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Aviation History
1918
1918 - 1033.PDF
SEPTEMBER 12, 1918. pipe 21 mm. diameter, the ends of which are coupled to the.-suction ports of the two gear oil pumps. This iater-Connec- iion of the two pumps to a certain extent balances the oil \f M KTIIOL SUP»LT 7"^ -.. an. RETURN TO TANK | • OETACHASLf OIL SUMPS Fig. 27.—Lubrication diagram, also showing petrol system ..;:., .,;.: and water circulation. ^"^ •^return to the tank from the front and rear ends of the oilbase, enabling both scavenger pumps to operate at any angle of the engine.A small quantity of oil is always carried in the oil base, as shown in the lubrication diagram. The camshafts, tappetsand cylinder walls are splash lubricated by the surplus oil thrown off the crankshaft and oil scoops ; and the camshaftand magneto gears are lubricated through oil ways cut in the camshaft bearings at either end. Baffle-plates are fittedbelow the cylinders in the recesses machined in the top face of the crank chamber, as shown in Fig. 30. Constructional details of oil pumps, &c.—Nq__provision ismade for lubricating the roller bearings oi the overhead valve I rocker spindles, and no "oil holes are made in their bracketsfor hand lubrication. The general design of all three oil pumps and their deliveryis the same. The general construction is clearly shown in the sketch of the front scavenger pump (Fig. 29). A pair ot Fig. 26.—Crankcase breather. Fig. 28.—Sketcfi of oil main and oil filters. Fig. 29.—The front oil pump, showing ratchet driveand section of detachable oil sump in chamber. (See general arrangement of drawing.) 1033 te.
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