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Aviation History
1913
1913 - 0668.PDF
j/yeflr] design in that they are not fitted with caps, but have a narrow band for holding the two halves of the bush together. The crank-shaft, which is of steel, has four throws, each crank-pin taking the big-end bearings of two connecting-rods from cylinders on opposite sides of the crank-case. Bolted on to the front end of the crank-case is a steel plate with two transverse arms bolted to the engine frame, which, as the accom panying photos show, in this particular case is specially built for hydro-aeroplane purposes, in order to have the propeller- shaft above the engine, A ball-thrust bearing takes the thrust of the propeller when the latter is mounted directly on the crank-shaft, but in this engine, which is arranged to drive the propeller by means of a chain, a ball-journal bearing is fitted on the crank-shaft while a thrust washer and journal bearing are provided for the propeller shaft. A chain adjustment rod which has forked ends fitted to the ball bearings connects the two shafts. In this engine One of the valve-domes. JUNE 28, 1913. out of one piece of steel and ground all over. Two car burettors are fitted, each supplying its row of cylinders through a four-branched induction pipe. The lubrication is positive throughout. An oil sump of tubular form is suspended from the bottom of the crank- case on four lugs, and a spur gear-driven pump situated well below the oil level in the sump delivers oil to the main bearings. The crank-shaft and crank-pins are hollow, and small tubes of slightly smaller dia meter and expanded at the ends are pro vided, forming annular spaces which serve as oil leads. The lubricating oil passes through the main bearings to the annular spaces in the shaft, and thence to the spaces in the crank-pins. From the big- end bearings it travels up the oil channel in the web of the connecting-rod to the gudgeon-pin. From here it runs down inside the piston on to cylinder walls. Spun copper water-jackets are used, and the method of securing them to the cylinder is by silver soldering. Each jacket has its short length of water pipe joined to the pipe of the adjacent cylinder by the simple rubber- ring joint shown in one of our sketches. The engine, which weighs 375 lbs., develops 100 h.p. at 1,300 r.p.m., which is its normal speed, but we under- Top of a cylinder with valve-domes, rockers and tappet-rods. Sketch showing rubber ring joint in water-pipe. the flywheel is mounted on the forward extension of the crank-shaft, but provision is made for mounting it on the rear extension behind the gear case if desired. The gear case is made of aluminium and embraces all the gear wheels driving cam-shaft, oil and water pumps and magneto. The magneto is bolted to the cam-shaft casing—a phosphor- bronze casting mounted on top of the crank-case between the two rows of cylinders. The cam-shaft is machined Pickles at Brighton. THE huge crowds on the Brighton and Hove promenade on Saturday afternoon had an excellent opportunity of seeing a flight which they will not quickly forget. Sydney Pickles came over from Shoreham and supplied one of his Hendon spirals, much to the delight or fear of the many onlookers. He executed his " stunt " between the two piers, commencing the spiral at probably over 2,000 ft. He came down to almost 20 ft. of the sea, and then made over the West Pier back to Shoreham, climbing practically all the way. He was on the 45 h.p. Caudron doing his tests for the superior brevet, and returned to Hendon in time to take his place in the races. stand that a considerably higher horse-power has been- obtained at an increased number of revolutions. This engine is the first to be delivered of a batch now going through the Armstrong-Whitworth works, and needless to say the workmanship is excellent throughout. All parts are subject to severe tests before being assembled,, and should the slightest defect be apparent the part is immediately rejected. ® ® ® ® To Eastchurch on a Caudron. A VERY fine trip from Hendon to Eastchurch and back was made by Mr. Sydney Pickles on the British-built Caudron, which is fitted with a 45 h.p. 6-cyl. Anzani engine, on Thursday last week. Leaving Hendon soon after midday in a high wind he had a fast trip to Eastchurch, where he landed by a spiral into the naval grounds. After a demonstration flight, Mr. Pickles went over to the Isle of Grain to see about the engine for the Caudron hydro aeroplane belonging to the Naval wing of the Royal Flying Corps, and then returned to Eastchurch for tea. He left for London at 6 p.m., and reached Hendon at 7.50, arriving at a height of about 6,000 ft. 6CM
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