FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1917
1917 - 1310.PDF
Fig. 16.—Arrangement of carburettor and sectionthrough air-intake passage in top half of crank chamber- air ports in the throttle above the jets. When the throttle is closed for slow running the main jet is completely cut off, and all the air is taken through the passage containing the pilot jet. The_ slow running of the engine is very good. DECEMBER 13, 1917. J interesting. These are built up of aluminium tubes with cast aluminium flanged bends, and weigh only 2.625 lbs. each complete with connections. The internal diameter of the induction pipe equals 58 mm. The attached R.A.F. test report computes the petrol consumption at 150 pints per hour, equalling 0.65 pint per brake horse-power hour. The connections between the flanged bends' of the induction pipes and the cylinders, and also between the bottom ends of the induction pipes and the car- burettors are made with rubber ring joints secured by wide band clips as shown in Fig. 1. These joints, when loosened, being more or less flexible, allow any one of cylinders to be removed without disturbing the other joints of the induction branched pipes. * Lubrication.—Pressure feed lubrication to the crankshaft and connecting-rod bearings is efficiently carried out by an exceptionally small high-speed gear pump working submerged in the reservior formed in the bottom of the sump. The oil pump is virtually a triple gear pump with three functions. Details of this oil pump are shown in the sectional drawings A.—PUMP SUPPLYING MAIN BEARINGS FROM SU«T. B.—PUMP SUPPLYING SOMP PBOM On. TANK. C—PuM* RKTITRNINC Oil FROM SUMP TO D.—END VIEW OK PUMP COVER. Fig. 17.—Details of oil pump. The air intake ports in the end of the throttle are so' designed that the petrol air ratio remains prac- tically constant over a wide rang of throttle opening up to nearly half throttle; the last movement of the throttle, however, causes no increase in petrol flow, but on the contrary a slight decrease. No com- pensating arrangement is fitted for high altitude control. The body of the carburettor around the throttle is water-jacketed, and is connected by an arrangement of steel piping to the delivery of the water pump, and also to the lower water connections at the bottom of the water jackets between each pair of cylinders. The arrangement is clearly shown in the side view of the engine (Fig. 1). The design of the branched induction pipes is Hi mHOB1 Fig. 18.—The oil pump complete. 13K)
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
