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Aviation History
1913
1913 - 0613.PDF
Flight, Jane 14, 1913. First Aero Weekly in the World. Founder and Editor: STANLEY SPOONER. A Journal devoted to the Interest*, Practice, and Progress of Aeriat Locomotion and Transport. OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM. No. 233. (No. 24, Vol. V.)] JUNE 14, 1913. [-Registerad at the G.P.O.T TWyaklT. Prioe 8d. L as a Newspaper. J l Port Irtt, 8H. FMgfint. Editorial Ofice: 44, ST. MARTIN'S LANE, LONDON, W.C. Telegrams: Truditur, Westrand, London. Telephone: Gerrard 1828. Annual Subscription Rates, Post Free. United Kingdom ... 15*. od. Abroad ... aor. od. CONTENTS. » Editorial Comment: Prize for British Engines A Reminiscence of the Wrights The Round Britain Flight Men of Moment in the World of Flight: Mr. G. M. Dyott .. The British-built Breguet Biplane (with scale drawings, &e.) Aeroplane Engine Competition Flying at Hcndon Royal Aero Club. Official Notices From the British Flying Grounds Armchair Reflections. By The Dreamer The Wright Brothers—A Bit of History The Avion Floats Aviation in the British Army ... British Notes of the Week ... Foreign Aviation News Models. Edited by V. E. Johnson, M.A Model Clubs, &c Correspondence pact • 635 . 636 . 636 • 637 640 • 644 . 645 . 646 • 647 • 650 ,. 6Si .. 653 .. 653 .. 656 .. 657 .. 659 .. 661 .. 663 l£lLDITORIAL COMMENT. The anticipated communique on the sub- Bkiti h Ject °^ l^e Prom'sed naval and military Engines aeroplane engine competition is to hand, and is published in extenso elsewhere. It provides for a prize of ^5,000 in respect to the "best " motor, and definitely promises orders aggregating ^40,000 to entrant of that and other satisfactory engines. We assume, although it is not stated, that these orders will be given up to the full amount at the same time that the first prize itself is awarded. As the orders are infinitely more important than the prize, any other pro cedure would obviously be improper. Those who intend to enter for this event have a clear seven months in which to get ready, for the competition is dated to commence on the 1st of February next year. The event is solely for British-built engines, and the memorandum specifically states that this shall apply inclusively to the entire apparatus submitted. Competitors would be well advised, therefore, to protect themselves in respect to any purchased articles that they incorporate in their designs, by written guarantees of their British origin. The requirements to be fulfilled are brief and to the point. Apart from the question of origin, the most inter esting and most important items are thai the horse-powei must not be less than 90 nor more than 200, thai the number of cylinders must exceed four, and that the gross weight per horse-power, inclusive of fuel and oil for six hours, must not exceed 11 lbs. In the gross weight even thing is included except the tank for the petrol and the feed pipe to the carburettor. In the Military Aeroplane Trials of last year, there was only one engine, the 120-h.p. Austro-Daimler, that was commonly accepted as developing a power greater minimum specified for this comjietition. most powerful engine employed in those the ioo-h.p. Gnome, which is ordinarily as giving 80 effective h.p. The Austro- 9 gallons of petrol per hour, which, was developing its rated output than the The next trials was reckoned Daimler consumed assuming that it and that the spirit was 072 specific gravity, is equivalent to a fuel consumption of 0*54 lb. per h.p. per hour. That is to say, for 6 hours the fuel required would be 2,\ lbs. per h.p. The oil consumption of this engine was exceedingly low, amounting to less than half a gallon an hour. The ioo-h.p. Gnome engines in the Military Aeroplane Trials demonstrated a mean consumption of 87 gallons of petrol per hour, and 1 "a gallon of lubricating oil per hour. On the basis of 80-h.p. effective, they consumed 078 lb. of fuel per h.p. per hour, and so would require 47 lbs. of petrol per h.p. for a six hours' run. Added to this is the weight of the oil, amounting to about 1*3 lb. per h.p. for a six hours' run. The combined weight of the fuel and oil is thus in the order of 6 lbs. per h.p. for 6 hours' run, thus leaving a balance of 5 lbs. per h.p. for the weight of the engine and its accessories that must not be exceeded under the terms of the forthcoming competition. Several " desirable attributes " are enumerated in the notice to competitors, and if we eliminate the two first mentioned—light total weight and economy of consump tion—as being arbitrarily limited by the requirements to be fulfilled, we find that the most important desirable attribute, judged by its position in the list, is absence of vibration. J ust how important this matter is seems not to have been fully appreciated even by some of those who have hitherto had a more or less direct connection with aero plane engine construction. The full significance of the fact that so many aeroplane pilots have, so to speak,
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