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Aviation History
1911
1911 - 0257.PDF
70-h.p. are 130 mm. bore and 160 mm. stroke, weight 330 lbs., and normal revolutions 1,100. The weights given above include magneto, carburettor, water and oil-pump, and all pipe work. The speeds quoted are not intended to represent the maximum, the makers claiming that the engines can be safely run at far higher speeds. The cross-sectional drawing represents the 70-h.p. motor, type C, in elevation. It is of the 4-cyl. vertical type, and develops 65-h.p. at 1,100 r.p.m., and will turn at 1,050 r.p.m. a screw of 3 • 7 metres diameter and 1-75 metres pitch. The weight is 150 kilogs. In working order, with radiator and water, the weight is 190 kilogs. A consumption of 250 grammes of petrol and 45 grammes of lubricating oil per horse-power hour is guaranteed. The inlet-valves and exhaust-valves are con centric, that is to say, the inlet-valve is mounted in the exhaust-valve and takes its seat upon the latter. A 6-cyl. dirigible engine of the same general description as the 4-cyl. flight engine illustrated by the drawing is also constructed. It has an aluminium base-chamber in two pieces, so arranged as to permit the lower half to be removed. Lubrication is effected on the same pressure system, but the oil-ways are cored in the crank-chamber. The weight of the motor alone is 225 kilogs. E.N.V. (THE E.N.V. MOTOR SYNDICATE, LTD.).—Though not directly represented at the Show, these engines are to be found on several machines exhibited there and are deserving of mention in view of the undoubted success scored by them during the past twelve months. They are made in three types, the 35-h.p., the 60-h.p. and the 100-h.p. Below we give a brief description of their characteristic features. The 35-h.p. has eight cylinders with a bore and stroke of 85 mm. by 90 mm., arranged in V form, at an angle of 90°, which are attached to a crank-case of aluminium cast in one piece to ensure rigidity. The crank-shaft is supported on six ball bearings with double thrust at one end, to take the pull or push of the propeller when fitted direct to the shaft. The cylinders are of cast iron, machined inside and out, and have electrically-deposited water-jackets. The valves are made of a special material to prevent pitting. The single cam-shaft operating all valves is machined out of the solid, and is carried on ball bearings at each end with two inter mediate plain bearings. High-tension magneto ignition is fitted as standard. Lubrication is pressure-fed by a force- pump, which is actuated by an eccentric on the crank-shaft. The carburettor is of the Zenith type. The weight is 166 lbs., including all accessories with the exception of the radiator. The 60-h.p. only differs from the 35-h.p. in the dimensions of its bore and stroke, which are 105 mm. by no mm., and, of course, the weight, which is 310 lbs., with accessories, and in the fact that a White and Poppe carburettor is fitted. The 100-h.p. E.N.V. has a bore and stroke of 130 mm. by 150 mm. and weighs 525 lbs. approximately. The valves are of the overhead type, actuated by pull rods. The ignition is by two entirely different systems, magneto and coil. In other respects the description of the 60-h.p. E.N.V. applies to the 100-h.p. The Gnome (STAND 47).—These famous engines may be seen on the machines exhibited by the British and Colonial Aeroplane Company, who are the sole British agents. There are two well-known types of this engine, the 50-h.p. and the 100-h.p., the former having seven cylinders arranged radially round the crank-chamber in one vertical plane and the latter having fourteen cylinders arranged in the same manner in two planes. There is also a 70-h.p. Gnome rotary engine fitted to the Bleriot two-seater, which, is, so far as we are aware, a new comer to this country. These engines are, of course, too well known to need any but the briefest reference, and we will therefore confine ourselves to the following few remarks. The special feature of the Gnome engines is, of course, that the crank-shaft remains stationary whilst the cylinders themselves revolve. All cylinders are machined from solid steel, in fact, nothing but steel is used throughout, and most of the metal is forged nickel steel. No castings whatever are employed and aluminium does not enter into their construction in any shape or form. The inlet valves are situated in the piston-heads and are neat and compact valves of the mushroom type, balanced against centrifugal force by small counterweights and normally held on their seats by flat steel springs. The entire valve and its cage can be very readily removed. The bore and stroke of the 50-h.p. and 100-h.p. rotary motors are no mm. by 120 mm. and the normal revolutions 1,200. The 50-h.p. 7-cyl. engine has a stated weight of 167 lbs., while the 100-h.p. 14-cyl., which, in principle, consists of two 50-h.p. motors coupled together, but with the valve mechanism all transferred to one end, has a stated weight of 220 lbs. Green (GREEN'S MOTOR PAT. SYN., LTD.) (STAND 31).— These engines are made in two types, the 30-35-h.p. and the 50-60-h.p. Both are 4-cyl, vertical engines with the cylinders mounted separately. The engines are practically the same as at the last Olympia Show, the improvements and innovations being in minor details, such as slightly heavier valve stems, larger oil pumps, &c. An innovation in the case of the larger engines, which Messrs. Green fit to order, is that of auxiliary exhaust-ports, by which a greatly increased power may be obtained ; the 50-60-h.p. model, for instance, has developed as much as 85-h.p. These engines, as our readers are aware, have many notable achievements to their credit, for they hold the British record both for distance and endurance, have won the British Michelin Cup twice, and the longest flight ever made in Great Britain was accomplished with the aid of one of these engines. N.E.C. (NEW ENGINE (MOTOR) CO.) (STAND 65).—The new 50-h.p. two-stroke N.E.C. engine is exhibited by this firm. It will be remembered by readers of FLIGHT that it was with an engine of this type that Mr. Alec Ogilvie performed so creditably in his attempt to win the British j Michelin Cup. Two views of the Green engine. 259
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