Artisi is correct. This is a common arrangement used in gearboxes, compressors and steam turbines. The flinger is fixed to the shaft and would tend to sling the oil outward, away from the laby seal. The flinger also has an axial clearance to the face of the laby seal with a interlocking projection to make a torturous path for any oil leakage. In order for oil to reach the laby, it has to pass inward through this axial clearance, against centrifugal force and through the torturous path around the axial projection to get to the laby. You might think that this would make a very good seal. But, in fact, they often leak.
The first set of laby teeth has a drain back slot that drains oil back into the sump. This drain-back does not go all the way to the larger cavity between the two sections of the laby. That cavity is designed for the introduction of a purge gas (typically air or nitrogen). Adding a purge gas can reduce the chance of leakage. But, many of these still leak. Leakage can be affected by windage on the coupling just outside of the laby seal.
This flinger should be mounted to the shaft with sufficient interference to prevent it from spinning on the shaft or moving axially. I would recommend 0.001 inch per inch of shaft diameter. This flinger needs to be positioned to provide the required axial clearance to the laby. The correct axial clearance depends on the axial float of the gear. The drawing shows a gear with thrust faces on the inside edge of each radial bearing. This could have an axial float of as much as 0.080 inch. The flinger needs to be set such that it won't rub with the gear thrust hard toward left (as shown in the first print). Ideally, the axial clearance would be about 0.030 inch.
The second drawing seems to show a second slinger in the cavity between the two sections of the laby seal. This second slinger would be mounted with a similar interference fit and the same axial clearance as the first one.
Johnny Pellin