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Aviation History
1926
1926 - 0823.PDF
NOVEMBER 11, 1926 above the crankcase. The upper adjustments can thus bereached without removing the engine cowling, and it is not until a very great amount of " play " has to be taken up thatit becomes necessary to make use" of the lower adjustments. Ball and socket joints are used between push rods and rockerarms, and small Tecalemit lubricating cups are fitted which ensure the lubrication of the rocker arms. The crankshaft differs slightly from that of the older engine,and the thrust is now taken on a deep-track ball bearing housed in the front of the crankcase. By a very slightdifference in the machining of this housing the engine can be used as a pusher. As in the older model, lubrication is partlyby pressure pump feed and partly by splash, the crankcase having an oil sump of large capacity from which the oil isforced, by a submerged pump, to the main bearings and . splashed to the gudgeon pins and cylinder walls. Thealuminium pistons have a slightly different ring arrangement from those of the Mark 1 engine, th(- three rings now beingat the top of the piston, with the lower ring acting as a semi- scraper ring. The connecting rods are Duralumin forgingsof H-section, with plain white-metal bearings for the big ends, and the gudgeon pins taking their bearing direct on theDuralumin of the small ends. The gudgeon pins, incidentally, float in the piston walls and are held in place by circlips. The induction system of the " Cirrus " Mark II is slightlydifferent—or, rather, the manifold itself is of a different shape—and is supplied from a dual carburettor, one inductionpassage supplying the two inner and another the two outer cylinders. Exhaust heating of the induction manifold isprovided. As regards the running characteristics of the Mark II".Cirrus," the accompanying power and consumption curves show that at the normal speed of 1,800 r.p.m. the enginedevelops about 78-5 h.p., while at the maximum permissible speed of 2,000 r.p.m. the power is just over 84 h.p. With a 90 es O80 « a I JTTT7 : E 400 TTT-r —I TTTT-r / *• ll» 1500 I' i|ii nun i |_ 1 /f t a: Ko: o2 A , PETROL CONS PTSjHP./HR ,X. —i 1600 1700 1600 1900 R p foi 1111 i .a 2000 .——* TTTTTTTTT i ? 2100 2 '!: : ! : ; : ; : nr >oo t; 09 01 OS S n. 59 57 The "Cirrus Mark II" Power and consumption curves. The " Cirrus Markthe engine will " fitII " engine : This installation diagram should enable aircraft designers to see how into " their designs. The engine fits the same bearers as those used for the Mark I. compression ratio of 4-9 to 1 the fuel consumption is very be mentioned that the tests to which these curves refer were low, just over 0-56 pints per horse-power per hour at 1,800 run on "Shell" aviation spirit without the addition of r.p.m., and 0-575 pints per horse-power per hour at2,000 r.p.m. As the normal speed is sufficiently low to give benzol, while the lubricant used was Castrol Further particulars of the " Cirrus " Mark II engine maygood propeller efficiency, the simplicity of the direct drive be obtained upon application to A.D.C. Aircraft, Ltd., used is obtained without sacrifice. Incidentally, it should Regent House, 89, Kingsway, London, W.C. 2. Bedford Balloon Accident Sequel ARISING out of the balloon accident at Kempston, nearBedford, on August 3 last, when Capt. E. T. Willows and four passengers were killed, proceedings, under the Air NavigationConsolidation Order of 1923, and the Air Navigation Act of 1920, were taken against C. G. Spencer and Sons, Ltd.,of Highbury, for allowing a balloon to be flown without special permission, and without it being certified as air- 72 worthy. The Magistrates convicted on both summonses. Inthe case of the failure to have a permit they imposed a fine of £100. With regard to the failure to have an airworthinesscertificate, they agreed that the phrasing of the temporary certificate was ambiguous, and imposed a penalty o) ,^50.The costs were fixed at 30 guineas. They declined to state a case, but agreed to accept a notice of appeal at QuarterSessions. 1
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