Robin EH11/W01-115 User manual

GENERAL

INFORMATION

Wisconsin Robin

WO1-115,

150

and

210

engines

are of the four cycle type, in which each ofathe four

operations of suction, compression, expansion and

exhaust constitutes a complete stroke. This pro-

duces one power stroke for each

two

revolutions of

the crankshaft.

These engines provide dependable service with

quality and strength where they are needed.

A

heavy

cast iron cylinder liner, forged steel crankshaft and

camshaft, forged alloy bearings and an aluminum

alloy connecting rod, all add up to improved

durability.

MECHANICAL DECOMPRESSOR

For easy engine starting, a mechanical decom-

pressor is mounted on the camshaft to decrease the

recoil pulley force. The decompressor opens the

exhaust valve before compression reaches the max-

imum to reduce the compression pressure, which in

turn decreases the recoil pulley force.

IGNITION SYSTEM

A

pointless magneto ignition system is standard on

these engines. This system, referred to as T.I.C.

(Transistor Ignition Circuit), is completely free of

problems associated with breaker point type ignition

systems such as start-up failure due to dirty, burnt or

oxidized point surfaces, low ignition efficiency

because

of

moisture, rough breaker point surface

and incorrect timing resulting from worn me-

chanical parts.

A

Solid State Ignition System is an available op-

tion.

LUBRICATION

An oil scraper

on

the connecting rod cap splashes oil

in the crankcase on the rotating and sliding parts.

COOLING

Cooling is accomplished by a flow of air circulated

past the cylinder walls and head fins from a combina-

tion fan-flywheel encased in a sheet metal shroud.

Air is divided and directed by ducts and baffle plates

to insure uniform cooling of all parts.

CARBURETOR

The engines are equipped with a horizontal draft car-

buretor that has a float controlled fuel system. The

carburetor has been carefully set to assure satisfac-

tory start-up, acceleration, fuel consumption and out-

put performance.

A

fuel pump is standard on

WO1-115

and

WOl-150

carburetors only. The fuel pump improves engine

operation at a tilted angle.

GOVERNOR

A

centrifugal flyweight governor controls the engine

speed by varying the throttle opening

to

suit the load

imposed upon the engine.

REDUCTION GEAR

A

l/2

reduction gear is an ava,ilable option on the

engines.

ROTATION

Rotation of the crankshaft is clockwise when viewing

from the flywheel side of the engine. This gives coun-

terclockwise rotation at the power take-off end of the

crankshaft.

AIR

CLEANER

The engines are equipped with an oval air cleaner

with a sponge element.

A

cyclone type air cleaner

with semi-wet double elements are an available

option for the engines.

OIL

GRADE

CHART

Crankcase Capacity

E:;::

1.27

pts.

(0.60L)

WOl-2

10

I

1.37

OtS.

(0.65U

f

"Use

oilsclassified as Service

I

SE

or

SF

I

Seasons

or

Temperature

I

Gradeof

Oil

I

(+49'C

to

+4"a

I

Spring,

Summer

or

Autumn

+120"F

to

+40°F

1

SAE30

I

Winter

+40"F

to

+15"F

1

SAE2O

I

(+ST

to

-9X)

Below

+15"F

(-9°C)

SAEl

OW-30

i

W

1-1

IGNlTlC

Figure

1-1.

Sectional Views

of

Engine Models

WO1-115

and

WO1-150

,-

1-2

VALVE

ROCKER

ARM

I

Figure 1-2. Sectional

View

of

Engine

Models

WO1-115 and WO1-150

1-3

Figure

1-3.

Sectional View

of

Engine Model

21

0

I

14

Q

P

Figure

1-4.

Sectional

View

of

Engine Model

21

0

r

CAR3URETOR

1-5

SPECIFICATIONS

Model

wo1-210 WO1-150

WO1-115

Type

2.28 in.

(58

rnm)

Bore

Air-Cooled 4-Cycle, Vertical Shaft, Single Cylinder, Overhead Valve, Gasoline Engine

2.05 in. (52

mm)

1.81 in. (46

mm)

1.69 in. (43

rnrn)

Stroke

2.83 in. (72

mrn)

2.52 in. (64

mrn)

Displacement

Forced

Air

Cooling

Cooling System

Counterclockwise Facing PTO Shaft

Rotation

12.92 cu. in. (21

1

cc) 9.02 cu. in. (1 47 cc)

6.93 cu. in. (1 13 cc)

Lubrication

SAE

30,20

or

1

OW-30

See Oil Chart.

Lubricant

Splashing Type

Carburetor

Regular Gasoline (Leaded or Unleaded)

Fuel

Horizontal Draft, Float Type

Fuel Consumption Ratio

(gr-HP-h)

230 at continuous rated output operation

Fuel Feed

Gravity Type

Fuel Tankcapacity

1.1

1 gal.

(4.2

L)

0..77 gal. (2.9

L)

0.55

gal. (2.1

L)

Reduction Ratio

'/2

-

'/2

-

'/2

-

Governor

Centrifugal Flyweight Type

Ignition System

NGK

BPGES

or

CHAMPION

N9Y

Spark Plug

Pointless Magneto Type (Solid State Ignition)

Light Capacity (V-W)

I

12V

-

15W (available,

if

required)

Starting System Recoil Starter

Net

Dry

Weight

47.5

Ibs.

(21.5 kg)

46.4 lbs(21.0 kg)

32.7 Ibs(l4.8 kg) 31.6 Ibs.(14.3

kg)

28.0 lbs.(12.7

kg)

26.9 Ibs(12.2 kg)

Starting System Recoil Starter

Net

Dry

Weight

47.5

Ibs.

(21.5 kg)

46.4 lbs(21.0 kg)

32.7 Ibs(l4.8 kg) 31.6 Ibs.(14.3

kg)

28.0 lbs.(12.7

kg)

26.9 Ibs(12.2 kg)

Length

15.08 in. (383

rnm)

13.74 in. (349 mm) 12.36 in. (31 4

mrn)

Width Dimensions

14.69 in. (373

rnm)

12.72

in.

(323

mm)

12.1 3 in. (308

rnrn)

Length

15.08 in. (383

rnm)

13.74 in. (349 mm) 12.36 in. (31 4

mrn)

Width Dimensions

14.69 in. (373

rnm)

12.72

in.

(323

mm)

12.1 3 in. (308

rnrn)

Height

16.46 in. (41

8

mm)

12.95 in. (329

rnrn)

12.56 in. (31

9

mm)

1

-6

MAINTENANCE AND STORAGE

ENGINE MAINTENANCE SCHEDULE

Q

ACAUTION: Failure to follow this schedule will seriously damage the engine.

Daily

1

'

MAINTENANCE

Every

I

or

8

hrs.

I

20

hrs.

Add fuel

to

tank.

Check oil level. Add to

full mark.

Do

not overfill.

Clean air intake screen.

Clean cooling fins

if

needed.

0

Inspect unit for

loose hardware, lines,

or hoses.

Change crankcase oil.

Inspect cooling system.

Remove blower housing

and scrape between

fins, around cylinder

head and from housing.

0

a

I

Clean air cleaner.

I

Check and clean

Clean fuel filter and fuel

tank.

Clean contact and

breaker points.

Disassemble and clean

carburetor.

Remove carbon

from cylinder head.

Weekly

I

Monthly or

I

Semi-annual See Note

or

50

hrs.

100-200

hrs.

500-600

hrs. Below

*.

*

a

*

0

-*

I*

/.I

I*

1.

,

*Under severe environmental conditions these items may need to be maintained more frequently.

Cleaning

Air

Cleaner

Remove air cleaner cover. Remove element from base.

Wash element in detergent and hot water, then dry

thorou-ghly. Wipe all other components clean. Saturate

element with light oil. Squeeze firmly to evenly dis-

tribute oil and remove any excess.

Service daily

if

engine is operated in very dusty and dry

grass conditions.

A

clogged air cleaner will result in

high fuel consumption,

loss

of

power and excessive

carbon build-up in the combustion chamber.

i

ENGINE STORAGE

If not properly protected, temperature and humidity

changes can cause corrosion of piston rings, cylinder

walls and bearing surfaces in a stored engine. For max-

imum protection, prepare the engine for storage as

follows:

1.

Run the engine until it reaches operating tempera-

ture. Stop the engine and drain the oil from

crankcase while engine is still warm.

2-1

2.

Drain fuel lines, carburetor, fuel tank and fuel

pump

(if

equipped), to prevent lead and gum

sediment from. interfering with future operation.

Gasoline fumes from gradual evaporation are a

dangerous fire hazard.

3.

To

protect the internal components and keep

them from rusting and sticking, a half and half

mixture of kerosene and good engine oil (same

grade as used in the engine crankcase) should

be injected into the carburetor air intake.

Do

this

while the engine

is

warm and running at mod-

erate speed. Use enough of the mixture (about

l/4

pint)

so

that a heavy, bluish smoke appears at

the exhaust. This “fogging” operation will leave a

coating of oil on the parts, protecting them from

the atmosphere.

4.

Turn the starting pulley by hand and leave it

where the resistance is the heaviest.

5.

Tape

or

seal

off

air cleaner and exhaust

openings for the duration

of

the storage

period.

6.

Remove all dirt and chaff from the cooling

fins.

7.

Clean the engine outside with an oiled cloth.

8.

It

is highly recommended that machines be

stored inside a building through the winter.

If

this

is not possible, the engine should be protected

from snow and ice by a suitable covering.

NOTE: Before adding new crankcase oil the next

season, drain engine

of

condensation which

may have accumulated in the crankcase dur-

ing the storage period. Fill crankcase with

good quality oil before starting engine

(see ‘SPECIFICATIONS).

2-2

B

The three prime requirements necessary for starting and maintaining satisfactory operation

of

gasoline engines

are:

1.

A

proper fuel mixture in the cylinder

2.

Good compression in the cylinder.

3.

Good spark at the correct time, to ignite the mixture.

There are other factors which contribute to hard starting; such as too heavy a load for the engine to turn over at

low starting speed, long exhaust pipe with high back pressure, etc. These conditions may affect starting, but do

not necessarily mean the engine is improperly adjusted.

The most common symptoms of engine problems are given here, followed by the probable causes.

ENGINE

WILL

NOT

START, OR HARD

TO

START

Electrical System Problems Caused By:

Weak or dead battery.

Poor ground connection.

Defective starter.

i

Fuel System Problems Caused By:

Fuel tank empty. Improper or contaminated

fuel.

Carburetor not choked enough (cold en-

gine).

Low

cranking

speed.

Restricted cooling air circulation.

Loose fittings or defective fuel lines.

Carburetor needle valve held open by dirt or

gum.

Defective speed control or governor.

Fuel or oil leaks.

Ignition System Problems Caused By:

Loose

or

corroded electrical connections.

Ignition wires disconnected or broken.

Damaged or loose ignition module.

Faulty ignition coil.

Spark plug cable wet or broken.

Spark plug wet or dirty.

Spark ptug point gap incorrect.

Compression System Problems Caused By:

Lack of lubrication on moving parts due to

long storage.

Incorrect oil grade or

low

oil

level.

Loose or broken spark plug.

Damaged head gasket or loose cylinder

head.

Incorrect tappet clearance.

Valve stuck open due to carbon or gum on

valve stem.

Defective or incorrectly adjusted valve com-

ponents.

Worn valve guides, piston or rings.

Scored or worn cylinder walls.

3-1

ENGINE

MISFIRES

Incorrect spark plug gap.

Ignition cable leaking.

Weak spark

Ignition wires loose.

Water or dirt in gasoline.

Insufficient compression.

ENGINE

STOPS

Fuel tank empty.

Water, dirt, gum, etc. in gasoline.

Vapor lock (gasoline evaporating in fuel lines

due to excessive heat around engine).

Vapor lock in fuel lines or carburetor

due to incorrect fuel.

Engine scored

or

stuck due to lack of oil.

Air vent hole in the fuel tank cap plugged.

Magneto or ignition coil faulty.

ENGINE OVERHEATS

Crankcase oil level

low.

Spark timing incorrect.

Low

grade gasoline used.

Engine overloaded.

Cooling air restricted from dirt

or

debris.

Engine operated in confined space where cool-

ing air is continually recirculated.

Restricted exhaust.

Heavy load

at

low engine speed.

0

ENGINE KNOCKS

Low quality gasoline.

Engine operating under heavy load at

low

speed.

Carbon or lead deposits in cylinder head

or

on piston.

Spark timing incorrect.

Worn

or

damaged connecting rod bearing.

Worn or damaged piston pin.

ENGINE BACKFIRES THROUGH

CARBURETOR

Water or dirt in gasoline, or poor grade

gasoline.

Intake valve stuck

Valves overheated,

or

particles in combustion

chamber.

Engine cold.

ENGINE SURGES

OR

GALLOPS

Carburetor flooded.

Governor rod installed wrong, or governor out

of adjustment.

High speed jet

in

carburetor partially

restricted.

/?

3-2

IGNITION

The standard ignition system for engines

WO1-115,

150

and

210

is a magneto ignition system called

T.I.C. (Transistor Ignition Circuit). T.I.C. consists

of

an

ignition coil with a built-in transistor mounted on

the flywheel.

For initial excitation, a Solid State Ignition is an avail-

able option for these engines.

SYSTEM

OPERATION

Figures

4-1

and

4-2

Revolution

of

the flywheel generates electricity on

the primary side

of

the ignition coil, and the electric

SYSTEM

current

(A)

runs.

(A)

makes the power transistor

"ON"

and the electric current

(B)

passes.

The flywheel goes round further, and at the time

of

ignition the electric current (C) runs, then the electric

current

(D)

runs

to

the signal transistor, by which the

electric current

(B),

passing through the power tran-

sistor, is abruptly cut; and as a result, the high

voltage electricity

is

generated on the secondary

side

of

the ignition coil and it sparks at the plug.

Figure

4-2

illustrates the engine wiring diagram.

-

RESISTOR

f

IGNITION

COIL

Figure

4-1.

STOP

BUlTON

IGNITION COIL CONNECTOR

-r

SPARK

PLUG BLACK

mrr

(OPTION)

EXCITER

COIL

(

I

l""1

I

i

FLYWHEEL

Figure

4-2.

4-

1

SYSTEM

CHECKS

In the event of a malfunction

of

the ignition

system:

Check the magneto for defects.

Check

the

high voltage wire for damage or

if

shorted.

Faulty spark plug, caused by moisture, dirt, broken

insulation

or

incorrect plug gap.

CHECK

SPARK

If

difficulty is experienced in starting the engine or

if

engine misses firing, check the strength of the igni-

tion spark Remove the spark plug. With the ignition

cable connected to it, lay the spark plug on a con-

venient metal part

of

the engine

so

that the gap can

be observed as you rotate the crankshaft several

times using the recoil starter.

If

a good strong spark

occurs, the ignition system can be eliminated as the

source

of

trouble.

CHECK FLYWHEEL

Check that the external magnet, mounted

on

the

flywheel is in

good

condition.

CHECK FLYWHEEL

AIR

GAP

Figure

4-3

Use a non-metallic feeler gauge to measure the air

gap between the flywheel and the ignition coil.

Loosen the ignition coil hold down screws

to

adjust

the gap to specifications (see ‘SPECIFICATIONS’).

FEELER

GAUG

COIL

I

Figure

4-3.

4-2

FUEL

SYSTEM

AND

GOVERNOR

FUEL

SYSTEM

Always use a high quality brand of leaded or

unleaded gasoline free from dirt and water. Some

poorer grades of gasoline contain gum which

deposits on valve stems, piston rings, and in the

various small passages in the carburetor. This can

cause serious engine operating problems.

Use

gasoline with an octane rating of at least

86.

Fuel with a

low

octane rating will cause detonation. If

operation

is

continued under this condition, severe

damage will result to the engine. Teledyne Total

Power recommends fuels with no more than

10

per-

cent alcohol content.

GOVERNOR

OPERATION

The governor is mounted on the governor gear in the

crankcase cover.

As

the engine speed increases, the

centrifugal force in the flyweights acts against the

governor spring and closes the carburetor throttle to

a point where the engine speed will be maintained

practically constant under varying load conditions.

GOVERNOR ADJUSTMENT

Figures

5-1

-

5-4

IMPORTANT: This procedure should be

necessary only

if

the governor lever was

loosened or removed.

For correct carburetor throttle opening and governor

regulation, the governor lever must be properly

adjusted.

1. Install governor rod and governor spring on

throttle lever and governor lever. Mount gover-

nor lever on governor shaft. for models

WO1-

1

15 and WO1-150, refer to Figure 5-1.

If

removed, install speed control lever on cylinder

head.

\

SPRY

>

GOVERN~R

ROD

SPRING

:I-

/

\

GOVERNOR

LEVER

HIGH

SPEED

CONTROL

LEVER

SPEED

GOV~RNOR SPRING

GOVERNOR ROD HOOKING

POSITION

2.

Hook

governor spring from speed control lever

to governor lever. For models WO1-115 and

WO1-150,

refer to Figure

5-2.

Fo’r

model

WO1-2

10,

refer to Figure

5-3.

The

governor spring may be hooked to a different

position according

to

generator specifications.

3.

Turn control lever clockwise (toward “High

Speed”) until throttle valve in carburetor is fully

open. Hold lever in this position.

IMPORTANT: Check that governor lever clamp

screw is loose

so

governor shaft can be turned

independently of lever.

-

Figure

5-3.

60Hz

2-6

50Hz

4-5

Figure

5-1.

5-1

4.

Refer to Figure

5-4.

Insert a screwdriver in slot at

end of governor shaft. Turn clockwise as far as

shaft can be turned. Tighten governor lever

clamp screw.

1

GOVERNOR

SHAFT

GOVERNOR

LEVER

TIGHTENING BOLT

:igure

5-4.

GOVERNOR SPRING AND

GENERATOR SPECIFICATIONS

Figure

5-5

I'

For engines WO1-115 and WO1-150, there are

two

types of governor springs, one for

50

Hz

and the

other

60

Hz.

The locations for either spring are listed

in Figure

5-5.

The differance between the springs: Dimension

A

is

longer.

60Hz

(STD)

50Hz

I

WO1-115

4-A

WO1-150

4-A

WO1-115

4-A

WO1-150

3-A

L

Figure

5-5.

/"

5-2

CARBURETOR

B

FUEL

PUMP

Figure

6-1

The fuel pump conveys the pulsating pressure in the

crankcase to the diaphragm chamber to vibrate the

diaphragm and change the volume, thereby drawing

and discharging the fuel. The diaphragm suction and

discharge passages have one valve each which

allows fuel flow in one direction only, thus preventing

reverse fuel flow.

FLOAT

SYSTEM

Figures

6-1

and

6-2

The fuel bowl (float chamber)

is

mounted directly

beneath the carburetor body. Fuel from the fuel tank

is supplied to the fuel bowl through the fuel inlet and

needle valve. The fuel in the bowl is maintained at a

predetermined level by the float through its control

of

the needle valve. The needle valve opening is

regulated by the speed and load (fuel demand)

of

the

engine.

Figure

6-1.

Sectional Views

of

Carburetor

Models

WO1-115

and

WO1-150

i

6-

1

IDLE

SYSTEM

Figures 6-1

and

6-2

The idle system supplies fuel to the engine during

idle and low speed operation. Fuel is fed through the

main jet to the idle jet. The fuel, measured by the idle

jet, is then mixed with air from the idle air jet. This

supply of fuel and air is discharged to the engine

through the idle outlet. At high speeds, the throttle

valve opens to allow the fuel-air mixture to be dis-

charged from both the idle outlet and by-pass

MAIN

(High

Speed)

SYSTEM

Figures 6-1

and

6-2

The main system controls the air-fuel mixture during

r

medium and high speed operation. Fuel flows from

the fuel bowl, through the main jet and into the main

nozzle. Here the fuel is mixed with air coming from

the main air jet and admitted through the bleed holes

of

the main nozzle. The mixture is discharged

through the top

of

the main nozzle as atomized fuel

where it mixes with intake air

to

become the

holes. optimum air-fuel mixture supplied to the engine.

BY-PASS

HOLES

Figure

6-2.

Sectional Views

of

Carburetor

Model

WO1-210

6-2

CHOKE

SYSTEM

Figures

6-1

and

6-2

The choke system provides a rich fuel-air mixture for

cold weather starting.

When the choke valve is closed, a

low

pressure area

(vacuum) exists at the main nozzle.

A

rush

of

fuel with

relatively small amounts

of

air is obtained from the

main nozzle as the engine is cranked for starting.

Even with a cold engine, this extra rich mixture

makes starting easy.

DISASSEMBLY AND REASSEMBLY

Figures

6-3

-

6-5

Besides mechanical failures, most troubles are

attributed to an incorrect mixing ratio. The most

common causes of incorrect fuel-air mixtures are

clogged jets, restricted air and fuel passages, and

variations in the fuel level. In order to obtain the full

performance

of

the carburetor, the air cleaner and

carburetor must be clean

so

that air and fuel flow

without restriction. Using good quality, fresh, leaded

or unleaded gasoline will help keep the car-

buretor clean.

D

SPRING

13

U

r\

I

"IDLE JET

THROI~LE

SHAFT

CARBURETOR

BODY

FLOAT PIN

~~

NOZZLE

4

>

NEEDLEVALVE

e

MAIN JET

FLOAT

&

FLOAT BOWL

igure

6-3.

Models

WO1-115

and

WO1-150

CHOKE

VALVE

@a-

\

SHAFT

CARBURETOR

BODY

:igure

6-4.

Model

WO1-210

Cleaning

Thoroughly clean all metal parts in a good quality

carburetor cleaner and rinse in cleaning solvent.

Blow out all passages in throttle body and fuel bowl

with reduced air pressure. Check that all carbon

deposits have been removed from throttle bore and

idle discharge holes. Reverse the

flow

of

com-

pressed air through all passages to insure the

removal

of

all dirt. NEVER

USE

A

DRILL OR WIRE

TO

CLEAN OUT JETS OR IDLE HOLES.

Throttle System

Figures

6-3

and

6-4

1.

Remove screws to remove throttle valve and

throttle shaft from carburetor body. Use care to

avoid damaging parts.

2.

Remove throttle stop screw and spring.

6-3

Choke System

Figures

6-3

and

6-4

1.

Remove screws to remove choke valve and

choke shaft. Use care to avoid damaging

parts.

2.

During reassembly, install with cut-out on valve

facing main air jet.

Idle

System

Figures

6-3

and 6-4

1.

Remove idle jet. Use care to avoid damaging

parts.

NOTE: Idle jet is included in repair kit.

2.

During reassembly, tighten idle jet securely to

prevent fuel leakage.

Main

Fuel System

Figures

6-3

and 6-4

1.

Drain remaining fuel in fuel bowl into a suitable

container. Remove bowl and gasket.

2.

Remove main jet from carburetor body.

NOTE: Main jet is included in repair kit.

3.

During reassembly, tighten main jet securely to

prevent fuel mixture from becoming too rich.

Install fuel bowl and new gasket. Torque screw to

specifications (see 'SPECIFICATIONS').

Float System

Figures

6-3

and 6-4

1.

Remove float pin, float and needle valve.

NOTE: Float pin is flattened at one end. Use a small

drift punch and tap on float pin round end

to remove.

r

2.

Inspect float. Replace

if

dented, contains fuel, or

if

float

axle

bearing and tab contacting needle

valve are worn excessively.

NOTE: Special service needle valve is included in

repair kit.

Inspect needle valve. Replace

if

damaged or worn.

3.

During reassembly, adjust float setting. With float

chamber bowl removed, place carburetor body

on end. Float surface must be parallel to car-

buretor body. To adjust float surface bend tab.

The tab (float lever) should just contact the fuel

needle valve.

Install float bowl using a new gasket. Torque to

specifications (see 'SPECIFICATIONS).

Fuel Pump

Figure

6-5

1.

Remove screws to remove fuel pump from car-

buretor. Use care not to lose 0-Ring.

2.

Remove screws

to

separate fuel pump. Use care

to avoid damaging parts.

3.

During reassembly, keep the fuel pump free of

foreign matter.

"

FUEL

PUMP BODY

O-RING

DIAPHRAGM

MEMBRANE

GASKET

PRIMER CAP

Figure

6-5.

,."

64

STARTING

SYSTEM

RECOIL STARTER

Disassembly and Reassembly

Figures

7-1

-

7-10

A

WARNING:

A

loaded power spring operates

under great pressure.

To

avoid personal injury,

use care to keep power spring in housing.

DO

NOT remove spring unless for replacement.

1.

Refer to Figure

7-1.

Pull starter knob out from

housing about

16

in.

(40

cm). Hold housing and

reel to prevent reel from rewinding.

NoTCH

Figure

7-1.

2.

Pull out rope to the inside

of

recoil starter and

press rope into notch on reel. Release reel to let

spring mechanism slowly unwind.

3.

Refer to Figures

7-2

and

7-3.

Remove return

'

spring, friction spring or plate and ratchets.

4.

Refer to Figure

7-4.

Slowly lift reel, turning lightly

left to right, from support shaft in housing.

Inspect rope. Replace

if

damaged or worn.

CAUTION:

Use rope of same length and

Refer to Figure

7-5.

Install new rope in handle.

Tie knot as illustrated about

1

%

in.

(35

mm) from

end. Pull knot tight and fit into top of handle.

Refer to Figure

7-6.

Insert other end of rope

through housing guide bushing and through

hole in reel groove. Pull rope through cavity

opening. Make knot as illustrated about

1

in.

(25

mm) from end. Fit knot into cavity.

A

diameter as originally furnished.

,PLATE

FRICTION

RETURN

SPRING

6

QT=

RATCH ET

Figure

7-2.

Models

WO1-115

and

WO1-150

U-SNAP RING

THRUST WASHER

FRICTION

SPRING

COVER

%

'

/FRICTION SPRING

RATCHETS

Figure

7-3.

Model

WO1-210

7-1

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Robin EH11/W01-115 User manual

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