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Aviation History
1916
1916 - 0882.PDF
I/IIG"TI OCTOBER 12, 1916. box, an air screw placed at the. rear of the gondola, a Earn Ihruit Itearirig tt. the push of the screw to the framework thi npression struts. Two more propellers wci tubular bracket* under the belly i.i tAC mam hull, each driven by an engine in a third gondola, through ixv.l gearing. These side propaHari, in addition to tli<ir ordinary rttSCnOM, are evidently used for ascending iving, according to the direction in which tn upward or downward pull. The gear- I with two spaed* forward and two rev- so thai 1 Me flexibility in manoeuvring is obtained, Among the ;.e,.ial interest may be mentioned the tmgiae r.Kini telegraph shown in one of our photographs. It 1 in ulai disi divided uj) into section* bearing various in- ptiom such a*—Laterne ein [Sean hlight oa), Interne aus rchhght off). Leer (Idle). Halb (Half). Voll (Full), Alle Krafti (All out) ; while corresponding to some of these are the ' olutions running up to 1,500, corresponding to (he All out " uidii.ition on the outer taction, and which therefore appeal* to be the maximum revolutions of which the engine u capable when under load. .Next to the erigint'-loom telegraph on a table is the switch board operating the dropping of bombs. There are on this do.itd .•'. switches, this numbci therefore indicating the nnmbet o! bombs carried, or, at any rate, the number of bomb* ready in position for dropping, and judging from the method of mounting the bombs it appears unlikely that " reloading " 1.1 possible while in the air. On a long and ralluM heavy lieam which appears to have formed a sort of keel are a number of bomb release devices, consisting of an clei tro-magnet with its armature, and of a small hook. When a current is passed through the winding of the electro magnet l>v (losing the corresponding switch on the switch board in the commander's cabin, the armature is drawn Some machine guns from the wrecked airship, with their mountings and ammunition. formed by rubber rings. The cooling water is allowed to circulate round the carburettors, thus helping to heat the mixture before it enters the induction pipe. On the exhaust side the water circulation includes the exhaust pipe which is In the left-hand photo, la shown : On the left, the engine-room telegraph, and on the right the switch board from which the bomb-dropping is controlled. The right-hand picture shows two of the electrical bomb releases mounted at intervals along a long girder, and operated from the switchboard in the left- hand picture. irds the magnet, and by its movement releases the catch of the hook iiimi which the bomb depends, thus releasing the h»ttei 11 would appear that the bombs are slung from this keel girder In a long row, the release mechanisms being coo lies in such a manner that throwing two SIVIK hes releases the front and rear bombs, and working in this way towards the centre so as to not upset and aft trim ol the airship. of which several are on view, some from the airship brought down at Cultley and some from that which fell in I'sscx, are all of the same type. M., six-cvlmder vertical developing we should say some 250 h.p. each. Overhead vmlvi d, of which there are five m each cylinder, two inlet and three exhaust valves. The mixture enters through one long straight induction pipe drawing the gas from two carburettors, one at each end of the engine. The carburettors are aluminium castings bolted to the opening in the end cylinder corresponding to the cooling-water passages in the sides of each cylinder, a watertight joint between which is 8/ surrounded by a water jacket. Wire games are inserted at all points where a flame might possibly escape, and every • ition is taken to guard against fire. The method of holding down the cylinders is very neat and simple, and consist! in yokes between adjointrtg cylinders gripping a portion of the flange at the bottom of each cylinder and Secured by long bolts, one on each side, passing down to the sides of the main bearings of the crankshaft so that the explosions put no strain on the crankcase itself. Dual ignition is provided, two magnetos being mounted on one end of the engine, one on each side and driven from the shaft on that side. There are two sparking plugs to each cylinder—one on each side—one magneto serving the plugs on one side and the other the plugs on the opposite side. There is therefore little prospect of ignition trouble. since should one fail the other continues to fire the plugs on the other side. Although not one of the chief attractions, a captured L.V.G. biplane was of considerable interest. It tallied in 8
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