1104a-4g-34t type governor manual zt147-01

INSTRUCTION MANUAL FOR THE

OPERATION AND MAINTENANCE OF A

1104A-4G-34T TYPE GOVERNOR (ZT147-01)

Regulateurs Europa B.V. 1E Energieweg 8,

9301LK Roden, The Netherlands Tel.: +31505019888 Fax: +31505013618

Email: [email protected]

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CONTENTS OF MANUAL

CONTENTS

1 . Foreword

2. Service facilities

3. Safety of personnel

4. Technical data

5. General description

6. Operating principles

7. Installation and trouble shooting

Operational schematic drawing of Governor

Base assembly

Body assembly

Rotor assembly

Housing assembly, droop mechanism left build

Housing assembly, common parts

Housing assembly, output shaft - droop shaft - speed stop

Shutdown assembly

Interm. housing assembly, pneumatic speed servo

Interm. housing assembly, standard linkage speed control

Interm. housing assembly, boost fuel limit servo unit

Boost fuel linkage arrangement

Top cover assy

Override speed control

2

CHAPTER I FOREWORD

These instructions have been compiled to assist personnel responsible for the operation and maintenance of equipment manufactured by Regulateurs Europa.

Care has been taken to ensure that the equipment has been accurately represented, but it

should be appreciated that, with the continued progress of design and the diversity of application, certain items may differ in detail.

It should be noted that these instructions are issued for general information.

Whilst reserving the right to make any alteration in design which they may consider advisable, the manufacturers absolve themselves from making any such alteration

retrospective.

In addition to the information given herein, practical advice and assistance are always

available from our Service Department.

3

CHAPTER 2 SERVICE FACILITIES

To ensure prompt and satisfactory attention to customer's enquiries, all communications should refer to the unit type and serial number, as stamped on the nameplate. In order to obtain the most efficient service it is recommended that all enquiries for service or spare parts be addressed to the original manufacturer of the equipment.

It is essential that the unit serial number and the other name plate details are mentioned during enquiries for the spare parts or request for service.

The original manufacturer of this equipment is:

Office and Works

REGULATEURS EUROPA BV

1 e Energieweg 8 P.O. Box 28 9301 LK RODEN or 9300 M RODEN

THE NETHERLANDS

Telephone:

Fax:

(31) 5050 19888 (31) 50 50 13618

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CHAPTER 3

SAFETY OF PERSONNEL OPERATING AND MAINTAINING EQUIPMENT MANUFACTURED BY REGULATEURS EUROPA

1. Before carrying out any repairs, adjustments or maintenance to any equipment produced by Regulateurs Europa, it is essential that the following safety precautions

are observed.

2. General

The equipment may contain one or more of the following:

(a) Rotating parts (b) High pressure oil

(c) Compressed air (d) High voltages (e) Preloaded springs

All of the above items represent a potential danger or hazard to operating personnel

and the operator should take great care to make himself thoroughly familiar with the

operating principles, methods of adjustments and the dismantling and assembly

procedures (where applicable) concerning the equipment in his care.

3. Before carrying out any repairs, adjustments or maintenance to the equipment or unit,

the operator should ensure that any such unit or equipment cannot be activated from a remote position. To achieve this condition, he should ensure that all

electrical/pneumatic supplies to the prime mover starter system are isolated at their

incoming source and that all electrical supplies to control systems are isolated by the

withdrawal of the relevant fuses or by disconnecting the incoming electrical supply at the control board. In addition to these precautions, visual-warning notices should be

prominently displayed at the equipment or unit and also at any remote control positions. Where control cabinets and consoles are secured with keys, all such keys should be in the possession of the operator carrying out the work. Information

regarding position, level and type of work to be carried out should also be made available to the Engineer in Charge of the installation to prevent attempted use of the

equipment or unit during breakdown.

In the case of electrical/electronic control systems, the operator should make careful

reference to the Instruction Manual to ensure that he is aware of any special safety

precautions which are peculiar to that particular equipment or unit.

4. Before the equipment or unit is finally released for operation, operating personnel

should ensure that all tools and repair equipment have been removed and that all

safety guards are securely replaced (where applicable). All fuses should be replaced

and operating mediums (electrical and pneumatic supplies) should be opened or reconnected.

5

CHAPTER 4

Speed range

Speed droop

Constant Sensitivity

Stalled Work Capacity

Output Shaft Angular

Movement

Output Shaft

Dimensions

Drive shaft

Shut-down Mechanisms:

Solenoid Operated

TECHNICAL DATA

For continuous duty, variable speed operation: 300 -1600 revs/min., at governor drive spindle. For continuous duty,

constant speed applications such as power generation, pumping etc. it is recommended that the governor is driven

at 1200 - 1600 revs/min, at governor drive spindle. For intermittent duty operation, the maximum speed may be

increased to 1800 revs/min. for short periods.

Adjustable by dial type lockable control from 0 - 1 60

revs/min. for 60% output shaft travel. (equals 0 - 10 %

droop).

500 - 1800 revs/min. Range

8, 15, 25 or 34 ft.lbf (11, 20, 34 or 46 joules).

500 total and 300 to be used from 'no load' travel to 'full load'.

5/8 inch 36 fine serration to SAE. May be fitted to either

side of governor

Either direction of rotation. Serrated drive shaft. A variety of 6 different drive shafts are available depending on engine

make.

(without latch)

Solenoid energised to 'stop'. Manually operated shutdown knob fitted on solenoid energised to 'stop' only. Solenoid voltages: 24 V. D.C.

6

Speed Setting Mechanisms:

Manually Operated

Pneumatically Operated

Boost Fuel Limit

Governor Installation

Weight

Oil supply

(manual and pneumatic)

Speed setting controlled by a manual speed control

lever.

Standard pressure range 0.5 - 5.5 Bar (other ranges available). The air pressure/speed relationship is

linear within 2.5 % between 500 and 1600 revs./min. Hysteresis: not more than 0.1 % of max. speed.

(engine supercharge-pressure feedback)

The engine fuel-rack position is proportionally limited

depending on the 0-3 bar blower pressure range.

Vertical, flange mounted.

Approximately 65 lb. (35 Kg) for an 11 04A-4G-34T type governor.

Self-contained, 2.5 pts. (1.5 Litres).

Oil-recommendations: see -Installation and Trouble shooting.

7

BUILD CODE

To cover the hundreds of variables available, a comprehensive build code is used on the governor specification such as following example: GOVERNOR BUILD SPECIFICATIONS CODE

I 1104 A 4G - 34 R B GAT Ale v A A

CSR*

Feedback piston

Load control

Shutdown

Drive shaft & base Spring drive damping

Flyweights/speeder spring

Rotor drive spring

Compensation spring

Work output

Vertical (mounting)

Mark no. (generation)

Fuel limit

Governor model

Governor Type

*CSR = CUSTOMER'S SPECIAL REQUIREMENT

Roden build governors have a short code "11 04A-4G-34T" stamped on the nameplate.

The full build specification code for this type of governor is: 11 04A-4G 34RBGAT A/CVCA. The CSR's of this governor are: The externally fitted manual speed control lever.

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CHAPTER 5 GENERAL DESCRIPTION

The Regulateurs Europa series I I 00-4G range of governors are of the centrifugal flyweight type and operate through a hydraulic servomechanism. The oil reservoir and

pump for this servomechanism is incorporated within the governor housing.

A spring drive in incorporated in the flyweight system to assist in damping any cyclic

variations in the drive between the prime mover and the governor, which should always be

driven by the crankshaft as near a nodal point as possible and through the smallest train of gears.

The hydraulic system consists of a gear-type pump and a spring loaded accumulator which also functions as a relief valve in the event of the oil pressure exceeding 1 50 Ib/in2

(lObar). For governors requiring a work capacity of 25 ft.lbf or 34 ft.ibf the relief

pressure is 250 Ib/in2 (17 bar).

Two pairs of check valves are fitted to the oil pump, but according to the direction of

rotation of the governor, only one pair will be in operation. The other pair of valves being held on their seats by oil pressure within the unit. Free space within the governor casing

provides the oil reservoir. An oil level sight glass is fitted to the governor casing. The oil

level should be kept within the red marked circle engraved in the sight glass.

An oil cooler can be fitted for use in conditions where high ambient temperatures exist

(above 50 OC) in particular with 25 and 34 ft. Ibf. governors.

The power piston is of the differential area type, giving double-acting control. The

governor is capable of providing its stalled work capacity over a speed range between a

minimum of 1 80 revs/min. and a maximum of 1 600 revs/min. The speed control and

shut-down mechanisms are varied to suit different applications, The speed setting device is

available as a lever, handwheel, pneumatic or electrically motorised controls provide

remote fine adjustments of speed change for use when paralleling engines. Drive from the motor to the speed control shaft of motorised governor is through a clutch designed to slip when the speed limit stops are reached, thus protecting the motor. Also when

operating the clutch manually, the clutch will give full protection for overloading the

speedsetting mechanism. The shutdown valve may be operated by hand or by a solenoid in which case the solenoid operation may be arranged for 'energise to run' or 'energise to stop'.

Speed droop characteristics are obtained by mechanical feedback from the power piston

to pilot valve. The droop is adjustable between 0 and I 0 %. These governors are designed for general purpose governing and are suitable for AC./D.C. generating sets,

marine propulsion sets etc.

9

CHAPTER 6 OPERATING PRINCIPLES

(See Operating Schematic Drawing)

load Increase - Isochronous Setting

Any increase in load will cause the speed of the prime mover to fall and the flyweights

(31) will then move inwards because the force exerted by the speederspring (37) will be

greater than the centrifugal force acting on the flyweights. The pilot valve (29) moves

downwards, permitting high-pressure oil (red) to flow through the control ports in the

governor rotor (28) to the top of the power piston (1 3). The increase of oil pressure

forces it downwards against the constant high pressure on the underside and the output shaft (9) is turned, to increase the fuel supply to the engine.

This downward movement of the power piston is communicated to the feedback piston

(16) via its strut (14), driving out the oil (yellow) from under the piston into the

compensation chamber, displacíng the compensation piston (18) and deflecting its springs

(17 and 19). The increased pressure of the feedback system oil acts on the bottom of the

pilot valve (29) and forces it upwards against the out-of-balance force exerted by the speeder spring. As the pilot valve moves towards the lopped position it cuts off the high-

pressure oil supply to the top of the power piston. At the same time the increase of

pressure in the feedback system causes a flow of oil post the adjustable restrictor screw (20) to drain until the steady state conditions are achieved, i.e. when the feedback

pressure has returned to atmospheric, the forces acting on the pilot valve will have

reached equilibrium and the governor will again be running at its set speed.

Load Decrease - Isochronous Setting

Any decrease in load will cause the speed of the prime mover to rise. The flyweights then

overcome the force exerted by the speeder spring and move the pilot valve upwards. This

opens the control oil port to drain and the power piston rises due to the constant high

pressure beneath it. The feedback piston follows the movement of the power piston

causing the compensation piston to be displaced (inwards) and deflecting the

compensation springs. The feedback oil pressure is now at below atmospheric and the

pilot valve is drawn downwards against the out-of-balance force exerted by the flyweights.

As the valve moves towards the lapped position, it closes the control port and terminates the movement of the power piston. At the same time, the decrease in pressure of the

feedback oil causes a flow from drain, past the adjustable restrictor screw and into the

feedback system until the pressure equalises and steady state conditions are achieved.

10

Load Increase - With Droop

and the centre of the output shaft (9) are in line. Under these conditions the loading on the speeder spring is not affected by the movement of the output shaft. If, however, the droop adjusting knob is set to give droop, the linkage is adjusted (through rack and pinion mechanism) so that the axis of the droop link pin (35) and the output shaft (9) are no longer in line. Under these conditions, as the power piston moves down on the

increase of load, thus rotating the output shaft and lifting the droop lever (1 L the loading

on the speeder spring (37) is reduced, so providing droop. Droop has a stabilising effect and is essential for stable parallel operation of engines. Note that the hydraulic feedback

as described above is still active in droop mode, ensuring fully stable operation.

Load Decrease - With Droop

As the load on the prime mover is decreased its speed rises and the power piston moves upwards (to decrease the supply of fuel) and rotates the output shaft. This lowers the

droop lever (1 L increasing the load on the speeder spring (37) and thus raising the

equilibrium speed of the governor. The further the axis of the droop lever pin (35) is

moved away from the output shaft, the greater the droop provided.

Speed Adjustment

Variation of speed is accomplished by increasing or decreasing the load on the speeder

spring through the speed control shaft (6) and speed control lever (3). The speed control shaft may be actuated by manual control, electric motor, pneumatic controller, electromagnetic servo controller, stepper motor or synchronous motor.

Shutdown

Shutdown is by operating manually a push button (11) or electrically a solenoid (energised

to run or energised to stop) or pneumatically operating on pilot valve (32). When operated, the shutdown valve (1 5) cut off the control oil to the power piston and connect the top of the piston to drain so that the oil pressure under the piston pushes it rapidly to

zero fuel I aided by the external return spring if fitted. For safety it is strongly

recommended that the engine be fitted with a totally independent overspeed trip

arrangement, which will shut down the engine in the event of the governor or rack linkage

jamming at a high fuel condition.

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Speed Response

The speed response of the governor depends on the acceleration rate of the prime mover. The acceleration rate again depends on the inertia, speed and power of the prime mover. The governor, in turn, is matched to these variables by selecting suitable flyweight /

speederspring and compensation piston and spring combinations. The restrictor,

however, permits some control over the speed of response. Care should be taken while making adjustments to the restrictor, as too large an opening will cause instability

(hunting) and, too small an opening will make the governor sluggish.

Adjustments

Adjustments should only be carried out whilst the oil is hot, i.e. after the governor has

been running for approximately one hour at full speed.

NOTE: On a variable speed application, operation at the low speeds is often the least

stable.

Parallel Operation

When running in parallel, goods load sharing is usually obtained with the droop set as

low as 3 % but normally a droop of 3.5 % to 5 % complying with the International

Standard 150 3046 - Part 4 - Class AI is used. (or BS 551 4: Part 3).

For operating two or more similar sets in parallel, the following points must be

considered:

1. Check the fuel-injection pump for correct adjustment. Ensure that the linkage ratio is correct, i.e. that no less than 60 % of the output shaft total movement is used.

2. The linear relationship between governor output and prime mover output must be

the same.

3. The various levers between governor and fuel-injection pump (all units) must be at the same angle to ensure identical (synchronous) responses.

Should it be necessary to run in parallel with other engines having different types of

governing, it is possible to adjust droop whilst the engine is running, to load share

with the other engines.

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CHAPTER 7 INSTALLATION AND TROUBLE SHOOTING

General

Care must be taken to ensure that the platform, on which the governor is mounted, is

perfectly flat and absolutely square to the driving shaft. It is important that no side loading

nor bending movement is applied to the governor drive. Any misalignment between the

drive shaft and driving member will cause an oil leakage between the drive shaft and oil

seal and in severe cases even cause broken drive shafts.

Correct choice of drive gear ratio is most important as it is essential that the governor runs

at or near its nominal speed (1500 Rpm) when the prime mover is at full speed, otherwise

performance will be affected. This condition is particularly important in marine applications where a prime mover operates over a wide speed range.

The gears must be free from any imperfections; run-out of gears should not exceed

0,004 mm per cm. The governor will pick up any such errors and 'jiggle' of the governor terminal (output) shaft will result. The backlash in the driving gears should be set at a

minimum of 0,05 mm. Under no circumstances should this clearance exceed 0,15 mm.

Control Linkage

The linkage between the governor output shaft and the fuel-injection pump should be designed to the following criteria: (I) Correct ratio (III) low frictional losses

(II) No backlash (IV) Linearity

I Correct Ratio

The geometry of the linkage should be designed so that 60 % (i.e. 300) of the output shaft rotation is used for moving the fuel-injection pump/control valve between the 'no load" and the 'full load' positions.

II Backlash

Backlash should be kept to a minimum, as it will create a dead band in which speed changes may take place without correction. In addition backlash may cause instability if

the governor droop control is set to zero, (isochronous operation)

Backlash may be minimised by using linkages having comparatively long travels. A given

amount of backlash, expressed as a percentage of the total travel, will then be much

smaller. A return spring should be fitted to the control linkage. This spring should be

fitted to the control linkage. This spring should be fitted to the end of the linkage at the

position furthermost from the governor and should act to reduce fuel supply to the prime

mover.

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This spring will ensure that instant response to governor movements occurs by taking up

any slack in the control linkages and that a 'foil safe' condition exists. The maximum spring loading should not exceed 25 % of the work capacity of the governor and the

spring rate should be low enough to prevent a change in return force of greater than ca. 20 % over the full range of governor travel.

III Friction

Friction in the governor linkage is undesirable and should be kept to a minimum. The smaller the amount of work to be done by the governor, the more rapid will be its

response.

On large prime movers, ball bearing linkage and pivots should be used. On multicylinder

engines each individual pump should be spring link connected to the fuel rack in either

direction to prevent blocking of the fuelrack whilst injecting. The degrees of crankshaft

rotation per engine revolution, which are available to move the fuel rack, decrease depending upon the number of cylinders. The absence of double acting spring links will result in an excessive stalled work capacity requirement of the governor and reduce

transient performance.

It is recommended that the linkage between the governor and fuel rack is equipped with a

spring link, which will be activated only when the fuelrack is jammed or blocked by the

maximum power stop of the fuelrack.

IV Linearity

The geometry of the fuel-injection pump linkage is normally arranged so, that the increase

in power from 'no load" to "full load' is, as nearly as possible, the proportional to the

movement of the governor output lever throughout its range (from position 'two' to position 'eight'). If this is not so i.e. if a small output movement at low load has

proportionally greater effect on power output than a similar movement at greater load

settings, the governor will have the tendency to 'hunt".

Should a fault arise, due to non-linear relationship of fuel-injection pump delivery to rack

position, it may be possible to make use of a non-linear linkage to correct the problem.

For a prime mover using a butterfly type control valve (gas engines), non-linearity would probably be best overcome by utilising the four-bar chain linkage as he characteristics of

valve opening to prime mover torque will be a smooth curve.

The object in all cases should be to obtain a linear relationship between governor output

shaft position and prime mover torque.

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Filling with oil

After installation the housing must be filled to the indicated oil level mark on the sight glass fitted at the side of the governor casing, i.e. within the red engraved circle. Overfilling of the governor may result in poor governing.

Type and Grade of Oil

As a general guide the oil used in the governor should be a good quality mineral oil. It

should have good oxidation stability and should have anti-foaming and anti-deposits

properties. The use of high TBN oils (greater than 1 5) in governors is undesirable as the

oil additives can cause seal hardening. Marine engine oils for engines using gas oil or marine diesel oil are normally satisfactory, but not those used in engines running on heavy

fuel.

Viscosity range at 40'C (1 04'F):

I) Cold Conditions SAE 20

Ii) Temperate Conditions SAE 30

III) Hot conditions SAE 40

The R.E. I 1 00 governor series has been designed to operate using a standard SAE 30 mineral oil for most applications. However, should the ambient temperature by constantly

below I OOC, then it is advisable to use oil with a SAE 20 value. Likewise, if the ambient

temperature is constantly above 400C, then SAE 40 is recommended.

The oil should have the following characteristics:

(a) Minimum tendency to foam; air trapped in the oil will increase its compressibility in

the governor.

(b) Viscosity (high V.l). Oil with a low viscosity will decrease the effective pump capacity and therefore its output pressure through leakage. Oil with a higher viscosity will cause reduction of flow through orifices and will therefore give a

sluggish response.

(c) Freedom from sludging and varnish desposits.

(d) Resistance to breakdown at temperatures up to 1200C (250"F).

(e) Protection of governor parts against corrosion.

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If instability is experienced when the engine has been started from cold but disappears with the increase in temperature, then the use of a multigrade oil is recommended.

Oil level

In order to prevent any unwanted substances from entering the governor unit, it is

essential to clean the area surrounding the filler neck prior to adding oil. The governor should be at its normal working temperature and filled through a fine mesh filter, until the

level reaches the centre of the red circle engraved in the sightglass.

DO NOT OVERFILL OR UNDERFILL as this will result in poor governor performance.

A governor that is being filled for the first time or one which has just undergone repairs

may require to have the level rechecked soon after it has been started up. This is overdue to the filling of oil passages, which will lower the level. Should it be necessary to remove excess oil from the governor due to overfilling, anyone of the two drain plugs (magnetic

plugs) in the base of the unit may be used for this purpose.

Oil cooler

In some cases the governor may be fitted with an oil cooler which is mounted on the

casing. These units are installed where the governor is constantly operating in high

ambient temperatures. The heat radiation from the engine, also increases the governor operating temperature.

The oil temperature should not exceed 8Se in any case.

As the oil used in the governor directly affects the operation, it is important to remember the following rules:

I .

Only use the grade of oil suitable for the application.

2. DO NOT use hydraulic oils, or those with a high alkaline value.

3. Ensure the correct level is maintained - DO NOT OVERFILL OR UNDERFILL.

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Initial Starting Procedure

I) Check correct level of oil

II) Set the speed setting control to the low speed position.

III) If the governor has a solenoid operated shutdown mechanism energise to run

ensure that the correct voltage is supplied.

IV) Start and run the engine unit in accordance with the manufacturer's instructions.

When the engine is being started for the first time since refitting the governor, slight

erratic governing may be expected. This will be eliminated after a few minutes

when the air trapped in the hydraulic system has been automatically purged. Subsequent starling operations should not experience this problem because of the

unique 'self blending' action.

Setting the Minimum Speed Stop

The prime mover and governor must be at normal working temperature. Set the prime

mover speed to the desired minimum speed level by means of the speed setting control of the governor. Adjust the minimum speed stop screw to just touch the minimum stop lever. Tighten the locknut. Increase the prime mover speed and then reduce speed until the

lever comes against the stop screw again. Check that the setting is correct.

Setting the Maximum Speed Stop

The prime mover and governor must be at normal working temperature. Reduce the

prime mover's speed at the desired maximum level at full load and adjust the maximum speed stop until it touches the stop lever. Tighten the locknut. By means of the speed

setting control, reduce the prime mover speed and then increase it again until the lever

comes against the stop screw. Check that the setting is correct.

17

Upward / Downward Range

The range of maximum possible upward and downward adjustment of the speed is 2,5 %

above the setting corresponding to the declared power, as a percentage of the declared

speed. (see setting parameters, item 5.1, 150 3046: Part IV).

It should be noted that the set speed of a prime mover in cold condition is higher

compared with the setting when the prime mover is hot, due to the therminal expansion of all castings and linkages of both governor and prime mover. We therefor recommend speed stops to be set at 1 % above (and I % below) the required settings at normal working temperature of the prime mover. In particular when running in parallel, an unequal setting of speed stops may jeopardise the load share performance.

Finding the Adjusting the Permanent Speed Droop

The prime mover and governor must be at normal working temperature. Set the prime

mover to run at the specified speed at full load. Throw off the load and note the new steady speed. The speed droop can be calculated from the following formula:

Speed Droop in % = No Load Speed - Full load speed

Full Load Speed X 100

To vary the droop, slacken locking nut of droop adjusting knob in centre of knob and turn knob to decrease or increase the droop. Tighten the nut after each operation. Be careful

not to turn the knob beyond the zero droop position into the negative droop zone (less

than zero). Negative droop will introduce instability, which could be rather severe.

FAULT FINDING

Hunting

'Hunting' is best described as a rhythmic change in speed with the amplitudes above and below set speed. The frequency of these changes are normally around I HZ.

Check the fuel-injection pump linkage for backlash or friction. Ensure that the linkage

ration is correct, i.e. that minimum 60 % of the output shaft's total movement is used from

'no load' to 'full load'.

Hunting at 'no load' may result from defective injectors causing the engine to 8-stroke (or

4-stroke in the case of a two-stroke engine).

In a new installation or after governor overhaul, hunting may be due to air trapped in the

governor oil ways. This should purge itself after a few minutes of running.

18

However, if the governor continues to hunt, the following procedure may be adopted:

a) Open the restrictor screw and allow the governor to hunt over a large amplitude. If this is not possible, stop the engine, disconnect the governor linkage and operate the governor output manually, moving over the full travel range several times.

b) Close restrictor screw to normal setting, re-connect linkage and re-run the engine.

Closing the restrictor screw by clockwise rotation, should stabilise the governor. In a new

governor the restrictor screw is preset and will be between 1f2 to 1 1f2 turns open. If the possible install another governor of similar type on the same engine to ascertain results of alternatively try the governor on a similar type of engine.

~

Jiggle is the term used for rapid oscillation of the governor output lever at a frequency too high for the engine speed to follow. These movements are relatively small and have no

noticeable effect on speed. Jiggle usually originates in the governor drive. Check for

runout, backlash and alignment to the governor.

Loss of Oil

If the governor uses an excessive amount of oil, check that oil is not leaking past the drive shaft oil seal. The governor should not require topping up more than once a week.

Surplus of Oil

If the governor fills itself with (black) oil, check that the engine gearbox lubrication oil is

not injected (with force) against the governor drive shaft oil seal.

If the Governor Fails to Operate

* Check governor drive is intact. * Check the pilot valve to ensure that it is operating correctly. Check the shut-down

solenoid for serviceability (if fitted). *

Ensure that the shut-down valve moves freely in its bore.

* Check the governor oil pressure by connecting a pressure gauge in port (A), see Fig.

Base Assembly for position. This pressure should be at least 9,5 Bar at 1 50 rev./min.

19

Dismantling, Inspection and Assembly

The governor mechanism is fully enclosed and is immersed in oil when running. It should

therefore give many years of trouble-free service. The service interval between installation

and overhaul is normally recommended between 20.000 and 25.000 running hours. If

however, servicing should be necessary, it is strongly recommended that the governor be

returned to the manufacturer for servicing and calibration. Where this course of action is

impractical, it is essential that this work be carried out by a competent engineer with

thorough knowledge of governors. (i.e. a written confirmation by our Company having

followed an extensive course on the above described governor). Servicing should be

carried out in a completely clean and dust-free atmosphere.

The stripping bench should be clean and should be covered with a zinc or linoleum top. Two large washing baths should be provided together with ample supplies of cleaning

fluid (paraffin, lead-free petrol etc.).

Before any dismantling is attempted it is usually desirable the remove the governor from the engine.

20

Operational schematic drawing of 11 00/4G Governor

Key to the numbers:

I . Droop lever

2. Droop lever pin

3. Speed control lever

4. Speed stop lever, minimum

5. Speed stop, minimum

6. Speed control shaft

7. Speed stop lever, maximum

8. Speed stop, maximum

9. Output shaft

10. Output lever 11

. Manual shutdown button

12. Manual shutdown rod

13. Power piston

14. Wire strut

15. Shutdown (secondary)

16. Feedback piston

1 7. Compensation spring

18. Compensation piston

19. Compensation spring

20. Restrictor spring 21

. Oil pump gear, driven

22. Drive shaft

23. Oil pump check valve

24. Oil pump check valve

25. Oil pump gear, idler

26. Accumulator piston

27. Oil level sight glass

28. Rotor

29. Pilot valve

30. Rotor drive spring 31

. Flyweight

32. Shutdown valve (primary)

33. Shutdown valve, return spring

34. Lever, shutdown valve

35. Droop link

36. Speeder spring carrier, upper

37. Speeder spring

21

Key to the Numbers: Fig I *H* (11 00/4G) Base assembly

Item Part no. Description Quantity

001. 450323 Feedback sleeve lx (including spring carrier)

002. 1100G 662 Compensation spring (10%) lx 003. 11 OOG 3005 Plug lx 004. ST036616 Dowty washer (3/4/1 BSP) lx 005. 11 OOG 3006 Spring sleeve 1x

007. 1100G1387 Compensation piston (long) lx 006. 11 OOG 663 Compensation spring 5% lx 008. 1100G 1021 Magnetic plug 2x 009. ST036605 Dowty washer (1/8/1 BSP) 4x

010. ST012501 Plug (1/8/1 BSP Brass) 2x

011. OD24748 O-ring (82,14 x 3,53 mm) 1x

020. 800G 51 25/04 Capscrew (M6 x 55) lOx

02l. 830G 5039/04 Spring washer (M6) lOx

022. 11 OOG 3002 Base governor lx 023. 1100G 3007A Joint base lx 024. ST 036707 O-ring (9,25 x 1 J8 mm) 2x

025. 1100G 1415 Sleeve feedback piston lx 026. OD24561 O-ring (44,1 7 x 1 J8 mm) lx 027. 1100G 3463A Housing seal lx 028. part of 030 O-ring lx 029. part of 030 Stationary seat 1x

030. 880G 5081 Face seal assembly lx 031. part of 030 O-ring lx 032. part of 030 Spring lx 033. part of 030 Spring retainer lx 034. part of 030 Grubscrew lx 035. ST501005 Circlip (19 x 1,2 mm) 2x

036. 840G 5044 Sealed bearing lx 037. RS170-78 Drive shaft (PG serr.) lx 038. RS 171- 12 Cover bearing lx 039. ST024902 Tab washer 4x

040. ST312039 Screw hex. (M6 x 20) 4x

Recommended spares are:

Items: 004,008,009,010,011,017,018,020,021,023, 024,026,028,029,030,031,032,033,034,035,036.

(Continued)

23

Continued: Fig I *H* (11 00/4G)

Remark: Rotary seal parts should not be ordered separately.

Order the complete seal assembly part no.: 88 OG 5081

(i.e. item no. 028, 029, 030, 031, 032, 033, 034) or the face seal

spare kit 88 OG 5081-P01 (i.e. item no. 028, 029 and 031). The drive shaft assembly contains the numbers 035, 036 and 037.

24

-J-" f"?_J~1l5 I I

l ;

'r 001

003

023-

021

'I)

.;;>~ @ ;.;;). ....,,~.-009 ~ ~ 010

"-,, "

~009 ~008

022

020 011

026

028 CD

029-----$

030~ 031 CD

032 ~ 033~ 034 Q

I

Ì'~ I '",

'" I I

I ca>--035 I

@}_ I 036 I I

I .

Ice!> I

10 I 1 I I

\ : "" I

'J

035

038

037

FIG I*H* 1100/4GBASE ASSEMBLY BASE AND SPLINED TYPE DRIVE

(Mechanical seal)

SEP'97

Key to the Numbers: Fig. II *A 1 * (11 00/4G) Body assembly


101. ST314043 Capscrew (M6 x 16) 4x 102. 11 OOG 3388 Cover (34 ft. Lbf) lx 103. 11 OOG 3398 Joint (34 ft. Lbf) lx 104. 11 OOG 3380 Piston (34 ft. Lbf) lx 105. 11 OOG 3379 Body (34 ft. Lbf) lx 106. ST314045 Capscrew (M6 x 25) lx 107. ST501301 Dowel 2x 108. ST026809 Ball 3/8/1 4x

109. 11 OOG 075 Housing 2x

110. 11 OOG 478 Gear- idler lx 111

. 600G 128 Spindle lx

112. 840G 5037/01 Mills- pin 2x 113. 1100G 477 Gear pump lx 114. 11 OOG 3010 Housing lx 115. 1100G 1414 Piston feedback lx 116. 700G 274A Strut- assy lx 117. ST312039 Setscrew (M6 x 20) 4x 118. 11 OOG 024A Shutdown valve lx 119. 300G 179 Spring lx 120. 11 OOG 3011 Retainer lx 121. ST314046 Capscrew (M6 x 30) 6x

122. 830G 5156/02 Sunk screw (M5 x 10) 2x 123. ST318208 Spring washer (M6) 4x 124. 830G 5039/04 Spring washer (M6) 13x

125. ST029501 Tapered plug 2x 126. 400G 095 Tapered plug lx 368. (see Fig. IV *C2*)


Items: 101,103,106,117,121,122,123,124.

Remark: Pump gear parts 110, 111, 113 and non-return valve parts

107, 108, 109, 112, should not be ordered separately.

Order the complete pump assembly 451000. (i.e. 107, 108, 109, 110, 111, 112, 113, 114.)

25

102

103

104

105

125 t;(j, ,

,

'- '- '-

~126 .......

'-,-r;.., 368 " "

11

111

114

~112 I

I=::~ FIGli l100/4G BODY ASSEM8lY

BODY, POWER PiSTON, Oil PUMP

AND FEEDBACK PiSTON

APR. 94

Key to the numbers: Fig. III *A* (11 00/4G) Rotor assembly


201. 700G247 Speeder spring lx 202. 1100G3008 Nut lx 203. 1100G3023 Spring carrier lx

204. 670G5045 Thrust bearing lx 205. RS 150-16 Rotor/pilot valve lx 206. 900G5042 Starlock 4x

207. ST314006 Capscrew (M3 x 8) 2x

208. 700G006A Spindle 2x

210. 0025328 Needle roll. Bearing 4x

21l. 1100G3022 Cover plate lx 212. 1100G3020 Vane damper 1x

213. 700G111A Drive spring 1x

214. 700G5357 Bearing lx 215. 630G5056 O-ring lx 216. 830G5039/01 Spring washer 2x

217. ST314005 Capscrew (M3 x 6) 8x

218. ST314404 Grubscrew (M3 x 8) lx 219. 1100G3021 Weight carrier 1x

220. 1100G3064 Weight 2x

224. ST314029 Capscrew 4x

225. RS150-96 Weight 2x


Item: 204,206,207,208,210,214,215,216,217,218

Remark: The pilot valve should not be ordered as a separate item. Order rotor and pilot valve (205) as one unit.

(= assembly RS 150- 16)

26

2241

22~-~ I

220 : ~Il · .1.t210217 ~ é2

210~ . ~" . '. ~ I

219

207~~ 206~

/ 218~' ~

217-1 '

I // 1 ./ ./ I.

t 201

~

~2' 202

203

204

o~. ~:

~lJ/ 211~210

FIGllltH *11 OO/4G ROTOR ASSEMBLY

Govemor rotor, pilot valve and flyweights

JUNI'OO

Key to the numbers: Fig. IV *A2* (11 00/4 G) Housing assembly

Droop mechanism left build

Item part no. Description Quantity

104. 11 OOG 3380 (see Fig. II *A 1 *)

304. ST013131 Washer (5 x lOx 0,8) 5x

305. ST013200 Splitpin (1/16" x V2") 4x

306. 700G 152B Pin lx 307. 700G 099 Link droop lx 308. 700G 151 Pin droop link lx 309. RS 033-1 Wavey washer 1x

310. ST314005 Capscrew (M3 x 6) 1x

311. 700G 093 Rack droop 1x

312. 700G 094 Shim lx 313. 700G 095 Shim lx 314. ST010601 Dowel 2x

315. 1100G995 Slide droop lx 316. ST013201 Splitpin (1/16" x 1/2") 2x 317. 1100G 1014 Pin for links (short) lx 318. 1100G 1413 Link pair (power piston) lx 319. ST314031 Capscrew (M5 x 20) 2x

320. 1100G 1419 Pin 2x 321. 830G 5039/03 Spring washer (M5) 3x

322. 11 OOG 3030 P1 Lever output lx 323. ST314423 Grubscrew (M5 x 6) 2x

333. ST314030 Capscrew (M5 x 16) 1x

343. 1100G 3077 Lever speed control lx 345. 11 OOG 3003 Casing 1x

357. ST013101 Washer (6J x 14 x 1,6) 2x

378. ST013101B Wavey washer B 6,4 lx 380. ST013101A Washer 6,5 x 14 x 0,8 lx 381. ST0131 01 H Washer 6J x 14 x 1,3 1x

787. RS085-36 Pin 1x

788. 1100G 179 Spring lx 923. 1100G 868A Droop lever 1x

924. ST 314411 Grubscrew (M4 x 4) 2x

925. 11 OOG 3033 Spring carrier (upper) lx 926. 1100G 876 Pin 2x


Items: 301,304,305,306,310,312,313,316,317,318,319, 320,321,323,333,357,378,380,381,924.

Remark: Item 318 is a pair of links, do order them separately.

27

319

311

314

321-

312 ,

313

310

307

I

306

-305 304 315

320

924

""Qw 322

926

333

305

321

304

-104

923

925

926

343

0 345

787

(þ

788

HOUSING ASSEMBLY FIG ISbA2*1100l4pG MECHANISM DROO

(Left side)

FEBR '95

Key to the numbers: Fig. IV *0* (11 00/4G) Housing assembly

Common parts


321. 830G 5039/03 Spring washer (M5) 4x

332. 11 OOG 058A Joint 1x

348. ST314444 Plug (M8 x 8) 2x

356. ST314029 Screw (M5 x 1 2) 4x 358. 11 OOG 3031 Cover accumulator 1x

359. 11 OOG 3032A Joint 1x

360. 1100G 039 Piston accumulator 1x

361. 93G3 Nameplate 1x

362. 730G 5047 Screw-self tapping 4x

363. ST036620 Dowty washer (1" SSP) 2x

364. RS 056-2 Indicator 2x

365. RS 056-1 Sightglass 2x

366. ST036610 Dowty washer (3/8" SSP) 1x

367. ST036703 O-ring (4,47 x 1,78 mm) 3x

368. RS 150-5 Housing restrictor 1x

369. RS 150-4 Restrictor 1x

370. ST036714 O-ring (18,72 x 2,62 mm) 1x

371. RS 150-6 Cover restrictor 1x

372. 11 OOG 040 Spring accumulator 1x

376. RS 150-9 Sticker 1x

377. 1100G 3481 Sticker 1x

379. 11 OOG 511 Spring accumulator 1x


Items: 321,332,356,359,363,364,365,366,367, 370, 372, 376, 377.

28

..:..0

348--

()

o

371

376 ',,- ()

~, o

365

( I I

361 'I 'f" = 3~ ~

373

372

379

359

~~, 377

356

358

FIG I:ib D* 1100/4G HOUSING ASSEMBLY

COMMON PARTS

(For 25 and 34ft Ibf casing)

Key to the numbers: Fig. IV *K* (11 00/4G) Housing assembly

Output shaft- Droop shaft- Speed stops

Right build


323 ST314423 Grubscrew (M5 x 6) 5x 324 1100G 1024 Spacer lx 325. 1100G 3036 Shaft outp. (standard) lx 326. STOl1305H Key lx 327. 0024563 Oil seal 2x

328. 740G5147 OX-bush 4x

329. 1100G 862 Sleeve for bush 2x

335. 11 OOG 3034 Shaft droop adjusting 1x

336. 1100G 045A shaft droop scale lx 337. 11 OOG 3483L Droop scale (I.h.) lx 338. 11 OOG 3484 Indicator droop lx 339. 1100G 317 Knob droop 1x

340. 770G 5060 Locknut for knob (M5) lx 34l. 3H109 Washer (M5) lx 342. ST314411 Grubscrew (M4 x 4) lx 344. 1100G 115 Marker (scale) lx 346. ST317008 Nut locking (M5) 2x

347. ST312029 Screw stop (M5 x 20) 2x

349. 11 OOG 3137 Bushing speed shaft lx 350. 1100G 3183 Shaft speed control lx 35l. 11 OOG 3027 Lever stop 2x

352. 00 19445 Circlip (3/8") lx 353. 11 OOG 3029 Plate cover lx 354. 830G 5039/02 Spring washer (M4) 4x

355. ST314017 Screw (M4 xl 0) 4x

375. 1100G 3480 Caution plate lx


Items: 323,324,325,326,327,337,340,341,342,346, 347,351,352,353,354,355,3353.

Remark: Item 337 is a left handed droop scale marked "L"

29

324

@ 325 f~tÆ1 ./", ---- ,

323 336

337 r342 I

339 I

'-. "- '- "- "-

"- '--

"- 338 "- 335 '-- "-

"- "- t} "- '>

/' , /' --/

3D ø. I)

ð '- 354

~

C>

FIGISl*K * llOO/4G HOUSING ASSEMBLY

OUTPUT SHAFT (Right side) DROOP SHAFT (Left side)

SPEED STOPS (Left side)

SEP'97

Key to the numbers: Fig. V *B* (11 00/4G) Shut-down assembly

Solenoid energise to stop with manual stop knob


50l. 11 OOG 3084 Push button assy lx 502. ST013201 Split pin lx 503. ST314029 Capscrew (m5 x 12) lOx 504. 770G 5266/03 Copper washer (M5) lOx 505. PC 013 Spring, for push button lx 506. 11 OOG 3094 O-ring housing lx 507. 450753 Solenoid socket assy lx 508. 450754 Connector assy 1x

509. ST314006 Capscrew (M3 x8) 4x

510. ST036703 O-ring (4,47 x 1,78 mm) lx 511. 500G 243A Joint lx 512. RS046-409 Mounting plate lx 513. 1100G 233A Joint bracket 1x

514. 1100G 3046 Bracket lx 515. 1100G 031 B Lever lx 516. ST013200 Split pin 2x

517. 11 OOG 235 Spindle lx 518. OD19485B Solenoid assy (24V) 1x

519. (part of 518) Washer 4x

520. (part of 507) Wire (red coloured) 2x

521. (part of 51 8) Spring washer 2x

522. (part of 518) Nut self locking 2x

523. ST010601 Dowels 4x

524. ST019681 Capscrew (4BA x V/') 2x

525. ST314017 Capscrew (M4) 2x

526. 0023270 Spring washer (4BA) 2x

527. 830G 5039/03 Spring washer (M5) 2x 528. 1100G 231A Joint lx 529. RS012-402 Solenoid mounting 1x

530. RS012-1 Reinforcing plate lx 531. 830G 5039/01 Spring washer (M3) 1x

532. ST314008 Capscrew (M3 x 12) lx 533. (part of 518) Nut & locking washer lx 534. 1100G 268 Stop (for pilot valve) lx 535. (part of 537) Pilot valve lx 536. 700G 379A Return spring lx 537. 700G 200 Sleeve + pilot valve lx 538. 1100G 3054 Shut-down housing lx 539. 1100G 237A Joint, shut-down housing. lx

30

Continued: Fig.V *B1 *

540. 541. 543. 544. 545.

ST314035 11 OOG 228A RS046-6 (part of 507)

830G 5039/04

Capscrew (M5 x 40) Joint plate to casing

Sticker

Wire (white coloured)

Spring washer (M5)

4x 1x

1x

1x

4x


Items: 502,503,504,509,510,511,513,516,517,524,525, 526,527,528,531,532,539,540,541,545.

Remark: Do not remove dowels 523. Pilot valve 535 cannot be ordered separately.

508 (connector) is an assembly, single parts

cannot be ordered.

31

II <.-~

i .... ....

501

543

il1 /36 ~ /~ I I I 38

F,g:ll* B,*1100J4G SHUT_OOWN

(SOLENOlo

ASSEMBLV

MANUAL ST~~E~~ TO STOP WiTH

.

545

.&

Key to the numbers: Fig. VII *A2* (11 00/4G) Intermediate housing assembly

Pneumatic speed servo unit


701. ST314017 Capscrew (M4 x 10) 4x

702. 1500G 485 Cover plate lx 703. 780G 5102- 15 Capscrew (M4 x 6) lx 704. 1500G 486 Joint 1x

705. ST314031 Capscrew (M5 x 20) 2x

706. RS 150-31 Coupling 2x

707. 1500G 484 Housing damper 1x

708. 740G 5207/03 Nut (M5) lx 709. 840G 5194/01 Locknut lx 710. 1100G 3090 Collar lx 71l. 1500G 108A Diaphragm lx 712. 1100G 3089 Spring carrier 1x

713. RS085-1 Shim (0,3 mm) 1x

714. 1500G 113A Spring lx 715. 1500G 106A-H Power piston lx 716. 720G 5407 O-ring lx 717. 451812 Pipe to servo lx 718. 1500G 218A Pilot valve + sleeve lx 719. 11 OOG 958A Housing lx 721. 1500G 122A Joint lx 722. 1100G 744 Peg 2x

723. (part of 71 8) sleeve lx 724. ST314411 Grubscrew 5x

725. 1100G 3092 Adapter 1x

726. 451653 Intermediate housing 1x

727. ST314031 Capscrew (M5 x 20) 3x


Items: 706,711,717,721, 722, 727.

32

717

718

723

~

í

@ ø

.

DETAIL.

224

72~ ~

722

Q9 6)

726

~/723

'724

[ig~ *A2tINTERf\1EDIATE HOUSING ASSEMBL'

1100/4G PNEUMATIC SPEED SERVO UNIT

SEP'97

Key to the numbers: Fig. VII *B6* (11 00/4G) Intermediate housing assembly

Standard linkage speed control


321. 830G 5039/03 (see Fig. IV)

333. ST314030 (see Fig. IV)

343. 1100G 3077 (see Fig. IV)

731. 11 OOG 3376 Spring lx 732. 11 OOG 3098 Pin-yoke 1x

733. RS085-13 Pin lx 734. ST314401 Grubscrew (M3) lx 735. ST317521 Capnut (M5) lx 736. ST317008 Nut (M5) lx 737. 1100G 3081 Yoke-pneum. Servo lx 738. 11 OOG 3120 Spindle-yoke lx 739. 11 OOG 3087 Slide for yoke lx 741. 1100G 31 01A Pivot screw 1x

742. 11 OOG 3099 Rod end lx 743. 720G 5370P02 DU bush lx 744. 11 OOG 31 OOA Pivot lx 745. 72 OG 5142/04 Circlip lx 746. 11 OOG 3093B Spring retainer lx 747. ST314019 Capscrew (M4) 3x

748. 1500G 176 Spring lx 749. 1800G 241 Body collapsible link lx 750. 820G 5194 Uniball lx 752. 1100G 3123 Spacer lx 754. ST314020 Capscrew (M4) lx 758. 830G 5039/02 Springwasher (M4) 3x

760. 1100G3088A Washer-slide lx 766. ST314018 Capscrew (M4 x 12) lx 787. RS085-36 Pin 1x

788. 1l00G 179 Spring lx 902. 87G03 Plate lx

33

~ 745

-_____746

747

748

333

''''-321

749

750

766 747 "

~758

FIG. '5Z!UcB6*INTERMEDIATE HOUSiNG ASSEMBLY 1100/4G standard linkage speed control

(1l04G. / 1131 )

SEP'97

Key to the numbers: Fig. VII *F* (11 00/4G) Intermediate housing assembly

Boost fuel limit servo unit



702. 1500G 485 Cover plate lx 703. 780G 5102/15 Capscrew lx 704. 1500G 486 Joint lx 705. ST314031 Capscrew 2x

706. RS150-31 Coupling lx 707. 1500G 484 Housing damper 1x

708. 740G 5207/03 Nut (M5) lx 709. 840G 5194/01 Locknut lx 710. 11 OOG 3090 Collar lx 71l. 1500G 108A Diaphragm lx 712. 11 OOG 3089 Spring carrier lx 713. RS 085-1 Shim (0,3 mm) lx 714. 1100G 1262 Spring lx 715. 1500G 106A-H Power piston lx 716. 720G 5407 O-ring 1x

719. 1100G 958A Housing lx 721. 1500G 122 Joint lx 722. 1100G 744 Peg 2x

724. ST314411 Grubscrew 5x

725. 11 OOG 3092 Adapter lx 726. 451663 Intermediate housing lx 727. ST314031 Capscrew (M5 x 20) 3x

728. 1500G 379 Pilot valve + sleeve lx 729. (part of 728) Sleeve lx 730. 451811 Pipe to servo 1x

751. RS 108-18 Coupling 1x

867. ST314034 Capscrew lx 868. ST317008 Nut 1x


Items: 706, 711, 721,722,727, 730.

34

I

701--1 I : \~i

i r--702

703

704 I 728

-{P~~_.. :~/ I I 751

I I I I

~7241 .. ~ I

I I

I--~ I

I

=-1, 707 ---r I

I

7æ ~

~~ /- = ~ =

~~ 71

(â) 730

719

<V

729

714

DETAIL.

~ 721

__ 722

'724 715

ø

-Ei9 W*F*INTERMEDIATE HOUSING ASSEMBL 1100/4G 800ST FUEL LIMIT SERVO UNIT

Key to the numbers: Fig. VII *G* (11 00/4G) Boost fuel linkage arrangement


221. 11 OOG 3044 Stem assy-pilot valve lx 73l. 11 OOG 3376 Spring 2x

732. 11 OOG 3098 Pin-yoke lx 733. RS 085-13 Pin lx 734. ST314401 Grubscrew (M3) 2x

738. 1100G 3120 Spindle-yoke 1x

739. 11 OOG 3087 Slide for yoke lx 754. ST314019 Capscrew (M4 x 16) lx 755. 740G 5028/02 Nut (M4) 3x

756. 1100G 3109 Link lx 757. 790G 5070/05 Screw (M4) lx 758. 830G 5039/02 Spring washer 2x

760. 1100G 3088A Slide masker lx 763. 740G 5026/02 Nut (M4) L.H. 1x

764. 830G 5025/03 Uniball (M4) L.H. lx 765. 820G 5123 Uniball (M4) 3x

781. 1100G 104 Spring (11 04A) lx 795. 1100G 3122 Pin pivot 1x

799. 720G 5014/04 Nylon washer lx 872. 1100G 3082 Yoke 1x

873. 1100G 311 OA Lever fuel limit lx 874. 11 OOG 3115 Spacer 1x

875. 720G 5370P02 DU bushes 2x

876. 1100G 3178 Sleeve rod lx 877. ST314018 Capscrew (M4 x 12) lx 878. ST314047 Capscrew (M6 x 35) 6x

879. ST318208 Spring washer (M6) 6x

910. 1100G 3179 Push rod 1x

911. ST314424 Grubscrew (M5 x 8) 2x

912. 1100G 870P2H Pin fulcrum lx 913. 1100G 3039 Swivel block lx 914. ST010601 Dowel (1/8" x 3/8") 2x

915. 740G 5067/03 Return spring 1x

916. RS 085-36 Pin lx 917. H647 Spring holder lx 918. ST314411 Gru bscrew (M4 x 4) 1x

919. 1100G 3040P1 Housing fulcrum 1x


(continued)

35

continued: Fig. VII *G* (11 00/4G)

921. 922. 923. 924. 925. 926.

11 OOG 3042 1100G 3038 1100G 868A ST314413

1100G 3033 11 OOG 876

Arm-fulcrum Spindle

Droop lever

Grubscrew (M4 x 4) Spring carrier (upper) Pin

1x

1x

1x

2x 1x

2x

36

795 799 754 758 765 874

=1__ I

~..~.~) ~~/ -873 -----=o-@CÒ ~~__~~~==~ 875~( ø

. _

_

_--~-781 765-~-----: ~-, .____-755 758 877 ~

755--.--.--J. ~ .--756 _______763

764

~'~38 7~Ø "

758~- 760

~.e/~ 73~

~~ ~~ ~>::~~~~~ ~=:1 , J I ,<

--~~---- --j~(::';: J 111111

" Ii ilil I: :::1 !'~l)ii

TI-733

734

876

I I I

I I

// /í l~ I

879

911

912

755---

913

765

758

877 914

915

916 ~

--- .. ----- 221

221

-----921 922

923

924

---925 926

-----911 -------221

ílg ::szn:*G*jNTERMEDiATE HOUSiNG ASSEMBLY 1100/4G BOOST FUEL LIMIT LINKAGE

ARRANGEMENT (1104A/1131A)

Key to the numbers: Fig. VIII *A 1 * (11 00/4G) Top cover assy (standard high)

Item

951. 952. 953. 954. 955. 967. 968. 969.

Part no.

600G 052 ST 036610 1100G 3013 ST314032 1100G 3075 830G 5056/04 RS056-6 ST312038


Description Quantity

Filler plug 1 x

Dowty washer 3/8/1 BSP 1 x

Top cover 1 x

Capscrew (M5 x 25) 3x Joint for top cover 1 x

Nyloc nut (M6) lx Copper washer 1 x

Mod. M6 x16 lx

Items: 951, 952, 954, 955.

37

951, "

"

952, ", ",

~-967 I

~-968 I

I

.b

--953

GJ969 ,,954

955

FiG :szm *A1*1100/4G TOP COVER

Standard high

(1104/1104G/ 1131)

SEP'97

Key to the numbers: Fig. IX *AO* (11 00/4G) Override speed control (l100-4GSE-005H)

Item

343. 350. 787. 788. 1020. 1021. 1022. 1023. 1024. 1025. 1026.

1028. 1029. 1030. 1031. 1032. 1033. 1034. 1035. 1036. 1038. 1039.

Part no.

(see Fig. IV *B2*)

(see Fig. IV *FO*)

(see Fig. VII *B 1 *)

(see Fig. VII *B 1 *)

11 OOG 3028 11 OOG 3184 11 OOG 3185 680G 5616 11 OOG 3189 830G 5039/02 ST314017 ST314007

760G 5224/03 11 OOG 3188 840G 5228 RS085-26 ST013103 ST021806 1100G488 ST026103 1100G 3186 ST018911

Description

Cover plate speed stop

Sleeve

Lever hub

DU bush (3/4" x V2")

Plate

Springwasher

Capscrew (M4 x 10)

Capscrew (M3 x 10) Capscrew (M4 x 35)

Quadrant Spacer Sliding block

Washer (1 Ox20x2,5)

Spring washer D.C. 3/8" Hand nut Nyloc nut 3/8 UNF

Rod

Knob

Quantity

1x

lx 1x

lx 1x

5x

4x

2x 2x

lx 2x

lx 1x

lx lx 1x

1x

lx

38

343

l]gJX*A* 1100/4G OVERRIQESPEED CONTROl

SPECIALS

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1104a-4g-34t type governor manual zt147-01

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