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Aviation History
1915
1915 - 0652.PDF
[/yGHT] forces oil under high pressure to every bearing through the crankshaft, connecting rods, and camshaft, whilst the two other pumps draw off the supply of oil from the crankcase—there being no splash system, the latter is thus kept drained. For ignition two magnetos are em ployed, driven off the camshaft gear, each cylinder having two spark plugs. Several modifications have been made in the latest 160 h.p. model " V2 " Curtiss engine. For instance, each cylinder has one inlet and one exhaust valve instead of two, and these are placed side by side in the head parallel SEPTEMBER 3, 1915. be seen from Fig. 5, that the method of holding down the cylinders on to the crankcase is also different. The long through-bolts are discarded, and instead each cylin der is bolted to the crankcase by twelve studs passing through a flange formed at the base of the cylinder. The cylinders, having a thickness of |--in., are of nickel steel, whilst the pistons are of aluminium alloy. The cylinder heads are reinforced by a -,-in. plate above the head, leaving half an inch of water space in between. The plate is connected to the head by bosses, welded between them, which receive the spark plugs, valves, and rocker- Fig. 5.—The latest 160 h.p., model V2, Curtiss motor, side and end views. to the crankshaft so that all the valves are operated by rocker arms of the same size, and by a separate push-rod. Since it is intended that this new model V2 should run at no more than 1,300 r.p.m., it has been found that the single valves are ample for this speed. The usual helical springs are employed for the inlet valves, but for the exhaust valves springs as used on the Salmson engines, similar to the spring of a rat-trap, are fitted. This type of spring can be kept away from the heat of the exhaust pipe, and in consequence has a much longer life. It will ® ® The Death of Capt. Mapplebeck. IT is with very great regret that we have to record (he fdtal accident to Capt. G. W. Mapplebeck, D.S.O., which occurred on the 24th ulc. at Joyce Green, Daitford, when landing after a flight on a Morane monoplane. Capt. Mapplebeck had a magnificent record of work at the front; hebeinglone of the first officers of the R.F.C. to cross to France, where he rendered invaluable help during the retreat from Mons. At the end of September he successfully bombed a German ammu nition train, but, during the operation, was severely wounded when at a height of 6,000 ft., and had to spend three months in hospital. His work was rewarded by the D.S.O. and being mentioned in dispatches. On being discharged from hospital, he returned to the front and on March nth when engaged in a raid on the German lines near Lille, with two other pilots, he win shot down. After setting fire to his machine, he managed to hide in a wood and by skilful disguise managed ultimately to make his way across the Dutch frontier and so home to England. Shortly afterwards he again went out to the front being specially promoted flight com mander and temporary captain. Capt. Mapplebeck, who held a commission in the King's Liver pool Regiment, learnt to fly on a Dep;rdussin monoplane at Hendon in January, 1912, and was appointed to the 4th Squadion R.F.C. in December, 1913. The remains of Capt. Mapplebeck were interred in Streatham Cemetery on Saturday las', the Royal Flying Corps supplying a firii g party under Capt. Cox. Among I hose present at the grave-side were Major General Henderson. Lieut.-Col. Longeron, Major Warner, supports. The top of the water jacket is also brazed to this plate. Each set of four cylinders is independent of the other, inasmuch as each has its own carburettor and magneto —although, of course, the throttles of the former are coupled up to one control lever. The weight of the engine, withoutlradiator or water, is 565 lbs., and the total weight is 705 lbs., which is certainly an improve ment, the weight per h.p. being now 4-4 lbs. In other respects this engine is similar to the other model. ® ® Major Cogan, Capt. Penn Gaskell, Capt. Leighton and Lieut. Wynne. Capt. Llddell. V.C.. very 111. IT is announced that Capt. J. A. Liddell, who, as announced in last week's " FLIGHT," was recently awarded the Victoria Cross, is lying in a critical condition. His right leg, the bone of which was shattered by a German shell, has had to be amputated in order to save the officer's life. The Fatal Accident to Sub-Lieut. McLarty. AN inquest was held at Haslar Hospital, Portsmouth, on the 26th inst. relative to the fatal accident to Flight Sub Lieut. J. McLarty, two days previously at Calshot. Flight Sub-Lieut. Baumann, who saw the accident, expressed the opinion that the machine side-slipped when banking too steeply during a turn. In trying to pull the machine out of th* subsequent dive too quickly M Larty, who was not strapped in, was thrown out of the machine into the water. He fell about 2,000 feet into shallow water, and was so badly injured that he died almost immediately ; the machine was not much damaged. A verdict of accidental death was returned. Escape of an Interned German Aviator. IT is announced that a German airman, who was a prisoner in the Frith Hill Compound at Frimley, has escaped. He is described as of about 5 ft. 8 ins. in height, dark complexion, with black moustache, stockily built, and wearing a brown cord suit with dark cloth cap. This is the first escaps reported from this camp, at which some thousands of prisoners have been confined. 652
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