FLIGHT.

APRIL I , 1937.

A prominent feature on the starboard side of the Major 150 is the flame-trap. The design allows the whole induction system to be removed in-a few minutes by disconnecting the spring-loaded ball joints of the controls, slackening a steady bracket on the flame-trap and undoing eight locating dome nuts. This and the simple fitting of the exhaust stubs allow quick removal of cylinder heads. As none of the accessories has a particular gear positioning any one may be removed singly from the rear cover without disturbing the timing. On considering the full equipment and sturdy construction of the Major 150 the weight strikes one as being creditably low, for with flame-trap, cooling chute, cylinder baffles, airscrew hub and spinner, dual Amal pump and its flexible copper piping, exhaust stubs and new Cirrus Minor type rubber mountings and rigid metal feet the ratio is 2.16 lb. per h.p. The weight of the complete engine, but without the full equipment, is 300J lb. A 12-volt, 60-watt generator, with drive and housing, an inertia starter and all other equipment, increases the total weight to 351^ lb. + or 5 lb. I t is intended to supply a combined manifold-silencer for the exhaust stubs. To add to the general clean and smart appearance of the engine all external polished parts are plated or stove enamelled. A kit of tools for running adjustments is supplied and the engine is designed to run on any first-grade A cylinder billet, the rough turned cylinder and motor car fuel of 70 octane value. a cylinder finned and flanged but awaiting final The suppliers of the various grinding operations.
-:-: ^IjjHHjl

clearly from the induction side, is located in a well formed at the rear of the main crankcase. A return main oil-pipe, a pressure pipe from a nipple on the main casting, a flexible petrol pipe and the carburettor and ignition controls and intercontrols remain for connection to complete this part of the installation. Petrol and oil filters are seen to be very conveniently placed for inspection and cleaning, and air scoop windows, not shown in the photographs, will give ready access to the K.L.G. sparking plugs on production engines.

On the left is the crankcase with main bearing caps in position (note " shrunk-in " pressure feed pipe and scavenge pipe) ; above are a connecting rod, partly machined, showing the jig pins, and a rough and a finished piston together with a Lord resilient mounting in a bearer foot; and below is the crankshaft with its front ball race.