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Aviation History
1923
1923 - 0413.PDF
JULY 19, 1923 has two inlet and two exhaust valves per cylinder, while the" Eagle " has one of each. In the ffijrmer case the valves are set diagonally, and are actuated X-fashion by four rockersconverging upon two cams. . •., The camshafts are mounted on the top of the cylinders,enclosed in cast gun-metal cases. The gears for driving the camshafts, magnetos, etc., are driven from the rear-end of thecrankshaft through a spring-controlled friction damped pinion. The pistons are of special aluminium alloy and of the'•' ' Zephyr " type. * *• Five piston rings are provided, arranged as four compressionrings above the gudgeon pin and one scraper ring below, at the base of the skirt. The compression^ rings are preventedfrom rotation by means of stops;* The gudgeon pins are 5 per cent, ease-hardening nickel steel, hardened and ground. A special locking device is used to prevent both axial and rotational movements. The connecting roads are H-s&tion, of the " articulated "type, made from 3J per cent, steel nickel heat-treated to give a high Brinell, being machined all over to reduce weightvariations. The big-end of the main rod is white-metal lined,, the small end being fitted with a phosphor-bronze bush. Bothends of the articulated rod are fitted with phosphor-bronze bushes. All bearings are positively lubricated by oil underpressure. The six-throw crankshaft is machined from a nickel-chrome steel forging, all the journals and crankpins being bored for lightness and to convey lubricating oil to all bearingsand connecting rods. The crankshaft is carried in seven bearings of ample proportions. The crankcase is of special aluminium alloy, and is made intwo halves of box section, suitably ribbed to give the necessary stiffness.The main beatings are held in the top half of the crankcase by means of nickel steel caps, these being held by long boltswhich pass through the top half of the crankcase. The bear- ings are in halves, and consist of phosphor-bronze shells, whitemetal lined. A compound epicyclic reduction gear is fitted on the frontend of the crankshaft, through which is transmitted the drive to the propeller. The annuhis driving gear is fixed on theflange of the crankshaft, which rotates the three sets of planet gears round the sun-wheel. The latter is the fixed member ofthe gear, and is prevented from rotating by means of a friction anchorage in the form of a multi-plate clutch, the platesbeing anchored to the casing and the sun-wheel alternately and pressed together by springs. This arrangement limitsthe maximum torque which may be imposed on the gears, the clutch being designed to slip if a certain torque is exceeded,due, for instance, to periodic stresses set up by propeller vibrations or pre-ignitions. Two carburettors are provided, each supplying a group ofsix cylinders. They are of a special Rolls-Royce Claudel- Hobson type, fitted with needle valve adjustment, by whichthe flow of petrol from float chamber to jet may be regulated from the pilot's seat to suit varying altitudes. The induction pipes are of large diameter, formed with easy bends and water jacketed adjacent to each carburettor. Suitable nozzles are fitted in each of the manifolds for priming purposes. Four six-terminal high tension magnetos are fitted, and are supported on the auxiliary gear-case, from which they are driven by means of serrated couplings. Incorporated in the latter is a device for enabling a fine and positive adjustment of the ignition timing to be effected. A centrifugal water circulating pump of ample capacity is fitted below the wheel-case, and driven from same through serrated couplings arranged to take care of movement due to expansion or want of alignment. In the " Condor " the pump is located in the centre of the engine. The lubrication of the engine is arranged on the " dry sump " system, the bulk of the oil being carried in a service tank separate from the engine. The " scavenger" and " pressure " pumps are arranged as a unit, being bolted to the under side of the engine timing gear-case, and driven from the timing gear. The " scavenger " (two are fitted in the " Condor ") pump draws oil through the filter at the bottom of the engine sump and delivers it to the service tank. The " pressure " pump draws oil from the service tank through a filter and delivers it to the main bearings, and other parts under suitable pressure. An epicyclic hand starting gear is fitted on the timing gear- case. The starting handle may be arranged on either side of the engine to suit requirements, being supported from one of the engine bearers, . .,. . ...• ...,•_.. _ .. ....•. The leading dimensions, etc., of the " Condor" and " Eagle IX" are:— • M • " Eagle IX." " Condor." Bore .. 4J ins. 5£ ins. ""• Stroke ., ,. .. 6£ ins. 7£ ins. ^ Normal b.h.p 360 650 Normal speed (crankshaft) .. 1,800 r.p.m. 1,900 r.p.m. : maximum speed (crankshaft) 2,000 r.p.m. 2,000 r.p.m. Normal speed (propeller) .. 1,080 r.p.m. 1,055 r.p.m. Fuel consumption at normal b.h.p. and" r.p.m. (gallons .. , . per hour) .. . . 25 .45 Oil consumption (gallons per hour) 1 1-9 Weight—including reduction . . gear, propeller boss, txhaust : ' • , . >r pipes and screened ignition ... ' ' " ' '.~—i.e., engine complete less radiator, water and oil .. 965 lbs. . 1,606 lbs. ,.• OTHER BRITISH EXHIBITS The Palmer Tyre, Ltd., 119-123, Shaftesbury Avenue, W.C. 2 SCARCELY a thought is ever given to the tyre on thewheels of an aeroplane, and yet one has only to watch air- craft either taking-off or landing to realise that the wheelshave to withstand a tremendous buffeting. It was a problem Two extremes of the famous Palmer aero wheels. which the pioneers had to face, and that it proved to be any- thing but an easy one is indicated by the fact that practically only one firm stuck to the job. That was the Palmer Tyre, Ltd., and they certainly have developed the aeroplane tyre until it is as nearly perfect as would seem to be humanly possible. Not only so, but they have also turned their attention to the wheel 'tself and the three specimens which are to be shown will well repay detailed inspection. They will range from a 178 mm. wheel, with a 750 by 125 mm. tyre, up to a 250 mm. wheel, with a 1,250 by 250 mm. tyre, and including both central track and off-set types and the stream- line inner and outer shield and rim attachments. Cellon (Richmond), Ltd., Petersham Road, Richmond,Surrey AIRCRAFT without Cellon would be very much like " Hamlet " without the Prince of Denmark. Here will be 413
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