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Aviation History
1943
1943 - 1759.PDF
JULY 8TH, 1943 FLIGHT (Top left) Cleansingpistons — Degreasing tank in background.(Top right) Examining for cracks with mag-netic test. (Left) Micrometer teston sleeve. (Right) Sub- assembly— crankshaftbuilding up. (Below) Sub-assembly—mounting the super- charger. * from heavy carbon deposits, are trashed off in paraffin and then sub- mitted for inspection. The majority of engines, however, have to go through a much longer de- greasing or decarbonising process. . Steel components are segregated from aluminium, and hoisted in baskets into the degreasing fluid contained in steel tanks and agi- tated with compressed air. On a badly carbonised engine aluminium components require approximately twice the immersion time necessary for steel, the most difficult part 10 decarbonise being the piston. Here shot blasting is used for the under- side of the piston, with suitable blanks to protect the machined faces. On removal from the degreasing tanks, components are given a stiff brushing to remove loose and softened carbon, and then washed in paraffin. Large parts, such as crank- cases, superchargers, etc., are largely cleaned by hand, . using mechanically operated brushes and mops. Engine cleaning is almost wholly carried out by female labour. The highest possible standard of cleaning is maintained in order that subsequent inspection may be rigorously applied. Inspection Prior to the normal bench inspection, aluminium com- ponents are subjected to an etching process for the detec- tion of cracks and flaws, particularly around heavily •stressed areas, such as gudgeon-pin bosses. Similarly, steel components are either "Magna Flux" or "Electroflux" tested for the detection of cracks. The engine is then subjected vb detail inspection. Alignment checks are carried out on parts liable to distortion, such as articulated rods. Dimensional checking is restricted to components liable to wear ^r distortion, such as cylinder sleeves, or where selective interference fits are required on reassembly, e.g., crankshaft centre bearing sleeves, fixed crankshaft sleeves, and some race locations. Every component (even nuts and washers) is most carefully inspected, the smaller and sim- pler parts being inspected by female labour under male supervision. Details are recorded on standard report forms, which entail the minimum of writing. Details ol rejects, on which further work is to be done or which are for complete scrap, are thus made obvious for covering any replacement required. The report form is divided into sheets which cover the various sub-assemblies of the en- gine, and follows them through the shops until the engine is finally rebuilt. The engine and report are finally examined by skilled inspectors who add the necessary information for the modi- fications required. Finally, the absolute scrap is removed from the engine and the components requiring salvage operations are quarantined, suitably tallied, and despatched to another department, as redundant repairable material.
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