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Aviation History
1910
1910 - 0887.PDF
OCTO BKR 29, igiO. 8-cyl. 200-h.p. Clerget motor for aeroplanes at Paris Flight Salon. make flight possible. In England, slightly backward though she may he at the moment, Henson and Stringfellow, and Sir George Cayley, had several decades back all grappled with the problem, leaving behind them a quantity of valuable theoretical material. And so until the last few years many attempts were made, and without success, the failure being in every case due to the non-existence of an efficient light and powerful engine. The production a quarter of a century ago of the internal-combustion engine, and the vast improvements made in its design during recent years, have at last made it possible to produce the successful flying machine. In the few years during which actual flights have been made, we have evolved a series of more or less conventional types of aeroplanes. Previous theory and recent practice has helped that evolution. In engine power rests the key to success, and, therefore, it goes without saying that by far the most interesting feature of the Salon are the engines displayed. Curiously to-day it is the engine far more than the aeroplane that stands in need of great improvement. New con ditions have provided new problems. Engines must be light and powerful, and yet be able to stand the strain of running at full load for many hours at a stretch. They must at the same time withstand vibration and a continual alteration of position, unheard of under land conditions. The two principal difficulties at the moment are the provision of an effective cooling apparatus, and of a perfect lubricating system. The deadening of vibration and the perfection of carburation both come a little after these. " The conventional vertical type common in motor car practice U 35-h.p. 3-cyl. rotary Ligez motor at the Paris Flight Salon. Weight 70 kilogs. fu&m Broc aviation motor, which has neither valves of the ordinary poppet type nor slide valves, at Paris Flight Salon. still slightly in the majority—one maker, Gobron-Brillie, having returned to it. All these motors are water cooled, though the types of water jackets alter greatly, some being of cast iron, as the Chenu and the Broc. Most, however, are of copper, either electrolytically deposited or riveted on. In most details they follow car practice, one exception being that of Weisz with fixed pistons over which the cylinders move. One valveless engine appears—the Broc, a photo graph of which is seen above. No less than four makers construct rotary motors, induced to do so no doubt by the exceptional success of the Gnome during the past year. Such motors need the greatest care, both in design and in building. The successful conveying of the petrol vapour to the cylinder heads without leakage and consequent weakening of the mixture is one of the chief difficulties of this type, and is overcome in various different ways. The new Gnome has mechanically- operated inlet-valves in place of the former system, and seven induction pipes are added behind the cylinders. The new Rossel- Peugeot motor, like the original Gnome, has seven cylinders. The number of cylinders varies considerably in the engines shown, ranging from fourteen on the 100-h.p. Gnome and ten on the Canda to three on the Ligez. Amongst engines of V type, one new engine appears, the 200-h.p. 8-cyl. Clerget, and that, too, the most powerful motor yet built, intended for aeroplanes. The opposed cylinder system seems to be of some popularity, no less than three new types appearing for the first time. E.N.V. belie their name by producing a four-cylinder opposed engine of 30-h.p. 3-cyl. rotary Lavlator motor at the Paris Flight Salon. 885
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