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Aviation History
1910
1910 - 0629.PDF
"Clement-Bayard" Out for an Hour. ON Monday last the Clement-Bayard airship was taken from its shed at Lamotte Breuil and cruised for an hour in the vicinity afterwards returning to its shed without any untoward incident. German Legislation Against Aviators. A CODE of regulations has been drawn up by the Government of the Province of Bradenburg, imposing a scale of fines for the offence of flying over towns and villages. The fines range up to £3, and in default of payment the flying machine becomes liable to distraint. The edict, however, does not apply to dirigibles. In the proposed cross-country race from Frankfort to Mannheim, any competitor flying above the towns of Frankfort, Hochet, Wiesbaden, Mainz, Worms, or Mannheim, becomes liable to a fine of £5. and competitors have also to sign a declaration that they undertake all responsibility for any damage to property during their flight. German Aerial Manoeuvres. AFTER a delay of ten days, due to the unfavourable weather, the German aerial manoeuvres commenced on the 27th ult. at Metz when " Zeppelin I," " Parseval I," and " Gross II " cruised above the city for some time. The tests were also continued on the two following days. In order to assist in the carrying out cf evolutions at night, pawerful searchlights have been fixed at the top of the airship sheds. Adventures with "Parseval VI." AT midnight on Saturday " Parseval VI " left Bitterfeld for a voyage to Munich, but owing to the propeller requiring adjustment a descent was made at Lobtaerdt. This was repaired, and the vessel made a fresh start, but she was overtaken by a storm at Goldkronach, near Bayredith, and another descent had to be made. After the envelope had b;en replenished with gas, the journey was continued when the storm had passed. " Gross III " Sails to Gotha. RISING from the Tegel parade ground at eleven o'clock, on Wednesday evening of last week, the German Army airship- " Gross III" cruised over to Gotha, which was reached at 6.50 the following morning. The journey, via Nuremburg, Weimar and Erfurt, was of 170 miles. Before descending, the airship made a wide detour to Eisenbach. It had been intended that the vessel should return to Berlin on the Friday, but in view of the tem pestuous weather she remained in dock. On Saturday evening, however, at nine o'clock, a start was made, and Berlin safely reached at half-past three the next morning. After cruising about the city it was returned to its shed. THE MILLER AEROPLANE ENGINE. A NEW air-cooled, semi-radial, stationary engine for aeroplanes is now available for aviators in this country, the rights of the Italian built Miller engine having been acquired by Mr. Lawrence Santoni, who has also, as our readers are aware, secured the exclusive agency of the very successful Tellier monoplane. The Miller engine represents an uncommon type, inasmuch as its four cylinders are arranged radially above the axis of the crank-shaft, which consti tutes what we have for convenience termed the semi-radial type of engine. Hitherto this form of motor has commonly been limited to three cylinders, for in those cases where there have been more than three cylinders the arrangement adopted has commonly been the V formation. In the Miller engine lightness has been secured by this radial arrangement, owing to the economy in crank-chamber and crank-shaft metal that results therefrom. There is only one crank, and all four connecting-rods are hinged thereto. One of these is attached in the usual way by a big-end bearing, while the others are each independently hinged to a kind of flange situated alongside the big-end of the first connecting-rod. This system is similar in principle to that adopted in the Gnome engine. The cylinders are air-cooled, and are spaced 500 apart, and the firing order is 1,3, 2, 4. This gives a sequence of firing intervals in degrees of o, 100, 310, 100, 210, o, which compared with the common sequence in a four-cylinder V engine, which is as follows:—o, 90, 270, 90, 270, offers an interesting comparison. The valves are all in the cylinder-heads, the inlet being atmos pherically operated and the exhaust controlled by overhead rock- levers and radial push-rods from a series of cams. The weight of the Miller engine is, we understand, 154 lbs. It is rated at 30-40-h.p., and on test has developed 30-h.p. at 800 r.p.rn. on a consumption of 71 pint of petrol per horse-power per hour- Forced feed lubrication in conjunction with splash lubrication is Section of the Miller engine for aeroplanes, showing the arrangement of the connecting-rods. used, and the Miller engines are provided with magnetos and float- feed spray-jet carburettors. Views of the Miller engine for aeroplanes, showing the arrangement of the carburettor and radial induction-pipes, 627
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