FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1914
1914 - 0446.PDF
I/O OHT APRIL 25, 1914. W W g O w •irveqxg than is indicated by mere in crease in speed. Lastly, the third alternative mentioned has the great advantage that the torque variation is re duced, and in carrying it into effect, either the vee or the radial type may be chosen, both of which bring with them a lower weight per h.p. and occupy the minimum of space, while for either the two or the four stroke cycle they utilise the material to a greater extent—the advan tage in this respect being with the radial type of engine. To increase the number of cylinders and retain the vertical arrangement would appear to have such dis advantages, notably in regard to the length of space occu pied, and the possibility of the presence of torsional oscillation in the crankshaft, as to prohibit this method from being adopted in order to increase the power. Hence we see that the powerful engine of the future—say, all engines above 150 h.p.— will in all probability have the cylinders arranged ex clusively in either the vee or the radial fashion. As regards the water-cooled and the fixed types of engine. it is not surprising to find that most engines entered are of these types, 14 being water - cooled and 8 air- cooled, while 17 have fixed and 5 have rotating cylin ders. Steel is the most ex tensively employed material for the cylinders, as only in three makes of engine—the Anzani, the Beardmore Austro-Daimler and the Sunbeam—is cast-iron em ployed. This, to some extent, is the reason why overhead valves have been so largely fitted, although this arrangement also reduces the weight of the engine, and gives a better shape of com bustion chamber. Some form of pump lubrication is uni versally employed, and on practically all engines means are provided for facilitating the starting of the engine, such as is afforded by an electrical easy-starting device or a compressed-air self- starter, while many of the engines have two-point igni tion. The engines enumerated in our table differ slightly from the list of engines notified officially as actually delivered at the R.A.I'. For example, a 200 h.p. Isaacson water-cooled and a 90 and a 120 h.p. air-cooled engine are stated to have been delivered, whereas the Isaacson Radial Engine Co. have informed us that they only intended submitting for test 95-100 and 190-200 rotary air-cooled engines as specified in the above table. The ho^epower quoted for the various engines are those which can be developed for prolonged periods and all can carry an over load, sometimes amounting to as much as 15 per cent, for shorter periods. The majority of these engines have been fully described and illustrated quite recently in FLIGHT, and hence they are sufficiently familiar to our readers as to render it unnecessary to do more than R.&P.R . < R.&P.R . R.&P.R . Pisto n Aut o R.&P.R . R.&P.R . R.&P.R . Mech . Mech . &P.R . osos CUO*' 0S0S OS OS OS ~ — £-' Su « oS os oS OS. OSOS OS oS _ II II H O"">oooo a tJ 0SOfc£ N00 B\ O ~ N N N « re«r to the dates upon which full particulars respecting them have appeared, viz. :— Dates. 5th July, 1913, 24th Jan., 1914 14th and 21st Mar., 1914 24th Jan., 14th and 21st Mar., 1914 21st Feb., 28th Mar., 1914 14th Feb., 14th and 28th Mar., 1914 14th and 21st Mar., 1914 21st and 28th Mar., 1914 14th and 28th Mar., 1914 14th and 28th Mar., 1914 Maker. Anzani Argyll Beardmore Austro-Daimler Dud bridge Ironworks Gnome Green Isaacson Sunbeam ... 446 Wolseley As regards the other engines : The engine entered by the Hart Engine Co., of Leeds, is
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
