g SERVICING AND MAINTENANCE INSTRUCTIONS FOR THE No. 2 UNIT CONSTRUCTION REVERSE GEAR TYPE 4 AND REVERSING — REDUCING GEAR TYPE 3 WITH 4-962 : 1 or 2:960 : 1 RATIOS IMPORTANT ‘The copyright ofthis manual or any portion of it is reserved. A copy of ths ied with every marine engine equipped with a reverse gear | jon be transmitted to the user Irrespective of | hich the gear unitis installed. manual is supp| unit, ft must without excepti any other literature accompanying the craft in wi GARDNER ENGINES (SALES) LTD. HEAD OFFICE AND WORKS: BARTON HALL ENGINE WORKS, PATRICROFT, ECCLES, MANCHESTER. Telegrams: Garéworks Ecles Manchester. London Office: ABFORD HOUSE, WILTON ROAD, S.W.1 Telegrams; Gardlesel London, S.A ‘Telephone: 01-828 3315 Glasgow Office: 124 ST. VINCENT STREET, C2 “Telegrams: Glasgard, Glasgow. ‘Telephone: 041-221 0887 “Telephone: 061-789 2201Page 2 Gages. SERVICE UNITED KINGDOM GARDNER ENGINES (SALES) LTD. HEAD OFFICE AND WORKS BARTON HALL ENGINE WORKS, PATRICROFT, ECCLES, MANCHESTER Telegrams: Gardworks Eccles Manchester, Telephone: 061-769 220 j LONDON OFFICE AND EXPORT DEPARTMENT [ABFORD HOUSE, WILTON ROAD, S.W.1. Telegrams: Gardieel London SW1. Telephone: 01-828 3315. GLASGOW OFFICE 124, ST. VINCENT STREET, GLASGOW, ¢2_ Telegrams: Glasgard Glasgow, Telephone: 041-221 0887. REPRESENTATION IN NORTHERN IRELAND AND EIRE GARDNER ENGINES IRELAND LIMITED, 27, SYDENHAM ROAD. BELFAST. Telegrams: Doxide Ballast. Telephone: Belfist 59522. ‘The following are officially appointed Service Agents or Recommended Repairers who carry Stocks of Spare Parts. At these Depots are Practi~ al Engineers from whom users of Gardner Engines can rely upon “obtaining assistance and advice regarding their Engines. OFFICIAL SERVICE AGENTS AND DISTRICT STOCKISTS Fischers None ‘couney Name and Adres “Tear seas on Nese [ABERDEENSHIRE erdean 0202 y Soweng Aberdeen eanrburgh 314 7 Pirie. Grane Fruartart| AYRSHIRE. an | Armiroe Pare The Guage, Maier. Marre ny). | Tormbery 20 7 | Pere Tener. 310 sneseite | We Puc Eginaring Co Ue MS Ourable RS, Latos | Luten 2729/4 | Laton SRAM | Laton STU DEVONSHIRE ‘tops Eiewing Co Ltd Haven Read Exeter saat 08 - | ear 7209 Pe Nmumcr | Lowen gore Leds 15111 Donde, Eenureh 3 | Edinburgh Waren | Guinbureh War, 04 | Boweag Efahureh ‘Roe ) Site Fas cuamoncansione | tagnad Gm Us 7H, Gover Rok Up Ky | Seaman 2388 Swasea Be mir November, 1967 —l“eiephore Nome Tomy Mune ad Aare Tear Aron i ay Night qoucesrensnne | wa Pc i, ih See dre yds 181 nm) | ody 248 | Wa aay vane. | Atinen ete Lk, Winery Lane, Walton — Preston L Preston 58211 Preston S8z11 | Chassiac Preston CUR Booey ti vise tiros's | ROMO cM te | ROH caanesine | tro i 45 ra So an ‘04n-22t 0887, Se Glasgard Glasg Maer Sireee Ghszow, C2 (by arrangement) 7 7 wcesreshn | Connon Sane, Coniraen, eer Span 466 | Son 88 u LONDON | Sg Et ale) tert Ho, 3) evans — | cart tenant ‘76 Gt. SuMfolk St, Southwark, London, S64 01.918 7202 gence | Gertie tendon Set rage ronavitant | Hany Fecnot os flerSe Lesemeth Meri | Aaamont 35 "Amedeo Nompsreron- ane Sato uy fe) ed Fe. Perse seteroth 0439] Pacborouh 0689} Pcbnous OY NoRTHUMBERIND | mar ey 5 Pun Sy Newey ‘nl? owen 29945. | Newest SD. | yer Neva 503 staveonosune | ber’ canc bly et Lak ana Sal | sedeantme | Skea emt Sects capes en et nk lS | Saas) | SAIC.) oka a4 nl ret 130 Seraecly 78333 ‘Seewethy 7190 Yoncine.. | Pay Eig cnt ka Re eet Ras nar Reva 013 | ane 483 RECOMMENDED REPAIRERS con Nae and Are Teena atte anon “Thane Canpbown Shap et, Campbtown | Camp 98 ao a temcsint |_| Aneys tring. Ls Buh Red, Aiatr | Odor ET = | oxen caewanvonsine | 8 A sgnmecon, Let The Gey, Conan Cancer ae | Coneay 988. | Cony 3108 COMNWALL | A816 Pol nd Wor, Sc. rn) | Seen 138 = |r nn DORSETSHIRE... | Wilkiat & Wilkins Ltd., Quay Side, Hamworthy, Poole Ta ‘dies reie 6 o react fsx i nga drt at Oe | seu Tt - iettncaeae se Hahete Hott (Wil abby) leah es, vata crow tmnt] = i xovcasrenwne | tel rao i cn Ga Dal rieieoon7 | so Mona Ta Bit HAMPSHIRE... | Rezo YaleyEgering A Moras Ls, Aneta Rad | South “io sale - sasha 280 HERTTORDSHRE | c.4 Raber (nwa) ed Wwe hon] Whine 2 B37 i HUNTINGDON | Om Ve Peco id 5. Heneen Se ne = | core Sha Hen INvenntsesnine © | cue tt, Ady Sve Inert Cen = [tere ME OFAN | bv Katy, ee own Rad aay ener an | ik Mi 0 a Keron [Rome ares Son te, Wap Crabry | arr * Mee Saat eopaang Come bo. Ud 9 Reale Patek rateione 50 | foleare 55 u Lananssiine | Bove on Us Ses, Ggon 591 | Sone 212 ert sana case Unchovne, [lohan ire on is re ect Peweoat rin] evans 469 | lees | Waren Hu ices hates Neue hey New| Mega * = Tate A pa ea Tae LeNDON SHETLAND ISLANDS suse. YORKSHIRE. WJ Bova Son Les, Bleseim Grove, Pecan, ‘otaon SEs rc Navan, Combing hiner Rot ands Reo Ce ih Witla Moore Son, Wer Shore, Sowa. Lerwick Big Noyce, Harbour Garces ud Marie Works, itchenor (ire) Seqporouth Marne Enyisers Ld, 0 Clay Steet Teeter te Rotel’ eto Ld, Wondde Garage, Wonbel Sta Servic Seon. Honors Avenue, Brinnon The Whiehal Shipyard ed Soil Brigge Wier New Crom 31820 eae 75T Seatoway 25 ‘icsham 34 Scarborough 3199 Worl 7 82305 eaungton 146 siya reakdown Peck Landon Asscinc Halts London eore Sealoway indham 374 Wonbwall 7 82506OVERSEAS DISTRIBUTORS REPRESENTATION IN NORTHERN IRELAND AND EIRE AUSTRALASIAN REPRESENTATIVE ADEN: Yemen and Somalia ARGENTINA AUSTRALIA: Western Australia [New South Wales, Papua, New ‘Guinea, New Hebrides, New Caledonia, British "Solomon Islands and South-West Pace lanes Vieroria South Australia. Queensland Tasmania BELGIUM, CANADA: British Columbia and Alberta Eastern Canada, Newfound! Maritime Provinces (CANARY ISLANDS. 6 and CEYLON os CHINA: The Peoples’ Republic of China, Hong ‘Kong, Kowloon, The New Territories and Maco. ay ifort | cyPRUS DENMARK November, 1967 GARDNER ENGINES IRELAND LIMITED, 27, SYDENHAM ROAD, BELFAST. “Telegroms: Doxide Belfast. Telephone: Belfast 59522. Mr. H. 5. Driver, $85 Military Read, Mosman, Spit Junction, N.S.W. Phone: 969-1202. OVERSEAS REPRESENTATION “The Arab General Trading Co,, P.0. Box 4195, Aden. Phone: 3026 & 2479. "Banham Hermanos y Compania, SA Calle Peru 362, Buencs Aires. Prone: 33-1325, 33-904, Diesel Motors Pty, Ltd. 1089-1091 Albany Highway, Bentley. Phone: 68-2531. Ferrier & Dickinson Pry. Lid, P.O. Box 21, Artarmon, Sydney, NSW. ‘Det, Phone: 4-125. Diese! Services Pry. Led Car. Princes Highway & MeNaughton Read "70. Box 139 Cayton Victoria, Phone: 5462022. Aasch Mocors (SA) Puy Led, 107411 Wrighe Street, Adehide. Phones LA S371 & LASHT, ‘Underhill, Day & Co, Pay Ltd, 22-27 Lang Parade, Avchenflow ‘ox T164P, 6 P.0,, Brabane, Phone: 70.2141. AG, Webster & Wooltrowers Lid, 60 Liverpool Stret, GP.0, Box 3230 ovare Phone: 203% (ao a Cuseeston) Aucomebils Mies, S.A 38-46 Rue des Goujon, Brussel. Phone 2.2520 (10 lies). Desdwell Diesel & Equipment Le, 1729 West Georgia Seret, Vancouver, “SBC. Phone: Mua 3-748. Continental Transport Appliances Lid, 6033 Hamilton Seret, Montreal, 3B, Que. Phone: Ponte 57718. Transportes Canario, SA. Perojo, 1416 Las Palmas de Gran Canaria Phone! 1920, it “aot Lad, Kew Read, Colombo 2 (Marin). Phone: 792. Dodwall & Co, Led. P.O. Box 36, Hong Kong. Phone: 28021, Dion Drossos & Co. Led, 28 Carolou Street, Athens 107. Phone: 520-616 ‘Glines). |. Dansk Gardner Diesel, Uplandsgade, 72, Copenhagen, S. Phone: Sundby 6868. Sontce Dept, Naeru Hovedgue 1, Naerum. Copenhagen. Phone: 80 33 65 i iPage 5 OVERSEAS REPRESENTATION—Continued ecyrT FRANCE GIBRALTAR ... GREECE IDA ew IRAN JAMAICA KUWAIT MALAYSIA ‘NETHERLANDS NEW ZEALAND South land & Wellington District ‘of North sand North island excluding Wellington Distrito NORWAY PAKISTAN PERSIAN GULF: Bahrain & East Coasts of Sauci- ‘Arabia, and Qatar, also Trucial Oman & ‘Oman Coast PHILIPPINES PORTUGAL .. RHODESIA & PORTUGUESE EAST AFRICA SAMOA SOUTH AFRICA: Republic of S.A, South, West ‘Arica, Swaziland, Botswana & Lesotho. SPAIN ew SWEDEN THAILAND TURKEY UNITED STATES OF AMERICA ZAMBIA or Suid Engineering Warks (AE), P.O. Box 17, Port Sld. Phone: 232. Egyptian Fiting Eauipment Co, 1 Mahmoud Azmey Street, Alexandra. one: 2035626765" (ahing Bots nl) Navigir, 6, Boulevard Aguilon, Antibes 06, Phone 345073, (Service ‘eer 4 Bele Aqui Ares Phone 345073 rie Ae H, Sheppard & Co, Lid, PO, Box 130, Waterport, Gibraltar. Phone: 2183. Dien Pre & Co ey 28 Caco Se, hens 107, Phone: S206 WH, Brady & Co, Ld. Brady House, 1244 Veer Nariman Road, Pot Box We. 26, Bombay. 1. Prone: 51397 Bronce e Ahmedabad, Caleta, Coimbatore, Kanpur, Madras ané Dei Dr, Ing Abutorab Ghar Lnited, Avenue Ferdi, Aftab-Shargh Building $03, 9.0. Box 3M, Tehran, Phone: 6452 Motor Sales & ServiceCo, 159 Harbour Sret, P.O, Box 7B Kingston. Phone: 3656535. AlStbah & fakhro Comgany Lid. (W.LL), Commercial Centre No, 3 0 Box 39, Kuwait, Phone: 4138 Malayan Motors Ltd, 1420 Orchard. Roxd, P.O. Box 349, Singapore. Prone: 20213. (itametve & Marie). Bronces ot: lace, Seremban, Kush Lumpur. ipoh Pnang, Kuantan, an Jerselon, North Borneo, Handelscompagnie, N.V., P.O. Box 5050, Rotterdam. Phone: 292055. |. Andrews & Beavan Led, Private Bag, 203-205 Cashel Street, Christchurch. hone: 6-59. (Marie Rall recon Bet Branches at Avekland, Dunedin, Invercargill ard Wellington. ‘Atkinson Vehicles (New Zealand) Led, P.O. Box 13017, Johrsvill, Nr ‘Wellingzon, (Automotie), Fodenway Motors Ld, 1010 Great South Head Road, Penrose, Auckland ‘auteatve). Cato Holmen & Co. A/S. Stortingstraat B, Oslo, Phone: 41.11.69 (Marine ‘& Marine Auxiliary). Brady & Co. of Pakistan Led, Shernaz House, West Wharf Rotd, Karachi 2 ‘Branches: Dacea (East Pakistan). [Ahmed & Abdulla Fakhro, P.O. Box No. 38, Bahrain. Phone: 353. TELL, Commercial, 569 Rizal Avenue Extension, Grace Park, Caloocan City. Phone: 23301 * Conde Barao, Lda, Apartado 2734, Avenida 24 de Julho 62-64, Lisbon 2 Phone: 671011 8 Samuel Osborn (Rhodesia) Led, ?.0. Box 9097, Belmont, Osborn Howse, Ge, Brel Road Light Incuseral Site, Bulawayo. Branch at salsury. Stages: The Bele Eogneerng CO. Ut (Morne). FO, Box 368 Beira Phone: 2567268 Octavio Lobo Led, Rua Consigeri Pedros, 85-47, P.O. Box S26, Loureneo Marques, Phone: 45794509, Manual Antunes Ld, P.O. Box 52, Beira 1. Hi. Carruthers Led, Box P.O. 578 Apia, Western Samoa, (Marine). Phone: Apia BB. Gardner Engines South Aa uy) Led 320 in Rea Ron, FO, Bo 2561, Denver, fransvaal. Phone: 25-831 (10 ies. Mecanitacion De Obras Sociedad Limitada, Paseo de Onesimo Redondo, SH Madrid, (induirel) Phone: 247.47.07 Thos W. Ward canna)’, Birger naan, 131A Soebolm Va hone: 113585, M2866. (Service Agent and Spares Stockist only), “The Ua Withya Phanit Company Ltd. 457 Chakrapasipong Read, app Wat Saket, Bangkok. Phone! 268947. 1M. Mustafa Cidam, Postbox 214 Beyogl,letanbul (utorative) Phone: 4202 Motorly Vastalar Bormarset Tcaret ve Sanayi TAS. Sirkec: Nobethane, ‘Caddes! No. 840, itanbul (Marne). Phone: 224710, Gardner Diesels (US.A) Led., 5, Regent Road, Salford 5, Lancs, England. ‘Phone: Deansgate 6774/5, Samuel Osborn (Zambia) Led, P.O. Box 1496, Kitwe. Phones 2473. Branch ae Lusaka.= 4X Marine Propulsion Unie with No. 2UC Reversing Gear and 3.1 Ratio Reducing Gear {6LW Marine Propulsion Unit with No. 2UC Reversing Gear and 2:1 Ratio Reducing Gear.GARDNER, ii Page] apse LW Engine with No, 2UC Reversing Gear arranged for direct drive to propeller shat. iusteating sump emptying pump tnd pipe arrangement for Reversing Gear and the mounting ofthe “pushepull” rod for Teleflex Remote Engine Speed Control. “The light alloy construetion 6LW Engine with No. 2UC Reverse Gear arranged for direct drive to propeller shat.WV3D ONIONGY GNY ONISYIASY HLIM JNIONE ANT X19WWD ONIONGR GNV ONISYIATY HLIM 3NIDN NII) AA19 wae ee Sek eeriePage 10 GaRoNeR, FOREWORD HE data contained in this manual is based upon Jong experience and has been compiled in an endeavour to facilitate efficient and durable operation of our reversing and reversing-reducing gears, The instructions have been written specifically for the Type 4 reversing gear and Type 3 reducing gear, but additional information has been provided, which will enable the Manual to be used when servicing the carlier types of gear units. To ensure prompt attention to enquiries or orders for spare parts it is imperative that the serial number of the engine should be quoted in all communications, ‘The serial number will be found stamped on the upper surface of the crankcase adjacent to No. 1 cylinder on the fuel pump side of the engine,GaRDNER, Page 11 CONTENTS ‘ INTRODUCTORY NOTES LUBRICATION ® SECTION 1 Description and Maintenance Page Page No. No. Lubrication System My |e Adjustment of Astern Clutch 2 Sump Filling: Reverse Gear... 16 Final Adjustment of Astern Clutch 2 Sump Filling: Reducing Gear 16 Clutch Mechanism . 2 First Running of Engine no 6 Lever Control Travel 22-23 Maintaining Oil Level... 19 Meshing of Internal Operating Quadrant .. 23 Lubricating Oil Pump <)*. 19 Remote Control. eee BB Removal of Oil Pump. 19 Reducing Gears. B Dirt and Fiywheel Sumps md Reducing Gear Seals and Glands B Ahead Chitch 0 Dismanting of Reverse Gear 23.24 ‘Adjustment of Ahead Clutch 6. 20:21 Alignmeat with Tail Shaft. 24.25 ‘Astern Clutch. 24 ‘Table of Alignment Shims 5 ® SECTION 2 Assembly and Installation Page No. ‘Checking Backlash of Bevel Gears me yf | 29 Checking End-Float of Reverse Gear Main Shatt Te 30 1 ‘Assembling the Running Gear and Ahead Clutch ETT Ea 30231 Completing the Mainshaft Assembly. ME EER TY RS Tt] | isa Assembling the Mainshaft Aft Bearing <6) vv MA Tay Fy tl 2 aT ‘Assembling the Lower Half Gear Case ye i MT el || 32 Fitting the Hinge Block Stud...) ne ay a Installation of Running Gear. A eT Aasembling the Unger Half Gear Case Ry tT ae i Setting the Ahead Clutch Crank Ae 238 Preparation for Reducing Gear Assembly... it 6 ‘Assembling the Reducing Gear Cases. I i et 1236-37 ‘Assembling the Reducing Gear Case Cover || ith 3 Checking End-Float of Thrust Bearings : 21379 Checking Backlash of Reducing Gears. tii) : 9 Tnstallation of Cooling Fan and Cowling #Page 12® GamKER 2uC temo No. 2 Unit Construction Reversing Gear Type 4 and Reducing Gear Type 3 INTRODUCTORY NOTES ‘The No. 2 UC. reversing and reversing-reducing gears are constructed with either cast iron or alu cases and are built asa unit with the engine, securing permanent alignment, extreme rigidity, economy of weight and space and facility of installation. “The mechanical efficiency of the gear is of high order. When driving AHEAD it is not less than 99%, When driving ASTERN it is only slightly less, and continuous full power ASTERN can be demonstrated without distress or excessive temperature rise, Lubrication of the reverse gear is effected by a self-contained pump system, isolated from the engine. All parts including the locomotive type contracting brake used for ASTERN engagement and the ferrous'non- ferrous multi-plate AHEAD clutch, are continuously supplied by it. Permanently true alignment ofthe four ball and roller bearing mounted epicycic bevel gears is ensured by ‘continuous main shaft which is relieved of any displacement due to torque reaction from the astern clutch, and there is provision for free thermal expansion of case and running gear independent of the engine crankshaft “The reducing-reversing gear on 6LX Marine Units is adequately air cooled for all conditions by a small fan mounted on the output shaft. Tt is enclosed in a cast aluminium cowl which directs the cooling air around the thrust bearing, reducing gear case and the reverse gear case. Air thus circulated is additionally useful for bilge ventilation under the whole unit. “The design of the ahead and astern clutches incorporates large areas at lage efective rai and secures long life, infrequent adjustment and low operating load. Engagement of clutches is smooth and entirely fre from shock, ‘The standard adjustment of clutch operating load is such that more than twice the torque of the engine cean be transmitted without clutch “slip”. [Ahead and astern propeller thrust is carried by adjustable double taper roller bearings having a design average useful ife in excess of 60,000 hours, ‘They are lubricated continuously from the gear ease and protected by double synthetic rubber sealing rings on the output side. “The design of the reduction gear assembly embodies profile shaved, nitrogen hardened, moderate single helical tooth form gears of low unit tooth load, carried in high capacity bearings in rigid accurate mountings and secures extreme durability with inaudible operation, ‘The load carrying capacity of the gears to British Standards is in excess of double the rated output of the engine.rae eS 2UC a OES tense” oe : LUBRICATION Reverse Gear.—The grade of oil used is the same as that recommended for the lubrication of the engine and for specification details, reference should be made to the appropriate Engine Instruction Book. Reducing Gear.—It is recommended that an extreme pressure heavy gear oil of mineral base be used, to the following specifications:— 7 at 10°F, not greater than 3,500 secs, Rednocl No.1 42 /40°R. not less than 700 sees, icdwood No. I [at 20°F, not less than 160 sees. Specific gravity about - 910 at 60°F. Pour point not above } 25°F. @ Flash point (closed) not below 40°F. Periodically, observe by dipstick that the oil remains fluid. Do not mix one make of oil with another ‘The output shaft is equipped with an ficient dual scal, nevertheless it is desirable that the level of bilge water be kept to a minimum 3¢ all times. If there is any indication that water may have entered the gear case, immediately drain and fush out repeatedly with engine oil until all traces of water have been removed. Run the engine for a period of approxie mately half a minute after each filling with fushing oil. Replenish with new heavy gear ol QUANTITY OF LUBRICANT REQUIRED FOR INITIAL FILLING (approx,) Reverse Gear Reducing Gear Quantity | Gear Re | Spine ie fell) I ees e | we 3p Titres SUMP DRAINING PERIODS Reverse Gear.——Drain and replenish the sump with fresh engine oil at intervals of 2,000 hours working, : See para, 2 and 5. Reducing Gear.—Drain and replenish the sump with fresh gear oil every four months; under normal working conditions. See para 3 ‘ CAUTION DO NOT OVERFILL WITH OIL ‘This will cause overheating and loss of power.GaRDNER, Page 15 ‘SOSBIRSORRRESBRRRRRS RSE RERRTESS teyp2 uC C99 ee SECTION 1 DESCRIPTION AND MAINTENANCE @GanoNER, Revie? SECTION 1. DESCRIPTION AND MAINTENANCE. 1. Lubrication System.—At the aft end of the hollow main shaft of the reverse gear is mounted a ram pump, the lower half of which is submerged in the oil sump. This pump delivers oil to the hollow shaft from whence itis distributed by means of small radial holes to all the bearings and other working parts of the reverse gear, A smal hole is also provided in the cap of the pump and this directs a fine jet of oil onto the -mainshaft aft bearing, “The oil, after lubricating the various parts, drains into the dirt sump and flywheel sump, where it is picked up by the flywheel and centrifuged into a tough which returns it to the main oil sump. This return oil flow may be observed through the filling plug orifice. A trough is provided on both sides of the gear case to cater for clockwise or anti-clockwise rotation of engines. Caution.—Since the oil pump is not in operation with the gear in the ““ Neutral ” position it is not advisable to run the engine for prolonged periods without engaging either the “Ahead " or “ Astern " ‘clutches for a short period to ensure lubrication of the working parts. 2. Sump Filling: Reverse Gear.—Before filing the oil sump for the fist time, the three drain plugs must be removed to ensure that the three sumps are quite empty. (See Fig. 1.) After replacing the three drain plugs, pour through the filling hole the correct amount of oil required by the gearbox. It will be noted, on completion, that the oil level is well above the upper mark on the dipstick ‘This level will fll after the engine has been run, due to some of the oil being transferred to the dirt sump and the fywheel sump as explained para. 1. If sump emptying pipes are fited in leu of drain plugs, the sump emptying pamp should be connected to each pipe union in turn and the pump operated until satisfied that all oil has been extracted from each section of the gearbox. [After draining has been completed the dust covers must be replaced on the pipe unions, Sump Filling: Reducing Gear.—Remove the ol filler from the top of the gear case and pour the required amount of oil through the filer orifice until the level reaches between the MAX, end MIN, marks on the dipstick. ‘The oil must never be allowed to drop below the MIN. mark. Check regularly before running the engine when the gear is cold, 4, First Running of Engine —When running the engine for the first time, or after prolonged periods of rest, set the engine speed at about $00 r.p.m, for two or three minutes with the “ Ahead” or “ Astern clutch engaged. This will ensure a full distribution of oil to all the working parts of the reverse gear. Whilst the engine is stil running the oil level will be found to be between the upper and lower marks on the dipstick. After this, the engine and geat may be put to work.| Section 4 GaRDNER, Page 17 REDUCING GEAR Dipstick COIL FILLER. BREATHER va REVERSE cea | e olt TROUGH Ml P ot FLLER / opstick A suv ora nics f DIT SUF {or ‘lL SUMP: t REDUCING GEAR DRAIN PLUG Fig. 1, Reversing and Reducing Gear Case Cil Filing and Draining PointsSection 1 AMEAD CLUTCH LEVER AND, AADIUSTING SCREW ASTERN CLUTCH LEVER astean cLurcH BRAKE SHOES / SHAFT COUPUNC Fig.2, 2UC Revere Ger with perl gr case renova: shown nal an lain grr wih Aen and Aten ‘clutches also insez a matched pair of 3: 1 ratio Reducing GearsSection 1 Page 19 oe DESCRIPTION AND MAINTENANCE—continued. 5. Maintaining Oil Level—With the reverse gear lubricating system, where the flywheel returns the oil to the main sump, itis not possible to give a definite oil level mark on the dipstick, because the cil level in the main sump Yaris according to the R.P.M. ofthe engine, and tothe oil temperature in the gearbox. There are two lines on the dipstick, upper and lower, and if the gear case has been filled in accordance with para, 2, the ol level should be about ¥ in. below the upper line with the engine running at about 1,000‘... and the oil temperature about %) F. (32° C.). : ‘Minimum Oil Level.—If the oil level falls below the lower mark or minimum level, with the engine running at 1,000 r p.m, as above, oil should be added to the gear ease to bring the level up to about half-way between the level marks. @ Excess Oil Level.—If, when running at 1,000 r.p.m. as above, and due to over filling, the oil-level reading is more than fin. above the upper mark on the dipstick, the surplus oil should be drained from the sump. NOTE.—That it is undesirable to overfill, as the churning of this excess oil absorbs a little power. Maximum and Minimum Oil Level.—Finally, it may be suid, that if the oil at any engine r.p.m. does rot fall below the lower mark on the dipstick, there is sufficient ol in the gearbox. Also if the oil, at any engine r.p.m. does not rise more than jin, above the upper mark, there is not an excess of oil in the gearbox, 6. Lubricating Oil Pump. —The pump has two cams or plungers, the lower being the pump ram submerged in the oil, and the upper being the balancing ram, which serves as a pressure relief valve and also feeds oil to the aft bearing. The ball suetion valve is carried a the lower end of the purap body, and the ball delivery valve is carried in the upper end of the pump ram. Flats are provided on the pump ram so that it can be held in a vice or spanner when removing the screwed valve seat, A special screwdriver is provided in the toolkit for this purpose. With the pump submerged in the oil sump, itis extremely improbable that it will fail, Nevertheless it is prudent to check its action from time to time by observing the return oil low through the filer orifice. 7. Removal of Oil Pump.—If the pump should fail, it must be removed from its shaft to find the cause of failure, and to do this, proceed as follows:— Place the gear lever in the “ Neutral” position and remove the gear case cover. Disconnect the e Astern ” clutch lever link from the cam plate shaft. Release the setscrew in the cam plate and slide the cam towards the crank as far as possible to disengage the bow! on the lower shaft. Unlock the nuts and release the pivot serews on each side of the case. The cam plate and its shaft can then be lifted out. Next rotate the main shaft until the pump eccentric lies with its maximum throw at T.D.C, Remove the two cap bolts of the pump, and take off the cap. Just above the gauze strainer will be found a Jnurled collar. If this is lifted upwards against the action of the spring and held upwards, the pump body can be lowered or disengaged from its shaft, When in this position, the pump can be moved sideways to clear the gear shaft, whilst lifting it from the gear case. When replacing the pump itis of vital importance that the pump body is replaced on the same side of the main shaft from which it was withdrawn. This will ensure that the oil hole in the cap is facing aft when the cap is reassembled, ‘Note that the Aft” marking must face to the rea. ‘NOTE,—When replacing the cam plate shaft on reassembly, make sure that the cam plate bow! is in place on the lower shaft, before sliding the cam plate into its working position. 8. Dirt and Flywheel Sumps.—The dirt sump is provided to trap any dirt particles that may collect from the wear of the clutch surfaces etc. Its therefore advisable to drain this, and the flywheel sump, at intervals, of say 1,000 hours, in order to remove any dirt that may have collected therein. ‘The oil removed may be re-used after filtering, When draining this sump, take note of the oil quantity removed, and afterwards restore a similar quantity through the filling hole.GARDNER, Section 1 Renee? DESCRIPTION AND MAINTENANCE—continued. 9, Ahead Clutel.—This clutch is of the plate type, having alternate sintered bronze and stee] plates $y i ‘hick, ‘These are loaded by four clutch levers, each having an adjusting serew that transmits the pressure by mneans of spring plunger assemblies. Chatches fated ty early production 6LX engines contained five sintered bronze plates and four steel plates | rhs ster production engine are equipped wth six sintered bronze and ive te plates, To accommodate ; the extra thickness of the tsvo additional plates, the collar on the spring plunger assemblies are shorter. Tt js important therefore, if replacement is required, to quote the engine serial number so that the correct type of sping plunger assembly ean be supplied and fited in each case otherwise the basic stings forthe clutch levers will not be achieved. See Fig, 8 (Page 32). Garrent production LW engines have four sintered bronze and three steel plates whilst earlier LW and L2 series engines Were equipped with clutches containing j in. thick bronze and stel plates, incorporating e solid dlutch ins and ele springs, "These Jin plats and spring assemblies are no longer available and if feplacement ofthe clutch plates Becomes necessary they can be exchanged as complete ses forthe later ‘hin. sintered bronze and steel plates together wit the appropriate plunger assemblies which have a longer Collar to compensate for the reduced thickness of the new plates, Replacement plunger assemblies are also available for use with the Jin. thick plates and in this event are supplied with a shorter colar. if replacement of the original cutch springs is necessary, it i recommended that they be exchanged 2s complete sets, and not singly. ‘The plunger assemblies are adjusted at the Works to a pre-determined loading which ensures that the pressure applied to the clutch plates is evenly shared by all four clutch levers This preloading is governed by the quantity and thickness of spring dises and by the special manner in which they are arranged on assembly. For this reason, the plunger assemblies are obtainable only as Complete units und should not, under any circumstances, be disturbed or dismantled. In the event of a plunger assembly being inadvertently dismantled, the following procedure must be adopted when reassembling to ensure that the designed loading is maintained. ‘The standard spring dise is -036 i. thick and itis necessary before assembling the unit to measure with a micrometer the thickness of each disc in order to identify the non-standard dises which may have been {Incorporated in the original assembly for the purpose of obtaining the desired nip. Having identifed the non-standard spring discs, if any, assemble the discs on the plunger pin in four opposing groups of five discs each, ensuring tht there isnot more than one non-standard dise in any one group, Postion the fist group of five dises so that the outside edge abuts against the head of the plunger in, followed by the second and subsequent groups, each reversed as shown in Fig. 3. e faving assembled the discs as illustrated, ft the plunger collar and check with a depth gauge suomi coisa SPRING DISCS PLUNGE Pas ‘hat the end of the plunger pin is -010 in, below the recess in the collar, This will ensure a “010 in. nip on the discs with the setscrew fully tightened. Finally, when fitting the setscrew, see that itis a stud fit in the plunger pin to prevent in- advertent loosening. Works practice is to +} ‘ apply & torque loud of 30, ny for Snal srscew ae ti when the setscrew head is within et Pee with the pin. Fig. 3. Ahead Clutch Plonger Assembly 7 10, Adjustment of Ahead Clutch. Refer to Fig. 4. Mave the clutch sleeve so that the lever rollers are resting on its smaller diameter. Unscrew the adjusting serews 20 that they do not project beyond the inside face ofthe levers. Move the clutch sleeve to bring the z G7 elles in contact wth its larger diameter. Taking each screw in turn, and holding it between the thumb and Finger, turn the screw until it exerts a litle but definite pressure on it plunger assembly, then lightly lock the screw with its nut, taking care not to turn the sevew when doing so.Section 1 GaRDNER * page 21 toi DESCRIPTION AND MAINTENANCE—continued, After this, move the clutch sleeve to bring the rollers on to the smaller diameter. Again taking each adjusting screw in turn, unscrew the lock mut without allowing the screw to turn, and then tighten up the screw 12 turns (estimating this by the screwdriver slot in the screw) and firmly lock its nut, again taking care not to ‘turn the serew when doing so. If this procedure has been carefully followed, the levers will be adjusted equally. Do not adjust more than the 1f turns, and when so adjusted, it should require a pull of 70 to 75 Ib. at 2 ft. radius of the operating hand lever, to engage the clutch, This pull can be read by means ofa spring balance and a cord, ‘When the reversing gear i fitted with wheel control proceed as directed above. When so adjusted it should require a pull of 50 to 55 Ib. atthe Sin. radius ofthe hole in the operating hand wheel, to engage the clutch, This pull can be read by means ofa spring balance and a cord from the hole in the hand wheel rim, CAUTION,—Do not exceed the loads specified above, it is unnecessary and might cause damage to the mechanism. s 7 enna SHER eiiuee rare we faerie 4 / Ze SA pen rf 4 ‘CONICAL RECES “SHART PHOT o S — "schews castes 4 + es p re car oT 7 a we S P sync a -ANURLED COLLAR ¢ TEE soe sxe t ‘eA Fes u. Astern Clutch or Brake.—This clutch takes the form of a brake, having a pair of brake shoes lined with friction fabric, the shoe hinge being anchored to the bottom of the gearbox, whilst the upper ends of the shoes ate contracted by means of a right and left hand screw shaft, which is in turn held endwise in the "upper part ofthe gearbox. It will be seen, chat ifthe two adjusting nuts are equally adjusted, no disturbance of alignment of the rotating gear case and its shaft can take place. For this reason itis very important to fadjust the two nuts so thatthe brake shoes, when closing, make contact with the drum atthe same time,GaRDNER, Section 1 go0990% DESCRIPTION AND MAINTENANCE—continued. Adjustment of Astern Clutch or Brake.—Remove the gear case cover having previously put the geat jnto “reverse,” Next slacken the bolts ofthe two locking clips, and turn both the adjusting nuts away from the shoes, see Fig, 5. ‘The long bolt that is provided in the tool kit, must now be placed in the slots atthe top of the brake shoes, ‘Tighten this bolt, but not too much, and thus clamp the shoes onto the drum. ‘After this, turn one adjusting nut until itis ia contact with the shoe washer, hold it in this postion with the fingers whilst the locking collar nut is tightened. Repeat this operation on the other adjusting nut. The two adjusting nuts wil now be adjusted equally, but there will not be sufficient load on the brake shoes, consequently, further and final adjustment is necessary. 13, Final Adjustment of Astern Clutch.—Remove the bolt from the brake shoe slots, and turn the cam plate, until the astern clutch lever is in its highest position, see Fig. 4. On the locking clips will be found two lines, and the distance between these defines the necessary adjust- = @ ment to load the brake shoes. Make # mark with a scriber on both adjusting nuts, that will coincide with the 7 lower line on the collar. Do this carcfully, After this, unscrew one locking clip aut, just sufficiently to enable the adjusting nut to be prised round. With the screwdriver end in one of the slots, and using the ‘brake shoe as a fulcrum, prise the nut round, until the scribed mark, that has just ‘been made on the nut, ‘coincides with the top line on the locking clip. ‘Tighten the locking clip nut to the correct torque of 500 Ib. in. Repeat the operation on the other adjusting nut. This completes the astern clutch or brake adjustment, ‘On earlier 2UC gear units, a dot wes used in place of the lower line, but the method of obtaining final adjustment is identical to that described above. Do not exceed the above adjustment. ‘The operating hend lever should require a pull of 40 to 45 tb. at 2 ft. radius to engage this clutch, when the reversing gear is cold. When the gear is warm (about 110° F.) the above pull will be a littl less, owing to the expansion of the brake shoes, but the clutch or brake will still carry its load. When the reversing gear is fitted with wheel control proceed as directed in paragraphs 11, 12 and 13. ‘When so adjusted it should require a pull of 30 to 35 lb. at the 5 in. radius of the hole in the hand wheel rim to engage the clutch, when the reversing gear is cold, 14. Clutch Mechanism.—The three shafts of this mechanism, i.e. the astern clutch screw shaft, the cam plate crank or shaft, and the ahead clutch shaft are carried by adjustable pivot screws, see Fig. 5, All three shafts are made so that they can be located endvise between their bosses on the gear case walls. To adjust these shaft pivots, proceed as follows: ‘Unscrew the lock nuts, apply alittle lubricant atthe points of contact between pivot screws and shaft; Molybdenum Disulphide and Tallow isa good lubricant. ‘Then holding the shaft in position with one @ hand, tighten one of the screws with the fingers ofthe other hand sufficiently to push the shaft end into ‘contact with the inside face of the boss on the opposite side of the gear case. Again using the fingers only, tighten the ather pivot screw. With the shaft thus supported by the pivot screws, adjust both screws to centralise the shaft between the two bosses, tightening with the fingers only. ‘The shaft will now be a litte stif on its pivots, but the act of locking the nuts will withdrow the screw pivots a litle and thus free the shaft. Hold the pivot screws with a spanner so that they cannot turn, when locking the nuts. NOTE.—It is important that these shafts are closely adjusted, and at the same time, are free on their pivots, If not, the ahead clutch trunnion blocks will continue to rub on the face of the clutch sleeve after the ahead clutch is engaged. 13, Lever Control Travel.—The travel of the gear operating lever is limited by two adjustable stop screws, uated in the gar case cover, ‘These abut against the end of the operating quacrant when the lever si the “ Ahead " or “ Aster ” position. ‘The stop screws are correctly adjusted before leaving the Works and should not require attention unless the original adjustment is disturbed during internal inspection of the ‘gear, or in the event of excessive wear taking place after prolonged service. 1, for any esa, the setings have been strbed the contol ever stop serews must be re-adjusted as Slacken the lock nuts and unscrew the two stop screws. Push the gear lever forward to the limit of its travel; this will now be governed by the cam bowl striking the end of the recess in the cam plate. Hold the lever in this position and screw in the rear stop screw until its in contact with the quadrantSection 1 GaRDNER, eras? DESCRIPTION AND MAINTENANCE-continued. and a slight movement is felt atthe end of the lever. Turn the screw a further quarter turn and tighten the locknut, taking caze not to turn the screw whilst doing so. Repeat the operation with the gear lever in the astern position by adjusting the front stop screw in the same manner. ‘The lever control travel will now be correctly set. 16. Meshing of Internal Operating Quadrant.—I is important that the quadrant on the handlever eross- shait be meshed correctly with the pinion on the eam cross-shaft, so that the quadrant abuts against the stops, situated in the cover, in both“ Ahead” and“ Astern” positions, If the meshing is not correct, either the ‘Ahead or Astern clutch will not be fully engaged, in addition, the stopping of the lever or remote control mechanism (if fitted), will be transferred to the internal operating mechanism, which is not capable of withstanding the shock loads. ® ‘To ensure correct meshing of the quadrant, set the internal mechanism in the neutral position, with the line through the conical recess on the cam plate coinciding with the line on the top face of the casing, Before placing the cover in positon, set the hand lever so that the line on the lever socket coincides with the line on the extended boss of the cover. Check the meshing by noting that these latter lines are coinciding exactly when the Neutral locating plunger is fully engoged. 17, Remote Control (if fitted).—IF remote control of local or proprietary manufacture is installed for reverse gear operation, itis essential that a sufficient amount of travel be provided on the remote control lever to ensure full and complete engagement of both Ahead and stern clutches, Incomplete or partial engagement of these clutches will generate heat and induce rapid wear of the friction surfaces which is both undesirable and detrimental to the working parts of the gear. strongly recommended therefore, that in the event of this type of control being fitted, the linkage or ‘mechanism be so arranged that full movement of the internal operating quadrant is assured between its fore and aft stops in the gear ease cover, and provision be made to incorporate adjustable stops for the remote control lever in order to avoid overloading the control linkage, with possible damage to the gear ‘mechanism, ‘When adjusting the remote control linkage or mechanism it is essential that, with the remote control lever in the * Neutral” position, the datum line on the reversing gear cover coincides with that on the operating Tever socket (refer to para. 16), With the linkage adjusted accordingly, the fore and aft stop screws for the remote control lever can then be adjusted to synchronise with those in the gear case cover. Ie is advisable to periodically inspect the remote control linkage or mechanism for any lost motion which may arise due to wear of the working parts and which, if allowed to become excessive, would result in ° incomplete engagement of the clutches. 18, Reducing Gears,—These gears are matched in pairs and carry a number inside a blue circle. These numbers, which appear on both the large and small gear, lie at the same side, Works practice is to assemble the gears with the numbers facing aft. Renewal of gears can only be effected in pairs. Under no circumstances must a new gear be matched with a worn one, 19, Reducing Gear Seats and Glands.—The aft thrust bearing housing ofthe reducing gear embodies duplex synthetic rubber seals to prevent rapid entry of bilge water in an emergency. ‘These seals are self-adjusting and do not require grease cup lubrication. Use oil can occasionally on the aft seal Te is important thet the surface finish of the metal parts which operate within any of the synthetic rubber seals must be of the highest quality and free from any bruises, scratches or imperfections. Earlier L3 type reducing gears were provided with 2 packed gland to prevent entry of water. With this type of seal, the gland nuts should be followed up regularly but not tightened sufficiently to generate heat. Use gland grease cup daily, applying a water insoluble mineral base grease. 20, Dismantling of Reverse Gear.—Should this be required at any time, the main shaft and rotating gear assembly can be withdrawn by removal of the following:— 1. Cooling Fan and cowling je 2, Reduction gear and case If subsequent dismantling of the complete running gear is anticipated, itis advisable at this stage|) page 24 GARDNER, Section 1 2uUC S3883i essa? DESCRIPTION AND MAINTENANCE—continued. to aacken the driving pinion retaining nu, using the engine as brake by engaging the ahead cute Caution. —When dismantling the Direct Drive Reverse Gear, the propeller shaft coupling must be withdrawn from its shaft by inserting three fin. B.S.F. draw-bolts in the holes provided in the ‘boss of the coupling after frst removing the cheese headed blanking screws, Withdrawal of this coupling by any other method or by imposing 2 load on the flange is not recommended and may result in distortion of the flange face, Ahead and astern clutch operating gear (cross-shafts, etc.) All nuts and upper three bolts from main ball bearing housing at aft end. Upper half reverse gear case, stern brake shoes. Nuts and bushes from main drive spider lugs. Lubricating oil pump. See para. 7. (MAINSHAPT ASSEMBLY MUST NOW BE PUSHED AFT ABOUT 1 in.) ‘The six nuts which hold spigot sleeve to flywheel. ‘These nuts can be seen between the aft face of the flywheel and the main spider, ‘The spigot sleeve should now be levered aft out of engagement with the flywheel. For this purpose the outer diameter of the spigot sleeve is provided with relief to receive a large screwdriver or equivalent tool. Before the mainshaft has been pushed aft sufficiently to withdraw the aft bearing bush from its housing and the forward end spigot sleeve from engagement with the flywheel, the shaft and running gear assembly must be chocked or slung to take its weight, otherwise damage ‘would occur when it loses its register at either end. When drawing the running gear away from the engine it will be found necessary to slightly lift the aft end of the shaft so thatthe clutch case passes the forward wall of the oil sump. It isto be noted that the large diameter internally screwed collar ftted to the mainshaft immediately forward of and in contact with the aft ball bearing should, if removed for any purpose, be refitted in its precise original position. For the older type collar, this can be determined by the pointed | setserew countersinks. On later type collars ofthe split type, the collar must be set to its original osion by messuring is dance fom the oll pump escent before dismantling, Aeraatves, 1f this measurement has not been taken, it must be positioned so that its aft face is [7 in. from the { forward face of the driving spider lugs. |; Alignment with Tail Shaft—The alignment of gear unit and tail shaft is cffected by shimming between the engine/gear unit feet and the engine bearers, The quantity and sizes of shims supplied for each engine and gear units as fellows:— | lumber sue Location Dimension of shims Drawing. er engine ofshims No. and gear unit, [Te [actress auw [ suw [stw | su [ouw | aX 20st jns | - | - | s |e fal s eoy i ime | = | 2 fe |e le |e ENGINE on jms | 2] ofa | a fe |S Bide Supporting et 0037 jn fa |os | - ay ay | i 7260 6 | 6 | 032" 47261 4 4 - - - - REVERSE GEAR | cose qa [a [as |e |afe | a ‘Supporting syxr | 1” 47257 6 6 6 6 6 6 et | 0x2" 17258 - fale la fa daSection 1 GaRDNER, DESCRIPTION AND MAINTENANCE—continued. Ie is of the utmost importance that the reverse gear or reduction gear is maintained in perfect alignment Wide dhe ad ahah Melalgement may ease failure of shat, couplings, bearing, gers, et. nepect Frequently after a new installation has been carried out, until the craft has “settled,” and when fully seasoned, inspect at regular intervals, For further details refer to the Engine Instruction Manual. 22, Table of Alignment Shims.—To obtain alignment within -003 in, and to obtain a total thickness of shims between -003 in. and 4 in. with steps not greater than -003 in, itis necessary to have available, shimsof the thickness and quantity quoted below foreach individual foot on the Engine/Reverse Gear Unit. 4 off shims 003" thie Bw Oy 2 Ww With these shims itis possible to obtain a total thickness as per the table below. at shims 003" 032" of shits oor | to | oar" 03" 1 - = 035° 1 - 1 8 2 = ~ 038" 2 - 1 or” - 1 ~ or |e 1 1 09" 3 7 on” 3 ~ 1 “o10" 1 1 = | on 1 1 1 or + - = ow + - i 013" | 2 1 - 045" 2 1 1 » ae - 2 7 46" - 2 7 7 3 1 ; 048" a {0 alll) or 1 2 - 0" 1 2 1 1 + 1 = or + 1 ui 20" 2 2 - 05 2 2 | 0 or - 3 > 053" ~ 3 H | wf Le | ae ans 4 2 7 “058 4 2 iti 0 2 3 = 089 2 aA 030" 3 3 ~ 02" 3 3 1 or 7 = 1 co = = 2 03" 4 3 = ilGawNer, pL UC go SSEGEEEESERIESEERRINEE ay —I6 +—i5 Fig 6 41, Mainshafe aft bearing 12, Flanged distance collar 13, Driven gear 14, Secondary shaft frone bearing 15. Planet bevel bolt 16. Diseance washer AT. Ball race 18, Roller bearing 19, Roller bearing outer racePage 27 12345 Gear ease cover [Anead clutch lever balance weight Ahead clutch lever adjusting sere ‘Ahead clutch lever Clutch sleeve ainshae aft bearing Flanged distance collar Driving gear Driving gear end bearing eenereee Fig 10. 1". 2 B. 14, 4. 16 1. 8. Retaining nut End plug Half coupling resaining nut Half coupling Duplex synthetic rubber seals Taper roller thrust bearings Driven gear Lubrieatig oil pump plunger assembly Knurled collar | ;| Page 28 GaRDNER, ! SECTION 2 ASSEMBLY AND INSTALLATION —2B. SECTION 2. ASSEMBLY AND INSTALLATION In order to derive full benefit from the power of the engine itis essential that the Reversing and Reducing gears operate with maximum efficiency. ‘This efficiency, measured in terms of smooth and silent operation, with the minimum of frictional losses and freedom from torsional stress, can only be attained ifthe gear unit is carefully and correctly assembled, ‘The following instructions are based on the normal assembly procedures carried out at the Works and the tolerance and clearance figures quoted therefore, are those specified for new gears. It will be readily understood, however, when checking the backlash of gears which have been in usc for some time, that the figures obtained may be slightly greater than those specified; due to the gear teeth bedding in and becoming polished. Careful examination wil reveal whether this is the case and i recommended in this event, that they be reassembled in precisely the positions they occupied before dis~ tmantling, If,on closer inspection there is any indication of a step forming on the teeth or any sign of fretting fr excessive wear or noise caused through maladjustment or malalignment, both gears must be replaced and the source of trouble rectified, Ie is important while assembling the reversing gear that correct torque loadings be applied in the case of ‘certain nuts (whether slotted or current plain type) and these are specified in the table below. Split pins formerly used with the slotted type nuts may be omitted if cesired in these applications, as any method of locking is unnecessary on a correctly tightened nut. POEL EEE | No. 2UC Reversing Gear Nut Tightening Torques “Torque Ib. i Description Planet Bevel Bearing Bolts evel year Cate Cover Bolts Mainshaft Locating Collar Bolt Spigot Sleeve Flywheel Studs Deriving Spider Coupling Bolte Checking Backlash of Bevel Gears.—Befoce assembling the running gear it should be noted that both the driving bevel and the four planet bevels have a aumber stamped on the end of one oftheir teeth, This figure will be between -000 in, and -008 in, and represents the backlash obtained when that particular gear ismeshed with a master gear. Works practice is to select a set of gears which will give a total backlash of “006 in, when assembled in the gear case; this total being the sum of the two figures on the driving bevel and planet bevel. A tolerance of 4-002 in. is permissible. Having noted this figure, tthe ball bearing into its housing inthe bevel gear case. This bearing is alight diving ft, both ino its housing and onto the driving spider. Fit the feather key into the driving bevel and by tntering the driving sper from the outside ofthe case and the driving bevel from the inside, the two can bbe drawn together. Serew on the retaining nut and tighten fiemly with a hammer. ‘Transfer the setscrew hole in the retaining nut through into the driving spider and lock the nut with the 1 B.A. setscrew, finally locking the setscrew by lightly punching metal from the nut into the screwdriver slot ‘To facilitate the checking of backlash, the gear case should now be placed with its open end uppermost on suitable stand, to permit free rotation of spider and bevel gear. Fit the wo bearings into the planet bevels ensuring that che roller race is inserted frst and the ball race last; this is important. [nsert the planet bevel bolts into the case from outside and place the distance washers over the bolts, followed by the planet bevels. Tighten the nuts and check that the backlash agrees with the ‘Sum of the figures stamped on the driving and planet gears. This check should be made at various positions around the driving bevel. Having ascertained that the backlash is within the limits specified, ie, 006 in. & -002 in, tighten the nuts of the planet bevel bolts to the correct torque of 2,000 Ib, in, then proceed to set the backlash between