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: Sales@regulateurs-europa.com
 CONTENTS OF MANUAL

PAGE CONTENTS

1 Foreword
3. .

4. 2. Service facilities

5. 3. Safety of personnel

6. 4. Technical data

9. 5. General description

10. 6. Operating principles

13. 7. Installation and trouble shooting

2l. Operational schematic drawing of Governor

23. Base assembly

25. Body assembly

26. Rotor assembly

27. Housing assembly, droop mechanism left build

28. Housing assembly, common parts

29. Housing assembly, output shaft -

droop shaft -
speed stop

30. Shutdown assembly

32. Interm. housing assembly, pneumatic speed servo

33. Interm. housing assembly, standard linkage speed control

34. Interm. housing assembly, boost fuel limit servo unit

35. Boost fuel linkage arrangement

37. Top cover assy

38. 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 informationgiven 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 Energieweg 8
P.O. Box 28
e

9301 LK RODEN or 9300 M RODEN

THE NETHERLANDS

Telephone: (31) 5050 19888

Fax: (31) 50 50 13618

4
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 isolated at their
are
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 TECHNICAL DATA

Speed range 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.

Speed droop Adjustable by dial type lockable control from 0 -

1 60
revs/min. for 60% output shaft travel. (equals 0 -
10 %
droop).

Constant Sensitivity 500 -

1800 revs/min.
Range

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

Output Shaft Angular 500 total and 300 to be used from 'no load' travel to
Movement 'full load'.

Output Shaft 5/8 inch 36 fine serration to SAE. May be fitted to either
Dimensions side of governor

Drive shaft Either direction of rotation. Serrated drive shaft. A variety of

6 different drive shafts are available depending on engine
make.

Shut-down Mechanisms: (without latch)

Solenoid Operated 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: (manual and pneumatic)

Manually Operated Speed setting controlled by a manual speed control

lever.

Pneumatically Operated 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.

Boost Fuel Limit (engine supercharge-pressure feedback)

The engine fuel-rack position is proportionally limited
depending on the 0-3 bar blower pressure range.

Governor Installation Vertical, flange mounted.

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

type governor.

Oil supply 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

1104 A 4G 34 R
I
-
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.

8
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 flyweight system to assist in damping any cyclic

in the

variations inthe 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 (1L 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 (1L 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.

11
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
% of the output shaft total movement is used.
is correct,
i.e. that no less than 60

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.

12
 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 aminimum, 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.

13
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 if a small output movement at low load has
i.e.
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 butterfly type control valve (gas engines), non-linearity would

prime mover using a

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.

14
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 general guide the oil used in the governor should be a good quality mineral oil.
a 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 normally satisfactory, but not those used in engines running on heavy
are
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.

15
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.

16
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
and linkages of both governor and prime mover. We therefor recommend
all castings
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 I
are normally around 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 new installation or after governor overhaul, hunting may be due to air trapped in the
a

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 3,53 mm)
x 1x
020. 800G 51
25/04 Capscrew (M6
x 55) lOx
02l. 830G 5039/04 Spring washer (M6) lOx
022. 11 OOG3002 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. RS171- 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-

022
'I)

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

021 ~009
020 011
~008
026

Ì'~ '",
I
'" I
I
I ca>--035
I
028 CD
029-----$
I
I
I
@}_ .
I
036

035

030~ Ice!>
031 CD I
038
10
032 ~ I
1
I
033~
034 Q
I

:
I

\
"" I 037
'J

FIG 1100/4GBASE ASSEMBLY

I*H*
BASE AND SPLINED TYPE DRIVE
(Mechanical seal)

SEP'97
Key to the Numbers:
Fig. II *A 1 * (11 00/4G)
Body assembly

Item Part no. Description Quantity

101. ST314043 Capscrew (M6 16) x 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*)

Recommended spares are:

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

I
~112
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

Item Part no. Description Quantity

201. 700G247 Speeder spring lx

202. 1100G3008 Nut lx
203. 1100G3023 Spring carrier lx

204. 670G5045 Thrust bearing lx

205. RS150-16 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 6)x 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

Recommended spares are:

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 RS150- 16)

26
 t
2241 ~
201

202

~2'
22~-~ I

:
203

~Il.1.t210217
220 204
·

~ é2

210~ .

~"
'.
.
I
~

219

207~~ o~. ~:
206~
/

218~' ~

217-1
I
//
'

~lJ/
1

./
./ 211~210
I.

FIGllltH *11OO/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

Recommended spares are:

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

321- 311

310
, 314
312
I
313

307
306

924 -305
304
926
315
305
""Qw 320
304 322
923
333
925
321

926 -104
343

0 345

788

787

(þ

FIG ISbA2*1100l4pG
HOUSING ASSEMBLY
DROO MECHANISM
(Left side)

FEBR '95
Key to the numbers:
Fig. IV *0* (11 00/4G)
Housing assembly

Common parts

Item Part no. Description Quantity

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

Recommended spares are:

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

28
 ..:..0

348--

()

371

376 ',,- () o

~,
365

(
I 'I 'f"
~
361
I
372
379 = 3~
373

359

358

~~, 377

356
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

Item Part no. Description Quantity

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 OOG3034 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

Recommended spares are:

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
I 339

'-.
"-
'-
"-
"-
"- '--
"- 338
335"- '--
"-
"-
t}
"- "-
'>
,
--/
/' /'
ø. I)

3D 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

Item Part no. Description Quantity

50l. 11 OOG 3084 Push button assy lx

502. ST013201 Split pin lx
503. ST314029 Capscrew (m5 12)
x 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. ST314035 Capscrew (M5 x 40) 4x

541. 11 OOG 228A Joint plate to casing 1x
543. RS046-6 Sticker 1x
544. (part of 507) Wire (white coloured) 1x
545. 830G 5039/04 Spring washer (M5) 4x

Recommended spares are:

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
 501

II
i
<.-~
....

il1 /36
....

543
~ /~
I
I
I 38

545

.&
F,g:ll* B,*1100J4G SHUT_OOWN ASSEMBLV .

TO STOP
ST~~E~~
(SOLENOlo
MANUAL
WiTH
Key to the numbers:
Fig. VII *A2* (11 00/4G)
Intermediate housing assembly
Pneumatic speed servo unit

Item Part no. Description Quantity

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. RS150-31 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

Recommended spares are:

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

32
717
718

723
~

í
@ ø

~/723
DETAIL.

224
.
72~ ~
'724
722

Q9 6)

726

HOUSING ASSEMBL'
[ig~ *A2tINTERf\1EDIATE
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

Item Part no. Description Quantity

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

Item Part no. Description Quantity

701. ST314017 Capscrew 4x

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

Recommended spares are:

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

34
 I

701--1
I : \~i r--702 I--~
I
I
i 703
704 I

=-1, -{P~~_.. :~/

728

751
707 I I
7æ
---r~ I
I

I 730
(â)

~~
I
~ I
/-
=
=

719

~~
I
~7241
~ ..

I
<V
I
71
I DETAIL.
729

714
~
721
__
'724
722
715

-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

Item Part no. Description Quantity

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 12)x 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

920. ST314017 Capscrew 2x

(continued)

35
continued: Fig. VII *G* (11 00/4G)

921. 11 OOG3042 Arm-fulcrum 1x

922. 1100G 3038 Spindle 1x
923. 1100G 868A Droop lever 1x
924. ST314413 Grubscrew (M4 x 4) 2x
925. 1100G 3033 Spring carrier (upper) 1x
926. 11 OOG 876 Pin 2x

36
 795 799 754 758 765 874
I
=1__ ~~__~~~==~
-----=o-@CÒ~..~.~) ~~/
-873

875~( ø

_--~-781
765-~-----: 758~-,
_
_
.

.____-755
877 ~

755--.--.--J. ~ .--756
_______763
~>::~~~~~
~~~~
--~~----
"
J
~=:1
,
I
--j~(::';:,<
111111
Ii ilil
J

876 764 I: :::1

!'~l)ii
~'~38
7~Ø "
TI-733

758~-
760

I ~.e/~
73~
I
I 734
I
I
/í
l~ // I

879

221
--- -----
..

221

911 -----921
922
912
923
755---
913 924
765 ---925
926
758
877 -----911
914 -------221
915

916
~

::szn:*G*jNTERMEDiATE HOUSiNG ASSEMBLY

ílg
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 Part no. Description Quantity

951. 600G 052 Filler plug 1x

952. ST 036610 Dowty washer 3/8/1 BSP 1x
953. 1100G 3013 Top cover 1x
954. ST314032 Capscrew (M5 x 25) 3x
955. 1100G 3075 Joint for top cover 1x
967. 830G 5056/04 Nyloc nut (M6) lx
968. RS056-6 Copper washer 1x
969. ST312038 Mod. M6 x16 lx

Recommended spares are:

Items: 951, 952, 954, 955.

37
951, "
~-967
I

952,
",
"

", ~-968
I

I
.b
--953

,,954
GJ969
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 Part no. Description Quantity

343. (see Fig. IV *B2*)

350. (see Fig. IV *FO*)
787. (see Fig. VII *B 1 *)
788. (see Fig. VII *B 1 *)
1020. 11 OOG 3028 Cover plate speed stop 1x

1021. 11 OOG 3184 Sleeve lx

1022. 11 OOG 3185 Lever hub 1x

1023. 680G 5616 DU bush (3/4" x V2") lx

1024. 11 OOG 3189 Plate 1x

1025. 830G 5039/02 Springwasher 5x

1026. ST314017 Capscrew (M4 x 10) 4x
1028. ST314007 Capscrew (M3 x 10) 2x
1029. 760G 5224/03 Capscrew (M4 x 35) 2x
1030. 11 OOG3188 Quadrant lx
1031. 840G 5228 Spacer 2x
1032. RS085-26 Sliding block lx
1033. ST013103 Washer (1Ox20x2,5) 1x
1034. ST021806 Spring washer D.C. 3/8" lx
1035. 1100G488 Hand nut lx
1036. ST026103 Nyloc nut 3/8 UNF 1x
1038. 1100G 3186 Rod 1x
1039. ST018911 Knob lx

38
343

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

SPECIALS
(1100-4 GSE-005 H)
 1 GAUGE RS122_34 SHEET 2
2 SHAFT RS12L34 SHEET 3
3 BRACKET RS12L34 SHEET 4
4 i
\ I BALL BEARING 840G 5044
5 CIRCLIP 501005
MAX. MISALIGNMENT O,05/1QOmm.--\+ 1 H 185
6 CAPSCREW M6 x 18
THIS CORRESPONDS "flTH 7 CAPSCREW 314018 M4 x 12
READING 8
O.03~DIAL .! POST RS 122_34 SHEET :,
I \ 9 GOVERNOR BASE
10 GOVERNOR BODY
11 GOVERNOR OILPUMP HOUSING
12 GOVERNOR OILPUMP GEAR
ITEM DESCRIPTION PART NO. REMARKS

0-
1100_TYPE
GOVERNORS
2
ONLY
@

-@
DESCRIPTION SURFACE TREATMENT

Scale
REGULATEURS EUROPA B.V.
1 :1
RODEN NETHERLANDS
American plolecllon

2 UPDATED 251089
1 UPDATED Break sharp edges 01 0 3 AngleS! 10
220788
25~25.:-05 250=25~005
6. ALTERATION DATE is 25.:-1 25.å=25!O.1
Y
NO. 25=25.:-2 25.Õ"25!02