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Aviation History
1914
1914 - 0936.PDF
I £"• IQHTJ SEPTEMBER JI, 1914. THE 600 H.P. SALMSON AEROPLANE ENGINE. AN ENGINE FOR THE AEROPLANE OF THE NEAR FUTURE. THERE are few people who take a real live interest in cooled, although of a new type, differ little in their design aviation who have not at some time or other endeavoured from the usual Salmson practice, so far as their arrange- to mentally depict the aeroplane of the future. But ment, internal construction, and the materials employed whatever room there may be for speculation as to the lines are concerned ; ball-bearings are fitted throughout, the upon which aeroplane design will progress, and the size connecting rods are attached to the crank-pin by a special which will be ultimately attained, there cannot be any planetary gear, as in previous models, and the gas is doubt that large and proportionately powerful engines taken through a mixing chamber on the end of the crank- Fig. 1.—The new 300 b.p. Salmson aeroplane engine (type OD9), which forms one-half of the 600 h.p. power unit. will be required for their propulsion. Remembering, too, that in a period of less than four years the output of the power plant of aeroplanes has been in many cases more than quadrupled, and that advancement in both the practice and the theory of aeronautics is now more rapid than formerly, it is equally certain that such engines will be necessary in the not far distant future. case. Two carburettors are provided, and the whole of the ignition apparatus is in duplicate so as to ensure that the engine will continue to work in the event of one ignition set failing. But it will be observed that the valves are now located at the side of the engine instead of, as formerly, in the head of the cylinder; while the special springs that were used for closing the valves have been replaced by others of the more conventional form. The proposed arrangement for driving the propellers is shown in Figs. 2 and 3. The drive is taken through the gear-box, by two cross-shafts to the propeller-shafts Fig. 2.—An elevation of the 600 h.p. Dudbridge Iron- works-Salmson power unit. A—Main petrol tank ; B— Petrol pump to engine supply tank; C—Oil reservoir; D—Engine petrol tank; E—Silencer; R—Radiator. Hence, it is probable that the latest production of the Dudbridge Ironworks, Ltd.—the 600 h.p. power unit— will attract very keen interest. From the accompanying illustrations it will be seen that it consists of two 9-cylinder Salmson engines of 300 h.p., bolted at the ends of a gear-box, G. The engines, which are water- Fig. 3.—A plan of the 600 h.p. Dudbridge Ironworks-Salmson power unit, showing the arrangement of the transmission and the special nacelles for carrying the propellers. C—Oil reservoir; E—Silencer; G—Gearbox; R—Radiators and propellers. Both ends of each cross-shaft are pro vided with special elastic couplings, so as to permit of free relative movement of the engine and propeller nacelle due to the flexure of the aeroplane, as well as to compensate for any slight disalignment of the shafting 936
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