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Aviation History
1910
1910 - 0190.PDF
I/O GHT IMARCH 12, I9IO. BRITISH FLIGHT ENGINES. "THE GREEN." 30-35.h.p. Type. Cylinders.—Bore, 105 mm. ; stroke, 120 mm. Weight.—150 lbs. This is the weight of engine with all pipes, carburettor, and connections, but without fly-wheel or ignition. Weight of fly-wheel — 23^ lbs. Weight of ignition = according to type ; usually 14 lbs. to 19 lbs. Power.—30-h.p. at 1,100 r.p.m. ; 35-h.p. at 1,160 r.p.m. ; 40-h.p. at 1,220 r.p.m. (N B.—No guarantee of 40-h.p. for very long periods.) Petrol.—"6 pint per horse-power per hour. Extreme length.—39 ins. ; height.—28 ins. ; width.—16 ins. Leading Particulars. 50-60-h.p. Type, Cylinders.—Bore, 140 mm. ; stroke, 146 mm. Weight.—250 lbs. This is the weight of engine with all pipes, carburettor and connections, but without fly-wheel or ignition. Weight of fly-wheel = 37 lbs. Power.—50-h.p. at 1,050 r.p.m. ; 60-h.p. at 1,100 r.p.m. ; 70-h.p. at 1,200 r.p.m. (N.B.—No guarantee of 70-h.p. for long periods.) Petrol.—'6 pint per horse-power. Extreme length.—44 ins. ; height.—3^ ins. ; width.—17 ins. WHAIEVER may have been the justification for the impression that English designers were slavishly copying Continental practire in the matter of motor car engines— which was current in the early days of motoring—we can arrangement being to allow them to expand and contract freely without cracking. Even the cylinders themselves are desaxe to the crank-shaft, that is to say, they are offset to one side a little so that the crank has passed beyond Fig. 1.—Two general views of the Green engine on its test bench. Copyright. at least put in a genuine claim for originality on behalf of the British manufacturers of motors that are used for aviation. Even in the case of the very successful Green engine that retains the orthodox characteristic of possess ing four vertical cylinders, the design of detail is altogether out of the ordinary ; indeed, for an engine of this type it is surprising to find how much there is that differs from accepted practice as represented by the design of other engines of the same type that had become standardised, so to speak, in connection with the automobile. Like every other manufacturer of motors for aeroplanes and dirigibles, Mr. Green has made low weight per unit of power an important factor in design, but he has not made it the ruling factor, nor has he allowed the quality of lightness to jeopardise strength or reliability. Reduction in weight he has considered to be properly within the realm of design rather than mere ingenuity. The Green engine is an internal-combustion motor that operates on the four-stroke cycle and possesses all the parts and accessory fittings that are commonly to be found in modern motor car engines; the only difference is that these same parts are quite frequently dissimilar to those used on a car engine and more often than not are to be found in a different position. The valves, for instance, are upright in the top of the cylinders and the cam-shaft that operates them lies over head. The water-jackets are made of copper and are only rigidly fastened to the cylinders at the top, the object of this 186 its upper dead centre by the time that the piston is at the upper end of its stroke and is receiving the full force of the explosion. Although these are perhaps the most striking features of the Green engine, many of the more " Flight " Copyright. Fig. 2.—The Green cylinder, showing the copper water- jacket separately. Alongside, on the right, is a piston with its connecting-rod. minute details are equally interesting, and should certainly be understood by anyone who is "going in " for aviation seriously and contemplates taking more than a mere superficial concern in the details of his machine. These
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