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Aviation History
1910
1910 - 0903.PDF
NOVEMBER 5, 1910. AERIAL MOTORS AT THE SALON. By OISEAU. IT is difficult to speak of any noticeable tendency of design in the engines on show. Each particular type has its adherents who are apparently not in the least discouraged by the extraordinary success 7-cyl. 65-h.p. Verdet rotary motor, weight 85 kilogs,, at Paris Flight Salon. of any other type. Freakish designs show a slight increase, but not under th'e aegis of any serious manufacturer. Makers appear to realise at last the absolute necessity of the most perfect finish possible in the construction of motors. Weight has become of less importance, and one sees in the ^how many engines which during the latter part of the year have had considerable success, due mainly to the greater strength of construction gained by a slight increase of weight. Force-feed lubrication of some kind is practically universal, except in rotary motors. Messrs. Seguin this year show three models of the Gnome rotary motor—one new 50-h.p. 7-cyl. type, having mechanically-operated valves and external induction pipes, and of the old type a 50 h.p. 7-cyl. and a 100-h.p. 14-cyl. All three are too well known to need description here, especially as no change of any importance has taken place. Messrs. Bajard and Monier show the Verdet 7-cyl. rotary engine of 65-h.p. This motor only arrived in the Show on Monday morning, but has already attracted considerable attention, owing to the extraordinarily cart ful manner in which it has been designed and finished. As on the Gnome, both the crank-case and the cylinders are of steel, the latter having on them very deeply-cut radiating fine. Two inlet-valves and two exhaust-valves are fitted in each cylinder-head, and are actnated by two rocker arms anH rods, con trolled by a revolving cam-plate on the crank-shaft. It is noticeable that the valve springs are extremely light, centrifugal force evidently being relied on to return them to their seating. A Longuemare carburettor, placed at the end of the hollow crank-shaft, provides the mixture, which is distributed to the cylinders through seven induction-pi pes placed in front of the cylinders, a wrong position surely, as the draught induced by the propeller will certainly keep the pipes a little too cold. The U.H. magneto used is of very small dimensions. The entire weight of the engine is only 85 kilogs. As shown, the engine is incomplete. Another excellent rotary motor of the Gnome type is the Rossel- Peugeot, also of seven cylinders. The power is 50-h.p. at 1,100 revs., and the weight 71 kilogs. The construction, as in the former engines, is entirely of steel. A single rocker-arm, hinged to a rod driven from a grooved cam-plate of ingenious design fixed on the crank-shaft, actuates both valves, which are in the cylinder- head. A carburettor of their own design supplies gas to the cylinders through induction pipes placed at the back. Lubrication is by pump and centrifugal force. The Bosch magneto is used driven direct from the crank-shaft. On the same stand and made by the same firm is exhibited a 25-30-h.p. 2-cyl. two-stroke rotary, termed the " Aeroturbine, manufactured under licence from Farcot d'Albarel. The same con struction is employed as in the other type, save, of course, for the alteration of design. The weight is 35 kilogs., and the normal number of revolutions 1,200. The 60 h.p. Filtz rotary motor is of six cylinders (130 mm. bore x no mm. stroke), a somewhat unusual number. The crank- case is of steel, but the cylinders of cast iron, and no visible means is shown of assisting to withstand the strain set up by centrifugal force. The combustion-chamber has pockets projecting in the front of the motor, in which the mechanically-operated valves operate as in ordinary car practice. The sparking plugs are placed between the valves, pointing inwards towards the crank-case. A Fills carburettor is placed at the end of the hollow crank-shaft, and the gas goes to the cylinders through induction-pipes passing between the cylinders to the inlet-valve in front. A Mea magneto is fitted. The weight is 91 kilogs. The 8-cyl. 45-h.p. Beck rotary motor is extremely difficult to describe with any clearness. The cylinders are in four cast-iron sections, curved round the circumference of the engine in pairs. In each casting are two pistons, with a combustion-chamber at either end of the cylinder. Between the pistons are slots in the cylinder- walls, through which the connecting-rods oscillate. The crank shaft is in the normal position. The valves are mechanically operated, a U H. magneto is fitted, and 45-h.p. is developed at 1,000 revolutions. The bore and stroke are 100 mm. x 140 mm. The weight is 145 kilogs. Previous descriptions of the Heck appeared in FLIGHT of November 13th, 1909. M. P. Ligez shows a 3-cyl. rotary engine, but the propeller is driven in the opposite direction, thus, according to the maker, overcoming any gyroscopic effects. The motor rotates at 400 revs, a minute, and the propeller at 900. The crank-case i-< of aluminium, and the cylinders of cast iron. The valves are mechanically operated. A G. and A. carburettor and a Simms magneto are fitted. On the Sigma stand a 2-cyl. rotary is shown developing 35-h.p. at 1,140revs. From the cylinder-heads spring the propeller-blades, thus combining in one both engine and propeller. The cylinders are of cast iron, and are fixed to an aluminium crank-case. The valves are rotary driven by a rotating sbift from a bevel-gearing on the crank shaft. A Mea magneto, now so popular, is fitted. As might be expected one or two new radial or semi-radiali air-cooled motors appear at the Pat is Show. Generally spj iking. 8-cyl. 45-h.p. rotary Beck motor at Paris Flight Salon. 901 C 2
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