Back at our Museum the next Saturday, we refitted the machined and lapped inlet valve assembly, so we could swing the engine and feel for compression. No problems there!

The business side of the engine, fully assembled, only pipework to be connected. The troublesome air start valve control gear is partly obscured by the inlet valve push rod. The weighted throw-over lever still has to be fitted to the fuel change-over valve, bottom right of centre.

Nic had been busy in the week with the artist's brush and a pot of gold paint and by the end, that made all the difference to the appearance of the engine! Then various fluids had to be connected, fuel, water in and out (and a tank frame made and tank installed) exhaust and compresed air. The air bottle, a long torpedo, still had a bit of air in when we removed it, but this was pressure tested and certificated.

Nic has picked out the lettering with gold paint, really finishing the appearance off smartly! The water inlet plumbing is now fitted and painted. A hydraulic hose connects the engine to the air receiver.

During assembly, we re-checked the crankshaft alignment and shimmed and adjusted the outrigger bearing so that we had less than .001" deflection all round.

 Nic watching the reading on the crankshaft deflection gauge.

Remember the exhaust pipe I 'felled' from the top of the roof just 13 months ago? Up it goes again! The water tank is an original air-tight shipping container, said to have been invented by Richard Trevithick.

We did not dare leave it to the Great Day before attempting to start! Although we didn't admit it, we had started it the previous Saturday, then again on the following Monday which was a Public Holiday and again on the Friday evening before the official start up. Each time we had found and overcome several technical problems.

Most of the problems arose from the fuel injection system. First the main plunger was seized in its packing. Then all the packings leaked and as a result the governor (from which we removed one spring which brought the speed down from its rated 310 to 230 RPM) was unable to maintain the speed correctly. There are packings on the main fuel pump plunger and one each on the injector spindle and governor dump valve. Every time we got to a stage where there were minimal leaks, the governor could hold speed smoothly and accurately. When anything leaked, the governor hunted, as if saying, 'But I am giving you enough fuel!'

Another problem was experienced with the crude/distillate change-over valve which we thought was stuck, but actually we didn't understand how it works. It has a weighted throw-over handle which when flicked over towards the engine, opens a valve allowing the crude (in our case normal fuel, either diesel or illuminating paraffin) in from the main tank. If it is flicked outwards, it closes this valve and allows diesel to be drawn in from the small container on the engine, against a light spring-loaded mitre valve. If there's any restriction in the main supply then this valve is pulled open by the suction from the injection pump and it will be exhausted quickly and air will follow!

Ready to start on the Great Day!

On the Friday evening, we tried to pump up the compressed air bottle. We had not overhauled the control valve for the air charging and admission. If we had, we might have overlooked the leakage between the upper valve and its guide. This bled air off profusely, making it impossible to charge anything more than 150 PSI (the gauge has a red line at 250 PSI). When trying to start, air was again being lost down the stem. At least we now understand how it works and can deal with its repair accordingly.

So, for the Great Day, we had to resort to belting the engine up to an International U4 stationary Engine brought along by Denis and this performed well. It has a clutch, so when the engine fired it could be disengaged easily and the belt flicked off.

However, there was a surprise in store! Harvey, whose family owned the building and mill at which the engine worked, mentioned that his cousin, Uncle Bert Metcalf, now in his late 70s had first been allowed to start the engine from the age of 14. He was asked to attend the Start-up, and to show us how he still remembered to set it in motion!

Uncle Bert Metcalf looks really happy, feeling his father's engine running again! Cousin Harvey Metcalf did a lot to secure the engine from being scrapped.

Uncle Bert was able to tell us stories about the engine, for instance, of how his father used to count the beats of the engine from his office, and if he didn't get 12 in any 5 seconds, he knew something was wrong!

About 100 people collected at the Museum on the morning of Saturday 21st June. A few short speeches were made and the engine was set in motion, settling down to 230 RPM. There was a spontaneous round of applause and many looks of wonderment on the spectators' faces!

Running again!

Finally, two very happy faces on the Main Conspirators! To those many people not mentioned here, many thanks, too, for your help. As I mentioned in my (short) speech, the restoration of an engine of this size is best tackled by a group. Apart from any work carried out in the week, all the work was accomplished in the space of just nine Saturdays. Best of all, we all enjoyed it so much, making fun of each other unmercifully! We also got to know one another much better, which is what a hobby is all about!

 

Two more happy faces, Andy Selfe and Eniel Viljoen

Now to persuade the Team to tackle the Clayton & Shuttleworth Trusty next!

Andy Selfe