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Aviation History
1922
1922 - 0066.PDF
them out of action injemergency. The engine is of the Vee type, with 12 steel cylinders having water jackets of sheet steel welded on. The overhead camshafts are neatly enclosed with their rockers in aluminium casings. There are four valves per cylinder, two inlets on the outside and two exhausts on the inside. The bore and stroke are 165 and 170 respectively, and the engine is rated at 500 h.p. No data are available relating to compression ratio, number of revolutions, etc., but probably the rated power is approxi mately attained at the altitude at which full power is developed. In addition to their well-known type L 41 600 h.p. 12-cyl. Vee type, the Peugeot firm exhibited the 500 h.p. type 16 X, which is now no longer, we understand, to be manufactured, and a wooden dummy of its successor, the type 16 MX, which is, as will be seen from the accompanying photograph, of very unusual design. Although the dummy was extra ordinarily well made, and gave an excellent idea of the general appearance of the type, it did not, of course, convey a great deal of information relating to the internal economy. As the photograph will show, the type 16 MX has its four rows of cylinders arranged in the shape of an X lying on its side. That is to say, there is an angle of 450 between the cylinder blocks of top and bottom rows, while the upper and lower angles are 135° each. It is understood that the engine will be rated at 450 h.p. (120 by 130 bore and stroke), and will be of the high- compression type. Also that a reduction gear will enable the airscrew to be run at 1,000 to 1,200 r.p.m. But beyond these facts no information as regards details is available. The Renault engines are already well known to our readers,/and it will suffice to mention that the types on which this firm is now concentrating are the 300 h.p., the 450 h.p. and the 550 h.p. A 400 h.p. geared-down engine was also shown. The weights and powers of the three types are as follows : 320 h.p. at 1,600 r.p.m. 380 kgs., 460 h.p. at 1,600 r.p.m. 430 kgs., 575 h.p. at 1,600 r.p.m. 650 kgs. The consunption per h.p. is the same in the three types, i.e., 260 grammes of petrol and 25 grammes of oil per h.p./hour. Among the sturdiest and most successful French engines for civil aviation are the Salmson, System Canton Unne, radials, of which several types are produced, some being air-cooled and some water-cooled. The best known is, perhaps, the type 9—300 h.p. which has been used extensively in the Farman " Goliaths " and Spad-Herbemonts on the London-Paris air route. The types are all well known, and it is unnecessary to refer to them in detail. The Novelties ALTHOUGH among the old-established engine firms one failed to discover any radically new types, the same could attendant on the stand seemed to know less about the engine than many of the visitors after a brief inspection, and as for taking photographs, our photographer was nearly lynched when he was discovered pointing his camera towards the stand. An external examination of the engine indicated that it was a two-stroke, with the cylinder head dished-in or cupped, and having exhaust ports in this cupped head. The inference, therefore, was- that the engine had some form of sleeve valve inside, but actual details could not be discovered. Now, however, by the courtesy of our con temporary, L'Air, we are able to publish a diagrammatic representation of the principles upon which the engine works (or is expected to work). C3J Diagrammatic representation of the Petit two-stroke rotary engine. This two-stroke rotary engine is, one gathers, designed by Monsieur Paul Petit, and the objects which he has attempted to attain are suppression of valves and valve mechanism, and light weight. From the diagram it will be seen that the sleeve valve is in reality formed by the skirt of the piston, which is turned around the opposite way to normal practice, i.e., it has its skirt pointing out wards towards the cylinder head instead of inwards. The action of the engine is very simple. As shown in the diagram, the charge is ready to be fired by the plug which is opposite one of the openings in the skirt of the piston. The engine rotates and the piston descends until the top of its skirt clears the edge of the cupped cylinder head. The burnt THE 9-CYL. 60 H.P. LE RHONE, TYPE "Z9." not be said regarding"two firms whose names are unknown in the industry. One of these was Moreux et Cie., whose ordinary business one gathered to be furniture making. On their stand, however, was a small two-stroke rotary, THE 9-CYL. TWO-STROKE, HEAVY-OIL GARUFFA ENGINE gases then rush up through the annular space and out"through the openings near the top of the cylinder, centrifugal force assisting them to escape. When the piston is near the inner end of its stroke, the openings just above the^crown -=—;1— —-.—~~.r.r. *,A4T* 4-Vio lnw<»r pnd r»f the n their , , s l two-stroke rotary, inner ena 01 its sixoKe, me upcmuga JUJI _»».•.„ _-—,_„„., about which nobody appeared to know anything. The coincide with similar openings near the lower end of the 66
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