOx.

3-way Switch SC/930

3-way Switch SC/930
Lamp Unit

To Solenoid Valve or
Fuel Pres.s ure Warning Swiitch
.I
To 24v Battery

TEST RIG FOR FUEL

28.A. Termlnal SYSTEM ACCESSORIES
-
tnsulatinc Block

Fig. 11.-Test ri.g for fuel system accessories

F .S./6
Equipment
29. The recommended equipment for testing the solenoid valve and fuel pressure warning
switch is made up in the form of a test rig, as illustrated in fig. 11. In building a rig the standard
parts called for in the sketch need not be adhered to, as any :fittings which perform the same functio·ns
1

may be used. The method of using the equipment when making the various tests is described i11
the ensuing paragraphs.

Testing the oil dilution system solenoid valve

30. Using the rig shown in fig. 11, screw the solenoid to be tested into the threade,d fitting on
the fixture (A) and connect the twin core cable from the valve to, the terminals marked 3 and 4
on the test rig electrical terminal strip. The test should be perfo1med with a reading of 15 lb. per
sq. in. (plus) on the pressure gauge. Turn ON the test cock and move the test switch to the ''TEST
VALVE position, when paraffin should flow from the valve in a steady stream. Return the switch
1
'

to the central ''oFF'' position, whereupon the flow of paraffin should immediately cease. Check
the valve for any signs of weeping, then turn ''oFF'' the test cock and remove the valve from the
fixture. Connect the valve cable to the terminal strip again, operate the switch and blow compressed
air through the valve, then switch off and disconnect the cable. Finally, check that the correct
jet is fitted in the valve,

Testing and setting· the fuel pressure warning switch

31. Using the test rig illustrated in fig. 11 slide on to the mandrel, one copper washer,, the
switch to be tested and a se,c ond copper washer. Screw the mandrel into the fitting on the fixture
(A) and connect the twin core cable from the switch unit to the terminals marked 3 and 4 on the
terntinal strip. · Turn ''oN'' the test cock and apply an air pressu!e of 15 lb. per sq. in. to the tank
for about ten seconds,• then release the pressure. Apply and release the pressure three or four times
to check that the switch is operating correctly, then remove. the spring securing ring from the switch
unit and lift off the top cover to expose the contact adjusting screw. Move the test switch to the

Fuel Pre,sure
markset applied -secure#7104462
Warning
.. Adaptor Switch
0·25, o/D 'Pipe

Union
· A.G.S. 212 B

Nipple .
A.G.S .. 209 8

fixture (A)

fibre Washer,

Fig. 12.-Testing the fuel pressure warning switch

·'TEST PRESSURE UNIT'' position and with a pressure of 15 lb. per sq. in. in the tank, turn the
adjusting screw clockwise until the light goes out, then tighten the lock-nut. Now· raise the pressure
in the tank to 18 lb. per sq. in., then slowly decrease the pressure to confirm that .the [a.m p lights
at 15 lb. per sq. in. (approx.). Finally, apply a coat of bakelite varnish to secure the lock-nut,
replace the top c.o ver and remove the unit from the rig.
 J'Jiis leaf issiied i£ritli A .L. J\To. 4 AIR PUBLICATIONS 1590P and S
J a'n·u ary, 1944 Volume I
Section 2

CHAPTER 2

ADJUSTMENT OF ENGINE CONTROLS

LIST OF CONTENTS

Para. Para.
General • • • .. .. ••• ••• ••• • ! • I Adjustment of slow-running-
Brief description of carburetto,r • • • ••• 2 Slow-running stop ••• .. . ... .. . 18
Adjustment of control rods- Slow-running mixture 19
.. ..
••• •• • •••
General ... ••• • •• • •• 8 Slow-running fuel metering spring . .. 20
'fhrottle controls . . . ... ••• ... . 10
Boost control cam lever . . ' . .. ••• 11
Ignition controls . . . ••• • • • ... . 12 Acl j ustment of boost pressure
Constant-speed control ••• • •• ... 14 Brief description of boost co,n trol unit . . . 22
C.J1eck~ng cockpit co,n trols- General ••• •••
a1 • , 0 ••• • I 23
1"'hrottle lever • ••••i I e e 0 I t 15 Adjusting the climbing and take-off boost
Constant-speed control •• • ... ••• 16 pressure . . . • • • ... . .. ••• 24
Carburettor cut-off control ••• ••• 17 Adjusting the combat l)oost pressure . . . 30

LIST OF .ILLUSTRATIONS

FiK', Fil{.
Adjustment of throttle controls ... ••• 1 Adjustment of slow-running stop .. .
• • i 5
Boost control cam le·ver ... ••• ••• ••• 2 Adjustment of slow-running mixture strength 6
Adj ustn1ent of ignition controls •• • •• • 3 Check for loose glass bezel on boost gal1ge . .. 7
Carburettor cut-off control .. ~
••• .. .. 4 Engin~ controls ... •• • • •• ••• a I I 8

markset applied -secure#7104462

GENERAL control for s,t opping tl1e engine on the gro,und

The engine should be started on the inductio11
1. Three m-an.ual controls connect the cockpit priming and witl1 the cut-off control at STOP
with the engine as follows:- (closed), moving it to RUN (open) as soon as the
(i) Carbure·t tor throttle control, whicb engine fires. The main distinctive features are
operates the throttle valves through a a s fallows:-
differential, and directly moves the boost (i) A norma] fuel supply system employing
control cam and ignition controls. a filter and float-operated vapour release
(ii) Carburettor cut-off valve, used when chamber. ·
starting and stopping the engine. (ii) No main float chamber or fuel level.
(iii) Constant;a.s peed governor control, con .. (iii) Fuel/air ratio controlled by diaphragms
nected with the governor control unit at and jets in conjunc tion with an ·a1titt1de/
the engine forward end, port side. temperature control unit.
Note.-In order to explain the use of (iv) Fuel injecte·d into the supercharger eye
th~ contr~ls .. an~ the~r adjustments a by a pressure nozzle.
brief descnpt1on of the carburettor and (v) No heating required for throttle valves
boost control is included. The brief or jackets.
outline, therefore, in conjunction with
(v1) Regulated fuel delivery from the car-
the illustrations, should be self-explana-
burettor completely cut off by the control
tory for the purposes required.
valve when stopping or starting the
.
engine.
Brief description of carburettor
2. The twin-choke, up-draught, B,e ndix- 3. The tarburettor is coupled to the super-
Stromberg carbur·e ttor is fully automatic, having charger intake as on earlier type Merlin engines.
a single control in flight; this control is the pilot's No main fl.oat chatnber is required apart from that
throttle lever, in addition to which there is a cut-off situated b elow the main f ueJ inlet connection .

F.S./1
D (1590P & S)
r.L'l1is fo,rn1 ;; a cle-ae rat(>r chamber housi11g a filter
and float-,0perated vapour-release valve. With
t he exceptio11 o,f fuel discharged from the acceler-
ator pump nozzle, all the required fuel, both for
the main and slow-running supply is discharged
from a spring-loaded nozzle into the air strea~ at
tl1e supercharger eye above the throttle valves,
into a serjes of r adia l nozzles op en to the super-
charger inlet pressure.
COCKPIT
4. Correct fuel /a ir ratio (specific consumption) THROTTLE
is obtained bv a measurement of the mass ,a ir flow
~
CONTROL
(speed and den sity) through the c_holces, the
pressures of which a re imposed upon diaphragms
to regulate the corresponding flow of fuel to the·
discharge nozzle. In a ddition , a fuel enrich1nent
valve opens to incr ease the fuel ratio wh,e n tl1e
mass air flow reacb,e s a certai11 figure.
5. A spring, a.d justed by a setscrew, regulates
,-_:_ --- -
the f ue] flow from tI1e poppet valve i11to tl1e
carburettor when slow-running conditiQns arc
s ucl1 tl1at t l1e air flow is inop erat~ve. Tl1is spri11g,
in conju11ctio 11 with an adjustable restrictor nee<lle
regulates t he ~low-running fuel supply to tl1e
engine. The restrictor is moved by a link a 11cl
lever connected to the t hrottle valve spindle.
6. Witl1 t h e inclusion of the throttl~ stop
adjustm ent, therefore, tl1ere are only three ~ r.J
• •

adjustments which should be attempted without i

I
"\
•
the necessary test rigs and experience, and these . I
II
I'
ad justments are mentioned under ''Adjustment - - ....
of s1ow -running' ', see para. 18 to 20. I C

'· ~ _·_.. - .
7. A face valve, having a separate cockpit
control, cuts off or opens all feed passages to the
markset applied -secure#7104462

.
-,-----
'-..•
/

~---- ---~/
•:,..,

clischarge nozzle wh en starting and stopping or

running, respectively. Fuel, therefore, is not
Li
·-- )
disc11arged into the supercharger intake when
auxiliary fuel pumps are operated prior to starting, /

a11d the cut-off valve is closed.

ADJ'USTMENT OF CONTROL RODS FIG. }.-ADJUSTMENT OF THROTTLE CON T ROLS

Throttle controls
General IO. Proceed as follows and in the order laid
·8. T11e correct relation between angles of <low11 : -
levers, determined by lengt11 of control rods,.
must be confirmed before carrying out running (i) Release the tabwasher and slacken off
adjustments, particularly when replacements l1ave the slow-running throttle stop screw (11)
been 1nade or the e11gine has been interfered with. until the throttle valves are fully closed
F11rther1nore, other adjust1nents, such a s boost in the carburettor bores.
pressure setting, slow running, or cockpit control (ii) Adjust the length of rod (2) so that the
setting, must not b e carried out until tl1e engine pointer on lever (3) registers with the
linkage and levPTS arc correctly a djusted. vertical line on the differential casing
(throttles closed in bore). ..
9. It may occl1r that the r equired move1nent
of the partjcular control is restricted in its initial (iii) Adjust the length of link (4) while the
stages of a djustment by m,a l-adjustme·nt of the controls are as in sub-para. (ii), unti] the
other controls . For example, an incorrect le11gth stop on lever (1) has 0·050 1n. clearance
of the ignition control rod o r rods may prevent between the lever and stop (5) on .the
full n1ov·en1en t c>f tl1e t l1rottle control (1) because boost control casing.
the co11tact breaker l1as premat urely reach ed its (i'v) Check that, when moving the lever (1)
full adv·ance C)r retard stop. In these cases the and stop (6) on to the MAX. (combat)
adjustmc11ts already carried out should 11ot be stop (7), throttle valve lever (8) is j11st
llJ>set in a11 effort t(> re111erlJ' tl1 e fault . clear of tl1e stop (9).
This leaf issued witli A.L. No. 4
January, 1944
(v) Ensure that the cockpit lever, if connec-
ted, is no·t res~ricting the range of ·move-
ment as mentioned in the preceding
paragraph.
(vi) If the ·boost control relay piston has
stuck before reaching the ''out'' position
(rearward) the full movement of throttle
control (1) to the slow-running position
will be unobt.a inable and the end plate
(10) should be removed for inspection.
Boost control eam lever
11. Before re-adjusting boost pressures as
given in p ·a ra. 22 to 31> ensure that, when the
throttle control lever (1) is in the fully advanced
position, (i.e. with the lever stop (6) against stop
(7) the pointer on lever (12) is coincident with the
line marked MAX. If necessary, adjust the length
A.P.1690P and S, Vol. I, Sect. 2, Chap. 2
(v) Close tl1e thro,t tle lever until lever (8) is
against the fully closed stop (throttles
closed in bores).
(vi) i\djust rod (17) until the contact breaker
hou.s ing is on its full retard stop.
(vii) Lengthen rod (17) by half a turn.
Constant-speed control
14. The maximum r.p.m. position r>f the ,c ontrol
lever on the constant-speed unit is limited by a
setscrew which, for these engines, is adjusted
initially to give a controlled engine speed of 3,0'0 0
r.p.m. Should this latter speed be inco,r rect when
the cockpit COI)trol is fully advanced and when
employing the appropria~e boo·s t, proceed as
follows:-
(i) Ascertain that the full moven1ent of the ~

of rod (13) accordjngly. cockpit control lever is avail~ble wh en 1

Note.-Thls marking MAX is used only for the engine lever is abutting its internal
co·m bat boost. The R.B. position is in this stop. It may be n·e cessary to disconnect
case used both for take-off and maximum the control and then to adjust it suitably.
climbing conditionsj (ii) If the speed is then incorrect, adjust th~
s~tscrew to give the required r.p.m.
Where the speed check involves high
boost pressures, a flight test should be
made.

markset applied -secure#7104462

~i
\\ (,

~"IG. 2.-BoosT CONTROL CAM LEVER I

~ -----
Ignition controls
12. The magneto contact breaker housing is
directly moved through operation of the manual
throttle control lever, giving fully retarded
ignition at ,the slow-running position (actually
fully closed position) and fully advanced ignition I Lu I
•
just before the full throttle or combat throttle
position. A slight retard is ·effected by toggle ,,-..
l . -"".
.

action ot lever (14) and rod (15) at the full throttle

position indicated by the dotted lines .
. FIG. 3.-ADJUSTMENT OF IGNITlON CONTROLS
13. Re-set controls, if necessary, in the follow-
.
1ng manner:-
(i) Move throttle lever (1) until rod (16) and
(iii) If the speed is :initially high, th,e setscrew
Iever (14) are in line. alone should be used to effect adjust-
_ment.
{ii) Adjust the length of rod (15) until the
magneto contact breaker is -just on the (iv) One complete tum of tl1e adjusting
fully advance·d stop.
screw will ca11se a cl1ange of approxi-
mately 145 r.p.m. at the maximum
(iii) Shorten rod (15) by half a turn on 011e r.p.m. setting. Turn tJ1e screvv clockwise
fork end. to decrease, anti-clockwise to increase
(iv) Repeat adjustment for the other magneto. r ..p.m.

F.S./2
 CHECKING COCKPIT CONTROLS (i) Wi tl1 tl1e carburettor 't hrottles f ully 1

Throttle lever closed in their bores as n1e11 tioned in para,.

15. Having adjusted the engine throttle co11-
tr0Is , proceed as follows : -
(i) Advance the cockpit throttle control
lever unt il lever (12) is at tl1e marking
R.B,
(ii )Adjust the st op i11 the cockpit quadra11t
to limit further movement when the
throt t le contr,o l lever is at the gate.
10, adjust the screw (11) u11til it just
n1akes contact with lever (8) in its fully
closed position. Turn screw (11) (cl<?ck-
wise) two or three complete revolutions
and tighten the lock-nut but do not
secure with tbe tabwash,e r until late.r.
------
- .........

'--.
~~­
. ..,~
·...:--:;,.,,,.,,..,.
.IIJ\.'I
:-<..,~:
,)}i
1;
~;.;,,,,- - - ~J
I
(iii) P 'a ss the cockpit throttle lever tl1rough I
I
J

the gate until tl1e MAX. position is J

in dicated by lever (12). '
'(
(iv) Adjust the coc~pit quadrant screw to
)
limit further mov em ent of the cockpit
throttle lever. 1

(v ) Confirm that the carburettor lever (8)

can be moved against its stop (11) when
the cockpit throttle lever is in the closed
position.
Constant-speed control
Having checked the constant-speed controls
'· t6.
on the engine control unit as in para. 14, the
cockpit speed control lever must be adjusted as FIG. 4 . -CARBURET TOR CUT-OFF CONTROL
follows:-
(i) Move tl1e control into th.e maximum (ii) Run the engine up to 11ormal temper,a -
r .p.m. position, that is, with the engine tures and throttle back t ,o idling r.p.m.
lever against its stop. If the speed is too low, tu·r n setscrew 1

(ii) Adjust the control quadrant maximum clockwise and vice ve·rsa. Finally, tigl1te11
stop 1111til there is a clearance o,f -l in. the lock-nut and secure the stop screw
between it and the co,n stant-speed lever ,vith the tabwasher.
markset applied -secure#7104462

when the latter is in · the maximum

(iii)
r.p.m. pos ition .
When required, the rninimum r.p.m.
~ _..(()

stop may be se:t during a ground run, but

low bobst must be used accordingly.
(iv) If the r.p.m. are high, set the coc.k pit
control to 3,000 r.p.m. in flight, and mark
the quadrant accordingly. After land-
ing, adjust the engine stop so that the
lever .is at the new max. r.p.m. positio11,
determined by the marking made on the
..
k
qua drant during flight.
·: &\
Carburettor cut-off control· u
17. A torsion spring on the carburetto1· cut-off
valv e shaft returns the valve from the STOP to
RUN position. These positions are limited by
fixed stops on the carburettor and it is essential
that the full range of movement is ob·t ainable
l -1" 1G. 5.-ADJUST1VIEN1.' OF SLOW .. RUNNING STOP
when operati11g the cockpit control which is
connected
. t o tl1e lever on the port side of the
engine. Slow-rnnning mixture
19. If the slow-running is erratic and the mix-
Note.- The S1"'0P (c]osed) positic)n is also ture is suspected, proceed as follows : -
used wl1en starting the engine.
(i) Run t·h eengine upto normal temperatures.
ADJUSTMENT OF SLOW-RUNNING (ii) Slacken off the lockirtg screw.
Slow-runu ing stop
1

(iii) With the cockpit tl1rottle lever adjusted

18. The n ~rmal engir1e speed with the cockpit as i11 para, 18, turn th e adjustment screw 1

throttle lever closed should be approximately (see fig. 6,) one notch at a time, to give
500 r.p.n1. If adjust1nent is necessary proceed the highest r.p.m. and smoothest opera-
as follows:- tio11 .
This leaf is$ued with A.L. No. 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 2
June, 1944
(iv) By turning the adjusting screw clockwise Slow-running. fuel metering SPring
a ,-icher mixture is obtained and vice 20 and 21. The information originally con-
versa. Finally, tighten and secure the tained in these two paragraphs will now b e
locking screw. found in its revised form in Cl1apter 3, para-
(v) The slow-running mixture must not be graph 53 of this Air Publication.
weakened to cause a drop in the maximum
idling speed, or poor acceleration, indi- ADlUSTMENT OF BOOST PRESSURE
cated by popping and spitting, will
result. Brief description of boost control unit
(vi) Should adjustment fail to give good 22. The unit comprises an aneroid-controlled
slow-running acceleration and . dece1era... relay piston, interconnected with the manual
tion, refer to the following paragraph. throttle and carburettor throttle valves by means
o,f a differential, for the purpose of maintaining,
(vii) If slow-running speed is much in excess · within limits·, the boost pressure selected by the
of 500 r.p.m., fo.r example 600 r.p.m., pilot. The following points should be noted:-
re-adjust the engine spee,d as described ,

(i) Variation in boost pressure is obtained by

in the preceding paragrap h. 1

a sin,gle cam, plunger and spring moved

positively by the cockpit control. This
action increases or decreases the spring
pressure to bias the aneroid control valve
until the corresponding boost is obtained.
In this particular arrangement, the spring
is released with increase in cockpit
throttle opening, thereby necessitating a
higher boost to balance the aneroid valve
and bring about equilibrium in the
system.
(ii) No1mally, ''full bore'' is obtained at the
corresponding altitude with the cockpit
~ - -., . . markset applied -secure#7104462
lever either at the gate: or combat
positions, full control of the boost pressure
being maintained throughout.
(iii) At boost pressures less than those for
~.,' ..
• ,•
I
I
I
;
). -~
'
maximum climbing (take-off) or combat,
above a certain altitude, the cockpit
• p •
" ' 1

.' -control will have to be advanced accord-

ingly, when the relay piston is at the limit
of its control for the particular boost, but
before ''full bore'' conditions obtain.
Boost co,n trol commences at approxi-
mately +4 lb. per sq.· in.

, . .·, (iv) Failure of the aneroid or relay system

does not prevent the take... ofI boost or
1@,~ slow-running positions being obtained .a t
ADJUSTMENT SCREW
., .I - •
sea level (see para. 23 (v)) .
General
\
23. Before resetting boost pressures, observe
I
the following points : -
(i) The engine and cockpit controls must be
set to their markings in accordance with
instructions given in para. 8 to 13 and
para. 15 of this Chapter.
u'/-~-----""' ~
(ii) All respective controls must be free to
move, including the boost control relay
LOCKING SC~EW-- piston and differential.
{iii) The boost gauge must read correctly
under working pressures.
FIG. 6 . -ADJUSTM,ENT OF SLOW-RUNNING MIXT"t1.RE Note.-A slack glas,s bezel on certain
STRENGTH
types of boost gauge will cause faulty
F.S./3

readings during run•ing, although the
gauge may otherw1se read correctly.
Looseness can sometimes be discovered
if the glass of the gauge is pressed
.s lightly.. This action will produce a
more effective seal between the glass and
the rubber ring; and in consequence the
boost will rise if the gauge was leaking.
(iv) The pipe-line to the boost gauge must
be free from leaks, or low reading at
high boost will result with accompanying
dangers.
(v) The aneroid must be intact.
Note.-A completely failed aneroid
will result in the boost control relay
piston being held at the rearward position,
allowing ''full bore'' to be obtained with
the cockpit throttle lever at the gate or
combat positions, and consequently
dangerously high and uncontrolled boost
pressures. A slow leak will cause the
boost to rise for a given setting of the
throttle lever.
Adjlllting the climbing and take off boost presaure
24. On these particular engines the climbing
and take-off position of th~ cockpit control is the
same, that is, at the gate, combat position being
obtained through the ga;te.
/
/ /
. 28. The following sequence of operations must
,.
/"/
,~
,
/ //
" /
/ ~
1/
/
/
/
FIG. 7 . -·CHECK FOR LOOSE GLASS BEZEL ON
BOOST GAUGE
25. It j.s important to note that adjustment of
the climbing and take-off boost will also affect
the combat boost pressure, although adjustment
of the latter does not affect the climbing boost.
'
.
Note.-This only applies providing the
screw (21) has not been screwed in to such
an extent as to move the spring plung,e r
beyond the point detern1ined by the cam at
the ''R.B.'' setting. In this case, the climbing
and ta~e-off boost may not be obtainable in
spite of adjustment of the screw (1·9). If this
case should arise, the screw (81) must be
screwed out the required amount to effect
the adjustment.
26. The climbing boost must therefore be
adjusted before altering the combat boost when it
may so happen that both s.e ttings have been
restored to give their correct boost pressure.
. Note.-Each complete ~urn of either adju.s t-
mg screw (19) or (21) will make a difference
of approximately 2 lb. per sq. in. boost
pressure according to the direction in which
it is turned (see also para. 31 of this Chapter).
27. Should a U-tube be employed instead of
the boost gauge, barom_e tric correction may have
to be made to suit the prevailing atmosphere.
For example, if the latter is 27·92 in. Hg. instead
of 29·92 in. Hg. (standard) the difference in the
lengths of the mercury columns will have to be
increased by 2 in. above that required for the
given boost pressure and vice versa.
be observed:- ·
(i) Run the engine up until the temperatures
markset applied -secure#7104462
are normal.
(ii) S~t the cockpit speed control. lever to
/ give 2,850 r.p.m.
(iii) Advance the cockpit control to the gate
position .a lready adjusted, and observe
, the boost pressure, which should be
+ 12 lb. per sq. in.
, Waming.-B,nnning at tbia boost 011
,
the ground must only be maintained for
the absolute minimum period; the aircraft
tail must be secured to the giouad when
mch mnning .ia neceasArr,. Preferably a
Bight test should be rnade instead.
(iv) If the boost is incorrect, remove cap nut
(18) from the boost control rear end and
release the lock-n·u t. Turn screw (19)
accordingly, clockwi,se to increase boost
and vice versa. Tighten the lock-nut
before each test run.
(v) Ha~g obtained the correct boost
pressure, replace the cap nut and secure
it in position.
 TJiis leaf issued w·i th A .L. No. 4 A .P.1590P and S, Vol. I, Sect. 2, Chap. 2
Jan11.ar)1 , 1944

COCKPIT
Tt1ROTT1...E
CONTROL
. tu/

/ r

1, r '
markset applied -secure#7104462
I

. -- ... - .
I
- • l

'. I
\
\

., .. .--
(ql, .I
' "
:l
U) ~
I
.
I

.
~
I
.\
.-- I
-
'
'
i
I
'
r •
.
I
I

I I ..

I
..
, I
•

C.UT·Of"F IN
. RUN I

POSITION
~- -... • j •

,...

--- ... )·,' ----·

...
......
;.

.. . -.. ' .
- :
._. ..._ - . ...
--.

'• . .. ~

. .. ~

-..
.'\ '~ . ..
.. .".
.
.,

•
,
... ..'
• •

-·-·--·-·. - ·-

FIG. 8 ENGINE CO,NTROLS

.. F.S./4
 29. The limitatio11 on boost pressure is plus (i) Remove cap nut (20), slacken off the
or minus t lb. per sq. in. for both climbing and lock-nut and turn screw (21) clockwise to
combat conditions . decrease and vice Vie·rsa. If for example
the boost is reading 2 lb. per sq. in. too
high ( +2 0 lb. per sq. in.) the screw (21)
1

will have to be turned 011e complete

Adjusting the combat boost pressure revolution inwards ·c lockwise-looking
30.. This condition is obtained ,vith the cockpit from the forward end, and a test :flig11t
thr ottle lever fully advanced, througl1 the gate. then made after tightening the lock-nut.
No te .- As the maximum boost pressure is
1
Note.-The adjus.t ment does not
+ 18 lb. p er sq .. in. it is no t permissible to
1 actually effect a change in the control
carry o ut the checlcin.g of this boost on tl1e mechanism. It prevents further release
ground, a flight test or tests being necessary. of the plunger spring by the cam at
MAX. boost setting. This may result
31. If the combat boost is incorrect in in a slight de·a d period at approximately
flight, proceed as follows:- maximum boost position.

markset applied -secure#7104462

This leaf issued with A.L. No. 6 AIR PUBLICATION 1690P and S
June, 1944 Volarne I
Section 2

CHAPTER 3

ENGINE UNIT REPLACEMENT AND i'11;:1,n REPAIR

LIST OF CONTENTS
Para. Para.
Removal and replacement of cylinder block Correcting leaking pack.less gland ... 40
General . . . .. . ... .. . . .. 1 Replacing the oil seal . . .. . .. . .. 41
Removal of port cylinder block .. . 2 Replacement of the intercooler coolant
Removal of starboard cylinder block .. . 3 pump . . . ... . 91. . .• • .. 42
Replacing the cylinder block . . . . .. 4 Tools required for intercooier coolant
Tightening camshaft bracket studs ... 5 pump ... .. . ... , .. . .. 43
Tools required for cylinaer block removal 7 Replacement parts required for inter-
Replacement parts required for cylinder cooler coolant pump . . . . .. . .. 44
block removal ... ... . .. 8 Main coolant system
Fitting oversize studs or inserts General . . . . .. ... . .. . .. 45
Exhaust port facing . ~. ... . .. 9 Removal of coolant pump ... . .. 47
Tools required for exhaust port facing 12 Checking end float of rotor shaft ... 48
Replacement parts required for exhaust Correc.ting leaking gland ... . .. 49
port facing ... . .. ... . .. 13 Replacement parts required for coolant
Rocker cover studs .. . ... . .. 14 pump . ' . . ai . .. • • t t • • •• 51
Tools required for rocker cover studs ... 17 Carburettor
Replacement parts required fo.r rocker Fuel pressure ... .. . ... . .. 52
cover studs ... . .. ... .... 18 Adjustment of idle spring . .. . .. 53
Miscellaneons ... . .. ... . .. 19 Mix.t ure.weak. ,a t take-off or climb ... 56
Replacement of sparking plug adapters ... 20 Oil and dirt in boost venturis . . . ... 57
To ols required f or the fitting of oversize
1 1 Cleaning the discharge nozzle . . . . .. 58
sparking plug adapters and lock rings 21 Removal and replacement o~ the accel-
Replacement parts required for fitting erator pump . . . ... ... . .. 61
oversize sparking plug adapters and Automatic mixture contr,o l ... ... 63
lock rings .. . ... ... . ... 22markset applied -secure#7104462
Air-intake ... ... ... ... 66
Reduction gear Removal of the carburettor ... . . .. 67
General . . . . .. . ... ... . .. 23 Replacement parts required for car-
Checking distortion of crankcase and burettor ... ... . .. . .. 69
propeller shaft ... ... . .. 24 Automatic boost control
Removal of reduction gear ... . ... 25 Replacement of boost control aneroid ... 70
Interchanging reduction gear units .. . 26 Removal of boost control Jnit . . . . .. 71
Checking the bedding of the gear teeth 27 Replacement parts required for auto ...
Replacing the reduction gear . . . ... 28 matic boost control . . . . .,. . .. 73
Removing front oil seal . . . ... . .. 29 Removing and inspecting the flame traps ... 74
Fitting new oil seal housing ... . .. 30 Replacement parts required for flame
Extracting reduction gear and pinion traps ... . .. ... ... . .. 75
rear roller bearing outer :races ... 33 Fuel pumps
Tools required for reduction gear re- General ... ••• ••• . . .. .. . 76
moval and field repair ... . .. 34 Gear type fuel pump
Replacement parts required for reduc- Adjus·t ment of fuel pressure ... . .. 77
tion gear ... ... ... . .. 35 Removal and replacement _of the relief
Intercooler coolant system valve . . . ... ... ... . ." 78
Removing the intercooler ... .. .. 36 Vane type fuel pump
Replacing the intercooler ... .. . 37 Adjustment of fuel pressure .. . . .. 79
Replacement parts required for inter- Removal and replac.e ment of the relief
coo-ler . . . ... • ... . .. . .. 38 valve . . . ... .. ' ... . .. 80
Removal of interc,o oler coolant pump ... 39

LIST OF ILLUSTR A.TIONS

Fig. Fig.
Marking camshaft drive gears for re-timing I Stud inserts for: auxiliary drive facings and
Replacing cylinder block with screw jacks 2 ignition harness boss • . . .. . . .. 9
Cylinder nuts, tightening sequence ... 3 Fitting oversize sparking plug adapters and
Stud insert BY.794 for exhaust port facing 4 lock rings . . . ... ... . .. . .. 10
Tools for fitting exhaust port stud inserts ... 5 Checking distortion of crankcase and pro-
Stud insert D .23987 for exhaust port facing peller shaft ... ... . .. . .. 11
(end studs) ... .. . ..• . .. 6 Registering the reduction gear casing ... 12
Rocker cover oversize studs for stud inserts 7 Fitting adjusting washer behind oil seal
Tool kit for fitting stud inserts .. . . .. 8 housing ... ... ... . .. . .. 13

F-S./1
 Fig. Fig.
Extracting propeller shaft rear roller bearing Checki11g the freedom of the poppet valve . .. ~3
outer race ... ... ... ... 14 Removing the b·o ost venturis ... . .. 24
Disconnecting induction pipe sleeve .. . 15 Removing the discharge nozzle and the
Fitting distance washers under intercooler accelerator pump . .. ... . .. 25
front b·r ackets ... . .. ... . .. 16 Removing the automatic mixture control
Removal of the intercooler coolant pump . . . 17 unit . .. ... ... ... . .. 26
Burnishing intercooler coolant pump carbon Checking the joint bet\veen carburettor and
ring . . . ... ... ... .. ... 18 air-intake . . . ... ... ... . .. 27
lvleasuring the clearance behind intercooler Removing and replacing the carburettor .. . 28
coolant pump rotor ... ... ... 19 Adjusting and checking the fu el pump relief
Section through in.tercooler coolant pump . . . . 20 vat,,e (gear type pump) ... . .. 29
Arrangement of coolant pump ... ... 21 -~djusting and checking the fuel pump relief
Idle spring adjustment . .. .. . . .. 22 va1,,e (vane type pump) ... . .. 30

REMOVAL AND REPLACEMENT OF CYLINDER BLOCK

General
1. Before removing either the port or starboard cylinder block the . . following operations are
necessary:-
(i) If possible , jack and trestle the aircraft in the horizontal position, as instructed in the
re'Jevant aircraft Air Publication.
(ii) Remove the engine cowling panels.
(iii) Drain the coolant from the main system and disconnect the header tank connection of
the relevant cylinder block.
(iv) From the relevant side of the installa.t ion and the cylinder block, remove respectively,
co,w ling formers and exhaust stub pipes,
(v) Remove any f urtber installation fittings which may obstruct removal of the cylinder
block.
Removal of port cylinder block
2. Proceed as follows:-
(i) Unscrew the ignition harness sparking plug connections on the inlet and exhaust sid.e s
markset applied -secure#7104462

of block. Remove the three nuts whjch secure the metal conduit of the exhaust side
harness to the coolant rail pipe. Remove the magneto cover and move the harness clear
of the engine.
(ii) Disconnect the r.p.m. indicator drive and remove the rocker cover. R emove the pipe
from the intercooler to the header tank.
(iii) Disc,o nnect the priming pipe connection at the rear of the induction manifold.
(iv) Remove the camshaft and rocker assembly by unscrewing the 14 split-pinned nuts which
secure the seven camshaft rocker brackets to the cylinder head. Remove the bevel gear
by lifting it upwards from its housing. Disconnect the inclined ,d rive guard tube at the
cylinder block eµd.
Note.-Bef ore removing the cam-
shaft and rocker mechanism, turn
the crankshaft to bring Nos. 2 and I

S pistons to T.D.C. If the same

.......... I

cylinder block and camshaft are to

be replaced, re-timing the engine '---' ~~~~ Note marks on
will be avoided if the mating bevel gears and
gears of the camshaft drive and the drive shaft-
flange of the inclined drive shaft
a re marked before removal (see :fig.
l). \\'hen extracting the bevel gear
of the inclined drive , maintain the
drive sha.ft in engagement with the
lower b evel by pressing it down-
wards . After the gears have been
marl{ed the engine mus.t not be .
turned or re-timing will be necessary .. ..''
. \ '

If a different cylinder block . or • • I

camshaft is being fitted, re-timing

of the engine will be necessary i11
any case. Fig. 1.-Marking camshaft drive gears for re-timing
This leaf issued with A .L. No. 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 3
June, 1944
(v) Unscrew the 15 setscrews which secure th.e induction manifold to the trunk pipe.
(vi) Remove the jubilee clip and dis,c onnect the coolant inlet pipe. Disconnect the oil pipe
connection at the .r ear of the cylinder block and remove the oil pipe to the generator
housing.
(vii) Rem,o ve the 14 cylinder retaining nuts (see fig. 3) in the reverse sequence starting with
nut (14) and c,o ntinuing with (13) (12) etc. Remove nuts, washers and bridge pieces.
To ensure a gradual release of the cylinder block, unscrew each retaining nut a small
amount at a time, repeating the procedure in the correct sequence, until the nuts are
only finger-tight.
(viii) Attach the two cylinder block screw-jacks HB.27781 to th,e rocker studs between Nos. 1
and 2 cylinders and Nos. 5 and 6 cylinders (see fig. 2). An operator will be required at
each tool to screw-jack the block from the crankcase. Tum each screw-jack at the same
time and the same number of rotations. Great care must be exercised in using the jacks
to ensure that the block is raiseq an equal. amount at each end. Cocking of- the block
must be avoided or binding on the studs will result.
Note.-The lifting tools are handed and are also marked front and rear. They must be
:fitted to ~uit the slope of the bloc.k , i.e. the screw-jacks should be parallel to the axis of
th.e cylinder bores. When raising the block, take care to support the pistons as they
emerge from the bores.

~HB 27781

markset applied -secure#7104462

'

Fig. 2.-Replacing cylinder block with screw-jacks

(ix) When the cylinder block has been removed from the engine,, extract the rubber joint rings
from the liners and place the block on the storage rig HB.15615. Sec.u re jt by means
F.S./2
C (AL6)
 of th.e bridge pieces and 14 nuts which nor111ally hold the block to the crankcase. The
joint faces o,f the rig and block must be scrupulously clean and the block drawn d.own to
the rig ,a s carefully as when it is b,e ing fitted to the engine.
(x) If ·t he pistons are defective or the piston rings gummed up, the defective piston should
be removed by extracting a circlip from one end of the gudgeon pin -and pushing the pin
out by hand. If a pin is tight in the piston, heat the piston by applying cloths soaked
in bot oil which will expand the piston and assist removal of the pin. In extreme cases
the drift D.13048 may be used as a last resort, in whic·h case it is essential to support the
pis.t on to prevent shock being transmitted to the connecting-rod.
(xi) De~ective pistons should be replaced with new or serviceable used pistons of the correct
t ·y pe and weight. New rings should be us.e d on rEplacement pistons.
(xii) If a replacement block assembly is to be installed, check the piston ring gaps and if in
excess of 0· 130 in. fit new rings. New rings should have a minimum clearance of 0·075 in.
When fitting rings to pistons, thoroughly clean the piston ring grooves and check that the
chamfered edges of the rings are uppermo51:. To ensure correct assembly all rings have
the word ''top'' etched on their upper surface.
(xiii) If, on examination of the block, defective valves, valve springs, collets, etc. are revealed,
these must be replaced with new or serviceable used parts. If a top ov·e rhaul is necessary,
instructions on this are contained in A.P.1590B to S, Vol. II, Part 3.

Removal of starboard cylinder block

3. Removal of the starboard cylinder block is similar· to the port block with the addition of
the following:-
(i) Remove the accessories at the rear of the block.
(ii) Remove the three nuts which secure the metal conduit of the ignition harness to the
induction manifold, place the harness to one side clear O·f the cylinder block.
('n'i) . Remove the volute drain pipe housing at the rear of the induction manifold.

Replacing the cylinder block

4. Before replacing the cylinder block, the valves, the valve springs and the induction manifold,
markset applied -secure#7104462

if tl1ey have been removedt should be replaced but the camshaft and rocker mechanism will not yet
have been fitted. The following sequence of operations is recommended:-
(i) Fit the piston ring compression bands HB.16546 around the top rings of .a ll six pistons.
(ii) Gradually unscrew the nuts which secure the cylinder block to the storage rig and raise
the block clear of the rig.
(iii) Fit new rubber rings to the lower ends of each cylinder stud guard tube and fit new rubber
rings to each cylinder liner spigot. Ensure that the latt,e r are fitted in an untwisted
condition.
(iv) ·C lean the mating faces of the block and crankcase and also check th.a t the cylinder liner
spigots are clean11 Smear the bores of the liners freely with clean engine oil.
(v) Attach the two cylinder block jack-screws HB.27781 with their screws in a suitable
position as previously described and raise the block over the crankcase studs. With
one man at each end of the block suspend it o,ter the crankcase studs to obtain the required
angle of installation, then lower it carefully until the jack-screws have taken the weight.
Note.-When the block is just starting to fit over the crankcase studs, check for correct
alignment. Care must be taken to prevent one end of tl1e block from being lower than
the other end as this may result in a stud penetrating a guard tube.
(vi) Carefully lower the block by means .o f the jack-screws until the upper rings of the pistons
Nos. 2 and 5 have been entered into the liners, then u.s ing the compression bands, carefully
guide the lower oil scraper rings into the liners. Use the special tweezers HB.2442 for
the scraper rings of the remaining pistons.
(vii) Contin·u e lowering the block until the rings of the pistons Nos. 3 and 4 and 1 and 6 have
entered the ,c ylind,e rs. When all the pistons are safely within their bores, the spigots
of the liners should be entered into their respective crankcase apertures and the whole
block pressed down upon the crankcase face.
Note.-Before :finally entering the cylinder liner spigots into the crank case, check that
th~ coolant pipe from the pump is positioned so that it will enter the coolant connection
on the b1ock.
This leaf issued with A .L. No. 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 3
June, 1944
(viii) Place the dowelled bridge pieces over the ten inte1mediate cylinder block retaining studs
and screw on their flanged nuts. Also screw on the closed-end nuts of the four end studs.
With the torque wrench HB.27780 and extension socket HB.35439 (which is specially

Fig. 3.-Cylinder nuts, tightening sequence

designed to limit the torque and prevent over-tightening}, tighten the nuts on the
studs evenly and gradually, commencing with the centre nuts and then working outwards
in the s,e quence detailed in fig. 3 of this Chapter.
No,t e.-The intermediate nuts are tightened to 115 lb. ft. and the end nuts 90 lb. ft. An
markset applied -secure#7104462

alternative box spanner to the abo·v e is D.19335.

(ix) Complete the cylinder block installation by replacing the camshaft drive gear, the camshaft
mechanism (see instru~tions in para. 5 and 6, re-tightening down of camshaft and rocker
mechanis.m ) the rocker cover and secure the induction manifold to the induction trunk
pipe. Connect up the· coolant pipe to the side of the block, the coolant connection at
the top of the block and the r.p.m. iµdicator drive. Replace the cowling fo1mers, exhaust
airscoop and stub pipes and cowling panels. Fit a new copper asbestos washer to the
airscoop and stub pipes.
Note.-The camshaft must be replaced so that the marked teeth engag,e as described in
para. 2, sub-para. (iv). Before the induction manifold is tightened ~own, check that
the correct packing is :fitted at 't he centre intake. It will be found advantageous to screw
the setscrews of the manifold into their respective holes a few threads before tightening
down the cylinder block r·e taining nuts. Check the engine timing.
Tightening camshaft bracket studs
5. Investigati,o n has s.h own that the breaking or loosening of camshaft bracket studs is often
the result of a particular bracket being tightened down unevenly. This can occur as a result of
either of the following:-
(i) Two operators securing the camshaft on to the cylinder block, one operator at work at
each end of the camshaft.
(ii) Overtightening due to the use of excessive force or incorrect length of tommy bar.

6. In order to overcome the foregoing, after fitting the camshaft and rocker assembly, tighten
up the n·u ts on the camshaft studs as follows : -
(i) Mark the position of the split-pin hole on the top of each stud with a scriber or red pencil.
{ii) Apply mineral oil, Spec. D.T.D.472, to the threads on the studs and the face of the nut.
(iii) Using a 4 in. tommy bar equally spaced in tJ:le box spanner and held in one hand, the nuts
should be ''nipped'' going along the camshaft in order, i.e. start at No. 7 camshaft bracket
and nip both nuts at this bracket before proceding to No. 6, and so on.
F.S./3
 (iv) Using a tommy bar 6 in. to 7 in. long, tighten up the nuts on the ·studs in th,e same order
as in sub-para. (iii). In order to get the correct tightness each nut should be moved one
castellation without reference to the split-pin hole. If the split-pin cannot be fitted
the nut should be further tightened to the next castellation~ lengthening the tommy bar
to enable this to be done easily.
(v) When inspecting for tightne,s s the easiest method is to use a torque-reading spanner,
type TQ.50A. This spanner should be tried on each nut in turn and a torque of 250 lb.
in. exerted. If tightening has been done correctly the nut will not move. If, on the
other hand, it is found possible to move the nut slightly it ,s hould be moved round to the
next castellation. ·
(vi) Fit · th,e split-pins in the usual manner.

Tools required for cylinder block removal

7.. The following tools are required for removing and refitting cylinde:r blocks:-
Ref No. Part No. Description
"36HH/70203 HB.27780 Wrench, torque for nuts holding down cylinder
60029 HB.35439 Extension sock.e t for use with torque wrench
46947 D.19335 Spanner, box, for nuts hol ding down cylinder
1

46539 HB.27781 Tool, lifting for cylinder blocks

40953 HB . 15615 Base, for packing transporting and storing cylinder
blocks
45252 D.13048 Drift, for gudgeon pin
46939 HB.28846 Pliers, for expanding s~raper rings
6030 HB.2442 Tweezers, for assembling scraper rings
38281 HB.16546 Band, compression, for piston rings

Replacement parts required for cylinder block removal

8. The following new parts must be used when re.fitting cylinder blocks:-
Ref No. Part No. Description
40841 D49001 Join,t ing for rocker cover ''A'' cylinder blork
40842 D.9002 Jointing for rocker cover ''BJ' cylinder block
markset applied -secure#7104462

52096 D.13116 Jointing between induction pipe and manifold, ends

52097 D. 13117 Jointing between induction pipe and manifold,
centre
21304 D.2615 Jo,i nting, for exhaust manifold
52018 D.11911 Rin,g , seal, for cylinder skirt guard tube, bottom
31125 D.8734 Ring, joint, between cylinder liner and crankcase
Sec~ 28B/1207 K.4603 Pin, split,, for nut securing camshaft rocker bracket
46767 D.18684 Washer, double tab, for exhaust manifold
48651 KB.7106 Washer, tab, for, Heywood compressor drive,
a,d apter, R.H.

Fl1*.tlNG OVERSIZE STUDS OR INSERTS

Exhaust port facing
9. When standard studs are found to be loose and the threads for the studs are undamaged,
oversize studs ma.y be fitted as follows : - ·
D.26847 0·0025 in. oversize
D.26848 0·005 in. oversize
.10. If the threads for the studs are found to be damaged it will be necessary to :fit a steel insert
BY.794, except in the case of end studs (see para. 11). The following series of operations should
be followed in conjunction with fig. 4 and 5.
(i) Secure the jig plate HB.35172 over the appropriate exhaust port facings ..
(ii) Set the trepanning cutter HB.35173 to the gauge HB.35174 and operate in the correct
jig plate bush, cutting to the full depth of the tool.
Note,-This operation can be performed over a broken stud to facilitate the removal of
the stud.
(iii) Set the counterboring tool HB.35175 to the gauge HB ..35176 and cut to the full depth
of the tool.
 This leaf issued with A .L. No. 6 .£4..P.1590P and S, Vol. I, Sect. 2, Chap. 3
June, 1944
tiv) Set the counterboring tool HB.29692 to the gauge HB.29693 and cut to the full depth
of the tool.

0 ·525 .. + 0-001" d ia
"
0· 15,0 + 0 ·00!>
..
.. ., .
0 ·075 +0-003 A 0·075 - 0·003 ..
1
Chamfer 0·02s·-+ o-o,o" .
0·524" d ia.
-0·003" at 45°+2°-2·

.....,___....,_0·675 .. Tu,rn 0·432" -+O·Oos·· di,a

-+O·O 15
u
screw 0 -4375·· dio.
ZE, T.P.1.- ~.H

.____,;,..· Ori 11 0·2·&50"+ o-0os .. d ia

tap o-~10" dia
0•225 II
22 T.P.1.-R.H

SECTION A·.A
Lock with one 5 BA h
0·440 +0-010
II
II
0-500 - 0·010
11

orcll 0·400 ..+0·005- d'1a steel peg 3/32" deep full thread
rap o-435'''d ia. 2&T P.1.-~.H. and trim insert-
c.oun ter bore 0·4375 ..+O·o1o"d1a flush with facing
0-002.. ,n terference on effec.tive
dia, to be ct>tained by
INSERT BY 794
selective assembly

Fig. 4.-Stud insert BY.794 for exhaust port facing

markset applied -secure#7104462

(v) Tap to the full depth using the tap HB.29694.

(vi) Remove the jig and fit the insert BY.794 using the driving tool HB.29695. The insert
must be screwed in to its full depth.
(vii) Screw into th.e insert, the drill plate HB.29552, drill and tap tzi in. deep for a 5 B .A. st eel
peg. Fit the peg.
(viii) Screw the pilot HB.29696 into the insert .a nd trim the surface of the insert ·using tl1e
hand-facing cutter HB.29696 over the pilot.
(ix) Fit the standard stud D.24949.
For the two studs at each end of the cylinder block, it is necessary to fit blind inserts
11.
D.23987 to prevent coolant leaks (see fig. 6). This also applies to any other stud where the stud hole
has been drilled .through into the coolant space. To, fit the blind insert the operation described i11
para. -10 must be modified as follows:-
(i) The trepanning cutter HB.35173 must be set to cut 0·275 in. deep er.
(ii) The tapping should be made 0·275 in. deeper.

Tools required for exhaust port facing

12. The following tools are required for fitting exhaust facing stud inserts :-
Ref. No. Part No. Description
5310·6 HB.35172 Jig, plate, with bushes
53107 }
53116 HB.35173 Trepanning cutter
53108 HB.35174 Gauge, setting, for trepanning cutter
53109 HB.35175 Tool, counterboring
53110 HB.35176 Gauge, setting, for counterboring tool HB.35 175
53112 HB.29692 Tool, counterboring, for shoulder of insert
58113 HB.29693 Gauge, setting, for counterboring tool HB.29692
53111 HB.296·94 Tap
53114 HB.29695 Driving tool, for insert
53105 HB.29552 Plate, drill, for peg
53115 HB.29696 Cutter, facing, with screwed pilot for insert
F.S./4
 - - -

.... ' HB 35176

...

·.... '''' .. -
...

-- - - - . .- ____
: ~:.
•: I
: ;;, HB 29693
·--
' _____ _... __ ____ __ · -· . -. -·-· .. -·
--- · - . - ... -
--·- ..
- .... - -·. -
_ : =!-

• • • •• '*" • ·- - ~-.- - · - ·

HB 35174
1

() ...
\
, , JIG PLATE
..,
I • ;'

.-----= ·= =·='
,.,, , ,.f

, = =·=, //,:":1
·

HB 35172
I

l
I I
I •

HB 351.73-1 HB 35175 HB 29 692 1

HB 35173 TREPANNING CUTTER COUNTERBORING TOOLS

AND SETTING GAUGE AND SETTING GAUGES

H.AND TAP HB 29694

markset applied -secure#7104462

HB 29696
HB29552
HB 29695 HA N'D FACING
INSERT DRIVING TOOL DR I LL P·LATE CUTTER AND PILOT

Fig. 5.-Tools for fitting exhaust port stud inserts

Replacement parts required for exhaust port facing

'

13. The following replacement parts are required:-

Ref. No. Part No. Description
D . 24949 Stud, standard
- D.26847 Stud, 0·0025 in. oversiz,e
- D.26848 Stud, 0·005 in. oversize
- BY. 794 Insert
D.23987 Insert, blind

Rocker cover studs

14. Two schemes are shown on :fig. 7 for the rectification of rocker cover stud. holes when the
t hread in the cylinder block has been stripped. The tw.o schemes are:-
(i) F itting of 0·062 in. oversize studs,, BY.894 side studs, BY.895 end studs.
(ii) Fitting of inserts BY.785.

15. If oversize studs are to be :fitted the stu,d hole should be drilled and tapped according to.
:fig. 7, before the stud is :fitted.
 This leaf issued with A .L. No. 6 A.P.1690P and S, Vol. I, Sect. 2, Chap. 3
June, 1944

ii .,

0·875 - 0·010 0·4375 ''d ia.

0·075 -0·003
II It
.
0~75-0·010
" +0·010"
111
11 ....-.-;---Q·537r +0·0I0
1
full· thread
0··524:.. 0·003 dia.
:,QO II II •
... 2 ._ 2 0 Turn 0·4~2.- 0·004 d1a
.. ,,
,-:J~~s:s~~~;±=;::~ screw 0·4375" dia. 0·150 +0·005
26 T. P. I. - R.H ..,
fl II
ll It •
o-375-0·oos d1a. 0·950-+0·0IO
~ ~ o.02s"+ ,o-010" rad.
10

\chamfer 0·025 +.0IOu .. .

at 45°-t-2°-2° 0·525 d1a.
..
0·.625 ••+ Q·Of OII -+0·001

Dr i 11 0·2656" + 0·005. d ia. Ori 11 0·400 ··.., 0·005" d ia.

rap 0·3IOS"dia. 22r.P.1.-R.H. tap 0·43ss· dia. 26 T.P.1.- R.H
0-0 02·· interference on
1 0-002·· interference on
effec~ive dia. t-o be INSERT effective d ia. to be
obtained by corlec~ive ob~ained by selective
assembly.
asse·m bly. D 23987.

Fig. 6.-Stud insert D.23987 for exhaust port facin,g (end studs)
markset applied -secure#7104462

Dr11'1 O 2E,S&''',d ra ~op 0 ·3105° dio 22 T.P.1. R.H 0·550 .. 0 -725

II
I 725 ..
tQ-005 +0·01'5 +O·O IS +0 ·015 \
""-count-erbore o -312.s'· d10 .
"' + 0 ·010 o·oso· -+-- 0 · 500"
+0 ·010 __._~ +0·025

"' 0 ·062
+ 0 · 005
u

Tiurn 0·305 .. dto --_r__-JJ-.................-J..>1~--tt--___._ ..

0 ·650" -0·003
.__
screw .0 ..3125·· d10 .. 0 ·02 5.. Rad. '\ . ~ 0·4oo··
+0 ·010
22 TPf ·- R.H - 0 ·00·5 .. -t 0 ·02 5
Turn 0 ·244" d ia.
0 ·600
11 O·o25''chamfer a~ 45° -0·003 Other deta Ils as BY 894
+O·OtO screw 0-250 .. dia.
-t-0·010
26 T. P. I - R H .
BY.894 BY.,8 95
DIMENSIONS FO'R FITTING 0VE~5lZE STUD FOR 0VER51ZE 5TUO FOR
OVERSIZE STUDS BY 894/5 ROC.KER C.OVER, SIDE ROC.t<ER C.OVER, EN ,0

. 0 ·405" d io .
1
Drill 0 · 3340 dio. Tap 0 ,373" 26
• tRI.-R .H
+0·005 - 0·001 \
coun~erbore 0·375'' dia Or 1,11 0 -213 " d10.
+O·OJO ,, 40·003
". r--- 0·4062"dta. 0 ·085 Tap O · 250h dta
Peg with one
.. '\_---=-~ -t O ·O O I -o.ooslirf--....., 2~ T.P. I - I? H
5 B.A . s~eel peg
on face 0· 575 ,,
0 ·002''
of effecrive dia.
to be obrained by
inrerferenc.e
0·425 /
-o·oio
- 0 · 375
.,....·~ ~..._ + 0·010
"I "
-tO·OIO selec~ive assembly ..
0·1~7 " ..,__ _ _ _ _.__ Turn10 =370 d1a. 0 ·025·· c.homfer ot45°
=.0-010 ----
0 -525" -0 ·004 '/ +0·010 + 2 °0
- 2
0 · 075 ." +0·010
screw O·375 "dio:.
Mat-eria I
+0·005
5/N 8.S.S. 569
26 TP.l .·R.H . BY. 785
DIMENSIONS FOR FITT,NG INSERT BY. 785 INSERT FOR ROCKER COVER s.ruo

Fig. 7 .-Rocker cover oversize studs for stud inserts

F.S./5
 •
. c.
-
C
0

HB31266 COUNTERBORE CU1TERS

COUNTERBOAING TOOL
NUMBE~ 0 I A,""A•
·-
HB. 31268 A ·750
HB. 312'68 e -7031
.. ..
·en
., .
' HB. 31268 C ·6875
~-- - I

- - - ; -<
I
•I Q
H6. 31268 0
HB. 31268 f
·6406
· 625

PILOT BUSHES
NUM8£R DIA. 14." ·
HB. 31269 A ·S781
-- -
HB. 31259 e ·S625 ·
HB. 31269 C ·S25
NUMBER. OIA.'B - NUMBER. DIA.''a'~ I
H8. 31267 A ·639 HB. 31267 H ·452 HS 31269 O•I ·500
HB. 31267 B · 624 HB.3t267 J ·436
HB. 31267 C .577 Hll.31267 K ·399
He. 31~,1 o · · 561 HB. 31267 L .374
HB. 31267 £ ·524 HB. 3f267 M ·333
HS 31267 ,f'.4gg HB. -31267 N ·3 11
HB )1217 c; ·4'61
COUNTERBORE CUTTERS
"" .,
NUMBER. DIA. A
HB. 31270 A ·4626
markset applied -secure#7104462 HB. 31270 8 ·4531
1
.m ....,H8. 3L270 C .4375
HB. 31.270 D ·4062 __
HB. 31270 E ·400
HB. 31270 f ·375
PILOT DRIL LS 7
1

cl

N,UMBER DIA."A'' OIA':e·· DIMN."c·

-
HB.31227 A ·2656 · 186 ·3715
HB 31227 6 ·3~-46 249 ·3,1 5

COUNTERBORING DRILLS (PILOTED)

NUMBER OIA,'"J4' DIA;B., DI A:c• DIMND.

...
OIMN.E
.

HB.31228 A ·3SO ·213 - .

·186 ·2SO ·2SO
HB. 31228 8 ·37S ·3125 ·264 500 ·062
.

HB 31228 C ·500 ·312S I ·264 ·250 ·062

Fig. 8.-Tool kit for fitting stud inserts (taps used with this tool kit are listed on opposite page)
This leaf issued ·with A .L. No. 6 A .P.1590P and S, Vol. 1, Sect. 2i, Chap. 3
June, 1944

Taps !or use with tool kit shown in flg. 8

Number Size of Tap Number Size of Tap

HB.32007 O· 183 dia. X 31 ·4 T.P.I. HB.32020 0·375 dia . X 26 T.P.I.

HB.32008 0·248 dia. X 26 T.P.I. HB.32021 0·4375 dia. X 26 T.P.I.
HB.32009 0·3JO,S dia. x 22 T.P.I. HB.32022 0·500 dia. x 20 T.P.I.
HB.32010 0·373 dia. X 20 T.P.I. HB.32023 0·500 dia. X 26 T.P.I.
HB.32011 0·373 dia. x 26 T.P.I. HB.32024 0·5625 dia. x 26 T.P.I.
HB.32012 0·4355 dia. x 18 T.P . I. HB.32025 0·625 dia. x 20 T.P.I.
HB.32013 0·4355 dia. x 26 T.P.I. HB.32026 0·6875 dia. x 20 T.P.I.
HB.32014 0·498 dia. x 16 T.P.I. HB.32027 0·750 dia. X 20 T.P.I.
HB.32015 0·498. dia. X 20 T .P.I. HB.32028 0·8125 dia. X 16 T.P. I.
HB.32016 0·6225 dia. x 16 T.P.I. HB.32029 0·812,5 dia. X 20 T .. P.I.
HB.32017 0·6225 dia. x 20 T.P.Ir H:S.32030 0·875 dia. x 20 T.P.I.
HB.32018 0·685 dia. x 20 T.P.I. HB.32031 l ·000 dia. x 20 T. P.I.
1

HB,32019 0·3125 dia. x 26 T.P~I. HB.32032. 1·062.5 dia. x 16 T.P.I.

HB.32033 l · 1875 dia. X 16 T.P.I.

16. The procedure for the fitting of inserts is as follows:-

(i) With a standard drill 0·250 in., drill out the old thread, then with the pilot drill HB.31227
commence to open out the hole to tapping size. Complete this operation using a standard
drill of the same size.
(ii) Tap the thread using the tap HB.32011.
(iii} Cut the two counterbores, using the tool HB.31266 and the pilot bush HB.31267M with
the cutter HB.31270D for the larger counterbore an,d the cutter HB.31270F for the smaller
counterbore.
(iv) Fit the insert BY.785 and peg with a 5 B.A. peg, then trim the insert and peg flush with
markset applied -secure#7104462

the face of the cylinder block.

(v) Fit standar,d stud.
Tools required for rocker_cover studs
17. The tools and taps used in the above operation excluding the standard drills are selected
from the range of tools shown in fig. 8 and the taps. tabulated above. The dime11sions f,o r
counterboring and drilling are shown in fig. 7.

Replacement parts required for rocker cover studs

18~ The following replacement parts are required:-
Ref. No. Part No. Description
40678 KB.352 Side stud, standard., 1 ·200 in. long for rocker cover
40112 KB.353 Side stud, standard., l ·300 in. long for rocker cover
50692 KB.362 End stud, standard, 2·200 in. long for rocker cover
42483 BY.894 Side stud, 0·062 in. oversize for rocker cover
42482 BY.895 End stud, 0·062 in. oversize for rocker cover
- BY.785 Insert

Miscellaneous
19. When inserts are to be fitted to other tapped holes the tools and taps required can be
selected fro·m the tools listed in fig. 8 and tabulation above. The following are typical inserts
which may have to be fitted and the dimensions for these are shown in :fig. 9:-
Ref. No. Part No. Description
BY.804 Insert, ignition harness boss
BY.795 Insert, 0·312 in. dia. } Auxiliary drive
- l3Y.788 Insert, 0·250 in. dia. stud holes
F ,,S./6
 0 ·575 .. O·S 2 5 " with one 5 BA ·steel peg 0 ·085 " - - - 1..... I O·..it 2 5 ''
•0010 +0·010 on face -0 ·005 - 0·010
O· l75 u
.. - . - - - y~......,__.,... -+0 ·010
0 ·437
-O ·OOt1 ~~=-~=~i.-....,
-
Turn O ·370 .. dia .
-0·004 .
scre'w 0·375 •· d10 .
0 ·137"-- --
0 ri 11 O· 213 .. d ia 26 TJ:~1.· R .H.
Oriti 0 ·'3346" daa +0·003
+0<>·to 0 ·075 .. + 0 ·005 Top o -2so" dia 0 ~025 •c:homfer a~ 45'1'
+ 0 ·005 .. / Tap di·a . 26 T.P.1.- R.H.
0 ·37 ~" 2" T.P. I -R.H . +0·010
0 ·4375 - - -- counter bore 0 ·375 ·· d ia
-tO· O O I
- ·- •0 ·010 1
BY788
DIMENSIONS FOR F•TTING STUD INSERT
..
0·250 DIA . FOR
0·02SO.. OiA. INSERT BY. 788 AUXILIARY DRIVE FACING
0 ·075 ,. 0 ·600" 0 ·050 11 ' 0 ·42 '> ..
+ 0·005 '\.. -t O · O I O -+ O ·O • 0 0•065 I•

.
r - o-o,o
0 ·137 • - 0 ·00 5 ~

- 0·375 ,.
-+-0 ·010 r_ ... 0-010
••
0-5,2 4 ..._
1I-- , ,,,, ~
1- . - - -

- 0·001
'
[,/';' -' ~.....,,,

I ~ T ,• .
Peg with one 5 SA urn 0 ·4'32, dta.
~tee t peg on face r - tt - - O· 4 37 5 rd ia. Ori II 0·2656'' dia. -0·004 II •
Dr1 It 0·400 ·· d1·a . Top 0·43ss··dio. -+0· 0t 0 Top o-~12 s .. d ia . screw 0-43?5 d10.
+0·005 22 T.P. 1.- R.H.,. 26 T.P.1.- R.H.
26 T.P.1.- R.H \..--- 0 •525 II di a. 1

1 coun~er bore 0 ·4375' diQ.

+ 0·001 BY. 795
. ..
DIMENSIONS
,. FOR FITTING STUD INSERT 0-312 DIA . FOR
0·3125 DIA. INSERT BY. 795 AUXILIARY DRIVE. FACING
0 · 375 • II • o 374' dio .
Peg with one +O·OO I Drill 0 ·265o dta. -0 ·00 3 Ort 11 0 ·1562 .. d 10
+0·005 +0 ·003
s BA stee I peg f 2 2 T. P. I. - R. H. Tap 2BA(O·l8'3)
on face counrerbore 0 ·3t2S dao.
h •
31· 400 TP.1 - R.H .
+ 0 ·0101

0 ·325 ,. , / 0 ·260. fu11 fhread

~ 0·002· interference - .'0 ·010
~
/ +O·O I0
o-12s·· of effective d io .
markset applied -secure#7104462

+0·010 to be obtoined by 1

'
selective ossembty 0025 ' Turn 0·305 '' d 1ia
' +O·OtO - 10 ·003
0 ·07~ ,, chamfer at 45° screw o-3r2s·· d io.
0"4 so ·II

·,, "( ·,. ·,, '

'
.
.
"\,
-+o oos 2.2. T.P.1.- R . H .
+0·010 Materio I BY. 804
S/N. B.s.s. S69
DIMENSIONS FOR F IT TING STUD INSERT FOR
INSERT BY. 804 IGNlTION HARNESS BOS~

Fig. 9.--Stud inserts for auxiliary drive facings and ignition harness boss

REPLACEMENT OF SPARKING PLUG ADAPTERS

20. Defective adapters or adapter lock rings can be rectified b y the fitting of over size parts.
The work involved in the removal and replacement of sparking plug adapters and adapter lock rings
is illustrated in fig. 10. Loose or otherwise defective adapte,r s are rectified as follows:-
(i) If the thread for the sparking plug is suspected of being defective it should be checked
by means of the gauge H.58624A as shown in (1).
(ii) If the adapter takes the ''NoT Go'' thread of the screw gauge it should be replaced. Remove
the adapter as shown in operations (2) and (3). If the thread in the cylinder block is
not visibly damaged either a standard or a 0·005 in. or a 0·010 in. oversize adapter should
be fitted, whichever gives an interference fit of 0·002 in. These adapters can be fitted
without drilling or re-tapping.
(iii) Replacement of the adapters mentioned in sub-para. (ii) is a reversal of removal. It may,
however be necessary to final tap as shown in {10.).
1

(iv) When the adapter is loose in the cylinder block,. due to a defective thread on the adapter
external diameter, rep1acement can be effected as described in sub-para. (ii) and (iii} .
(v) Where looseness of the adapter is due to a defective thread in the cylinder block, a
0·062 in. oversize adapte:r should be fitted and the operations shown in (4), (5) (8), (9)
and (10) must also be carried out.
This leaf issued with A.L. No. 6 A .P.1590P and S, Vol. I, Sect. 2, CJiap. 3
June, 1944

O·

HB. 20076 Spanntt'

H.58624A
Sc'rtw ga~

1 2
TOOL 101\ RtMOVTNG AND 'REl'l.AC-
CHiCkl'NG SFAR){lNG PLUG THREAD
IN ADAl'T?R.
lNG LOCK RlNG1, ( L.H.Tbrtad ). 3
TOOL FOR. .EXTRA·CTlNG ANO
l1r.PLAC1NG ADAPTER.
HB. 2"7189 Tap

..

HB. 27193 ·Pilol" (51'd~

HS. 27194 -i(0·0,6 2'
0
ov~rsize.)

Hlt 427190- Guide bush (Standard HB. 27186 Cul'l"er

Hl5.Z7191- O·OG2' ovtrsi'Ze

5
4
CUlllNG TAPF'lNG HOLE FOl\
1'AP?lNC, FOR O• OG2" OVERSIZE
ADAl'Tfl\.
6
0 062" OVEP.S12E ADAr'TER.
4

CUTTING TAPPlNG HOLE FOR

markset applied -secure#7104462
0·062'" 0Vf'RS12! LOCK R1NO

HB.27193 Pilol- (Sl"d.)

HB.2719-l- - (O·OG2 ''
ovtrsiz.i.) .o
HB.196G7-Facing c·u ?r~r
:~HB.27192 Tap /
H!.1734'2 racing cult~v

TAl'PlNG FOR O· 062" OVER.Sl ZE

LOCK KlNG 9
'FACING SEATING lN CYLlND'EK
BLOCK FOl\ ADAPnR FLANGE. FACING rLANGE OF AD.~l'!ER

J----< H'B.19413 Hand l'ap

FlNAl TAF1'1N.G OF ADAPTER

10 THR.'EAD

Fig. 10.-Fitting oversize sparking plug adapters and lo,c k rings

F.S./7
 (vi) Where the cylinder block thread for the lock ring is damaged a 0·062 in. oversize lock ring
should be fitted as sl1own in operations (2), (3),, (6) and (7).
(vii) Where oversize adapters and standard lock rings are fitted, alternative guide bushes and
pilots are provided.

Tools rectuired for the fitting of oversize sparJring plug adapters and lock rings
21. The following tools are required for the titting of oversize sparking plug adapters and
lock rings : -
Re/. No. Part No. Description
44216 H.58624A Gauge, screw, for adapter thread
43041 HB.20076 Spanner, for adapter lock ring
45323 HB.20077 Tool, fitting and removing adapter
45394 HB.27187 Cutter·, tapping dia., for adapter thread
45397 HB.27190 Bush, guide, standard, for cutter HB~27187 and
tap HB.27189
45398 HB.27'19 1 1

Bush, guide, 0·062 in. oversize, for cutter HB.27187

and tap HB.27189
45396 HB.27189 Tap, for thread, for adapter
46940 HB.27193 Pilot, standard, for cutter HB.27186 and tap
HR.27192
46941 HB.27194 Pilot, 0·062 in. oversize, for cutter HB.27186 and
tap HB.27192
46942 HB.2718,6 Cutter, tapping dia., for thread for lock ring
45407 HB.27192 Tap, for thread for lock ring
45322 HB.19667 Cutter seating, for adapter
44212 HB.17342 Cutter facing, for adapter
44215 HB.19413 Tap, hand, for adapter thread

Replacement parts required for fitting sparking plug adapte~ and lock rings
22. The following replacement parts are required:-
Re/. No. Part No. Description
40727 A.51408 Adapter, standard
markset applied -secure#7104462

41847 D.18439 Adapter, 0•005 in. oversize

1

41848 D.18440 Adapter, 0·010 in. oversize

42106 D.12269 Adapter, 0·062 in. oversize
40728 A.51409 Lock ring, for adapter, standard
56145 D.18442 Lock ring, for adapter, 0·005 in. oversize
56146 D.18443 Lock ring, for adapter, 0·010 in. oversize
42107 D.13288 Lock ring, for adapter, 0·062 in. ove·r size
.

REDUC1'10N GEAR
General
23~ Removal of the reduction gear may be necessitated by enemy action, defective parts or
by distortion of the propeller shaft or crankcase as a result of the blades touching the ground due
to an accident. In the latter case a to:o l is provided for measuring the dist·o rtion and which, if the
damage is not extensive, should be utilized to check whether the engine is tit for further service.

Checking distortion of crankcase and propeller shaft

24. The procedure for using the rig HB.24449 is as follows (s.ee fig. 11) ; -
(i) Remove the cowling panels, the propeller and cowling fro,n t plate.
(ii) Disconnect the control and connections on the constant-speed unit and vacuum pump
and remove the eight spring-washered nuts securing the dual drive. Withdraw the unit
complete with accessories. ·
(iii) Clean the surface of the facing for the dual drive unit and the spigot at the front end of
t he roller outer race, also remove any bu11s from the facing. Clean the face of the bell-
shaped hou.s ing which forms a part of the tool and fit it to the facing. Secure the housing
with eight plain~washered nuts.
(iv) Thoroughly clean the cone on the propeller shaft and also the forward end of the shaft.
Check that the mating face of the tool is clean and then assemble the sleeve to the propeller
shaft with the boss of the bell-shaped housing projecting through the bore of the circular
,d isc attached to the sleeve.
1
This leaf issir,ed with A .L. No, 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 3
June, 1944
(v) Screw the knurled nut o.n to the end of the propeller shaft. Before fully tightening the
nut with a tommy bar, adjust the hanging arn1 of the tool so that the bore of the disc
is conce11tric with the boss which passes through it .

\ :~.:.::~;:7:i:-~ . .··,:::.... ..
) :~l-.~i..:: ·..·:.~··. :.\ :::-..

H B. 24449

··•:i

markset applied -secure#7104462

Fig. I I .-Checking distortion of crankcas,e and propeller shaft

(vi) Clean the spindle of the rotating arm and then insert it into the boss of the b ell-sh aped
housing; fit a D.T.I. and secure it with its . wing nut. Check that there is sufficient
movement of the D.T.I. both inward and outward.
(vii) Rotate the ar111 through 360 deg. and note the difference between the m a xim um a nd
minimum reading on the indicator.
(viii) Slack off the knurled nut, turn the propeller shaft through 90 deg. , re-tighten t he nut
and take another reading. Repeat at 180 deg. and 270 deg.
{ix) According to the readings obtained., the following action should be taken~-
(a) If the maximum variation does not exceed 0·012 in. in any one of the fo,u r positions
of the propeller shaft, the engine is serviceable.
(b) If the maximum variation is more than 0·020 in. the engine is unserviceab le.
(c} If the maximum varia.t ion is between 0·012 in. and 0·020 in., remove the reduction
gear and inspect the rear roller bearings. Ensure that the outer tracks a re pressed
F.S./8
 back into position and the retaining· plates straightened to clear the track by 0·002 in.
to 0·006 in. and 0·003 in. to 0·009 in . for the propeller shaft 1nd pinion resp,e ctively.
Check for indentation of the track. Replace the reduction gear and r,e -check with
the rig and dial indicator as before. If the maximum variation is now below 0·015 in.
the engine is serviceable. If more than 0·015 in. the engine is unservice.a ble.
1

Removal of reduction gear

25. The reduction gear should be removed in the following sequence of operations:-
(i) Remove the propeller.
(ii) R emov. .e the cowling panels, the front cowling ring and the header tank.
{i ii) Dit:co11nect the connections to the constant-speed unit and the vacuum pump, re·m ove
the e1ght ~pring-washered nuts that secure t ·h e dual drive unit and withdraw it from the
•
casJng.
Remove the blankin.g plug from the top of the gear casing and fit the lifting eye E.37161.
If a hoist is available attach the hook to the eye and take up slack.
(v) Remove the dowel fitting bolt from the top starboard side of the casing, then extract
the two dowels between the mating faces of the lower portion of the casing with the
extractor HB.18274. Keep the dowel bolt apart from the remainder for convenience
in rEpl acement.
Note.-If the dowel extractor is not available, there is a danger of cracking the casing
flanges and the casings must be parted with their joint faces exactly parallel.
Remove the split-pjns from the nuts securing the casing and unscrew the nuts. Take
the wejght of the gear on the hoist, and if necessaryJ use a raw-hide mallet to break the
joint and then slide the unit forward. When the rear ends of the prop1e ller shaft and
driving pinion are withdrawn from their races, support them by hand.
(vii) After removal of the reduction gear, remove the coupling shaft from the pinion.

Interchanging reduction gear units

26. When a replacement reduction gear is being fitted, the following instructions must be
observed~-
(i) The rear roller bearing races for the propell er shaft an·d driving pinion, respectively, must
markset applied -secure#7104462
1

be transferred with the gears to which th,e y belong. These races should be fitted in the
crankcase l1ousings.
(ii) The unit must th~n be temporarily assembled on the engine, without the two locating
dowels in positio n and a check made of the bedding of the gear teeth.
1

(iii) It will probably be found that the holes for the fitted bolt at the top starb,o ard side of the
casing do not align and will require reaming out to suit the oversize bolt D.18472.
(iv) It will also prcbab]y be found th.a t the original dowel holes will not register after the gear
teeth h ave b een bedded, in which case the holes will require to b e reamed out and oversize
dowels fitted.

Cbeck·ing the bedding of the gear teeth

27. The sequence of operations for the bedding of the gear teeth is as follows:-
(i) Apply a 'light, even coating of marking compound to the driving sides of the teeth of the
driving pinion.
(ii) With the coupling shaft and also th,e dowels omitted, assemble the reduction gear to the
crankcase by means of the fitting bolt at the top starboard side and by at least four other
bolts.
(i ii) To provide a datum for the location of the casing in re1ation to the crankcase, :file the
flat which will be found on one of the stud bosses (see fig. 12). The flat must extend
tlle full length o·f the bosses on both the casing and the crankcase and show 9·5 per cent.
marking on a suitable small surface block.
(iv) Rotate the propeller shaft several times in ~ clockwise directio11 as seen from the front
so that the marking is trar1sferred from the pinion to the gear wh,e el driving faces. Now
remove the reduction gear from the crankcase and ,e xamine the marking on the teeth
which, if correct, should show a marking across the full width with any advantage at
the forward end.
 This leaf issued with A .L. No. 6 A .P.1590 P and S, Vol. I, S ect. 2, Chap. 3
June, 1944
(v) If the bedding is not s_a tisfactory, remove all
the marking from the gear and again assemble (

the reduction gear to the crankcase, taking

care that it is in exactly the same position
a s b efore by reference to the flat on the stud
boss. Tighten the bolts securing the casing
unt il t hey· are just nipping.
/1
(vi) Alter the alignment of the casing by a light
blow on the dowel bosses.
Note.-The lower part of the casing is
moved to the ''A' ' side if the teeth are
ti/
;I I
b edding more hea vil},. on the front and to // J
the ''B' ' side if they are bedding more
heavily on the r ear. Only a very small
amo unt of movement will affect the bedding
Straight edge
of t h e gears to a consider a ble extent.
(vii) R est ore the flat on the boss by lightly filing; Fig. 12.-Registering. the reduction
a 95 p er c ent. marking should be obtained. gear casing
Rotate the prop,e ller shaft again to obtain
further markin_g s on the gear teeth.
(viii) R em ove t h e r eduction gear case and again examine the marking on the teeth. Rep eat
t h e procedure described until a satisfactory marking is obtained.
(ix) When the b edding of the teeth is correct, try the dowels, for fit and if they requ ire m ore
than a ligl1t tap to drive them home, ream the holes and .fit oversize d o wels.

Replacing the reduction gear

28. Before r,e placin g the r·e duction gear, check that all components are in p osition. The
r eduction gear is r eplaced as follows;-,-
(i) Fit the lifting eye E.37161. Check that the mating fac es are quit e clean and coat the
mating faces lightly with jointing compound. Smear the roll er b earings of the p rop eller
markset applied -secure#7104462

sh aft and driving pinion with vaseline.

(ii) Fit the driving coupling into the crankcase driving flange, then car efully slide the
reduct ion gear assembly into position. Ensure that the rear races of t he propeller sl1aft
and driv ing pinion are entering their respective outer races in the crankc.a se, also that
the o il t u b e for the propeller pitch control enters its gland in t he crankcase and that the
splines of the coupling shaft enter the internal splines o,f the driving p inion.
(iii) Secure t he casing to the crankcase by means of the fitted b olt a t the top starboard side
and align the dowel holes.
(iv ) When the casing is aligned satisfactorily tap the dowels into p osition, the n fit the retaining
bo lts a nd nut s, securing with split-pins. Remove the lifting eye, rep lace the blanking
p lug and lock the plug with a new tabwasher.
(v) Fit t he d ual drive unit and accessories.
(v i) Replace the front cowling.ring, propeller and cowling panels .

Removing front oil seal

29. I f oil leakage is apparent from the oil seal in front of the propeller shaft thrust bearing
h ousin g the oil seal can be replaced as follows:-
(i) Rem ov e t he engine cowling panels and propeller.
(ii) Str aight en the tabwashers and remove the nuts of the oil seal housing . I f the housing
1
is t i ght and cannot b e m oved by hand, screw two 2 B.A. setscrews into two of the tapped
h o les on the face of the h ou sing, and screw them inwards to withdraw the housing. Also
r em ov e t h e collet and oil seal sleeve on the propeller shaft using tool H B.19794.
(iii) After r emov"al from the engine, r elea se the spring circlip inside the housing and extract
the oi I seal by m eans of the too I HB.16411.
(iv) - using t he to,o l HB.16411 fit the replacement oil sea l into the original hou sing, taking
care t hat t h e oil seal is :fitted the correct way round (see fig. 13). Secure by :fitting a wire
clip a n d a d d a new rubber ring into the groove of the oil seal h ousing. The oil seal
should be coated with gre·ase to ensure initial lubrication.
(v) Replace t he oil seal housing on the propeller shaft and secure it t o t h e reduction gear thrust
housing w it h the nuts and tabwashers. Use new tabwashe rs. Replace t he oil seal sleeve
and collet on the p rop eller shaft .
(vi) Replace the p rop eller and engine cowling panels.
F.S./ 9
Fitting new oil seal housing
30. In the event of a new oil seal housing or a replacement housing from another engine being
fitted it is essential to restore the ,e nd clearance of 0·003 in. ± 0·001 in. for the propeller shaft front
bearings outer races. This clearance is det,e1111ined by a distance wash,e r fitted behind the oil seal
housing. The thickness of the old washer is stamped on the top lug of the propeller shaft bearing
housing.
31. To· obtain the required end clearance a range of adjusting washers js available from
0·050 in. to 0·070 in. thick increasing in thicknes.s in steps of 0·· 002 in.

Adjusting washer
. . .•.. ,

-
. . - . ' ..
" .. . .
. .
.• • • •

. ..
... . .,
'· i& - •

.
markset applied -secure#7104462

. "• •.
. ,;· .
I •
,
)
•

.:
'

. ...-.....-. - . -----
...
'. ..
..
-..... . .
. ...-..
•
.i
.
. .. --. . . ... "
.. •

..

- -- .
.
-----3
---:3

Fig. 13.-Fitting adjusting washer behind oil seal housing

.
32. As it is·not possible to measure directly the ~learance at the adjusting washer the following
procedure is recommended (see fig. 13) : -
(i) Rem,o ve the old housing and oil seal also the col]et and oil seal sleeve as described in 1

para. 29.
(ii) Remove the existing adjusting washer and replace it with a washer (or washers) so that
a clearance is obtained at (1) when the replacement housing has been fitted. Attach
the replacement housing and secure it with three or four nuts, which should be only
moder,a tely tight.
(iii) Measure the clearance at (l) with a feeler gauge tried at several points round the flange
and from the :figure obtained, the thickness of was.h er required to give a clearance of 0·003
jn. ± 0·001 jn. can be calculated.
1'his leaf issued with A .L. No. 6 A .P.1690P and S, Vol. I, Sect; :2, Chap. 3
] ·une , 1944

Example :-Test washer thickness = 0·062 in.

Clearance· measured = 0·005 in.
Required thickness of washer
- Test washer thickness - clearance measured
- bearing end clearance required
= 0·062 in. - 0·005 in. - 0·003 in.
= 0·054 in. ± 0·001 in.
(iv) Re-stamp the top lug of the propeller shaft bearing housing with the new sue of adjusting
washer .

Exttactin~ reduction gear and pinion rear

roller bearing outer races
33. In the event of changing a gear unit
from one engine to another the rear roller
bearing outer rac_e s will remain with th.eir
respective units. Using extractors HB.16603.
for the pinion and HB.16604 for the pr,o peller
shaft, proceed as follows (see fig. 14) :--
(i) Release the small plates which
secure the races in place.
(ii) Unscrew and remove the hexagon
nut and the large conical distance
piece from the extractor; screw
back the knurled ring until the jaws
enter the bore of the race and then
screw the knurled ring up until the
jaws grip the interior, with the
shoulders of the jaw behind the
race. :I
I I
I
(iii ) Replace the conical distance piece markset applied -secure#7104462

,,.,,
so that the slots in its rim clear the ,,·
studs on the front facing of the
bearing housing, and tighten the ,,

nut so that the race is pulled from

its housing, screw back the knurled
ring to release the race from the Fig. 14.- Extracting propeller shaft rear roller
extractor. bearing outer race

Tools required for reduction gear removal and .field repair

34. The following tools are required:-
Ref. No . Part No. Desctiption
44250 HB.24449 Rig, for checking distortion of crankcase and
propeller .s haft
32360 E.37161 Eye, slinging
42834 HB.18274 Tool, for withdrawing reduction gear casing dowe
38322 HB.16411 Tool, for ass·e mbling and dismantling oil seal
3776'0 HB.16603 Tool, for withdrawing pinion rear outer race
37757 HB.16604 Tool, withdrawing propeller shaft rear outer race
38948 HB.19794 Tool, withdrawing oil seal sleeve
Replacement, parts
., req11ired for reduction rear
35. The following parts may be required :-
Ref. No. Part No. Desc'Yiption
32346 E.26989 Tabwasher, for slinging eye plug
46549 D .18851 · Sealing ring, for oil seal housing
46623 D. 17503
D.16·832 Oil seal, for propeller shaft
D.22627
46666 D.18789 Jointing, for dual drive unit
45942 KB.7107 Tabwasher, for bolt securing thrust housing
F.S./10
D (AL6)
 Ref. No. Pa11t No . DescYiption
46026 KB.7104 Tabwasher, for plate retaining roller bearing
Sec. 28B/ 1208 A.G.S.166- 11 Split pin for reduction gear casing
Sec . 28B/ 1203 A.G.S.166-2 Split pin, for reduction gear casing
42016 D.10510 Dowel, for reduction gear casing, 0·002 in. oversize
42017 D.10511 Dowel, for reduction gear casing, 0·004 in . .oversize
42018 D.10512 Dowel, for reduction gear casing, 0·006 in. oversize
42509 D.18361 Dowel, for reduction gear casing, 0·008 in. oversize
42510 D.18362 Dowel, for reduction gear casing, 0·010 in. oversize
41669 D.18473 Dowel, for r·e duction gear casing, 0·020 in. oversize
40362/72 D.11332/42 Adjusting washer, 0·050 in. thick to 0·070 in . thick
D .18472 Bolt, fitting, for reduction gear casing, oversize

INTERCOOLER COOLANT SYSTEM

Removing the intercooler
36. The intercooler u11it, on engines fitted with a separate intercooler header tank, may be.
removed as described in this paragraph. The instructions are also generally applicable to
engines fitted with an integral header tank.
(i) Remo,re the top and side engine cowling· panels. - Drain the main a11d intercooler systems.
(ii) Release the ignition harness from the starboard side of intercooler.
1
(iii) Disconnect p1pes f1·om the engine accessories where necessary at the rear of ''A ' cylinder
block. If it is found necessary these accessories should be removed.
(iv) Release the braided priming pipes from the ''A'' block induction manifold and also from
the clips on the intercooler.
(v) Remove the oil pipe from the wheelcase to the supercharger rear bearings.
.
(vi) Disconnect the boost gauge pipe.
(vii) Remove the coolant planking cover at the rear end of each cylinder block.
(viii) Remove the coolant pipe from the intercooler to the header tank on the port side.
Disconnect the r.p.m. indicator drive.markset applied -secure#7104462

lnrercool~t'
Slacken off fronr elbow
r ·i ng nurs.
-........... -'

'\
\
\
\
'
'\
I
\
Unscl"ew sl'op, a.pd slide
manifold pipe sleeve
. Narwards as indicared .
....w----- - - - - - - - - ..
Fig. 15.-Disconnecting induction pipe sleeve

(ix) Release from the intercooler the air release pipe connecting the intercooler pump and
header tank.
(x) Disconnect at the intercooler ·t he cooJant pipe from the intercooler to the supercharger.
 This leaf issued with A .L. No. 6 A.P.1590Pand S, Vol. I, Sect. 2, Chap. 3
..Tune , 1944

Engint
.inlttPCOOleP fronl" SU~
• ing bmcker.

/
markset applied -secure#7104462

Sekel" distance piece equal to

~--......----------.. . . measuroi clearance plus O· 005 "

Measure clearallC( wilh I;

feelel' gauges.

,___ _ _ _ _ _=-...... ~.. ,. _,.... -· ' --

Fig. 16.-Fitting distance washers under intercooler front brackets

F.S./11
E (AU )
 (xi) Release the bonding strap from the sleeve connecting the intercooler and the induction
t runk pipe. Remove the plates which lock the gland rings at each end of the sleeve and
u nscrew the two rings. Slack.e n off the stopscrew on the intercooler elbow. If the
rubber rings of the glands have becom,e .:vulcanized it will probably be necessary t o prise
t he sleeve with a screwdriver to free it and two shoulders are fo1111ed on the sleeve for
t his purpose When the sleeve is free, push the sleeve rea1 wards into the inte:rcooler.
t aking care that it does not come into,contact with the matrix. This will provide clearance
at the forward end when raising the intercaoler off its studs (se,e fig. 15).
(xii) Remove the two setscrews securing the front of the intercooler to the wheelcase bracket.
When removing the setscrews, carefully extract the adjusting washers.
(xiii) Remove the 15 nuts and two fitted bolts which secure the intercooler to the outlet of the
supercharger volute.
(xiv) Check that all installation fittings likely to obstruct removal of the intercooler have been
detached, then Ijft the .intercooler from the engine.

Replacing the intercooler

37. Replacement of the , intercooler is largely a reversal of the· removal process, the following
points, h owever, ·m ust be observed:_;_
(i) E nsure that a ll facings are quite clean and smooth and use a new jointing between the
supercharger outlet and the intercooler intake.
(ii) Before instailation on the engine, fit the rubber rings., washer~ and ring nuts for the
induction pipe sleeve in the intercooler and induction trunk pipe respectively. Scre"v
t he ring nuts up finger-tight and smear a little oil on .each gland rubber to assist entry
of the extension. Push the sleeve into the intercooler as described in the removal
operation and ~gain take care not to contact the matrix. .
(iii) When installing the intercooler carefully position it. to bed down on to the supercharger
o utlet and then insert the two dowel bolts and tighten them, afterwards tighten the nuts
with plain/ and grover washers to th~ studs.
Note.- The above operation ·must be completed before any att.e mpt is made to secure
the intercooler fro,n t brackets.
(iv) After the rear joint is secured firmly, measure the gaps between the underside of the
markset applied -secure#7104462

intercooler lugs and the frop.t support bracket. Now select distance washers D.15158/63·
exceeding the measured gaps by 0·005 in.. This will provide sufficient load for the
setscrews when ' 'nipped'' down and will not disturb the joint between t~e intercooler
and the supercharger (see fig. 16).
N ote.-Owing to the inaccessability of the interc0oler front brackets, cliffi.culty may be
experienced in inse rting the distance washers.
(v) After the intercooler bas been installed, the induction pipe sleeve should , be pushed into
the induction trhnk pipe and the stopsc:rew screwed home and locked (see ,fig. 15).. Screw
up the gland rings and lock.

Replacement parts required for intercooler

38 . T he following replacement parts will be required if the intercooler is removed : -
,AV.ef. No. Part No. Description
40822 D.8002 Jointing, for cylinder block coolant blanking cover·
52190 D.15184 Ring, gland, for induction pipe sleeve
52369 D.20156 Jointing, between supercharger and intercooler
52191 /6 D.15l58/63 Washer, distance, for :fitting. under intercooler
55674/7 D.24484/7 front brackets, 0· 105 in. thick up to 0• 195 in.
thick in steps of 0·010 in.

Removal of intercooler ,coolant pump

39. The following sequence of operations is recommended for the re.m oval of the intercooler
pump (see fig. 17).
(i) Drain the intercooler coolant system, then remove the port side cowling panel.
(ii} Detach the inlet and outlet pipes.
(ii) Detach the inlet and outlet pipes.
(iii) D etach the air balance pip~.
 This leaf issited U)iflt A .L . No. 6 A..P.1S90P and S, Vol. I , Sect. 2, Chap. J
June, 1944

.)
:)

(
(
\
\
INSTALLATION OF lHTERCOOL'EJt
COOLAN! PUMP.

markset applied -secure#7104462

........

COOLANT PUMP

~ '" :\
''
\. ,
\ ,.
.
\

'\. \
P\TMP INVERTED TO
' SHow· DRAlN HOLE

Fig. 17. -Removal of the intercooler coolant p ump

F.S./12
 (iv ) Remove the eight 2 B.A. nuts with grover and plain washers. Withdraw rearwards the
complete unit.
1'lote.-It will be found that there is little clearance for the removal of the pump and it
ic;; necessary to swing it outwards to free it from the holding studs.

Cor1ecting leaking packJess gland

40. If the pump has been removed because of coolant leak the pump can be dismantled and
the defective gland corrected. A leak, coolant or oil can be detected by reference to the drain hole
shown in fig. 17. 'The following method of correcting leak is recommended;-
(i) Remove the inlet casing and remove the rotor and the packless gland.
(~) Burnish the s.u rface of the carbon ru.bhin~ ring, with the sand blasted ·tool, designed to
tit over the rotor spindle (see fig. 18). Clean aft~r burnishing with ,a paraffin brush.

lI
--,
-· \\ \ I
I
I
, I
.

Ends to b e - -
sandblasted and ,
,~, \\

' I
souare with oxis
\

0·5625 •d ia.
0·0005"
-- - -. ........

ring

markset applied -secure#7104462

Clearance
0·015 ..
l-o
0 ·02S"

Fig. 18.-Burnisbing intercooler coolant Fig. 19.-M:easuring the clearance behind

pump carbon ring intercooler coolant pump rotor

(iii)Examine the mating face of the bellows ·s ealing ring. If scored. it should be -p olished
with very fine paste on a :flat surface.
(iv} Refit the packless gland and the rotor and check the clearance behind the rotor as showu
in fig. 19. This must be not less than 0·015 in. and not more than 0·025 m.
(v) Refit the inlet casing.

JlepJacing ihe oil seal

41. When an oil leak has been detected by reference to the drain hole (see fig. 17), it may be
necessary to replace the oil seal with a new one (see fig. 20). The following procedure is recom-
mended:-
{i) Remove the pump from the engine and secure it to the holding tool HB.28228.
(ii) Undo ~he nut ho~ding the driving gear 'W ith spanner E.30859 and remo ve the gear from
it s shaft using tool HB.28230.
This leaf issued with A .L. No. 6 A.P.1590P and S, Vol. I; Sect. 2, Ch~p . .~
June, 1944
(iii) Remove the inlet casing, the rotor and the packless gland. Remove the rotor spindle
by tappin,g it out with a mallet from the gear end, then separate the outlet casing from
the adapter. Remove the carbon ring housing.
(iv) Extract tbe front ball bearing. Remove the circlip and extract the rear b·a11 bearing
using tool HB. 28229. Remove the large distance washer. The oil seal can now be
driven out .
(v) Fit a new oil s,e al and re-assemble the complete unit in the reverse order, taking care to
see that all washers are replaced correctly. The rear ball bearing is refitted by using tool
HB.28229.

Disrance washer Carbon ring

c, rel t p

Roror

Wosher

markset applied -secure#7104462

Packless
gland
Inlet
casing
Gear Adaptor Washer Oi I sea I outle~ casing

Fig. 20.-Section through intercooler coolant pump

Replacement of the intercooler coolant pump

42. Replacement of the intercooler coolant pump is a reversal of removal, a note, however,
should be made of the following points:-
(i) Check that the oil jet in the generator bracket is clear.
(ii) Fit a new jointing at the mating faces.

Tools required for intercooler coolant pump

43. The following tools are required for the dismantlement of the intercooler pump:-
Ref. No. Part No. Description
6048 E.30859 Spanner, box, for gearwheel nut
46998 HB.28230 Tool, for withdrawing gearwheel
47000 HB.28228 Tool, holding, for adapter
46999 HB.28229 Tool, removing and fitting rear ball bearing
F.S./13
p (ALG)
 0 .

c( :} _____.. Arrdngemen t of gldnd

.. prior to Mod 64 2

. -··'
,•... .. .
./
I ,.•'
.. ,,
• •
,,.. .-.·'"

Arrangement of gland markset applied -secure#7104462

dfter 1ncorporat1on
of Mod. 642

' I
'... '.
O --.
·:!-_
'

~.,.
Q

. . -...
·, .. ... . ·.
.'
~ · ..
.'·.. .
,,_
. ...
';~
' . End float
'

should not
exceed
Arrangement of thrLJst block
0·0 20 in1

prio r to Mod 642

Adjusting washers
between rn let
bowl ctnd thrust
block housing

Fig. 21.-Arrangement of coolant pump

This leaf issued with A .L. No. 6 A .P.1590 P and S, Vol. I, Sect. 2, Chap. 3
June, 1944

Replacement parts required for intercooler coolant pomp

44. The following replacement parts may be required:--
Ref. No. Part No. Description
1780 E.28181/1 Washer; tab, for nut securing gearwheel
52083 D.15587 Jointing, between intercooler pump and. generator
bracket
52068 D.17793 Jointing, between adapter and outlet casing
52069 D.17794 Jointing, between inlet and outlet casing
52059 D.17714 Jointing, between carbon ring housing and adapter
52299 GN.5077 Oil, seal

MAIN COOLANT SYSTEM

General
45. Two types of coolant pump are :fitted to this engine. The difference between the two
types being the incorporation of Mod. 642~ Pumps incorporating Mod. 642 are painted yellow to
distinguish them from pumps on which the modification · has not been incorporated.
46. Servicing of pumps incorporatin.g Mod. 642 is confined to correcting a leaky gland eith~r
by adjusting the knurled ring nut or by replacing the packing. Pumps not incorporating the
modification require additional servicing in respect of the rotor shaft end .float and in the event of
this being excessive can be rectified by the fitting, of an adjusting washer of suitable thickness.

Removal of coolant pump

·47. Removal of either pump from the engine is similar and the following sequence of operations
is recommended:-
(i) Remove the following aircraft fittings, bottom cowling panel, air-intake assembly and
inner panel above the air-intake. Drain the coolant system.
(ii) Disconnect the pump inlet pipe.
markset applied -secure#7104462

(iii) Unscrew the two outlet pipe gland nuts using ''C'' spanner E.45136 or E.46631. These
nuts are locked by means of a lock-plate secured by a 3 B.A. nut and bolt.
{iv) Slacken the glands of the outlet pipes at the cylinder block end by unscrewing the Jubilee
clips.. Remove the brackets of each pipe from the studs in the crankcase lower half.
Ease the low,e r ends of the outlet pipes from the pump casing.
(v) Unscrew the :five nuts securing the pump to its drive housing and remove the pump.
Detach the loose coupling piece from the rotor shaft.

Checking end float of rotor sb,aft

48. On pumps not incorporating Mod. 642 the end float of the rotor shaft will be checked at
the prescrib~d inspection period. A more reliable check can be made· if the pump is removed from
the engine, if, however, this is not possible proceed as follows:-
(i) Remove aircraft installation :fittings as for removal of the pump. Drain the coolant
system.
(ii) Disconnect the pump inlet at the face joint. In order to gain access to the inlet bowl
it will probably be necessary to push the inlet pipe to one side. This will entail slackening
the pipe clips on the installation. '
(iii) Insert a blunt-nosed tool into the aperture and push the impeller upwards as far as possible.
Now with a feeler gauge measure the gap under the thrust button at different positions
round th,e thru t block {see fig. 21). If the end float exceeds 0·020 in. it will re.q uire to
be corrected by the fitting of a thicker or additional adjusting washer beneath the thrust
block housing. The correct~d end float should be betwe,e n 0·003 in. to 0·013 in.

Correcting leaking gland

49. If the gland at the upper end of the rotor shaft is leaking, it can be corrected by turning
the knurled gland nut whilst the engine is running. The nut has a left-hand thread and may be
tightened by inserting a short tommy bar, not exceeding two inches in length, in the holes provided.
The tommy bar must only be used to take up slackness and not used excessively to cure a leak, as
this will do more ha1m than good. If the leak is not rectified by adjustment, the pump will require
a new packing.
F.S./14
 50. To :fit a new packing, detach the pump from the engine, then remove the gland nut and
extract the gland· rings and packing (see fig. 21). Reassemble in the reverse order and adjust the
n ew gland as instruc~ed in para. ,49.
1

Replacement parts reqn·ired for coolant pump

51. The followi11-g replacement parts may be required:-
Ref. No. Part No. Description
52384/9 D.20598/603 Washer, adjusting, for rotor shaft end float
33432 D.6368 Packing, gland, for rotor shaft
3~20 D.2478 Jointing, between upper and lower casing
46084 D.13938 Jointing, :or inlet connection
33455 D.20951 Ring, sealing, for gland (rubber)
33444 D. 2346 Ring, gland, packing, for outlet pipe (rubber)

INDUCTION SYSTEM

Fuel pressure CARBURETTOR

52. Before any adjustments are effected on the carburettor a check must be made that the
fuel pressure is correct; To do this disconnect the pressure warning light connection on the fuel
pump and, in its place connect a pressure gauge. Run the engine at cruising r.p.m and note the
pressure registered on the gauge. In the case of the SD/44/1 type carburettors fitted to these
engines the fuel pump pressure should be 15 lb. per sq. in. ± 1 lb. per sq. in.
Adjustment of the idle spring
53. If the mixture shows signs of instability, (i) O"ver the idling range (1,000 to 2"000 r.p.m.),
(ii) over the cruising range (low boost +
2 lb. per sq. in. or less), or (iii) surging over cruising range,
it can usually be corrected by adjustment of the idle spring.
54. The following checks should be made to confum that adjustment of the idle spring is
necessary:-
(i) Check the fuel pressure.
(ii) Check that the discharge nozzle is free from dirt and not damaged.
markset applied -secure#7104462

(iii) Check for bro ken valve spring~ and correct tappet clearance.
1

(iv) Check functioning of each magneto .

...,

Locknul-
t::.-=--~Adjusting screw ..._

~,, ..
()'WJ

Fig. 22.-Idle spring adjustment

This leaf issued with A.L. N o. 6 A .P.1590P and S, Vol. I, Sect. 2, Chap. 3
June, 1944
55. A~~uming that the valve and magneto timing has not been disturbed and that all other
possible causes of the trouble have been checked, adjustment of the idle spring should then be made
as follows. The adjusting screw (see fig. 22) is located at the front of the carburettor under the super-
charger volute.
(i) Detach the lockwire and remove the cap nut.
(ii) Slacken the lock nut of the adjusting screw.
(iii) Unscrew the adjusting screw (i.e. anti-clockwise) progressively to a maxjmum of ¾turn
to richen mixture .
Note.-It should be noted that this adjustment will have no effect on engines with surge
at+ 7 lb. per sq. in. boost or above.
(iv) Tighten lock nut and replace cap nut, lock-wiring as before.
(v) Following adjustments to the idle spring, it may be necessary to re-adjust the slow ru_n ning.
{vi) It is emphasized that the adjustment of the idle spring must be recorded in the engine log
card and the am,o unt· of adjustment stated, viz. ¼turn, ½turn, etc. Also paint the cap
nut yellow to signify that adj ustment has been made.
Note.-Adjustment of the slow running mixture will not alter the mixtuce controlled by
the idle spring (i.e. over the range 1,000 to 2,000 r.p.m.).

Mixture weak at· take-off or climb

56. If the mixture is weak at take-off or climb, a check ,s hould be made that the poppet valve
is free in its guide. A sticking poppet valve may also be the cause of surging over the cruising
range. To make this check proceed as follows (see fig. 23) : -

markset applied -secure#7104462

Adjustmen~ of
poppet va live
mus~ not be
al~ered

Fig. 23.--Checking the freedom of the p,o ppet valve

F.S./15
 (i) Remove the poppet valve cover which will be found below the idle spring adjustment.
This will expose the end of the poppet valve assembly.

(ii) Grip the end of the poppet valve assembly with a pair of pliers and pull it gently outwards.
If, on release, the valve returns smoothly to its original position, it can be assumed that
it is quite free in its guide.
Note.-Do not alter or upset the adjustment or remove the locking wire .
(iii) I f .the poppet valve is not free operate the fuel pump and allow fuel to flush out the valve
chamber, at the same tim~ moving the valve as described in sub-para. (ii).
.
''
Oil and dirt in boost venturis
57. W eakening of the mixture over the whole engine range may be caused by the acc umulation
of oil and dirt in the venturis and impact tupes. If on inspection, this is found ·to be so , the venturis.
should b e removed and cleaned as follows (see fig. 24) : -
,

(i) Unscre w the four setscrews securing each of the Y-brackets in position, taking great care
not to lose t he washers under each bracket.

- - - - - ~2~--- . .-.~-.____-.. ,. .__;

@)-- .--

@)
'

~-·

0 markset applied -secure#7104462

-
~)

(Y
( _ ;0'~".~
~
/ -------__:__:_/::__-------1 NOTE:- Specio, core should
be raken ro replace
joint- ano washers

Fig. 24.- Removing the boost venturis

(ii) Mark each bracket when removed to ensur, . e that it is re-install'ed in its correct carburettor
choke.
(iii) Immerse th·e bracket in clean fuel and wash thoroughly. After washing, dry off and clear
all passages with compressed air.
(iv) Before re-installing t he Y-brackets, check that all the impact tubes are clear by using a
length of copper wire .
Note.-Venturi t ubes must not be cleaned when in position. These tubes control the
AIR side of the carburettor and fuel must not be allowed to enter the air chamber. There
is also a danger of the small internal bleeds becoming ,c hoked.
(v) It is important to re-wire the setscrews.
This leaf issued with A .L. 'No. 6 A .P.1590P and S, V o.l. I, Sect. 2, Chap. 3
J1tne~ 1944

-
.....

ACCELERATOR PUMP
markset applied -secure#7104462

ASSEMBLY

Dl~RGE
NOZZLE
ASSEMBLY

Fig. 25.-Removing the discharge nozzle and the accelerator pump

F .S./16
Cleaning the discharge nozzle
58. If it is found that the idle mixture is not controllable by th,e idle adjustment it may be
due to the discharge nozzle needle being held off its seat by foreign matt.e r.

59. To remove the discharge nozzle proceed a.; follows (see fig. 25) : -
(i) Remove the air pipe to the discharge nozzle diaphragm.
(ii) Disconnect and remove the fuel supply pipe.
(iii) Unscrew the eight nuts securing the adapter to the intake elbow and lift off the adapter.
(iv) Unscrew the three nuts and lift off the discharge nozzle cover. Press down on the cover
while unscrewing the n·u ts to counter.a ct the thrust of the spring.
(v) Remove the spring. Several shims may be found on top of the spring and they must
all be replaced.
(vi) Withdraw the nozzle and clean the seating. Inspect the diaphragm for punctures.

60. To replace the discharge nozzle proceed as follows:-

(i) Insert the discharge nozzle and replace the diaphragm on to the three studs.
Note.-The diaphragm fits in one position only and on no account must it be pulled or
twisted in order to get it t,o fit over the studs. The diaphragm must not be exposed to
sunlight .
(ii) Fit the .s pring (and shims, if fitted) into the cover.
(iii) Replace the cover.
(iv) Replace the jointing and adapter on the intake elbow.
(v) Replace the fuel and air pipes.

Removal and replacement of the accelerator pump

61. If acceleration is poor do not alter the carburettor· settings before cl1ecking over
the accelerator pump. Proceed as follows (see :fig. 25) : -
(i) Remove the adapter as described in para. 58.
(ii) Remove the six setscrews an,d lift off the accelerator pump cover. Maintain a pressure
markset applied -secure#7104462

upon the cover while un.s crewing the setscrews to counteract the thrust of the spring.
(iii) Lift out the upper spring and remove the jointing and diaphragm retainer shield.
(iv) Remove the upper diaphragm and inspect for damage. Lift off the centre body.
(v) Disconnect the lower diaphragm assembly from the valve by slipping the U-slot in the
diaphragm assembly off tl1e button o.n the end of the valve. (This operation will require
some manipulation~) Check the lower diaphragm for damage. Lift out the lower spring.
(vi) Unscrew and remove the three setscrews securing the poppet valve assembly. Remove
the valve assembly, the spray nozzle and the upper and lower cork jointings.
(vii) Ensure that the v1a lve moves freely in the guide and inspe·c t seating for wear. Clean
out the spray nozzle holes if necessary.
62. To replace the accelerator pump proceed as follows:-
(i} Replace the spray nozzle and cork jointings and poppet valve assembly. Secure with
three wired setscrews.
(ii) Place the lower spring over the valve head and connect the lower diaphragm by slipping
the U-shaped slot in the diaphragm assembly on to the button on the end of the valve.
(This operation will also require some manipulation.)
(iii) Replace the central body and upper diaphragm.
Note..-It is essential that the fuel bleed passage in the centre body is dowriwards and
correctly aligned with the bleed passage incorporated in the housing.
(iv) Replace the diaphragm retaining shield and the jointing.
(v} Insert the upper spring into its seat in the diaphragm assembly and replace the cover.
Secure by the six setscrews.
(vi) Replace the jointing and the adapter on the intake elbow.
( vii) Replace the fuel and air pipes.
This leaf issued with A .L. No. 6 A.P.1590P and S, Vol. I, S'ect. 2, Chap. 3
June, 1944

Automatic mixture ,control

63. Failure of the bellows in the automatic mixture control causes the mixture to richen up
with altitude and is shown by the exhaust being excessively rich at approximately 20,000 ft. and
above. There is no indication of bellows failure during a ground run as the failed bellows maintain
the control needle at the ground level position. The failed control unit should be removed and
replaced by a new complete unit which has been correctly set-for th,e particular model of carburettor
and. engine type,. These units are not interchangeable between different types.

Remove setscrew
Sl,a cken setscrew
Move shaf r ro Mix~ure
this position con~rol
J/ ..
"
-...
~

...
to wi~hdraw unit unit-
slacken nu~

markset applied -secure#7104462

......,...•
!,
..•••
.,
.•.·.

•'. ~

. ,·
....
, ~ .
..
i ·:
.
•1 ..
..
;
•
, .._,_
.......

Remove nu~s ~ ~@
and washers ., • "21 ~

Fig. 26.-Removing the automatic mixture control unit

To remove the automatic mixture control unit proceed as follows:-

I

(i) Remov,e the cover.

(ii) Remove the cut-off valve control shaft setscrew at the port side, slacken off the setscrew
at the starboard side and slacken the lock-nut as shown in fig. 26 and swing the control
shaft as shown in this figure.
(iii) Undo the four nu·t s at the bottom of the housing and withdraw the unit.

65. Replacement of a unit is the reversal of r·e moval, but special care must be taken not to
damage the rubber sealing ring. If the ring is lightly smeared with glycol, this will facilitate its
entry into the housing.
F.S./17
Air-intake
66. As carburation can be upset by faulty air-intake conditions, inspection of the following
points is recommended:-
(i) Check that the intake is not damaged.
(ii) Checl{ that the filter control flap moves to the f11lly open and to the fully closed position.

Carburet~or

0 0 C C 0 0 0 ::

-
t

This joint- m'ust-

align vvi ~h
~

.. .. .... .. ..
• •• I • corburel'tor intakE'
to provide a
._.
o I •. • • •

0 <) 0 . ... ,,:-., ... . .

... ,
0
0
smoo~h airflow
Q
0
...
~ ..
. : .... .',.....
• I • •

. .. · ,, · ·..
•• • ' o o o •

.
0
- . : .. ..
. ' ,,. ..•.... ... .,.. t . ..•-·'•. .
Q \ ;
0 .. .' . ...,. ..--
e \o • 1 I I t I

...
0

a e

--
..
0 0 . . ... , . C>

-
--- -- 0
------__ 0 0 0

____..--,-___.,,,.,,
9 ~

----
:::::::=--= ~ markset applied -secure#7104462 ~
_,,,,, Rubber
sleeve
Air inrake :?==:::= §?
---- ------- •

Fig. 27.-Checking the joint between carburettor and air-intake

(iii) Check
•
that the ·f ilter is not clogged • .
(iv) Examine the rubber sleeve which forms the joint between t .h e carburettor adapter and
the intake (see fig. 27). Note that the joint is a smooth one and that it does not overlap.

Removal of the car'burettor

67 . The procedure for removal is as follows (see fig, 28) : -
(i) Remove any instal~ation fittings which will obstruct removal of the carburettor.
(ii) Disconnect the following pipes:-
Thr,e e pipes on the volute drain
Two fuel pipes and the de-aerator vent pipe
Four air pipes on the port side of the carbu.r ettor
(iii} Disconnect the scavenge oil pipe connection and remove the support bracket.
Note.-As a quantity of oil may flow from the oil con11tection an oil tray should be placed
beneath the joint. ·
-
(iv) Disconnect the carburettor cut-off and the throttle control rod.
(v) Remove the remaining two nuts at the' joint face and also the four long setscrews between
the carburettor chokes which screw into the intake elbow. Support the carbur,e ttor by
hand when removing these nuts and setscrews. Two operators ·will be required for this
operation.
 A.P.1590 P & S, Vol. I. Sect. 2, Chap. 3

II
2 Nuts , plau~. ''•.!Shirs
~,
•
and gri,,·ir ,~asb~s.
Screwed banJo ~
~~ I I
1....-
conn~crion
Throl'}l~ con1To1

2 Cap nuts

I1bow c:onnrc'tion .. "'

DETAllS OF 'A'

Tab markset applied -secure#7104462

DETA.ILS Of
....
D Alum. washi rs

•
Cap nut

I
2 Jubil~, clips and .
,.'
'
I
I I h05e COnnecl'tOt1 •
1

DETAILS Of ·c·
I

Boll" , Iockr.ur ar.d gro,·~ r

wash,~r suppoT'l'ing ,oil plpc

3tt~w and '

gn,~er wa,h~T'

Of.TAlLS Of
.D' • E'
DETAILS Of

F.S./18 Fig. 28.-Removing and replacing the carburettor

 68. Replacement of the carburettor is the reversal of the removal procedure.

Replacement parts required for carburettor

-
69. The following replacement parts may be required:-
Ref. No. Pa'>'t No. Desc,yiption
70018 D.18143 Joint, elbow to adapter
70020 D.18071 Joint, elbow to throttle body
70002 D.25168 Adapter, nozzle and accelerating pump unit
assembly
137C/ P.70655 Joint, valve seat and spray nozzle
137C/ P.70423 Jointt diaphragm shield and cover
70028 D.24820 Automatic mixture control unit

AUTOMATIC BOO,ST CONTROL

Replacement of boost control aneroid
70. Failure of the b oost control unit to function may be caused by a punctured boost control
aneroid. T he boost control aner.oid is removed by un.s crewing fou:r nuts, removing the cover and
pullin g the aneroid and piston valve rearwards out of the housing. The failure can be roughly
checked by meas.u ring the length of the bellows. Normally, in the free position the overall dimension
is approximately 2 in. whereas a length of 2~ in. to 2½ in. will indicate a fracture. Removal will be
facilitate,d by :first setting the control cam in the throttle open position which will release the spring
pressure on the valve. A joint is provided between the cover and the housing. If a new aeroid
is fitted it will be necessary to re-set the boost pressure in the usual way.

Removal of boost control t1nit

71. On Spitfire IX aircraft the following components and installation fittings will obstruct
t h e r,e moval of the boost control unit and should be removed in the following sequence:-
(i) Top and port side cowling panels. Drain the intercooler· coolant system.
(ii) Air release pipe (from the intercooler pum·p to the intercooler header tank).
markset applied -secure#7104462

(iii) Pipe from the h eader tank to the relief valve.

(iv) Disconnect at the tank end the pipe from the header tank to the intercooler.
(v) Disconnect at the tank· end the pipe to the intercooler pump.
(vi) Undo the header tank strap~
(vii) Remove the intercooler header tank.
(viii) Disconnect the flexible pipe to the relief valve (on bulkhead).
(ix) Remove the pipe from the centre of the relief ,,alve to the Vokes hydraulic filter.
(x} Disconnect the return pipe from the filter and remove the ''Y'' connection.

72. To remove the unit from its facing on the supercharger, proceed as follows;-
(i) Disconnect the throttle operating rod at its top ball joint.
(ii) Disconnect the magneto control on the boost control unit.
(iii) Disconnect the pilot's throttle control.
(iv) Detach the two air pipes to the boost control unit.
(v) Remove the four nuts securing the unit and lift it off its facing.

Replacement parts required for automatic boost control

.
73. · The following replacement part,s may be required;-
Ref. No. Part No. Description
52244 D.16086 Joint, for aneroid housing cover
52363 D.16025 Aneroid, and piston valve assembly
56010 D.22537 Assembly, automatic boost control) complete
70019 D.17253 Joint, elbow to boost control·
 This leaf issued witli A .L. No. 6 A.P.1590P and S, Vol. I, Sect. 2, Chap. 3
.!une, 19·44
REMOVING AND INSPECTING TBE FLAME TRAPS
74. To remove the induction manifolds, proceed as follows:-
(i) Disconnect the inlet sparking plug cables from the sparking plugs.
(ii) Disconnect the sparking plug harness by removing the three nuts securing it to the three
brackets on the starboard manifold.
(iii) Disconnect the flexible pipes at the reas of the manifolds.
(iv) Unscrew and r,e move the 15 setscrews which secure each manifold to the induct ion trunk
(:five to each trunk aperture) and th,e 38 setscrews securing each manifold to the cylinder
block.
(v) Lift off the manifold and remove the joint between the manifold and the cylinder block
and the three joints at the trunk apertures.
~ote.- lt is advisable to remove only· one manifold at a time so as to prevent ,d amage
to the intercooler connecting sleeve due to the weight of the otherwise unsupported
induction trunk.
(vi) If the condition of the flame traps necessitates it, they should be removed for cleaning
or if necessary, renewed.
(vii) On early type manifolds the flame traps are removed by unscrewing the eight nuts on
the securing studs and lifting them out. O·n later manifolds a central positi,o n is intro-
duced, which is secured by setscrews. These are first removed and then the six remaining
nuts.
Note.-The flame traps may require pushing from behind before they will come out.
(viii) If the flame traps are dirty they should be cle·a ned with petrol and co·m press.e d air and
if they are burnt they should be renewed.
(ix) Re-assembly is effected in the reverse manner to removal. Renew all locking washers
and any nut or gasket which may be faulty.
(x) When one manifold has been re-assembled on the engine, the other one may be removed,
inspected and replaced in the same manner.
markset applied -secure#7104462

(xi) Connect the flexible pipes at the rear of the manifolds, fix the inlet sparking plug harness
to the brackets on '"'the starboard manifold and connect up the ignition leads.

Replacement parts required for ftame traps

75. The following replacement parts may be required:-
Ref. No. Parl No. Desc,-iption
52095 D.125,2 6, Flame trap
52097 D.13117 Jointing. between induction pipe and mauifold.
centre
52096 D.13116 Jointing, between induction pipe and manifold,
ends
520.22 D.13369 Jointing, for induction manifold

General FOEL PUMPS

76. Two types of fuel pump are fitted, viz. :-a gear type or a vane type. Both types
incorporate a balanced relief valve and are provided with means to adjust the fuel pressure.

Adjustment of fuel pressure GEAR TYPE FUEL PUMP

77. T ,o adjust the fuel pressure, remove the cap n·u t and slacken the adjusting screw loc:k-nut
(see fig. 29) , then turn the adjusting screw clockwise to increase the pressure or anti . .clockwise to
decrease the pressure. After obtaining the correct pressure (see para. 52), checked against a pressure
gauge of known accuracy, lock the adjusting screw and replace the cap nut. Wire-lock the cap nut
securely.
Removal and replacement of the relief valve
78. If, after adjustment, the fuel pressure is still erratic the relief valve should be removed
and the valve and seating inspected and cleaned as necessary. The following procedure is recom-
mended {see fig. 29) :-
F.S./19
 (i) Remove the cap nut to provide clearance for removal of the valve unit.

(ii) Unscrew the complete valve unit from the body of the pump.

(iii) Inspect the valve and seating for foreign matter or faulty seating, rectify as necessary.
Note.-On no account is the valve unit to be dismantle,d .
(iv) Replacement is th~ reverse of removal but the thickness of the copper asbestos washer
must be measured to ensure that when the valve unit is secured in position the ·washer
thickness is between 0·055 in. to 0··065 in. to obtain the correct pressure balance charac-
teristic of the valve.

markset applied -secure#7104462

Fig.' 29.-Adjusting and checking the fuel pump relief valve (gear type pump)

VANE TYPE FUEL PUMP

Adjustment of fuel pressure
79. To adjust the fuel pressure, remove the locking wires, loosen the lock-nut and turn the
knurled adjusting screw (see fig. 30) clockwis.e to increase the fuel pressure and anti-clockwise to
,d ecrease the pressure. Care must be taken not to gag the valve by an excessive clockwise adjustment.
Check that the correct pressur,e (see para. 52) is obtained by means of a pressure gauge, then tighten
the lock-nut and secure it with wire.

Removal and replacement ol the relief valve

80. Erratic delivery pressure and failure of the pump to prime when dry may be due to
sluggishness in the operation of the relief valve, to a
worn relief valve or to foreign matter on its
seating. Remov·e the valve by unscrewing the six retaining scr,e ws and inspect its interior (see fig.
30) ; rectify where necessary and replace the valve in its correct position. The valve should be
centralized by pressing the valve unit firmly against the pump before tightening the retaining screws
in order that the valve stem shall work freely in its guide.
This leaf issued with A.L. No. 6 A.P.1590 P and S, Vol. I, Sect. 2, Chap. 3
J~ne, 1944
81. Examine the atmospheric vent in the relief valve cover and remove any obstruction Ill
•
the vent hole, taking care not to enlarge the hole. Do not use an air blast while the vent nut 1S
still mounted on the cover, or injury to the diaphragm may result.
Note.-Wh~n replacing the valve u:n it on the pump, ensure that the ''Inlet'' name plate
corresponds to the pump intake port.

lnsra1l valv~ wirh inslruclion

s1d~, n~xr ro
porr.

markset applied -secure#7104462

porr
Fml PN5SUN
adjusring
screw

INSTALLATION OF VANE TYPE FUEL PUMP ADJUSTABLE RELIEF VALVE

Fig. 30.-Adjusting and checking the fuel pump relief valve (vane type pump)

F.S./20
P485S M /1068 9/44 3200 C&P Gp. I
 This leaf issued with A.L. No. 4 AiR, PUBLICATIONS 1590P and S
] anuaf'y, 1944 Volume I
Section 2
CHAPTER 4

VALVE AND MAGNETO 11M lNG

LIST OF CONTENTS

Para. Pa,ra.
\ ;-al\:e timing on the i111et opening pnsition <..)
\ ' alve timing ... ,. . ,. . ··· ··· 1 ~

,.l\.djustn1ent of tl1e valve timing . . . . .. z l\!Iagneto types . . . ... ... ... . .. 11

Explanation of vernier adjustment ... 4
~.riming the val-~.ies after fitting one c 1-1i11der Adjusting the magneto contact breal~er gap ... 12
block ... . .. 5 Magneto timing . . . ... ... ... . .. 15
\Talve timing without the use of the cam- Adjustment of the n1agneto ti ming .. . 19
shaft turning to ol ... ... . .. 8 Expla11ation of vernier adjustn1ent .. . 21

LIST OF ILLUSTRATIONS

Fig . Fig .
Securing the serrated dri,,. e shaft ~.. .. . 1 Val"-e and magneto timjng gear .. . 7
Setting the tappet c1eara.nce ... ... 2 Valve timing diagram .. . •• . .. •• • 8
Location of B . l and A.6 cylinders ... .. . 3 B.T.rI. C6SE-l2S magneto 9
A.6.I.C. indication on tin1ing disc .. . 4 Rotax N.S.E. 12-4 magneto .. . 10
Nipping the 0·005 in. feeler . .. .. . . .. 5 11agneto timing details (' 'A~' side magn eto) 11
B. J .I.C.. indication on timin g clisc ... 6 I gnition wiring diagran1 .. . 12

VALVE ·TIMING
markset applied -secure#7104462

1. E11gines 1nust be tin1ed on the inlet closing I

,I
position onl)' (see 1)ara. 9). The fc)llowing pro- )

cedure should be obser\red ,:v~hen timing tl1e

valves:- ,
Ii '
•
(i) Disengage and secure the serrated can1-
s11aft drive shafts .
(ii) Set 011e inlet tappet s crew of A.6 and B. l
cylinders, respecti"\rely, to 0·025 in. clear-
ance.
Note.- 1\fake certai11 that these rocker~
are opposite tl1e bases of their cams before
setting the clearances.

--cl-
I :!
I

};JG. 2. - SE 'fTING THE TAP PET CLEAR ANCE

(iii) Ren1ove the timing inspection plug at

tl1e forward end of the lo,ver half crank-
case.

\
(iv) Rotate the prop,e ller shaft until the
• • timing pointer registers exactly vvith the
_.\..6.1.C. marking on the timing disc
FIG. 1.-S~~CUH.I NG 'THE SERR~.\TED DRIVE SHAFT ,vhich is fitted to the crankshaft .

F.S./1
E (l 590 P & s,
 Bl Inlet
tdppet I I

" - I I
.
\
: '
,
-~ I..." C31
~~

·-
Bl ~

~
--:-

I I
I I
II
I
I
~

h"
H-
~

V
/ Al
r' I l"n
"
tt C..~·1• ~) t1:
... I

' I " '

I ! .
B2 I
,,... - A2
I

B3 --- .
" /
-

FIG. 5 .-NIPPING THE 0•00:i

1

IN. FEEL ER

84 ..,/
'-- A4 (vii) Check t l1e timing of the ''A'' block as
follow~. With the 0·005 i11 . feeler in the
~t\.6 tappet clearance, rotate tI1e prop eller
85 . ........,
/
-~ shaft clockwise (as viewed from the front),
AS
! thus nipping the feeler firmly, and then
. ·~
'<>
. o)
~
I rotat~ the propelle1~ shaft in an anti-
I
I
..::i
.,
~o I o .. ~
clor ~vise direction until t he feeler is
'
-
LI ~

B6 ~
I' ' \.

'
.
.. I
l
I I
I A6 released. The marking A.6.I.C. should
/ ;,.
~01
'
::
register exactly with the timing pointer.
.- I. . ej Any adjustment, if necessary, may be
',
I \ ... ~
. .

....' carried out as detailed i11 tllle following

\, \'
I
.-1
,.
. I , paragrapl1.
I '\. I

A 6 Inlet -
tappet
ILJ markset applied -secure#7104462

,, /
\_ I

FrG. 3. - LocATION OF B. l AND A.6 CYLINDERS

·'

8.02
FIG. 6.-B.I. I.C INDICATIO N ON T I MING DISC

(viii) R eplace tl1e ri11g and circlip in the bevel

J:l 1- ,.
gear, a nd thus secure tl1e serrated drive
,, .•• • )
•.d -.i.4-=-t
\J'
r• ·).!.J
· ~ . . __ _ _ _ _ _ _ _ _ _ _ _ _ _ . s haft.
FIG. 4.-A. 6.I.C. INDICAT I ON ON TIMING DISC
(ix) Repeat the operatio11s (v) to (viii) for
the ''B'' block after having set the
(v) Insert a 0·005 in. feeler gauge in the A.6 B.1. 1.C. marking on the timing disc
inlet tappet clearance and rotate the cam- against the pointer.
shaft in an anti-clockwise directio.n (as Note .- This latter operation is c arried
viewed from the rear) until the feeler out by rotating the propeller shaft in
is just tight. the normal direction of rotation, i .e.
anti-clocl{Wise as v iewed from the fron·t .
Nate .-Anti-clo,c kwise direction is The A.6.I.C. and B.1.I.C. markings are
opposite to the normal direction of 60 deg. ·apart . o n the crankshaft timing
rotation of the camshaft. disc .
(vi) Engage t h e ''A'' side serrated drive shaft (x) Finally set the tappets to 0·010 in. (inlet)
to its nearest setting. and 0·020 in. (exhaust) clearance.
This leaf issued with A .L. No. 4
January, 1944
Adjustment of the valve timing
2. If the valve timing is early, as indicated by
the feeler being released before the A.·6 .I.C. or the
B.1.1.C. marking on the timing disc reaches the
pointer, proceed as follows:-
,
(~) Disengage tl1e serrated drive shaft and
rotate it the required number of serrations
in an anti-clockwise direction, i.e. the
normal direction of the shaft.
Note. - One serration movement of the
,d rive shaft is equivalent to approx-
imately 2 deg. movement of the crank-
shaft .
(ii) Re-engage the shaft by gently jerking the
propeller shaft in an anti-clockwise
,d irection, as viewed from the front, until
the re-engagement of the shaft becomes
possible .
(iii) Check the timing again as detailed in
sub-para. (vii) of the previous paragraph.
Note.- A ready means of remembering
which way to turn the se.r rated shaft
when adjusting the timing, is c·o ntained
in the letters :- V.E.A.L., i.e. Valve
Early; Advance Link. (The word link
is used instead of the word shaft in this
case.)
3. If the valve timing is late, as indicated by
the feeler not being r eleased until the A.6.I.C. or
the B. l ..I.C. marking has passed the timing pointer,
the operations which are necessary will be opposite
to those detailed in the previous paragraph.
Explanation of vernier adjustment
4. Tl1e explanation of the vernier adjustment
whereby one serration movement of the drive
shaft is equivalent to approximately 2 degrees
movement of the cra11kshaft, is as follow,s :-
(i) The upper end of the serrated drive sl1aft
js _machined wit~ 19. equally spaced
splines . Each spline 1s, therefore, 360
degrees divided b ,- r 19, that is , 18··9
degrees apart from the adjoining splines .
(ii) The lower end of the se:r1-ated drive shaft
is machined with 21 equally spaced
sp1ines . Eacl1 spline is, therefore, 360
degrees divided by 21 ,. that is, 17· l
degrees apart from the adjoini11g spline.
(iii) An .alte~ation of . the drive shaft by
moving 1t one spline at the upper end,
necessitates a movement of 18·9 d ,e g. -
17·1 deg., that is, 1·8 deg. movement at
the lower end" to effect re-e11gager11ent
with t h e cranksl1aft.
F .S. /2
A.P.1590P a·n d S, Vol. I, Sect . 2, Chap . 4
Timing the valves after fitting one cylinder block
.5. The occ a sio11 111ay arise ,vhen it becomes
nec.essary to replace one cylinder block only, in
which ,c as·e the valves of that block will have to
be re-timetl in relationship to tl1e existing block.
6. If the ''A'' block has b·e en replaced, proceed
as follows;-
(i) Rotate the propeller shaft until the B.l
cylinder is on the induction strok e and
tl1e B. l .I.C. marking on tl1e timing disc
is against the pointer.
(ii) ~otate the propeller shaft clockwjse (as
viewed fro111 the front) until the marking
A.6.I.C. on the timing disc is against
the pointer.
1Vote.-Tlie A.6 . I.C. and the B .1. I .C.
marking~ on tl1e timing disc are 60 deg.
apart .
(iii) Proceed witl1 t11e ti1ning of the ''A'' block
. according t o standard practic,e.
(iv) Finally set the tappets to 0·010 in. ~inlet)
and 0·020 in. (exhaust) clearance.
7. If the ''B'' block has been replaced, proceed
as follows:-
(i) Rotate tl1e propeller shaft until the A.6
cylinder is on th,e induction stroke and
~he A ..6.I .C. marking on the timing disc
1s against the p ointer.
{ii) Rotate tl1e propeller shaft anti-clockwise
markset applied -secure#7104462
(as viewed fr,o m the front), untiJ the
marking B. l .I.C. on the timing disc is
against tl1e pointer.
(iii) Proceed with the timing of the ''B' ' block
according to star1dard practice.
(iv) Finall), :-;et the tappets to 0·010 i11. (inlet)
and 0 ·020 in . (exhaust) cleara1lce.
Valve timing without the use of the camshaft
turning tool
8. The occa~ion n1ay arise whe11 it becomes
necessary to re-time tl1e "\."3.lves and 110 tool for
the turning of tl1e ca1nsha-ft is available. The
following instructions are r ecom1n endecl for such
•
an em er gency:-
(i) "\¥itl1 botl1 ,s errated drive sl1afts e11gaged,
rotate the prop eller shaft and set one
inlet tappet scr ew of ..\ . ..(-, cylinder t o
0·025 i11. clearance.
Note .- Make certain tl1at tl1e roclcer it;
opposite tl1e base of t l1e ,am bef<Jre
setting tl1e clearance .
(ii) Insert a 0·005 in. feeler gauge in t l1e A .6
tappet c learan ce and rotate tl1e propeller
s haft cloc.kwise (as v ie,ved f ron1 t11e
front) i .e . a gai11st tl1e 11or111al direction
1
of rotatio 11, u ntil the feeler is j11 f-;t 1.ig11t .
(iii) Disengage and scct1r c tl1e '· :\.' · side
serrated drive slia:ft.
 I I

A side

..

t
I \
(
0 '

Ti~ing dis.c and

pointer
Serrated cam
drive shaft

//
p; I
markset applied -secure#7104462

Magneto drive
coupling

l FfG. 7-VALVE AND MAGNrETO TIMING GEAR

l

(iv) Rotate the propeller shaft a nd set one (v) Insert a 0·005 in. feeler gau ge in the B .1
i11let tappet screw of B. l cyli11der to tappet clearance and rotate the propeller
0·025 i11 . clearance. shaft clockwise (as viewed from the
Note.-Make certain t]1at t11e rocker front) until the fee1er is just tight.
is opposite tl1e base of the cam b efore (,ri) Disengage and secur,e the ' 'B'' side
setting the clearance. serrated drive sl1aft.
This leaf issued with A .L. No. 4 A .P.1590P and S, Vol. I, Sect. 2, CJiap . 4
January) 1944
(vii) Rotate tl1e propeller shaft until the MAGNETO TYPES.
A.6.I .C. marking on the timing disc
is agai11st the pointer~ 11. The two t}rpes of magnet()S ,vl1ich may lJe
(\.
1
iii) Engage the ''A'' side serrated drive shaft fitted to these engines are, the B.T.H. ·C 6SE - 12S
to its nearest setting. or the Rotax N.S.E. 12- 4. 'fhese n1ag11etos are
(:ix) Proceed with the checking a11d adjust-- stamped '(AJ' , i11dicating that t}1ej• a re fo r use at
me11t of t]1e tin1ing on the ''A'' blc)ck higl1 altitude .
according to standard practice.
(x) Rotate tl1e propeller sl1aft anti-·clockwise
(a::-, vie"\ved from the front) until the
marking B. l. I.C. on tl1e timi11g disc is
aga111st tl1e pointer.
l\Jote .-Tl1e i\.6.I .C. and the B . l.I.C.
markings on tl1e tin1ing disc are 60 deg.
apart.
(xi) Er1gage tl1e ''B'' side serrated drive shaft
to its nearest setting ..
(xii) 1-'roceed with tl1e cl1ecking. and adjust-
111ent of t]1e timing on tl1e ''B'' blo,c k
ac,c ording to standar·d practice .
. on of crdnkshdft
0.\~ ec'-'t£!>
~.....--- - ---, rotfit;
V --- ' 0 1) ·
T.D.C. E XhdUS t
Inlet closes

I 3-6 58 7

-t--
markset applied -secure#7104462

FIG. 9.-B .1'. r-T. C6SE-l 2S i I:\.G ).J"ETO

\
1

/ Exh,aust
opens
Inlet
closes

B.D.C.
FIG.8 - VALVE TIMING DIAGRAM
Valve timing on the inlet opening· position
9.. Both openi11g clnd closing positio11s of tl1e
v·alves are indicatecl on tl1e cra11kshaft ti1ni11g disc.
It is emphasjzed, ho,vever, that on no acco11nt must
the valves be ti111ed <) 11 the vc.tlve openin.g position.
10. rf11e rea~ons f<>r timing on the v·al\. e closi11g 1

1)o~itio11 are:-
(a) Ovving t() tl1e cont<)u r desigrt of tl1e CcLrn
l<)be a greater degree of accuracy i!-3
C>btaine(l h~{ tin1jng on the \ralve closing
p<)Si tic)TI. .
(b) It has bee11 fol1 .n d that considerably more
,.vear t<:1,kes place o n the ''opening'' side
of the cam ]c)l1e than on the ''closing''
side of the can1 lobe, con~equently, on
overhauled engines a g reater clegree of
accuracy is (>btai11ed b)' ti1ning on the
inlet closing position. FIG . 10.- Ro·r:\X NSE 12-4 r.f.A.G;{ ETO

F. S. /3
F {l 59( 1P & S)
 :
.' :
.\

.•
!

..I ; •., '/111111

11111111 1l
{ .

t .
.. .
~
i- t 'I
..
~
,

..
!,. ' )
..
II

1. ( .o ntact Breaker Gap {O·Ol2 ·-Magne1o Fully Ad vanced)

1

2. Fully Advanced Position of Make and Break

3. Position of Main Di~tributor Po~nt when Timing
4. H .T. Distributor Cont act for Tim ing Setting
5. HT Ignition Lead for Timing Setting
6. Distributor Pointer for Boo ster Co, I
7. Connection from HT Booster Co rl
8. LT. Connection
9. Felt Pad for Cam Lubricat,on
10. Resetting Marks if Mounting Plate ~s Disturbed
11. Securing Screws f~r .M ounting Pi a te
12. Securing Screws for Contact Breaker Block
13. Screw for Ad justing Make and Break Poi nts
14. Rocker Reta1n1ng Plate

ROTAX TYPE NSE 12-4

markset applied -secure#7104462

1(
-- --
\
"'-.._... /
,.
\

8 .T.H . TYPE C6SE-12 S

,
,
I

@ F'lG.11 - MAGNETO TIMINC DETAILS ('A' SIDE MACNETO)

=
Th. is leaf issiie:Cl w'itli A .L. No. 4 A .P.1590P and S, Vol. I, ~i.,·ect. 2, Chap . 4
J a·11i1.arJl , 1944
ADJUSTING THE MAGNETO CONTACT (iii) Insulate the contact breaker assembly
BREAKER GAP fron1 the low-tension circuit. Thls is
carried out b 1 inserting a piece of
T

12. Before tin1ing the magnetos, it is essentia insulati11g silk betvveen the connection
to check and , jf necessary . to adjust the contact as shown in fig . 11 , item SJ and tl1e
breaker gap. contact breaker assen1blv ., .

13. The procedure Jor rldj11sti11g the gap on the (iv) Ascertain that the mag neto control
B.~l~.H. type C6SE- 12S 1nagr1.eto, is as follows :- - lever is set in the advanced p osition.
(i) Slacl{en oft tl1e loc k-ni1t at (13). ("·) Set t11e large distributor p J int of tl1e '' B''
magneto against the correspo,n ding A.E.6
(ii) Full") advance the magneto control lever.
7
ignition lead. The plate inside the
(jij) Tur11 tt1e n1agneto shaft until th~ rocker distributor co"'.rer is marked accordingly.
is 011 tl1e peak of its cam. Note.-It is importa11t to ensure that
(iv) Adjust tl1e sere,,,. ( 13) until the gap is the correct pointer is registering with the
0·012 in. correct lead as there are two rows of
(v·) Tigl1te11 the lc)ck-nt1t. six leads, and tvvo distributor points.
(\·i) Ct1eck that th,e gap is co,rrect. (vi) If necessary, move the armature slightly
until the contact breaker p oints are just
14. TI1e p·r ocedure for adjusting the gap on the opcni11g. T l1is must be ascertained with
Rota~ N. S. E. 12- 4 mag11eto is as f(>ilows : - the aid of the magneto synchroniser
(i) Slacken off tl1e locking screvvs at ( 12). (Stores Ref. SA/ 1113).
(ii) Fully advance the magneto contro] lever. (v ii)
1
Engage the magneto and, if necessary,
vary the serrated coupling until an
(iii) Turn the magneto shaft until the rocker accurate engagement is found. Secure
is 0 11 the peak of its can1. the magneto by means of its three nuts
(i\r) Adjust the e~centric scre,v ( 13) until the .a nd washers.
gap js 0·01.2 in. (viii) Check the timing of th,e magneto by
(\,·) Tigl1ten the locking scre\.vs. n1eans of the synchroniser. Any neces-
(,ti) Check that the gap, is ·correct . sary adjustment may be carried out as
markset applied -secure#7104462
detailed in the following p 3.ragraph.
(ix) Rotate the propeller shaft in its normal
MAGNETO TIMING ,d irection of rotatio11 , i.e. antj-clockwise
,a s viewed fron1 the fro11t, u11til the
15. Magneto timi11g is l)erformed by means of A.6.1.M.A. marking ,011 tl1e timing d isc
t11e serrated drive couplings \V}1ich per1nit a is against the pointer.
,: ernier adjustment. The starboard, i.e. the ' 'A' '
magneto, fires all the inside (inlet) sparking plugs (x) Repeat tl1e operations (ii) to (vii) for tl1e
" rhile the port magneto, i.e. the ''B'' magneto, ''A'' magneto after setting the ,d istributor
fires a ll the outside (exhau st ) sparking plugs. po1nter against tl1e 1narking A .I.6 on
the ignition lead plate.
16. There are two high-tension distributor (xi) Finally, secure the leads of both distri-
points fitte,d on each magneto rotor. 1"he smaller butors .
of the two is for tl1e high-tension booster coil
connection and must be disregarded when ti1ning
the magn etc)s. Adjustment of magneto timing
17. The '' A'' magneto is timed to fire 45 deg. 19. If the magneto, timing is early") as indicatecl
before T.D.C., vvhile tl1e "B'' magn·eto is timed to by the contact breaker points opening b efore tl1e
fire 50 deg. before T.D.C. The timing disc mar~- A.6.I.M.A. or the A.6.E.M.A. markings on the
ings A.6.E .M.A . .and i\ .6.I.l\tf.A .> respectively, n1t1s t timing disc reach the pointer, proceed as followR :-
tl1erefore be usecl. (i) Remove tl1e magnetc> (on which tl1e
18. The follo,ving proced t1re for magneto timing is being ca.rried out), complet e
rin1ing must be used:- "vith its serrated drive shaft.
(i) R o tate the propeller sh.a ft until the A.6 (ii) Disengage the drive shaft fro1n the mag-
piston is rising on its compression stroke neto and turn it the required number of
and set tl1e timing disc vvith the in·d icating serrations agai11~t th~ n orm a l direction
p ointer against the A.6.E .M ...i\. marking. of rotation.
(ii) Check that the 1nagneto contact breaker Note.-One serration movem·er1t of t l1e
gaps are 0·012 in. with the magneto dtive shaft 1s equivale11t t o appr ox i-
control lever j11 tl1e fully advanced mately 2 deg. movement of tl1e crank-
p osition. shaft.
 Exhaust plugs lnlet plugs Exhaust plugs
"8° Side
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80
PORT MAGNETO STAR - MAGNETO

FIG.12 - IGNITION WIRING DIAGR·AM

This leaf issued with A.L. No. 4
January, 1944
(iii) Re-engage the magn eto and drive shaft
1
with the engine. To effect this re-
engagement, it will be necess,a ry to turn
the magne+o shaft together with the drive
shaft against the norn1al direction of
rotation, thus retarding the opening of
the contact breaker points.
Note.-A ready means of remembering
which way to turn the serrated shaft
when adjusting the timing, is contained
in the letters· M.·E.R.L., i.e. Magneto
Early, Retard Link. (The word link is
used jnstead of the word shaft in this
~ase.)
(iv) It must be observed that the starboard
''.A '' magneto rotates in an anti-clockwise
direction., as viewed from the driving
end. . The port ''B'' magneto rotates in
a clockwise ,d irection, as viewed from the
driving end.
(v) Re-check the timing.
20. If the magneto timing is late, as indicated
by the contact breaker points not opening until
after the A.6 .I.M.A. or the A .6.E.M.A. markings
on the timing disc have passed the pointer, the
operations necessary to correct the timing will
be opposite to those detailed in the previous
paragraph
markset applied -secure#7104462
F S. !S
A.P.1590P and S, Vol. I, Sett. 2, Chap. 4
Explanation of vernier adjustment
21. The explanation of the vernier adjustment
whereby one serration movement of the drive
shaft is equivalent to appro,x imately 2 degrees
movement of the crankshaft, is as follows:-
(i) The inner end of the drive shaft is
machined with 11 equally spaced external
splines. Each spline is, therefore, 360
degrees divided by I 1, that is 32·7 degrees
apart from the adjoining splines.
(ii) The outer end of the drive shaft is
~achined with 12 equally sp,a ced internal
splines.. Each spline is, thetefore, 360
degrees divided by 12, that is , 30 degrees
apart from the adjoining spline.
(iii) An alteration of the drive shaft· by
moving it one spline at the inner end,
necessitates a movement of 32·7 deg.-
30 deg., that is, 2·7 deg. movement at the
outer end to effect re-engagement.
(iv) The magneto rotates at l ·S crankshaft
speed and therefore 2·7 degree rotation
oi the magneto drive shaft is equivalent
to 2·7 degrees divided by 1·5, in degrees
of crankshaft movement. This equals
l ·8 degrees crankshaft movement.
 SECTION THREE

INSTALLATION AND REMOVAL

markset applied -secure#7104462

 This leaf isszted 7i!./lh ~4 .L. No . .5 AIR PUBLICATION 1590P & S
-1v'l a; 1
, 1944 Voluroe I
1

INSTALLATION AND REMOVAL

LIS'f ,Q p CHt~PTERS
~\ ~ale. -.,\ list <)f contents appears at the beginning of each cl1,a pter.

Chapter 1.- Installation

Chapter 2.- Fitting engine-driven accessories

Chapter 3.- Removing the engine from the airframe

Chapter 4.- Storing t.be engine (to be 11e d later)

·iss_
markset applied -secure#7104462

11 {A.L 5 )
This leaf iss·u ed witJi A .L. N ,o. /j AIR PUBLICATION 1095P & S
Ma~v, 1944 Volume I, Se·ction 3

CHAPTER 1

INSTALLATION

LIST OF CONTENTS
Para. Pa'l'a.
unpacking ... . .. ... ... . .. l Supercharger intercooler system 29
Mounting the engine in the airframe ... ... 6 Oil system... ... ... . .. 30
Fuel system- , Drain pi:ees ... ... . .. 31
General . . . . .. . .. ••• .. ' 8 Controls . . . ... ... .. . 32
Fuel priming arrangement ••• 12 Auxiliary conne,c tions...........
Oil system ... . .. . .. ••• ••• 13 General ... ... . .. ••• •• • 33
Pressure cooling system · ... ... . .. . 17 Fire-extinguisher system 34
Supercharger intercooler system •• • ••• 22 De-icin.g system . . . . .. •• • • •• 35
Exhaust system . .. . .. ... 24 Electric generator .. . 36
Electric starting system ... 25 B.T.H; air compressor .. . . .. 37
Engine connections- Hydraulic pump . . . . .. 38
General . . . . .. ... 26 Vacuum pump .. . 39
Fuel system ... ••• ••• ••• 27 Cabin supercharger .. . •• • • •• 40
Main cooling system . .. 28 Miscellaneous ... . .. ... 41

LIST OF ILLUSTRATIONS
Fig. F ig.
Packing case and stand ... r. . l Typical main cooling system .. . ... ... 5
Arrangement of lifting tackle ... ... 2 Typical intercooler system . . . . .. 6
markset applied -secure#7104462

Typical fuel system . . . . .. ••• • •• 3 Typical electrical system !! . .. ..' ••• 7

Typical oil system ... . .. .. . ... 4 Engine installation connections .. . 8 (a), (b )

UNPACKING

1. T h e engine is received from tl1e makers
packed i11 a substantial wooden case ,v-hich is
provide d with fol1r slinging eyes. The sling
used for liftin g the case should have four equal
legs n ot less than about 3 ft. 6 in. ~ong.
2. Four large hex agon-headed set-scre,vs
\vill be fo und at the lower edges ,o f the base,
two on each side. After these have bee11
rem ov ed , the case may be lifted vertical!)-
the base; leaving the engine bolted to a \.vooder1
cradle '-'"hic h is attached to the base. The
r em oval o f the case should be d ,o n :; carefully.
t o avoid fo uling tl1e e ngine, as it is l>ei11g lifted.
3 . T hree point s are provided on the engine
for atta,c hin g a sling ; namely, a lug or projection
on eacl1 ·r ear m o unt ing foot, and a lifting eye
0 11 t h e r ear l1alf r educ tion g ear casing. A carefully insp ect ed for d a1nage tl1at 111a~r have
specia l sling, Stores Ref. No. ,1G 12268 . as
illl1st ra t ed i11 fig. 2 of this Chapter. 111t1 s .t b t"
l1sed. This sling h as thret· legs. tl1.e upper e nd
<>f each being attached t o a ring; the low e r
e11ds «->f t,\TO o f the legs have e)res tor t h e r ear
engine lugs ., a n cl the lowe r end ()£ the t h jrd
leg has a h ook fo r t he fron t engin<.· lifting eye .
I
... \s tl1e e11gine feet rest on fo u r steel
-! .
plates incorpor a ted with the ,\.·oode11 stand, the
edges of tl1e t\vo rear p la_tes are v·er>' close to
the coolant pipes connecting the C()C)lant pump
oft t<J the cvlinder bloclrs. T h e e n gine 111ust not,
therefore, b e allowe d to swing a11c1 foul t h ese
plates or dan1age ma>' occu r. "\\1 l1ere the
sli11 gs lie against the cyli11der tl1e:,: sl1(1uld · b e
sheatl1ed ,vitl1 paclcted leather c)r st1ita.bly
\\·rapped .
5·. ,,~11.en tl1e en g ine is <> u t of its cc1sc~ a nd is
re1no,.:ed fro n1 the \\"OOden stanc1 it . sl1011ld be
occurred i11 t ra11s it o r \V h ile bein,g 11npacked.
1~I1is da111age is likely tc.> b e cc) nh11ed t c, the
pi1)t~s . a 11d p roj ecti11g par ts.
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MOUNTING THE ENGINE IN THE AIR.FRAME

t1 . ·r])(' l'T1 g illf · f l ' l ·t ~lrt'
111 fig. 8 <Jf tl1is l ' J1c=tJ)t(·r. \\rl1cn tl1c L· 11 g i11 c is
111(>unt(:d j11 tJu.. • cti rcrctft , tlll' })acl{i11gs ,,·l1ich
,,re suppli c-(1 ,,·itl1 tl1t· (·ngi11t· 111ust l>e inscrtecl
b·c twee n tJ1 e fvet a Tl(l the c~11ginc· hc·arc·r ])lat -
f ( 1rn1s ; the r -c rc,he:-;t<>s 1>ael~i11g!) ,1ri..· 1)lace<l
t1r1(le r th{· fro11t feet. anc.l tl1L' rubl1(·r J)~lc l{irigs
are placel1 b (>tl1 t1r1(1cr and clllc>,.l' the r(:•a r fet·t .
'l"l1e clluminjtir11 {)]ates art· fc>r ti st· (> 11 t<>f> <>f
the rubber 1)acki11gs J)lace(l ~tl1<>\·e thv rcctr fl (·t.
The engin e 111(>1111tir1g f< ~<..'t a11(l lH ~art·r J)l ~ttfc)rn1s
tl ~lt ~tllCl ;tr(· j]f ustratc(l 111L1st l>l' <. tui tc c l ean IJefc>re tl1 <.' eng111l' is lc)\\·crl'<.l
i11t<) l)(>Siti<)ll.
1. 'l't1c: l)c>lts ,,·hicl1 J)ass throL1gl1 t 11e ff<) Il t
111<>t1 11ting feet sh<)t1J cl l)c tightcnecl L1p to· a
t c,rcj Lie <>f 2() t<J 22 lb. ft. but the rear bo lts
~11<,uld lJ<; tig11tenc(] t1ntil th e rt1 bl)c r pac l{ing
C<J1n1nences t<J bulge sligl1tl~· . A 111 c}re t·xacting
1)rc)ceti L1reis t <>tL1rn tl1e 11uts t1r1ti l fii1 ger-tightc1nd
ti r1 al l ~· t ig h tc.~11 1-} f u rt lier C<>t11p lcte turns ( 1t ) fl.a ts) .
4
I~x1)ansi<)11 ()f t }1 e c. ngir1<.. j s l)<)ssible, as tl1ese
br)lts fit tl1e ir l1(>Jes ,,·itl1 a cc)11si cleralJle c l eara r1 c c .
This leaf iss z,ed 'il) itli .14. .L. 1Vo. 5 A.P.1590P a1zd S, Vol. I, Sect . 3, Chap. I
May, 1944

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Fig. 2.-Arrangement of lifting tackle

FUEL SYSTEM
General
8. The fuel pump mounted on the port side 9. The fuel pump relief valve is adjusted to
of the wheelcase ensures a positive supply to lift at approximately 12 to 15 Jb. per sq. in. ,
the carburettor; the tanks 1nay thus be placed and is balanced to compensate for varying
either abov·e or below the pump. A filter is air-intake or fuel pump inlet pressures. The
incorporated with the carburettor, and one is booster pump is of small diameter, vane type,
also fitted in the pipe-line between the fuel immersed in the main fuel tank and electrically
pump and the tank at a point which is accessible driven at high speed. It enables a positive
for cleaning purposes. · supply of fuel to be maintained at the engine
C (AL 5)
 t(J\\·ards starvation. Alternati\·el"'t
•
a \\"(> lJ t) l<.~
pl1111p r11ay be installed.
FUEL TANK .
10. The \vhole system sl1ot1Id be fi<>\v-
• VAPOUR tested tq pass at least 20 per cent. in excess
RETURN
I of the m.a ximum deman.d of the engine, plus
10 gallons; the maximum d en1and being
approximately 153 gallons per hour. As th e
capacity of each engine pump is greater tha11
the maximu1n demand of the engine a suitablt·
relief valve is incorporated.
I

AIR
INTAKE 11. A conn.e ction for the pressure indicator
r . _/ ,:J;;;;:;:=.=~
is i11corporated in the fuel pump delivery li11 e
1\ / IA BALANCE FUEL PUMP together with .th~ feed connection t o the oil
PIPE dilution system. 1"he proper venting o f the
tanks is important.

17ig. 3 .- T)"pical fuel ~}~stem

Fuel priming arrangement
fue l pump i11let under high altitude conditions, 12. A suitable hand-priming fuel J)Utnp a11d
\,\·lie n lo"v atmospheric pressure which may piping are fitted, together ,¥ith a cock and
()l)tain in the tank might otherwise tend filter.

OIL SYSTEM
13. Normallyl, the engine pressure pump installed as a separate unit away from tl1e
dra\\'S oil from a tank, incorporating a filter radiators, the oil cooler is usually enclosed
\vhich is accessible for cleaning. Oil is then in a small pressure cowling of its own. A
r ctt1rned to the main tank by two scavenge viscosity valve, which allows t11e oil when cold
purnps, tl1rougl1 an oil cooler whicl1 is situated to by-pass the cooler, is fitted for controlling
a t the side of the main coolant radiator. A the oil flow.
\'ent pipe leads fron1 tl1e engine wheelcase,
starboard side, to the top of the oil tank. I11 markset applied -secure#7104462 16. A system of oil dilution with fu el may
order to n1aintain a slight pressure in the main be employed in order to facilitate starting.
tank to assist oil flow, a double-acting relief When this system is used, a push-button svvitch
valve is incorporated in the vent pipe-line; operates a solenoid operated valve allo\vi11g
the tank js tl1us safeguarded when pressures rise fuel to flow from the delivery side of tl1e fuel
a b o, re the reli ef val·,/e setting. pun1p to the inlet side of the oil pressure pump
(see Sect. 1, Chap 1, para. 38).
14. It is esse11tial that the oil piping used
i11 the system is free from both oil and air
lea.ks, and that wl1ere n,e cessary, suitable
1 OIL DILUTION
flexibility is arranged to prevent fracture CONNECTION OIL TANK
fron1 vibration or otl1er causes. A the11110- -
------
meter and pressure gauge connection are
incorporated i11 tl1e high pressure supply line
TO
E:NGINt~~ -------..-
on tl1e starboard side of the engine.
15. Various methods of obtaining rapid
,,·arming up of the oil a.re etnployed, eith.e r by
viscosity control or divided oil tanks, or both,
so that the 1nain body of oil is only brought
into circulation as the engi11e te1nper.a tures
rise to normal. A de,,ice of tl1 is kind installed ....,_ _ _ _ _ _ _ _llliiiiiiiiil VISCOSITY VAL.VE
in the system enable.s a quick take-off \\rl1en
necessaryr. 1'he usual 1netl1od of installing OIL SYSTEM A . ta•1 ,

the oil cooler is to group tl1e oil and coolant

radiators in a pressure cowling, but when Fig. 4.- T~'f})ical oil syst cn1

PRESSURE COOI,ING SYSTEM

17. The cooling medium employed consists t\\'O deli,lery outlets and one i11let, is driven
of a 1nixture of 70 per cent. pure \~t1ater and fron1 the ,vheelcase base, and in one syste111
30 · per cent. ethylene-glycol to Specificatio11 circulates the coolant in the following man11e r.
D.T.D.344A. A centrift1gal p11n1p, l1aving Aft,e r being delivered first to the rear of each
 1·1, is leaf issi,.ed w·it}i A .L. No. 5 A.P.1590P and S, Vol. I, Sect. 3, Chap. 1
~•I a;1, 1944
cy·linder blocl{ and the nce through a distributing 18. Mounted on one side of the main radiator
1llani fold, coolant is discharged forwards. from is an oil cooler ,a nd on the other side an inter-
t 11c= engine· by means of two outlet pipes leading cooler radiator, the whole assembly being
t{) a header tank of the horse-shoe type. This housed in a pressure cowling having an auto-
is mounted suitably ab9ve the reduction gear matically controlled flap at its outlet. Furth er
casing \\rithin tl1e e ngine frontal area. A regulation of coolant and oil temperature is
t l1ern1ost a tic valve assembly is incorporated thus obtained. A transmitting typ,e of thermo-
to limit internal p:ressures in the sy·s tem, as meter is fitted to indicate the coolant on tlet
(lescribed in the relevant part of A.~.1464B, temperature, and is usually placed in the
\ Tol. I. The valve assembly has a four . . fold pipe-line between the header tank and thermo-
p urpose. It all o,vs air t o escape f ram the stat. A the1111ostat is incorporated between
s}·st em ,vhe11 ,varming tip, suppresses boiling the radiator and its header tank delivery and
up to app roximately 125 deg.C. (standard has a third connection leading to the pump
atn1ospl1ere) by maintaining a pressure - inlet. At temperatures below approximately
te111perature balance system, acts as a safet)r 80 deg. C. th·e thermostat diverts the coolant
, ·alve if pressures become excessive, and from the header tank .d irect to the pump inlet
fi11 ally aclmits air ,,,h en cooling do"vn.. The instead of through the radiator. Sudden
header t anl{ inlet pipes d eliver the coolant variation in temperature is thus avoided when
di r ect towards the outlets, thus maintaining the aircraft changes from climbing t o gliding
t l1e lii11etic ener gy in the coolant and thereby or diving conditions, and vice versa.
assisting circulation. Header tank outlets, 19. In the system usually referred to as
one on each side, deliver the coolant to the ''reversed flow'' the sequence of flow is as
radiator, which is generally mounted under follows:-
t h e engi11e. A .filler cap on the header tank (i) Coolant pump to radiator.
determines the filling level . (ii) Radiator to engine.
(iii) Through cylinder blocks and heads to
THERMOSTATIC CABIN
RELIEF VALVE HE: JING SUPPLY header tank.
HEADER
TANK ~:::;:-.....::::--:::-:::-::=--~:;;;;::===i+
CYLINDERS __
(iv) Header tank to coolant pump inlet.
20. Air release pipes fitted with taps are
connected to the radiator. These air release
t pipes are necessary, becaus·e under cold filling
COOLANT
PUMP I markset applied -secure#7104462
conditions the normal coolant passage is
restricted, and air c.a nnot otherwise escape from
the radiator. A drain . tap is fitted at the
-
THERMOSTATIC coolant pump base. Pressure type pipe
VALVE couplings are fitted throughout, allowing the
.. necessary flexibility. The engine contains
approximately 3 gallons of coolant.
CABIN
HEATING 21. Plugs with coolant outlet connections
COOLING SYSTEM RETURN •. ,zea ,
allow a pressure.-testing device t o be fitted
F ig. 5.- Typical c,o oling system when testing the system for leaks.
SUPERCHARGER IN'fERCOOLER SYSTEM
22. For the p urpose of r·e ducing the h.igh operation.
111ixture ten1perature which res.u lts from the
t,,·o-stage high altitude supercharger, a flat- Header tank Liquid coo led
tube type intercooler and separate cooling intercooler
S)~stem are e1nployed. T he intercooler is placed
between the supercl1ar ger and main central ----
- ---
n1anifold and employs a similar type of pressure -
cooling to that used in tl1e main cooling system.
Eith er a separate or an integral header tank Pump
n1ay be employed, the system being shown
d i.a grammatically in fig. 6.
23. A sep arate centrifugal pun1p, 1nounted
<.) 11 the engine port side, draws coolant from a
..
I1eader tank and delivers it to a radiator
n1'ounted on one side of the main radiator, as
explained in para. 18 of this Chapter. The 1 • Two .. stage
coolant is then delivered to the supercharger supercharger
s •

casing, thence to the intercooler and fina~ly

t o the header tank . l Jnder normal working TYPICAL INTERCOOLER SYSTEM
conditions tl1e system is sealed by the valve
assembly placed in the ,rent pipe leading from
the header tank . The system is automatic in Fig.. 6.-Typica.l in tercooler system
 EXHAUST SYSTEM
24 . The exl1aust system may b e eitl1er of fish-tail for1n. Cooling of the manifolds 111a } '
separate stub pipes or ducted manifolds. The be assisted by an air-duct "vhicl1 traverses t l1e
restricted outlet s are either plain nozzles or ot1tlet branches and is form ed inside the covvling .

ELECTRIC STARTING SYSTEM

25. The starter motor is connected to ,a
s uitable 12 or 24 volt supply; the system also
incorp·o r ates switching mechanism of tl1e relay
t y pe. A high-tension booster coil (trembler
coil) is normally operated by the 1nain starter
switch. A master sv..,itch is fitted to enable
the engine to be t ur11ed b y 1neans of tl1e st a rtc r
without the 'b6oster coil in operation. Witho u t
this precaution the engine 1night fire a11ci
continue to run slowly when the starter switc l1
is pressed, even though the main mag11et os a r t~
switched OFF.

ENGINE 5PEt0 INDICATOR

JUNCTION BOX

MAGNETO

,GENERATO'R

ENGINE
T·HERMOMETER

OIL HEADER T.A.NK FUEL PRESSURE

STARTER
D1LUTION
THERMOMETER WARNING
' •. ,263

Fig. 7 .- Typical electrical system

ENGINE CONNECTIONS
markset applied -secure#7104462

General Main Cooling system

26. When the engine l1as been secured in 28. The n1ain cooling system con 11ec ti<)ns
po,s ition in the airframe, it will be necessary are as foll0\\1 S :-
to connect up the c,o ckpit controls and installa- (i) The supply pipe to the coolant pLlffiJJ
tion pipe-lines to their respective points on ( 17) from the radiator in tI1e case of
the engin e . (Reference numbers refer to fig. 8 normal flow system and from the
(a) a nd (b,) of this Chapter). These will general1y he,a der tank in the case of ~ ' re,-ersed
.
c.o mp r1se: flow'' system.
(ii) The outlet pipes (11) from the '' ..\." a 11d
Fuel system ''B'' cylinder banks t o the h ead er ta11k .
27. T he connectio,n s for the fuel syste1n
a r e as follows:~ Supercharger inte·rcooler system
(i) T h e fuel pump supply pipe (20) leading 29. The intercooler cooling systen1 co11nec-
from the tanks. tions are as follows :-
(ii) T h e pipe leading to the connection (2) (i) The connection ( 14) from tl1e i11 te r -
on the supercharger delivery casing cooler coolant pu1np outlet leadin.~· t <)
(starboard side) from the priming pump the intercooler radiator.
pipe-line .
(ii) The con11ection ( 15) for the inter co(Jler
(iii ) T h e fuel ·p ressure indicator unit from coolant pun1p inlet leading f t (> J; 1 tl1 t~
t h e fuel pump outlet connection. header tank.
(iv ) T h e fuel pipe leading to the oil dilution (iii) The supercharger casing i11let c o11nectio 11
valve fro m the conn£ction (16) on the (18) from the intercooler radiator .
engine fuel pump.
(i"·) The connection (12) from the in t t'r-
(v) E ach end of the drain pipe connecting cooler outlet to the sep a rate or i11t egra l
the fuel pump bush to the drain header tank.
manifold.,
(\·i ) rl' J-1e b oost gauge pipe leading fron1 the Oil system
connection (24) o,n the in tercooler rear 30. The oil system c onnections a re as
en cl . follows: -
 1'Jiis leaf issued if.. ··1,t/1 A .1. . . J. 7o
. . 5 A .P.1690 P and S, Vol. I, Sect. 3, C/1.ap. 1
_·.1/J (l,'\.,. I 1944
~

(i) '"fhe supply pipe (9) to the pressure oil (iii) Connect to the drain mar1ifold, the pipe
pump from the n1ain oil tank. leading from the hydraulic pump drive
(ii) The ve11t pipe (3) from th,e breather and bearings (three co11nections) .
connectio n above tl1e hand-turning gear (iv) Connect each end of tl1e pipe leadi11g
to the oil tank. from the fuel pt1mp gland t o tl1e drain
(iii) The oil r eturn to the tank pick-up ( 1) manifold~
on the starboard side of the carburettor.
(iv) The pressure gaug,e capillary (7) fro1n
1

the main oil pressure feed. Controls

(v) The thern1ometer capillary (8) from the 32. The fo1lovving is the procedure for
n1ai11 pressure con11ection (starboard connecting the controls:-
side). (i) Connect the throttle control rod to tl1e
(vi) The pipe to the supercharger· rear lever ball pin (22) at the rear of the
"
bearing \·ent connection . engine.
(ii) Connect the co11trol to the slow-running
Drain pipes
cut off lever (21 ) on the port side of th·e
31. The large bore drain pipe leading fron1 carburettor.
the engine b,r eather co,n nection on the port side
incorporates a drain man ifold into which other (iii)Connect tl1e propeller co11stant speed
drain pipes 1nerge, fi.nall)r leading to a hole control to tl1e constant-speed unit
in the co"vling. mounted on the left-hand or ''B'' side
dual dri vc t1nit.
(i) Con11ect to the engine breather (10)
(port side) and at the lo\\'" er end, the (iv) Conr1ect the control fron1 the ele,c tro-
]arg·e bore drain pipe and n1anifold. pr1et1matic unit to the st1per charger
(ii) C'o11nect, at each end, the drain pipe two-speed change lev·cr ( 19) on the port
leading from the supercharger tc) tl1e side, beneath the su1Jercharger.
drain n1a11ifo1cl mentio11ed in s ub-para. (v) Connect the wires to tl1e supercharger
(i) a bo\'e . electro-p11cumatic gear change control.
AUXILIARY CONNECTIONS
markset applied -secure#7104462

General B.T.H. air compressor

.3 3. \Vl1cn a11 accessor~r gear lJox is fitted, 37. Connect to tl1e compressor the air pipe
11ara. 34 , 35 and 41 01,.,.l]' are a pp1icab le. leading to the airframe .
Hydraulic pump
Fire-extinguishing system
38. The pipes n1entio n ed be1o\v appl)·
34 . Conn ect the s upply 11ipe to t11e inlet generally to different types of pump, namely ,
l1nion (25 ) on the underside of the supercharger. I.A.E ., ~ocl{heed or Do,vty . The connections
De~icing system to the hydraulic pump are applied as follows: -
35. Connect the supplj' pipe to the i11let (i) Connect to the purnp the oil delivery
union on the rear end c1f the rigl1.t-l1and pipe leading to the airframe.
induction manifold. Also connect the pipe (ii) Connect to the pu1np the suctio11 pipe
t o the propel1er connectio11 . Jeading fron1 the airfran1e.
Electric generator (iii) Connect the oil drain pipe to the drain
manifold and the t,vo connections for
36. 'fhe f ollo,\·ing co1111ections should be
1nade:- the pu1np drive and bearing.
(i) Connect the four leads and co11duit to Vacuum pump
tl1e generator terminals 011 tl1e port side 39. The connections to the vacuu1n pu1np
C) f the e11gi11e. are made as follows: -
(ii) Conr1ect the air i11let cooling pipe to the (i) Connect to the pump the suction pipe
g·e11erator. leading from the airframe.
(iii) Con11ect the air outlet cooling pipe to (ii) Connect the delivery pipe to the oil and
the generator. air separator on the airframe .
1\ 70/e .- E11s ure that the inlet and outlet
Cabin supercharger (when fitted)
pip es are attached to the correct
openings, as there are four of the latter.
40. The connections to the cabin super -
F inally, the re1nainin.g two o,p enings charger are as follows: -
must be blanked off "'ith the appropriate (i) Connect to tl1e pu111p tl1c air delivery·
sealing caps. pipe which leads to the bulkhead.
 (ii) Connect to the pump the air suction pipe mounted on the starboard lower side
leading from the bulkhead. of the engine.
(ii) Connect to each of the main magnetos:-
Miscellaneous (a) The H.T. lead (4) from the booster
41. Two types of magneto are fitted to coil.
these engines. Fig. 8 of this Chapter shows the (b) The lead to the low-tension con-
connections when either type of magneto is nector (5) from the earthing switch.
fitted. The connections to the electric starter, (iii) Connect the flexible drive for the r.p.m.
the magnetos, and r.p.m. indicator, are made indicator to th,e rear end (13) of the ''B''
as follows:- side camshaft cover.
(i) Connect the two main electric cables 42. Connect the atmospheric pipe to the
to the terminals of the starter motor supercharger volute drain venturi (23).

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I. Scavenge return oil to 5. Magneto earthing 9. Main oil supply to pressure

tank connection pump
2. Fuel priming inlet 6. Engine feet 10. Crankcase breather
3. Wh·e elcase br1:atl1er con- 7. Oil pressure gauge connection
nection connection II. Main coolant outlet
4. Magneto booster coil con- 8. Oil thermometer connections
nection connection

Fig. 8(a).-Engine installation connections (starboard side)

This leaf issited witlt A .L. 1Vo. 5 A .P.1690 P and S, J/ ol. I, Sect. 3, CJiap. 1
May, 1944

markset applied -secure#7104462 .,..

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21

12. Intercooler outlet to 16. Oil dilution connection 20. Main fuel supply to pump
header tank on fuel pump 21. Cut-off control
13. R .P.M. indicator drive 17. Coo,l ant pump inlet 22. Throttle lever
] 4. Intercooler coolant pump 18. Inlet connection from inter- 23. Atmosphere connection t o
outlet cooler radiator volute drain venturi
15. Intercooler coolant pump 19. Two-speed supercharger 24. Boost gauge conne,c tion
inlet control lever 25. Fire-extinguisher systen1,
inlet

Fig. 8(b}.-Engine installation connections (port side)

This leaf is site cl 1t.1it/1 .~1. L . 1Vo. /j AIR PUBLICATION 1590 P & S
Jvl(iy, 1944 Vol11me I, Section 3

CHAPTER 2

FITTING ENGINE DRIVEN ACCESSORIES

LIST OF CONTENTS

Gen era l . .. ...

Para.
1 Electric starter m otor .. . ...
(,
Para.

Constant-sp c·e d g o\·e rnc,r unit ... 3 Air comp!"essors .. ' ... ... . .. 7
Vac uun1 pump . . . 4 Hydraulic pumps . .. ~
\.

Electric gen erator . .. 5 Cabin s.upercharger ... . .. ... . .. lII

LIST OF ILLUSTRATIONS

Fi.!.;.
Dri\.'CS for con st a nt-s p eed ltnit .a nd vacu.um Hydraulic pu111p fit ted to c.lri ,,e <Jll ca1t1~t1a.t1 4
p t1mp . . . 1 ·G eneral scr,·ices 11 ycl ra u lie 1>u 111 J) fi t tccl t , >
1no t or d rive . . .
S t ('Lr t c r 2 drive on cr a nl<casc ... ... . .. ...
1\ i r co mpressor drive . . . 3 ( 'al,in s 1q ;l' r c har ~cr d r i \. f' I")

markset applied -secure#7104462

GENERAL
l. Altho11gl1 cJiftE:re11t type aircraft will engine and sl1cJt1ld b e fittecl in accorclance witl1
. require the fitting of different type accessories the detailed instru ctions below. A s uitable
(see Leading Partict1lars, it.e m . 10), the method oil seal jointing ,vasher sl1ould b e fi t t ed betwee11
of mounting the111 on the engine is the sa1n e in the joi11t fa,ces 'A'l1 e n a ssembling a r1y accessor),,
each case, and sl1 ould b,e p erformed as outlined
1
to the engine . \\The r e the ac ce!:isory gearbox is
i 11 subsequent p a ragraphs. emplo)red, the 011ly accessor y fit ted t o the en g ine
2 . The necessary drive couplings and fittings body is tl1e const a 11t s peed 11n it .
for all accessories are supplied ,vith each

CONSTANT-SPEED GOVERNOR UNIT

3. "1'he consta11t-s1)eed governor t1nit is
mounted on the left-hand or ' 'B'; side of the
d t1al drive unit, which is attached to a facing on
the lov.-e r front r eduction gear casi11g. Unscre,v
the fo11r nuts a nd " ·ashers '"·hich secure the
blanki11 g co, ·er ancl r e 1110,,· e tl1e co,rer . Insert
tl1e drive coupling so that it en gages \.Vitl t it~
driving gear in the dual dri ve unit a nd t h en
assemble the c·o nstant-speed u11it t o the fou r
studs f:rom which the blankin g cover has bee11
removed. Finally, secure t l1e unit by n1 eans
of the four nuts and ,vasher s .

VACUUM PUMP
4. 'Ihc vacu u 111 pun11) is 1nounted on the
rig·ht-ba11d or ' 'A)' side of the dual drive unit,
i.e., on the opposite sid,e to the constant-speed
unit . U nscrew the four nuts which secure
tl1e blanking plate, r emove the washers and
tl1e plate . Unlike the constant-speed unit, the
(iri,;e coupli11g of tl1e vacuum pump is i11tegra1
,,·ith the pun1 p shaft, and it is only necessary ,
therefore, to assen1ble the pun1p to t l1e fu ur
studs from which the blanking p lat e h as been
removed. This should b e d on e carefully so
as to ensure correct m eshing of the splined
dri\·e shaft with the driv in g gear in t he dua]
drive. Finally, secure by m ean s of t t1e fo ur
nuts arid wash ers.
 B
VACUUM PUMP CONSTANT SPEED
UNIT

A. Suction
B. Outlet
A .1292

DUAL DRl1VE U'N IT

Fig. 1.- Drives for constant-speed unit and vacuum pump

ELECTRIC GENERATOR

5. 1'h e e.lectric generator is mounted on a
special bracket ,vhich is provided for this
purpose on the port side of the crankcase. It
,vill first be necessary to remove the blanking
cover ; ,vl1ich is secured by one stud, three
bolts and four spring-washered nuts. Ren1ove
the latter a nd pull off th,e blanking cov·e r.
(i) Engage t11e serrations of the loose drive
shaft ,vith thc)se of the electric generator
(ii) Insert the small end of the drive shaft
markset applied -secure#7104462 in the driving gear aperture and pusl1
the generator endwise into position,
engaging the stud and bolts ,vith the
holes in the generator flange . Note
that the electrical connections are
towards the outside of the engine.
(iii) With the engaging flange faces in
contact, add plain and spring washers
and secure the assemblv with the fot1r
~

shaft. r1uts.

ELECTRIC STARTER MOTOR

# · '
6 . 'l'l1c electric starter n1otor is fitted to a
horizontal fac;ing provided at the· base of the
,vheelcase immediately below the right-hand or
·" A'' side of the v\lheelcase. Unscre,v the six
nuts and \vash ers and remove the blanki11g
cover. Insert the quill coupling sl1aft to
engage "'·ith tl1e starter motor shaft an,d the11
p u sh the a ssembly up into position. Finally,
engage th,e facing \.vith the six studs on the
111ounti11g face and secure the starter motor in
position by m ,e ans of th,e six nuts and \vashers .
1vlake sure t .h at the upper end of the quill
couplir1g shaft is correctly engaged before
pullin g l lp tl1e securing nuts. Observe tli.e note
on tJie i iistri,<,ctio·n pla.te fitted on tlie e1igi,ie A .1'293
sta.rboard side concerning the oil primi·1,ig of
.'lie gci n rs . Fig. 2.-Starter 111otor drive
T/1,is leaf iss1t t'rl rr i!li .4 .L. No. ,·; 1 A.lj.1590P a,rzd S, Vol. I, Sect ..J, C'J,ap. 2
MaJ' , 1944

A. Air delivery B . Oil supply

C. Oil drain

B 0 '
I
0

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It . ... .
\ ,. ../
) .' ........

End view of dddpter

A.1289

l •ig. 3.--.\ir cc) n1pressc)r clri"·e

markset applied -secure#7104462

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~, ,'u.,,'; ,,tJ;,,. I ., , , , ., ,. " ,,. ,. , 1 .. u ,• i

~i~,uu,,,,,.,,,,,,,,,,~ r.tl{.j
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A. Del 1very
B B . Su ction
1

A .1~9 l
 AIR COMPRESSORS
7. T11e B. T. H. o r Hey,vood a ir con1pressor means of t l1e four nu ts a nd \vashers . Re1110\'e
is 111f)unted on a faci11g on the r e.a r e nd o f tl1e the existi·r1g dri, ·e and spring (these are 11( >t
rigl1t-hand
-
o r ''.1.- \." s ide c,, Jinder block. U n-
~
required) from t11e compressor and i11sert t 1Jte
scre,v the four 11uts and v.:ashers ,,·hich secure long drive Ct ) t11Jli11g througlt the adapter so
the l> uter 0 11e of tl1e two b1anl{i11g covers and that it enga.g·cs \.v ith the splir1es of the dri vi 11g
r en10\·e the cover. Attacl1 tl1e adapter CO \ rer shaft. Mount the con1pressor 0 11 tl"ie adapter
t o tl1e fo u r studs fron1 , vhic h the b lan kin g cover CQ\.re r a11d sec ll f e it i11 p <)Sitio 11 b)r 111eans Of t]1e
l1as l.1ec11 r emo\-·ecl and sec11 re i t i11 position b~~ s ix bolts, 11uts ancl \vas hc rs f)ro , /" iclell .

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A . 1294

markset applied -secure#7104462

OIL RELI EF VALVE

ON ENGINE - ---.....__
-~
-

CABIN DRIVING
\ UPERCHARGER

Fig. 6.- Cabin supercl1arger d ri ve

HYDRAULIC PUMPS
8. A hydraulic pump used for u11dercarriage screw the f ()ur nuts a 11d ,\'as l1e rs t hat secure
o r gun-turret op eration m a31 be mou11ted on tl1e inner of t h e t\vc) bla11ki11g covers a ncl
the r ear e nd of the san1e cylinder b lock t o remove the cover. I11sert tl1e lo11g d rive
,vhich the air co111pressor is attached. U 11- coupling so that it engages -.v ith tl1e splines of
This leaf issited u}ith A .L . No. 5
May, 1944
the driving shaft. Attach the adapter cover
to the four studs from ,vhich the blanl{ing cover
has been removed and secure it in position by
means of the four nu.ts and wasl1ers. Insert
the small drive coupling so that it engages with
the long drive c·o upling. Finally, _n 1ount the
pump body on the adapte·r and secure it in
position by mea11s of the six boltsJ nuts and
washers provided.
CABIN SUPERCHARGER
10. When fitted, the cabin supercharger is
mounted on a vertical facing on the engine
starboard side. It is secured by six spring-
washered nuts after removing the blanking
cover. A separate coupling sl1aft is required,
markset applied -secure#7104462
A.P. 1590 P a.·tid S, Vol. I, Sect. 3, CJ1ap. 2
9. A hydraulic pump may also b.e fitted to
the drive provided on the lower half of the
crankcase. The procedure for mounting this
pump is similar to . that used in n1ounting
the h')rdraulic pump on the rear of the cylinder
block., vvith the exception that no adapter
plate is used and the drive is transmitted
thro11gh one corrp1ing shaft only.
engaging serrations bei11g for med on the
supercharger drive shaft which is part of. the
cabin supercharger· assembly. Before pulli11g
up the securing nuts note that each end of the
coupling shaft is fully engaged.
This leaf issued witJi A .L. No . 5 AIR PUBLICATION 1590P & S
May , 1944 Vol11me I, Section 3
CHAPTER 3

LIST OF CONTENTS
Para. Para.
General . . . ... ... . .. .. ' ••• I Oil pipes ... ••• •• • •• • ' .. 7
Disconnecting the pipe syst~ms Cabin supercharger ... . .. 8
Fuel pipes ... .. . . .. .' . 2
De-icing pipe . .. ... 9
Coolant pipes .. . . ... 3
Supercharger intercooler S)'Stem fitted Fire-extinguishing pipes . .. ... I()
with separate header tank . . . . .. 4 Electrical leads . . .. ... . .. • •• • •• 1I
Supercharger intercooler , vith integral
1
Disconnecting the controls ... 12
header tank ... . .. . .. . .. 5 Re·n10,ring the engi~e . . . . .. .. . ••• 13
.~ir pipes . .. 6

GENERAL
1. The following procedure should be adopted (iii) Remove the ''A' ' a11d ' 'B'; side exhaust
prior t o tl1e removal of an engine from the manifolds and manifold cooling troughs,
airframe:- when these are fitted.
(i} Remove tl1e propeller, slide a cover
(iv) Disconnect the 1,e ads between the
over the shaft splines and screw 0 11 a
magneto and earthing switches and
protecting cap; these latter precautions the hand-starting magneto or booster
,,,ill prevent the possibility of damage
coil.
during subsequent dismantling opera-
tions. lternoval operations are as laid (v) Disconnect from tl1e engine all oil, fuel,
dovvn in the releva11t Vol. I of the air and coolant pipes between the engine
A .P. 1538 series. and the airframe. These pipes are
markset applied -secure#7104462

(ii) Remove the cowling, carburettor air- ]isted in the fallowing paragraphs ; it
intake, and coarse mesh gauze, and any may be found, however, that differe n t
other such accesso,r ies as rnay be fitted. installations vary slightly.

DISCONNECTING THE PIPE SYSTEMS

Fuel pipes (d) From the top outlet rails to t11e
2. The fuel S).rstem connections are generally header tank.
as f ollovtts : - (ii) Reversed flo,v system (Merlin 67, 76 and
(i) From the fuel tank to the fue1 pump 77)
inlet. (a) Fron1 the h eader tank to t he
(ii) The fL1el purnp pressure indi cator uni't coolant pump inlet.
co 11 t1t ctio11. (b) From the coolant pump outlet t o
the radiator,
(iii) The drai11 pipe fro1n tl1e fuel pum1).
(c) From the radiator t o the inlet rails
(iv) ,.f l1c hand primi11g pump connection . on the ''A'' and ''B'' cylinder
(v) 'l~h e o il dil11 tio11 connectio11. blocks.
(d) From the top outlet rails on to tl1e
Coolant pipes l1eader tank .
3. The coola11t pipes are as follows :-
Supercharger intercooler system fitted with
{i) Norn1.al flo,v separate header tank
(a) F ro n1 the l1eader tank t o the 4. Remove the following pipes:-
radia.tor. (i) The connection fro111 t he intercooler
(b) From radiator t o the coolant pump coolant pump OL1tlet leading to the
inlet. auxiliary radiator.
(c) Fron1 the coolant pump outlet to (ii) The connection fo r the intercooler
the inlet rails 011 tl1e ''A'' and ''B'' coolant pump inlet leading fro1n tl1e
cylinder blocks. l1eader tank .
 (iii) The inlet con11ection from the auxiliary
radiator .
(iv) The connection from the intercooler
outlet to tl1e header tanl-r.
Supercharger intercooler with integral header
tank
5. On certain engines, a header tank is
integral with the intercooler. The pipes to be
removed are as follows:-
(i) The connections fron1 tl1e intercooler
coola11t pump outlet leading to the
auxiliary radiator .
(ii) The inlet connection from the auxiliary
radiator.
Air pipes
(~. The air pipes vvill varjr fro·m one installa-
tio 11 to another according to the particular
acc·e ssories fitted; the pip·e s generally are as
ic>l ln ,,·s :-
(i) Fro1n the boost gauge to the connection
0 11 the supercl1arger volute.
(ii) }"'ron1 the atr11osphere connection on
the ]o'rv'er front end of the supercharger
to the outside cowli11g.
(iii) ,..fhree pipes from the rear e11d arid one
oi1 drain pipe from the front end of the
R.A.E. air compressor(' 'B'' side C)rli11der
blocl{).
(iv) Outlet pipe fro111 tl1e \vheelcase vent.
(v) Outlet fron1 the craI1kcase breather.
( "\
1
i) One air pipe frcJnl the B.T.H. or
H e j,,1/ood compressor (<' A''' side cylinder
block).
(,lii) 'l'l1e con11ection from the vacu um pu111p
111ou11ted 011 the reduction gear casing.
ELECTRICAL LEADS
11 . In addition t o tl1e n1agneto and bo,o st er
coil lead s mentio11ed in para. 1 of tl1is Chapter,
t he lea9s frc)111 tl1e ,e lectric generator and tl1 e:~
electric starter mc)tor 111L1st be r e1nove<l from
DISCONNECTING THE CONTROLS
12. Sligl1t diffe re11ces r11ay b e found i11 the
co11tro l conn,e ctions according t o the installation
a nd engine ; tl1e connections generally are as
f o]}O'\-\'S :-
(i) Disc onr1ect tl1e cocl{pit throttle co11trol
fron1 the lever 011 the control shaft.
(i j) D1sco11nect the slov\ -rl1nnin,g
7
cut-off
REMOVING THE ENGINE
13. \ ·V he11 it l1as been ascertained tl1at all the
connectio11s that \~rould impede the removal
of the en gine fron1 tl1e airframe have beer1
q.isconnected, r emove the eigl1 t bolts whicl1
pass through the mounti11g feet to secure the
engine in the mo1111ting. Attacl1 slings to the
lugs, integral with the two rear engine feet,
and a lso to tl1e front lifting eye bolte,d to tl1e
rear of the r ec1uctio11 gear casing (see ChaJJ. I
of tl1is Sectio11).
14. Ascertain tl1at all disconnections l1a ve
been ca.r ried out and then lift the engine
P4582 i\l /iOS 0/44 3200 C & P Gp. 1
Oil pipes
7. The oil system c,o nnections are as
follows:-
(i) The pressure oil pipe inlet from t11e
filter to the pressure oil pump.
(ii) The scavenge oil outlet pipe fron1 tl1e
sea venge relief valve .
(iii) The pressure gauge connection fron1 the
relief valve body or the thertnometer
bottle.
(iv) Tl1e oil thermometer connectio11 fro111
the relief valve body or the thcrn10-
meter bottle.
(v) The pipes from the underca1-riage p t11.np
mounted below the crankcase .
(vi) Two pipes from the front e11d and 0~1e
oil drain pi l)e from the rear e11d of tl1e
gun turret generator pun1p (''A'' s ide
Cj' ]i11der l1locl{).
Cabin supercharger
8. If a cabin supercha1·ger is fitted, remove
the s11ction and delivery pipes r espectivel~r ..
De-icing pipe
9. The de-icing fluid supply pipe (if fitted)
fron1 the tank to the inlet union located at the
rear end of the right-hand ind11ction 1nanif0 Jd
m11st be re1noved.
Fh·e-extinguishing pipes
markset applied -secure#7104462
1O. \i\then a fire-exti11guishing systen1 is
fitted , the :flt1id supply pipe from th.e airfra111e
to tl1<~ engine should be disconnected at the
botto111 left-l1and side of tl1e carburetto r .
the terminals on tl1e respective accessories.
'fhe flexible drive for the r.p :n1. indicator
ge11 e1-a tor 111ust also be disconnected from tl1 c
·' BJ ' side cvlin,d er blocl~ c.over .
.J
fron'l the lev,e r 011 the carb11rettor.
(iii) Discon11ect the contr,o l rod from the t\vo-
speed Sllpercharger change-over val,.re
·O r the electro-pneu111atic ran1.
(iv) Disconnect the cocl<:pit control from the
co11stant-speed unit on the fro11t of the
reduction gear.
carefully av\ ay from its bearers 0 11 the airframe.
1
Care 111t1st be take11 to retain the Ferodo and
rubber pads and ligl1t-alloy plates upon which
the· feet rest. Swing the engine clear of t11 e
airframe, being c.a reful to avoid in1pact and
co11seque11t dan1age to an y item .
15. The engi11e should then be lowered on t <)
either the packing case stand or the erecting
stand . Instructions for stori11g and packing
the engine will be found i11 Chap. 4 of tl1is
Section,
SECTION FOUR

DESCRIPTION

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@
 This lea/ issued witli A .L. 1Vo. 'l AIR PUBLICATION 1590P, Sand U
.luly, 1944 Volume I

SEC'J:ION 4

DESCRtPJ:ION

LIST OF CHAPTERS
!v. .ote.- .~
. list of contents appears at the beginning of each chapter

Chapter 1. Engine
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Chapter 2. Carburation

Chapter 3. Lubrication

Chapter 4. Ignition syst,e m

~-.s./ 1
SECTION FOUR

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This leaf issued 1r.,·1th A.L. No. 7 AIR PUBLICATION 1590P, S and U 1

J11,ly 19.44
j Volume I,
Section 4

CHAPTER l

ENGINE•

LIS1- OF CON.T ENTS

Para. Para.
Cylinder~s- Upper vertical drive s haft ... 118
General ... . .. • •• ••• ~ .. 1 Lower vertical drive shaft •• •
t •• 119
Cylinder block .. . .. . 4 Magneto drive . . . . .. 122
Cylinder liner .. .. ••• ••• ~ . . 13 Lower camshaft drive . . . ••• 125
Cylinder block covers ... ••• ... 14 Oil pumps idler gear ~ .. .. . 126
7
\ alves- c:oolant pump-
Valves and valve springs . .. • •• 15 General . . . . .. . .. . .. 127
Valve guides ... ... . .. . .. 16 Inlet casing ... 128
Camshaft and rockP-r mechanism- Rotor and spindle ••• ••• . .. 129
General . . . . .. ... ... . .. 17 Outlet casing ... .. , . 1H1
Camshaft brackets . .. ... . .. 19 Intercooler pump--
Bevel and auxiliary driving wneels .. . 20 General . . . .. ... . .. . ... 132
Camshaft... ... ... ... . .. 22 Adapter casing . . . ... .. . ••• 133,
Rocker fulcrum shafts . . . ... ... 23 Outlet casing ... ... .. . 134
Valve rockers, rocker bushes and tappets 24 Inlet casing ... ... . .. • • i 135
Upper camshaft drive unit ... . .. 27 Rotor, spindle and driving shaft 136
R .P.M. indicator drive ... ... .. . 31 Fuel pump unit (R.R. gear type) . .. . .. 137
Camshaft auxiliary drives . . . ... . .. 34 Electric generator and intercooler pump
Exhaust manifolds . . . ... ... . .. ~5 drive . . . ... ... . .. • •• 146
Pistons; connecting rods and cra.n kshaft Han·d and electric turning gears .. . ••• 153
assembly- markset applied -secure#7104462
Hand turning gear ... . .. 154
General . . . ... ... 37 Electric turning gear . . . ... . .. 156
Pistons and gudgeon pins ... .. . 38 Layshaft . . . ... . .. . .. 158
Forked connecting rod . . . . .. ••• 41 Engaging mechanism and safety clutch
Bearing block . . . ... . .. •• • 43 driving shaft . . . ... ... ... 159
Plain connecting rod . . . . .. 44 Supercharger assembly-
Crankshaft ... ... . .. ••• 45 General .. 4 • • • • ...
•• • •• 161
Timing ring and ooin ter plate ... .. . 50 Front casing assembly ... 163
Crankcase assembly- Intermediate casing assembly . . . ••• 164
General . . . ... ... ... . .. 51 Rear casing assembly . . . 165
Upper portion of crankcase . . . . .. 53 Intake elhow ... ... 166
Bearing caps .. . .. . .. 66 Two-stage impeller assembly ... , 167
Crankshaft bearings ... . .. . .. 67 Accessory gearbox drive ... • . ..
• • 170
Main bearing oil gallery ... . .. 68 Gear casing assembly-
Lo,ver portion of cra-nkcase . . . . .. 69 General . . . ... ... . .. 174
Hydraulio pump drive (crankcase)... . .. 73 Gear casing ... ... .. . • •• 175
Reduction gear (cabin supercharger type)- Gear casing cover .. . .. . 177
General . . . ... .. ... . .. 78 Clt1tch driving wheel assemblies-
Coupling shaft . . . ... . .. 79 General . . . . .. 178
Driving pinion . . ... ... . .. 80 Low gear clutch assembly • •• 180
Gear casing ... ... .. . 82 High gear clutch assembly .. . 1A7
Propeller shaft ... ... . .. 83 Clutch operating m echanism-
Cabin supercharger ,d rive- Mellin 73., 77- General . . . ... .., 189
J dler gear ... ... ... ~6 Servo-cylinder unit ... . .. 191
Driving pinion . . . ... ... . .. 87 Camshaft... ... ... ... ••• 195
Driving shaft ... ... . .. 88 Control levers shaft assembly . .. 196
'ed uction gear (non-cabin supercharger Operation of the two-speed supercharger .. . 199
type)- Intercooler assembly ... 200
General . . . ... . .. 89 Piping syste1ns-
Coupling shaft . . . ... ... . .. 90 General . . . 206
Dri\ring pinion . . . ... ... . .. 91 Oil pipes . . . ... . .. 207
Gear casing ... ... ... . .. 93 Main pressure pipes .. . • •• 208
Bearing h ousings and bearings . .. 96 Low pressure pipes ... 209
.~ ropeller pitch governor a nd vacu·un-i pump Scavenge. pipes .. . •••
i Ii • 210
drive unit ... . .. 106 Air pipes ... . .. 211
'Vheelcase assemblv- Coolant pipes .. . 212
('~neral . . .
- . .. .... 1]0 Fuel pipes .. . 213
••• •• •
vVheelcase ... .. . 112 Fire~extinguishing pipes 214
Spring-drive unit •• • ... • •• 1 )4 De-icing pipes ... • • • •• . .. 215

F.S./2
C ('AL?)
 LIST OF ILLUSTRATIONS

Fig. Fig.
Cylinder block ... ... ... . .. I Diagram of fuel pumps unit-R.R. type . .. 30
Cylinder head ... ... ... . .. 2 Arrangement of electric generator and inter-
Cylinder skirt.. . ... ... ... . .. 3 cooler pump drive . . . ... . .. 31
Section th:rough cylinder and head... . .. 4 Electric generator, pressure oil, fuel, inter-
Valves and :fittings . . . ... . .. . .. 5 cooler and coolant pumps . . . . .. 32
Camshaft and rocker mechc:j.nism (''B" side) 1 Diagram of han.d and electric turning gear ... 33
6
Rocker mechanism ''B'' side Merlin ~5 .. . J Arrangement of hand and electric turning
Arrangement of camshaft drive ... 7 gear ... ... ... . .. 34
R.p.m. indicator drive 8 Diagram of supercharge1 drive and gear-
Arrangement oi r.p.m. indicator drive •• •
,9 change mechanism . . . ... . .. 35
Exhaust man ifolds . . . ... . .. 10 .i\.rra.n gement of two-speed supercharger
Sections through piston .. . . .. • •• 11 assembly ... ... ... . .. 36
Pistons and ac,c essories 12 Supercharger . front casing and intermediate
Connecting-rods ... . .. . .. I e i 13 casing . . . . .. ... . .. 37
Crankshaft ... ... . .. . .. 14 Supercharger intermediate guide vane ring
Cr-ankcase-upper portion-cabin st1per- and second stage diffuser vane ring ... 38
charger type . . . .. . . .. ~ .. 15 Supercharger rear ,c asing and intake elbow 39
Crankcase upper portion- non-cabin Supercharger two-stage impeller assembly 40
supercharger type . . . ... . .. 16 Arrangement of a.c cessory gearbox drjvP, ... 41
Main bearing caps, shells and oil gallery . . . 17 Accessory gearbox drive unit .. ... 42
Crankca.s e lower portio11 . . . ... . .. 1.S Supercharger gear casing, showiµg clutch
Reduction gears rear view- ·c abin super- driving gears and spindles (fr0nt view) 43
charger type . . . . .. . .. 19 Supercharger gear casing, showing clutch
Reduction gear rear view- non-cabin super- driving gears and spindles (rear view) 44
charger type . . . . .. ... . .. 20 Supercharger gear casing assembly... . .. 45
Reduction gear unit . . . ... ... ... 21 Supercharger lower gear clutch assembly .. . 46
Propeller pitch governor and vacuum pump Sup,e rcharger high gear clutch assembly .. . 47
drive unit ... ... ... . .. 22 Supercharger servo cylinde·r unit . . . . .. 48
Wheelc,a se and gears, front view ... 23 Supercharger camshaft an,d actuating arms 49
Wheelc.a se· and gears, rear view ... . .. 24 Intercooler assembly... ... ... . .. 50
i\uxiliary shaft s peeds relative to crankshaft 25 Diagram of two-stage supercharger and
Magneto drive ... ... . .. 26 in tercooler ... ... ... . ... 51
Arrangement of coolant pump ... • •• 27 Arrangement of oil pipes . . . ... 52(a}, (b)
Coolant pump... ... . .. 28 Arrangement of coolant connections 53(a)I (b)
Arrangement of intercooler pump .. . ••• 29 markset applied -secure#7104462

CYLINDERS,

General draw the block down on to the crankcase so

1. The two cylinder assemblies, namely that the lower ends of the liners float in the
tl1e starboard and po·r t blocks, are known as apertures provided.
the ' 'A'' and ''B'' blocks respectively; each
comprises six cylinders, the upper camshaft 3. S,e ven brackets are mounted in line
drive unit and the cam.s haft and rocker along the top of both types of cylinder block.
mechanism which operates the valves in- They form the be1.rings for a camshaft which
corporated in the cylinder head. ,o perates each valve through a separate cam
.a nd rocker. The inlet valve rockers are
2. Each block c;onsists of a sep.a rate light- mounted on a common spindle carried in the
alloy skirt and head which, when bolted exhaust valve sides of the camshaft brackets,
together, form the cylinder block proper, and while the exhaust valve rockers are mounted
six detachable wet steel liners. . In addition on a second spindle carried in the inlet valve
to providing part of the coolant jacket,, the sides of the brackets. A cam bears on each
head also forms the roofs of the six combustion rocker near its free end, and these rockers each
chambers. The skirt provides the r·e mainder operate a valve through an adjustable tappet.
of the cooJant jacket and houses the cylinder The spindles a:r·e extended rearwards. to carry
liners" Nuts at the lower ends of 24 short bushes upon which the driving wheels of the
studs screwed
•
into the bottom of the head draw various auxiliaries carried on the rear ends of
the bases of the combustion chambers down the cylinder blo,c ks are mounted. An air
upon the upper ends of the liners, at the same compressor is mounted upon the faced end ·Of
time clamping the upper liner flanges between the ''B,, blo~k and an air compressor or
the head and the Qkirt. Nuts at the upper ends hydraulic pump is mounted upon the faced
of the 14 long cylinder holding-down studs end of the ''A'' block., A short spindle known
This leaf issued with A .L. No. 7 A.P.1590P, Sand U, Vol. I, Sect. 4. Chap. 1
July, 1944
as the upper camshaft driving spindle, which the inner face of the head in a common elongated
is m·o unted in the rear end of · the cylinder port to which the branch of an induction
block and drives the· camshaft, is itself driven manifold is attached. The exhaust valve
through a separate co.upljng shaft from the passages are taken to tl1e opposite or outer
wbeelcase (s·ee para. 27),. A cast aluminium face of the head, and the two p.a ssages from
cover is fitted to the top of both types of cylinder each combustion chamber serve an individual
block to enclose the camshaft and rocker port.
m echanism. The cover for the ''B'' side A branch pipe of an exhaust roa.nifold is
cylinder block carries the r.p.m. indicator drive attached to each of the six exhaust ports.
The valve guides are carried in th,e ·b ores of
Cylinder block
the b,o sses cast between the t ·o ps of the cylinders
4. The lower half (or skirt) of the cylinder and each of the gas passages.
block receives nearly the whole length of ·the
liners and a coolant space is provided around 5. A h1gh-silicon-chromium steel valve seat

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1. Induction manifold 4. Coolant outlet to 6. Aluminium gasket

2. Inlet ports carburetter
3. Coolant outlets 5. Flame traps

FIG. I .-CYLINDER BLOCK

each cylinder and between th e co1nbustion is screwed into the mouth of each inlet and
chambers and the top of the block proper in exhaust gas passage, i.e. where the passag·e
the upper half (or head) of the block. The e nters the combustion chamber. An aluminium
tops of the co1nbustion chambers are flat and bronze adap,t er for a sparking plug is screwed
four gas passages lead upwards and outwards and locked b,y a left-handed screwed ring i11 a
from each chamber to the side of the head. The boss cast between tl1e inlet and exhau st sides
passages servi11g the inlet valves terminate at of each combustion chamber and the s ides of

F.S./3

markset applied -secure#7104462
1.. Inlet p orts
2. Exhaust ports
l•'IG. 2,. -
the cylinder h ead. ,-fhe lc)vve r e 11d of each
cc)mbustio11 chamber is recessecl t o abut a·
sl1oulder at tl1e upper end of tl1e cyl i11der li11er.
There are six socket s in ea cl1 cylinder skirt
•
to fo rm coolant joints with rubber rings \vhich
arc mou11ted in grooves t owards the ti pper a11d
lower ends of the liners, while cc>olant jo ints
between the cylinder head and skirt are fo,rmed
by short aluminium co nnecti c) n s and two rubber
sealing rings. Tl1ere are 14 connectio ns a 11d
28 scaling ri11gs to each complete block .
6. The 24 studs by whic h the cylinder head
is secured to the skirt are screwed into the heacl,
12 o n each side. vV11en the cylinder h e ad is
low e re d on to the skirt, these st L1ds pro ject
th r ough bosses ca st in tl1e skirt and are secured
by double lock washers and nuts. The flanges
o n the t1ppe r part o f the c;ylir1de r liners are
sandwiched b et\veen t l1 e head a11d skirt, so
that the studs ser,,e t]1 e d tJal JJu rpose of
r etaining the cylinder li11er~ and scc11ring the
two pieces of the blocl{.
7. 'J~l1e con1plet e cyli11,d e r block is r etai11ed
., n1ea n s o f 14 st u<ls a rra 11ge <l
on th e c rankca~e bv
]
3 4
39841
3. Com bustio,n cl1am bers
4. Camshaft drive h ousing
CYLINDER HEAD
in seve11 pairs i11 the c ra.11kc a se t1 PI)er porti o11 .
They pass through · two-piece g u a rd tu b es
take n through the coolant s pace between the
cyli11der line rs, as shown in fig . 4. The ends
of the t\,,o p o rtio ns of the g uard tubes are a
press-fit in sockets in the up per and lower
<:11ds of the h ead ,a nd skirt, respective ly,;
coolant-tight joints are made b')1 two rt1bber
rings in b oth cylinder h ead and s kirt ,vl1icl1
are co n1press,e d into grooves cut to r eceive th en1.
The t o p encl of ea ch tipper po rtion of g uarcl
tube is expanded abov e a gla11 cl ri11g and
r etaine d in the h e ad by a ::;errated ring nt1't .
A rubbe r sleeve presse,d o,n t o the lo wer end of
the upper p o rtio 11 o f the tt1be a 11(l spigo t ed into
the t o p o f the s kirt 1nakes an o il seal b et \vee n it
and the cylinder h e ad. -~ similar s le,e ve
pressed 011 to th e lo \ve r en cl of tl1e lo \ve r porti o rl
of tl1e tube and spigoted i11to tI1e b o tton1 of
the sltirt makes an o il seal b e t \veen it and the
crankcase . 'fhis con structio n e11ables 0 il fro1n
the camshaft and r ock er n1ec I1a 11is m to b e
c_lraine d to the crankcase t l1 r()Ug h the t\vo -p1 ece
guard tt1bes .
This leaf ·i ss·t-ted u -ith A . L . 1.Vo. 7
1 A .P.1590P, S a1id · U, v·'ol. I, Sect. 4 , Chap. 1
July, 1944

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I. Coolant inlets 3. Cr>ola11t inlet connuctior1::.;

2. Coolant rails 4. Gland ring antl r etai 11 ing n 1Lt t

FIG. 3 .- CYLINDER SKIR1"

8. Tl1e 11 pper ends of the cra11kcase retaining 1>asses do\v11 tt1e gt1arJ tu bes 011 tl1e i11let sidt·
stt1ds terminate a short distance above the top of tl1e l)[ock , there are n o oil drain rese r\1 0irs
<)f the cylinder head. The er1d studs receive or ribs on tllis ~ide <Jf it.
flat-based cap-nuts which bear on ~he cylinder 9. 1'11e top of each cyli11der head is slotted
l1eads. '"fl)e rc1nai11ir1g stucls receive flat-based ,vith seven central s lots \\' hich e ngage teno11s
11uts whicl1 spigot into a11d bear upon bridge on the botto rn faces <)f tl1e camshaft brackets.
J)icces provided with two clo,w e[ pins whicl1 A pair of studs, 011e o n <:ach s icle of tl1e slot,
e11gage holes on eacl1 side of · the stud holes. anch.oirs ,e ach .bracl{et to tl1c cylinder heacl.
1'11e bridge pieces 011 the exhaust side of the The rear of each head is provided with a11
bl<>ck span drain t:rougl1s, into ·which tl1e oil upper plai11 socket which r eceives the beari11g
f r<)111 the camshaft n1ecl1anis1n i::s evenly· I1ous ing of its respective upper catnshaft
(listribt1tecl by baffle ribs suitably cast betvveen drivi11g spi11dle, and a lower threaded socket
<.',1ch pair of exr.aust valveE' and each pair ot for a ring nut which retai11s the spindle assembly
~tt1(l l1i<)l es . As v'ery little O·f tl1is drain oil i11 the head,
1·'. S. / 4
This leaf Issued with A.L. No. 7
JI f.,, ...... .

.1590PS U V0 L. I SEct4 , 'HAP-

1

Camshaf t -------
Valv~ rcck@r

_/ Rocker spind~

/ Bridg~ - pi~ce

// Rubber ring
lnl@t valve

- Exh~u st v~fv~
Brightrdy
sur f~c,e
~ - Sodium
Rubber rings

Sparkin<J plug ,---- Coolant connection

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f r om skirt to h~ad
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Cylinder skir t - -.... - - Stud tube(oi'I drain)

- Cyli nder block

Cylind~r lin~r - -~ '
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Rubb~r ring I •
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COOLANT

FIG.4 SECTION THROUGH CYLINDER AND HEAD

FS/5 PP3062 M /t l&4 7J+4 3200 C & ~ Gp. 9 59 (4 )
 A recess is f o.rmed between the exhaust side
of each socket and its adjacent ledge, and is
put into communication with the bore of the
socket by a hole drilled diagonally through the
ledge. It is through this hole that drairt oil
from the camshaft and rocker mechar1ism
passes down into the wheelcase via the UJpper
camshaft drive tube. The upper and l<>wer
flanged bushes carrying the upper spindle
spigot into the two sockets and abut agcLinst
the faces formed in them.
10. Three facings at the front, middle and
rear of the inlet side of the cylinder head. are
provided with studs for attaching the coc,Iant
outlet connections . 'fhree similar facings or1 the
exhaust side of the skirt a:re provided fo r
attaching tl1e coolant inlet connections w·hich
are illustrated in fig. 3,.
11. A tapped hole in the rear face and 011 the
exhaust side of the cylinder head receives an oil
connection through which oil from the low
pressure system ente~,s the head t o lu bricat•e the
camshaft and rocker mechanism. A hole drilled
at an angle to this connection and plugged ,it. its
drill-entry end intersects the h ole for the utni on
1
and also a hole drilled vertically in the roof of
the cylinder head betwee n the pair of studs for
the rearn1ost camshaft bracket. A second h o le
Digitally signed by AA 2017
DN: cn=AA 2017 gn=AA 2017
c=Canada l=CA
AA 2017 e=aa2@dcsecure.com
Reason: I am the author of this
document
Location:
Date: 2017-12-11 11:59Z
~3
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2 4
2 1
1. Inlet val ,,es
2. Exhaust \'al,rcs
FIG. 5 . -VALVES AND FIT'flNGS
drilled in the head conveys oil from the union
to the upper bush supporting the upper cam-
shaft driving spindle.
12. Three studs on the in]et coolant connec-
tions serve as anchoring points for the
ignition harness. A ledge around the top of
the cylinder block is faced and s tudded for the
reception of a jointing washer and the cam shaft
cover.
Cylinder liner
13. Each cylinder liner is shouldered and
spigoted at the upper end to enter its r espective
r ecess in the bottom of the cylinder head; this
e nsures that a gas-tight joint is m ade between
the liner and the combustion chamb er. The
cylinder liner is also provided with a sealing
ring at its lower end to form a j oint with the
crankcase to which it is drawn by the pressure
of the cylinder holding-down studs.
Cylinder block covers
14. The covers are sec ured to their respective
cylinder blocks by studs and nuts, a jointing
washer being inserted b t;tween the two
contacting faces . The chief difference b etween
1
the ''A'' and ''B'' block covers is that the latter
incorporates the r.p.m. indicator drive in its
rear end .(see para. 31) .
0
l
398 39
3. Valve stem cotters
4. Valve stem circlips
· - - - - - - - - - - - - - - -- - - - - , -~-.ll§59~0~~P.S~&~U~~oihL.JI]S~E~C~T~.4}CQH~A~P.~.1Q;~;;;;;;::;;~- - - - - - - - - - - = =_= =.= =-'=-=--~
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Exhaust side- __., MERLIN 85 ( ONLY )

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SIDE VIEW
Oil passages Rocker spindle In t rocker Exhaust rocker Camshaft Auxiliary
- - -- --- -:1----- - - - - · - - ·- ' drive gears
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- - - · - - - -- i - -- -- -- --- - - -- - - - - - --- H-- - ·----- --- - -- - - - - -·- :__/
---~ Rocker spindle c- PLAN VIEW
FIG. FIG.
6 CAMSHAFT AND Rc:x;KE~
_____ ____- -- - - - - - - - - - - -- - - - -- - - - - - - -------- - - -- - - - - - - - - - --- -- 6
- - -- · - · - -- - - - -- - ·- -·- ., ··--- -
This leaf issued with A.L. No. 7
July, 1944
VALVES
Valves and valve springs
15. The inlet valves are not interchangeable
with the exhaust valves. All valves are placed
parallel with the centre line of the cylinder
block. Both inlet and exhaust valves are of
the trumpet type, and have stellite-ended
stems; the inlet valves have solid stems and
their seating facings surfaced with Brightray,
while the exhaust valves are hollow sodium-
cooled, and have seating faces and crowns
surfaced with Brightray. A groove cut in the
upper end of eac.h valve stem provides a se.a ting
for a circlip which prevents the valve falling
into the cylinder in the event of sp,r ing failure.
A pair of concentric coil springs returns each
valve to its seat and are anchored to the stem
by a11 upper spring-retaining washer and split
taper collet in the usual manner. Both top and
CAMSHAFT AND ROCKER MECHANISM
General
17. A single central camshaft mounted in
seven pedestal brackets operates· both inlet and
exhaust valves through rockers fitted with
adjustable tappets. The rockers pivot on
side shafts supported in arms projecting from
each side of the pedestal brackets as shown in
markset applied -secure#7104462
fig. 6.
The camshafts, which are similar for both
blocks, are driven from the wheelcase by
inclined shafts ending in bevel pinions wi1ich
mesh with b evel wheels at the rear ends of the
camshafts. Spigoted and b olted respectively
to the ''A'' and ''B'' side camshaft bevel wheels
are double and single spur gears which drive the
auxiliaries mounted o n the rear of eacl1 block.
A ball thrust bearing is fitted in front of the
bevel wheels to deal with thrust from the drive.
Lubrication of the mechanism is effected
from the low pressure system by a port in the
base seating for the rear pedestal bracket, the
oil entering a duct in this bracket and flo,ving
to the hollow camshaft to lubricate the cam-
shaft bearings, and to the two hollow rocker
spindles. Oil from these spindles passes through
holes in the rockets. and emerges at the line of
contact with the cams as shown in fig. 6. The
rear end of the camshaft is fitted with a drilled
plug, which registers with a metering hole in
the camshaft, f:rom which the oil is delivered to
lubricate the bevel and auxiliary drives.
18. The Merlin 85 has no auxiliary spur
gears at the rear ends of the rocker shafts. Mild
steel distance pieces are fitted in their place.
Camshaft brackets
19. The front camshaft pedestal brackets
are smaller than the remainder and have the
arms on the inlet sides offset obliquely forward.
F.S./6
A .P.1590P, S an.d U, Vol. I, Sect. 4, Chap. 1
bottom spring-retaining washers are provided
with concentric centralizing rings for the
inner and outer springs as shown in fig. 4 and 5.
On later type valves the split taper collets
fit under the shoulder at the top of each valve,
and not around it as on the early type valves.
Valve guides
16. The cast.iron inlet valve guides are
not interchangeable with the phosphor-bronze
exhaust valve guides, as the latter are larger
in the b:>re and have a finer taper than the
inlet valve guides. Each guide is pressed into
its respective bore in the cylinder b lock until a
~onical collar near its to,p end seats on and is
flu3h with the roof of the cylinder block; the
upper surface of the collar forms a flat seat
for the base of the lower valve spring washer.
The. rear brackets are drilled t o render them
"' handed'' for the two blocks in or·d er that they
may register with the offset oil ports in the bas.e
joints. The intermediate brackets are similar
fo,r both blocks. Front and intermediate
brackets have side extensions bored with
parallel holes for the rocker pivot shafts;
in the rear brackets these holes are taper-bored
and keywayed. The front bracket and cap
are formed integrally with each other, the
camshaft b earing directly in the br·a cket, as in
the intermediate brackets which have separate
b earing caps.
With thP. caps in position, the brackets are
b Qred and reamed as .a set. The rear brackets
are bushed and the bush is k eyed against
rotation by the tongue of a lockplate which is
held to the bracket with a countersunk screw.
The base flange of the front bracket is chamfe·r ed
to clear the foremost exhaust valve spring
washer.
The remainder of the bracket caps have th,e
bosses drilled with four holes for the holding-
down studs. Two l1oles, which are diagonally
opposed to each other in both cap and bracketj
are reamed to suit two fitting b olts which keep
the bore of the bracket and cap in register.
Bevel and .auxiliary driving wheels .,
20. The rear end bushes have packing
washers between their rea·r flanges and tl1e front
of the thrust bearing. Selection of these enables
the end float of the camshaft and the backlash
of the bevel gearing to be adjusted. The bushes
are in one piece and are drilled radially to allow
oil from the rear bracket to pass into the cam-
shaft. A spigot at their rear ends has mounted
upon it a grooved thrust race for the ball thrust
bearing, while the other race is formed in the
forward face elf the bevel wheel as shown in fig .. 6.
Mesh
.,,,..,,.. --...
adjusting · ' (
----- I
I
washer rrr-tt;~:::.:=~-.LUpper
-·--- drive
· shaft
.,

\
L --~~~~------tt

01 I sedling
glands markset applied -secure#7104462

Coupling
shdft

'
\

Lower drive
\ \
shdft
\
'·
'
'

FIG. 7 . -ARRANGE M ENT OF CAMSHAFT DRl\tE

This leaf issued with A.L. No. 7
July, 1944
21 . The bevel wheel is keyed on the tapered
end of the camshaft. The wheel is retained on
the shafit by a slotted ring-nut, which is locked
with a tabwasher. A bell-shaped oil thrower
is held on the shaft by the lock-nut· and bas the
effect of directi11g oil fro·m the interior. of the
camshaft on t o the camshaft vertical driving
shaft assembly .
A spur-wheel is spigoted and secured to
the front face of each bevel wheel for the
purposP. of driving the auxiliary driving
spindles, which are mounted upon bushes
supported upon extensions of the rear ends of
the r ocker shafts. Each 0£ these spur gears
1
has a different number of teeth to provide for
the operating speed required by each individual
accessory.
On the Merlin 85 a distance piece replace ~
each spur gear.
Camshaft
·the clearances b etw eer1 cam b ases a nd pads
22~ T he caJUS are formed in set s of four fo1
each cylinder., the in.let cams occupyine- tl1e two
inner p ositions in each set:.
Each shaft (see fig. 6) is of nickel steel, ,c ase-
hardened e xternally throughout except at the
t apered re.a r e nd and th~ extreme fr ont e nd .
It is h ollow and i:he bore forms a distributing
channel for oil which is fed through !"ra dial
ho les in the cam s haft to the various bearings .
markset applied -secure#7104462
T he front end is counterbored to provi de a 1
shoulder aga inst which is pressed a disl1ed
sealing was h er by a plug scr ewed into th,e
camshaft t o b ear on the convex side of the
washer. This p lug is locked axially by a spring
ring which is sprung into a groove near the
mouth of the camshaft. The b ore at the r ear
o,f the camshaft is tapered for the reception of
the threaded s hank o f either a gearwheel in
t he ''B'' side c ams haft for driving the r.p .m .
indi~ator . or a sealing plug in the ' 'A'' side
can1shaft .
Rocker fulcrum shafts
23. The rocker fulcrum shafts (see fig. 6)
are situated on the opposite sides of the block
t c the v.a lves o n ythich their roc kers op erate.
B ot h shafts ar e h9llow, the front ends being
tap,p e d a nd countersunk t o receive a hexagon-
hea.d ed screw which acts a s a plug. 1'he rear
ends are tapered about two inches from the
end and each is :fitted with a Woodruff key so
that the shaft s can be drawn up into the taper
sockets of the two arms of the r.e ar pedestal
brack et. Each shaft projects beyond the
bracket t o carry the bushes for the auxiliary
driven gears , and is threaded to take an end
securing nut by wh ich the tapered portion of
the shaft is dratvn up into the taperPd bo re of
the sock et. T h ese n uts are locked by smalJ
bolts which scr ew 1nto the rear bore of the shaft
F .S.i7
A .P.1590P, Sand U, Vol. 1, Sect. 4, Chap~ 1
and provide an anchorage for a lockpin which
passes through aligned bo les i11 bo th nut and
b olt head.
1
Except for these tapered rear t:nds , the shafts
are parallel thro ughout tb eir le ngth ~a-that they
1 1
can be threaded easily through t he parallel
holes in the pedestal brack,e ts. T h e shafts are
1
a ssembled in the rear brack et s with t he keys
ho~izontal and facing outwards from the block
so that the radial holes drilled to affor,d p ass ag.e
of oil from the bores of t he sh aft s t o each
bearing bush ar~ horizon t al.
Valve rockers, rocker bushes and tappets
24. The rockers (see fig . 6) a r e of t wo
patterns which a r e similar in shape and size
but t o differ ent h a nds . They a re nickel-steel
forgings with a rms set oblique ly to t h e b osses
and to the pads w bich make contact wit h the
cams. The ends r e m ot e from the bosses a r e
~apped to r P.ceive the tappet sere\.\--, by which
are adjusted. 'fhe b osses a re bored to recei"·e
the two flanged a lumiuiu m b earing b ushes
which are pressed in from each en d; one bush
is plain while the other , wh ich fits adjacent t()
the rocker, is drilled r adia lly . A groove
formed in the bore of the b oss is b ro ken into
by a t .a ngential hole drilled a long t h e at m to
meet a hole drilled radially t o the a rc-shaped
surface of the pad; the boss e ncl of t he l1ole is
plugged at its drill-entry end with a pla in p lug.
25. It will be seen from t he illustra t ion
that the oil supply t o the r ockers is fed b)'
a radial hole in the pivot shaft to the gap
between the two bushes, and by tli,e flat on
the pivot shaft to the r ow of r adial l1o les in the
drilled bush whe11ce , by t l1e dr illed passages
in the rocker arm and pad, it fi n ds its wa)· t o
the surface of t l1e rocker p ad .
26. A flange d tubu lar dist a nc;e p iece of
aluminium in conjunctio n with a washer
separates ea ch r ock er flfom it s respective
adjacent p edest a l o n the exhaus,t sid e , wh ile a
similar distance piece is interposed between t he
rock ers on the inlet s ide . The end cleara11ce
betw~en ea ch pair of fla nged rock er b ush es is
reduced a s require d by st eel washers which a r e
available in v a rying tl1ick nf'S£es . T he tapp et
scre·w s o f nick el st eel h a ve fla nged hea ds wit h
spheric al faces for b earing 0 11 t he St ellited valve
ends . The end of ea ch scr ew is squared for
n1anipt1latio11 in a djusti11g. 1"he screw is
lo cked in posit io n wit ~ a lcJc1<-1111t.
Upper camshaft drive 11nit
27. The upper camsl1aft drive (see fig. 7)
comprising a sho rt h o llow b evel gear shaft , its
bearing housing, a long ho llow coupli11g sha ft
a11d its o il ~tight g ua rd t u b e, is fitted i 11to the
d o u bJe sock et at the r ear c>f thit~ cyli11der head.
The long coupling shaft is splined at its bottom
end to pick up the drive from the wheelcase
and is also splined near its top end to :mesh
with and drive the short bevel gear s;haft.
These two set.s of splines provide a ve:rnier
adjustment which is utilized for the purpc•se of
timing the valves, while an extension o:f the
shaft above the top splines enables this
operation to be performed without necessitating
the r emoval of the oil-tight guard tube.
The short bevel gear shaft meshes witl:i the
camshaft bevel wheel and is borne in a !:,ingle
flanged bush which is bolted to the cylinder
head. A backlash adjusting washer is :fitted
under the thrust face of tl1e short bevel gear
shaft , wl1ich is retained in position by r<~ason
of its meshing with the camshaft bevel ~,heel.
A steel seating, inserted in the upper e11d of
the short bevel gear shaft and secureci by
means o f a spring circlip, retains the lo ng
couplin g shaft.
28. A du,vn\\rard extension of tl1e llo,:ver
socket at the rear of the cylinder head is lJored
R.P.M .. INDICATOR DRIVE
markset applied -secure#7104462
~4 ·rJ.·;·
f.1 •• , ••
(
· 4 w,
~; . ;
FIG . 8 .- R .P.I\1. INDICA. TOR DRIVE
31. The r.p.1n. indicatc)r drive consists of a
l1ollow layshaft carried i11 a dt1ralumin b<:~aring
housing. A spur gear secured positively to
the fro nt end of the layshaft meshes with the
pinion at the rear end of the ''B'' side camshaft.
'Ihe b<)re of tl1e shaft is. squared to enga@~e the
end of the r. p .m . indicator flexible drive shaft,
the sheatl1 of which is secured by a nt1t i:o the
tlu-eaded r ear end of the bearing housirllg.
.. 32. The bearing ho,u sing has a sph.e rical
shoulder near its centre which is held. into a
hemispherical recess in the ''B'' side cylinder
cover by a coil spring imprisoned by a co,v er
plate, which is secured to the rear end c)f the
and tapped to receive the threaded end of a
gland retaining nut A casting, secured by
three studs to the base of the latter, contains a
rubber gland ring. The gland retaining nut.,
therefore, serves the dual purpose of o,i l seal
and retaining nut for the guard tube.
29. The guard tube consists of a short length
of tube held at its top and bottom ends by the
friction grip of two rubber gland rings. The
upper gland ring is fitted in the gland retaining
nut mentioned in para. 28, while the lower ring
is fitted in a boss on top of the wheelcas,e . A
slight projection in the bore of this. wheelcase
boss restricts the downward movement of the
tube, while any upward movement of the tube
is r,e stricted by the Jower end of the gland
retaining nut.
30. The guard tube, in addition to housing
the coupling shaft, acts as a conduit for drain
oil from the camshaft rocker mechanism to
the wheelcase. For a description of the lower
camshaft drive reference should be made to
para. 125 of this Chapter.
Spherrcc11
housing
Oil sedl gl4nd
FIG. 9. - -ARR1\NGEMENT OF R .P.M. INDICATOR
DRIVE
cylin,d er cover by two studs a11d spri11g-
\vashers and nuts . A rubber sealing ring fs
fitted in a recess in the spl1erical shoulder to
prevent oil leaking from the cover . The front
end of the housing is squared and is capable
of bein.g displaced upwar,d s b et,veen the inner
faces of two parallel guide Jugs i11 t ·h e cover,
should the teeth of the gearwheel and pinior1
fail to mesh when the cover is being fitted. A
coil spring, shown in fig. 9', secured between
the top of the housing shank and a detachable
plate on top of the cover, retains the front end
of the housing upon the bridge piece in the cover,
in which position the gears are corr,e ctly meshed.
This leaf issued wi th A.L. No. 7
July, 1944
33. A bush in the front e11d of the bearing
housing pro vides the bearing for the shank of
the laysha ft gearwheel, and the housing itself
provides the b earing fo,r the rear end of th e
layshaft. The laysl1aft is machined to leave a
s lotted collar a t its centre so as to engage dogs
CAMSHAFT AUXILIARY DRIVES
34. T l1e a ir con1pressors or hydraulic pu1nps ,
whi r h are m ounted o n the rear ends of th e '' J.f\."
<)r ''B' ' cylind er h eads , are each driven fr<.1 n1
1
tl1e s pl1r gearwl1eels attached to the cams11aft-
driven b eve l ,vl1eels me11tio11ed in para. 21,
through individually driven (or idler) gear-
,vheels ,vhich are m ounted upon tl1e r ear
e xte ns io n of b oth the inl et and exhat1st side
rock er pivot shafts .
E ach driv·e11 gear l1as a con1paratively lc> ng
h11 b which h as a small pinion, by n1ea11s of
which tl1e d r i,te t c) the a ccessory is transmitted
thro u gl1 COUJ) ling s l1afts, integral with its rear
end. A fla11ge d bro nze busl1 is pressed into
each e n cl of tl1e 11l 1b and a flanged steel s le eve
markset applied -secure#7104462
FI G . IO . -EXH 1\l TST i\i :\Nll;OLDS
A .P .1590P, S arid U, v' ol . I, ~'ect . -1, Chap . 1
on the rear face of the sha11){. o f the gearwheel.
The gear\vl1eel is. s ecure d t o the sh aft b y a
nut wl1ich is loc ked by a t a b,11asher. T w o co-
axial oil transfer h olc3 a re driJled i11 the front
of the b earing hou sing an d bt1sh ,vhi!e a n oil
1
scr o ll is n1achi11ecl on t he r ear e r1d of the laysh aft.
is 1no untecl upo n tl1e r ear extc11~ion of tl1e
roc ker pivot shaft t o ser ve as a bearing s u rface
for tl1 ese bus11es . This s leeve is retained 011
the r oc ker 1Jivot shaft b y t he pi11-l ocl{ecl encl
nut m e ntio11ed i11 pa ra . 23. It is driJ1ed at its
centre t o a lig n ,vith an i11ternal groo ,re by
which o ii is passed fr om the hole i 11 the rocker
pivot shaft. The d riven geanvheel assembly
abuts a st eel \Va sher at its for ,vard end .
Tl1e driven gearvv·heels a r e i11tercl1a11geable
on the le ft-ha11d o r ' ' B '' side r cJcker J)iV<Jt shaft,
but are n ot inte r c hangeabl e on the rigl1t-hand
or A'' s i(le s h a{t 0 11 .a cco1111t of tl1eir cl iffer ent
11
number of t eeth. A s stated i 11 para. 21, the
Merlin 85 is not :fit t ecl \\rith t llese gear \vl1eeJs.
 EXElAUST MANIFOLDS
35. The ''A ' ' ar1d ''B'' exl1aust n1anifo],d.s are
sin1ilar in d esigr1 a11d construction, e xcept tl1at
they are ha11de d to accommodate their
resp ective p ositio ns 0 11 the cylinder blocks.
They are built up from sheet steel pres.sin€rs and
,ve lded t o forn1 their individual compo11ents.
Each manifo ld is divided into forward, c:entre
and r ear sect ion s , wl1ich are interconnected by
t11bular push-fit exte 11s io n s . Each section has
t w 9 flan ged st ub pipes o n its inner side ·whicl1
are secure d to th e cylinder blocl( by me,tns of
fo ur studs a n d n11t s.
'l"'l1e~e pipes a r e i11creas ingly 1engtl1e11ed. from
front t o rear a11d those attached t<) the <:entre
a nd r ear sectic)n s are r e i11force d as ::;:how11.
A ,c <>oocr asb est <)s gas k e t i s interp<>sed b e tween
PISTONS, CONNECTING-RODS. AND CRANKSHAFT ASSEMBLY
markset applied -secure#7104462
l ; I G. I I . - - SECTIONS 1' HROUGH PISTON
General
37. The p1sto n s are attacl1ed tc> the
connecting-rod s by fully-floating gudgeort pins.
Tl1e connecti11g -rods are of the forked andl plai11
type, th e forl{ecl rod being fitted to the~ ''B''
side o f the e ngine. The big-end bearing or
b eating bloc k , which is separate frorn the
fo rked r od , is in two parts to enable it to be
assembled t c) the crankshaft, the two parts
b eing _h eld t ogether and to the ro4 by four bolts.
Separate st ee l shells lined with lead-1Jronze
are fitted t o b c)th the plain and forkecl rods .
Tl1e cranksh a ft is of the six-throw balar1ce d type 1
and provides drives for the red uctio11 gec:Lr ancl
,vheelcasc co1n1)011e11ts, tl1rough a bt1ilt- t1p
in ter11a] ly-t oc) tl1 cd flange at its fro11t end a11(l
thro ugh i11te r11al spli11es at its rear encl .
resp ective ly .
Pistons and gudgeon pins
38. Tl1c latest type piston:; whic~h arc
n1acl1ined frc>n1 light-alloy forgings, are fitted
\vjtl1 three co mpression rings ab<)ve and one
grooved scra1)er ri11g below tl1e gudgeon pi11.
1']1 c h<)llc1w ·stc·eJ gudgeon pins are c)f the
fl oatir1g type a11(i are retained by sprin:g "\\-ire
circJips. l\. J)air r>f l'1<)Jcs arc clrilled obliquely
each pair of mati11g faces t o form a gas-tigl1t
joint. The outlet from eacl1 section is in the
form ot a rearward-projecting nozzle, restricted
in st1cl1 a manner as to provide an e_iector effe·c t.
36. As shown in fig. 10, three types of
n1anifold are available and may be fitted t o
tl1ese engines. On one type ( 1), the three
outlet orifices are of fisl1-tail shape with a
gun-heating tube passed through tl1em whicl1
is welded to the front section of the manifold.
A11other type of n1anifold (2), that may b e
fitted, has tl1e front and centr·e outlet orifices
approximately crescent shaped, while the rear
outl,e t is of circular section. Tl1 e tl1ird type
(3), consists of separate ejectors, individually
n1o unted on each exhaust port.
upwards and towards tl1e centre t<> n1eet in
the metal above each gudgeon-pin b ore (as
shown dotted in fig. I 1) to assist in cooling
the piston.
39. The grooves for tl1e p·iston rings are
deep and narrow with radiused bottoms; no
stops are fitted so that the rings are free t <>
rotate. The bore for the gudgeon pin i8
grooved to receive the sp·r ing-steel retaining
circlips; these l1ave plain slightly <)utset ends
,vl1icl1, in positio11, have a gap betwec11 them.
This gap is :fille<l by a m~ld-steel co untersunk-
headed screw which is screwed into place fro111
the unrferside of the piston as sl1own. Cut
radially across the groove is a slot by which
the spring circlip may be prisecl out o f its groovt~
when necessary. The 011ter edges at tI1e e11ds
<>f the gudgeo11 pin are finished witl1 a concave
raclius to conform to the s urface <>f t-h e circlips.
40. Above the gudgeo11 pi11 a11d bt :c)w tl1e
lower compression ring is a sl1a ]lo~, i11terrupted
radiused groove ,i\Tl1ich has a series of raclial
holes drillccl througl1 the pisto11 .,val I c on11ecting
it to the interior of tl1e · piston. rfhe scraper
ri11g is of the grooved ty1)e and l1as a series of
radial l1oles drillccl tl1rougl1 it. The C)uter edge
,,.T his leaf issited 1.vith A . L. 1V o. 7
July, 1944
is chamfered on one side and this sid~ is fitted
towards the head of the piston.
In earlier pistons, no oil holes were present
in the oil collector groove and the piston was of
the circular profile typt . no, relieving of the
bore being incorporateo.
Forked connecting-rod
41. The forked connecting,-rods, whict
operate in the ''B'' cylinder block bores are
forged to the shape sho,vn in fig. 14 and bored
at the top encl to take a floating bronze bt1sh
. l~ IG. 12.·-
whicl1 forms the small-end bearing for the
gudgeon pi11. The bush has a series of radial
oi1 holes drilled through it at mid-length. The
small-end of the rod is grooved in the bor,e
(mid-length) a11d is drilled through with radial
holes by ,vhich oil is collected and led to the
bearing bush. The lower end is bored centrally
across the fork to provide a seating for the
bearing block and is provided with fo11r lugs
ctrilled to r eceive the bo.J ts sec uring the block
t<> the rod.
A .P.l.590P, Sand ll, Vol. I, Sect. 4, Chap. 1
42. The four bolts which secure the forked
rod to the bearing block are of nickel-steel and
are a lig·h t drive-fit into the rod and bearing
block, the non-fitting portions of the length
being waisted. The central fitting portion is
taper,e d at the lower end to give it a lead into
jts socket in the bearing block s . 'The heads
are round on the external side and square on the
intern.a l side; this s.q uare abt1ts against rhe
1 corresponding square portion on the forked rod
and pre\rents rotation of the b olt when the nut s
are being tightened. The b,o lts are secured l)v
markset applied -secure#7104462
PlSTONS ..t\.N D :\ CCESSORIES
11uts which are slotted acros~ t he cor11ers,
instead of across the flats, to receive c losclv
.,
fitting split-pins.
Bearing block
43. 'fhe two portions of the split beari11g
block are sho\.vn in fig. 14. 'fhe shape and
extent of the lead-bronze lined split steel s h elJ
bearings are clearly show11, also the position of
tl1e radial holes through the block and th (~
groove in the~ ~xtcrior Ji11ing. This latter
 ......---2
3-----

markset applied -secure#7104462

0 0 7

7 4 8

(..1 2678)

I. F loatin g gudgeon-pin busl1 4. Split bearing block 7. Split lead-bronze lined steel
2. Forked connecting rod 5. r-orked connecting ro,d bolts bearings
3. P lain cor1necting rod 6. Plain connecting rod bolts 8. Plain co,nnecti11g r,o<l cap

F ir e. 13. ~ CoNNECTING-Rons
This leaf issued with A .L. No. 7
July, 1944
gro·o ,re links up the holes as shown and these
form the oil-"\vays which a.re fed from the
crankpin. The lower bearing block is provided
with two strengthening ribs between each pair
of bolt holes, a11d is machined with four lugs
drilled to register with the bolt holes of the
upper bearing block and faced to form seats
for the bolt nuts.
Plain connecting-rod
44. The plain connecting-rods operate in
the '' A'' cylinder block bores. The plain rod
is similar to t he forked rod at the small-end
and is fitted with a similar type of bush. The
hig-end is split diametrically to embrace the
e xternal surface of the narrow split lead-bronze
markset applied -secure#7104462
1. Tjming ring
-·
? Coupling splines
FI G. I 4.-CRANKSHAFT
1
lined shell bearings which fit between it and
t he block, the cap being held to the rod by two
bolts as shown. These bolts are si1nilar in
patter11 to those used in the forked rod. Nuts
slotted across the flats in the normal manner
and tight-fitting split-pins are fitted to the
bolts. The bore o,f the plain rod is ungroovedJt
but is chamfered slightly at each end .
ilrankshaft
45. The balanced hollow crankshaft has
seven j ournals and six throws. The throws
1
are paired I and 6, 2 and 5., 3 and 4 in three
directions 120 deg. apart respectively in the
direction of rotation of the crankshaft. Eight
of the crankwebs are extended to carry integral
balance weights, ,vhile the remainde:r .a re plain.
F.S. / 10
A .P.1590P, S and U, Vol. I, Sect. 4,, Chap. 1
The crankpins are numbered consecutively
1 to 6 irom the forward end. Each journal
and each crankpin is hollow, the bores, with the
exception of the front and rear journals, being
sealed by a pair of conical-faced discs which
are held in place by an axial bolt and nut.
The chambers so for1ned are reservoirs for oil
which is fed from the main bearings through
radial holes in the journals to their hollow
centres, whence it passes by holes drilled in
the crank.webs to the interior of the crankpins,
and so by radial holes through these pins t o the
bearing surfaces for the connectin,g -rods .
The crankshaft has a flange·d coupling with
internal spline,vays spigoted and bolted t o the
3. Balance ,~teights
4. Oil holes
·forward end ; this meshes with tl1e coupling by
which the reduction gear pinion is driven .
Valve and ignition timing marks are in-
corporated on the periphery of this coupling
(see par~. 50). At the rear end, the crankshaft
journal bore is splined internally and counter-
bored to accommodate a coupling s leeve to
transmit the drive to, the spring-drive unit.
This coupling sleeve is retained in the crankshaft
by means of a sealing ting and spring ring,
while forward movement of the spring-drive
shaft is limited by a spring circlip.
46. The flanged forward end of the shaft is
chamfered and the face is drilled for twelve
bolts by which the reduction gear pinion driving
flange is attached. These holes are equally
spaced except for one, which is 2½ deg. out of by which the coupling and er ankshaft are held
line with No. 1 crank to facilitate correct together. The bore of the coupling flange is
alignment of the timing marks, in relation to serrated to take the coupling shaft by which
the crank th1·ows.. Journal bearing .s urfaces the driving pinio11 of the reduction gear is
and crankpins are drilled at mid-length as driven. The coupling bolts, which have flanged
described in Chap. 3, para. 14 of this Section, for heads to fit against the rear face of the crank-
lubrication purposes. The ends of the bores shaft flange, are secured by flanged nuts which
of the journals are chamfered to for1n spigot are locked with split pins.
and face seatings for the blankir1g discs by
,vhich they are sealed. Timing ring and pointer plate
The centre journal is furrusned with wide 50. The timing marks (see Sect . 2, Chap. 4,
facings, as these have to deal with any thrust fig. 7) engraved upon the periphery of the
loads wl1ich may be imposed on the crankshaft. coupling flange comprise the following, in
clockwise sequence:-
47. The rear journal has longitudinal spline-
ways cut in it to couple it, via the driving Cylinder Markings Timing
sleeve, to the spring-drive inner sh.a ft. A Bl IO Inlet open.
master spline in line with No. 6 crankpin A6 EC Exhaust closed.
ensures correct positioning of the driving sleeve. A6 TDC Top dead centre.
This sleeve is a push-fit in the crankshaft up A6 I·O Inlet open.
to the full length allowed by the stop flange at A6 IMA Inlet magneto adva11ce.
its rear e.nd and is retained in positio11 as A6 EMA Exhaust magneto advance.
described in para. 45. External splines ,c ut i11 Bl IC Inlet closed.
its front end . engage with those cut in the Bl BDC Bottom dead centre.
crankshaft bore, . while internal splineways A6 IC Inlet closed.
couple it to the spring-drive inner shaft. It is A6 BDC Bottom dead centre.
lubricated by means of holes drilled in the Bl EO Exhaust open.
journal which convey oil from the rear main A6 E -0 Exhaust open.
bearing. Bl EC Exhaust closed.
Bl TDC Top dead centre.
48. The blanking discs for all the crankpins It will be observed that tl1e timing operatio11s
are similar, each being in the form of a hollow are carried out solely with the cyli11ders Nos.
c<)nical frustum with a narrow flange mid-way 1 and 6 of the'' B'' and ''A blocks respectjvely.
11

along the exterior surface. The edges of these During timing, the mark under consicleration is
markset applied -secure#7104462

flanges form spigots which tit the crankpin
bore, and the surface of the cone at the larger
end forn1s tl1e seat which bed.s in the conical
secltin.g of the crankweb. The disc is bored
axially fc>r the securing stud which carries a
washer and nut which is locked with a split
pin. The blanking discs for the journal
bores are similar in pattern but larger than
those used in the crankpin bores.
49. The flanged coupling, of case-hardened
nickel-steel, has a recessed face into which the
flange at the forward end of the crankshaft
spigots, and ,vhich is drilled to receive the bolts
aligned with a flat pointer attached to the front
main bearing cap by means of two studs and
nt1ts. The marks are visible through the
i11spection aperture located in the front end of
the crankcase bottom half casing.
With reference to Sect. 2,, Chap. 4, fig. 7, .it
sI1ould be realized that the various timing marks
shown are spread ove1· a total rotation of 720
deg., i.t. two complete crankshaft revolutions;
therefore, whichever particular mark is chose11
as a datum, t·he sequence of the remai11ing marks
should be considered individually, since they
will not necessarily follow in rotational order.

CRANKCASE ASSEMBLY
General
51. The crankcase, which is in two portions
bolted together, incorporates the rear half of
the reduction gear housing at its front end and
has a facing and spig9t at the rear end to whic11
the wheelcase is attached .
The upper portion is of pent.a gonal cross-
scction, its two top faces being inclinerl to the
J1orizontal at 30 deg., and each is bored with
six spigot sockets, axially perpendicular to the
faces, t.o take the cylinder liner of each cylinder
block.. The four engine mounting feet, b)1
\vhich the engine is supported, protrude one
from each corner of the casting. The ends of
the upper portion of the crankcase forrn webs
acro~s tbe castin_g , and five similar transverse
webs span the interior, divi,d ing it into six
compartments into each of which project two
cylinders.. The webs are bossed and bored
ab,o ve the crankshaft axis to take the bearing
shells, and rectangular studded housings are
1nachined underneath the ax.is; these take the
bearing caps which, in addition to being
drawn vertically upwards to hold the bearings,
are each threaded by a pair of transverse bolts
which emerge at both sides of the casting.
The caps thus act as distance pieces across the
1nouth of each of the webs, while the bolts
serve to stay these apertures and give support
against lateral impulses of the crankshaft due
to the 1nclinati<)11 of the cyli11der blocks.
This leaf issued with A .L. No. 'l
]i,ly, 1944
52. The lower portion of the crankcase
forms a sump for oil and is drained by the
sea. venge pumps housed side by side on the
depressed floor at the rear end of the casting.
Two detachable filters are also fitted in this
portion of the crankcase; the forward filter
casing has a pipe leading to the forward end
of the casting to scavenge the front end, and
the rear filter is in the scavenge circuit for the
rear portion of the sump. The pressure oil 1
pomp is mounted underneath the rear scavenge
pump on an external facing on the underside
of the sump.
The relief valves unit and the electric
generator and intercooler pump drive housing
are mounted on facings on the right and left-
hand sides of the crankcase, respectively.
Upper portion of crankca111e
53. The upper portion of the crankcase is an
~uminium-alloy casting of the sha_pe- shown
in fig. 15 and 16.. The forward end is extended
outwards to fotm the rear hali of the reduction
gear casing; this is faced concentrically with
the propeller shaft axis to match up with the
facing and spigot of the reduction gear casing.
Five studs, anchored in the crankcase. are
used together with a series of bolts to secure
the two components together.
54. Incorporated within the extended
forward end of the crankcase are two bearing
housings. The lower one is concentric with the
crankshaft axis and houses the rear outer roller
race of the reduction gear driving pinion; the
upper one is concentric with the propeller shaft
and houses the rear outer roller race of the
propelle~,h aft. Both housings have steel liners
pressed into them and the races are retained by
six clamps secured by studs and nuts. A
smaller housing, machiJ;ied in the crankcase
casting immediately behind the propeller shaft
bearing housing~ contains an oil gland which
connects propeller pitch-operating oil to the
propeller shaft, and is secured by means of
studs and nuts. The rear end of this gland is
fed with oil through ~ed passages in the
crankcase, into which unions are screwed,
connecting with external pipes from either the
oil relief valves 11nit or the constant-speed
11nit, according to the type of propeller fitted
(see A.P.1538E, Vol. I).
55. On the Merlin 77~ two smaller housings
are recessed into the right-hand extension of the
fox ward end of the ·crankcase (see fig. 15,) . .The
upper housing is secured in position by means of
four studs and nuts and receives the rear end
of the cabin supercharger drive idler gea• wheel.
The lower housing ,a cts as a liner for the outer
roller race of the cabin supercharger drive
gearwheel, and both are held in position by a
washer and circlip.
F.S./11
D (AL7)
..4.P.1590P, Sand U. Vol. I, Sect. 4, Chap. 1
56. The Merlin 66, 67. 70, 76 and 85 engines
do not have these two smaller housings, there
be~ no cabin supercharger fi.tted (see fig. 16).
57. Attached to a face at the top rear side
of the forward end o,f the crankcase by means of
two bolts and nuts is the steel front slinging eye.
Below this eye on the right-hand side a boss
receives an _ oil union which is connected
externally to the relief valves unit. Inter-
1
connection is made behveen this union and an
oil jet, attached to the front face of the
crank.case, which directs oil upon the reduction
gears. A breather is spigoted into a large
hollour boss on the left-hand side of the slinging
eye and is retained in position by studs passing
through a flange fo1med · in its QO<ly. The
breather b3dy is a simple sleeve containipg
baffles in its bore. Its lower end connects
with the ioteri~r of the casing while the upper
end pe1111its breathing to atmosphere.
58. The inclined faces of the crankcase are
machined and bored to receive the liners of
each cylinder block.. Each bore is chamfered
at its outeT edge to receive the rubber joint ring
around each cylinder liner spigot. Each facing
is bored to receive 14 s~uds by which the
cylinder block is secured in position. The
four end studs have cap nuts, while the others
are provided with bridge pieces and nuts. The
cap nuts tor the front and rear studs prevent
oil from the camshaft covers escaping past the
markset applied -secure#7104462
threads and down the studs. Each stud has
a collar at its Io,ver end which seats on a facing
recessed in the crankcase.
59. The rear end of the cralikcase h,a s a
spigot concenttjc with the crankshaft a.xis upon
which is centralized the wheelcase. In addition.
there is an ic1egular composite face which mates
with a similar face on the front of the wheel-
case; thjs is in the fo1:ui of a central rectangular
face with extensions to right and left which
are for the turning gear and generator drive
casings respectively.
The wheelcase is held to the caukcase by
means of studs and set-screws, a gasket being
used to fo1m an oil-tight joint. Immediately
over the generator drive casing is a studded face
with a hole in its centre for the reception of
the pipe extension provided for the lubrication
of the generator drive. The hole in the facing
connects with a long ~-~..rse passage drilled
in the casing and through this passage oil _is
taken to the idler aod driving spindle bearing
housings.
66. . On the port side of the crankcase is -a
rectangular facing for the generator and inter-
cooler pump bracket casting~ which is secured
to it by means of four set-screws. A hollow
horizontal boss fo1med integrally with the
left-band rear engine mounting foot houses the
·generator driving shaft and rts bearing3.. A
slinging lug is also formed on each of the reaJ"
mounting feet.
\

4 8
5
6
markset applied -secure#7104462

4--

g
7. Gc11erator dri,·e st1aft
4. 1,·ro11t 1nou 11ti11g foot h o u sing
Propeller sllaft rear \)caring 5. l{car m o1111 ting foot ~. Slinging lu g
1.
n c)osing 6.
Gc11<..·rat ()r ancl i 11 t e r co<J ler 9. l·'aci n gs f t>r oil gal ler)·
...
'} Reductio11 gear pi 11 i<Jn r<..\ar
bearing l10,1s1n~
pun1p llri,·e l1ousc facin ~

3. Crankcase brcatl1cr
FIG. recess
15.-C R.\.NKL \.SE - UPPF-R POR'f!ON - C \BIN SL r1rncHARGlrn 'fVPE
 A.P.1590P, Sand U, Vol. 1, Sect. 4, Chap. 1
Th·i s leaf issued w·ith A .L. No. 1
1ltly, 1944

1--

2--

24731

markset applied -secure#7104462

a-.....
3-

247~2
--------9~---J.----....J
7. Electric generator drive
I">ropeller shaft rear bearing 4. Front mountin.g foot shaft housing
1.
housing 5. Rear mounting foot 8. Slinging lug
-.
') !{eduction gear pinion rear Electric generator 9. Faci11gs for o,il gallery
bearing housing 6. 10. Spherical oil seal
mou!lting bracket
3. ("'rankcase breather
FIG. 16.- CR.'\.NKCASE-UPPER PORTION-NON-CABIN SUPERCHARGER TYPE
 On the starboard side of the crankcase is a
facing for the attachment of the relief valves
unit which is held in position by four bolts.
Holes in the mating faces permit the passage
of suplus oil from the relief valves unit to tl1e
crankca
•
se. Below, and to the rear of t11e
facing for the relief valves unit, is a joint for
connection with tl1e oil thermo1neter bottle,
from which oil is fed t o the main bearing via
the oil gallery pipe.
61 . '°l"he engine mounting feet are each bored
vertically fc)r t,\~o I10Jding-down bolts and are
faced horizontally on upper and lower sides.
1"he frc)nt feet are bored with limited clearance
for the bolts aqd the1·eby locate the e.ngine 011
its n1ounting \vhile th,c rear feet bolt boles have
1nore c learance an(l so allow for longitudinal
c x pa.nsjo11 o f the engi11e relatively to tl1e
bearers.
Bet\vec11 the bearers and each engine fo,o t is
})laced a packing strip, those under the fro11t
feet b eing of Ferodo, and those under the rear
feet bci-ng f>f hard rubber. The rear feet are
a lso cac]1 s urmounted with a further rubber
packing strip a nd alu111i11ium-alJoy t f)P plat·e.
Tl1e h0Jdi11g-do\vn bolts are pullec! do,\rn tightly
for t11c front feet, but 011ly mocleratel), S<) for
the rear feet, tl1l1S permitting longitudi11al
~xpansio n of the engine.
62. 1"'he studs screwed vertically into the
rectangular n1ai11 bearing housings are of
tl1rec varieties. 1'ho·s e for the centre. bearing markset applied -secure#7104462
l1ousing 11a ve two sl1ot1lders and are similar in
length, but the right-hand stud is of greater
diameter. The remaining studs are similar in
design except that those on the right-hand side
have a deeper central shoulder which positions
the bearing caps, so that the oil passages which
are drilled i11 tl1c caps register with the feed
passages from tI1e oil gallery pipe. Each stud
is fitted at its bottom end with a split-pinned
nut.
63. 'l"'J1e bosses -formed on both sides of the
crankcase near tl1e joint face are drilled through
horizontally across tl1e bore of the crankcase
to leave se, en pairs of holes to receive the 14
1 bronze to deal with crankshaft thrust.
bolts which J)ass through the main bearing caps
to provide additional support. The bolts
are passed tl1rough the crankcase from the
s tarboard side, plain washers bei11g inserted
bet\veen the l1eads of ,e ach and the crankcase.
'I'l1cy are dra\vn 11p to tl1e case by split-pinned
11uts and plain wasl1ers on the port side of the
crankcase .
64. T,vo brass plates are atta.c hed ·b y screws
to the p<>rt side of the crankcase. 1'he first
is th·e engine data plate, while the second gives
the firing order of the cylinders.
65. Studs are screwed UJ) into the lower
jcJint face of the upper portion of the crankcase
tc> provide the means of attacl1ment to it for
the lower portion, a Vcllumoid jointing washer
being use·d between the joint faces of the two
portions. Four of the stud sockets are deeply
recessed. and with the lower half of the crank-
case in position, are taper reamed for the
reception of flanged locating dow,e ls.
Bearing caps
66. The beari11g caps are arch-sl1aped
aluminium-allo·y forgi11gs whose side a11d top
faces are machined and bedded to push-fit into
the rectangular housings in the crankcase webs.
Each cap is drilled vertically for the t,y-o
securing studs, the ''A'' side stud l1ole being
cou11terbored to fit closely a collar on the ''A''
side stud; this feature ensures that the cap
\vill be fitte<l the same way each time it is
assembled and also serves to locate the cap
endwise. 1~he cap is also drilled vertically in
the centre, cou11terbored and tapped at the
lower end to receive an extractor scre \v, antl
taper reamed at the i11ner e11d t o acce?t the
do,vel by which the bearing shells are pre"\'ented
from rotating. The cap is grooved internally
and has a pair of horizontal holes drilled t o
n1ect the oil inlet holes in the crankcase ,veb,
thus forming the necessary ducts for tl1e
passage of oil as s hown i11 .fig. 8, Chap. 3.
Two transverse holes arc drilled through each
bearing cap to clear the lateral bolts by ,vhic11
the crdnkcase is stiffened. The fro nt bearing
cap carries on its forward side the p ointer
,vhich is used wl1en timing the e11gine. It is
mounted on t\VO small studs and secured i11
position by mea.11s of 11uts a11d washers .
Crankshaft bearings
67. Tl1e cra11kshaft bearing3 are semi-
circular flanged steel shells lined internally ,vith
lead-bronze, and fitted in pairs-upper and
lower lialves-in the housings formed b),. tl1e
crankcase and bearing c.a ps. Regarding the111
fro1n the front end, bearings No. 1 and 7 are
not grooved, No. 4 has short grooves on eacl1
side and No. 2, 3, 5 and 6 hav·e complete single
annular grooves. Two holes in each lo\v·cr
half are fed with oil from grooves in tl1e cap.
The centre bush is wider than the others and
has deeper flanges which are faced ,vitJ1 lead-
Main bearing oil gallery
68. This is a lig-h.t -alloy pipe which acts as a
distributor for the main pressure oil ,vhich it
receives through a central elo11gated slot from
the two vertical passages drilled in tl1e central
crankcase web.
A vertical supply passage leads oil up,var<ls
from the slot and to the horizontal passage in
the bearing cap. The slot is sealed by tl1e large
central oil pipe bracket wl1ich grips tl1e oil
pipe in a split bore tightened by a ·b olt. On
each side of the elongated hole in the pipe are
three equally-spaced plain circ,1lar holes \\rhich,
in c<)njunction with smaller split brackets
attached to the respective underside faces <>f
the crankcase ,vebs, supply pressure oil to their
respective main bearings through similar supJ)ly
 This leaf issued ·with A .L. No. 7 A.P.1590P, Sand U, Vol . I, Sect. 4,. Chap. 1
July, 1944
passages 1n the web and cap as those employed co-axial unbushed holes on each side of the
in the central bearing. Both ends of the tube casting are fo·r the driven gear spi~dles for the
are sealed by means of a castellated screwed plug. pressure and rear scavenge pumps. The two
holes in the centre of the casings are the inlet
Lower portion of crankcase ports to the scavenge pumps. The front hole,
69. This is a trough-shaped aluminium-alloy whi,c h is the front scavenge pump inlet, is
casting having a rounded bottom between a serve,d by a duct leading t o the bore of the front
shallow rectangular sump at th,e front end and a filter housing, whil~ tl::e rear hole or rear
deep rectangular sump at the rear end. The scavenge pump inlet is served by a duct leading
rear end is faced for tl1e wh,e elcase which is to the bore of the rear filter housing. Small
secured to it by bolts. This face incorporates, oil ducts in the floor of the casting convey oil
at its lo,ver edge, two holes through which drain from the deliv,e ry passage in the pressure pump
oil from the wheelcase returns to the crankcase. for the lubrication of various bushes of the
The top facings are flat and conform to the pump.s unit.
studded facings O·n the underside of the crank-
case upper portion. Four hollow taper dowels 71. A second pair of holes, one bushed and
fit into circular sockets in the two portions and the other unbushed, to the left of the rear
ensure correct register of the en,d facings with scavenge pump position, act as lower bearings
their respective flanges. for the low·e r ends of the front scavenge pump
70. The underside of the floor of the deep dnving and driven spindle bearings respectively.
rectangular sump in the rear is faced in one
plane to take, on the port side, the two scavenge A facing on the right-hand wall of the rear
filter caps ,vhich spigot into sockets in the sump is for the attachment of a right-angled
casing, and in the centre, the pressure oil pump. elbow, the i11ner end of which connects, by
The outlet union from the pressure pump means of a short flanged tube, with the gland

markset applied -secure#7104462

0 0
. . .. ' . ' . . ·~ ....

• 39836

FIG. 17.-MAIN BEARING CAPS, SHELLS AND OIL GALLERY

connects, by means of an external pipe, with incorporated in the outlet port on the scaverig,e
the thermometer bottle on the starboard side pumps. 'b ody. The outer end of this elbow
of the crankcase. A further pipe connects the connects, by means of an external pipe, to the
the1 mometer bottle with the inlet union of the scavenge relief valve situated on the right1.hand
relie·f valves unit. Immediately in front of the side of the carburettor, via the supercharger
oil pumps is a faced circular housing which operating servo unit attached to the base of
accommodates the drive for the hydraulic the wheelcase.
pump. The scavenge pumps body is attached to the
On the upper side of the floor correspondipg floor of the crankcase sump by studs and
to these facings are, from port to starboard., bolts. The pressure pump is similarly attached
t,vo facings for the scavenge filter casings and to the underside of the casting and is also
a central facing on the same plane for the two positioned by means of a steel dowel pinned in
scavenge p.u mps. The double-bushed hole in a boss integral with the mounting flange.
the centre of the floor receives the centre of 72. A baffie . .plate, of sheet duraluminJ is
the oil pumps driving shaft, while the smaller attached by eight bolts furnished with distance

F.S. / 13
pieces to the top side of the cas,t ing forward of
the rear sump. T his baffle, by collecting much
of the oil thrown o,ff by the connecting-rods,
assists in the drainage of the oil to the sump.
Mild-steel washers are fitted under the heads of
the bolts to prevent damage to the baffle and
the bolt e nds are lightly riveted over the nuts
t o lbck them. The distance pieces on the side
walls are of aluminium, and those in the
troughs are aluminium forgings, which act as
split clamps for the scavenge suction pipe
leading from the forward sump t o the for,,/ard
filter casing.
The pipe, of steel tubing, has a triangt1lar
flange brazed to its rear end for connection vlith
studs, nuts and plain washers to a boss on the
side of the front filter casing; at its forward e ncl
it is belled and forme d with a bend to enable it
to ·dip into the forward sump.,

1 9

24733

5 4 8 markset applied -secure#7104462

24734

J. Sea venge oil outlet union 3. Scavenge pumps mot1nting 6. Baffle

2. Pressure pump mot1nting face 7. 1'iming inspecti on plug
face 4. Front filter 8. L,q ckheed pump mounti11g
5. Rear filter 9. Pressure oil outlet union

FIG. 18.-(:R.<\NKCASE-LOWER. PORTION

 1'his leaf issued with A.L. No. 7
July, 1944
HYDRAULIC PUMP DRIVE (CRANKCASE)
73.The hydraulic pump may be driven
through either a vertic,a l drive h_o using or a
combination of the same vertical drive housing
with a horizontal drive housing, according to
the type of. hydraulic pump fitted. These
housings are attached t.o the underside of the
crankcase lower half immediately in front of
the pressure oil pump.
The horizo11tal drive is driven through
bevel-gears from the vertical drive shaft
through a spur gear meshing with the seco,nd
spur-,vheel o f the composite gearvvheel mounted
on the oil pump driving spindle.
7 4. The vertical drive sl1att is carried in a
hollow casting "vl1ich spigots into the crankcase
aperture. A flanged bronze bush is pressed
into the hollow boss in the centre of the casting
to r eceive the Io,1/er end of the drive shaft.
The top of the casting is counterbored foz: the
reception of a ball-bearing which supports the
driving shaft. Tl1e 011ter race of this bearing is
retained against a shoulder in the casting by
means of a circlip-locked nut screwed to a
threaded extension of the casting. Above the
ball bearing the shaft is splined for the reception
of the driving spur gear. The spur gear and
consequently th,e ball bearing inner race are
drawn up tight to a shoulder midway on the
driving shaft by means of a tabwashered nut.
The driving shaft is splined intern,a lly at its
markset applied -secure#7104462
to,p end for connection to the coupling shaft
for either the hydraulic pump or the horizontal
drive.
A steel disc ex_l)anded into the top end of the
driving shaft serves a dual purpose in acting as
an oil seal and limiting the upward movement
of the coupling shaft. An oil seal is fitted to
tl1e lower end of the driving shaft and is held in
positjon by the flanged lo,w er end of the oil
!ube, wl1ich is sect1red to the casting by means
of three studs and r1uts. The oil pipe extends
right up i11side the bore of the driving shaft
to prevent tl1e escape of oil.
REDUCTION GEAR (C ABIN SUPERCHARGER TYPE)
1
General
78. Tl1e reduction gear (see fig. J9, 20, and
21) is of the single spur layshaft type and is
housed partly in a casing bolted to the front
end of the crankcase and partly in the crankcase
itself. The casing is located upon the crankcase
by means. · of a spigot concentric \Vith the
propeller shaft. The driving pinion is
c,o ncentric with, and is driven by, a short
coupling shaft from the crankshaft. A further
pinion and an idler gear, mounted on the
starboard side of the casing, transmit the drive
F.S. / 14
A.P.1590P, Sand U, Vol. I, Sect. 4, Chap. 1
75. The horizontal driven shaft is l1oused in
a separate casting which is attached, by means
of a horizontal face, to the lower half of th~
crankcase, and carries the hydraulic pump
spigoted and bolted . to a vertical facing. The
horizontal driven bevel shaft is splined
internally at its rear end for engagement with
the waisted coupling shaft, by means of which
it is connected to the splined pump spindle.
Its rear end is carried in ihe inner race of a
ball bearing, the outer race of ,vhich is held in
an internally-lipped housing in the casting and
retained by a screwed and circlip-locked end-
cap.
76. A partition is formed towards the front
end of the casting and a circ ular aperture in
this partition enables a flang,e d housing to
spigot into it. This housing is retained by
means of studs and nuts and receives the outer
race of a ball bearing which is secured in place
by a circlip. The inner race carries the front
end of the driven bevel shaft and a tabwashered
lock-nut draws the race and its adjusting washer
up against a shoulder formed on the shaft.
77. Tqe upper end of the vertical driving
bevel shaft is carried in the inner race of a
ball bearing \.Vhich is retained in a flanged
housing in a similar manner to that described
for the forward end of the horizontal driven
bevel shaft (see para. 76). The lower e nd of
the driving bevel shaft forms the inner race of a
roller b earing, the outer race of tvhich is secured
to a flanged housing by a spring ring.
The hou~ing is attached t o the casting by
means ,o f setscrews. 'fhe shaft is splined
internally for connection with tl1e co upling
shaft from the crankcase drive and a spring ring
is inserted below the splines to limit downward
movement of this coupling. Lubrication of
the gears and bearings described is performed
by splash from a quantity of oil contained
within the lovver casting and s11pplied to this
casting by an oil nipp1,e screwed into a boss
on the side of the casting.
from the propeller shaft gear to the cabin
supercharger coupling shaft. All these shafts
run in roller bearings, the propeller shaft
.havipg, in addition, a thrust ball beari!).g
enabling the engine to be used 1vvith tractor or
pusher propelle-rs, the driving pinion being
located axially by the forward r oller- bearing.
Lubrication of the g·ears is effected through
an oil jet mounted in the crankcase ,vhich
d~rects oil on to the teeth as they come into
mesh; the resulting distribution by splash
serves to lubricate the bearings.
 A dual-drive unit is fitted to the reduction·
gear co,,er for the purpose of driving th,e
propeller constant-speed and vacuum pump
units which are bolted to it.
Cor.J.WDg shaft
79. The splined ~oupling shaft, which fits
the splined flange on the front end of the
crankshaft and the splined bore of the forward
end of t he driving pinion, is free to float end-
wise between the flange of the crankshaft and
the rear edge of the pinion. It is hollow and
shaped as shown in fig. 19 and 20. The front
face of the rear or large gear is lipped internally
for the purpose of catching oil which is lead to
the meshed ,g ear teeth through holes drilled in
the gear flange.
Driving pinion
80. The driving pinion (see fig. 19 and 20)
is hollow and bas an inner roller bearing race
formed at each end. Just forward of a shoulde1

2.____._

markset applied -secure#7104462

39834

t . Propeller shaft gearwheel 4. Driving pinion 7. Cabin

. . supercharger drive
2.. P ropeller shaft rear roller race 5. Driving pinion rear roller race p1ruo n
3. Oil tube for propeller pitch 6. Idler gear '\\r]1e el 8. Propeller hub centring con,e
control 9. Coupling shaft

FIG. 19.-REDUCTION GEARS, REAR VIEW-CABIN SUPERCHARGEa TYPE

This leaj issued with A .L. No. 7
July, 1944
in front of the front face is a narrow spigot for
a ring which is part of the ir1ner race; extending
forwards from this spigot is a screwed portion
to receive the cap nut by which the ring is
retained. The outer race of the forward roller
bearing is retained in its liner by means of a
steel plate held in position by the dual-drive
unit. The forward end of the pinion is splined
internally to mesh with the forward end of the
coupling shaft and the rear en,d of the dual-,d rive
unit coupling.
81. The splined rear end of the dual-,d rive
unit coupling is retained by the internal lip of
the cap nut screwed to the front end of the
driving pinion hub. The front end of this
coupling shaft engages the driving bevel
housed in the dual-drive unit (see para. 106).
Gear casing
82. The cast aluminium alloy gear casing is
elongated in for111, with a broad~r section where
it covers the propeller shaft gear and an
extension on the starboard side to house the
cabin supercharger driving gears. Concentric
with the propeller shaft axis is a large faced
circular aperture for the reception of the
:flanged housing containing the ball thrust and
roller bearing races for the propeller shaft.
An oil seal housing is spigoted into the bearing
housing and both are secured to the gear casing
by means of bolts which pass through holes
markset applied -secure#7104462
in both housings. The fla.n ge on the bearing
housing has three equally spaced tongues which
are drilled for the reception of cowling attach-
ments. · propeller shaft and is followed by a washer and
A small compartment cast in the top of the
gear casing collects splash oil which drains
through a hole in its base on to an aligning hole
in the bearing housing situated mid-way
between the ball thrust and roller bearing races.
At the top of the gear casing a bushed boss,
normally blanked by a plug, provides attach-
ment for a lifting eye. A second compartment,
incorporated in the gear casing immediately
underneath the propeller ball and roller
bearing housing, also collects splash oil which is
lead thr,o ugh various drillings to the forward
end of the dual-drive unit .
Propeller shaft
83. The universal propeller shaft of nickel-
steel is hollow throughout its length and
CABIN SUPERCHARGER DRIVE-MERLIN 73, 77
Idler gear
86. The idler gear consists of a thin spur
gear, mounted on a ball bearing, which meshes
with the propeller shaft gear and the driving
pinion. The bore of the gear receives the
outer race of the ball-bearing ,vhich i~ secured
to it by a spring circlip, while the inner race fits
over a sleeve on the end of the housing. The
F.S./I5
A ..P.1590P. S and U, Vol. I, Sect. 4,, Chap. 1
furnished with a fl<\nge near its rear ,e nd, on
the forward face of which is bolted the reduction
gearwheel. At the rear end is formed a
shoulder and seating for the inner race of the
rear roller bearing and the shaft is screwed
for a retaining nut. Forward of the r,e duction
gearwheel the shaft is machined to receive the
ball, thrust bearing, a shoulder being forn1ed at
th,e rear of the machined portion to provide the
abutment for the b earing. The shaft is again
stepped down to suit the inner race of the front
roller bearing and scr,e wed for another retaining
nut. Extending forward from the screwed
portion, the shaft is slightly reduced in diameter
to take the centring cone for the rear end of
th,e propeller hub. In front of this the shaft is
parallel and splined to receive the p ropeller
hub, then reduced one e more to a screwed
portion at the front end which takes the hub
retaining nut.
84. The propeller shaft ball thrust bearing
fits loosely into the housing against the flange
at the rear e nd, followed by the inner and outer
distance rings; the roller bearing outer race, an
adjusting washer and, finally, the flanged end
plate containing the oil seal. The oil seal is
:retained in the end plate by means of· a spring
ring. The roller bearing inner race abuts
against the inner distance ring and is followed
by a washer, the tabwashered retaining nut,
the oil seal sleeve and the propeller centring
cone. The rear roller bearing inner race abuts
against the shoulder for r11ed at the rear of the
the tabwashered retaining nut.
85. The rear end of tl1e propeller shaft
receives a holJow oil feed adapter which is
retained by a circlip-locked sleev,e nut a.nd
driven from splineways cut in the shaft ·w hich
m,e sh with splines on the for.w,a rd shoulder of
the adapter. The adapter is shaped internally
for the reception of the propeller oil tubes;
for a description 0 f these, see A.P.1538E, Vol. I.
1
The Rotol variable pitch propeller employed
on the·s e engines has the oil supply directed t ,o
the inlet union of the dual-drive unit, and its
operation is by means of two pipes wl1ich
connect the constant-speed unit to the t\vo
unions on top of the crankcase.
complete assembly is then retained in position
on its housing by a washer and a spring circlip.
The dowelled housing is secured to the reduction
gear casing by four studs and nuts.
Driving piuio.n
87. The driving pinion engages with the
idler gear and consists of a thin spur gear
integral with a short hollo,v sl1aft w]1ich is coupling and a coupling flange at its forward
m ounted in t,vo ball bearings~ The shaft and rear ends respectively. The coupling at
passes tlJro ugh the inner races of th.e ball the forward end engages the splined bore of the
bearings and through a distance piece interposed driving pinion, while ·the coupling flange at
between them, and is retained in position by a the re·a r end has another splined coupling for
spring circ lip re cessed into its fonvarid end.
1
en.g agement ,vith the cabin supercharger
The hub of the shaft is sp ljned i11ternaJly for coupling shaft bolted to it. The driving shaft
engagement ,vith t he forward end of the <jriving passes through the oi 1 relief valves unit at its
shaft. The outer races of th e ball b<;arings rear end, but the rear coupling is carried in a
are carrie d in a sleeve pressed into the bearing bush pressed into the central boss in the relief
housing and are retained in the slee~ve by valves casing. Forward movement of the shaf1
spring circlips . The housing is spigot€~d into is limited by a shoulder formed on the front
t l1e reductio n gear casing and sec ured, tc>gether coup ling, while any backward movement is
1

w ith its blan king cover , b ) r six studs ancj nuts . restrict ed by the flanged ends of the bearir. g
bush, \vhich also takes the driving thrust.
Driving shaft The forward half ·of the sh a ft is similarly
88. The driving shaft consist s of ,a 1011g enclosed by a guard tube supported in t,vo
J1ollo,v st eel tu b e t o \vl1ic h is \1/elded· a splined gland housings.

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1' O il feed tu be for propE!ll er 3. Propeller shaft gear-,vheel

11itch co11trol 4. Connection for slin.g ing eye
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I,ropeJler sJ,aft rear rc)ller
race
6.
7.
Driving pinion
Propeller hub centring cone
8. Engi11e coupling sl1aft

FIG . 20.- REDUCTION GE.A.R!i, RE .·\R VIEW-NON-CABIN SUPERCH_-\RGER TYPE

 This leaf issued wit}i A .L. No. 7 A .P.1590P, S a.nd U, Vol. I, Sect. 4, Chap. 1
July, 1944

REDUCTION GEAR (NON-CABIN SUPERCHARGER TYPE)

General
89. The reduction gear (see :ti.g. 21) is of the
single spur layshaft type and is housed partly
in a casing bolted to the front end of the
cra,n kcase and partly in a ,c omplementary casing
formed integrally with the front end of the
crankcase. Th,e former detachable portion of
the casing is located by a spig,o t concentric
with the propeller shaft.
The driving pinion is concentric with, and is
driven by, a short coupling shaft fronl tl1e
crankshaft; the propeller shaft, which is
extended at the forward end to take tl1e
propeller hub, is arranged above arid parallel
to it. Both shafts run in roller bearings, the
propeller shaft also having a thrust ball bearing
enabling the engine to be used vvith tractor or
pusher propellers, the driving pinion beiog
locat ed axially by the forward roller bearing.

markset applied -secure#7104462

6
2

I
4

I. Vacuum pump 4. Low-pressure feed pipe to 6. Return and delivery pipes to

2. Propeller governor contro] reduction gear oil jet propel] er hub
unit 5. liain-pressure feed connec-
3. Universal propell,e r shaft for tion to prop·e ller governor
constant speed propeller control unit

FIG. 21.-REDUCTI,Q N GEAR U.NIT

F .S. / 16
 A timing ring is arranged on the d:riving gear
on the front flange of the c·r anksblaft and a
pointer plate on the front 1nain bearing cap;
t he r egister of these items can be c~scertained
by r emo v.a l of a scre,ved p lug leit into an
oblique boss facing fonvard at the lower end
of t h e crankcase lower portion .
Lubrication of the gears is throu,g h oil jets
which are suppl,ied fron1 the low.. pressure oil
system. The oil is directed on to the teeth
as they come into n1esh and the resulting
distribution by splash serves to lul)ricate the
b earings . Engines equipped to use constant-
s p eed t~rpe propellers nave an additional drive
unit f c>r the governo r device as ,vell as a
, , a c 11111n pump mounted 011 the redt:tction gear
cove r .
Coupling shaft
9(). ·r ·h c driving p1n1,o n is dri,ven by a
~plinc <l coupling s11aft whicl1 fits the splined
flange on the front c-nd of the cranlkshaft and
tl1e s 11lin e cl b or e of the for,vard end of ·the driving
pinio11. TJ:1e coupling shaft is held concentric
by t he :fitting of its splines in these parts, and
it is free t o flc)at e11d \v·ise h etwee11 th.e fl.ang-e of
the crankshaft a11(1 t h e r ear edge of 1:hc driving
pin io11. 7 he co u1Jling ~haft is h ollow ,:tnd shaped
a s shov.rn in fig . 19. 'fhe front face of the rear
o r large gear is lipped internally for the purpose
o f catching oil, v.rhi<.~h is led to the m.esl1ed gear
t eeth tl1rough holes drilled in the g·ear flange.
Driving pinion
markset applied -secure#7104462
91. The ·d riving pinion (see fig. 19) is hollow
and bas an inne!" roller bearing rac,e formed at
each end. Just forward of a shoul der in front
1
of t h e front face is a narrow spigo·t for a ring
,vhicl1 is par t of the inner race, artd from the
spigot to the extreme forward c~nd of the
pinion is provided a screwed portio·n to recei_v e
a hollow cap nut by which the driving shaft for
the dual-drive unit is retained~ 1"he forward
end of the pinion is splined to me:sh with the
forward end of the coupling shaft .
92. The splined rear end of a propeller
constant-speed governor unit and vacuum pump
drive coupling engages with the front:extremities
of the splines in the bore of the dri·ving pinion.
This flange is retained by the int,e rnal lip of
the cap nut screwed to the front end of the
driving pinion hub. The spiined front end of
this coupling shaft engages the d1~iving bevel
housed in the drive unit mentioned .
Gear casing
93. The cas.t aluminium allo)r reduction
gear casing is spigoted to the front face of the
crankcase and attached to it by me.a ns of studs
and bolts. It is elongated in forrn, having a
broader section where it covers tl1e propeller
shaft gear than where it covers tht:: crankshaft
gear.
Concentric with the propeller sh;:1.ft axis is a
large faced circular aperture for tl1e reception
of the housing containing the ball thrust .a nd
roller journal races for the propeller shaft.
This housing spigots into a circular aperture
in the co·v er and is secured to it by means of
bolts which pass through a drilled flange
integral with it.
94. A small open compartment cast within
the cover and situated at its top collects splash
oil; this oil drains through a hole in the base of
the compartment on to an aligning hole in the
top of the bearing housing and situated midway
between the ball thrust and roller journal races.
At the top of the casting a bushed boss, blanked
by a plug, provides attachment for a lifting eye
as an aid to dismantling the gear unit.
95. A second open compart1nent is
incorporated in the casting immediately under-
neath the propeller thrust and journal race
housing; the splash oil collected here is led
through a short vertical and then horizontal
drilling; the latter breaks out of the face of
the lo\ver bearing housing where it aligns \\rith
passages in the end cover for the putp,o se of
conveying oil to the dri,1 ing pinion and coupling
g,e ar teeth.
The roller bearing supporting the front end
of the driving pinio11 hub is fitted to the lower
circular housing in the casting. The outer
race itself is carried in a flanged ring, and
another flange on the race spigots into a
recess in the housing. The race is retained by
means of a ring plate which is sandwiched
between the face of the reduc-t ion gear cover
and the casing which houses the du~1J drives as
explained in para~ 106 to 109. The casing is
secured b)r means of studs and spring-washered
11uts.
The oil hole breaking through the tace of
the lower housing aligns with the oil passage
incorporated in the end cover; th.is passage
terminates in a delivery spout which directs oil
on to the splines of the coupling shaft. In
the case of the drive unit, internal passages in
the drive casing lead the oil to the drive gears
1
and bearings. The direction of rotation of the
crankshaft is engraved on the end cover.
Bearing housings and bearings
96. The casings are bored to receive the
steel housings for the driving pinion and
propeller shaft bearings. The pinion front
bearing housing of mild-steel is formed with an
external flange at the forward end. The
outer race has a spigot which locates the ,e nd
dual-drive housing.,
The bearing housing spigots tightly into the
reduction gear casing from the front. The
pinion rear bea.r ing housing held in the crank-
case is of mild-steel and is of similar shape to
the housing just described. The housing
spigots from the front tightly into the crankcase
half of the reductio,n gear casing, to which it is
secured by means of clamping plates, studs
and tabwashered nuts.
This leaf issued witJi A .L. No. 7
July, 1944
97. The rear roller bearing of the propeller
shaft has a plain housing which is held in the
aperture by clamps secured to the forward face
of the aperture by six studs and split-pinned
nuts.
The front roller bearing and the thrust
b,e aring of the propeller shaft have a common
housing which spigots from the front into an
aperture in the front casing, to which it is
attached, in addition t o a flanged oil-retaining
gla11d h ousing, by 12 square-headed bolts. T11e
bolts are fitted with spring rin gs which prevent
them being p ush ed inadvertently into the
casing~ and are dra,vn up by sp lit-pinne d nuts.
The housing is o f n1ild-steel and the flange on
t he 11o using has three equally-spaced tongues
which are drilled for reception o f cowling
attachments . All the bolt holes in the fla11ge
are evenly spaced except the two top ones;
t his arrangement is t o e n sure that the housing
can be fitted in only o ne way and, the refore,
t hat the o il-collecting hole drilled radially
through the wall of t h e hou si ng will b e tlpper-
most a11d directly underneath an oil drain
channel at the top o f the casing. By this
means oil is directed both t o the thrust b earing
and t o the roller bearing.
98. The_ thrust bearing fits loosely into the
housing against the flange at the rear end,
follo\.ved by a g rooved distance ring, the roller
markset applied -secure#7104462
bearing outer race, an adjusting washer, and
fin.a lly a fla n.g ed e nd plate containing the
Gits type oil-seal.
-
The grooved dis tance ring of aluminium
bronz,e is of rectang ular sectio n with each
flat side grooved radial ly, the grooves in one
face being staggered in r elation to the o the r;
these gro~ves allo,v free p,a ssage of o il to the
bearings on either side. The adjusting wa~her,
of mild-steel, is of rectangular section, g round
on b oth faces and fini shed t o enable the specified
end clearance for the o uter races of the b earings,
when assembled in the ho using, to be obtained.
99. The flanged end plate spigots into the
front end of the bearing h ousing,, the rear end
of the spigot abutting against the distance ring.
Moreover, the housi11g itself is not ext ended
past its securing flange, which has the three
equally-spaced ears for cowling attachment.
Both bearing housing a11d oil gland end plate
are retained by the same bolts and nuts as are
u sed to sec t1re the h o u s ing flange t o the face
o n the cover casting.
100. The driving p,inio n b earings are of tl1 e
caged roller type. The groovecl inner races
for the rollers are formed integrally with the
driving p inion hub~ T he outer races are
tight fits in their respective h ousings. The
front outer race is grooved and has a spigot
formed on its front end to receive the e nd
cover casting.
F.S. / 17
A .P.1590P, S a.nd U, Vol. I , Sect. 4, Chap. 1
The propeller s haft r ear r o ller beari11g l1a:; a
plain outer race and an ext ernally g rooved
inner race on which runs the caged roller
bearing. The front roller bearing is sitnilar in
pattern but the front groove for the inner. race
has a d etachab le r ing t o allow the cage of
ro llers t o be slid o,n to tJ1e hub of the gear .
This ring seat5 in a r ecess and js retainecl b}'
the cap nut.
The propeller shaft thrust ball bearing js
of the deep groove, caged, single r o~r, spl it
o uter race type. The i11ner race is a press-fit
o n the propeller shaft, but tl1c halves o f the
outer race have some clearance in tl1c l10 11sing
so t11at the b eari11 g is 11c)t caller} upo11 to take
any j o 11rnal loads.
101. The u11ive rsal propeller sJ1aft of nicl(t\ 1
steel, is ho ll o,v througl1out its ]engtl1 an(l
furni sJ1c d with a flan ge n ear its rear c11d. on tl1t:
forward face of \vt,ic 11 is bolted the re<lucti<>11
gearwheel.
At the r. ear end is forme<l a shoulder antl
seating fo r tl1 c inner r ace o f the· rear roller
bearing, an(l t he shaft is screwed f<)r th e
r etai11ing nut and s lotted longitt1dina11)- at two
diametrically-opposit e points for the t\vo
internal tabs of a lock-,vasher. 1"'11e flange is
faced circumfcre11tially and on its for,,tard face
for the gearwheel , vh ich spigots into, ancJ is
bolted to it with ten square-heacled ta1)Pred
shank bolts.
F orward o f the flange the shaft is n1act1i11<.'d
to receive the thrt1st bearing, a 5hot1l<ler
b eing formed at the r ea r e nd of tl1e 111acl11 11ed
portion t o .p rovide the abutn1e11t f(,r tl1e
bearing . The s haft i8 again stepped do,\v11 to
suit tl1e i11ne r race of the front roller bearing
and scr ew ecl for another retaini11g nut. T\VC>
diametrically-opposite k cyways arc ct1t i11 this
plai11 and screwed portio11 of the sl1aft to take
the two internal tabs <>f a lock-\vasher b)' wl1icl1
the nut is locke<l after tightening up the ahc)VC
components against the for~varcl face of the
s houlde r. Forward c>f tl1e screwed porti<Jn,
the shaft is slightly r etl uce<l in diameter tc>
take the centri11g cone f(>r- the rear end of the
propeller hub. In fro11t of this, tl1 e s haft is
1
pa ralle l and splined t o receive the prt>pcller
hub, and r educed o nce more tc> a screv.·ed
portion at the front end \vl1ich takes the h u r,
retaining nut.
The universal prope lle r shaft is suitable for
use .with all presen t types ,o f pro1)eller.
102. The gear,vl1ecl is b ored and faced to
1
spigot and seat on the edge and forward face
of the propeller sl1aft flange, to which it is
bolted . T he bolts by \.\thi,:h the gearwheel is
held t ,o the flange of the propeller shaft arc of
nic kel-st ee"l and arc square-headed, taJ)er-
sbanked and hollo,ve<l to J1alf their lcngt11
from the head end . They are dra,vn up b)'
flanged ~plit-pir•n~d nuts.
 103. The aluminium-bronze distance wa~,her,
which fits on to the propeller shaft betwee11L the
inner races of the thrust and front be;:tring~s, is
of rectangular cross section.. The faces ·are
grooved to collect oil and to minimize we.ar if
c reeping of the adjacent races should occu1r.
104. 1'he retaining nut is of the splined ring
type and is cut with a right-hand thread to fit
the propeller shaft and to secure the inn,e r
races of the front and thru.st bearing:s in
position.
'fhe forward end of the body of the nut l•as a
r ight . . hand thread cut on it, and as this po1~tion
<>f the nut rotates with .sn1all clearance in. the
PROPELLER PITCH GOVE:B~NOR AND VACUUM PUMP DRIVE. UNIT
2 6
markset applied -secure#7104462
1. Coupling Rhaft 4. Me:sb a,d justing s11im
2. Vacuum-pump drive 5. Driiving shaft
3. Constant-speed g,o vernor 6. ca~;ing
drive
FIG. 22.-PROPELLER rITClI GO·V ERNOR AND VACUUM PUMP DRIVE UNH
Tlic dt1al-drive unit fitted to the 1owcr
1CJ6.
1,art of the reductior1 gear cover (see fi@r. 22)
provicJes for the mou11ting and actt1ation. of a
governor 11nit ft>r use in co11junction ,vith
constant-speed propellers a11d a vacuum ]pump
for the 01,eratiun of certain nav·igation i11stru-
meQts. 1'bis ,1nit is self-contained at1d is
driven from the fro1lt t~nd of the red1ictio11 gear
b·o re of the nut of the front-bearing housing,
these thread.s tend to prevent the escape of
oil from the housing. The nut is locked by a
washer of sheet steel, which has four tabs.
Two tabs are bent rearwards to :fit the two
grooves in the propeller shaft, and the other
two are bent forward to lit the splineways of
the nut.
105. The split centring cone is a phosphor-
bronze ring bored to fit the propeller shaft and
tapered down towards the front end to centralize
the propeller hub and shaft on their splines.
The rear face of the centring cone bears against
the forward face of the oil-seal . ring.
8 3
i473Cr
7. Oil inle't from pu1np
8 Oil outlet to prop·e ller hub
driving pinion throt1gh tl1e coupling mentio,n ed
in para. 81.
J...,11brication of the gears is achieved by
splasJl ()il from the reduction gear casing, while
the driven spindles and bushes are lubricated
from inlet oil supply to the governor unit .
1074 The light-alloy drive l1ousing has two
This leaf issued with A.L. No. 7
July, 1944
squa1·e-sectioned faced bosse·s into which spigot
the driven spindle housings, which are secured
by means of studs an·d spring-washered nt1ts.
Incorporated at the rear is. a large flange by
\vhich the whole unit is secured to the lower part
of the reduction gear cover. A small end cover
is spigoted to the front of the unit and secured
by studs and spring-washered nut.s . Bosses for
an inlet and outlet oil union are provided on
the bottom and top of the port side mounting
boss respective ly. Two smaller bosses hot1se
studs which form attachment points for
engine cowling clips.
108. The fro11t portion of tl1e unit is bored
to rccei\re the outer race of a ball-bearing
which supports the forward end of the driving
spindle. This outer 1·ace abuts against a
shoulder formed in. the bore and is l1eld in
position by the spigot of the front cover.
A wall incorpo rated in the rear of tl1e unit
contains a phosphor-bro11ze bush which supports
the rear end of the driving spindle. The
driving spindle is hollow, its . bore having
splineways at the front end to engage with the
drive coupling wl1ich transmits the drive from
the re4uction gear pinion. A bevel gear
forn1ed integrally with the spindle meshes with
the driven bevels on the lower ends of the two
driven spindles . A shoulder at the rear end of
tht'! spindle abuts against the flange of the bt1sh,
markset applied -secure#7104462
wl1ile the inner race of the ball bearing at the
fro11t end is mounted on a thickened portion of
the spindle. This inner race abuts against an
adjusting washer which is interposed between
the race a11d the shoulder- formed by the bevel
gear. A tabwashered lock-nt1t screwed on to
WHEELCASE ASSEMBLY
General
110. 'fhe wheelcase is b ,o lted to the rear end
o f the crankcase and carries the magnetos,
coolant pump, generator drive, wheelcase
vent, the hand and electric turning gear and
the fuel pump unit. It houses. the spring-drive
unit and certain shafts through which the
magnetos, camshafts, electric generator, fuel,
oil and coolant pumps are driven. Its rear
portion houses p,a rt of the impeller drive, and
the supercharger casing is a.ttached to its
rear face The spring drive unit is a torsionally
flexible shaft through which the various shafts
and wheels in the wheelcase are driven.
The hand and electric turning gear and electric
generator are driven from individual super-
charger layshafts by separate trains of gears
incorporated in the starboard and port sides
of the ,vheelc,a se , respectively.
The fuel p11mp unit is mountea on the lower
port side of the wheelcase, and is driven
F.S./18
A.P.1590P, Sand U, Vol~ I, Sect. 4, Chap. 1
the front end. of the spindle retains the in11e r
ball race in position.
109. The separate light-alloy l1ousings whicl1
c,o ntain the hollow driven spindles are generally
similar but are not i11terchangeabl e . Each
spigots into its respective boss and is securecl
by four studs and nuts; interposecl b c twee11
each flanged housing and boss is a n1esl1
adjusting washer. The inner portio11 of ea c h
housing bore has a flangccl JJhospl1or-br<>n zc
bus,h pressed into each end, thus forming an
annular space between them \\' hic l1 r ece ives o il
for their lubrjcation.
Each driven spindle is hollow, wit l1 a b eve l
gear formed integrally at its in11cr e nd, while
its outer end is grooved for r eceT)tio 11 of a
square-sectioned circlip and end ring by means
of which it is retained in the 11air of bushes .
The gover11or driving spi11dle l1as internal
splineways cut at the inner ~nd of its bo re.
while the vact1um pum1) spindle has internal
splineways at its outer end. 'l 'he drive t o the
governor is transmitted through an externall)'
and internally spline·d coupling which mesl1es
\vith the splineways in the driven spindle and
on the governor unit spindle, respectively.
A spring ring inserted in the inner end of the
governor-driven spindle limits the inward
movement of the coupling. 1"' he spli11es on the
vacuum pun1p spindle mesh direct with the
splineways of its driven spindle instead C)f
using an intermediary coupling.
The governor 11nit is retained lJy t l1e same
studs and n·uts as are used fc)r its drivc11 s pindle
housing, but th,e vacuum pump urllit is retained
by separate stt1ds screwed int(1 its (lriv e n
spindle ho·u3ing.
through a pair c>f spiral gears from tl1e lc)we r
vertical shaft.
111.Tl1P upper vertical drive shaft has a
bevel wheel at its upper end to driye tw(> short
incline(\ shafts which are mounted in the uppe r
end of the casing. 1'hese inclined sl1afts arc
coupled throygh long coupling shafts t o tl1e
camshaft driving spindles contained in th e
cylinder blocks and are known as the lower
camshaft drives. 1~hc transverse shaft , which
is ki:own as the magneto shaft, is fitted with a
serrated coupling at each end to drive the twc,
magnetos. The lower vertical drive shaft
drives the co9lant p,ump, fuel pump unit, oil
and hydraulic pumps through various gears
attached to it.
The wheelcase and the aforementio11ed
drives and units are described! ,n tl1e fc•llowi11g
paragraphs. -
 7
14--....

11

9
8 markset applied -secure#7104462

IO

3~032

]. Generator drive inter- 6. Coolant purnp inlet 11. Wheelcasc breath,e r

mediate gear housing 7. Upper vertical drive shaft 12. Fuel pump
2. Hand starter gear facing 8. Lower vertical drive shaft 13. Fuel pump priming and oil
3. Coolant pump drain 9. Turning gear idJer shaft dilution union
4. Coolant pump bearing 14. Oil feed connection
5. C~1ant pump outlet 10. Oil pumps driving gear

FIG. 23.-1W'HEELCASK A.ND GEARS~ FRONT VlEW

This leaf issued with A.L. No. 7
July, 1944
Wheelcase
112. The wl1eelcase (see fig. 23 and 24) is
spigoted and bolted to tl1e rear (,f the crankcase.
'fhe facing around the large inner circular
aperture at the back of the wheelcase receives
the dished casing containing tl1c sprir1g-clrive
unit and the s11percharger dri,~ing gears. The
larger outer f aci11g at tl1e rear provides
attacl1ment for tl1e supercharger casing, wl1ile
the tubular extc11sion underncatl1 for1ns a
spigotecl mounting for tl1e coolant pump. A
facing I<>,,· down <>n its 1)ort sicle receiveb the
ft1cl 1)utnJ> and a facecl c ircular 11ousing 011 tl1e
starboar<l side secl1res tl1e l1and-turning free-
wheel cle\"ice. Another similar facing under
the latter provides attachment for the electric
moto r antl epicyclic (}riving gear. A wheelcase
, ,cnt ancl union arc attached by means of two
st l1cls t<J th c t<,JJ of tl1e band-turni11g gear
ho11s i11g-.
113. The t,vc> faced apertures <>pposite to
eacl1 c>t11(~r i11 tl1e upper sides of the wheelcase
receive t11c magnetos and house the bearings
fc)r t11c n1agnetc> shaft. The two inclined
l10Ilo""~ b<Jsses at the top of the casing receive
the t\\·o lo\vcr camshaft drives, and tl1e
horjzon.tal facing around them receives a cover
in ,vhic11 are glands which secure the lower ends
c>f the camshaft drive guard-tubes. On the
port siclc of the ,vheelcase is a long horizontal
b<)S5 ,vI1icl1 houses tlle generator drive lay
spi11<lle ar1d a lateral gearcase extension which
forn1s a11 enclosed casing with a similar exten.s ion
<)t1 tl1e rPar of the crankcase for the remainder
t >f t 'h e gcneratc)r drive. Immediately behi11cl
tl1c starh<>~1rd 1nag11eto housing is a hollo,v bf>Ss
c<)ntair1i11g a11 c)il ada1)tcr, through which ,,il i~
fC'd t«.> t11e Sl1percl1argc~r <lri,:ing gears.
Spring-drive unit
114. ~l~l1e s 1)ri11g-clrive u11it transmits tl1c:
clri\'e fr(1n1 tl1c cra,11ksl1aft to the SUJ)erchargcr
a11d auxiliar)'" ,Jri\"cs co11tair1~d within tl1c
\\·heclca!)c. lt C(>n1priscs a Sf)licl inner shaft
a11d a h<)llt>\,. ()Uter s}1aft , bot11 o f ,vhich are
cc>uplecl t< > tl1e c ra11 ksha ft driving s lce\"C at their
frc)11t e 11<l s a11cl t<> tl1c su1)erchargcr driving s11ur
gear at their rt~ar c 11(ls . A b e ,~('} \\ }1cel SJJ1ined
7
t<1 the cc r1tre <.>f th e <)t1tt~r sl1aft dri\.·es tl1c t1pJ)er
a11cl ]()\Ver vcrti Cc.l l clri\res.
115. l'he i1111 er sl1aft of n ickel-stecl is
splined at its forward end to fit the i11ternal
spline,\'ays of the drivi11g Rlee\.·c in the crank-
shaft rear journa] bore. A ma~ter splinc\vay
,d etern1ines its position relative tc) the
crankshaft. The central portio11 of the shaft is
waisted to give.the necessary torsional flexibility,
and a splined shoulder at its r ear e11d meshes
with the spline,vays in the bub of the st11)er-
charger driving spur gear. A master spJinc\vav
is also provided at the rear end. .,
F.S./19
E (AL7)
A .P.1690P, S and U, J/'ol. I, Sect~ 4, Chap. 1
The outer steel shaft is liollo\\' and is
116.
carried at its forward end within a bush
pressed into the bore of the crankshaft driving
sleeve, while a drilled :flange at its rear end is
bolted to the supercharger driving spur gear.
. fhe
. centre of the shaft is splined to receive the
bev~l gear which drives the upper and lower
vertical drives. An adjusting washer is
interposed bet,veen tl1e .r·e ar end of this bevel
gear and a shoulder f<>rmed on the shaft. At
its forward end the shaft is again splined t o
receive the hub of ar1 inter11ally ancl externally
splined coupling sleeve, \vhi c11 connects the
shaft with the cra11ksl1af t dri vi11g sJeev·e. Thi;
sleeve is held concentric by 111ca n s <)f a bush
inserted in its bore . A long distance 1>iece is
interposed between the bev(~ l gear a11cl t11e·
coupling sleeve and the who ]<.· assembly is
drawn up against the shoulcle r 011 the sl1aft by a
tabwashered lock-nut. ·
117. The clearance between the splines of
the sleeve and the inter11al splineways c)f t t1e
crankshaft driving slee·v e allows tl1e outer
shaft to rotate through 6 deg. in relation tu
the crankshaft before, the drive is tra11smitted
througl1 it. This occurs only during shock
loads and normally the drive is taken entirely
through the inner torsion shaft whic l1 deals
effectively with normal torque fluctt1atio11s.
Should the inner shaft break, the C)utcr shaft
would dri , 1e t 11e bevel and spur gears di rcct .
markset applied -secure#7104462
Upper vertical drive shaft
118. 'l'he upper vertical dri\Yc shaft co11sists
<)f a hollo,v shaft, driven at its 1<)\ver en cl by the
spring-drive ·bevel wheel, whicl) trans rnits its
dri,·t~ to tl1e mag11eto <lrivc shaft ;t11tl tl1<~ l•)\\'cr
camshaft drives by a ske,v a11<l be\:t'. l gear
respectively, both of ,vhich are sec t1rl'cl clirect
to the shaft.
The shaft is carried in a b et 11 l)car i11g at it s
lower end and a roller bearing at its UJ)Jl(~r end.
The outer race of tl1e ball beari11g is clam1)ecl t(>
a recess in tl1e wheelcase by a c irc lip -lt)ckccl 1111t .
Interposed between tl1(· in11er race a,n(l ,t
shoulder im1nc(liateI):- abo ve th e ring <>f be\·t·I
teeth is an adjt1sting wasl1e r. e tl1e ir1ntr
..,>\. l) ()\1
race a dista11cc 11iece is fol lc),v<:·d h\' the skc,v
g~hecl ,vl1ich is k e)red tc) the ~hc1ft b\' ~t
pair Of \\10C>druff ke)'S ancl }C>Catecl b\r means f)f
a castcll(ltC<l 11ut SCCllfC(l by 'l. split-1)rn. AbO\'('
this nt1t is a11<>tl1er distance 1)iecc e.nd the ti J)per
j11ternally SJ)linc<l bevel gear vvhic h is sect1rccl
to tl1e sl1aft b~.1· a tabwashered 11t1t. A groc>vecl
shoulcler 011 tl1 e bevel shaft f(Jrms tl1e in11c r racl'
<>f the rc>l1er bearing ,vl1ile its <)titer race is
spigoted ancl stL1dded tc) a facing ir1 the \Vheel-
case.
Lower vertical drive shaft
The lower vertical drive shaft consists
119.
c)f a hollow shaft driv.e11 at its 11ppcr end by the
spring-drive beve I wheel which transmits the
drive to the fuel p um ps spindle and the oil
pump idler gear by m eans of a skew and spur
gear, respectively . T h e s,k e,w gear is secured
to t h e spur gear which in turn is secured to the
shaft. The shaft also drives the coolant pump
though an interna l coupling shaft, which is
secured at its upper e nd t o t he ve rtical drive
shaft and at its lower end t o the coolant pump
rotor s.p in dle .
120. The shaft is carried in two ball bearings,
one near each end. The outer race of the upper
bearing is retained in a detachable housing
secured to the wheelcase by means of a circlip-
locked ring nut, with an adjusting washer
inserted between it and the internal lip of the
housing. A tabwashered retaining nut screwed
to the bottom of the shaft retains, successively,
the inner rac,e of the lower ball bearing, an

l 3 11

4
5-

markset applied -secure#7104462

39833

9 10

1. Upper vertical drive sh aft 4. Starter engaging dog 8. Coolant pump inlet
bevel 5. Generator dri,ring gear .9 . Coo~ant pump drain cock
-·
()
Lower vertical d ri , ·e shaft
bevel 6.
housing
Fuel pump
IO. Coolant return from
carburettor connection
3. Ma gneto cross dri, ·e shaft "7
. . Coolant pomp 11. Oil feed connection

FIG. 24.-WHEELCA'S E AND GE.\.RS, REAR VIEW

 AP. 1590P.S&.IJ VOLi SECT. 4 . CHAP. I.
R. P. M . INDICATOR\ DRIVE FOR DRIVE FOR
DRl·VE 0 ·25 ACCESSORY l·O , . A.CCE~SORY O ·5 /
\
\
\ I, ·
\
I
I
I
• I I
/--·------ - -- - -- - - - - - -- - - . \ •' '
REDUCTION GEAR RATIOS ,,- - - - - · · - - __ _/ _

MERLIN 6 6. 70 & 71- · 0-4n ,/

MERI.IN 6Z76,7! &,85-0420
L
\
CAMSHAFTS 0 ·5
- - - ' DRIVE FOR
...... 1

,. ACCESSORY 0·792
I
/ HAND
' ~ .
TURNING GEARl
STARTER / I 13 · 56
MOTOR ,86 · 5
;~ .,,,.....~"1 _..--\..,.ABIN SUPERCHARGER DRIVE
VACUUM PUMP
. ' \
\
'· . ~\ ·
MERLIN 61.64. 73 · • • ~ • • • · 1· 00
MER,Ll:N 71 7 7 · · - - - - - - - -- 0 ·913 MAGNETO 1·5
0 · 828 \

' markset applied -secure#7104462

---- --~---
- - '
...

.....

·PROPELLER CONSTANT \ i_ ~ LOW GEAR

SPEED U'N IT O · 828 • ...,,-·-- FRICTION
I CLUTCH
' -..
'':-..
.... ---· =
~
//' J

-- - --.
•

- ------
;-'-- • •

~
-- 7~-=- - .:: ~ --- ...,;,
,, '
I
/"
CRANKSHAFT I ·O ./ - •
/ 1
I

FRONT SCAVENGE
I
'

.... - ·- ..~ -· .. /'

/ - ,
1
,'

PUMP 0· 738 -
1

--- - -,1--. ---

I

• -- I

INTERCOOLER _/ ..
·- I
PU,M P I ·497 / /

- FUEL PUMF
DRIVE 0 ·6
•
I
I
GENERATOR 1·9$3. I \...
' •
•
\
'
-
~
,, I
DRIVE FOR ACCESSORY r,
-
J ')
HORIZONTAL 0 ·502 OR 0 ·992 - -- I I -· • •
VERTICAL (ALTERNATIVE) 0 ·8 1 - - - ~ - - -- - ~~ I '
~

••
'
- ( GEAR RATIOS
REAR SCAVENGE
PUMP 0 ·738 - - -- .
I
I
I
I
I I s -79
I MERLIN 66 6 7 &85 - - - -- --l ·OS
!PRESSURE PUM P · HIGH GEAR ,
AUXILIARY SHAFTS .SPEEDS RELATIVE TO CRANKSHAFT 1

0 · 738 \ ,/ FIRICTION CLUTCHES MERLI N 70. 71 . 76 & 77-- --- ·s ·O'J

6 -~9
FIG . f I G.
( FOR OET/.ILS OF MERLIN 8~ GEAR50)< DRIVE 3;E F IGS 41 f,ND 42 QF THU S CHAPTER)
25 COOLANT PUMP 1· 5 25
ffl0+l H ti!M . , .. l lOO C: .l P Gp. 959 t-4)
F-S/20
 This leaf issued with A .L. .No. 7
July, 1944
a.d justing washer, the bushed hub of the spur
gearwheel, a long distance sleeve and the inner
race of the upper ball bearing to a sh·o ulder
underneath the bevel teeth at the top of the
shaft. The spur gearwheel is internally serrated
to engage with the shaft and externally serrated
to receive the skew gear, which is centralized
on the shaft by a cylindrical ring whic4 is.
prevented from rotating by a small tang
integral with the tabwasherof·the retaining nut.
121. The outer race of the lower ball bearing
is retained at the top of a housing which is
spigoted and studded to the bottom of the
wh~e] case. This housing is provided with a
dO\\-'Tiward extension to which the coolant pump
Magneto markset applied -secure#7104462
Oil trough
-- --..._______ Drive coupling
Flexible drive-
FIG. 26.-MAGNETO DRIVE
is bofted. A virclip-locked ring nut screwed
into its upper end retains the flange of a long
baffle sleeve, containing an oil se,a l, to an
internal shoulder in the housing. A continuous
spiral groove is cut on the outer surface of the
sleeve as a deterrent against oil from the
wl1eelc~"e creeping up it and leaking through
its bore. It enshrouds the coolant pump
driving coupling and is surrounded at its top,
end by a short length of tu be pinned to ~he
coupling shaft. The coupling shaft is splin,e d
at its upper end to the vertical drive shaft and
is located by means of a circlip-locked ring nut
screwed into the top of the vertical shaft.
F.S. /21
A.P.1590P, S a·n d U, Vol. I, Sect. 4, Chap. 1
Magneto drive
122. The magneto drive consists of a hollow
transverse shaft driven 'b·y a central skew gear
from the upper vertical drive shaft, two hollow
serrated coupling sbafts transmitting the drive
to two serrated couplings, one on each· magneto.
The bore of the drive is serrated at mid-length
and a central skew gear is provided to mesh
with the upper vertical drive shaft~ The ends
are finished with slight shoulders and spigo,t s
for the inner races of the ball bearings in which
th·e shaft runs .
123. The ball bearings, the inner races of
which :fit up to the shoulders on the shaft
and the outer into housings bolted in the
I
/
Skew gearshdft
II
- ..._ .. --~ .. - -· .. --
~
Magneto
A.1157
wheelcase, are of the light, single-row type.
The gear teeth are immersed in oil contained
in an· oil trough ·cast integrally with the port
side ball bearing housing, ilrain holes conducting
the overflow to the wheelcase. The magneto
coupling has spiines at its smaller end which
mesh with the integral splines of the latter (see
para. 122). These two shafts. are flexibly
coupled at their outer ends, the magneto
coupling being keyed directly to the magneto
shaft.
124. By re-meshing the magneto coupling
one serration forward on the splines at the
centre of the drive shaft, i.e. / 1 X 240, and re-
meshing the splines in the end of the coupling
o ne serration ·backwards, i.e. 112 X 240, the
net forward movement of the magneto will be
(n -i2 ) 240 = 1·8 deg. (crankshaft). Thus the
actual timing error need only be half this
figure, i.e. 0·9 deg.
Lower camshaft drive
125. The lower camshaft drive (se·e :fig. 7)
comprises a short hollow bevel gear shaft,
mounted in ball bearings which is driven from
1
the upper vertical drive in the wheelcase.
Splineways., cut in a shallow hub at its upper
end, transmit the drive through an inclined
coupling shaft to the upper camshaft drive.
The inner race of the up·pt!r ball bearing is
retained against a s.h oulder formed under the
bevel by a spring ring.
The outer race is held in a housing secured to
the wheelcase by .a circlip-locked ring nut
which also retains the outer race of the lower
Mounit ing extension
Impeller spindle,
markset applied -secure#7104462
Sea Iing ring
'Thrust washe:r---------JU -~~
Outlet casing
Seal ________
---- -- -
Inlet cas;ng - - - -
Drain cock ~
FIG. 27.-ARRANGEMENT OF COOLANT PUMP
ball bearing. An adjusting washer is interposed
between this ring nut and the lower ball bearing
outer race. The lower end . of the shaft is
threaded for the reception of a tabwashered
nut which retains both the inner race of the
lower ball bearing and a counterbored distance
sleeve against the inner race of the upper ball
bearing.
Oil pumps idler gear
126. The oil pumps idler gear trans1nits the
drive from the lower vertical drive shaft to the
u.pper gear of the composite oil pump driving
gear. It con.s ists of a spur gear, which is free
to rotate on a hollow spindle pinned to a bracket
in the wheelcase. The spindle is e11tered int<)
the bracket from its upper end, and at its lower
end fits the tapered bore in which it is locked by
a taper pin. A flanged phosphor-bronze bush
is pressed into the b ore of the spur gear hub
and a thrust wash,e r is interposed betwee11 the
bush and the bottom of t he brac k et.
Coupli,nq
Gland nut
Packing
Thrust pad
Morganite
This leaf issued with A .L. No. 7
July, 1944
COOLANT PUMP
General
127. The coolant pump is of the centr11ugal
type and serves each cylinder block f1:om a
separate outlet (see ftg. 27 and 28). The
forged brass alloy rotor is screwed and pinned
to a steel spindle which is driven from the lower
vertical shaft.
Spigoted into the bottom of this casing and
se·c ured to it by studs and spring-washered
nuts is the pump inlet casing, which has an
inclined facing with six studs for the attachment
of the inlet connection.
Inlet casing
128. This consists of a bell-shaped aluminium
alloy casing flanged and spigoted for connection
to the 011tlet casing, which is machined to clear
the upper face of the rotor. It is provided with
a boss, co-axial with the rotor spindle, and
drilled to receive the shank of a :flanged and
cuppecl housing containing a self-lubricating
Morganite bush. This housing, in conjunction
markset applied -secure#7104462
FJG. 28,.-COOLANT PUMP
F .S./22
A.P.1590P, Sand U, Vol. I, Sect. 4, Chap . 1
1
with a bolt screwed into its base, secures the
lower cover containing the drain cock, the bolt
being locked by a lock-plate anchored to a stud
screwed into the cover. The cover has a bossed
extension into v.,·hich is screwed a drain-pipe
connection., containing a compressed rubber ring
sealing gland. This extension has a subsidiary
boss fitted with a drain cock.
Rotor and spindle
129. The stainles.s steel rotor spindle is
borne in a Morganite bush contained in the
upper casing, which is pressed into the bottom
of the outlet casing until it abuts a flange at
its top end and is :flush witl1 the surrounding
metal at its base. Above this bush the spindle
passes through a spring-loaded packing gland
assembly, which is held in place by a spring and
gland retaining nut. The spindle is splined
at its top end for engagement with the lower
part of a flanged coupling and tapered and
threaded at it s bottom end for the reception
o f the rot or hub. The coupling is splined
internally at each end for engagement with the
lower ends of the coupling shafts from the
wheelcase and the rotor spindle, and contains
a disc within its bore to limit downward
movement of the coupling shaft.
130. T he brass rotor is screwed on to the
botto m of the spindle and secured to it by a
taper pin. A flanged steel plug is screwed
and· pinned to the base of its hub to forn1 a
bearing surface for working contact with tbe
Morganite b11sh ~ontained in the lower or inlet
casing of t he pump. The top face of the
rotor ~s recesse d t o receive a steel thrust washer
which pro vides a bearing surface at the foot
of the u pper Morganite bush.
markset applied -secure#7104462
F I G . 29. -ARRANGEMENT OF INTERCOOLER PUMP
•
INTERCOOLER PUMP
General
132. T lle inte rcooler pt1n1p (see fig. 2~)) js
mounted on t l1c r ear of t h e g~11er at or driv·e
J1011si1Jg, attac11ecl t o the p (>rt s ide of th,c
crankcase, a11J ,:it'cu1atcs coo,la11t fro n1 the
l1ea<ler- ta.11k to the r acliat o r. I t consis ts of
for gr11gs, which f o rm the a<lapter,
t J1r<~c sc·J)arate
outlet an<l i11Iet ca sings resp ectively, ancl is
Outlet casing
The outlet casing of the pu"Tlp co,n sists
131.
of a central volute chamber which feeds two
diametrically-opposed 1ntegral pipes connecting
respectively, by external pipes, with the port
and starboard cylinder blocks
The bottom of the casing is flanged to receive
the inlet casing which is attached to it by studs
and spring-washered nuts, ~hile the top of the
casing is secured to the wheelcase . Each end
of the branch pipe is enlarged and threaded
for the reception of a ring nut which compresses
an aluminium washer on to a ruhber joint ring
against a shoulder in the pipe. Each ring nut
is locked by a plate mounted in a lug fo rtrte d
on the enlarged end of the pipe
-Oil seal
~ Vent connection
Outlet Cdsi ng
Cdrbon ring
•
Inlet casing
Packless glctnd
Impeller
driven by a spur gear splined t o the roto r s haft
which n1 P.sl1es with a sim ilar gear 0 11 the
gen e1·ator drive sl1aft.
Adapter casing
133. The a dap t e r casi n g is n1ount ed <Jn t he
r ear face of the gen e rator dri ve 11<,u s i 11 g a 11d
 This leaf Issued with A.L. No. 7 A.P. IS90P, S & U, VOL 1, SECT. 4, CHAP. I
July, 1944
Outer gk\nd bush

Glflnd p.cking rirags

Skew dr ive ~ ar
~'
~ -- - '"' Drain fr om gland
I
Floating
displacea,.cnt
CJ@ars
\

\~
W
B=---- - -- Drive gear c asin g

____,_---- F~ pump
Oil dilution de-liv6y
I connection
r ) FUEL
markset applied -secure#7104462

~ Pr~ssur~ indicator MAIN PRESSUijE Ol..

~ connection :,.:..... -...
·~
· - ..---:, ... .
......
~

-
• ' !
, .., , •1
DRAIN

Balanced re-li~f
valve

Fu~I pressure
adjusting screw

Diaphragm
Cap nu

..
--
w
~
I

:(
-
....
t
~.........~ .-
I
_,.___r · ~
-. Drain

ConneictJOn for air/

I S~ction B-B
con~ctton

balance pipe ,/
Oil feed----- -
,
---
i
I .....

-· --------------- ''-..... Fu.t inlet

s~ction A,A --_ Fuel pump ~live
FS/23 Fig. 30.-Diagram of fue I pump unit 1
Tltis leaf issued with A .L. No. 7
Ju,ly, 1944
c.ontains the two ball bearings in which the
gear shaft and rotor spindle are borne. The
rear ball bearing is retained against a shoulder
in the bore of the casing by ,a spring circlip,
while the second ball bearing is recessed into
the forward end of the casing.
The rear ball bearing outer race abuts a
distance piece interposed between it and an
oil seal, both being retained in position by the
carbon ring housing, whi<!h is attached to the
re,a r inner facing of the casing by :four lock-
washere,d nuts. The rear outer facing of the
casing is spigoted and secured to the forward
flanged end of the outlet casing with spring
washers and nuts.
Outlet casing
134. The outlet casing is bolted to the rear
of the adapter casing and shaped to house the
spring-loaded filter assembly which surrounds
the packless gland mounted on the impeller
spin,d le. A downward-extending branch pipe,
integral with t)le casing, is screwed at its outer
end to receive a coupling through which it is
connected by mean.s of an external pipe to the
1ntercooler radiator . Studded bosses around
its rear end receive the for,vard flanged end of ·
the in]et casing.
markset applied -secure#7104462
FUEL PUMP UNIT (R.R. GEAR TYPE)
137. The fuel p,u mp unit; mounted upon the
facing on the port side of the wheelcase,
consists of t,v,o separate pumps operating in
parallel. Each pump is capal)le of operating
independently of the other and each is of
sufficient capacity to · supply more than the
maximum volume off uel required. Each pump
is driven separately by a thin coupling shaft
and, in the event of one pump seizing, its
respective coupling will shear and isolate
itself from the drive without caus,ing damage
to the pther unit. As stated in para.. 114,
t11e fuel pu1np clri ving shaft is c0t1pled
directly to the Io,ver verticaJ drive by' means
of a pair of spiral .g ears.
138. 1"he pum~unit comprises -four separate
castings (see fig. 30), namely, the i11ner housing
which carries the driviJ1g shaft and a spring-
loaded double sealing gland; the driving gear
casing °",..hich encloses tl1e t,vo spt1r gears by
1neans of which each pump is independently
operated; the main pu1np casi11g which carries
the two pumps, t11e spring-loaded relief valve,
the inlet and o utlet unions and, lastly, an
end cover. An adclitional t111ic)n coupled to the
,>utJet union 1>r 0 \ ides connccti11g. points for the
1 n11ts. B et\vcen these t\vo chamfer-ended bushes,
prin1i11g arid oil dilution systen1s.
Lubrication <)f the va,r ic,t1 s spindles and
bushes is t ffE·cted i11 the case of tl1e bt1sh at the
1
F.S./24
A.P.1590P, S a1zd U, Vol. I, Sect. 4, Chap. 1
Inlet casing
135. The inlet casing, "'rhic.h is secured to
the rear end of the outlet casing with spring-
washered nuts, is shaped to house the brass-
alloy rotor and its centring piece. A t .a pered
extension is screwed at its rear end to receive
th~ coupling by which it is connected, by means
of an external pipe to the intercooler header
1
tank.
Roto.r, sp,indle and driving shalt
The rotor is splined to the rear end of
136.
the spindle, ,a nd is held in position by its
centring ring and a lock-washered cap nut.
Forward of the rotor is the bellows type
packless gland and its carbon ring, which
spigots into the housing secured to the rear of
the adapter casing. An adjusting washer is
interposed between a shoulder on the spindle
and the flanged end of the packless gland. The
spindle then passes through the oil seal, its
distance piece and the inn,e r race of the rear
ball bearing. while a distance washer is
1nterposed between this inner race and another
shoulder on the spindle. Further forward,
the spindle is splined for the reception of the
spur gear driving shaft, which passes through
the inner race of the front ball bearing and is
secured to it by a lock-,vashered nut.
driving gear end by oil from the main pressure
c.ircuit; while a system of aligning passages
ir1corporated in the castings directs fuel to the
remaining beari11gs and gears. The whol~ unit
is mounted on the wheelcase facing by four
studs which pass through a flange integral
with the inner housing; these studs also retain
the driving gear casing and permit the fuel
pump body to be quickly removed for inspection.
All bushes are of phosphor-bronze with white-
metal linings.
139.The fla11ged inner housing has a large
central boss which is bored and counterbored
for the reception of the driving spindle bushes
and the dc)uble oil and fuel retaining gland.
'fhe inner bush is pressed into the smaller
diameter bore from the interior ,o f the counter-
b Qre ancl 11a.~ a cone-shaped flange on its inner
face to accommc)dat,e the inner V-sectio11ed
asbestos pa.e king gland. 'fhe outer bush,.
which is sin1i]arly shaJ)ed on its end face to
accom111o<late the outer packing gland, is
pressed :into the end of the countcrbore and
retained t<J the inner casing by three lock-plated
1
ancl loaded by a coil spri11g inter})()se<l bctweel\
them arc the t,N'o asbestos p,1.cl{ing glan<ls. The
encls of the sprjng bear u1Jc)n cone-sllaped
 Sup~r,charger
left hand
layshaft

lnt~rcooler pump
driving gel!lr

lntermedidte lay spindle

Drive
coupling
Idler ge4r

GI.Jdrd tube

1'I .' .'

t I
Driving shaft
• I
t I
. I,
I •

I •
I ; :

'.
t t I I
;
I • t I
I I •:

f : Ii

FIG. 31.-ARRANGEMENT OF ELECTRIC GENERATOR

AND INTERCOOLE R PUMP DRIVE

markset applied -secure#7104462

d,., ~

~ ·
-......:..--.-]~' --
., ...~· .

39830

l:4"IG. ~2.-ELECTRIC GENERATOR, PRESSURE 01L, FUEL, INTERCOOLER AND COOLANT PUMPS
This leaf issued with A .L. No. 7
July, 1944
washers which abut against the inner ends of
the packing glands, thus forcing them against
the bush flanges and rendering the gland self-
adjusting.
140. The driving shaft has a spur gear
formed integrally at its outer end, and has
keyed to its inner tapered end a spiral gear
which is retained by a tab,vashered nut. An
adjusting washer is interposed between the
flange of this gear and the end of its housing.
The outer spur gear is hollow, and its rim is
extended and castellated to engage the dogg,e d
flange of the short thin coupling shaft, through
which the inner pump is driven. The idler
driving gearwheel, through which the outer
pump is driven, also has castellations, on its rim
for engagement with the dogs of the long
coupling shaft and is mou.nted on a flanged bush
pressed on a parallel boss on the outer face of
the inner casing. It is retained upon the
bushed boss by an end cap and ]ock-plated bolt.
141. On the lower side of the inner casing
are two bosses into which unions are screwed.
One of these provides a connection for an
external pipe supplying lubrication oil from
the pressure pump; while the other provides
the means of draining the oil and fuel which
leaks past the glands.
142. The main pump casting has a thick
central walJ, into each side of which are pressedmarkset applied -secure#7104462
two flanged bushes in which run the inner ends
of the four pump pinion spindles; while each
pair of meshed pinions is enclosed in a specially
ELECTRIC GENERATOR AND INTERCOOLER PUMP DRIVE
146. The electric gen,e rator and intercooier
pump drive housing, on which the generator
and intercooler pump are mounted, is attached
to a facing on the port side of the crankcase by
four setscrews. The generator is secured to the
forward end of this housing by three bolts and
one stud and driven from the left-hand super-
charger layshaft through a gear-train contained
partly within the wheelcase and partly within a
lateral extension of the crankcase. This gear-
train consists of an inte11nediate lay spindle,
an idler wheel and a driving shaft. The drive
is then transmitted through various couplings
to both the generator and the intercooler pump.
147. The supercharger left-hand layshaft
meshes with a small pi11ion which is mounted
upon the tapered rear end of the inte11nediate
lay spindle and keyed to it by a Woodruff key.
This pinion js retained by a tabw.ashered nut
containing an oil seal disc which is screwed to
the threaded rear end of the spindle. At the
forward end of the spindle is another pinion
which is keyed and secured to the spindle in a
similar manner, and a loose thru.s t washer is
F.S./25
A.P.1590P, Sand U, Vol. I, Sect. 4, Chap. 1
shaped housing machined in each side of the
casting. The outer ends of the pinion spindles
are borne in pairs of bushes located respectively
in the wall of the casing and the end cover. The
pump casting also incorporates large hollow
bosses into which are screwed the inlet and
outlet unions; the outlet union incorporates a
connection for a fu,e l pr,e ssure gauge pipe.
143. A spring-loaded disc type relief valve
is embodied in the inlet passage and, in the
event of an excessive pressure being generated .
permits the excess fuel from the delivery side
to return to the inlet side.
The valve assembly consists of a valve,
distance piece, diaphragm and spring seating
which are secured together by a bolt passing
through them. A valve seating and housing
are screwed into the· inlet passage and a thick
jointing washer is inserted under the flange of
the valve housing. The valve assembly is then
held in position by the spring co,n tained in the
end cover which is secured to the boss on the
fnlet pas~age by spring-washered nuts. This
covtr is connected by a flexible pipe to the
carburettor.
144. The end cover is a simple casting
em.b odying the two bushes for the outer ends of
the outer pinion spindles; it is attached to the
outer face of the main fuel-pump casing by
eight spring-washered nuts .
145. As an alternative, the P esco F.8 Mk. I
vane type fuel pump may be fitted, as both
types are completely interchangeable.
fitted behind the pinion. The spindle is
positioned axially in two :flanged and two plain
bushes, one of each being incorporated in the
wheelcase casting.
The idler wheel, which meshes both
148.
with the pinion at the front end of the inter-
mediate spindle and the pinion at the rear end
of the driving shaft, has its flanged spindle
secured to a housing incorporated in the
crankcase. A flanged bush is pressed into each
end of the hub of the idler wheel, which is
secured to its spindle by a collar and a taper pin.
149. The rear end of the driving shaft is
carried in a flanged housing spigoted into the
bore of the tubular casing in the crankcase and
retained by studs and nuts. The gearwhee l
abuts this housing, and a collar is passed over
tQ.e front end of the shaft and ,secured in front
of the housing by a taper pin, in order to locate
the shaft. An oil seal disc is expanded into
the rear end of the shaft to prevent ,o il leakage .
Near its front end the driving shaft is
150.
carried in a flanged bush incorporated in the
crankcase, and splined for e ngagement with a
serrated coupling which is secured to the shaft
by a tab\vashered nut. External splines on
the coupling engage with th e rear en d of a
1 1
tubular coupling shaft which transmits the drive
to the intercooler pump driving gear. This
tubular coupling is located by means of two
retaining rings and is covered b y a guard tube
which spigots into the rear end of the drive
housing and into a gland r etaining nut scre,ved
in the crankcase boss .
151. The intercooler pump drive comprises
a spur gear , integral with a ho llow shaft which
meshes with a similar spur gear m ounted on the
pump spindle. The fo r\\tard end of the shaft
is carried in a flanged bush pressed into a
housing which is secured by lock-washered nuts
to a central facing in the drive casing. This
housing contains an oil seal which is held ir1
position by a spring circlip. Towards its rear
end the shaft is carried in another flanged bush
which abuts the forward end of the tubular
coupling shaft guard tube. Finally, the rear
end of the shaft is splined externally for
engagement with the tubular coupling shaft
and internally serrated to receive the splined
generator drive couplin g.
152. Oi 1 is fed to the various gears and
bearings in the drive h ousing through an oil
connection screwed into a boss on the outside
of tl1e casing, while a lock-plated plug o n top.
provides means of oil priming.

HAND AND ELECTRIC TURNING GEARS

153. The mechanism by ,vhich the engine
may be turnecl, either by hand or by an electric
motor is located ,vithin t he starboard side of
1
the wheelcase . The s tarter dog, by means of
which the turning effort is communicated to the
rear end of the crankshaft through the spring-
drive shaft, engages a dogged ,e xtensio11 formed
on tl1e starboard supercharger layshaft. The
pinion on this layshaft meshes with the main
driving gear on the spring-drive shaft and
so completes th e connectio n. The turning
1
mechanism (see fi,g. 33 and 34) comprises four
separate shaft gr oups as foll o,vs :-
(i) The hand tt1rning gear, ,vhich provides
an external coupling fo r the hand
cranking handle and incorporates a
upon it. The sl1aft also contains the
d ogged shaft which e ngages comple--
mentary dogs £011ned o n the starboard
supercharger layshaft. A small multiple
p late clt1tch (having a slip loading
torque of, 5 in. lb.) holds the lugs o.n the
dogged shaft against the spiral groov,e s
during the initial turning motion, and
so causes it to ride along and come into
engagement with the dogged la)rshaft~
As soon as the two dogged ends are
locked togethe r, this small c lutch slips.
markset applied -secure#7104462
These various mechanisms are d escribed
in the fo llowi11g paragraphs .
Hand turning gear1

ratchet type free-,vl1eel device which, in
conjunction ,vith the large slipping
clutch mentioned in sub-para. (iv),
isolates the hand cranl{ing s11aft and
prevents injury t o the o perator in the
event of a backfire. The ratio of the
hand turning gear t o the crankshaft is
14 t o 1.
(ii) The e lectric turni11g gear asse1nbly1
incorporates a rJou ble e picyclic
reduction gear, thro ugh wI1ich the
electric motor op erates, and t \VO bevel
wheels, tl1e smaller o f ,vhich transmits
the drive to a laysh aft. The ratio of
the electric motor speed t o the crank-
sl1aft speed is 86·5 t o 1.
(iii) The layshaft comprises a bevel and spur
gear which n1e8h respectively with the
small bevel ,vhee] o n tl1e electric turning
shaft a11d the large spur gear ,011 the
engaging m echanism ar1d safety c lutch
shaft.
(iv) The cngagi11g 1necha11is 1n and safety
clutch drivi11g shaft has incorporated
with it a large multiple plate c lutch
which \vill safely transmit nor111al
turning efforts, but \.vill slip if abnorinal
I0adir1g due to a bac kfire is imposed
154. The hand turning gear assembly is
secured by studs and nuts to the starboard
side o f the wheelcase. A ball bearing is
pressed into the inner end of an internal h o using,
the outer end o f whicl1 is shaped and dogged to
m esh ,vith the dogs on the spring . . loaded
driving sleeve. Tl1is sleeve is splined to the
b evel shaft and pre vents it rotating backwards
in the event of the engi11e b ack-firing.
155. The hollo,v b evel shaft n1eshes with the
large horizontal bevel mounted on the electric
turning gear shaft and is carried in tl1e ball
bearing and o uter cover. A st out pin is
pressed througl1 its outer e nd for engagement
witl1 the cla,,v °'n the turning handle . The
inner race of the ball-bearing abuts an adjusting
•
washer. ,vhich in turn abuts the shoulder under
the bevel. The shaft is e xternally spli11ed mid-
way for engagement with the spring-loaded
d ogged sleeve.and has a circlip-locke·d blanking
p lug scre,ved into its outer end. ·
Electric turning gear
156. The electric m otor (lri ves the vertical
electric tur11i ng gear sl1aft thro ugh epicyc lic
gears e,n closed in a l1ousi11g wl1ich is attached
to tl1e wheelcase. C':>nnection is made b et,veen
tl1e splined motor spindle and tl1e top encl o f the
 This leaf issued with A .L. No. 7 A.P.1590P, Sand U, Vol. I. Sect. 4, Chap. 1
July, 1944
shaft of the lower sun gear, by a long splined upper end, and retained by a circlip-locked ring
coupling shaft. The two fixed a·n nulus gears nut, is the small bevel gear \.Vhic h meshes with
and the stand· pipe containing the oil seal are the layshaft. The upper end of the long outer
secured together to the wheel case by two shaft is borne in a roller bearing, the outer race
countersunk screws. The mechanism comprises of which is retained in the wheelcase, while
s.e veral concentric shafts which, with the the inner race is sandwiched between the splined
exception of the central solid coupling shaft, are coupling sleeve and the circlip... Iocked re taining
carried one upon the other by various bushes nut.
incorporated with them. The shafts are drilled
radially to permit splas,h oil from the wheelcase Later type
to reach the various bearing surfaces. The 157. The electric motor drives the vertica l
large l1orizontal bevel gear shaft engages the turning gear through a pinion or layshaft
long outer shaft through a splined coupling enclosed in a similar housing (see fig. 34). Tl1e
sleeve at its upper end, while its lower end is small pinion at the upper end of the starter
carried in the inner race of a ball bearing, housed motor shaft meshes with the lo\.ver spur gear
in the epicyclic gear casing, and secured to the on the layshaft. The drive is then transmitted
shaft by a circlip-locked nut. Splined to its through the layshaft upper spur gear t<) t h f

\
Ma11, driv1no- sleeve

Sdfety slipping ciutch

,, ,, . Light friction clutch

.. markset applied -secure#7104462

Bend ix type engdgtog slee\le

..__
layshdft Devel gear

superchdrger planet wheel

Engagement for
Dog engdging teeth stdrting hand le

outer splines on engdg1ng dog

/
Motor driven gear

safety ratchet

... -
l ; IG . 33.-DIAGRAM 01• HAND .A NO .E.LE C'fl~I C 1· t JRNIN G G E ,\R

F .S./26
inte rnally toothed bevel gear driving sleeve.
The driving sleeve runs in two ball races and is
prevented from dropping down by a lock-nut
which is screwed on the threaded upper end.
The layshaft, which is provided with a roller
and a ball race, has a collar fo11ned midway
o f its length.
When the m otor is not in position, this collar
abuts a set-screw inserted in the housing wall
a nd pre,,ents the layshaft from falling out.
Layshaft
158. The hollo,.v layshaft has an integr.aJ
b evel wheel on its rear end which meshes with
the s1nall horizo ntal bevel wheel on t ·h e electric
turning gear shaft and a spu.r gear, splined to
its centre, which meshes with the teeth formed
o n the sa fety-clutch h ousing.
At its rear end it is carrie d in a roller bearing,
t h e flanged o uter race o f wl1ich is pressed into an
aperture in the wheelcase, while the inner track
is fo1111ed as a shallow groov e in the shaf~.
The forw a rd end is borne in a ball bearing,
t l1e outer race of which is pres sed into another
a pe rture i n t h e wheelcase, wl1ile the inner race
is r etained o n the shaft by a tabwashered nut.
An adjusting w a sh er is interposed between the
r ear end of t he spur gear hub and a shoulde!'"
o n the sha ft .
Engaging mechanism and safety clutch driving
shaft
markset applied -secure#7104462
159. T he driving shaft is hollow and has
cut in its bore a right-hand spiral thread which
engages a similar thread forme,d on the e:qgaging
shaft carried wit'h in it.
'fhe ()uter rear end of the driving shaft forms
a n inner race for a roller bearing, the flanged
o uter .r ace of which is secured to the wheelcase.
SUPERCHARGER ASSEMBLY
General
161. The t wo-speed, two-stage, liquid-cooled
supercharg,e r is of th~ tandem two rotor
centrifugal type and is driven from the real" end
of the crankshaft through a two-speed ge·a r at
ratios of 5.,79 and 7·06 to 1 for Merlin 66, 67,
.85; and 6·39 and 8 ·03to 1 for Merlin 70, '71, 76
and 77 engines. The drive is effected through
the spring drive and a speed-increasing gear
train, which incorporates the two-speed gear
mechanism and comprises three lay driving
spindles each incorporating a centrifugally
loaded clutch. The upper spindle provides the
drive for the low gear and the two lower spindles
provide the drive for the high gear.
The engagement of either gear is effected by
an oil pressure operated servo-cylinder in-
corporated in the wheelcase, which actuates
the clutches through a camshaft and in.d ividual
selector forks.. The two light-alloy impellers
are co-axial with the crankshaft and enclosed
The inner rear end of the shaft is splined for
e·n gagement with the driving dog, which is also
splined to the engaging shaft.
The forward end of the driving shaft forms the
inner race of another· roller bearing, the outer
race of which is pressed into a housing in the
wheelcase and retained by an adjusting washer
interposed between it and the clutch spring
housing. A bushed shoulder on the shaft
receives th,e rear end of the hollow spur gear
which meshes with the spur gear on the lay-
shaft. _This hollow spur gear houses the inner
and outer friction clutch plates which are
splined respectively to the driving shaft and
splineways incorporated within the gear. The
spring housing, containing the inner and outer
clutch retaining springs, spigots into the front
end of the hollow spur gear and is retained by a
circlip-locked ring nut.
160. The engaging shaft is exter11ally
threaded so as to engage with the spiral gro,o ve
cut in the driving shaft. The fro nt bore of this
shaft is splined to engage the plates of a small
retarding clutch mounted on a square-sectioned
spindle anchored by a nut t o the wheelcase .
When the turning movement is applied, the
small clutch maintains the thread on the
engaging shaft in contact with the spiral groove
of the driving shaft and so causes the forn1er
to advance through the latter. When the dogs
eventually engage, the clutcl1 slip s as the
rotation of the shaft continues.
The engaging dogs ar,e fo rmed on a flanged
hub splined to th~ rear end of tl1e engaging
shaft, \Vhich is urged rearwards into engagement
by a coil spring, and retained on the shaft by a
thrust washer and a castellated nut. The
forward end of the engaging shaft is borne in a
flanged bush pressed into the forward end of
the driving shaft.
within three light - alloy castings, known
respectively as the front, intermediate and rear
casings. These are bolted to.g ether and
mounted as a unit to the larg,e r spigot face at
the rear end of the wheelcase .
162.. The double-entry air-intake elbow, to
which is attached the boost control unit and
the carb·u rettor assembly, is bolted to a flanged
facing on the rear casing. The two intake
ducts are merged at the centre over the cen.t ral
area of the first stage impeller. A facing,
formed by the top of the volute passage
i11corporated in the front and intermediate
casings, has secured to it the inter ~ooler,
through which the supercharger mixture is
led to the induction trunk.
The lower ratio and the two higher ratio
clutch driving gears mesh respectively with the
rear and front pinions carried on the end of
the impeller spindle.
 r~;, /eof im,e<J wlCh A,L N11, 1 , Julr I 94-1

A.P.1590, P,S&U VOLI SEC14 CHAP I

Retarding cllltch

.------casing cover

Hand -turning
Clutch casing shaft
and gear

Tension
adjusting
pfate Layshaft bevel wheel

Engaging
shaft
markset applied -secure#7104462 Handle
connection

Electric st.arter
Engaging motor
dogs

l'r -"YMM--- - ~ -Reduction gear

( later type)

TURNING GEAR ENGAGING

CLAW AND SL IPPING CLUTCH

------------- --
HAND AND ELECTRIC TURNING SHAFTS
FIG FIG.
34 ARRANGEM1ENT OF HAND AND ELECTRIC TURNING GEAR
. fS/21' PPJ062 Ml / I l84
34
7/+4 )200 C a. P Gµ 9=>'J (4')
Tllis leaf ;,,uod with ~.L No . 1, Julr 194'1
,--.·- ·-----·------------------,,-------------.....------.....-----~--.------- - - - - - - - - - - - - - - - - -- - - - - - --,
A.P. 1590 P,S & U VOL I SECt4 CHAP I
I LEVE RS F'OR LC'JN GEAR
I 2 3 4 5
® 2
CLUTCH CONTROL
CLUTCH ENGAGEMENT STOPS
••
• ~ CE:NiRIFUGAL WEIGHTS FOR
}-------{'
HIGH GEAR CL UTCH PRESSURE
' '. 4 CLUTCH E~GEMENT SPRINGS
S eALL THRUST BEARING FOR
CLUTC<H CONTROL
gear
6 L.OW GEAR SELECTOR FORt<
6 _}J--t-
l 7 STOP PEGS FOR BALL
THRUST BE:ARING HOUSING
•
•
B CENTRIF UGAL WEIGHTS FOR
e ,·, _:),
• .
• HJGl1 GEAR CLUTCH PRESSURE
33 B
9 II.EVERS FOR HIGH GEAR

-· J . .

9 10
CLUTCH CONTR·OL
DRIVE FROM CRANKSHAFT
11 CAM FOR LOW GEAR
SELE'CTOR F'ORK
12 CAMSHAFT OPERATING LEVER
I~ CAM ROLLER
•
•
14 RELAY CONNECTING ROD
•. ·- 15 INL ET FOR SCAVENG E OIL
,' • . I .•.
' "-.._ '· • 16 OPERATING LEVER
I · I ..
17 PISTON VA L.VE CONTRO.,_ LEVERS
18 CAMS FOR HIGH GEAR
SELECTOR l"'ORKS
• .. 19 RETUR·N SPRINGS f'OR
\ •_ _r,':
,. :::=::-,.
markset applied -secure#7104462

20
SELECTOR FORKS
OUTLE:T FOR SCAVENGE OfL
... :l
. 21 CYLINDER OIL INLET IF'OR
-~-. II LOW GEAR
High gear gear •
22 CYLINDER OIL OUTLET FOR
18 13 18 Ii 3
'
'

•
i 12
23
HIGH GEAR
OUTLET CONTROL PORl FOR
.•
"
Low~·,,. HIGH GEAR
13
••
• 24 OUTLET CONTROL PORT FOR
- l cYN GEAR
,' . Hi9h gnr
t---1:' .,. : 1-----i
.. 14 25 CYLINDE-R OIL OUTLET F'OR
2 lmpellors
LOW GEAR
26 OIL RELAY PISTON
26 28 19 19 IS 27 CYLINDER OIL INLET FOR
HIGH GEAR
ietlon clutch 28 TWO-WAY PISTON VALVE
1-
241-- -++ ~:::::;;~ 29 PISTON VALVE INLl::'T
CONTROL DI SC
2:3}---fF ;;~ ; - 30 INLE T OIL TO PISTON VALVE
31 OUTL£T OIL FROM PISTON
VALVE
21 H!Gfi GEAR SELECTOR FORK
Friction clutch--- L EVERS
33 HIGH GEAR SELECTOR FORKS
16
PERSPECTIVE DIAGRAM OF' GEARING 3-4 SELECTOR SHAFT

FIG. FIG.
35 DIAGRAM OF SUPERCHARGER DRIVE AND· GEAR -CHANG,E MECHANISM 35
PP)O&l H /I I• • ,,.. )'!al ~ ' , Gp. ~-~ ,J
 A:f? 1590 P.S &U V0 L I 1
SEC14 CHAP. I

.. > • •

... --·

·~ f(
' -.

1J _/ ~
I
' I
f !~
I l_ .·
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FIG. FIG
36 36
FS/28
This leaf iss11ed u;itlz A .L. No. 'l A .P.1690P. Sand U, Vol. I , Sect. 4, Cha.p·. 1
July, 1944

I 2 l 4 2 3

3982 9

11 7 5
markset applied -secure#7104462

10 5 8

6 6
3982.8

1. 1:ront ca,si ng 5. · Intermediate casing 9. Venturi drain union

2. Control shaft O(>Ss 6. Coolant inlet 10. Priming· connection
3. Breather for labyrinth
•
7.. Coolant outlet 11. Boost pipes connect ion
gla.nd 8. Secon,d stage diffuser vane
•
4. Impeller spindle bearin g ring

FIG. 37.- Su PERCH.i\RGER FRON·r CA.SING AND INTERMEDIATE C.i\~I NG

I:;-.S./29
 The three cl t1tcl1 la}.. spindles and their
respective driving gears are carried within two
smaller light-allc)y castings, which are bolted
toget11er to forn1 a unit which is s~i.goted into
the small facing at the rear end of the wheelcase.
Front casing assembly
163. Tl1e frl)nt casing is a disl1cd arid flanged
casting <)f tl1e forn1 shown in fig. 37. It has
the fro11t half of the volute passage incorporated
\\·itl1 its p eripl1ery, and on its front side a deep
fc.1ced flange by ,vhjch it is secured to the
vvheelcase. Tl1e 1arge central boss contains a
labyri11th gla11cl, an oil thrower, 1 ball bearing
and a ball bearing retaining plate, all of which
are secured in position b·y four set-screws.
Tl1e Jab:/rintl1 gland connects, through a drilled
boss ir1 the casing, to a breather mounted on
the port side of the casing, for the purpose of
preventing oil being sucked f ron1 the bearing
by the depression caused by the rotation of the
seconrl stage impeller. T,vo drilled bosses at
the top of the casjn g forn1 be.a rings for a
tran~\ierse sl1aft ,vhich passes through the
markset applied -secure#7104462
I. Intermediate guide vane
n11g
FJ •.:;. 38. - SUPERCHARGER INTERMEDIATE GUIDE VANE RING AND SECOND STAGE DIFFUSER \·.-\.NE
casing to carry at each end a magneto cor1tr0I
lever. Ten drilled bosses in the centre of the
casing receive the forward ends of the long
studs attached to the intermediate guide vane
riug (see fig. 39), which help to secure the
supercl1arger assembly together.
Intermediate casing assembly
164. The inte1 n1ediate casing (see fig. 37) is
also of circular formation and has the rear half
of the volute passage incorporated witl1 its
periphery, which mates \vith the front half
volute passage integrally with the front casi11g.
Secured to its front facing by a number of
countersunk screws is the second stage diffu5er
vane ring. A coolant space is provided between
them, thr ough which the coolant is fed to the
intercooler (see fig . 51). Joints are provided
by an inner and outer joint ring inserted in
grooves in the casing and diffuser vane ring
respectively.
Triangular shaped bosses at t.l1e top and
bottom of the casing provide con11ecting points
for the coolant outlet and inlet pipes.
39827
2. Second
. stage diffuser ,·ane
ring
RING
 This leaf issited it1ith .4.L. No. 7 A.P.1590P, Sand U, Vol. I, Sect. 4, Chap. 1
July> 1944

1 398.?~

markset applied -secure#7104462

1. Rear casing S. Automatic boost control 7. Air balance connection

....
? Mounting flange for elbo,v facin,g 8. Carburettor facing
3. Intake elbow 6. Injection nozzle and
4. Diffuser facing accelerator pump facing
FIG. 39 . -SUPERCHARGER REAR CASING AND INTAKE ELBOW

F.S./30
 The hori~ontal boss at the bottom of the
casing serves to drain fuel through an external
pipe to the venturi drain chamber on the
carburettor.
A smaller boss below the intercooler facing
receives the fuel priming connection, while
another boss on the other side of the casing has
the boost pipe elbow connections secured to it.
The two upper unions on this ,c onnection are
connected through external piping to similar
unions on the port side of the boost control,
while a further flexible piping leads from the
rear of the connection to the altitude-controlled
capsule on the carburettor. Holes drilled in
both the casing and the second stage diffuser
vane ring receive the dowels and studs attached
to the intermediate guide vane ring.
Rear casing assembly
165. The r ear casing (see fig. 39) consists of
1
connection to the intake elbow, which is
attached to it by studs and nuts. Its front
facing is shaped and drilled to receive the first
stage diffuser vane ring, which is sandwiched
between the rear casing and the intermediate
guide vane ring, all three being secured together
by the studs attached to the intermediate
guide vane ring.
Intake elbow
Th,e intake elbow (see fig. 39) is a light ..
166.
alloy casting having at its lower horizontal f:a ce
two circular openings, which connect with the
carburettor chokes. These two openings lead
upwards to a single circular opening at right-
angles to the lower facing. A studded facing on
top of the elbow receives tJie boost control unit,

which houses the control differential shaft.

a shallow €asting, faced on the outside for

l 2 3 4

markset applied -secure#7104462

5 6 7
f L
7 -I

8
,-
,., J
1
-
9 10 11 1.2 13
3982.4
14 .15 16 17

l. Second-stage impellor 6. Impellor spindle 12. Ball-bearing

2. Second-stage guide vanes 7. Locknut and washers (rear) 13. Ball-bearing housing
3. First-stage impello,r 8. Floating bushes 14. Oil thrower
4. First-stage guide vanes 9. Higher gear pinio·n 15. Labrinth gland
5. Locknut and washers 10. Lower gear pinion 16. Distance piece (rear)
(front) 11. Ball-bearing retaining plate 17. Distance piece (front)

FIG. 40.-SUPERCHARGER TWO-STAGE IMPELLER ASSEMBLY

This leaf issued witJi A .L. No. 7
July, 1944
Two-stage impeller assembly
167.The hollow two-stage impeller sl1aft is
borne in a ball bearing and a double floating
bush at its front and r ear encls, rcspectivel} (see
1 the smaller gear J)inion and an oil sealing plug iR
fig. 36 and 40). Its rear end is splined t<>
receive two spur pinions which are sect1red tc) jt
by a tabwashered lock-nut. l'he outer pinio11
meshes with the two l1igh gear clutch llri ving
gears, ,vhile the larger or inner pinion meshes
with the low gear c lt1tc J1 <lriving gear a11d al,uts
A .P.1,590P, S a·n d U, Vol. I , Sect. 4, Ch.ap. 1
agai11st the ir1ner race of the front ball bearing.
:\. plain bush is pressed into the front end of
pi11ned into the forward end of the impeller
s haft. The shaft then passes through the inner
race of the ball bearing, the oil thrower and
the Iabyringth gland, ,vhich are contained in
the central boss in tl1e front casing.
' fl1 en, in se<1\1ence, th,c f<)llo,ving parts are

markset applied -secure#7104462

t. Breather cor1nectiun 3. Supercharger front crt..i.;i11g 5. .\cccsso11' gear l)ox drive

2. Universal coupling 4. Joint faces co,,er

FIG. 42.-ACCESSORY GE1\RBOX DRIVE UNIT

F.S./32
F (.A. T..7)
mounted on the shaitr which is splined and 169. The narrow shouldered distance piece
shaped to receive them :-a flanged distance abuts against the labyrinth gland shoulder and
piece. second stage impeller, second stage guide is followed by the first-stage impeller, which is
vane ring, shouldered dist.a nce piece, first stage also splined to the shaft. 'T.h e impeller is
impeller, first stage guide vane ring and the recess,e d, as
before, for reception of the first
tabwashered lock-nut.. The extreme rearward stage guide v·a ne ri11g, which is splined at its
end of the shaft receives the two floating front end for engagement with the shaft and
bushes, which bear upon each other, in the bas a plain bush pressed into the rear end of its
fixed bt1sh in the ce11tral boss of the air-intake. bore. Both of them rotate within the annular
spac,e formed between the intermediate guide
Tl1e flanged distance piece pas.s es
168. vane ring and the rear casing, the whole shaft
through the bore of the labyrinth gland and assembly being drawn up into position by a
abuts against the oil thrower. The s,e cond tabwashered lock-nut sc rewed on the rear
stage impeller has a plain bush inserted in its end of the shaft.
bore from the forward end and abuts against the
flanged encl of the distance piece. It is splined Accessory gearbox drive
and recessed at its rear end for engagement with 170. The accessory gearbox drive .unit, which
the shaft and the second stage guide vane ring, contains two meshipg spur gears is provided
which is also splined to the shaft, while both of with a rectangular fa,c ing and is bolted on to a
them rotate within the annular space formed by similar facing on the port side of the super-
the re·a r facing of the front casing and the charger front casing (see fig. 41 and 42).
intern1ediate casing. A broad shoulder on the
shaft is grooved tu fox 1n a labyrinth gland with 171 . The smaller spur gear which is housed
the small central boss <ln the intermediate in a bracket bolted to the cover, is driven from
guide va11e ring whicl1 fits over it. This a small pinion splined on the port high gear
arrangement is to limit the back pressure or1 the layshaft situated between the c lutch plate and
first stage impe ller. the rea1 bearing hc)usjng.

8 1 3 6 2

markset applied -secure#7104462

7
~----- -
- , -.....
30823

1. Gear ca.~, 1tg 4. Hanel and e lectric tur11in~ n. t)iJ jets

2. Gear casi11g c <>,·cr gear dogs 7. Spring dri\1 e shaft
:J. SpTi11g-dri , ~<\ <l ri,·i ng gear ~- (~<~,1~rator rlri,·i11g g·car ~. Oil f~cd l1olc

l~"1G. 43. -- S l : P ..;Ht· 1·-f .\ RGF:R GF. ..\ R C.~S I NG, SH O\V IN (; t;LlJTCH L>ltIVl NG (~ l•~.i\ l{S .·\ ~l) S f>I NI) I. ES (FRON T \'l E\.\')
This leaf issued with A .L. No. '1
July, 1944
The larger spur gear which is contained in
the cover· engages the smaller spur gear and its
bearing shaft is ·e xtended rearwards outside
the cover through an oil seal. A coupling is
press-fitted upon its end and is secured by a
serrated nut anrl tabwasher (see fig. 4,2).
172. The gears breathe through a vertical
passage drilled through the casing, and .a
banjo is connected to the upper end by two
GEAR CASING ASSEMBLY
General
174. The halves of the supercharger drivin,g
gear casing, which contain the three driving
clutch gears with their lay spindles, are
illustrated in fig . 43, 44 and 56.
'fhe front portion of the casing is secured,
together with the cover, to the smaller facing
at the rear end of the wheelcase. Provision
for lubrication of the driving gear, clutches and
bearings is made by ducts drilled through ribs
incorporated in the two castings.
3 1
6 39~2
4--
1. Gear casing 4.
2. Gear casing cover 5.
3. Lower gear clutch ,vhcel
F IG. 44.- SUPERCHARGER GEAR CASING.
J.'. s. /3,3
A .P.1S90P, Sand U, Vol. I, Sect. 4, Chtip . 1
locking nuts. Lubrication for the gears and
bearings is provided by splash oil from the
supercharger casing.
173. The accessory gearbox drive is
completely interchangeable, the whole unit
being removed by unscrewing the nuts which
secure it to the supercharger casing. Two
dowels, diagonally disposed on the cover,
ensure correct mating between the two gears.
Gear ,casing
·175 The gear casing holds at its centre the
flanged steel housing of the spring-drive shaft
ball bearing, the outer race of which is retained
by a hexagonal plate and six spring-washered
nuts. Three bored and faced sockets, equidistant
from fthe centre of t .h e spring-drive shaft, hold
the housings for the roller and ball thrust
bearil)gs upon which the central portions of the
clutch driving spindles are supported.
The ou·t er races of these bearings, together
8 2
markset applied -secure#7104462
'•
Higher gear clutch wl1eels 6. Camshaft
Lever connection to servo 7. Actuating clutch forks
unit 8. Oil feed hole
SHOWING CLUTCH DRIVING GEARS AND SPIN DLES (REAR \'JEW}
with the distance pieces which are located
between them, are retained in the housings by
studs a11d tabwashered nuts, which pass
through holes in the flanges of the housin,gs and
the roller bearing outer races.
176. Incorporated in the casing is a series
of intersecting ducts which are connected to an
oil supply from the wheelcase through aligning
ht>les in the casing and its cover.
Three equidistantly-spaced hollow bosses
situated on these ducts provide attachment
points for three oil jets which are screwed into
them. The location of these jets ensures that
a constant stream of oil is directed upon the
teeth of the spring-drive driving wheel and the
pinions of the three driving spindles. Integral
hollow lugs are provided on the inside central
portion of the casing for the support of the gear
selector shaft assembly.
The camshaft,, from which are actuated the
CLUTCH DRIVING Wfffi:EL ASSEMBl,JES
General
.1~8. As a~eady explained, the upper ,c lutch
dnytn.g wheel assembly provides the low gear
ratio, and the two lower assemblies provide the
high gear ratio of the supercharger drive.
The low gear clutch assembly differs-from the
two hi~h gear clu~ch assemblies in detail design.
Th~ different ratios are achieved solely by the
markset applied -secure#7104462
r~t~o of the ge~rs meshing with their respective
p1n10~ on the impeller shaft, and the change in
gear is brought ·about by causing the low gear
clutch to engage and the high gear clutches to
run free or vice-versa. The clutch is auto-
matically brought into and held in e·n gagement
by centrifugal bob-weigl1ts, while the clutch
not in action is freed by the action of a cam
controlled selector fork which opposes the
movement of the bob-weights and thus permits
the clutch to run free.
. The camshaft is itself actuated by a scavenge-
011 controll,e d servo cylinder, which is in tur11
~tuated by a change-over valve o,p erated
either by a control which is automatic with
altitude o,r by a manual control fro,m the
cockpit operating through an electro-pneumatic
ram.
179. Each of the clutch driving wheels
consists of a counter-bored spindle, which has
fo1med, integrally upon its front end, a pinion
which meshes ,vith the spur driving gear on the
rear end of the spring-drive shaft. Each
sp,i ndle is borne at its front an,d rear ends by
roller bearings, and at its centre by a r·o ller
be3:ring carried in a hollow boss in the gear
casing. The spindle is positioned endwise by a
ball bearing, which is of the deep groove thrust
type with a split inner race.
A thrust ball bearing, contained within a
sleeve housing, is also positioned on an extension
low and high gear selector forks, is supported
by two split bearing housings and solid bushes,
the housings being integral with the casing.
Gear casing cov,er
177. The gear casing cover is a dished
c1_rcular al~oy c8:8ting, the periphery of the
,d1sh~d porl:1on being cut away in three places to
proVJde clearance for the three driving clutches.
The front faces of these dished portions 001m
the mating faces which are secured to the
gear casing. The rear wall of the cover has
three blind housings with which are incorporated
the outer races for the rollers upon which the
rear ~nds of the layshafts are supported. Each
housi!1g i~ fed with oil by radial oil ducts,
described 1n para. 176, which convey oil to the
bores of the layshafts through :flanged floating
steel_ bush,e s retained in position by the roller
bearing outer races which are themselves
retained to the cover by three tabwashered nuts.
inte&ral with_ the rea: er1d of the composite
~anng housing. This bearing is concentric
with the centre of the spindle and serves to
transmit the ,c ontrolling motion from the
selector fork to the respective clutch bob-
weights. The front extremity of the lower
st~rb?ard spindle has dogs fo1med integrally
with 1t f-or engagement with the complementary
dogs on the hand and electric turning gear.
Low gear clutch usembly
180. The spindle (see fig. 46) on each side of
the pipion is hardened and ground to form the
inner races of the two front roller bearings.
The split inner race of the ball thrust
bearing a1Quts against a shoulder on the spindle
and is held in position by the front end of the
hub of the clutch assembly. This hub is splined
to the spindle and retained by a tabwashered
lo ck-nut which screws on to a threaded portion
1
at the centre of the spindle. The rear end of
the spindle is twice reduced in diameter and
has mounted upon its rear extremity the inner
race of the rear roller bearing which is secured
against a shoulder on the spindle by a tab-
washered nut
A sheet metal p,a rtition is spun into the front
end of the bore of the spindle, immediately to
the rear of the pinion, to retain the oil within
t~e bore, while a series of holes, in conjunction
with annular gro?ves, convey oil to the bearing
surfaces upon which the clutch gear centre runs.
181. The circular clutch casing assembly,
which contains the clutch mechanism, comprises
the splined clutch hub, the circular clutch
casing and its cover, the steel and ferod,o -faced
clutch plates and the clutch centre, which is
integral with the driving gear.
This leaf issued with A.L. No~ 7
July, 1944
The splineways in the central portion of
the clutch hub bore engage with splines on
the centre of the spindle, the rear of the
bore being counterbored to contain a tab-
washered retaining nut which secures the hub
to the spindle. A smaller diameter counterbore,
immediately in front of the retaining nut,
contains a steel bush which is pressed into
position. The front end of the hub abuts against
the split inner race of the ball thrust bearing,
which is clamped against a shoulder on the
spindle by the hub-retaining nut.
A.P.1590P, Sand U, Vol. I, Sect. 4, Chap. 1
182. The cover of the clutch casing is faced
and drill~d around its periphery to receive the
clutch casing whicl-.l spigots on to a C(Jncentric
shoulder.
Six double integral ribs are arranged radially
on the front of the casting for the purpose of
strengthening it and providing trunnion
mountings for the hinge pins of the six bob-
weights. Each pin is hollow and is pressed into
holes in the ribs and through the bushed bore
0£ its respective bob-weight and retained by a
flange at one end and a rivetPd collar at the other.

10--i

markset applied -secure#7104462

9 7
6----

4--

.~ 9 8 2 l

I. High gear clutch wheel 4. Higher gdar spindle pinion"> 8. Spring-drive outer shaft
assembly 5. Oil feed hole to driving and bevel gear
2. Lower gear clutch wheel gears 9. Spring-drive inner shaft
assembly 6. Oil jets l O. Dogs to engage turning
3. Lower gear spindle pinion 7. Spring-drive driving gear gear

FIG. 45.-SUPERCHARGER GEAR CASING ASSE~fBLY

F.S./34
 There is a hole at the inner e11d of each
do1.1ble rib, in which is. located the coil spring
wl1ich bears o,n the extended at 111 of the bob-
weight.
183. The front side of the extended arm of
the bob-weight bears upon the inner race of
thP rear ball thrust bearing and the coil spring
mentioned above p·r ovides an initial pressure on
the clutch plates for starting purposes. This
{Jressure is considerably and progressively
augmented by the centrifugal action of the
bob-weights when the clutch gear is rotating.
The combined pressure of the bob-weights is
transmitted through th·e studs on to the front
clutch ring, so that all are pressed together
2 3 f:l.
12
1. t :1u tch h u lJI :,- .
~.
n
C.lutch casing and bob
v;,~ights (i :
3. F'ront steel clutch ring
4. Ferodo fctced clutch ri11gs 7 l)istance piece
FIG . 46.- SUPERCHARGER LO\VER G E_.\.X Cl UTCH
towards the rear of tl1e engine against th'=
ferodo - faced rear wall of the clutch casing.
1
\ \ l1en t he select or fork moves the tl1rust race
to the .r ear, the rear edge of the inr1er race
engages the inner ends of the bob-we ight arms,
and so causes the b ob-wP.ights to pivot inwards,
thus relieving tl1e centrifugal and sprin.g
pressure on the clutch plates and allo,vin·g the
clutch to free itself.
184. Tl1e clutch plates, which are cc)ntained
within the ·C ircular clutch casing, consist of t,vo
nickel - steel plates, interposed alternately
between t,vo ferodo-faced steel rings. The
steel plates are splined at their outer periphery
to the clutch casing and the ferodo-faced .s teel
ring, which engages the splines on the clutch
casing, has six studs upo11 which the pressure
cams of the bob-weights bear.
185. The circular clutch casing consists of a
dished steel cover with a large aper·t ure at its
centre. Its front edge spigots on to the rear
face of the casing cover, to which it is secured
by bolts and tabwashered nuts. A ring of
ferodo is riveted to the inner r.ear wall, and a
ring of serrations is formed integrally within
the dished peripher11 to engage the comple-
mei:itary serrations of the two nickel-steel
clutch p Iates.
186. The steel clutch gear hub nas pressed
s 4 5 6 7 8
markset applied -secure#7104462
I
I
I , "' ' ..
8. End plate
Tnter1ncdiatc steel cl 11tcl1 9. Castella t ed loc lc-11 ut
•
rings 10. Locking \,,asher
l;erodo faced lo\ver g<~~ r l I. P lain ,vas.her
driving gear l2. Lower gear c lu tch spine] le
and pi r1i<1n
ASSJ:£!\1BL,.
into its bo1-e t wu flanged pr·o11ze bushes by
1neans of \vhich the centre rotates upon the
rear end of tl1e spindle. Integral with the
rear end (>f the centre is the clutch driving gear
which mesl1es ,,,ith tl1e rear or larger pinion o n
the jn11)c1ler spinctJe. ·r11c out~r p·e riphery of
the centre is sp line l to e ngage the bore of tl1e
two steel clutch 11Jates.
High gear clutch assembly
t 87. Tht-! t,vo l1igh g,(!ar cl fitcl1 assem blie8
(see fig. 47 ), situate<l at the l<.lwer end of the
supercha1gcr cl.rive casing, a re almost identical
wit11 ear.11 o th,e r , ,vith t he ex ception of the
clc>ggcd fr(,111 e11ct o f tl1e starboar d spind1e, as
This leaf issued with A.L. No. '/ A .P.1590P, s· and U Vol. I , S ect. 4, Cliap. 1
1

July, 1944
mentioned in para. 179. They are also inner race by the tabwashered ring nut screwed
basically similar in genera1 features to ·the low on the rear end of the ,s pindle.
gear clutch assembly, with the important
exception that, instead of the clutch being 188. The interior of the spindle contains a
d,r iven by a separate clutch gear, this gear is long flanged sleeve, which is pressed into a small
formed integrally with the periphery of the diameter at the rear end of the spindle and
clutch casing. The steel and ferodo-faced retain.e d at the front end by a spring circlip .
plates are similar. The ,c entral clutch plate This ·s leeve forms , with the bore of the spindle,
hub, however, 1s of different design and is freely an annulus, through which oil from the rear
mounted upon the centre of the spindle, having end of the spindle passes to the clutch plate
flanged phosphor-bronze bushes pressed in each l1ub bushes. In addition, a radial l10 Ie also
end for this purpose . Tl)e front end of this h11b permits a,c cess of oil to an annular groove in
carries the split inlier race o f the ball bearing, t h e clutch gear centre, and a further radial hole
1nentioned in para. 180, which is secttred to the conveys this o il to tl1e splined outer surface of
hub by a tab\vashered lock-11 ut. the centre .
The separate clutch centre is splined t o the Oil is supp1ie,d to the c lutc h plates b~l a radial
rear end o f the spindle, and c lan1ped bet\veen hole at the rear extremity of the hub, wl1ich
the :flanged e11d o f the bush in the rear end of aligns with annular g rooves i 11 the huh a11cl
the c lutch plate hub ancl tl1e rear roller b earing :rear bus h .

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1. Clutch hub J. Intern1ediate stet'l clutch 6. C:lutch casing ,vitl1 integral

-.
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Clutch casing co, ~ers and
bob-,veights -
,"l.
plates
('entral ferodo-facecl clutch 7.
higher gear driving gear
Higher gear clutch spin<lle
.
3. F ront ferodo-facecl clutch rtng and pinion
clutch riug
FIG . 4 7 .- SUPERCH ..\RGER HIGH GE.-\R CL UTCH ..\SSE~ BLY

'JLUTCH OPERATING MECHANISM

Gene,ral
189. 1:"'h e selection of eitl1er the lo,v or high The camshaft actuates selector forks \vvhich,
gear in the supercharger drive is performed t11rough the thrust ball races, counteract the
either automatically or by hand from tl1e centriftigal pres~ure of the bob.. weights of that
cockpit through th~ medjum of a scavenge-oil particular clutch· gear which is not in operation.
operated servo cylinder unit operating a cam- That is, if the low gear is required the servo
1

sl1aft. Further control is also provided by the })iston moves ·upwards and causes the two high
therniostatic safety device i11corporated irt the gear cams on the camshaft t o move their
intercooler (see para. 203) . respective selector forks so that the high gear

F.S./35
clutches are dtsengaged; the bob-\veights· of the \vhich comprises the cylinder, and an integral
low gear clutch being unrestrained in the circular valve housing.
meantime, the drive is taken through this On each side of the centre of the cylinder is
gear, while the two high gear clutches run free. formed an annular· groove, which connects
.
If the high gear is required, the opposite with individual outlet ports in.the valve housing.
obtai11s, so that the lo,v gear clutch runs fr,e e Si:r:nilar inlet ports connect with each end of the
while the two high gear clutches are engaged cylinde1 and the piston type valve thus
(see ftg . as,. co,ntrols the flow of .oil both to and from the
190. The means of control, which is botl1 servo cylinder. The bore of the cylin der has a
1

automatic and hand operated, consists of a flanged thin alumini11m liner pressed into it
piston type change-over valve incorporated whicl1 is located by a taper pin at its inner end.
with the servo-cylinder unit, by means of which Two ro,vs of narrow outlet s,l ots are cut in the
scavenge oil from the engine is directed either to liner to align with the two annular grooves
the upper or lo,ver side of the servo piston. formed in the bore of the cylinder,, and elongated

3 -1

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markset applied -secure#7104462

- 7

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1. Servo cylinder casting 4. Servo cylinder CO \ ' Cr

2. Oil outlet union to scavenge 5. Change-over valve
relief valve 6. End co"-er for change-over
3. Ser:vo piston and connecting valve
rod 7. Control shaft assem bl y
8. End cover for control shaft
FIG . 48. ~ SUPERCHARGER SERVO CYLINDER UNIT

The servo-cylinder unit is mounted on a p(1rts are· cut at the extremities of the liner to
spigot face on the underside of the wheelcase aljgn with the inlet ports. Two bosses formed
immediately belo w the camshaft, whicl1 is
1
in the casting receive the inlet and outlet unions,.
carried in the lower rear wall of the supercharger which are connected respectively to the scavenge
•
gear casing cover. oil pump and carburettor.
TI1e three selector fork arms are bushed and The steel servo piston has a fong
192.
earned upon the long hollow transverse shaft hollo·w rod integral with it, and a total travel
which is carried in five hollo,w lugs integral of 2½ inches. Three oil gro,o ves are forn1ed on
with tl1e rear upper face of the supercharger its skirt,. while a shoulder on its upper side
•
gea1· casing cover. limits its upward movement by abutting
Servo-cylinder unit against tl1e boss of the cylinder cover.
191. The body of the servo-cylinder unit The piston rod has an internal shoulder at
(see fig. 48) consists of a light-alloy casting tnid ..length against which ::i.buts the split
 This leaf issued with A .L . No. 'i
July, 1944
spherical socket containing the spherical lower
end of the connecting-rod through which the
camshaft is actuated. The upper end of this
rod has screwed to it a fork which .is hinged
to the actuating lever on the camshaft by an
axis pin. It is adjustable and is locked by a
tabwashered nut and split-pin..
spherical socket is retained in the bore of the
piston rod by a hollow screw which screws
into the threaded bore and is s,e cured by a
tabwasher. An adjusting distance piece is
A.P.1590P. Sand U, Vol. I, Sect. 4, Chap . 1
interposed between the screw and the spherical
socket. The head of the s,c rew is extended
downwards to form a broad flange which
serves to limit the downward movement of the
piston against the lower end of the cylinder.
The split The cylinder cover spigots into the open upper
end of the cylinder, while the upper en,d of the
cover spigots into the faced aperture on the
underside of the wheelcase to which the whole
unit is secured by four studs and nuts.

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7

l. Shaft for operating forks 4. Higher gear o·p erating fork 6. High gear thrust race
2 Lower gear thrust race assembly (port) be,a ring housings
1

bearing housing and 5 Higher gear operating fork 7. Actuating camshaft

locating dowel assembly {starboard) 8. E.eturn springs
3. Lo\\•er gear operating fork 9. Cam rollers

FIG. 49.- -SUPERCHARGER CAMSHAFT AND ACTlTATlNG ARMS

F.S./36
 193. The valve housing is also fitted ,vitl1 a
Ji·11er which has a :flange at its lower end for the
purpose of location. The liner has two inlet
an,d two outlet ports which are complementary
to the ports in the cylinder. This pis,t on type
valve moves up and down in the liner and is
retained in position by a cover which spigots
into the flanged end of the liner and is secured
by six studs and spring-washered nl1ts.
194. Tl1e valve (see fig. 48) is a light-alloy
casting in the form of a du·mb-bell. and is
mounted on a spindle to ,vhich it is se,c ured by
a split-pinned nut. The lower end of the
spindle has a flat which is drilled for connection
to the inner operatin& lever. The upper ·a11d
lower c11pped ends of the valve are drilled for
the passage of oil, whicl1 is directed by the
solid ce11tral partition to either the top or
bottom t)f the piston·. The valve is operated
through the IT.lledium of an inner arid outer lever
which are mc>t1nted on a shaft housed in the
casting at right-angles to the valve. The shaft
is carried in a plain and a . flar1.ged bush, which
are pres~ed intc) bosses in t11e casting. TI1~
inr~_er forked lever js keyed to ths sl1aft between
the two bushes. and connected to the valve by
a steel pin. A tI1ick distance "\\tasl1er abuts
against the flanged end of th,e outer bust., and
is he]d i11 place by an end cover, containi11g an
oi l seal, and . securt!d to the casting by three
studs and n t1ts.
The outer end of the shaft receives an
adjusting washer, the bushed outer operating markset applied -secure#7104462
]ever and ]ever pick-.up, whicJ1 is J)egged into
posit1011.
The <lµter <>p·e rating lever, tn<.Jvi11g througl1
an arc of 72 deg., actu.a tes the pick-up lever so
that the valve is moved into the HIGH or
LOW J)Osition. 1".his movement of the valve
causes the scavenge oil to circulate either in the
top or bottom half of th~ cylinder, thus causing
the pisto11 to be forced up 0r <Iown, as the
case may be.
Camshaft
195. The l1olI0w steel camshaft has for111ed
integrally on its outer surface three cams, a
control.lever and a shoulder at each end. The
central cam controls the low gear clutch, and
the two· outer cams the high gear clutches . .
The control lever, wl1ich is integral with the
starboard high ge.a r cam, is hinged by means of
an axis pin secured by a collar &,nd split-pin
to the forked end on the upper ,e nd of the servo
piston connecting. . rod. The extre-tnities of the
camshaft are carried in the split light-alloy
housings which abut against the shoulders on
the shaft, and are secured to faced lugs in the
supercharger driving gears casing by two studs
and tabwashered nuts.
Control levers shaft assembly
196. The control levers shaft assembl)'
consists of three selector forks, arms and ca.i n
rollers, and the sl1aft upon which they are
mounted.
The shaft consists of a long steel tube whicl1 is
plugged at each end and held at approximately
7 deg. from the horizontal in five hollow lugs
in~egral with the gear casing. The port end,
being raised above the starboard end, has four
holes in the upper side. Splash oil ent·ers these
holes and runs down the bore of the hollow
shaft for the purpose of lubricating the bushes
contained i11 the hubs of the selector forks.
l97. 1'he t\VO end lugs supporting the shaft
are formed in the rear flange of the gear casing;
these .lugs and the shaft are drilled t<> acco,m mo-
date studs which secure the casing to the
wheelcase and also restrain the shaft from
moving. :Two more lugs are formed in sloping
ribs on the rear wall of the casing and ser.v e· to
locate the higl1 gear selPctor forks laterally at
their outer ends. Adjusting washers are
interposed between these lugs and the outer end
of each high gear sel~ctor fork. '.fl1,e fifth lug
js located between the low gear fork and the
starboarcl fork. Al1 three striker forks have,
a.t the e11ds which engage their ball thrust races,
two ball-e11cled arms which contact the forward
sid.e of the thrust race housing and a cer1tral
tongued recess which engages ,vith a I1orizontal
dowel intorpl)rated in the housing. This dowel
prevents the l1ousing fro1n spi11ning upon its
in11er race . Each pair of fork arms is integral
,vith a hub which is bushed ,vith :flanged
})ll<)sphor-bronze bushes to provide a bearing
s11rface f<)r the shaft upon whicl1 the)r pivot.
198. ce11tral or low gear selector fork
'[lie
has a11 integral actuating arn1 which has a
roller i11c·<)TJ)Oratcd at its lo,ver e11d. When the
arm is i11 .Positiotl!, the roller is s ituated in front
of the can1shaft, s<> that \vhen the Jo,v gear cam
rotates i11 a forward di1ection, the selector fork
engages the thrttst race co11trolling the low g~ar
bob weights a11(l disengage~ th<.~ lo,v gear clutch .
..l~l1e l1igh gear .selector forks each have
separate actuating arms, the upper ends of
\\:hicl1 are integral ,vjth individual hubs
mounted t1po,n the shaft and dogged to their
respective selector f6rk hubs. Each high gear
ijctuating arm is handed a11d i8 not inter-
changeable.
'"fhe· rollers incc>rporated in the lower e11ds
<>f the actuating arms are situated tc> tl1e rear
of the camshaft so that, when the high gear cams
are rotated to the rear, the select(>r forks engage
the thrust races controlling the 11ig·h gear bob-
weights a11d disenga.g es the high gear clutches.
The lower extremities of the actuatin·g arms
each have an extension which provides an
anchorage for two return springs, ,vhich are
actached, one to each high gear arm at the rear
end, and both tb the low gear arm in front.
These springs serve to ~eep the actuating arm
roll'ers against the cams.
TAis 'lea./ issued with A .L. No. 'I
July, 1944
OPERATIOR OP ••• I ..,
199. Fig. 35 illus.t rates the working of the
two-speed supercharger unit which is as
follows:-
(i) Scavenge press,ure oil is delivere~ at (16)
and returns through (SO) to the oil tank
{via carburettor throttles).
(ii) Passage (30) is always connected with
inlet oil from (16) and the passage (31)
to the ou.t let (20). A two-position .v alve
(28), placed intermediate to the oil
flow, directs the oil either to the upper
or lower side of piston (28), acc,o rding
to the position of lever (17).
(iii) "fhe low gear is shown enga.g ed. Assume,
then, that oil is directed to the upper
side, by movement of valve (28) into the
downward position, piston (28) is forced
downward to the end of its stroke
thereby turning the camshaft and cam
(11) by lever (12) a11d mo,ving roller (13)
and a1111 to the right; this causes the
selector fork (6) to move the baJI thr11st
(6) until it disengages the friction clutch
by movement of levers (1)
(iv) Simulta11eously, cams (18) also 1nove to
the right, springs (19), movi11g levers
(32) and selector forks (33) to disengage
levers i(9), thereby allowing the centri-
fqgal action of weights (8) to engage the
friction clutches. The higt1 gear is theti
engaged.
( v) Ha viog reached the lo,ver end of its
stroke, piston (28) uncovers ports (22).
per111itting the oil to flo,v from port (23)
and finally out at (31). At this position
the cam (11) which disengages, the lo\\
gear centrifugal clutch is arranged to
''toggle'' over, thus being held in its
extreme position by reaction of the
clutch weights, and also by springs (19).
I!fTERCOOLER ASSEMBLY
200. An intercouler (see fig. 50) is fitted to
these engines for the purpose of reducing tl1e
very high delivery mixture temperature
generated by the t,vo-stage supercharger. A
separate cooling system is incorp<>rated, the
coolant being circulated b)' a centrifugal type
pump mounted on the generator drive housing
on the port s.ide of the engine. A diagram of
this system is incorporated in fig. 51.
The intercooler is located over the whee lca s~
and attached to both the supercharger outl et
and the central induction manifold. It consist~,
of three plates, two elbows,. the integral heacler
tank plate and the element~ The plates a11d
F.S./37
A.P.1S90P, Sand U, Vol. I, Sect. 4, Clulp. 1
1
SOPEBCBARGER
thereby holding the piston (88) at the
end of its stroke.
(vi) Since gear changing must be effected
with a minimum of delay, the control
valve (28) must move from end to end
as quickly as possible and any tendency
for the external control at (18) to delay
movement of lever (17) is obviated as
follows. Levers (1'1~ are connected to
{18) through lost motion and ''pick-up''
stQps, When valve (28) is moved
towards its new controlling positio~.
disc (29) restricts oil flow to the outlet
side (81) causing the pressure to build
up and so operate the relay piston.
"fhis rise in pressure also urges the· valve
(S8) in its normal direction, causing a
1
rapid movement of the latter and there-
fore of levers (17), which then follow up
the stop on lever (18) in readiness for
the reverse operation when required.
(vii) In a similar manner, when the two-wa.y
valve is changed over again to operate
the low gear, scavenge oil moves the
piston (26) into the extre me upper
positio n, and then oil flo ws through
ports (21), (25) and (24) and out at (31).
markset applied -secure#7104462
The lo\v gear is then engaged, as shown.
(viii) During movement o f the pis ton by oil
on the pressure side, oil will also be
displaced from the other side. The
,,alve (28) is, therefore, designed to
open ports (21 and 28) or (24 and 27) to
the scavenge oil outlet {31).
(ix) Gear cl1ange selector forks and levers.
,vhicl1 bear rollers for cam oper,a tion.
are mounted on a transverse tubular
1 shaft (34). The camshaft below is
operated by the relay con11ecting-rod
(14). When th,e c lutch is engaged
clearance obtains between the levt'r
ends and h~lJ thr11st.
the rear elbow arc studded a11d are secured)'
with the front elbo\v and header t a nk around the
element by spring-washered nuts. The inlet
and outlet connections are both s.i tuated on
the port side of the assembly and the ftow of
coolant is horizontal while tl1e supercharger
mixture passes from rear to fi-011t .
201. The top, bottom and s tar.b oard plates
consist of externally ribbed aluminiutn cas tings
which are studded for connection t o ea c h other,
the front and rear elbows and the integral
l1eader tank. Two rece·s ses formed in the
internal facing of ,e ach pl~te, house insulati·n g
n1bber pads and meta] plates which ar~
 compressed when the unit 1s bolted together.
These absorb most of the vibrations created
around the elernent and so afford prote.c tion.
202. The rear elbow is shaped and danged
for connection to the studded rear edges of the
housing plates and to the studded facing of the
supercharger outlet. Guide vanes incorporated
within it ensure that the supercharger mixture
is distributed evenly into the element. A
boost gauge u,1ion is s~rewcd into a boss at the
rear of this elbow.
studded for attachment to the other-components
to form the complete unit. Two bosses, ont.
each at the upper and lower ends of the tank
hca.ve attached the outlet to the rc:1.diator and
the inlet from the intercooler pu1ap respectively.
The tank can be refilled by re1J.1oving the
screwed cap at the upper end (see fig. 50). The
header tank plate has an outlet connection at
the top which is put into communication with
the top of the tank, and an inlet connection
from the supercharger casing m idway along the
bottom; these connections fit over comple-

2 - --

10

markset applied -secure#7104462

FIG. 5 ,0 . - INTERCOOLER ASSEMBLY

(Integral header tank as&embly shown in top right-
hand view)

l. Coolant outlet to header

tank·
2. Coolant inlet from super-
charger casing
3. Boost gauge connection
4. Connection for relief valve
5. Coolant outlet to pump
6. Integral header tank
7. Vent connection from
coolant pump
8. Filler cap
9. Mixture outlet to induction
,o manifolds
10. Mixture inlet from super-
charger

203. The front eJbo,v is flanged for attacl1 -
ment to the studded front edges of the housing
plates and has an inclined circular aperture t<•
which is secured the rear end of the inductio11
trunk. A boss on either side of this aperture has
bolted to it a support bracket wl1ich is securecl
at its lower end to the wheelcase by two nuts.
Another boss a~·,e the circular aperture is not
used in these engines but is blanked off with a
screwed plug and washer.
204. The cylindrical header tank is cast
integrally with the remaining plate, which is
mentary bosses incorporated c>n the port side
<>f the i11tercrJoler element.
In Merlin 66 and 70 engines this integral
header tank is replaced by a ribbed plate
similar to the t ·o p, bottom and starboard plates,
except that inlet and outle·t ~onnections to t~e
element are fitted (see fig. 50). The coolant 1s
t:arrjed in a suitably shaped tank housed over
the r,e duction ,g ear casing.
205. The intercooler element consists of a
number of horizontal flat-sectioned tubes and
 This leaf .issued with A.L. No. 7 A.P. I590P, S & U. VOL. I, SECT. 4. CHAP. I
July, 1944
Connection for - /'\ ., ')
H~@r ~nk filler Cdp
rel lef valve
~- - ---
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·------ V.nt from coolant JUl'J
lnWCJral
hNder t.snk , . • ..
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to intercooleir
ii

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t: Liquid cooled
intercooler

Boost gauge
c,onnesction

t.4~ from int@n:ooler

to manifolds
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Cool.,,t from
\

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rotor
__./ r int.rcooler
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Vent to header t41lk

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lntercoolar
pump \
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..._ Liquid cooled intrrcooler

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rc.tdiator -, ,
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Radiator . -
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Cdrburett or
Two·st.l(Je'
scaperc:hdrger E~-~-~-;J INTERCOOLER COOLANT
I ••*>~
.. • '••;l MIXTURE
DIAGRAM or INTERCOOLER SYSTEM

FS/J8 F,g. SI -Dia.gram of two stage superchcarger and intercooler

This leaf issued with A .L. No. 7 A.P.1590P, S and U, Vol. I, Sett. 4, Chap. 1
July, 1944
vertical plates which are enclosed together in a supercharger mixture to the coolant-fille d tubes.
1

sheet brass housing.. Two horizontal baffles
are incorporated in the port side and one baffle
in thP- starboard side of the housing to direct
the coolant from port to starboard on its way
upwards through the eleme·n t. The vertical
plates assist in the transfer of heat from the
On the port side of the housing are two short
hollow tubes which serve as inlet and outlet
connections to the element. These fit into the
connections attached to the port side housing
plate and coolant-tight joints are formed by
rubber gland rings contained in the connections.

PIPING SYSTEMS
General (v) A small bore pipe (8) fron-i the three-way
206. The piping systems dealt with in this connection in {ii) to a four-way
section comprise all external pipes and :fittings connector mounted on the rear end of
supplied with the engine. They fall under the wheelcase; the thre,e outlets from
the headings of oil, air, coolant, fuel, fire- the connectors supply oil through
extinguishing and de-icing pipes and are ~eparate pipes (9 and 10) to the unions
described in the following paragraphs. on the ''A'' and ''B'' cylinder blocks
through which the camshaft drives are
lubricated, and through a pipe (11) to a
Oil pipes flanged connector on the port side of
207. Fig. 52{a) and 52(b) show the arrange- the wheelcase which supplies oil to the
ment of pipes which convey the main and low various bearings of the generator drive.
p,r essure and ~cavenge oil to various parts of
the engine. Each is of steel and has brazed-on (vi) A small bore pipe (12) from the union
fittings comprising nipple and banj,o type unions on the rear end of the ''B'' block to the
and flanged type connections. inlet union on the intercooler pllmp
drive housing.
Maio pressure pipes
208. The main pressure pipes comprise the Scavenge pipes
following:- 210. The scavenge pipes comprise the
(i) A Iar,g e b·o re pipe (1) from the outletmarkset applied -secure#7104462
following:-
union on the pressure pump to the inlet (i) -~ large bore pipe (13) from the right-
union on the relief valves unit. This angled scavenge outlet in the rear
pipe delivers all the oil used in the Ptarboard side of the crankcase sump
lubrication of the engine proper. to the i11let union of the super,c harg,e r
(ii) A small bore pipe (3) leading main servo unit, and another pipe {14) from
pressure oil from a 11nion in the pump the servo unit to the scav~nge relief
to the inlet union on the fuel pump unit valve body situated on the starboa,td
side of thf! carburettor. This latter pipe
carries the whole of the scavenge oil
Low pressure pipes passing from the engine back to the
209. The low pressure pipes comprise the tank.
following:-
(i) A small bore pipe (4) from the front of Air pipes
the relief valves unit to the crankcase 211. The arrangement of air pipes on these
connection for the reduction gear oil engines is as follows:-
jets~
(i) A flexible small diameter pipe from the
(ii) A small bore pipe (5) from the rear ,o f fuel pump unit to the throttle body.
the relief valves unit to a three-way
connection :fixed to the rear ,s tarboard (ii) A flexibl e small diamet~i. pipe from the
throttle body to the auto-change-over
side of the crankcase. This pipe
supplies a s.e ries of pipes at the rear of valve.
the engine. (iµ) A small bore pipe from the intake
•
elbow to the throttlt body
(iii) A small bore pipe (6) from the three-
way connection in (ii) to the union on (iv) A f;TJlall bore :flexible pipe from the
the starboard
. side of the wheelcase for upper end of the intercooler integral
supplying the three supercharger lay- header tank to the intercooler pump
shaft oil jets. body. (On engines fitted with inter-
cooler integral header tank only.)
(iv) A small bore p ipe (7) from the wheel-
1

case union in (iii) to the union on the top (v) A pipe on the starboar,d side from the
of the intake elbow for supplying the mixture control to the super·charger
rear supercharger bush housing. discharge nozzle~

F.S./39
 a1reHaf
(Martin 77 Ott/)

Note
a.In dotted plp11
apply toMerftn 77cny
~ ·. ' I
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J.""1G. 52(a).-ARRANGEMENT OF OIL PIPES (SIDE VlEW)

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r·1G. 53(a).-ARRANGEMENT OF COOLANT CONNECTIONS {SIDE VIEW)

This leaf issued with A .L. No. 7 4 .P.1590P, S and U, V,ol. I, Sect. 4, Cll"f>. 1
July, 1944

(\·i) Small diameter pipes from the boost

change-over valve to the aneroid boost
control (piston connection).
(vii) A small diameter pipe from the boost
change-over valve to the aner()id boost
control (aneroid connection).

Coolant pipes
212. The arra11gemcnt of coolant pipes on
these engines is illustrated in fig. 53,
(i) Two large bore pipes ·C onveying coolant
fron1 the pump to the cylinder coolant
jackets.
(ii) A medium bore pipe con11ects the outlet
union of the supercharger casing v7ith
the inlet 11nion of the intercooler
element.
(iii) A large bore pipe connects the inter-
cooler pump outlet to tl1e inlet of the
integral header tank.
:f1'1G. 52 (b).- ARRANGEMENT OF OIL PIPE.S
(REAR VIEW)
Fuel pipes
markset applied -secure#7104462 213. The <lnly external pipes incorporated
with these engines are:-
(i) A short, large diameter flexible pipe
carrying tl1e fuel from the fu~l pump
outlet to the regulat<,r unit on the port
I
side c)f the carburettor.
For lnteg1 el header tank
~~sonly (ii) A large diameter flexible pipe conveying
fuel from the fuel regulator unit on the
starbc)a.rd side of the carburettor to the
supercharger discharge nozz1 e.

Fire-extinguishin,g pipes
214. The fire-extinguishing system comprises
a 1111mber of conveniently shaped small bore
pipes secured at various points by brackets and
clips, the pipes being drilled with a number of
holes to spray the liquid on to the engine. An
inlet u11ion, which receives the fire -extinguishing
liquid from a tank installed in tbe aircraft, is
This pipe omitted located at the bottom of the rear supercharger
on teYerSed flow casing.
systems

De-icing pipes
215. A pipe is shaped to fit c)ver the
reduction gear casing so tl1at de-icing. fluid
directed from a supply tank in the aircraft can
be applied to the pr<>peller whe11 necessary.

FIG. 53 (b). -
ARRANGEl\lENT OF COOLANT
CONNECTlONS (REAR VIEW)

F.S./-40
markset applied -secure#7104462
This leaf issued with A .L. No. 7 AJR PUBLICATION 1590P~ S and U
July, 1944 Volume I,
Section 4
CHAPTER 2

CARBURATI,ON

LIST OJ." CONTEN1'S

Para. Para .•
General . . ~ ... ... ... . .. 1 Accelerator pump .. . 27
Fuel supply system ... .. . .. • • • ')
lii,I Volute drain unit .... . .. 28
The air s.ection ... . .. .. - . .. ... 3
The fuel section . .' .. . ... ... ... 4 1\t1tomatic boost co11trol
The regulator fill valw . . . ••• ••• ••• 16 General •• • .. ' •• • • •• •• • 29
Cut-off valve ••• . .. ... ... . .. 17 Operation • •• ... .. . 34
Jets ••• .' . •• • •• ... • •• 18 Adjustment • • • • ,i • ... ... ... 89
Fuel enrichwe11t valve . . . ... ... . .. 19 C-0ntrols . .. ... ... 40
Slow-running systetn • •• ... ... 21 Induction system . . . .. . ... 43
Fuel discJ1arge 1101.zle a.11d cJiffuser • • • ... 24 Priming a.nil slo,v .running ... ' ~ . ! • I 47

IJIST OF ILLUSTRATIONS
Fig. F·ig
Bendix Stromberg carburettor (fro11t ,,.ie,,.,) .. . 1 Hoost control unit ... . .. ... ... 7
·e endix· Stroml>erg carburettor, tl1coretical Boost control aner<>rd assembly . .. .. . 8
diagran1 ••• • ••t • ••
! • •••
Be11dix Stronlberg carburettor, ty1Jc SD/44 / .. . "-3 Diagram of boost control . .. • •
B<>ost control. differential and co11tro! shaft
• ! • ' \ 9

\riew of carburettor tl1rottle b<.'d)· •• • • •• 4 assemblies ••• • •• ••• ••• 10

Bendix Stron1berg carburettor ... ... • • • 5 ,\rrangeme11t of indt1ction manifolds .... . .. 11
1'}1ree-q uarter rear '\riC\V <)f engine· ••• 6(a), (b} Induction manifold}; ••• ••• . .. ' .. 12

General The air section

1. 'fhe ge11eral principles applied in tl1is markset applied -secure#7104462

3. Air drawn through the chokes creates a

carburettor are as follows:- pressure at (20) and a depression at (19), these
(i) An operati11g pre:ssure relative to, and being tra11sferred to either side of the diaphragm
creat·e d lJy, the weight of air passing (6). An air bleed passage (7) allows a slight flow
through the carburettor for controlling of air from (4) to (3). The :flow of air from (20)
the fuel pressure differe11ce 011 either side is also 7;eg·u lated by a needle (10) which is moved
of a fixed jet (or jets), the fuel then being by a pressure-temperature device (11) placed in
<leli,tered thr<)ugh a discl1arge 11ozzle an air chamber (12) (intake pressure). Reductio11
direct into tl1e ~upercharger i11take ,e ye. in air density (as with altitudeJ., therefore, reduces
tlte pressure ir1 (4) and vic,e versa. The complete·
(ii) l{el"-tive increa~e of t)1e fuel ftow ~ com- arrangement results in the existence o,f pressure
pared ,vitl1 the air flow (air operating in the direction of arrow (8) relative to the wej~ht
pressure) w11e11 the resulting induction of air flowing througl1 the chokes.
pipe pressure exceeds that laid down for
l!t1aximun1 cco110111ical cr11ising and for The fuel section
1·eason~ of e11gi11e co1111Justion it becomes
11ecessar)? t<> i11cre<-tsc tl1e specific· cotl· 4. This consists mainly of a primary and a
s un1pticn1. Heco11dary fuel pressure system, the primary
pressure always being in excess of tl1e secondary
(iii) An overridi11g 111ccl1anical c ,011 trul of the according to the biasing effect of the air flow
f u~l flo,.., durii1g tl1e idli11g range, by a control. ,_fl1e pri111ary and se~ondary f ue] pres-
re::;trict or 01>er,itecl witl1 tl1e 111ai11 throttle, s,1res a.re usually referred to as unmetered a11d
d uri11g co11(liti<J 11s ,vl \ e11 the air flo,v is 1neterecl f t1el press ttres. .
insufficie11t t<> effect a reliable contro]
for tl1e rcquire(i fuel delivery. In order to illustrate the mai11 principle of
5.
tl1e carl>t1rettort lirst assu111c that ,ve l1ave a fixed
Fuel supply system jet tl1rot1gll ,vhicl1 fuel is directed to a pipe
2. Referri11g fig. 2, f ue~ frcJtn tlJe mai11 tanl<
t fJ
discha.rging i11to the e11git1e i11duction system ancl
(15) is c.lra,vn b)r the ptt01J>S (16) ()f (17) arid that the pressure difference across tlie jet is, say,
deli\~ered t<) the carllur·e ttc1r v-ia tl1e fuel <le-aerator 1 lb . per sq. in.
(22) a11d filter (23) throt1gl1 tl1e J)OI)pet valve (26). \Vithin a reasonable ,vorki11g range it will
6.
A relief valve (18) by-passes tl1e st1pply at approxi- not 1natter ,vhether the differe11tial pressure across
mately 15 lb. per sq. in. the jet is obtained by, say. 5 lb. on one side and
f,.s ,1
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 1·1lis leaf issz.ted u;itlt .14 .L. 1Vo. 4
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1
-! ] b. on tl1e ()th er or b)r I() lb. on 0 11e sicle a11d 9 lb.
I air. \1/hile the pressure ir1 (4) \vill ~tt all tin1e~ LE~
(>11 tl1e otl1er. The rate of flo w a11d tl1erefore
qua11tit)r o f f11el ,vill be the same. This fact is
111entioned because tl1e discharge pressl1re of tl1e
nozzle ma)' be "'aricd b)t the effect of the air
pres~ure c>n the dia.phragm, by the pressure
'-'ariation at the supercharger eye or b~r variatit1n in
spri11g pressure its.e lf. The rate of fuel flow,
110,"·ever, will be unaff ~cted.
7. In ord e r to vary the ql1antity of fuel
clelivere,d to the engine it ,vill obviousl)' be
11ecessar)r to v ary the pressure difference across
the jet ancl thereby to increase <)r de,c rease tl1e
r ate c>f flov.r througl1 tl1e jet.
8. If,. 11 0\vever, t]1jt; required press t1re diff3rence
js m a d e d€pendent upo n a for ce due to the weight
(Jf a.ir (velocity and dens ity) passing through the
carburettor (a s in para. 3) , the f t1el/air ratio ca11
be controlled over a la:rge working range. How-
ever, it js n either practicable nor d esirable to make
the whole range f u]Jy d(pen,d ent upon this
pTinciple, as is n1ore f ltlly explained in para. 16
and 17 of this Cl1 apter.
9. Referring to fig . 2, the n ozzle press ure
cletermines the secondar11 fuel pressure because
this reacts against diaphragm (27) to open the
fuel inlet valve (26) . As~urne t]1is pressure to be
,5 lb. p e r sq. in. Then, if the pressure difference
derived from the air flo,v control is 1 lb. (.as b efore)
the total pressure ,viii be 6 lb. p er sq . i11. in direction
of arrow (6 ). It ,v1ll, therefore, he obvious that markset applied -secure#7104462
if the pri1nary pressure of 6 lb. is maintai11ed inside
chamber (24), tl1e val-ve (26) vvil] be opened the
correct amount to maintai11 tl1e contr0Ili11g ·f orces
in balance. If valve (26) is opened too, wide, th,e
pump feed pressure of 15 lb. p3r sq . jn. will b,e
admitted, until it o ,rerbal a n ces the 6 lb. , closing
v·alve (26) until fuel l1as blowed throug h the jets
~(34) and low ered the pressu.r e to 6 lb. Conversely,
if the valve (26) remains closed the primary
1
pressure ,~.ri]l drop belc),v n ll) .. since the setti11g
of the nozzle pressure is S lb. per sq. in. and the
secondar)1 pressure f>f (i lb. ,vi11 op2n it to a.1Iow
fuel to enter. TJ1e result is a balance of pressure
(5 llJ. 11ozzle ancl 1 lb. air) ag,a inst 6 lb. primary
Jlress ure vvith the required flo,1/' of fuel for this
1>articu]ar conditio11 ()f tl1e e11gine.
1(). l{eferring again t() tl1e air contrcJl section,
first assume that at sea level the required a ir flo~r
creates the pressure difference of, say, I lb. p er
~·(1. i11. to b e in1posed o n the fu e l sec tio n. and that
this pre~st1re differ en ce is obtained b~l a p ositive
press ure of +{ lb. p er ~q. in. in (4) and - ~- lb.
per sq. in. i.n (3), tl1us gi\i··ing the required fu el flo ,iV.
rI'hen, if tl1e sa1ne ,\1 eigl1t o f air is passing through
the carburettc>r at, f.a,, , 11,()00 ft. a ltitude, 1 lb .
-·
p ressure ,vii l still be nece~~ar y t o operate the fuel
S\"St€ J1l.
- if tl1e engin,e \vas. stationary, whi le the cut-off \iva~
11. .l. \s the pre,:a iling atmc>!--ph eric press ure at
11,00() ft. a ltit ude is 5 lb. per sq. in., a greater
,·olume of air \1/ill be d rawr1 in b~1 the supercharger
tc) C·OmJ)ensate for tl1e dec.rease i11 density of the
"1.P. J:'590P a1·zcl ..',, ~·at. I , .5ect. .J, Cf1ap. 2
approximatel)T equal to the pre'\·ai]i11g atm()spheric
pressure (in th is case 5 lb. p er sq. ir1.) . tl1e clepre:;si.0 .11
1n (3) varies ,vith the ,relocity <>f tr1e air l)ass ing·
throu gh the cJ-1o ke and in this case "'ril 1 be cc >Tl -
si(lerably low er than the pre\1 ailing at111()spl1eric
pressure. Conseciuentl1r, tl1e C<)tnbi11e<l I)re.-;surc
C)p 2r.a ting on tl1e fuel se<~tion ,vill l1e C<)11siclera bl~..-
in excess c)f tl1 e required I lb. per sc.1. 111..
12. ()n the other hand, referring t<) t l1e leak
(7), it will be seen that if t h e press tire passage (9)
is c losecl off altc)gether from t11e diaphragm
cl1amber (4), and s ince there \.Vi 11 be n o flo,v fron1
(4) t c> (3), pressure (depression ) fron1. (19) v·ia (8)
\Vil.I bltild up on each side of diapl1ragm (5 ), and
becon1e equal ancl so cease tc) be operative upot1
the fuel sectio11.
13. In o rder t ,o rest<)re the r equired pressure
difference of I lb., an aneroid (11) which is exp:n-.;ecl
to intake presst1re and temp3ratl1re is u sed. The
aneroid has a needle (10) ,vhich extends ,,,itl1.
increase i11 altitude and correspondingly reduces
the pressure fl.ow from (20) to (4) . The redt1ced
flo,:v through (9) is then s uch tl1at , in conjunction
\Vith the an1ount of pressure allowed to be trans-
ferred fron1 (4) to (3 ) v·ia (7 ), an .a ctual pressure
of ~ 5 lb. obtains in (4) and -6 Jb. in (3), thus
giving the 1 lb . p er s q. in . op ~rating pressure
required for the fuel flow at 11,000 ft. altit11de.
(The figures used are pure]y arbitrar~r.)
14. In addition t o atmospheric pressure correc-
tion, the aneroid ·u nit is also aff 3cted bjr a ir
tempzrature, these two effects in conjunction
giving a res ultant needle pr,o jection to measure
the actual ,veig ht of air flc)vving through t h e
carburettor, finally affecting the cc>ntrol to
proportion the f ue] ac~ordingly.
IS. 1.' he q uestio11 of increased air flo,\.~ at this
altitude a s compared with that for a constant
induction pressure (boo.,;_t) at sea-level can be
ignored , and a definite a ir flow is assumefl as
stated above. In flight, this would res11Jt · in a
s lig htly lower boost due to red t1ced exhaust back
pressure and con sequent increased :flo"\v throug h
the engine .
The regulator fill valve
16. The regu lator fill valve (2 ) t1orn1all_y- C<J 11 -
11ects tl1e 1nain jet d eliver y w ith tl1e fuel diapl1rag111
chamber · (3·0) to prime the latter, which is fitted
,ivi th . an u.pper p 3,ssage for the r e1nc)val of air.
'fhe closing o f valve (2) is effected mechanical]~r
wl1en the c ut-off valv~e is closecl. It is esse11tial
that the fuel p ressure is n ot p =rmitted to bt1il(l
up in the cl1.a1nbe r (30) ,¥bile the air pressure is
inop erative ;· s t1 ch a set of conditions ,vould arise
in the CLOSED positi(>n a11d the boost~r pum1)
-vv~as switc hed on . I t is impo rta11t to 11ote tl1is
precaution a s otherwise damage will be caused tc)
tl1e glands bet,:\ieen the chambers (3) and (30) .
 As the fill valve closes the supply to chamber (30),
pressure builds up in (24) sufficient only to over-
come th,e idle spring pressure and then to shut off
the supply pressure. Un]ess the supply to
chamber (30) is cut off under these conditions,
5
any fuel allo,ved into the chamber would be unable
to escape \vithout creating a back pressure on (27)
to hold op en valve (26).
Cut-off valve
17. Whereas, ir1 tl1e American Stron1berg
carburettor, this valve (1) is operated by a mixture
contr,o l having several positions for varying the
mixture str ength, etc ., in the Merlin 66 version
it is only operated for starting (CLOSED) or
running (OPEN). The original holes are retained
for convenience of production, but do not regulate
the rate or quantity of fuel flow, the passages
being eitl1er c.omp letely shut off or fully open.
Jets
18. As alr·e ady mentioned, the two jets (34)
which are necessary on the American system,
are also retained in place of a s ingle jet for con-
,,enience . Actually, with the sy3tem employed,
a single jet could be used to determine the fuel
flow according to the pressure difference as
explained in paras. 5 and 6 of this Chapter.
There is n othing ' 'au tom a tic'' about this part of
the carburettor.
Fuel enrichmen.t valve
19. This is an automatic enrichment valve
which opens another fuel passage from the primary
to the seco11d~ry fuel pressure and in effect by-
passes the fixed jets. The· ope·ning occurs at a
point wl1e11 the weight ,o f air flow is sufficient to
produce a differ·e ntial pressure across the dia-
phragm (31) great enough to overcome the spring
(32) and open valve (33).
20. TJ1e valve form, in conjunction with the
spring rating and differential pressure, effects an
increase in fuel flow suit~ ble for the required
specific consumption as the air flow (or resulting
boost pressure) increases. It w·i]l be seen that,
since no extra fuel is passed through the fixed jets
(34) (apart from the normal flow obtained by the
air flow contro l presst1re), the pressure difference
across tl1e jets-or from primary to secondary-
will be unaffected by the opening of the fuel
enrichment valve (33).. The total flovv into the
main disch a rge pipe , however, \vill b·e increased.
Slow-running system
21. As already explained, at small throttle
op~nings (as witl1 many air :flo,v carburettors) the
main air flow control is i11sufficient to be operative.
It is, therefore, supplemented by a bpring (25)
wl1icl1 holds open tl1e popp ~t valve (26) and a
n1echanical ly-op eratecl restrictor (28) coupled to
tl1e m a in tl1rottle and op.:>rative over the small
throttle op 2ning range.
22. I11 t11e first case b)~ refere11ce to fig. 2. it
1 priming and drain assen1bl) on the inductio11
,vil1 be seen that, if the popp 3t valve is held ope11
by spring (25) at relatively small fuel flow through
the jets (34), the pressure will build up on eitl1er
side of the diaphragm (27) and the total fl.ow will
be uncontrolled and excessive, even for the idling
range. In fact, the idle spring (25) is adjusted to
allow such a fuel flow when unrestricted by (28) .
23. By interposing the graduated restrictor
(28) in the passage (29), the fuel flow is regu]ated
a.c cording to throttle opening until such time as
the air flow is sufficient to take control . Dur'ing
this range, also, the sp~cific consumption, which is
necessarily higher u11der idling conditions, is
artificia]ly increased beyond that which would
normally be obtained ,vith an effective air flo,~.r
control.
Fuel discharge nozzle and diffuser
24., Tl1e fuel discharge nozzle consists of a
spring-loaded needle valve (13) having a diaphragm
interposed betw~en the fuel press ure on o ne side
and air intake pressure on the other. The outlet
is subject to air pressure at tl1e sup3rcharger
intake eye (14) . It will be realized . therefore ,
that the discharge pressure (referred to previou sly
as the secondary press·u re) will be depzndent
purely upon tl1ree conditions, namely, spring
pressure, air intake pressure and sup=rcharger
intake pre5sure.
25 . If, for the sake of simplicity, we assun1e
that the aircraft rises and tl1e throttle is progres-
sively op~ned to maintain the sitperc}iarger intake
pressure constant, since tl1e ai·r intake pressure will
have fallen ,vith altitude, thereby oppo3ing the
spring pressure. it is obvious that the secondar)r
markset applied -secure#7104462
pressure will fall. The term ''constant pressure
nozzle;' is, therefore, not strictly correct. Further-
more, since we are assuming a constant weight of
air flow, the air control pressure will be the same,
but the primary fuel pressure "vill fall according
to the nozzle discharge pressure, leaving a differen-
tial pressure and consequent fuel flow una ltered.
26. For the purpose of obtaining good diffu sio n
and mixing the fuel ,vith air, several nozzles are fed
from the main nozzle, the former discharging
radially on the depression s id·e of finger:; p1aced in
the air stream. In addition, an air flow created
by pressure difference across each side of the
throttle is led into holes adjacent to the discharge
nozzles thereby assisting in the fuel atomization.
Accelerator pump
27. This is a type w11ich employ.3 a diaphragm.
distencled by induction pip~ depressio n at (14) and
discharging at a p ojnt adjacent to the n1ain
nozzle when the press.ure at (14) is increased as
would occur when the throttle is opened suddenly.
Volute drain unit
t
28, This is of the standard typ ~ as shown in
fig. 3 and employ'-" t wo venturis. Fuel drains
fro1n the supercharger V(>lute to each v~nturi
en.e rgized by air drawn fro1n tl1e lower op~ni11g to
the induction system , the pjpe leading to tl1e
7
manifolds .
 A:P. t 590 P&S, ~.I, SECT. 4, CHAP. 2

FUEL FROM TANI<

PUMP 0£.LIV[ RY PRESSURE

UNMET[R[O .fUEL

METERED fU(L

TO COCKPIT CONTROl AIR IM~CT PRESSURE

U:VCR
VENTURI SUCTION

AIR INTAk:[ PRESSURE~)

CUT - Of'"
(CLOS(D)

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I CARS~ TOA CLJT - orF v..LV{ 14 SUf'[f!ICHAAGEA fNTAl(t Nr 2' Dt"PHR~ (FUEl ~fCTtON)
2 FI LL VAlYE 15 flJEL TANI< 2B SLOW A\JNNING C,()NT~Ol. RESTR1C re>q
3 VENTURI TUBE SUCTION DIAPHRAGM CHAMBER 16 AUXILIARY FEED PUMP (ALTERNATIVES) 29 FUEL PASSAGE 10 M [ T[ AING J[ TS
4 IMPACT TUBE PRESSURE D1APHRAGM CHAMBER 17 ENGi Nf FUEL PUMP .30 M[T[ R[D FUEL OIAPHRAC,M ();AMB(R

5 DI APHRAGM (A IR sec TI oN) 18 R(LtEF Vt..M 31 OIAP'MAAGM (FUEL SECTION)

6 AIR METERING FORCE 19 \IENTU~l TV8[ SU~TIC N 1
32 [NAf(.1-tM[N1T VALVE SPAING

7 AIR .SltED PASSAGE 20 AfR IMPACT TUBE 33 ENRtCHM EN T VAl VE

8 VENTURI SUCTION TO OIA1Pt-iRAGtv1 CH~BER 21 ~ VENT PIPE TO FUCL TANI< 34 METERING JETS
9 IMPACT PRESSUQE TO D4APHRAGM CHAMBER 22 FUEL OE·A.ERATOR 35 THROTTLE CONTROL
0 PRESSURE- TEMPERATURE CORRECTION NEEDLE 23 FUEL flLTER 36 ACCELERA~ PUMP
l l PRESSURE-TEMPERATURE .._ttXTUA[ CONTROL LNiT 24 F"UEL INL[T DfAPHAAGM CHAMBCR 37 PRESSURE GAUGE
12 AIR FROM INTAKE
1
25 SLOW RUNNING F'U[l MEJER1NG SPRING )8 AIR PRESSURE TO ATOMISING JETS
AM) FU[L PUMP RELIEF VAL VE
13 DISCHARGE NOZZL. E NEE.DtE 26 FUEL INLET POPPET VALVE
39 ATOMISING A JR J( TS

FIG. BENDIX STROMBERG CARBURETTOR FIG.

2 THEORETICAL DIAGRAM 2
PP26S I M-479" 1/ 2765 I/ « IOSO C & P ( ; p. ~51.} t4 )
 A.P. 1590 P&S. VOLI. SECT.4, CHAP 2

'
JiCCELERAT~ P\JMP' \36JCHARGE5 UND(R
LOW PnESSURf WH t N fHROT T LE IS CLOSED
0F5C.HARGES ON R15E Of PRESSURE
WHEN THROTTLE. OPENS

DISCHARGE _
NOZ Zlf NEE.OLE ( 13 , ~

MET ERED rv1IXT U RE T() ( _ _ __,,) PUMJ UlLl'vERY PAE SSUR£

F'U ~l T("I SUPERCHA~(_,[R
NOZZLE~
v:::=============::::.
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fU[L Mt. T[ RED ruE.1
_..,_~OISCHARGF
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NOZZLES A IR IMPA.C T PRESSURE

AIR PRESSURE V(NT~I SUCTION

TO ATOMIS ING
JETS AND
FUfl PUMP
RQ IEF VAUIE
/ AIR INTAKE. PAESSURE (APPAO>)

I
f i THE NUMBERS ON THIS f1C,UA(
C O RAESPOND TO THOSE ON
f 1(,. 2.

THROTTLE

CONr-£:CT 1or I TO INDUCT IO"-'

MANltOLO~

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i
- CHOK[ - _,_ ,.. - -~ - - C HOl<E - - ~

FUEL DRAIN FROM

~RG(~ \IOLUT[
~~
TO ATMOS~HfRf.
'PRt:SSUR[
T(MPERATUR(
\' \ TU F'-lE
......_.;V[NT

(:0NTRCL L1NI- I
@ VENT \JR I' JUB[S
(SUCTlON)~~
UNMETfREO FUEL
VENT P.\SSAGE
1
M£TERE:D FUEL
I VENT PASSAGE

CAR&JR[1 TOR
QJ1'- OFF VAL.VE 0 BALANCE CHANNE L
A.LANCE DIAPHRAG M
I

--- ~
~
~~;:D;t:s;::bA~IA::;s:::Sc(~C~T~IOi::0:N::s:f::O~kA~P
- ~H~AAGM
BALANCE DUCT
S[Al ING DIAPHRAGM @
~...-- ME TERED FUEL AT NOZZLE PRE.$SUR.E
FILL - VALVE®
LL.-.,,,. - - D IAPHRAGM F'UEL SECTION ~-7)
METERED FUtL VAPOU~ VENT PIP[ TO F Ufl
TANK
OIAPHR-"'>M CHAMBCR
UNM[T[R[O FUEL CHAM&R

®
• fUEl OE-AEAATOA ,_ '22) 1

'SLOW R'UNNING
FUEL ME TEAING.,,,_,
SLOW AUNNING
CONTROL RESTAIC TO~ 28 SRRING@
METE~S AT SLOW RuNNING
,
BALANCE
DUCTS
flJCL F ILT[R @
I FUEL INlET
~LOW RUNNIN,G
f"U[L METERING POP9ET VALVE DIAPI IA,tOM
~~~. OIi
______.
~ROM PUMP
f IG. SPRING AOJUSTKNT FIG

3 BENDIX STROMBERG CARBURET'TOR TYPE BD/44/ 3

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F1,,. 4 .
 Key to Figure 5

BENDIX STROMBERG CARBURETTOR

1. Fuel delivery to main discharge nozzle 23. Cover for fuel supply popp3t vaJve
2. Plug, above fill valve 24. Enrichment valve diaphragn1 cove1·
3. Cap-nut for test rig connection 25. Cover fot' idle restrictol' needle
4. Plug, air re1ease, \\hen priming fuel section 26. Cut-off control rod
5. Plug, air chamber 27. Sealing screw for fuel chambers
6. Union for de-aerator air release pipe 28, .D rain plug, fuel control unit
,. Beating screw for fuel passage 29. Slow running mixture control adjustment
8. Eealing plugs for air and fuel chambers 30. ,S etscrew !or slow running mixture adjustment
9. Cut-off retu1·n spring 31. Slo-;r · running n1ixture control lever
10. Control connection to cut-off 32. Cut-off control leve1·
11. Throttle stop idling adjustment screw 33. Cove.r for enrichment valve and fuel jets
12. Throttle control connection 34. Main throttle shaft
13. Air balance to fuel relief valve and atomizer 35. Screw for mixture control air bleed
13a. Ccnnecticn to boost control chan·g e-over valve 36. Drain plug; fuel chamber
14. A,neroid chamber union to discharge nozzle 37. Plug, air chamber
diaphragm 38. Drain plug, fuel chamber
15. ConIJcction to induction manifolds 39. Base plug
16. Fuel drain fron1 superchargr r volute
1
40. Venturi tube section transfer, connections
17. Energizing eir for volute drain venturis 41. Intake pressure tube to pressure-tempe·r ature
18. Intake air pressure- -tempr,1·ature cont1·ol 11nit control unit
chamber 42. Ventu1'i tubes (suction)
19. Main fuel s1;pply 43. Air intake screen
20. Fuel filter cover 44.
markset applied -secure#7104462 Air impact tubes
21. Cap-nut for idle spring adjustment 45. Throttle valves
22. Fulcrum pin for df!-aerator float 46. Fuel control unit
 SECT. 4
A.P f590 P&S VOL.I CHAP 2

markset applied -secure#7104462

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.
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FIG FIG
5 BENDIX STROMBERG CARBURETTOR 5
P P265 I
1 M47961 / 2765 1/-4-4 1050 C & P Gp . q5«, (4)
 T/1--is leaf iss,,e,I ,uith .4 .I# . .\ 'o . 7 A.P.J:j!JOJ>, .c;· ci,1.d U, Jl ol. I: Sect . .J, Clt(ip . 2
.! 11/-y, 19-1-./
AUTOMATIC BOOST COH•1•ROL
markset applied -secure#7104462
FIG. 6 (a)- THREE-Q{J .·\ RT E R REAR \'tE,v OF ENGINE
General
29. 'I'hi!i clcvic e is fitted in <>rder that tt1c
b<>ost d etern1ined t)~' tl1 e cockpit thrc)ttle le \te r
m<>vem c11t n1ay be a t1t< >matically 1naintainecl
co,11sta11t. \vithin limits, t1nci e r co11rlitio11s <Jf
,,arying i11take J)resst1re (tuc t c> a ltitude or
fur\.\'ar(l s 1)eecJ . ' l'he J)ilc)t is tl1t1s re li.evt:.( l
frcJ111 co r1sta 11t r e fert·n t:f" tr> tl1c l)c><,st ,g at1ge a11<l
111ani1)t1lat i <> 11 <>f tl1 e tl,r<,ttl ~ lt~ ,·<~r. 'J' t1 P s~rst<~111
sl1r,11lcl 11ot l>e t:< >11f11se cl \vitl1 tl1e t)' J)C i11 ,vlli cl ,
f11ll t.J1rc)ttle ()}Je 11ing (;at1 l>e <,btai11ecl f,,r < ,tcl1
s(\t ti 11g <.)f tll<." cock1)it t l1r< >ttlr Je \'(."r.
30. ] ~he boost pres~11rc is clete r111ir1e<l b)'
two c.>pp osetl springs (011e ca111 co n trc) lled),
abutting against th e ends o f a piston type valve,
the movem,e 11t cJf which ,c ontrols a re lay pistc>11.
Wl1<.'reas o n previo t1s l\'fe rlin engi11es t he l1t>ost
,vas increased b~, in,c reasing an a ne rclicl SJ)ri r1g
press11re , i11 this ca sl· tl1<· l1oc):..;t is i11c rc',1 st.·tl
F.S./7
by rcleas i11g tl1c 1)ress11re on one o f tl1e t,vo
aforementionAd springs. 'fhi~ necessitates an
i11creased b c>o ~t to oppose the second spring
ancl t he reb~, l)alance the p iston valve . Since
the· fo r,var<l e nd sprir1g pressure is , ,aried b)r
tl1e cam thrc>11ghout the full range of tt1(> coc kpit
th rc)ttlt~ lever 111c)\1 e1ne11t , at1 tu111a tic c<>rrect i o11
fc>r take-< ,tl c> r 111axi 111 u 111 I><l< >~.t J>ress ui~l~ is als<J
<>htai necl. ·rhe t' fleet <>f th i~ arrange n1ent i~ t(,
cause.. tlll.. t><JOst 1>ress urc l<> i11<;reast ,lCC()rding
t (> tt1rottl<.• C>J>eJling, t]te Tt:!SUJt l)eing sin1ilar
t o that obtained i 1l a n<1rn1alJ)" a!>piratecl engine
,,·c>rking a t sec1 le\·l·l u11<ler sta11tlard b a rometri c
cc,11clitio r1 ~.
31 . 'J'l1 e as~e111 l)l)' (see fig. 7, 9, and 10),
1J<>siti,,11e(l s lightly 1.o \vards the l)<Jrt side abo, 'e
tl1t> s t1percharger i11takc c lbo\v, co1nprises a11
,111(.. f<>i<l s11bjccted t•> boo~t pressure an<l
 .
..•
·t
~
markset applied -secure#7104462
FtG . 6 ( 1>)·--1 .HREE-Ql' :\Rl"t-: R RE .\I<
co11J)lt'tl to a piston val'\"e fo r admitti_ng b oost
11re~s\1re to one s ide o r the r)ther of a r e1a)'
J>ist(>11. The latter is so interco1111ected ,vith
the tl1r c)ttle control as to det6)r1nine th~ throttle
\'aJ,,e opening to s uit altitude (intake presst1re),
11 ti Ii zing the pressure difference across t ht'
supercharger inlet and o utlet to µe1 for111 !he
act11al mechanical m ovement. I11terco11nect1o11
\\'jth the throttle control rnec hanis n1 is effected
througlt the m ediun1 of a cli.f ferential \\'h ich
under normal circumstances iso1ates the cockpit
throttle control from movement due to the r elay.
32. In this type c>f boost cc>11trof unit, the
<lifiere11tial is i11corporated a~ J)art of the ht><>st
co~trol assernbl)· . A spri11g r etains the relay
p isto n against the altitude stop unt.il such ti~e
as the superc harger JJres,su r e d1fference 1s
s ufficient t o operate the relay r e liabl)'.
Tendency t o ' 'hunt <>r to c ree p to·w ards the
1
'
throttle closed position is also pre,,ented, a
small hole being dril !t'd in ea,c h e 11<l of the re la1r
cylinder leading to the suction side. 'l' his
fo rms an air balance ()n each side of the pisto11
as s,o on as th<:- controlling presst1res ha,·(,.
~ubsilled .
33. A11 a11n11lar groove in the relay 1)isto11 rod
guide communicates with the suction side of the
\ ·' lJ•: \\' OF P..NG iNE
supercharger, and S<) r eturns t<J the systern boc)st
pre~sure which n1a~, otber,vise leak pa..c;;t the
shaft \Vhen tll e rear si de <)f tl1e J1istor1 is
1
subjectecl to pressur,e.
\Shou ld failure c)f the automatic co atr<>l
occur, fo r example, ,vhen an aneroid fails o r a
r e la)' pisto11 sticks, the throttles can still bt'
fully cl<l8ed or opened t o obtain take-off c,r
maxin1un1 boost at sea level. Over-boosting
mav be possible, however, o r on th,e other hand
the., required boost may not be obtainable at
altitude; but these two conditions depend,
respecti, . e ly. t1po,n the aforementione<i rlefects.
Operation
34. .Referring to fig. 8, ttie aneroitl chan1ber
is shc,wn at (12) and the metal bell ows at (16) .
Boc)st pressure is admitted to chamber (13),
i.e. to exert a pressure outside the bello\vs (16)
by pas~age (14) . A spring (15) is provided.
\vhic l1 0 1)pc)ses collapse of the bell0\\'S and
causes the latter , when subjected to the
required boost pressure pl11s the pressure of
spring (9), to assume such a position that ports
(28) anri (27) are closed. Cam (8) is clirectly
moved by the cockpit throttle lever to determine
th e spring pressure (9). A piston valve (10) i~
1
1·11,;s lcaj 'I S S11 r d ,1~·1·111 .4 ./ . . .\ 7 n. 7
) ·11!') 1
, J.9-1.J

4 1 3 2
/

11 12 J-

7 8 6
4 0 .2 0 (',

9
markset applied -secure#7104462

10

1. }~st pipe connecti,ln~ - . Relay piston rod cov ~r

;) 9. P iston spring
2. Alternati,·~ cockpit thr<JttJ,· 6. Accelerator pt1mp le\·er JO. 1>is t on cover
lever 7. Port side 1nagneto Jc,·<>r 1l . P ist on rin ~s
~. c·am rel av
., lever 8. 'fhrottle le,•cr 12.. Piston
~- ( ~amsha.ft le\:~r-

~-IG. 7.- Boos·r CON 'fROL l : NIT

coupled to the aneroid, tl1e1~e by controlling the
admission of boost pressure by passage (11) anti
creating a depression by passages (21) and (22)
in the respecti,·e ends of the relaJ' cylinder (23)
through ports (26) an<i (27). ·1·he pi~to11 (25)
of the relay c1 linder is connected t(>
7
011e
wheel of the differential (17), the pla11et ,,, hee Is
of which are coupled to the cockpit throttle
lever (6). The othe r gearwheel is cot1pled tc>
the throttle (18).
35. The controlling me,c hanis,n1 operate~ as
f t>l lo,vs ;- \\' ith the throttle slightly open, a
depression iSi created in the aneroi<l cha1nber (12)
and, as valve {10) wilJ be in the left-hand or
fonvard position, depression ,viii be com-
municated by passage (22) and port (28) to
pressure l>ei11g a<..l111ittec} to t l1e r,tl1er e I }ll
th rough the J>ort (27).
36. · .£.\s the C(>t.: kpit thr<>ttle is c,pene<l at Seit
le\'el, the rela~, J>ist<) 11 111oves corresponding}~·
gear- f<)r,vards-- tc> th e· l eft f>ll the (iiagra111-- --up t<>
the take-l)ft «.>r niaxim um i)C)()st J)<)sit ion ;
correctio11 bt'ing 111acle fo r altitude~ <)r intake
p1·essure, by a relative r e arward o r forward
movement of t ·h e r ela). p ist c>n for increase c>r
decrease in altitude respecti,rel)". '] ' he corres-
p.o nding fo1ward m(>vem ent o f JJist<)Jl (25) \\'it11
the opening of the cockp it thr()tt le i~ d ue t <,
the increased rate of spring p ressures thereby
applied to the aneroid h eing Je:-;s than
the increased b oost presst1re obtainect b)r that
throttle opening, thu~ causing valve (10) t <.J 1

the right-hand end of the cylinder, boost move to tht" right and piston (25) to movt~

F.S./8
forward ~lightly, for correcting at each thr()ttle
positio11.
:J7. Sittc<~ tl1(_~ ,1111r>1111t c>f C<>rrecti,)11 by
fc>r1,,ar<l Ill<>,-eme11t <>f the relay 1)1sto11 is
prop<>rti<>nal to the C<)ckpit throttle movement .
it ¼"ill be obvious that , should the cockpit
throttle be opened, for example, at sea level.
to give th,e econon1ical cruising boost of 4 lb . +
per sq . in. , when a certain altitude has been
reachecl the piston can no longer open the
carburettor throttle valves, because the former
is at the e nd of its stroke. The th:rottles,
hf>,vever, are not yet fully open, and it would be
neces~arv to advance the cockpit throttle lever
J)rogress1vely in order to maintain the boost of
+ 4 lb. per sq. in.
At the take-off or maximum boost, however.
the pi~ton will be practically at the fully forwai·c1
position . Re.a rward movement of the pisto11
<>JJe11s the throttles so that they are fully ope11
wl1e11 t h e piston has :reached the limit of its
travel, therefore emJ)loying tl1e fl1ll capacit~r <>f
tl1e supercliarger .
38. Having set the cockpit t11rottle ie,rer t<>
give a required boost, the piston \.·alve ,viii take
up suc11 a positio11 that port8 (26) and (27) are
clc>~c~(l. If the l,oost press11re <>n th<'.l a11er<'>ic1
markset applied -secure#7104462
2 6
1. <· ~1111 11fn1~ing co,·er ~, llcgt1lating ,·at,·~ a~seml>I~·
~- ('a1nsl1aft asscmhl:,· -1. _·\ncroicl
does not at first balance the spring pressure, tl1en
ports (26) a.nd (27) will be opened and ,vill
a<lrnit ()itbcr st1ctio11 or hoost 1)rcsst1rc tr, eitl1cr
siclc of tl1c rcla.)r J)ist<>J1 r,esJ)ecti,.rcl~:, tl1t1s
caus i11g it t<> 1novt~ i11 a clirt~cti<>tl tl1at will cli>se
or open tl1e throttle val,,es-through <liffere11tiaJ
(17)~until the altered boost pressure bala11<ccs
tl1e effect <)f springs (9) and (15). and restort·s
the piston valve to a position i11 \'{hich ports (26)
and (27) are closed. Change in altitude or air
i11take pressure has a ::;imilar effect, i11 that
the boost is then altered for a given throttle
opening, causi11g out-of-balance c>f the pisto,n
valve ,vith a correspo11ding correctio11 c>f the
throttle valves by pistor1 (25). \ ,\ ·Ther1 the
maximum altitude at which the st11~ercl1arger
can deliver the required · boost presst1re J1as
bee11 reached. the relay pisto11 ,vill he at the
rear,\rard, or right-hand, end of its cylin<.ler,
ancl the carbttrettor thrc)tt les \vide <)J)eta .
Adjustment
39. Adjustment of the spring (16) setti11g
for climbing boost, by set-scre\v (4), ,viii also
affect the take-off or 1nax.in1u1n boost setting,
since it affects the J)ress11re of spring (9), but,
011 the other ha11d, 11ormal adjust1ncnt <'>f the
take-off or maxi111l1m hoost by set-sere\\' (6)
3
4020S
5. :\ncroi(l stop
ti. :\11C'roicl co,·!'r ;.Ls.c,embly
This leaf issued with A.L. N,o, 7 A.P.1 590P, S & U, VOL. I, SECT. 4, ,CHAP. 2
July. 19#

I TAKE-OFF STOP
l POINTER FOR SETTING CAM
3 CAP-NUT FOR CLI MBIN G
BOOS1 ADJ U ST IN~ SCREW
4 SET-SCR.EW FO R. ADJU ST ING
C LIM BING BOOST
S. TH R.OTILE CO,N TRO L LEVER
,· 6 SET-SCREW FOR ,ADJUSTING
, ,
, •
,
, , MAXIMUM BOOST
' , ,
, 7 CAP-NUT FO R MAXI MU M
,
BOOST ADJUSTING SCREW
8 CO NTR OL OPE~ATING CAM
q ANE RO ID CONT ROL SPRING
10 PISTON T YPE VAL V€
11 BOOST OR A T MO SPH ERIC
PRESSURE
12 FILTER
13 SOOST C HAMBER
1-4 BOOST PRESSU RE SUPPLY
markset applied -secure#7104462
15 AN EROID SPRI NG
16 AN EROID
1

17 DIFFERENTIAL
18 THROTTLE VALVE
19 SLOW RUNNIN,G ADJUSTING
To cockpit
SCREW
throttle lever
2.0 POINTER INDICATING
THROTILE ClO·SED
- POSITION
21 SUCTl0N tNl.ET
21 SUCTION PASSAGE
• •
. '
'
Q. 23 RELAY CYLINDER
ol!I
u 14 BIAS SPRING
2S RELAY PISTON
26 CONTROL PORT
'J;l C ONTROL PORT
28 TO ATMOSPHERE
29 D1SC VALVE
30 DRAIN AND BALANCE HOLES

Approx. v,ew ~
thrott le closed position in direction of drrow A t
FS/9 Fig. 9 -Dlagram of boost control
 1·ii i .. , leaf is$ 1,ed u.: itlt ,·f .i~. i\-o . i" .4 .l'.J.i!JOI', ,s; lt11 <l U, f"ol . I. ,Seel. I, Clr.a.p . 2
.I ,,1_11. 1914
,vill 11ot affect the climbing bot>st. It is i~ dcter1ni11c<l I)~' a st <>l> ,vl1i c: l1 li1n1t s 111<)V(~t11en t
<.'"s~ential, theref <)re, to set tl1c c liinbing boost ,>f the ,-~l\.·e <tftcr the c<1111 h a!->, J>.. tsse<J tl1 c
J)ress ti'rc first .shot1lcl C<)n(litio,11s necessitate clin1bing ho cJst 1>c>siti <>11, a(ljt1 s t111(· nt <) f t·h<! st<.>J)
ac.ljust111ent. 'l"his is due t<J tht'" fact that UJ> ,viii not affec t the rate cl b <)<>st, l >11t tll e !-3<: tti11~ 1

to a J)Oi 11t ap1)roar.l1i ng take-<>ff <)r n1a.xin1u 111 111a)- \ 'af)' slightly a ccc>rclin g t <> the c a111 J><)~ itio n .
bo<Jst the boost I)ressure is c ontrc>l lcd b~l th e A ctual}, . . - th<~ take-off '>r 111,-1 x.i11111111 llt>< >st j s
c a111 releasing the spring prcss11re (9), thcreb1· <)btaine<l j11st b t' f< )r c th e c a 111 JlC)i nter (2)
11t-"C<.":;sitati 11g a higher bo<>st at (12) to l)ri 11g cc>in c i<lr·s ,,·itl1 its t,tke-<>ff <)r 111ax i n1u1n 111arki11g ,
abc>11t <"'qt1i!il)ri11111 i11 tl1c ccu1trc>l1ing S)·stf' t11 . l<·a\"i11g ,L s111 c1IJ ' <lC',lU 111 c>·\ ·pn1c 11t l)c f<>f<' t h e
1 11

Sir, ct' th<" tak<'-<>tf <>r 1naxi11111111 l)(><)st st·tting t~ ~ t r<'lllt~ J><,siti<>ll i~ rt' r\ c h(·tl .

CONTROLS
, ~l). On these t.·11gi11<·s l)< Jttt tilt' 111ai11 t'<>11tr<)I till.' 111c<liu111 c)f ~,n ct11cr<iic l -c<> 11tr<Jl J<.·cl <~l <·c i r <>-
!-i l1aft a11 (l the tlifft.\rential sJ1aft ~•re inc<>rJJ'>r~tell
1
1)11 et 1111 a t ic u n i t .
,\·itl1111 the l)oost C(>11tr<>I ti11it , ,vl1ilc· the
111ag11t·t<>s are '>l) eratt· (l l):· 111t·a11s <)i a tra11s,·crsl' .iJ. ·rh<' thl'PC ' llliiill C( >lll r< >[S , t l1l' rCf(> r f' . fc)r
sl1aft i11 t]1 c fr<J11t sti~x~rc l1Hrg<.'r <~a~-;i11g . f )jX.'f~tti <J ll (!t1ri11g tlc >flllclJ fl,·i 11 g ,lrt~ a s f, ,JlfJ\YS:---
0J)t·rat il> n t ) f t l1t· ~ uJ>crc J1argc r gca r c l1a 11gc is
atJt(>n1atic at a J)l"C(lcter111i11e(I altitt1de tl1rut1gl\

{
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2

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7 5

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11 12 10

4
8

40207

·I • JJiflc rc11 tial cu,.,-c r (). l{ela~: 1>isto11 lc,·er IU . < ·a .111r cl~t \· l c \ ·l ' r
:!. Differential assen1bl ,. 7. Houst operating le ve r I I. t3,;o:-;1. r eia v Je, er1

:i. rrhrott) e lever 8. \lai11 control shaft 12. ( ·1>c k pi t thro t t IP le,·er
~. ~i\cccl erat or p tt 111 ~) lc\·t:r ~). \lter11ati,·e c t,clti>it thr,Jttl e
5. T>,,rt si,le 1nagncto le, .- er le"·er
)··re: . I ' ' · I ~<><>~ T ( U~ ] ' l{C>L 1,1 FF E RJ~~ 'fJ,\L t'\N.U C CJ N 'f R U L S JI, 1: r \ S~ J~f\l i.~LI E~

1:.S. / I0
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A-
Section B-B

X
T

Priming connect1on on trunk

rtame-trap
markset applied -secure#7104462

Front view 0 0 0 0 0 0 0
Section A-A

___ o.____._o_ _ o_ ~ o o___ ,._____ o _ _ o _ _ o_

View in direction of arrow X

Prim,inQ Slow - running suctio·n

------ ·

__..._.....,.
0
~ --

Prim,ing
Pldn vie-w
This leaj issuea with A.L. No. 7
July, 1944
(ii) Gove:cnor control for constant-speed
propeller.
(iii) Gear change switch (electric) for two-
speed supercharger control.
In addition to the above there is a control
for operating the slow-running cut-off valve
when st.o pping the engine. The controls are
illustrated in fig. 11 of this Chapter.
43. "fhe mixture supplied from the super-
charger is, delivered through the intercooler
to the central induction trunk. This central
in.duction trunk is situated along the top of
the crankcase and within the V of the cylinder
blocks. It has six faced outlets by which the
three faced inlets of each manifold are attached
to it. The induction system also incorporates
the priming and s]ow-run11ing suction system
described in pa-ra. 40 and 47.
44. Each induction manifold (see fig. 11
and 12) is a single light-alloy casting, and both
manifolds are substantially similar except .t hat
they ar~ ''handed'' to accommodate the right
and left-hand cylinder blocks. They a·r e
attached to both the blocks and the induction
trunk by set-screws ,vhich facilitate removal of markset applied -secure#7104462
the manifolds \Vit.hout disturbing a block. A
gasket is provided to form a gas-tight joint
between the mating faces.
45. Incorporated on the upper side of e.a ch
manifold are three faced bosses situated at each
end and i11 the middle respectively. These
PRIMING AND SLOW-RUKNING
4 7. A11 external piping system provides for
injecting atoqiizecl fuel into the supercharger,
the central delivery trunk, and both induction
manifolds from the priming pump in tl1e
aircraft. For this purpose an atomizing device
is incorporated in the <>utlet flange of the
super,c harger intermediate casing. It contains
an inlet union by which fuel is admitted from
the priming pump, a detachable filter, and an
outlet union to which is attached tl1e flexible
pipe supplying tl1e manifold priming points.
Fuel also passes through a separate filter and
priming jet into the supercharger elbow. The
external priming pipe runs from the priming
union around the intercooler to a union
connector secured to a boss at the rear end of
the port side induction manifold. Joined to the
forward end of this connector is a copper pipe
which is brazed into a distrib11tor block mounted
on a faci11g in the midclle of the port side
F.S-/11
H (AL7)
A.P.1$90P, Sand U, Vol. I, Sect. 4, Chap~ 2
42. The boost control unit mounted at the
engine rear end houses the differential gearing,
which allows independent control of the throttles
as explained in para. 38. The main throttle
control lever is als.o mounted on this unit and
positjvely moves other levers for the fgl]owing :-
(i) Magnetos, thro,u gh a transverse shaft
passing through the supercharger.
(ii) Boost control cam.
bosses provide seatings for the priming and
slow-running piping system. The central boss
ha~ two diagonally positioned holes which are
co11nected to their cor:responding hole·s in the
other manifold through separate passages in
the thickened webs incorporated in the
manifolds and in tl1e central portion of the
induction trunk.
46. The induction trunk is a simple tubular
light-alloy casting sealed at its forwarq end with
a scre,ved plug, a.n d having at its rear end a
s1)igot for the receptio,n of the short connecting
tube and its gas-tight gland. Three pairs of
faced and bossed outlets provide attachment for
the faced inlets on the induction manifolds.
The short conne,c ting tube slides into the rear
end 'Of the trunk, and a circular rubber ring is
compressed within the enlarged spigot by a
cone-headed Jock-nut which screws into the
threaded bore of the spigot~ The other end of
the con11ecting tu be is connected in a similar
manner to the faced outlet on the forward e nd
of the intercooler.
manifold. From the central distributor the fuel
is directed throt1gh two separate e xternal copper
pipes, which tarry it to separate atomizers
located a.t the front and rear e nds of the p ort
1
side manifold. In addition , a connection is
taken from the central distributor through
passages drilled respectively in thickened
portions of the port side manifo ld, central
induction trunk, and starboard side manifold
to a similar central distributor, w.h ich also
has external ·copper pipes running fore and
aft to individual atomizers located in the front
and rear ends of the starboar(l side manifold.
A further clrill cd passage leads fue l from the
1
cross passages in the thicken ed fi<)rtion ,o f the
1
manifolds through a short external coppe r pipe
to an atomizer situated on top of the induction
trunk. It will be seen, therefore , that this
arrangement provides priming at s ix different
points i11 the inductio n system.
 48. Ffhe t\vo external pipe-lines mou11te(l
upon each induction manifold a lread:>' desc ribecl
are duplicated and a lso i11ter co1111ected tl1rough
the castings to form the slow-running su ctio 11
syste,m . The four inlets to tl1e m a nifolds are,
however merel)' plain holes and do not
incorporate atomizers . A con11ection is taken
from the starboard sicle central distributor b}'
m~ans oi a cc)pper · pipe, a union co11nectcJr
and exter11al flexible pipe tc> t11e ,,..enturi unior
FI(i. 12 .-
0 11 the port side of tl1 e carburettor. A s hort
pipe conn ects the "~e,1 tt1 ri chamber to a sn1all
s ump situated at the botto1n of the super-
cl1arger inte rmediate, casing. The suction i11
the n1anifolds witl1dra,,·s an)r fuel that nla)~
ha, e collected in the st1percharger s ump. a11d
7
also rnixes it with air fron1 the venturi u11io11.
th us forn1ing an e mulsi fied · fuel for de li,·e~-
to. tl1e in<lt1ctio11 n1a11if0 Ids d11ri11g s low run-
n1ng.
markset applied -secure#7104462
l NDU CT I ON i'rlAN ll:O Ll ) S
SECT ON FOUR

DESCRIPTION

markset applied -secure#7104462

 This leaf issued with A .L. No. 7 AIR PUBLICATION 1590P, Sand U
July, 1944 Volume I
Section 4

CHAPTER 3

LUBRICATION

LIS1' OF CQ,Nl"'EN1·s

Para. Para.
General • •• • •• •• • ... I Relief valves unit {Merlin 73, 77) • • • ... 16
Oil pumps- Pressure a,n d scavenge feed circuits-
General . . . ... . .. 3
Seavenge pumps ... ... ... 4 Main pressure ••• ••• ••• • •• 19
Pressure pump . . . . .. ... . .. 8 Low pressure • • • ... ... ... 20
Scavenge pump filters ... ... . .. 10
ReJief valves unit (Merlin 66, 67, 70, 72, 76, l?ront sump scavenge circuit • • • • •• 21
and 85) ... ... . .. . .. 12 Rear sump scavenge circuit . .. 22

LIST OF ILLUSTRA,.fIONS

Fig. Fig.
,...
Oil fl O\V tt1rou,g h p u1nps ... ... ... 1 Arran gemen t of oil filters . . . ... ... ~

Oil pumps ••• ••• • • ••• 2 Oil relief valves unit (Merlin 66, 67, 70 , 72,
. ..
II • • •

76 and 85) ... . .. .. . 6

Arrangement of oil pt1mps . . . ... • •• 3 Oil relief valves unit (Merlin 73 and 77) 7
Oil filters .. . •• • ••• ••• ••• 4 Lubrication diagram ... ••• • •• • •• 8

markset applied -secure#7104462

GENERAL
1. There are four oi 1 circuits (see :fig. 8) 2. The main and low pressure· circuits are
in the lubrication system of these engines, served by a single pressure pump and suitable
namely:- relief valves, while each scavenge circuit is
served by a separate scavenge pump. These
(i) The main 'pressure circuit. three pumps, together with the relief valves
and the oil filters , are described in detail
(ii) The lo,v pressure circuit. below. F ollowing these descriptions are given
(iii) The fro11t sump scavenge circuit. details of the oil flows through the different
circuits and the lubrication of individual engine
(iv) The rear sump scavenge circuit. components.

OIL PUMPS
General Scavenge pumps
3. The oiJ pumps (see fig. 1, 2 and 3) are of 4. Each scavenge pump consists of a pair of
the gear type, ~nd comprise a pair of separate gears in its casing, the two casings being integral
scavenge pumps fitted 011 top of, and a pre,s sure and secured to the floor of the crankcase rear
pump underne,a th, the floor of the crankcase sump by studs anchored in the crankcase.
rear sump. The deliveries of the two scavenge The driving gear of tJ1e rear scavenge pump is
pumps are arranged in parallel. All three integral with the driving s,h aft which, by means
pumps are driven at approximately three- of splines, also drives the driving gear of the
quarters crankshaft speed ,f rom a vertical ·s haft, pressure pump. This ,shaft is borne at its
wl1ich is geared through an idler gear to a centre in two flanged bronze bushes pressed
pinion ()TI the lower vertical shaft in the \\'heel- i11to the crankcase sump, and at its upper end
case, while the front scavenge pump is driven in two flanged bronze bushes, which are pressed
from an individt1al pi11ion on the former shaft. into a deep boss in the top of th e rear scavenge
1

F.S./1
pump casing. Each of these pairs of bushes recess is milled in the ceiling of e.a ch casin,g on
forms an annulus in the centre of the particular the delivery side above the line where the gear
boss in which they are he ld; oil being fed to t.e eth enter into mesh, thus forming a by-pass
both annuli through small duct s in the crank- for the oil which would otherwise get trapped
case and pump body from the delivery side of between the teeth and set up severe fluid
the pressure pump. resistance to rotation. The casing is bossed
Mounted on a tape·r and splined to the top and drilled vertically for the studs which
of the oil pumps driving shaft are three integral ho Id it to the crankcase.
1

gearwheels which are retained by a tal>-

The respective suction passages of each
washered lock-nut . T h e shaft is hollow except
compartment are cored ducts which break into
at its top end and is splined at its lower end to
the jointing face of the casing; these ducts
receive the driving pinion of the pressure pump,
proceed into the casing and emerge opposite
its lower extremity being plain for operation in
the unmeshing line of the respectiv,e ge·a rs.
the flanged bronze bush pressed into the
pressure pump casing. This bush is also The outlet passages combine at the top of the
lubricated from the delivery side of the pressure casing to fo1 m a single outlet which terminates
pump. in a faced aperture. A gland union is attached
5. '°1'he bore of the composite driving gear to this face into which is inserted the short pipe
on the rear scavenge pump shaft (see :fig. 2 and connection through which all the scavenge Jil
3) is splined at its top end and tapered at its is led to the outlet elbow union mounted on the
lower end , and is a push-fit on the driving shaft. starboard side of the crankcase. The pipe is

from rra. et ,d °' crt!ll"'lkcme

RetW" ~ ttller

To lmll\ w. lwollet,
.. e. ,d relief vel.e
•
•I
.•
..•
>

••
•
-----~.1 Reer ~b\iE.-.ge P"f"llf)
'
frcrl x avenge pumpl,;~-----1- markset applied -secure#7104462
I
I
I
•.

..
I

•
..
>

. .,
. ... , ,,
'

- -- . ~---
frow,, reor end of cronkca~
/ I...__ __,I High prE>~r,e a.I
Scavenge otl
-~_, . .... -
To fuel pump <Jlond
32701
From tent\

FIG. 1.-0IL FLOW THROUGH PUMPS

The idler gears ,o f both pressure and scaveng,e thus able

.
t 0 mov·e in the gland and so allow for
1

pumps have plain bushed ·b ores and the gears expanswn.

and bushes are drilled w1th radial holes fo·r oil. 7. The driving gear of the front scav~nge
The pressure pump idler gear has a plain bronze pump is integral with its spindle, which is
bush pressed into its bore, while the scavenge borne at its top and bottom ends in bushes
pump idler gears each have a short flanged pressed into the pump casing and the crankcase
bronze b,u sh pres.s ed into each end, forming an s.u mp respectively. A gearwheel is splined to
annulus in the middle. The idler gears of each the top end of the spindle and retained by a
pump rotate on a hollow nickel-steel spindle, tabwasqer,e d lock-nut, the hub of the gear
one end of which is solid and tapered externally forming the upper bearing for the pump gear
to fit a tapered socket reamed in a boss in the in the top bush, which is grooved for oi 1• The
respective casing. The spindle when driven gearwheel meshes with, and is driven by, the
home is locked in position with a taper pin. lowest and smallest gear of the composite unit
mounted on th e main pump spindle. 1

6. The composite pump casing is faced on

its underside and each compartment is recessed Pressure pump
to house its pair of pump gears. A shallow 8. The pressure pump is attached to the
This leaf issued with A .L. No. 7
July, 1944
underside of the crankcase rear sump by studs.
The driving gear is sp]ined to the lower end of
the hollow driving shaft. As already described,
this shaft runs in three sets of flanged bronze
bushes, the central set of which is pr~sed into
the crankcase floor, and the lower set into the
pressure pump casing. The exterior- of this
lower bush has an annular groove which
connects with a small hole in the casing to
provide lubrication of the bush.
A.P.1a90P, Sand U, Vol. 1, Sect. 4, Chap. 3
the engaging teeth to escape. The floor of the
recess is further bore,d and tapered to take the
spindle for the idler gear, and als.o bored for
the pressed.- in bus.h which forms the lower
bearing of the driving gear. The joint face is
drilled thro·u gh a.n d counterbored for the
studs by which the casing is secured to the
crankc.a se. This joint face has a central port,
open to the delivery sid,e of the pump, which
aligns with the passage in the hase of thP-

---1 2

3
markset applied -secure#7104462

1. Oil inlet union to pressl1re 3 Front sca,,,.enge pump 5 Lockheed pump driving gea.r
pump 4. Front scavenge pump 6. Dri,,en gear (meshes with
2. l{ear scavenge pum1) driving gear idler gear)

FIG. 2.-0IL PUMPS

'9 . ·1·11e pressure pum1) cas ing· is faced on tl).e
top side to bed up to the t111derside of the
c rankcase and it is als<> recessed to take the
pair of purnp gears. A shallow slot. milled on
the floor (>f the recess i11 the directic>n of the
m eshi11g c>f the gears all<>'.At'"~ <1il trapped b·e tween
crankcase sump and supplies p ressure oil to
the outlet union on the sump, whicl1 connects
by all1 external pipe with the large inlet union
on the side of the relief valves unit.
The i11let branch to the pump is bored and

F .S./2
 C

__ Pressure pumo

Front sc.avenge
pump

To fuel pump

SECTION A-A SECTION B-B

markset applied -secure#7104462

Fron\ scavenge pump Rear scavenge pump

Glond

Front filter Scavenge

outtet
1

SEC'TION C-C

FIG. 3.- ARRANGEMENT OF OIL PU MPS

 ]"'his leaf issued wit Ii A .L. ;.Vo. 7 A .P.1590P, S a11,d U, Vol. I , Sect. 4, Chap. 3
July, 1944

markset applied -secure#7104462

1. Pressure oil outlet union 4. Rear filter 6. Lockheed p ump drive

2.. Scavenge oil outlet union 5. Pressure pump mounting mounting
3. Front· ftl ter face

FIG. 4. -0IL FILTERS

F.S./3
tapped at its outer end for the r ec,e ption of a
large 11nion which is provided with a hexagonal
collar near its centre. This union is threaded
at its outer end for the reception of the t1nion
SCAVENGE PUMP FILTERS
Front tilter
markset applied -secure#7104462
.13046
F I G. 5.~ ARRANGEMENT OF OIL FILTERS
10. 1'he scavenge oil filters (see fig. 4 a nd 5)
consist of bell-shaped a luminium-alloy casings,
which enshrot1d the filter· gauzes as shown. The
inlet port of the forward casing is fo rmed i n a
boss on the side which l1as two st11ds fo r the
attachment of the suction pipe, while the rear
casing l1as rectangular inlet ports cut t11rough
its wall near the base.
The casings a re s pigoted at their lo \ver e nds
to fit counterbored sockets cut in the filter
openings in t he cr ankcase, and are r etained in
position by ch eese-head ed screw s a n d tlte axia l
studs which hold the caps in place.
Each stud has a cjrcular ring sprung into a
groove retaining above it a sliding flanged
collar and a helical spring which is lightly
nut at the end of the oil pipe from the oil tank.
A small boss on the rear of the casting holds a
small union which conveys oil via an external
pipe to the fuel pump unit.
Rear tilter
compressecl against the underside of the stud
collar at the top of the casing. The lo"\ver end
of the stud has a square neck to fit a square
socket in tl1e cap, and is threaded t o s uit th e
special mild-steel nut whicl1 is closed at its
outer en<l with a peened-in disc . This nut ,
with an intervening aluminium washer, sec ures
the cap a11d it:-; copper-asbest<)S packing was her
upwards t o tl1e crankcase, and is retained in
positio11 by a lock-plate attRchcd to an adjacent
spring-wasl1 ered screw .
11. T he filter elcmc11t is built up between
two three-step brass pressings, the top pressi11g
differing fron1 the b ottom by having an i11te r11a l
flange which fit~ agai11st the· underside of tl1e
collar n1enti<>nccl i11 th <.' 1>receding paragraph.
1·nis leaf issued with A .L. No. 7
July, 1944
To the inner step ()f these pressings is riveted a
brass cylinder whose walls are corrt1gated
longitudinally and drilled with radial holes
through the inner ridges of the corrugations.
The s~cond steps form spigots for a copper
gauze cylinder which is soldered to them. The
top outer step fits closely to the ,vall of the
casing, and the lower outer st,e p, whicl1 is
larger, fits the counterbore at the lower end of
the casing, and also fits over the spigot
A .P.1590P, S a-,id U, Vol. I, Sect. 4, Chap ..1
formed by the webs of the cap.
When assembled in the casing the filter
element is pressed upwards against the spring
at the top of the casing and is thus steadied.
The flow of oil from the inlet ports is inwards
through the gauze and corrugated cylinder,
then downwards and out through tl1 e cored holes
in the crankcase which lead to the separate
scavenge pump inlet ports.

RELIEF VALVES UNIT (MERLIN 66, 67, 70, 72, 76, and 85)

. . ..
7--- markset applied -secure#7104462

•
. I
'
. . ..-. . . .
..
;
.;
t
.
I

1. l\lain pressure valve 4. Oil supply pipe for propeller 6. Pressure (Main) gauge
2. Low pressure valve pitch control connection
3. Low pressure pipe to 5. Pressure oil supply from 7. Oil thermometer union
reduction gears pump 8. Low pressure oil to wheel-
case and supercharger
FIG. 6.- 0IL RELIBF VA,LVES UNTT (MERLIN 66, 67, 70, 72, 76 AND 85)

12. The unit housing the two relief valves
(see fig. 6) is a single light-alloy casting provi,d ed
with internal passages and compartments, and
external unions an,d connecting ports, for the
segregation and operation of the two oil
systems, i.e. main anrl low pressure, which
pass through it. The unit has a broad machined
F./S.4
face on its inner siae oy means of which it is
mounte,d on the complementary face on the
right-hand side of the crankcase by seven studs
and spring-washered nuts. This face is also
used to connect various ports to corresponding
ports in the crankcase face; the joint is made
b""
•
m,e ans of a vellumoid washer .
 13. 'l'l1e bott o m rear portio 11 uf tl1c b tlCly'
con1prises the main pressure compartment into
whicl1 oil passes at main pressure from the main
oi 1 I)t1 mp 011 the r ear underside of the c ran kcase
su111p, througl1 an external pipe to a lo n g union
scre,ved i11t<> the boss. 0 11 the u 11derside of tl1e
body. ~"'-t tl:1e rear e nd of this compart ment is
a second union for the reception o f a11 o il
thermon1eter. An opening in the fro11t end
of tl1e con1partment passes the main press ure
<>il <lirect to the forward auxiliary driv"es ancl
Jrc)m the11ce t o the propeller pitch gover nor
11r1it and vac uum pump mounted ()Il the front
• >f t11c reduction gear cover.
A11 o u tlet situated at the t<)p rear e nd ,o f tll'.e
111airli pressure compartme11t condt1ct s the n1ain
µr<.·ssure oil to t he m ain re lief valve which
regulates the oil pressure t o appro ximately
80 lb . per sq. in, at normal t ,e mperature . A
110,le drille d t11rough from t h e m ounting face
connect s with the m ain press ure chamber
and also aligns wit h a com p lem e nta ry p ort i11
the crankcase face ; the port i n t he crankca se
connects with two vertical passages. drilled in
tl1e central crankcas e webs wher.e t h ey m eet t h e
central inlet port of the main gal1 er>7 •
markset applied -secure#7104462
1. Main pressure valve 4. Oil supply pipe for
2. Low pressure valve propeller control
3. Low pressure pipe connec- 5. Pressuie oi! i11let union
tion to reduction gears
FIG. 7.-0IL R E LIEF VAL VES UN IT (MERLIN
A unio 11 for tl1e attac l1 n1e11t c>f t l1e ()ii gau ge
pipe is scr ew ed into a boss on tl1e (1uter side c)f
the relief valve bodv a 11 d connec t s with the
u
n1ain pressure internal compartment . Pass i11g
through t l1is valve, \vhic l1 seats in this instance
clirectly upon the ligl1t -alloy of the body, the
<) il enters th e compartment ab ov e the valve at
~. . reduced prc~s ur~ c>f 6 lb. per sq. in . and
co 11nects, by a second internal passage, witl1
the i nJet side of the fro nt or low presst1re valve.
l"}1is second valve lifts at pressures in ex cess of
6 lb . per sq. in . and ex cess oil passed by tl1e
\:alvc to t h e compartment above is .r eturned to
t he cr a n kcas,e throu gh a short internal passage
in tl1e body w hic l1 terminates in a port in the
mounting face ; t hi s port al igns with a pc)rt in
t he crankcase into w hich it ()pens d irect. A
smaller u 11io n 8Crew e<l int<.> the front e11d of t he
b od y immediately abov"eth e larger m ai11p ressure
u11ion conn ects \vith the low pressure internal
p·a ssage and d elivers low p ressure' oil th r ou gh an
external pipe d irect to the reduction gear <1il
jets incorpo ra t ed in tpe right-hand side of tl1e
gear ca sing . The low pressure passage is
contin11:ed to the rear end of the b o<ly; a seco11d
s mal l unio n situated jmmcdiately above t l1<.·
ther n101nete r u 11ic1 n pr,> \'icles at ta<.~hme11 t fr >r an
••.
~
. ,
.. ...~':"'
. . ":','-' .
6. Low pressure i,>ipe connec-
tion to wheelcase and
supercharger
7. Cabin superch a rger driv e
housing
73 AND 7'7 )
 '
Tnls leaf /,sued with .A.L No. 7
July. /94.4
A.e 1590 P. 5 & U VOL.I SECT 4 CHAP. 3
Oil RELIEF VALVES (NOT MERLIN 77 )
PROPELLER PITCH OPERATION
OIL REL tEF VALVES ( MERLIN 77 ) TO MAGl£TO DRIVE GEARS
- MAIN 'PRESSl,,JRE Oil
Q LOW PRESSURE OIL I
r
I' I \.11 SPLASH OL OIL MAl-l TO
:SCAVENGE OIL AND DRAIN WHEELCASE
10 CAMSHAFT ANC I
COOLANT ,•
ROCKf,R ME~NISM
TO l;NTERCOOLER
TC SUPEACHAAGER COOLANT PUMP .::,.....-r TO C>MSHAfT
REAR BEARl'IG TO MAG/NETO DRIVE GEARS DRIVE AND ROCKER
TO SlJPERCttAAGER DRIVE - MECH.Al'ISM
-.,,,.'·
• RELIEF
'" I . VIDES
I
'' ,,

PRESS~~
GAUGE
CONNECTION
(t-lOT M£RLl'I??)
- REDUCTION GEAR
OIL JETS THERMOMETER
CON1£CTION
FUEL PUtN,, l
._:_- /
( NOT M~IN 77 )
RE LIEF VALVE DRAIN
- FROM PRESSURE
0 RE DUCTION
GEAR OIL J ET ~
markset applied -secure#7104462

(MERLIN 7 7 ONLY ) ' j.:=:,'} rROM SCAVENGE

PUMPS
IL GAL.LEQY PIPE 1lr ' - - - SCAVENGE PUMPS
PRESSURE GAUGE SCAVENGE PIJIMP
fROM PRES!UIE PUMP CONNECTION SUCTION PIPE TO Fl.£l. PVMP • .- '1- - _.- PR~E PVMP
OIL NLET
OIL RELAY CYUl"«R FROM OCAVENGE PVMPS (ME~ 77 ONLY) :l (-':---
-
_.,. _,i:,.
TO ENGH:
F'OR OPERATING GEAA "- PRESSURE PU,..IP THERMOME I ER DRIVE FOR COINSTANT - SPEED
CI-WKiE MECHANISM CON~CTION Q,£Al.lN 77 oNLv)
· L INLET TO ENGINE
ONTVIQ-~ GOV.ERNOR AND VACUUM PUMP
SUPEROVIRGEFI 10 DRAIN
FROM FROIIT END

L•OW Pfl.ESSU!lE.
LOH PRESSU~ TO
REDUCTION GEAR
LON PRESSURE
!
SCAVENGE
FI LTERS ---- OF CRANl(CASE
l/:Ni PRESSURE
LOW PRESSIJRE "'
"" / F'ROM SCAVENGE
• I

/ PUMPS

•
- '

I
I
I

THERMOMETER •
- -, -·
- .' - a:::Nt£CT ION .,
(- -
-
~--·--------> OlL JEIS
- MAIN PRESSURE
OIL SUPPLY
HIGH PRESSURE DIAGRAM OF SCAVENGE PUMPS
OIL RELIEF
VALVES
LUBRICATION Or SUPERCHARGER DRIVE GEARS OIL RELIEF VALVES
(MERLI N 77 ONLY)
FIG. f IG.
8 LUBRICATION
1
DIAGRAM 8
PPlMl ,.. 1, 11, , ,.., J l(X) <: a. r Cr. q~~ f4 l
This leaf issued with A .L. No. 7
July, 194 4
external pipe ,vhich co11veys low pressure oil
to the wheelcase a11d supercharger gears a11d
the valve rock er operating mechanismp
14. The two relief ,;,alves are generally
similar in design, vlith th·e exception that the
low pressure spring is of different strength fron1
the main pr,e ssure spring.
15. Each valve is of the disc type and 1s
f<>rced down on to its seating by the valve spring
anchored to it ir1 .a groove formed in the valve
itself. 'l'he main pressure valve has a small
bleed hole drilled in the centre to ensu.re an
a11xiliary feed under conditio11s wl1ich cause the
oi 1 pressure to fall below the blow-off setting.
The top end of the spring is imprisoned b>' a
flanged thimble ,vhich slides t1pon a ce11tral
REI,IEF VALVE UNITS (MERLIN ?3, 77)
16. The u11it ht)usi11g the two relief valves
(s.ee fig·. 7) is a single ligl1t-alloy casting provided
with internal passages and compartments and
external 11nions and con11ecting ports for the
segregation and operation of the two oil syste111s,
i.e. main and low pressur,e, '-''l1icl1 pass througl1
it. It has a 1nachined face on its inner side
which is r etained to the starboard side ()f tl1e
markset applied -secure#7104462
crankcase by four set-screws.
'fhe cabin s upercharger 1s s1>igoted and
sec11red by studs to the 1·ear e11d <>f the relief
valves casi11g, tl1e drive shaft passing thro1.1gl1
and forward, to the reduction gear casing. The
fcJrward half of the cabin supercharger drive
shaft is enclc>sed in a guard tu be, \vhich is
retained by two gland covers mounted
respectively 011 the forwar'd end of the relief
valves, casing and the rear of the reductio11
gear casing.
17. The unit controls the main and auxiliary
11ressure supplies to the various units mentioned
below. The main pressure supply pipe leads t 0 a 1
dual banjo connection at the outer side of the
relief valves 11nitJ the oil s11pply being regulated
PRESSURE AND SCAVENGE FEED CIRCU1.TS
?tlain pressure
19. This circuit is served directly by the
pressure pump wl1ich receives oil from a :filter
included in the pipe-line between the aircraft
storage tan k and the pump, being connected to
the pump outlet union by an external pipe
which conveys the total delivery volume of the
F.S./5
A.P.1590P, Sand U, Vol. l, Sect. 4, Chap. 3
projection formed i11si<le the· hexagon sprir1g cap .
Incorporated in the head of the cap is an
·a djusting screw, secured by two lock-nuts
,vhich, after setting, are secured by ,J.Tired seals;
the lower end of the screw bears upon the
thimble and so, by adjusting the screw, the
flange o·n the thimble compresses the spr i~g
and increases the resistance o f the valve to lift
from its seating. 'fhe spring ca.p screws into
an adapter havi11g a projection r> n it!-> inner end
wllich acts as a guide for the disc valve; each
cap is secured by means of a serrated lock-plate
\Vhich is itself anchored. t (J a stud by a ·s 11Iit-
pinned nut.
The adapter screws i11to tl1e body a11d seats
~y ·means of a bevelled lip on its upper end. ...-\
wa.sher preserves an o iJ -tight joint betwee11 the
faces of the rap an<l adapter.
by the first stage relief valve (rear valve) at a
pressure of l.pproximately 60 lb . IJer sq. in.
Wh,e n the first valve lifts, oil flo ,v;:; i11to i11ternal
f>assages in the casing, the second sta.ge pressure
then bei11g controlled by the sec<)nd (forward)
,ra]ve .
18.'I'he \ralvcs. arc of tl:c s pring-loatle<l disc
type making face joints in the casing , each
spring pressure being initially set b)1 a11
adjusting 5crev, a11d thimble. Connections to
1
the a11xiliary dri,,es are ~cre,ved into the casing
to communicate ,vith the second stage pressure
which, wl1en exceeding approximately 8 lb . per
sq. in., lifts the valves, allo v~'inf~ surplt1s oil to
retur11 tl1i th e crank ca se tl1rough registering
holes in the re lief valve hot1sing and cra11k case.
Sho11ld the 1nain pressure s upply fal l belo,v
the relief valve setting, complete starvation. of
the auxiliary supply is prevented by a bleed
hole in the main valve disc. This l1ole also
allows for the escape of air wl1ich may find its
\vay into the main pressure supply a]1d so cause
interruptions of the main bearing fee d with ,
probably, s.erio11s res11lts.
pump to the high pressure compartme1)t i11
the relief valv·es body as explained in para. 9.
A small quantity of p,r essure oil is taken t o the
fuel pump for lubrication through the sm~ll
union and pipe me11tioned in para. 9.
For engines e·q uipped with constant-speed
propellers, the supply pipe is taken t o the
governo r ct111troJ unit on the reduction gear
cover and then from this unit to the inlet union
on the reduction gear casing through a separate
flipe (see fig. 8).
'fhe main pressure compartment in the relief
valves b<Jdy or on the separate connection
(MPrlin 73, ·11) has a location for ar1 oil thermo-
n1eter. The n1ain pi:-essure oil is then delivered
t hro ugh a passage in the body or connection
(l\ferlin 73, 77) via aligning holes in the body
and crankca~e t.o the 1nain bearings via the
internal oil gallery attached to the port side of
the crankcase and the individual ducts in
c: rankcase wehs and bearings caps.
Oil from the jour11aI bearings passes to the
bore <Jf each journal (excepting the forwa·rd
jo1Jrnal) thrc)ugh three transfer h<>les in each
jot1rnal, twc) in the centre jo11rnal and thence
t <) the r.rankpi ns through diagonal ducts drilled
i11 certai11 crankwebs .
()ii fron1 ear:h cra11kpi11 b<)re issues tl1r(>ugh a
raclial h c, l c in the crankpi11 t<J 111 bricate the
l)ig-c11<l beari ng su rfaces.
T he c<~ntral 111ai11 jourr1al is drilled with two
cl ian1c·t ri< :ally·-<>pf>C>site holes leadirJg to flats
fcJrn1(~d <) 11 t 11 e j l>i1r r1aJ s urface. 'fhe bearing
s}1t; l} ]1as t \V<> part annular grooves on its i11ner
stirf ace t c> regist (~ r \vith the l1oles ir1 the crar1 k-
s haft anrl twc, holes leading fr()ffi the groo,1e in
c·on1municatic)n wjth the oil-feed gro()ve in the
n~in b eari11g caJl Oil retai11i11g c:a i)s arc fitted
t,) a 11 j <Ju~ n al~ .
markset applied -secure#7104462
Low pressure
20. l"l1is c irc t1it is s upplied with oil from. the
1nain presst1re gauge passage after it has passed
thro ugh t11e cen tral relief valve and l1as been
reduced in prf'ssure to 6 lb. per sq . in. by the
f rc>nt or J o w 1)ress t1 r e r e lief valve .
Two external pipes situated cJn the relief
valves body conduct the oil to the reductio11
gear oil jets and the camshaft drives, the
supercl1arger casing, the generator drive casing,
and the rear bearing busl1es of the super-
charger spindle, respectively. Tl1e impeller
gear teeth are also o,il fed. through an
axial hole in the spindle.
Front sump scavenge circuit
21. This circuit is served by the port
scavenge pump. Oil draining from tl1e reduction
gear, camshaft and rocker mechanism and
crankshaft into the forward sump is led to the
fro,nt filter by the pipe in the bottom of the
crankcase. Aft~r passi11g through the filter
erement, the oil flows int<> a duct cored in the
botto1n of the cra11kcase which leads to the
suctio11 side <')f the port J>ltmp. Ori emerging
frfJ,m this pu1np, <)ii flclws into the central
passage 111 the scavenge pumps b ody and S<)
joins th e common outlet passage which delivers
1
the scavenge C)il through the g land and <) utlet
elbow c)n the crankcase st1rno .. and S<> bac k t<>
the tank.
Rear sump scavenge circuit
22. 1' his circuit is served by the starbo,a rd
scavenge pun1p. Oil <lraini11g f ro1n the wheel -
case and supercharger components, the
cranksl1aft and the camshaft and rocker
mecl1anism, falls into the rear sump, and
from there ent,e rs the slots in tl1e b otto1n of the
rear filter, through whose element it passes
before entering a passage cored in the bottom of
the s't.lrnp leading into the suction side of the
starboard scavenge pump. T1'1e delivery from
this pump registers with the com111on <>utlet
(iuct cored acro~s tl1e top (1f the pu1np casing,
mer1tic)ned i11 the previot1s paragraph.
 ECTION OUR

DESCRIPT ON

markset applied -secure#7104462

 This leaf issued w'itJz A .L. ,Vo. 7
July. 1944
,C HAPTER -i
IGlli'IOB SYSTEM
LIST 014"' CON'l'EN'f'S
Para.
General ••• • •• ••• ••• •• • I lgttiti<)ll cal>les and fittings ...
Lrs·1· 01: lLLUS'l'"RA"J'l()NS
Screened ignition harness
GBJIEB.AL
1. ~fhe sparking•plugs of both cylinder
blocks are served by two Rotax magnetos,
type NSE 12-4, or B.T.H., type C6SE-12S,
which are mountecl on tl1e port anc! starboard
sides of the wheelcase. The starboard side
magneto serves the sparking plugs on the inlet
valve side of both b·l ocks, the port side magneto
the exhaust sparking plugs.
'fhe magnetos are spigot-mounted on the
side of the wheelcasc, each being retained by
three studs and spring-washered nuts,. They
are each driven by the magneto drive shaft in
markset applied -secure#7104462
the wheelcase through a separ·a te coupling shaft.
An operating lever i~ carried on the contact
IGKI·tlOK CABLES AKI> FITTINGS
2. Each screened mag11eto distributor cover
has twelve sockets from which are led the
metal braided high-tension cables to the
sparking plugs (see fig. 2). The cables are, for
the most part contained within three metal
1 screened sheathi11g and hold it sec11rely at this
conduits, one being placed between the cylinder
bloc.ks · and one on th·e outside of each block
(see fig. 1). These conduits are supported
throughout their lengths to the blocks by
suitable b1ackets welded to them. Metal
covers fitted over the distributors and the.
cables are carried from them in short flexible
tubes,. which are c.~oupled by screwed flanged
connectors to the rear ends of the conduits..
3. "fhe distributor end of each cable has an
insulated sleeve pressed over it, and the wire
itself is brought through an inner partition
and co11nected ,e lectrically with a spring-loaded
connector thimble which protrudes from the
end of the sleeve. When the sleeve is in
position in the distributor cover, the thimble
presses upon its own particular stud in the
magneto. All studs are marked. Each cable,
.e nclosed in a screened metallic braiding, is led
F.S./1
AIR PUBLICATION 1690PA Sand U
'!'olume I
lleotion 4
... •• •
• •• . ' .
breaker cover of each magneto and is connected
by m.e ans of a C<Jntrol rod an<l lev-er to the end
of a tr,1nsverse shaft which passes through the
supercharger front casing. This shaft is
connected to the bell-crank lever on the po1·t
end of the boost control differential shaft, which
is also connected to the throttle c<>ntrol shaft.
'fhis arrangement causes the timing to be
adva11ced as the throttles are t)pened and
retarded as the throttles are closc<l, a slight
retardation fron1 the full)· advanced position
being effectecl at full throttle. The amount ,>f
this retardation is equivalent tc) ·approxin1atcl)·
3 deg. of crankshaft movemer1t.
through a separate outlet tt1be i11co~rated
,vith the cc.lnduit at a poi11t adjacent to tht"'
plug it serves, ar1d these <>ut)e.t tubes l1ave
screwed tt) the1n screwc.a ps ,vhich grip the
}X>int.
4. Special sparking 1>lugs, having hollo\v
tl1readed extensio11s. are used to accommodate
the quickly (letachable cable adapters. These
adapters are <>bt11se-a11gled for the outer or
exhaust side plugs and straigl1t for the inner or
inlet side plugs.
Each adapter comprises ge11erally an
internally-threaded sleeve ,vhicl1 screws 011 t<>
the threaded end of the sparking plug cxte11sion
an·d is locked in position by two spring arms,
the extremities of whicl1 engage a ring of
serrations cut in the middle of the plug exten.ion.
Each adapter contains a spring.loaded plun.ger
which, wl1en it is screwed on to tl1e plug, hears
upon, and connects with, the <)uter end of the
central electrode. The cable end is gripped 111
the outer end of the adapter h~, ar1 internal
sleeve.
 markset applied -secure#7104462

l
'
It '
.
I
2
I

40202

l. ~:;tarl>oard sicle ~11agneto 2. Port side magneto

cl istril1,utor block distributor block
r'IG. } .·-SCREENED IGNITION HARNESS
This leaf issued W'itlz A .L. ,Vo. 7 AIR PUBLICATIOM li90P, S and U
July, 1944 Volume I

GENERAL INDEX
.Sect. Cl,ap~ Para.
A. ..\ccesso11.- gearl)OX dri ,·e ... • • • • •• ... ... . .. 4 l 170
Automatic boost-control, adjustment
.:\utomatic boost-control, d,e scription
••• • ••
...
•••
...
•••
...
-4
!)_
-
()

-3
')
22
29
Auton1atic boost-control., replacement ••• ••• • • i
•• • 2 67
...\utomatic boost-control, ser,1 icing ... ... .. . ... 2 l 8
B. Boost contro,1 t1nit . . . . .. ... . .. . .. ... .. . 2 2 22
C.
Boost control adjustment • !

Camshaft and rocker mechanism, description

t. .. ... •• •
...
...
. ..
-4
? 2
1
24
17
Carburettor, adjl1stment •• • ••• ••• ••• •• • ••• ..
()
-2
•)

Carburettor, cut-off control . .. ... ••• .. . ... ... 4 17

Carburettor. description ••• . . •• • . • • • ••• ••• 4 2
Carburettor, replacement . . . ... ••• ... ... ... 2 3 52
Contact breaker gap adjustment • i • ·• II • ... . .. ... 2 4 12
Coolant pump, description • • • ... ... ... . .. 4 I 127
Cooling syste m # filling ... .. . ... . .. . .. 1 1 7
Cooling syste m, ser,·ic·i ng • • • .. .. . ~
••• ••• ••• 2 l 20
Clutch operating mechanism, description .. . ... ... ... 4 l 189
D. Detailed ground checks ••• ••• •• (e •
••• ••• ••• 1 l 31
E. Electric turning gear, description . . . .. . ... ... . .. 4 ,..,l 153
Engine controls, adjustment of
Engine controls, description ...
•••
...
• Ii •
• ••
...
••• •• •
•• •
2
4
-I 8

Engine controls power check

1
... oi • 6 . .. ... I l 33
Exha,u st manifolds, description ... .. . , . .. .. . ... 4 1 35
I'. Flight con1itions . .. . .. . .. ... ... ... l 2 11
Fuel pump, des.c ription ••• ••• ... .' . ••• • •• 4 l 73
G. Generator drive, description ... ... . .. ... ... 4 1 146
Groun.d running prior to flight ••• ••• ••• • • • • •• I I 28
B. High altitude magnet markings . . . ... ... .. . .. . 2 4 11
Hydraulic pump drive; description ••• • •• ••• ••• 4 l 73
I. Ignition cables . .. ••• ... .. . . .. ... markset applied -secure#7104462
•• • 4 4 2
Ignition check on ground . . . ... .... ... ... ... I I 34
Ignition check on Big.h t ••• ... ... .. . ... ... 1 ,.,2 6
Ignition contro1s setting ... • ••
..'
. ..
.. '
. .. ... . .. 2 -4 12

11.
Ignition timing ••• •••
Magneto drive, description . .. ... ..
•• •
...
•••
. .. .
•••
. ..
-4
'}

1
15
122
Magneto. t ypes of • • • ••• ••• • •• •• • ••• • •• 2 4 11
o. Oil dilution, operation of . . . ... ... ... . .. ... I 1 38
Oil pressure and temperature during fli{:h t ... ... .. . I 2 4
Oil pressure, minimum on ground .. . . .. .. . ... ... I I 25
Oil priming . . . ... •• • . .. ... ... ... .. . I 1 6
Oil system, description .. '
... !
... ••• f I 'f 9 ! ' 4 3
P. Preparing the engine for service . . . ... .. . . . ,. ... 1 1 1
Propeller control check ••• ••• • •• ••• ••• ••• 1 I S2
Propeller control, operation of during flight .. " •• • ... 1 I 7
Preliminary running and checks • • • ••• 4 • • • i ..
••• 1 l 25
Priming the induction system ... . .. ... ••• ... 1 1 15
R. Radiator flap check .... ••• ••• . .. • •• ... ••• 1 I 5
Reduction gear,. cabin supercharger type, description ••• • t! ' 4 I 78
Reduction gear,. non-cabin supercharger type, description ... 4 1 89
s. Slo,v running, adjustment of ••• .. ••• .. . ~
••• 2 -2
? 18
Slow running, fuel metering spring .. . ... .. . . .. 2 20
Starting the engine •• • ••• ••• ••• ••• • •• •• • 1 1 20
Stopping the engine .. : ... . .. ... ... . .. 1 1 36
Supercharger; description • • • ••• .... ... • • i • •• 4 l
Supercharger, check of ... . .. ,1•• ... • •• , • • • 1 1 31
T. Taxying ... . ..
,
• •• . .. •• ... • • • • .. . 1 2 3
Throttle control adjustment ...
Throttle lever cockpit adjustment . .. ••
•••
.. .
•••
.....
fJ t .. .. .
...
2
2
--
()

f)
8
15
v. Va.Ive assembly, description • •• ' .. ••• .. . . • •• 4 l l5
Valve timing . .. •• • •• • •• • .. . . .. • •• . .. 2 4 1
w. \\
1
heelcase assembly, description • • • ••• ••• ,. .. ••• 4 1 110

F.S./2
P5l02 M /Gl388 IU/44 3200 C & P Op. I
markset applied -secure#7104462
markset applied -secure#7104462