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Aviation History
1919
1919 - 1033.PDF
JULY 31, 1919 SIDE-WINDS "MIRALITE" is numbered among those who join in the glory of the historic voyage of the R 34, for the pistons of the Sunbeam engines were made of this alloy. Miralite, Ltd., are naturally proud of the part their pistons played in the achievement, but at the same time it is but the culmination of a series of searching tests to which they have submitted their speciality. " Miralite," it may be pointed out, is an aluminium alloy, which has proved itself eminently suitable for the making of pistons either die-cast or moulded in sand. Its use, however, is not restricted to this particular work. The manufacturers have experimented with it, and have evolved certain modifications which enable them to supply Miralite for a variety of purposes. One of the most interest ing developments is the making of piston-rings, and the results so far obtained indicate that they will largely supersede the cast-iron ring. There is not the possibility of scoring the cylinder, which is a risk always present when the latter are used—in fact, in one testing-shop Miralite piston-rings have entirely replaced cast-iron rings on this account. ANOTHER use for Miralite is in the making of carburettor parts. It is a well-known fact that petrol has an adverse effect upon aluminium, but Messrs. MiraUte, Ltd., have produced an alloy which has so far successfully withstood prolonged tests. All these developments are full of promise, and the firm, whose works are at 87-91, High Street, Mort- lake, S.W. 14, will be glad to send particulars to any enter prising companies who are on the look-out for new things. FATHER THAMES was on his best behaviour on Sunday last, when the employees, numbering some 120 of Messrs. S. Smith and Sons (Motor Accessories), Ltd., of Great Portland Street, forgot all the worries and troubles of the motor and aircraft industries of the present day and made merry in right good fashion. The party boarded the launch at 10.30 at Richmond for Chertsey, all the arrangements having been very carefully planned at no small trouble by Mr. Dandie and Mr. Seaborne, to whom all expressed their heartiest congratulations and appreciation. The directors of the firm entered whole-heartedly into the fun, much to the gratifica tion of all. The music and songs were excellent ; in fact, nothing in any way could have been better. CALLED to Le Havre recently by French engineers, Baritnar, Ltd., the British welding specialists, effectively repaired by metal-fusion the American liner Saccarappa, carrying valuable cargo. Their French confreres declared that the " damage was irreparable by ordinary systems," but Barimar reconstructed the windlass in a few hours, thus enabling the vessel to proceed. A French branch of the British company is now being formed to assist in the reconstruction of French derelict machinery by special processes, and similar organisations are also being established in India, Australia, New Zealand, South Africa, British East Africa, Italy, Scotland, Ireland, Belgium and Sweden. E H IS m CORRESPONDENCE THE R 34'S ENGINES [1976] In reference to the recent successful cross-Atlantic and return journey of H.M.A. R 34, this ship, as you are aware, is fitted with our 270 h.p. " Maori " Type IV engines, and it is thought that the following information regarding the performance of the engines during this trip will be of some assistance to you ;— We will deal with the two reported incidents of the trip first. The failure of the studs in the connecting-rod big-end on the port engine in the aft car was caused by the engine being allowed to run after the white metal had run out of the big-end bearing. The reasons for the absence of the white metal on this bearing are somewhat obscure, as the crew state that the oil pressure was correct at the time of the breakdown. Previous to the actual breakdown of the engine, the clutch between the engine and the propeller shaft was accidentally thrown out, with the result that the engine was caused to race to a high speed. It is possible that this caused the failure of the white metal, and it would only be a matter of time before the broken metal was hammered out. As the engine up to the time of this mishap had run approximately 300 hours, it can be assumed that the failure was not due to any defect in either material or workmanship. The chewing-gum episode has been greatly exaggerated. When our representative visited Pulham to meet the ship on her arrival, he expected to have difficulty in finding the engine under heaps of chewing-gum, but to his great surprise he could not locate the repair until he received the assistance of a mechanic in charge of the engine. It seems that the head had broken off one of the small screws securing the water-plate on the cylinder-jacket, and that this allowed a very small drip of water. To stop it, the mechanic fitted a small plate over the hole, securing the plate under the head of the two adjacent screws. Just before finally tightening these screws, he had a brilliant idea and inserted a small piece of chewing gum. This, you will agree, is somewhat different to the reports which have been made, referring to the use of chewing-gum to repair a broken-down engine. It is understood that it was not necessary to stop the engine to effect this repair. With the exception of these items, no serious trouble was experienced, the engines running quite satisfactorily both on the outward and return journey, during which the five engines between them put up a total of approximately 900 hours' running, to which must be added over 600 hours previous running. Many non-stop runs were made of anywhere between 20 and 36 hours' duration, without any incident worth men tioning, the engines being closed down at the ends of these periods for a few hours' rest as per pre-arranged programme. After the breakdown of the port engine in the aft car, the starboard engine was run under full throttle conditions for 29 hours, and was quite satisfactory, this run being terminated by the landing of the ship at Pulham. We have been congratulated from high quarters on the performance of both engines and machinery, for which we are solely responsible, but unfortunately we are not allowed to use these congratulations for publicity purposes. For THE SUNBEAM MOTOR CAR Co., LTD., J. S. IRVING. Wol verham pton. LANDING FEES [1977] It is a source of gratification to us to see that the Bournemouth Aerodrome is recognised as a suitable arrival and departure centre for commercial and passenger machines, and that a few interested business people have already made use of its ideal situation. We wish to make public the fact that it is our intention to foster in every way possible the development of the main air routes, and by bringing forward from time to time the new conditions arising from aerial traffic, create a feeling of goodwill and mutual effort throughout this enterprising industry. The advent of aerial transport opens up a great many points for consideration, such as suitable aerodromes and routes, etc., of which at the moment there are few, also when it is understood that aviation must be fostered upon a business basis, the handling of machines, goods and pas sengers effectually, becomes an important factor, this must create labour and it requires organisation, this will cost money, and it is upon running cost of the complete services that the future depends. The question arises, will it pay ? This can be answered in the affirmative, that is if all points are carefully considered and co-operation maintained. The present system of aerodrome dues are insufficient, and as this transport system develops it will be necessary to make adequate arrangements for handling and disposal of goods and passengers, and as we have already experienced the amount of work entailed, perhaps we are some of the few best able to realise the necessity of organisation in this direction, and estimate the cost, but before a scale of charges or system of organisation is suggested, the necessity of the opinion and co-operation of all interested business people is essential, at the same time while giving this matter attention, we think that for some considerable time no charges beyond aerodrome dues should be made, and that all aerodromes should operate upon this understanding, and by mutual effort obtain an effi cient service. It will be necessary to go right into this matter. As the systematic co-operation of the various aircraft firms and commercial people is essential, the system obtaining upon one aerodrome should be on exactly the" same lines as others, to avoid confusion. Plenty of time, money and brains have been spent upon this one side of the question alone, so now let us have the fruit of this study from all quarters to achieve the result desired. THE BOURNEMOUTH AVIATION Co., LTD., M. Y. BATES, Ground Engineer. Bournemouth. I035 .•'•
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