The connecting rods mounted on trestles, the pink hue showing that crack detection work has been done.
Having passed this important test, they were thoroughly cleaned and the inside and lower faces painted to prevent corrosion to these inaccessible places.
The rods painted.
Another small detail done: the leading steam heat connection all assembled. In LMS and BR service, only the first ten of the class had this.
In the boiler shop, more stays have been fitted to the backplate, with very few now outstanding.
One reason for their not having been fitted is seen on the surrounding steel: Needs weld.
This is the mounting pad for the steam manifold, and appears to have a blow hole in the casting. We assume it will be built up from weld, then machined flat and the mounting hole drilled.
The smokebox was being worked on, with the door and dart assembly brought alongside.
Work currently involves fitting the protecting segment at the bottom of the ring just above where the door fits; both the door and ring have forty-five degree matching tapers and it is essential to prevent char getting between them. Brian is using the mag drill to make the holes by which it will be riveted in place.
On each side of the smokebox are these brackets, into which the crossbar which is engaged by the door’s dart is dropped. With later Stanier engines, the bar was hinged on the right hand side.
The crossbar itself, the brown item below the connecting rods.
The superheater header has been moved into the machine shop to have its faces for the regulator valve resurfaced, and is mounted vertically on the machine.
The view inside, showing the port openings and how the resurfacing will be achieved.
The ends of the piston rods had been loosely fitted into the crossheads so that the pistons could be pulled right back in their cylinders to check clearances. When the cylinders were rebored, the boring bar could not fully reach this end due to the back covers being in place; they had to be finished by hand and this made sure that nothing touched.
This was to be the day that the piston rings would be fitted...
...and so the rod was split from the crosshead so that piston just emerged from the front of the cylinder.
Prior to fitting the rings, Graham checked their depth against that of the piston groove and found them to be the same at 5/8 inches. Unfortunately, the groove should be slightly deeper than the ring to allow a small amount of clearance.
This was confirmed by actual measurement using vernier callipers.
This meant that the pistons needed to be removed again for attention in the machine shop. The left side was easiest of access.
It was then mounted between centres in the lathe.
Here Graham used a dial test indicator (d.t.i.) gauge, centre, to check that the piston head would run true, slackening and tightening alternate jaws until all run-out was eliminated.
The piston turning in the lathe, with the cutting tool engaging the right hand groove.
The groove has been cut back on the right side, but the job finished after the lunch break.
A close up of the cutting tool in the groove.
With the grooves completed, Graham begins the delicate task of fitting the rings. Now it is known that clearances within the cylinders are good, the pistons will be refitted to them with the rings already in place.
© 2023 Stanier Mogul Fund. All Rights Reserved. |
Web Design West Midlands
: Mayman Design Ltd
Your cart is empty
Return to Shop