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Aviation History
1922
1922 - 0068.PDF
the engine. The valves are, of course, operated by the push rods and cranks q' and q". So far the question of running on heavy oil only has been considered. For starting, however, some other method is obviously necessary. This part of the outfit is not shown in detail in the illustrations, but briefly it is to consist of injecting, by means of a hand pump, for instance, a lighter fuel such as petrol into the circular tube 5, and then, when the engine is started, by hand or other means, the magneto ignites the charge and the engine starts like any other petrol engine. As the normal compression of the engine would be far too great to allow of starting in this manner, half-com pression valves are provided some distance above the inlet ports. These valves, L, are all opened together by a lever, and as the piston ascends the air is expelled through the valves until the piston has reached the desired position, when the valves are closed and compression begins at this point. When the engine has been running on petrol for a short time the half-compression valves are closed, the petrol is^turned off and the heavy oil from the reservoir H turned on, when the engine begins to function normally. H HI FEBRUARY 2, 1922 From the top of the dash-pot a tube leads to the head of one of the cylinders. An automatic valve (opening out wards) is placed in the head of this cylinder, and, being so adjusted that it opens at a high pressure (approximately the explosion pressure in the cylinder), it ensures that if the pressure in the dash-pot falls below a certain minimum, burnt gases are forced from the cylinder into the top of the dash-pot above the fuel, thus helping to maintain a constant pressure there. From the lower part of the dash-pot one tube runs to the circular fuel distribution tube 5, and another, having a spring-loaded automatic valve, runs to the fuel tank, so that in case of excessive pressure in the dash-pot the fuel is allowed to overflow through this pipe back into the tank. For the rest the engine is of fairly orthodox design, and does not require any detailed description, especially as it is still to be regarded as experimental and therefore subject to alterations. Sufficient has, we think, been said to indicate the general principles upon which the Garuffa engine works. Only the future can show whether the theories which it represents will be successful in practice. H H IKe Rotral £Iero Clu of the limited Kii\gdoi OFFICIAL NOTICES TO ME!^BER5 COMMITTEE MEETING A MEETING of the Committee was held on Wednesday, January 25, 1922, when there were present :—Brig.-Gen. Sir Capel Holden, K.C.B., F.R.S., in the Chair, Major-Gen. Sir Sefton Brancker, K.C.B., Mr. Ernest C. Bucknall, Col. F. Lindsay Lloyd, C.M.G., C.B.E., Lieut.-Col. M. O'Gorman, C.B., and the Secretary. Election of Members.—The following new Members were elected :— Geoffrey Dorman. John S. Charlton. John Herbert James. Alfred George Lamplugh. Hugo Nemo Pantolini. Nevill Vintcent. Meeting of the Committee of the Federation Aero- nautique Internationale, Paris, January 9, 1922.— Countries represented: France, Great Britain, Holland, Italy, Spain, Switzerland, United States. Lieut-Col. O'Gor man presented a report of the Meeting of the Committee of the F.A.I, held in Paris on January 9, 1922. The principal items in the report were :— Schneider Race, 1922 It was decided to adhere to the same regulations as last year. The date was fixed for the last fortnight in August, and the contest would be held at Naples. Gordon Bennett Balloon Race, 1922 It was decided to hold the Race at Geneva on Sunday, August 6, 1922. Tryptique. The proposal of the Royal Aero Club to introduce the Tryptique for Sporting and Touring machines entering foreign countries was considered. The Aero Club de France had already approached the French Customs Authorities on the subject, and reported that the Director of Customs in France had expressed willingness to accept the guarantee of the Aero Club de France in relation to the Customs. The draft form of Tryptique prepared by the Aero Club de France was to be sent to the Clubs of the Federation for their approval. Introduction of Slow Speed Tests The Royal Aero Club asked for the introduction of Slow Speed Tests in International Speed Races. This was agreed to, and the Clubs were requested to send in suggestions for the carrying out of these tests for the consideration of the F.A.I, at its meeting in Rome. The other subjects under consideration were International Maps, Permanent Commissions, and Records. The report was adopted, and a unanimous vote of thanks was passed to Lieut.-Col. O'Gorman for attending the Meeting on behalf of the Club. Joint Standing Committee of the S.B.A.C. and R.Ae.C. —The report of the Meeting of the Joint Standing Committee of the S.B.A.C. and R.Ae.C., held on January 5, 1922, was received. Racing Committee.—The report of the Meeting of the Racing Committee held on January 24, 1922, was received. Annual General Meeting.—It was decided to hold the Annual General Meeting on Wednesday, March 29, 1922. Portraits of the late Mr. H. G. Hawker and Lieut.- Com. K. Mackenzie Grieve.—A unanimous vote of thanks was passed to the Directors of Messrs. Rolls-Royce, Ltd., for presenting to the Club portraits of the late Mr. H. G. Hawker and Lieut.-Com. K. Mackenzie Grieve, painted by Mr. Ambrose McEvoy. These portraits are now hanging in the Club. Aviator's Certificate.—The following Aviator's Certificate was granted :— 7920. Walter Henry Westgate. -December 9, 1918. RACING COMMITTEE A Meeting of the Racing Committee was held on Tuesday, January 24, 1922, when there were present :—Major-General Sir Sefton Brancker, K.C.B., in the Chair, Brig.-Gen. Sir Capel Holden, K.C.B., F.R.S., Col. F. Lindsay Lloyd, C.M.G., C.B.E., Lieut.-Col. F. K. McClean, and the Secretary. The Committee decided, subject to the consent of the Air Council, to hold Aviation Race Meetings at Waddon Aero drome, Croydon, on the following dates :— Easter Monday .. .. April 17, 1922. Whit Monday .. .. June 5, 1922. August Bank Holiday .. August 7, 1922. A further Race Meeting will be held in September or October, and will be announced later. The Race Meeting on Easter Monday will be similar to the First Croydon Meeting in September last, and particulars will be available shortly. JACQUES SCHNEIDER CUP Special Regulations for 1922. (Translated from the French.) 1. Clubs entering machines must deposit in addition to the entry fee laid down in the General Regulations, a sum of 5,000 francs for each machine, as a guarantee of its being present for the Contest. This sum will be returned in respect of eacl. machine that is present. Water-Tightness and Navigability Tests 2. Water-Tightness Test.—The Contest will begin with a test of the water-tightness of the floats, which will precede the Navigability Test. For this test, the machine must be afloat for six hours, and during this time the floats must remain water-tight. The machines must be in flying order, with or without the crew, and ready to start. 3. Navigability Test.—The Navigability Test will follow the Water-Tightness Test. It will take place for all competi tors on the same day or during the two days preceding the Contest for the Cup, in the order drawn by lot. 68
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