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Aviation History
1923
1923 - 0174.PDF
MARCH 29, 1923 WING RADIATORS A RECENT development—and, it would seem, a very important one—in aircraft construction, which played a by no means small part in the successes of the last two world's speed records—that obtained by Gen. Mitchell in October last and Sadi Lecointe's successful effort to beat it—is the wing-type radiator. Various attempts have been made by designers, for some time past, to produce such a radiator, but it cannot be said that the results obtained were highly satisfactory. The first really successful effort in this direction is claimed by the Curtiss Aeroplane Company, who, after much experi- menting, perfected a wing radiator, and used it with striking success on four of their machines in last year's Pulitzer Trophy Race. Since then other wing radiator systems materialised—notably, that used on Sadi's Nieuport, details of which we have not as yet received. A few notes on the Curtiss system may be of interest. The wing-radiation system, by eliminating the strong head resistance of the ordinary automobile type of radiator, increases the speed of a machine fully 20 per cent. A device connected with the wing radiation serves to regulate the temperature of the oil. One of the problems in pursuit work in the past has been the difficulty of warming up the engine in cold weather. In the ordinary type of machine, it was some- WING RADIATORS : Two successful types of wing radiators—the Curtiss (top) and that fitted to Sadi Lecointe's Record Nieuport-Delage. times found impossible in cold weather to get under way in less than 20 minutes. Such a delay, when an attack is imminent, is a serious handicap. The oil radiator, developed by the Curtiss Company, warms up the engine in a fraction Appointments to New Aircraft Carriers COMMANDER A. W. BROOKS, D.S.O., has joined the aircraft-carrier Eagle, which is to complete this summer the extensive alterations which have been made to her at Ports- mouth Dockyard. Commander Brooks served in 1920-22 in the Department of Naval Equipment at the Admiralty. His appointment to the Eagle follows that of her commanding officer last month, Captain G. O. Stephenson, C.M.G. To the other new aircraft-carrier, the Hermes, Captain the Hon. Arthur Stopford, C.M.G., Lieut.-Commander R. K. C. Pope, D.S.O., has been appointed. of the time heretofore required, and a pursuit 'plane is able to- leave the ground within a few seconds after orders are received. This wing-covering type of radiator was first conceived and designed by the Curtiss Company for use on 1920 Gordon Bennett racing machines; but due to lack of time for testing properly it was decided not to attempt their use. During 1921, two Curtiss type wing radiators were made up and flown on a " C.6 " motored Curtiss Oriole plane. These radiators had a total radiating area of approximately 84 sq. ft., which was equivalent to -454 sq. ft. per b.h.p. They weighed 37 lbs. each, which was equivalent to -88 lb. per sq. ft. of radiating surface, and the water content was 16 lbs. each, which was equivalent to • 38 lb. of water per sq. ft. of radiating surface. Trouble was experienced with these radiators both through lack of sufficient cooling area and faulty construction. Both finally failed and were discarded. Two new radiators were made during January, 1922, with 50 per cent, increase in cooling area. The first was made by the same method as the original pair, and when completed weighed 50 lbs. (-794 lb./sq. ft.) and contained 17 lbs. of water (•27 lb./sq. ft). The second radiator was made by a new method, designed to overcome difficulties encountered in original method Each strip of radiating section was built and tested separately before assembly with radiator proper. This radiator weighed 48-5 lb (-77 lb./sq ft.) and contained 14-5 1b (-23 lb./sq. ft.) of water. During a test flight the first new radiator failed in the same way as the original radiators, and a third new radiator had to be built. This radiator was built by an entirely new method in an attempt to save weight and simplify construction. The header construction method of soldering and method of assembly were changed, and a radiator produced that only weighed 43 lbs. (-682 lb./sq. ft.) and contained 12-8 lbs. (•203 Ib./sq. ft.) of water. These radiators (second and third) were flight-tested on a Curtiss Oriole machine, with C-6-A motor, from January 24, 1922, to June 16, 1922, during all kinds of weather conditions, and all performances were carefully recorded. During these flights a maximum altitude of 15,500 ft. was attained, and an air temperature range from 2° F. to 80° F. During these tests, it was found very difficult to remove all air from the water system when rilling, this air eventually finding its way into the water jackets of motor and forming steam pockets, which ran up pressure on the system so rapidly that the vents were unable to relieve it, and as a consequence the radiators were blown up. This trouble was finally overcome by installing a spring safety vale of large area in the water header. From the performances obtained with the wing radiators on the Curtiss Oriole, it wras decided to use them on the Curtiss Army racers if an aerodynamic test in the wind tunnel corroborated the belief that their air resistance was negligible. Accordingly tests were run in the Curtiss wind tunnel at Garden City on various sections, and at different velocities, and it was found that there was practically no increase in drag at all over wings without radiators. Curtiss wing-type radiators were accordingly installed on the Army racers, and later on both of the 1921 Curtiss Navy racers, which formerly were equipped with another type radiator. As a check on their efficiency, the 1921 Navy Racers with best previous type radiators made 186 m.p.h.", and with Curtiss wing-type radiators made over 200 m.p.h. The performance of the Curtiss machines in the Pulitzer Trophy Race, when they took first, second, third, and fourth places, is the measure of their value. From data or. all Curtiss wing-type radiators made to date, the weight per sq. ft. of cooling area will average between -6 and -68 lb. and the water content will average about -2 to • 23 lb. Experiments are now in progress which, it is expected, will reduce the weight per sq. ft. to approximately -50--55 lb. •"-..«.:. - «,; . ... - : • • ; A Curious Story OUR French contemporary, L'Aero-Sports of March 24,. contains a curious story relating to the Senegalese boxer Siki. According to the French journal, Siki is virtually a prisoner in Dublin, the British Government having refused him permission to travel across the Kingdom on his way home. He is alleged to be awaiting the arrival at Queens- town of a steamer from New York, which will call on her way to Cherbourg. Siki's manager is stated to be attempting to get a French aeroplane to fly to Dublin in order to " ""''««•<"• " Siki and his wife. Truly a curiums story. collect 174
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