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Aviation History
1916
1916 - 0437.PDF
MAY 25. 1916- Another advantage appears when the piston speed is studied, since a 4^-in. stroke at the normal running speed of 2,300 r.p.m. gives a piston speed of only 1,725 ft. per min. The design of the intake manifold is the result of much experiment, and is giving better service than designs which appear to be a theoretical improvement. In an intake the resistance to gas flow comes at the corners or bends, and the resistance of the bend is much greater than the resistance in straight pipe. It is thus important that if there be any bends they should all be in the same position relative to the valves served. In this particular manifold the gas rising from the carburettor impinges against the top of the fore and aft pipe, where it spreads, and the distance from each valve to the main \/&&B flames, and none would overlap it any more than another. All Packard aviation engines will be supplied with starting and lighting equipment. For this purpose Delco has developed a special small generator design for the high average speed of aeroplane service. This is mounted accessibly between the cylinder blocks. Having the generator and a small battery there seemed no need for any other ignition device than the Delco distributor, which has given such complete satisfaction. Conse quently, one of these is mounted at the rear end of the V. As soon as these engines are ready for delivery they will be offered either with the starting and lighting equip ment with Delco ignition, or without any other electrical equipment but two magnetos. W •:• 1 • 1 * A few of the mechani cal details on the Packard aero engine. The valve rocker in the centre is machined from one piece and has a hollow shaft through which the oil flows from the small well at the top. Below is shown the arrange' ment of the rockers in position over the cam' shaft. A special form of split conical retainer is used to hold the valve spring seat on the valve stem as shown below in the centre. The alu minium inlet mani fold is in two halves, clamped together at the centre, from which point the carburettor is suspended. The two upper sketches are of details on the testing chassis. 1 m m m ^Q1 IXHAUST VALVES header is the same. As a method of demonstrating the accuracy of carburetion, and the evenness of charge obtained with this manifold, the fact may be mentioned that when the engine is run without the exhaust manifold the length of the jet of flame from each cylinder is the same. You could hold a straight edge to the tips of the ® ® The Air Board. .. . , Two more appointments to the new Air Board have been made known. Rear-Admiral Frederick C. T. Tudor, C.B., will represent the Royal Naval Air Service, while Lieut.-General Sir David Henderson, K.C.B., the Director-General of Military Aeronautics, will represent the Royal Flying Corps. Mobile Anti-Aircraft Defence. , , H.M. THE KING was present on the Horse Guards Iarade on May 19th, where a competition was held between two mobile anti aircraft teams. The guns were of a new type and mounted on The compression volume is stated to be 17 per cent, of the total, giving a gauge compression of 110 lb*. The timing is quite ordinary. The inlet opens 5 degrees after top centre and closes 40 degrees after lower centre. The exhaust opens 47 degrees before lower centre and closes 5 degrees after top centre. motor driven lorrie*. Various manoeuvres were carried out, anil they afterwards circled the parade ground at a speed laid to 1* 40 miles per hour. Among those present were Field-VJarshal Viscount French, Admiral Sir I'ercy Scott, the Right Hon. A. J. Balfour, M.I'., and a large number of naval and military officers, R.F.C. Wtng-AdjuUnt's Pay. AN Army Order dated May 18th states that the daily rate of pay for an officer appointed on or after the Jst April, 1916, as Wing-Adjutant in the Royal Flying 0>rps shall be £l a day inclusive of flying pay and all additional pay. 437 **
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