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Aviation History
1918
1918 - 0688.PDF
f ** rrr*"^ JUNE 20, 1918. of tresh oil from the service oil-tank at every stroke of the Ignition is by two Bosch 3-point plugs fitted to each cylinder, pump and force the charge into the main circulation system, one on either side of the cylinder below each valve head, and (c)tThe suction or scavenger circuit, which supplies the main the H.T. cables are carried as usual in fibre tubes attached to oil sump from the auxiliary drain sump at the front end of the cylinders, the base chamber, the working oil level being maintained The ignition timing is fixed at the same period as in the Fig. 10.—The new air pump. in the rear sump by an auxiliary suction pump which drawsoff the oil above the oil level through an overflow pipe and returns it to the oil tank. An oil sight level indicator is provided in the side of therear oil sump. Full details of the functions and operation of this some- what complicated oil pump are given in the previous report on the 260 h.p. Mercedes engine. Ignition. Two Z.L.6 type Bosch magnetos are fitted at the rear endof the engiae and are drivea directly off the camshaft vertical driving shaft by bevel gears, as in the 260 h.p. engines. 160 h.p. engines, i.e., 300 E., and the speed of the magnetosis 1.5 times engine speed. Firing order: 1, 5, 3, 6, 2, 4. Water Circulation System. The water pump in the old type 160 h.p. Mercedes enginesis situated above the magneto drive, and is driven directly oft the vertical camshaft driving shaft. In the 180 h.p. enginethe Standard 260 h.p. type water pump has been adopted. This is now driven, as in the large engines, by a dog clutchoff the bottom end of the lower vertical shaft, which also drives the oil pump worm driving shaft, as shown in the sec-tional arrangement. Fig. 3. Front view of Albatros Scout G. 97, showing exhaust manifold. 686
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