It’s the natural position of repose for some aeroplanes:

Richard

{snip}

Any engines that are sitting ‘inhibited’ or ‘unused’ means nothing. They need to be stripped apart to every tiny component. That can quite easily find a can of worms.

So that’s where they come from :p

Richard

{snip}

the dead end was the sleeve valve, and the wear rate between the sleeve and liner has never been resolved, this is the main failing of the engine and it is inherent.

Reports that in cold weather, the engines had to be run every 2 hours to stop the oil congealing, dont exactly support the suggestion in DaveR’s post that the sabre was more reliable than the Merlin, an engine that made it’s name on the back of reliability!

I suspect that these two problems are actually one and the same – oil technology. This is a field that has improved immensely since the 1940s. When did you last have to put oil in your car?

Richard

I would have thought that offset would help identify the wheel.

Richard

I would have guessed it was towards the rear as the bracing wire is short, and there are a lot of wires.

Richard

MORE: Pup equivalent again:

I don’t have a separate illustration of an SL1

I’m posting Pup stuff because that’s what I have, and Sopwith used standard parts, and a Camel is an evolution of the Pup

This is the Pup equivalent:

Similar, but not the same

Richard

Hi Bob, we need your knowledge here. I can speculate and interpret what I see and challenge assumptions, I don’t have the in-depth knowledge of Sopwith parts to make an identification

Richard

Not sure where you are here .

Top of the rail is to the left, bottom of the front of the fuselage is bottom right. I’m wondering if the end of the cable that is left is from the securing wire for the cowl

Richard