KAVAN AP06A - Instruction Manual - Revision history

Mr. KAVAN at 10:19, 29 January 2026

2026-01-29T10:19:11Z

← Older revision		Revision as of 12:19, 29 January 2026
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	To order replacement parts, visit your nearest KAVAN Europe s.r.o. dealer. Spare parts are supplied in the sets listed below.		To order replacement parts, visit your nearest KAVAN Europe s.r.o. dealer. Spare parts are supplied in the sets listed below.
	{\| class="wikitable" style="width: 100%; text-align: center;"		{\| class="wikitable" style="width: 100%; text-align: center;"
	\|'''~~SPARE PART~~ #'''		\|'''Spare part #'''
	\|'''~~DESCRIPTION~~'''		\|'''Description'''
	\|-		\|-
	\|06101+06102		\|06101+06102
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	\|-		\|-
	\|06103		\|06103
	\|Cylinder ~~Head~~		\|Cylinder head
	\|-		\|-
	\|06210		\|06210
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	\|-		\|-
	\|06238(06218+06219) + 06108+06125		\|06238(06218+06219) + 06108+06125
	\|Prop ~~Drive~~, 2x ~~Washer~~, ~~Nut~~		\|Prop drive, 2x washer, nut
	\|-		\|-
	\|06601(06602 + 06603 + 06619)		\|06601(06602 + 06603 + 06619)
	\|Silencer ~~Complete~~		\|Silencer complete
	\|-		\|-
	\|06801+06816		\|06801+06816
	\|~~Carberettor Complete~~ with O-~~Ring~~		\|Carburettor complete with O-ring
	\|-		\|-
	\|06400		\|06400
	\|Engine ~~Glow Plug~~		\|Engine glow plug
	\|-		\|-
	\|06850		\|06850
	\|Main ~~Needle~~		\|Main needle
	\|-		\|-
	\|06203		\|06203
	\|Piston and ~~Liner~~ set		\|Piston and liner set
	\|-		\|-
	\|06204		\|06204
Line 547:		Line 547:
	\|-		\|-
	\|06207+06208		\|06207+06208
	\|Gudgen ~~Pin~~ and ~~Cap~~		\|Gudgen pin and cap
	\|-		\|-
	\|06816		\|06816
	\|O ring (~~Carb~~ body)		\|O-ring (carb body)
	\|-		\|-
	\|06111+06117+06112		\|06111+06117+06112
Line 556:		Line 556:
	\|-		\|-
	\|06123(4)+06119(2)		\|06123(4)+06119(2)
	\|Engine ~~Bolt~~ set (~~6pcs~~)		\|Engine bolt set (6 pcs)
	\|}		\|}

Mr. KAVAN at 08:10, 29 January 2026

2026-01-29T08:10:24Z

← Older revision		Revision as of 10:10, 29 January 2026
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	</translate>		</translate>

	[[Category:Manuals]][[Category:Engines]]		[[Category:Manuals]][[Category:Engines]][[Category:Unfinished]]

Mr. KAVAN at 07:42, 29 January 2026

2026-01-29T07:42:10Z

← Older revision		Revision as of 09:42, 29 January 2026
Line 604:		Line 604:
	* Include a note with your address. It is surprising how often this is forgotten.		* Include a note with your address. It is surprising how often this is forgotten.
	</translate>		</translate>

			[[Category:Manuals]][[Category:Engines]]

Mr. KAVAN at 10:08, 28 January 2026

2026-01-28T10:08:40Z

Show changes

Mr. KAVAN at 09:53, 28 January 2026

2026-01-28T09:53:15Z

← Older revision		Revision as of 11:53, 28 January 2026
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	<!--T:37-->		<!--T:37-->
	==== Carburettor Installation ====		==== Carburettor Installation ====
	The carburettor is held in place using two ~~M2x3mm~~ machine screws provided. Slide the base of the carburettor into the crankcase, being careful to keep the carburettor perpendicular to the front of the engine. With your thumb, push down on the carburettor firmly so the base of the carburettor seats completely into the crankcase and the carburettor O-ring seals the gap between the two. While holding the carburettor in place, thread the two machine screws into the carburettor base and tighten them using a flat blade screwdriver. Tighten the screws until they are snug. Do not over tighten them.		The carburettor is held in place using two M2×3mm machine screws provided. Slide the base of the carburettor into the crankcase, being careful to keep the carburettor perpendicular to the front of the engine. With your thumb, push down on the carburettor firmly so the base of the carburettor seats completely into the crankcase and the carburettor O-ring seals the gap between the two. While holding the carburettor in place, thread the two machine screws into the carburettor base and tighten them using a flat blade screwdriver. Tighten the screws until they are snug. Do not over tighten them.


	<!--T:39-->		<!--T:39-->
	==== Tank Size and Orientation to Carburettor ====		==== Tank Size and Orientation to Carburettor ====
	The size of the fuel tank used should be ~~30-55~~ ml (1–2 oz.) depending on the model and the length of flights desired. Use of a 55 ml (2oz.) tank will provide between 15–20 minutes of run time at full throttle. Use of a fuel tank any larger than 55 ml (2oz.) can lead to excessive leaning of the engine during flight or erratic engine operation and is not recommended. Ideally, the stopper in the fuel tank should be even with the high speed needle valve, or just slightly below the high speed needle valve. In some cases models will only allow the fuel tank to be mounted higher than the ideal location. A fuel tank that is positioned higher than the ideal location usually doesn’t pose any problem except when it is mounted excessively higher and/or is used in conjunction with an inverted mounted engine or during extreme aerobatic flight. If mounting your engine inverted, it is advised to lower the fuel tank so the stopper is 6 mm (1/4” )below the high speed needle valve. Doing this will prevent fuel from siphoning into the engine and flooding it when the fuel tank is full. If you cannot lower the fuel tank far enough, we suggest lowering it as far as can be allowed in your particular application. Always connect the vent/pressure line from the fuel tank to the pressure nipple on the muffler.		The size of the fuel tank used should be 30–55 ml (1–2 oz.) depending on the model and the length of flights desired. Use of a 55 ml (2oz.) tank will provide between 15–20 minutes of run time at full throttle. Use of a fuel tank any larger than 55 ml (2oz.) can lead to excessive leaning of the engine during flight or erratic engine operation and is not recommended. Ideally, the stopper in the fuel tank should be even with the high speed needle valve, or just slightly below the high speed needle valve. In some cases models will only allow the fuel tank to be mounted higher than the ideal location. A fuel tank that is positioned higher than the ideal location usually doesn’t pose any problem except when it is mounted excessively higher and/or is used in conjunction with an inverted mounted engine or during extreme aerobatic flight. If mounting your engine inverted, it is advised to lower the fuel tank so the stopper is 6 mm (1/4”) below the high speed needle valve. Doing this will prevent fuel from siphoning into the engine and flooding it when the fuel tank is full. If you cannot lower the fuel tank far enough, we suggest lowering it as far as can be allowed in your particular application. Always connect the vent/pressure line from the fuel tank to the pressure nipple on the muffler.

	<!--T:40-->		<!--T:40-->

Mr. KAVAN at 09:52, 28 January 2026

2026-01-28T09:52:09Z

← Older revision		Revision as of 11:52, 28 January 2026
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	<!--T:39-->		<!--T:39-->
	==== Tank Size and Orientation to Carburettor ====		==== Tank Size and Orientation to Carburettor ====
	The size of the fuel tank used should be 30-55 ml (~~1oz. - 2oz~~.) depending on the model and the length of flights desired. Use of a 55 ml (2oz.) tank will provide between ~~15 - 20~~ minutes of run time at full throttle. Use of a fuel tank any larger than 55 ml (2oz.) can lead to excessive leaning of the engine during flight or erratic engine operation and is not recommended. Ideally, the stopper in the fuel tank should be even with the high speed needle valve, or just slightly below the high speed needle valve. In some cases models will only allow the fuel tank to be mounted higher than the ideal location. A fuel tank that is positioned higher than the ideal location usually doesn’t pose any problem except when it is mounted excessively higher and/or is used in conjunction with an inverted mounted engine or during extreme aerobatic flight. If mounting your engine inverted, it is advised to lower the fuel tank so the stopper is 6 mm (1/4” )below the high speed needle valve. Doing this will prevent fuel from siphoning into the engine and flooding it when the fuel tank is full. If you cannot lower the fuel tank far enough, we suggest lowering it as far as can be allowed in your particular application. Always connect the vent/pressure line from the fuel tank to the pressure nipple on the muffler.		The size of the fuel tank used should be 30-55 ml (1–2 oz.) depending on the model and the length of flights desired. Use of a 55 ml (2oz.) tank will provide between 15–20 minutes of run time at full throttle. Use of a fuel tank any larger than 55 ml (2oz.) can lead to excessive leaning of the engine during flight or erratic engine operation and is not recommended. Ideally, the stopper in the fuel tank should be even with the high speed needle valve, or just slightly below the high speed needle valve. In some cases models will only allow the fuel tank to be mounted higher than the ideal location. A fuel tank that is positioned higher than the ideal location usually doesn’t pose any problem except when it is mounted excessively higher and/or is used in conjunction with an inverted mounted engine or during extreme aerobatic flight. If mounting your engine inverted, it is advised to lower the fuel tank so the stopper is 6 mm (1/4” )below the high speed needle valve. Doing this will prevent fuel from siphoning into the engine and flooding it when the fuel tank is full. If you cannot lower the fuel tank far enough, we suggest lowering it as far as can be allowed in your particular application. Always connect the vent/pressure line from the fuel tank to the pressure nipple on the muffler.

	<!--T:40-->		<!--T:40-->
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	<!--T:66-->		<!--T:66-->
	==== Starting by Hand ====		==== Starting by Hand ====
	When starting the engine by hand always use a chicken stick. If you must use your finger, wear a good leather glove to prevent the prop from cutting you. Never just use your bare hand or serious injury could result. To make the engine easier to start by hand it should first be primed. This is done by opening the carburettor completely and choking the engine by putting your finger over the carburettor opening. With the carburettor choked, quickly flip the propeller through the compression stroke ~~2 - 3~~ times. This will draw fuel into the engine. Over-priming the engine can cause the engine to “hydro-lock” or flood. This is a result of too much fuel in the engine before it actually fires. Remove your finger from over the carburettor and pull the propeller through the compression stroke once to check for a hydro-locked condition. Never try to start the engine if it is in a hydro locked state. This could cause serious damage to yourself and the engine.		When starting the engine by hand always use a chicken stick. If you must use your finger, wear a good leather glove to prevent the prop from cutting you. Never just use your bare hand or serious injury could result. To make the engine easier to start by hand it should first be primed. This is done by opening the carburettor completely and choking the engine by putting your finger over the carburettor opening. With the carburettor choked, quickly flip the propeller through the compression stroke 2–3 times. This will draw fuel into the engine. Over-priming the engine can cause the engine to “hydro-lock” or flood. This is a result of too much fuel in the engine before it actually fires. Remove your finger from over the carburettor and pull the propeller through the compression stroke once to check for a hydro-locked condition. Never try to start the engine if it is in a hydro locked state. This could cause serious damage to yourself and the engine.

	<!--T:67-->		<!--T:67-->
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	# After the engine has been running for about 1 minute, remove the glow starter from the glow plug. Advance the throttle barrel to full throttle. Adjust the high speed needle valve so that the engine continues to run rich. Let the engine run for approximately 5 minutes at full throttle then stop the engine.		# After the engine has been running for about 1 minute, remove the glow starter from the glow plug. Advance the throttle barrel to full throttle. Adjust the high speed needle valve so that the engine continues to run rich. Let the engine run for approximately 5 minutes at full throttle then stop the engine.
	# Let the engine cool for approximately 10 minutes then restart it. Advance the throttle to full and set the high speed needle valve to a slightly leaner setting. Let the engine run for about 5 minutes at this setting then stop the engine and let it cool for approximately 10 minutes.		# Let the engine cool for approximately 10 minutes then restart it. Advance the throttle to full and set the high speed needle valve to a slightly leaner setting. Let the engine run for about 5 minutes at this setting then stop the engine and let it cool for approximately 10 minutes.
	# Repeat the procedure in step # 7, while setting the high speed needle valve slightly leaner each time. In all, you should run the engine about a total of 40 minutes of actual running time. The engine is fully broken-in when it will hold a peak ~~R.P.M.~~ setting at full throttle for about 5 minutes with no tendency to fluctuate or overheat. After the break-in period is completed the engine is ready for flight.		# Repeat the procedure in step # 7, while setting the high speed needle valve slightly leaner each time. In all, you should run the engine about a total of 40 minutes of actual running time. The engine is fully broken-in when it will hold a peak RPM setting at full throttle for about 5 minutes with no tendency to fluctuate or overheat. After the break-in period is completed the engine is ready for flight.

	<!--T:78-->		<!--T:78-->
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	==== Setting the High Speed Needle Valve ====		==== Setting the High Speed Needle Valve ====
	# Start the engine and remove the glow starter from the glow plug. Allow the engine to warm up for about 1 minute.		# Start the engine and remove the glow starter from the glow plug. Allow the engine to warm up for about 1 minute.
	# After the engine has warmed up, advance the throttle to full and slowly lean the high speed valve until the engine reaches peak ~~R.P.M.~~ After reaching peak ~~R.P.M.~~ richen the mixture slightly until an audible drop in ~~R.P.M.~~ is heard. If you are using a tachometer this should be between a ~~200 - 300 R.P.M.~~ drop.		# After the engine has warmed up, advance the throttle to full and slowly lean the high speed valve until the engine reaches peak RPM After reaching peak RPM richen the mixture slightly until an audible drop in RPM is heard. If you are using a tachometer this should be between a 200–300 RPM drop.
	# With the engine running at full power, carefully lift the nose of the airplane about 45° into the air. The mixture should not become too lean, but you may hear a slight increase in ~~R.P.M~~. This is good. If the engine sags, or loses ~~R.P.M.~~ when you hold the nose up, the mixture is too lean and should be set slightly richer. The engine should always exhibit a noticeable smoke trail from the exhaust.		# With the engine running at full power, carefully lift the nose of the airplane about 45° into the air. The mixture should not become too lean, but you may hear a slight increase in RPM. This is good. If the engine sags, or loses RPM when you hold the nose up, the mixture is too lean and should be set slightly richer. The engine should always exhibit a noticeable smoke trail from the exhaust.
	{{Note\|type=info\|text='''Note:''' ~~R.P.M.~~ will increase about ~~10% - 30~~% in the air. This is due to the forward motion of the aircraft as it is flying. Because of this forward motion, more air is entering the carburettor, at a higher force, and causes the mixture to lean out. Additionally, as the fuel level in the fuel tank goes down, fuel draw becomes more difficult for the engine, especially during aerobatics, also causing the mixture to go lean. It is imperative that you set the mixture rich while on the ground to compensate for the leaning tendencies that will happen in the air. Always watch the exhaust during your flight. The engine should leave a noticeable white smoke trail at all times. It there is no smoke trail, the engine is running too lean. You should land immediately and reset the mixture.}}		{{Note\|type=info\|text='''Note:''' RPM will increase about 10–0 % in the air. This is due to the forward motion of the aircraft as it is flying. Because of this forward motion, more air is entering the carburettor, at a higher force, and causes the mixture to lean out. Additionally, as the fuel level in the fuel tank goes down, fuel draw becomes more difficult for the engine, especially during aerobatics, also causing the mixture to go lean. It is imperative that you set the mixture rich while on the ground to compensate for the leaning tendencies that will happen in the air. Always watch the exhaust during your flight. The engine should leave a noticeable white smoke trail at all times. It there is no smoke trail, the engine is running too lean. You should land immediately and reset the mixture.}}

	<!--T:82-->		<!--T:82-->
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	<!--T:83-->		<!--T:83-->
	==== High Altitude ====		==== High Altitude ====
	It is a fact with all model engines, big or small, that they will not produce the same amount of power at high altitudes as they do at low altitudes. This is because engine compression is reduced due to lower air density at higher altitudes. To improve the power output we recommend using a higher nitro content fuel. Preferably ~~25% - 35~~% nitro content.		It is a fact with all model engines, big or small, that they will not produce the same amount of power at high altitudes as they do at low altitudes. This is because engine compression is reduced due to lower air density at higher altitudes. To improve the power output we recommend using a higher nitro content fuel. Preferably 25–35 % nitro content.

	<!--T:84-->		<!--T:84-->
	==== Extreme Temperatures ====		==== Extreme Temperatures ====
	If you are using your engine in extremely hot weather, you may find it ne- 6 cessary to lower the nitro content in the fuel and/or install one of the extra head gaskets under the cylinder head to lower the compression ratio. In both cases, this will help the engine run cooler and prevent it from cutting out or detonating due to over-compression. In cold weather environments you may find you need to do the opposite. Use a fuel that contains from ~~25% - 35~~% nitro content and use only one head gasket in the engine. Using the higher nitro fuel will help improve engine starting and ease tuning in cold weather.		If you are using your engine in extremely hot weather, you may find it ne- 6 cessary to lower the nitro content in the fuel and/or install one of the extra head gaskets under the cylinder head to lower the compression ratio. In both cases, this will help the engine run cooler and prevent it from cutting out or detonating due to over-compression. In cold weather environments you may find you need to do the opposite. Use a fuel that contains from 25–35 % nitro content and use only one head gasket in the engine. Using the higher nitro fuel will help improve engine starting and ease tuning in cold weather.

	<!--T:85-->		<!--T:85-->

Mr. KAVAN at 09:49, 28 January 2026

2026-01-28T09:49:18Z

← Older revision		Revision as of 11:49, 28 January 2026
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	<!--T:1-->		<!--T:1-->
	=== Introduction ===		=== Introduction ===
	The KAVAN AP06 engine is a single cylinder, two ~~cycle~~ glow engine ~~utilizing~~ the ~~highest~~ small engine technology for long life, light weight, high power output and ease of use. A single needle carburettor is used for very easy ~~and~~ hassle free carburettor adjustments. The KAVAN AP06 comes standard with a machined aluminium spinner cone, extra head gaskets for fine tuning and a muffler to help keep the noise down.		The KAVAN AP06 engine is a single-cylinder, two-stroke glow engine utilising the most advanced small-engine technology for long life, light weight, high power output and ease of use. A single-needle carburettor is used for very easy, hassle-free carburettor adjustments. The '''KAVAN AP06''' comes standard with a machined aluminium spinner cone, extra head gaskets for fine-tuning and a muffler to help keep the noise down.

	=== Becoming familiar with the KAVAN AP06 === <!--T:2-->		=== Becoming familiar with the KAVAN AP06 === <!--T:2-->
Line 21:		Line 21:
	\|-		\|-
	\|Power		\|Power
	\|0.2 kW/18,000 ~~R.P.M~~		\|0.2 kW at 18 000 RPM
	\|-		\|-
	\|Practical ~~R.P.M~~		\|Practical RPM
	\|5 ~~000 - 25~~ 000		\|5 000–25 000
	\|-		\|-
	\|Weight (~~w/Muffler~~)		\|Weight (including muffler)
	\|55 g		\|55 g
	\|}		\|}
Line 44:		Line 44:
	!H		!H
	\|-		\|-
	\|AP06A		\|'''AP06A'''
	\|24		\|24
	\|10		\|10
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	\|		\|
	\|-		\|-
	\|AP09A		\|'''AP09A'''
	\|30		\|30
	\|11		\|11
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	\|		\|
	\|-		\|-
	\|S15AII		\|'''S15AII'''
	\|31.5		\|31.5
	\|11		\|11
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	\|		\|
	\|-		\|-
	\|S32AII		\|'''S32AII'''
	\|38		\|38
	\|15		\|15
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	\|		\|
	\|-		\|-
	\|S36AII		\|'''S36AII'''
	\|38		\|38
	\|15		\|15
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	\|		\|
	\|-		\|-
	\|S40AII		\|'''S40AII'''
	\|44		\|44
	\|17.5		\|17.5
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	\|		\|
	\|-		\|-
	\|S46AII		\|'''S46AII'''
	\|44		\|44
	\|17.5		\|17.5
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	\|		\|
	\|-		\|-
	\|S52AII		\|'''S52AII'''
	\|44		\|44
	\|17.5		\|17.5
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	\|		\|
	\|-		\|-
	\|S61AII		\|'''S61AII'''
	\|52		\|52
	\|25		\|25
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	\|		\|
	\|-		\|-
	\|S91A		\|'''S91A'''
	\|52		\|52
	\|25		\|25
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	\|		\|
	\|-		\|-
	\|108A		\|'''108A'''
	\|58		\|58
	\|25		\|25
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	\|		\|
	\|-		\|-
	\|180AR		\|'''180AR'''
	\|68		\|68
	\|36.5		\|36.5
Line 164:		Line 164:
	\|		\|
	\|-		\|-
	\|FS-30AR		\|'''FS-30AR'''
	\|36		\|36
	\|14		\|14
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	\|		\|
	\|-		\|-
	\|FS-52AR		\|'''FS-52AR'''
	\|44		\|44
	\|17.5		\|17.5
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	\|		\|
	\|-		\|-
	\|FS-70AR		\|'''FS-70AR'''
	\|50		\|50
	\|21		\|21
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	\|		\|
	\|-		\|-
	\|FS-80AR		\|'''FS-80AR'''
	\|50		\|50
	\|21		\|21
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	\|		\|
	\|-		\|-
	\|FS-91AR		\|'''FS-91AR'''
	\|52		\|52
	\|25		\|25
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	\|		\|
	\|-		\|-
	\|FS-120AR		\|'''FS-120AR'''
	\|58		\|58
	\|25		\|25
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	\|		\|
	\|-		\|-
	\|FS-180AR		\|'''FS-180AR'''
	\|58		\|58
	\|25		\|25
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	\|		\|
	\|-		\|-
	\|FT-160AR		\|'''FT-160AR'''
	\|80		\|80
	\|68		\|68
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	\|56.5		\|56.5
	\|-		\|-
	\|FS-400AR		\|'''FS-400AR'''
	\|		\|
	\|Ø122		\|Ø122

Mrs. Kavan: /* Specificationsd */

2025-10-31T13:23:55Z

Specificationsd

← Older revision		Revision as of 15:23, 31 October 2025
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	<!--T:3-->		<!--T:3-->
	=== ~~Specificationsd~~ ===		=== Specifications ===
	{\| class="wikitable" style="width: 100%; text-align: center;"		{\| class="wikitable" style="width: 100%; text-align: center;"
	\|Displacement		\|Displacement

Mrs. Kavan: Marked this version for translation

2025-10-31T12:22:46Z

Marked this version for translation

← Older revision		Revision as of 14:22, 31 October 2025
Line 5:		Line 5:
	The KAVAN AP06 engine is a single cylinder, two cycle glow engine utilizing the highest small engine technology for long life, light weight, high power output and ease of use. A single needle carburettor is used for very easy and hassle free carburettor adjustments. The KAVAN AP06 comes standard with a machined aluminium spinner cone, extra head gaskets for fine tuning and a muffler to help keep the noise down.		The KAVAN AP06 engine is a single cylinder, two cycle glow engine utilizing the highest small engine technology for long life, light weight, high power output and ease of use. A single needle carburettor is used for very easy and hassle free carburettor adjustments. The KAVAN AP06 comes standard with a machined aluminium spinner cone, extra head gaskets for fine tuning and a muffler to help keep the noise down.

	~~<!--T:2-->~~		=== Becoming familiar with the KAVAN AP06 === <!--T:2-->
	=== Becoming familiar with the KAVAN AP06 ===


Line 32:		Line 31:


			<!--T:22-->
	==== Dimensions (mm) ====		==== Dimensions (mm) ====
	{\| class="wikitable" style="width: 100%; text-align: center;"		{\| class="wikitable" style="width: 100%; text-align: center;"
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	\|-		\|-
	\|}		\|}
	~~<!--T:22-->~~

			<!--T:121-->
	=== Safety Notes ===		=== Safety Notes ===
	Always use “common sense” when operating model engines. Respect the power and torque of the engine and handle it according to the safety notes below. You and only you are fully responsible for the safe operation of your engine. Always work with caution and ensure you know what you are doing. Read the instructions and the principles of safe operation carefully in advance, and above all, follow them.		Always use “common sense” when operating model engines. Respect the power and torque of the engine and handle it according to the safety notes below. You and only you are fully responsible for the safe operation of your engine. Always work with caution and ensure you know what you are doing. Read the instructions and the principles of safe operation carefully in advance, and above all, follow them.

Mrs. Kavan at 11:04, 31 October 2025

2025-10-31T11:04:22Z

← Older revision		Revision as of 13:04, 31 October 2025
Line 512:		Line 512:
	=== Parts List ===		=== Parts List ===
	To order replacement parts, visit your nearest KAVAN Europe s.r.o. dealer. Spare parts are supplied in the sets listed below.		To order replacement parts, visit your nearest KAVAN Europe s.r.o. dealer. Spare parts are supplied in the sets listed below.
	{\| class="wikitable" style="width: 100%; text-align: ~~left~~;"		{\| class="wikitable" style="width: 100%; text-align: center;"
	\|'''SPARE PART #'''		\|'''SPARE PART #'''
	\|'''DESCRIPTION'''		\|'''DESCRIPTION'''