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Aviation History
1925
1925 - 0401.PDF
JULY 2, 1925 "XT C 'UB Power and fuel consumption curves of the Morehouse 80 cu. in. Light 'Plane Engine. late the oil pressure by adjustment. The crankcase is a one-piece aluminium casting having a large opening at the front through which the crankshaft is assembled. The cylinders are attached to the crankcase with holding down flanges about half way up the barrel, their location being made in the crankcase by two pilots, one at the flange and the other at the end of the barrel. Closed compartments are thus formed when the cylinders are in place in the crank- case into which the by-pass oil from the pressure regulating valve is equally distributed. This oil, after serving to cool the lower end of the cylinder, is returned to the sump by separate passages. The camshaft, which is parallel to and above the crankshaft, is assembled in the crank-case from the rear. The counterbalanced crankshaft has two throws at 180° and is made of S.A.E. 3,240 steel. Narrow crank pins of large diameter are employed to keep the offset between the cylinders at a minimum. Forged duralumin connecting rods have shrunk-in bronze piston pin bushings and removable babbited steel shells atthe lower end. The flat-headed aluminium pistons are 3-125 ins. long and have 0-125 in. wide " Teetor " rings,three at the piston pin and one as a scraper at the bottom. The piston pins have bronze end blocks and are free to floatin both the rod and the piston. The cylinders are of cast iron, having integral cooling fins.There are two tulip-shaped "Rich" cobalt chrome valves per cylinder seating directly in the head, having 45 degreesseats 0-125 ins. wide. The ports measure 1-375 ins. in the clear and the valve lift is 0-375 ins. The cylinders are pro-vided with removable valve guide bushings to permit of replacement. The valves are operated by push rods androcker arms, the rockers being provided at the push rod end with means for adjusting tappet clearances, and a roller atthe valve end. The push rods are sufficiently recessed in their sockets that they cannot come out during flight. The rockersare supported by individual brackets attached to the cylinder by a single stud; Three spur gears comprise the timing gear train, the crank-shaft gear driving an idler directly above at one-half engine speed which serves as the tachometer drive. The camshaftgear is driven from the idler at one-to-one ratio, and the ignition drive is taken from the rear of the crankshaft. Agear type oil pump is incorporated in the aluminium cover, and is driven by a gear at one-half engine speed from thecrankshaft. All accessories are conveniently located near the rear on the cover which encloses the timing gears and can beremoved as an assembly. The camshaft, which is made of S.A.E. 6120 steel, has its gear and two cams integral, thecams, having a base circle of 1-062 ins. diameter and 0-5-in. face width, operate flat ended followers directly in the crank-case. The valve timing is as follows : inlet opens 10c before top centre and closes 50' past bottom centre ; exhaust opens58° before bottom centre and closes 14° past top centre. As in motor-car practice the aluminium oil sump is attachedto the crankcase from below and is easily removable for the inspection of all interior parts. The oil is cooled by adequatelyfinning the bottom of the sump and again by pumping it completely around the intake passage for a short distanceeither way at the centre of the engine. About three quarts of oil is carried directly in the oil sump and an oil levelindicator is also provided together with filtering arrangement and provision is made for an oil thermometer. To thiscasting is attached a special aluminium Stromberg 1 *25-in. carburettor. Separate tubular manifolds carry the mixtureto the cylinders. The ignition is provided by a Scintilla magneto serving asingle spark plug in each cylinder. A combination breather and oil filler is mounted on the top of the crankcase, thebreather being provided with a flange to which a tube may be attached leading out of the cowling to carry away any oilvapours. Provision has been made for attaching a starting crank atthe rear of the engine if desired. Two surfaces of ample area are provided along the sides of the crankcase for mounting,using YiTm- bolts. We understand that several of these engines are being constructed. French Amphibian Flies from the Seine to the Thames ON Tuesday morning an experimental flight from the Seine to the Thames was carried out by the Air Union. The machine employed was a boat amphibia-i of Schreck design, type 19 H.M.T.3, with 300 h.p. Hisrano engine mounted as a tractor. This type is a slight improvement on that which in August last year established a world's record by lifting 500 kilograms of useful load to height of 4,755 metres. It is a small machine with a si n of '4 m. 40, a length of 9 m. 45 and a height of 3 m. 80 -apa of a high speed of 173 kms. and a cruising speed o. 160 ius. For this flight an extra petrol tank was fitted, ^he machine was piloted by M. Bajac, chief pilot of the t \ion, and carried as passengers M. Bardel of the Air I - . -chnical department and Mr. Henry of the Morning 1 The two passengers sat side by side behind the wings a ppeared to be some- what cramped. Starting from the Schreck seaplane works at Argenteuil in the morning, the amphibian landed at Le Bourget, and took off from there at 5.50 a.m. Crossing the Channel at about 800 metres in very fine weather, another landing was made at Lympne for about 15 minutes and then the amphibian made straight for Hammersmith and alighted on the Thames opposite to the wharf ot the Anglo-American 401 Oil Co., Ltd., at 9.15. a.m. She ran about 250 yards on the water and then came smartly to moorings. About half an hour later she proceeded to Croydon, Major Brackley of Imperial Airways this time sharing the back seat with M. Bardel. It took a run of some 500 yards to get off and the machine showed a tendency to porpoise, which the pilot promptly corrected. The Air Union officials declare that they know nothing of any intention to establish a regular amphibian service between Paris and London. Their eyes are turned rather to seaplane services from the south of France to Cairo and other places in northern Africa, and there is talk of building large three-engined Schrecks for such a service. The flight was purely an experiment for accumulating data about amphibians. Kenya-Khartoum Air Survey IT is reported that the Uganda Government is contri- buting ^2,000 towards the cost of the Kisumu-Khartoum air survey, thus following the lead of Kenya. Captain Gladstone, representative of the Blackburn Aeroplane Company, is con- ferring with the Sudan authorities in London on the subject, and at the end of June will go to Brussels to enlist Belgian interest in the scheme. D2
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