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Aviation History
1919
1919 - 0302.PDF
Connecting Rods These are of tubular section, and closely resemble the Benz connecting rods in design, but are of considerably larger proportions throughout. The inner surfaces of the big-end MARCH 6, 1910 The pilot jet is formed by a second tube of small diameter inside the main jet tube. This pilot jet tube is also open at the bottom end, and is drilled radially with a small hole, just above the main jet. It communicates with the mixing THE BASSE-SELVE ENGINE.—20. Parts of carburettor. 21. Bottom half of crank-case, showing oil cooler. 22. Sketch of oil cooler. 23. View of sectioned oil pump. shells are machined with a fine pitch screw thread to take the white metal liners as in the 300 h.p. Maybach engines. The crankshaft journal bearings are machined in a similar manner. Other details of the connecting rods may be seen in the photographs attached. These rods are particularly heavy, the weight of the complete connecting rod being 9.0 lbs. Crankshaft The crankshaft is of normal design, and apart from its massive proportions requires no special description. All the hollow crankpins and journals are of the same internal diameter (40 mm.), and are plugged with gunmetal discs expanded into grooves. All the crank webs are drilled for lubrication with oil passages connecting the hollow crankpins and journals. A large double-thrust ball race is fitted to the front end of the crankshaft by means of a shoulder machined on a flange just behind the propeller hub ; the thrust races are threaded on over the cranks, and are secured by a large screwed collar and spring locking ring. The main distribution bevel gear floats on the splined rear end of the crankshaft, and is fitted with a thrust ball race between the bevel and the rear end of the journal bearing. Propeller Hub This is of the standard 260 h.p. Mercedes type, and is fitted to a short tapered extension of the crankshaft. This extension is detachable, being bolted to a flange on the crankshaft; the propeller hub is secured on the tapered ex tension by a key. The standard Mercedes locking device is used. Carburettors and Induction Unfortunately, only one incomplete carburettor was found on the engine. This is shown dismantled in Fig. 20. The carburettors, which are quite separate, are of unusually light and simple construction compared with previous German design. The floats and float chambers are of the annular type, and encircle the main air intakes directly below the throttles, which are of the ordinary butterfly type. The body of each carburettor and throttle is made of cast alu minium, and the main jet is formed by a hole drilled in a tube which is screwed diagonally into the water-jacketed body of the carburettor, and lies across the choke tube directly beneath the throttle. The jet tube is open at the bottom end, and projects into the bottom of the annular float cham ber, which is made of pressed sheet steel of very light gauge. chamber just above the throttle by a passage drilled inrthe carburettor body. An altitude compensating control is fitted. This takes the form of a pipe opening into a passage drilled in the top of the float chamber, and no doubt con nected by a rubber tube to a control cock in the pilot's seat. Each carburettor feeds three cylinders through a branched induction manifold, the vertical part of which is water- jacketed. The total weight of each carburettor complete should not exceed 2 lbs. Crankcase The design of the top half of the crankcase requires no de scription, being constructed on Mercedes lines ; it is shown in the engine photographs. The lower half also closely follows standard Mercedes design, with the exception of the oil reservoir and oil-cooling radiator on the bottom of the rear end. The construction of this cooler may be seen in Figs. 21 and 22 ; it consists of a cast aluminium oil chamber, having a number of thin aluminium tubes (12 mm. diameter) running longitudinally in three rows, and expanded at the ends. The cooler is bolted to the bottom flange of an oil reservoir below the base chamber, and is not an oil sump, inasmuch as there are no oil connections between it and the base chamber. This oil reservoir and cooler is provided for the purpose of forming the service oil tank, and for cooliag the oil on the scavenger circuit ; separate oil sumps are provided at each end of the base. * (See notes on Lubrication.) For the purpose of refilling the supplementary oil tank and cooler a passage cast in the sfde of the base chamber com municates with the space between the transverse webs of the 24. Section of oil pump of Basse-Selve engine. 302
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