FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1924
1924 - 0527.PDF
AUGUST 21, 1924 b.h.p. at full throttle at the end of the 25-hours' test was slightly better than at the beginning of the test. The runs included 12-5 hours on the dynamometer at 90 per cent, of the rated 24 b.h.p., i.e. at 21-6 b.h.p., and 11-5 hours in hangar (thrust test) at 2,550 r.p.m. and one hour on dynamometer at full throttle, i.e. 26-4 b.h.p., at 2,500 r.p.m'. The con sumption was 0-625 pint/b.h.p./hour. ...i_.E^ * * * AT the completion of the 25-hours' endurance test the engine was run for one hour at full throttle, maximum power, and maximum revolutions, and one hour high-speed test at 3,360 r.p.m., when the power developed was 31-8 b.h.p. At 3,200 r.p.m. the power was 32-6 b.h.p., with a consumption of 0-582 pint/b.h.p./hour. During a 12£ hours' run the following consumption figures were taken : Oil, 12£ pints = 1 pint per hour = 00463 pint/b.h.p./hour. Petrol 167 pints = 13-35 pint/hour = 0-62 pint/b.h.p./hour. * * * WE were privileged to see some of the " Cherubs " passing through the shops at Filton, and it was found that exactly the same painstaking care was bestowed upon the small engines as on the larger types, the " Lucifer " and " Jupiter." Aero practice has been followed throughout, and there is nothing of the " motor-bike " engine about the " Cherub." Incidentally it may be mentioned that a geared type is also being developed which has a different crankcase for the reduction gear, etc., but which is otherwise identical with the direct-drive type. At the moment, however, the geared engine has not been through the same searching test runs as the ungeared, and we believe that as a consequence the makers recommend the direct-drive type until such time as the geared engine has been thoroughly tested-out, the principle of the Bristol Aeroplane Co. being not to recommend anything new until they have satisfied themselves that all " teething troubles " have been overcome. There is no reason whatever to believe that there will be any difficulty with the geared engine, but it is still comparatively untried. * * * IT would appear that several of the machines to be entered at Lympne will be fitted with an engine of which the general public has hitherto heard practically nothing. This is an 1,100 c.c. Anzani, designed and built specially for the com petitions by the British Anzani Engine Co., Ltd., of 30, Scrubbs Lane, London, N.W.10. This engine, a Vee-twin air-cooled, has overhead valves, four in each cylinder, and a two-to-one reduction gear is incorporated in the design. The engine looks remarkably well-made, and although it is as yet comparatively an unknown quantity, the gruelling test which engines will necessarily be put through at Lympne —such as at least 150 miles at full power, and probably in some cases 300 miles, or even 450 miles at full power—is sure to bring out any weak spots. We believe that the Anzani is somewhat heavy, as light 'plane engines go, but, on the other hand, for practical use after the competitions the question of a few pounds of extra weight is not, perhaps, of such very great importance compared with the question of reliability. We understand, although we are not speaking from personal observation, that the A.N.E.C. monoplane is fitted with one of these engines, and that so far the results have been very good. This particular engine is, we believe, of the direct-drive type. * * * LIKE the 696 Blackburne engine of last year—now altered in accordance with Air Ministry ideas and become the " Tom tit." it would appear desirable to mount the Anzani " upside- down," not only on account of the better view thus obtained, but also because as at present designed, the carburettor is mounted relatively high, and it might be a matter of some difficulty to provide direct gravity feed. A long induction pipe would give the necessary head, but would probably detract from the efficiency. There does not, however, seem to be any reason why the engine should not be capable of being run in the inverted position, and this arrangement will doubtless be adopted by several of the aircraft designers using this engine. * * * IN connection with the Lympne competitions, we have come across one of the most priceless samples of Air Ministry <s> <$> London-Berlin in 4 Hours 41 Minutes A NEW record for the London-Berlin air service was established on August 18 by Mr. Macintosh, who, flying a de Havilland 50 with Siddeley " Puma " engine, covered the 615 miles distance in 4 hours 41 minutes. The machine methods which that department has hitherto perpetrated. It will be remembered that at first it was announced that airworthiness certificates would be required for machines taking part. Then it was decided to do without these. There were, however, constructors who desired to get the C.A. and who wrote, supplying all the usual data, to the A.M. By way of reply, they received a communication which stated in effect, if not in actual words, that it had been decided that competitors would not be required to obtain the certificate of airworthiness, but that they must obtain a certificate of exemption, for which a charge of ^12 10s. would be made. The Air Ministry's idea of the value of a bit of paper stating that someone's machine is exempt from the usual C.A. regulations is distinctly humorous. * * » SOME months ago we referred in these notes to the pro posed formation of a Yorkshire Light 'Plane Club. We now learn, from Mr. E. T. W. Addyman, of Starbeck, Harrogate, that this club is now in the process of being formed, and that already a number of members are promised from Leeds, York, Keighley, Knaresborough and Harrogate, many of whom are old pilots or people with aircraft experience. In view of the Air Ministry announcement, published in FLIGHT last week, concerning the official encouragement which it is intended to offer, we would suggest that all who are interested in such a club should write to Mr. Addyman at above address so as to help to get things going. It will not, we feel sure, be long before these clubs spring up in the various parts of the country, and it should be remembered that the Air Ministry is at present only prepared to assist ten such clubs. The sooner, therefore, clubs are formed the more certain can they be of obtaining the official assistance promised. * * * ONCE more it is " Rhon-time " and there is great activity on and around the famous Wasserkuppe. For this year's competitions, which are for light aeroplanes as well as for pure gliders, no less than 78 machines have been entered. That all these will pass the eliminating trials is, perhaps, doubtful, but nevertheless, the fact that such an enormous number should have been entered speaks volumes for the enthusiasm of present-day Germany. We could have wished that some measure of the same spirit were to be found in this country, and hope that the Air Ministry's proposed schemes for the formation of light 'plane clubs will result in the subject becoming more prominent here than has hitherto been the case. * * * OUT of the 78 machines entered for the Rhon, no less than 30 are light 'planes, or, at any rate, gliders fitted with a power plant of some sort. It is gratifying to find that out of the 30 light 'planes quite a considerable number are fitted with British engines. For instance, although in some cases the identity of the power plant is not yet available, there are two Blackburne " Tomtit " engines, and no less than nine Douglas engines, mostly of the 500 c.c. type, but also other models. THE most powerful machines entered are the Blume- Hentzen " Habicht " with 750 c.c. Siemens, and the Udet " Kolibri " with 750 c.c. Douglas. Two photographs of the latter machine were published in our issue of July 24, 1924. The smallest machines, or rather the lowest-powered, have Ho engines of 296 c.c. of the type fitted by Arthur Martens in his glider at Rossitten. * * * IT is of interest to note that out of the 30 light "planes entered only four are biplanes, the rest monoplanes. This is, of course, in accordance with the generally accepted view in Germany that the monoplane type is the more efficient. It is likely that in the Lympne competitions a larger pro portion of biplanes will be found. Space does not allow of publishing complete tables of data of the German machines this week, but we hope to be able to give some interesting information in a short time. It is interesting to note, in connection with the search for efficiency, that one of the light 'planes entered has a span of 21 metres (68 ft. 11 ins.) for an overall length of only 7 metres (23 ft.). <$> <s> carried 700 lbs. of goods and one passenger. The flight was made in three stages, that from Croydon to Amsterdam occupying two hours ; Amsterdam-Hanover 1 h. 32 mins. ; Hanover-Berlin 1 h. 8 mins. The average speed works out at about 140 m.p.h. Needless J:o say, a strong wind helped.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
