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Aviation History
1910
1910 - 0906.PDF
WT NOVEMBER 5, iyio. of interest. Despite its power and size its total weight complete is only 75 kilogs. The four steel cylinders have aluminium water jackets, and aie bolted to an armoured frame of aluminium, the crank-case pioper being pro minent by its absence. The crank-shaft and its attach ments work in the open air. Lubrication is gravity-fed, the big-ends receiving oil through the hollow crank-shaft. Two carburettors are employed, each supplying a pair of cylinders. The valvts are mechanically operated and on the cylinder-head. Most vertical aeroplane motors follow ordinary car practice in all essential details. Makers have discovered that the striving after strange effects is not always attended by success. Abnormal appearance is frequently accom panied by abnormal results, not always of the encourag ing type. In the beginning of any industry there are always many whose strangely-warped brains produce weird and complicated machines, warranted to do anything save the work required of them ; but hardly any scientific movement has so rapidly killed its freaks and discouraged its insane followers as aviation. That deadly "let me see it work " is unkind, but curiously effective. And so to-day there is little of the mysterious and marvellous to be seen on show. The biggest show of engines in the Salon is to be seen on the Clement-Bayard stand, where no less han eight appear apart from those fitted to 'he Demoiselle monoplanes. The powers range from 30-h.p. to 220-h.p. All save one horizontal opposed (30-h.p. two- 100-b.p. 8-cyl. Dutheil-Chalmers motor for dirigibles at Flight Salon. cylinder), are oj the normal vertical type. The most commonly employi d in aviation, apart from the small type just mentioned, is the 40-h.p. four-cylinder monobloc. This in no way departs from car practice save as to lightness. As in all the engines, a fly-wheel is fitted, and in some cases a clutch. There are shown in four cylinders of similar design a 7o-h.p., a 105-h.p., 130-h.p., and a 220-h.p., and in six cylinders, one of 180-h.p. and another or 200-h.p. Naturally, all those of above 70-h.p. are intended for 4-cyl. horizontal 50-70-h.p. Oerlikon-Zurich motor, weighing 75 kilogs„ at Paris Flight Salon. dirigible work, and the Clement-Bayard airship, recently pur chased by the British Government, has two of the 130-h.p. type, t Messrs. Gobron have given up their original cruciform eight- cylinder aviation motor, and now build a four-cylinder of similar design to their car engine. They claim that the Gobron system 01 two pistons working in each cylinder gives most excellent balance and smoothness of rotation to the engine. Panhards have several aeroplane and dirigible motors displayed, among them being the new six- cylinder 50-h.p , used recently on the Tellier mono plane. As might be expected the work is dis tinguished by the perfection of finish of every detail. As on the majority of the Panhard cars the cylinders are turned out singly but with deposited copper water-jackets and overhead valves, the inlet and exhaust valves being separately operated from opposite sid< s of the engine. Gregoire-Gyp, in deference, I imagine, to public opinion, have produced a normal type of motor in addition to their "type inverse." They claim, how ever, that not only is the lubrication more perfect in action in the latter type of engine than in any other vertical motor, but that owing to the position of the cylinders, monoplane pilots have a much freer view in front. For general neatness of design and careful finish the Gregoire-Gyp certainly stand high. The Clerget vertical four-cylinder motor, which has proved so' successful in the Hanriot monoplane, appears without change. The Austrian section of the Mercedes Company exhibit a four-cylinder 35-h.p. motor of conventional type, which is remarkably light, even after the radiator and necessary water has been added. A new vertical motor of some popularity is the Chenu, which is fitted by the Soci&e Astra to their biplane. M. Weisz shows an engine of strange appearance, in which the four pistons are bolted to a steel base, the cylinders moving up and down the pistons. The connecting-rods are attached to the cylinder heads, and the crank-shaft is fitted overhead and works in the open. Both the inlet and exhaust valves are in the head of the piston, and operated from a cam-shaft driven by helical gearing from the crank shaft. Ignition is by Bosch magneto, and connection is made Paris with the moving cylinders through flexible steel tapes. 2-cyl. 30-h.p. Clement motor, weighing 50 kilogs. The 30-h.p. 2-cyL Coudert motor at Paris Flight Salo 904
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