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Aviation History
1926
1926 - 0660.PDF
21) That they have succeeded is indicated by the fact that the " Cherub III " has passed the Air Ministry 100-hours' Type Test without difficulty. It develops a normal power of 36 b.h.p. at 3,200 r.p.m., and weighs only 95 lbs., or 2-88 lbs. per h.p. The fuel and oil consumptions are also remarkably low—2 galls, of oil per hour and 1 pint of petrol per hour. The most important changes in the design of the " Cherub III " are as follows :—The bore has been increased to 90 mm., and the capacity to 1,288 c.c. The cylinder-heads have been re-designed, with new type valves having triple valve-springs. The crankcase has been made stronger but smaller, and has a dry sump. An extra gas-ring has been added to the pistons, and a new improved type of scraper ring is used. The method of mounting the engine has also been improved, whilst the ignition and altitude controls are automatic, and are inter- connected with the throttle. The following is a general description of the " Cherub III." The cylinders have steel barrels and aluminium alloy heads carrying the screwed-in alloy steel valve seats, valve guides, valves, inlet and exhaust passages. The head is made gas-tight by means of a packing piece of a special alloy SEPTEMBER 9, 1926 (having a low rate of expansion) between the cylinder heads and the heads of the securing bolts, and a copper ring joint. Inlet and exhaust valves, of cobalt-chrome steel, are inter- changeable, and have three concentric springs each. The camshaft, driven by spur gears, lies across the crankcase below the crankshaft, and operates the valves through rocker shafts which run parallel to the cylinder axes from crankcase to cylinder head. The crankshaft is a case-iardening alloy steel stamping carried on four bearings—two double-row self-aligning and one (front) deep groove thrust type. The connecting rods are alloy steel forgings with hardened liners pressed into the big ends, which are slipped over the shaft and then split bronze-floating bushes inserted. Aluminium alloy pistons are employed, each having three rings. Hollow gudgeon pins float both in the piston bosses and in the core-rod small ends. The crankcase is an aluminium casting, split vertically on engine center line, and provided with separate front and rear covers. The magneto is driven by spiral gears from the rear end of the crankshaft, and is mounted on the rear crankcase cover. A special type Zenith carburettor, with hand-operated altitude control, is fitted. AIR RACING AT LYMPNE Three Events to Follow Competition On Saturday, September 18, three air races, quite apart from the light 'plane competition, will be held at Lympne. These are :—The race for the Grosvenor Challenge Cup, the race for the Society of Motor Manufacturers and Traders' Prize, and the Lympne Open Handicap. The Race for the S.M.M.T. Prize At the conclusion of the competition, a race on handicap will be held over a course of 75 miles, i.e., 6 laps of the Lympne course. This race will be open to aeroplanes taking part in the Daily Mail light 'plane competition, provided they have accomplished at least 50 per cent, of the 1,964 miles' course. The prize offered by the Society of Motor Manufacturers and Traders is one of 200 guineas. The Grosvenor Challenge Cup Handicap This race, to be held under the Competition Rules of the Royal Aero Club, is for the Challenge Cup presented by Lord Edward Grosvenor, and for prizes (first prize £75 and second prize /25) presented by Sir Charles Wakefield, Bart. The race will be over a distance of 75 miles, i.e., 6 laps of the 12 J miles' circuit at Lympne, and is open to any aeroplane the weight of the engine of which does not exceed 275 lbs. '"•- The Lympne Open Handicap To be held under the Competition Rules of the Royal Aero Club, this race is open to all types of aeroplanes, and the machines will be handicapped on a time allowance basis. Entries will be received up to noon on September 15, and should be addressed to the Royal Aero Club, Lympne Aero- drome, near Hythe, Kent. The entrant should state type of aeroplane, engine, registration inarks, and name of pilot. In the case of aeroplanes which have taken part in the light 'plane competition no particulars are required relating to aeroplane and engine unless modifications have been made. Machines entered for this race must be at Lympne Aerodrome not later than 12 noon on Saturday, September 18, for verifica- tion by the officials. For this race the following prizes are offered :—First prize, /60 ; second prize, £'30 ; third prize, ^10. During the day parachute descents will be made by Miss June. Officials of the Lympne Meeting Following is a list of officials at the Lympne Light 'Plane Meeting :— Stewards.—Lieut.-Col. Sir Francis K. McClean, A.F.C., Major R. H. Mayo, Capt. C. B. Wilson, M.C. Judge.—Air Commodore F. C. Halahan, M.C., C.B.E., D.S.O., M.V.O. Official Recorder.—Lieut.-Col. W. A. Bristow. Clerk of the Course.—Lieut.-Col. M. O. Darby. Time keepers. —Col. F. Lindsay Lloyd, C.M.G., C.B.E., and A. G. Reynolds. Chief Marshal.—Howard T. Wright. - Fuel Measurer.—Professor A. M. Low. Clerk of the Scales.—Capt. W. Dancy. Press Steivard.—Sir Guy Standing, K.B.E. Aerodrotne Official.—Commander S. Deacon. Executive Committee.—Air Vice-Marshal Sir W. S. Brancker, K.C.B., A.F.C. ; Lieut.-Col. W. A. Bristow; Capt. R. J. Goodman Crouch ; Lord Edward A. Grosvenor ; Howard T. Wright. Secretary of the Meeting.—Harold E. Perrin. Assistant Secretary.—B. Stevenson. 584
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