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Aviation History
1927
1927 - 0661.PDF
SEPTEMBER 1, 1927 sleeves and valve seatings. The crankshaft runs in seven bronze bearings, and the camshaft drives are unusual in that in place of either shaft or push-rod operation, the three camshafts are operated by trains of pinions. It is claimed that this arrangement, in addition to facility of adjustment has the advantage of providing easy means of driving a number of engine accessories. The great number of cylinders used, and the high speeds at which the engine is designed to run, would not, it is claimed have made magneto ignition possible without considerable complication and probable loss of reliability, and consequently battery ignition has been provided. Two generators of 200 watts are mounted on top of the engine, one of which supplies the usual requirements for starting, lighting, etc., while the other is available for extra requirements, such as on large night bombers. The engine starter is electric, and weighs but 7-5 kg. (16* lbs.). Its gearing in relation to the engine is at the ratio of 240 to 1, the starter being capable of running at 15,000 r.p.m. Petrol supply is by two A.M. pumps and a Zenith carburettor for each bank of cylinders. The Farman planet reduction gear gives a ratio of 2 -46 to 1, giving a propeller speed of 1,100 r.p.m. at the normal engine speed. Finally, the engine can be provided with a two-stage Rateau supercharger, mechanically driven, arranged to maintain the eluding engines by the Walter, Breitfeld Danek, and Skoda firms, the former showing a Walter engine and certain parts of a " Jupiter," and the latter some Czech-built Hispanos. For the rest, the stand was devoted to models, photographs, and various display advertising material. Germany The German exhibit was disappointing in that no actual machines were shown, while of aero engines there were one or two Siemens radials and one of the new 500 h.p. B.M.W. water-cooled engines. The German aircraft constructors were represented mainly by models and photographs, which at the best can be but poor substitutes for the real thing, even if some of the models, such as that of a Dornier Wai, are beauti- fully made in metal. Certain aircraft parts, Duralumin floats, equipment and instruments completed the display on this stand, and certainly those who were not already familiar with the excellent work which Germany is doing in aviation could not possibly form any adequate idea from the exhibits staged in the Forum. The one redeeming feature of the German show was that it represented concerted action on the part of the German equivalent to our S.B.A.C. Holland was represented by maps, photographs and propaganda material only, and one missed the usual well-staged Fokker stand very badlv. m I1 f £> a 300 EN ? *: ft* 1 / / / *s 3/ >^ // s 2000 ZBOO Tours minutt THE NEW FARMAN1 INVERTED ENGINE : On the left an installation diagram. 1. Valve enabling the engine to run with or without supercharger. 2. Air intake to supercharger. 3. Radiator. 4. Entry of air for exhaust cooling. 5. Water radiator. 6. Water tank. On the right, power and consumption curves. 1. Power curve at full throttle. 2. Power curve throttled to 2,900 r.p.m. 3. Power curve throttled to 3,400 r.p.m. 4 and 5. Petrol consumption curves corresponding to 2 and 3. The consumption is, of course, given in grammes per horse-power per hour. nominal power up to 5.500 metres (18,000 f t.). At this altitude the engine develops 600 h.p., from which must be deducted about 90 h.p. for driving tht1 supercharger, but to which can be added some 40 h.p. regained as a result of exhausting into rarefied air. The supercharger is driven at a gear ratio of 1 to 7, and an automatic, single-disc centrifugal clutch allows the pilot to throw the supercharger out of gear in 10 seconds without any special precautions on his part. The accompanying installation diagram shows some of the dimensions of the Farman engine, but the main overall dimen- sions may be given here : Length o.a. without supercharger, 1-61 m. "(5-28 ft.) ; with supercharger, 2'03 m. (6-66 ft.) ; height, 1 -08 m. (3-55 ft.) ; width, 0-78 m. (2-56 ft.). The weight of the engine bare is 318 kgs. (700 lbs.). The reduction gear weighs 40 kgs. (88 lbs.), the starter 7-5 kgs. (lfi-5 lbs.I. the hub 12-5 kgs. (27-5 lbs,), the generators 12 kgs. (26-4 lbs.), the batteries 26 kgs. (35 lbs.), and the petrol pumps with their controls 5-8 kgs. (12-75 lbs.), making a total weight in running order, but without cooling water, of 421-8 kgs. (927 lbs.). On the normal power rating this 'orresponds to a specific engine weight of 1 685 lbs. per h.p. At the full throttle maximum power of 730 h.p. at 3,400 r.p.m. •his corresponds to a weight of 1 -27 lbs. per h.p. Belgium A very small stand represents Belgian aeronautics, and •"ntains"mainly propaganda material of various sorts, maps, "'•agrams, photographs, etc. Czechoslovakia ' ls a large stand at the Copenhagen show, but at the time "ur visit no actual aeroplane was exhibited, although the "id appeared unfinished and awaiting new arrivals. \\ ork- '" were busy putting aero engines into place, these m- Italy had, apparently, " gone nap " on the lighter-than-air side, which was represented by a large number of scale models of airships of the E, M, V, Mr, P, Nl, and N2 types. Some model maps in relief of Chioggia, Pompei and Rome were interesting, as were also a series of large framed photographs, but the show was not worthy of the effort which Italy has made in aviation during the last few years. Sweden Well represented for its size was Sweden, whose aircraft stand was fully taken up by (and even overflowing into neigh- bouring stands) a huge Swedish-built Junkers monoplane, the type R.42, fitted with three Junkers L.5 engines. This machine was exhibited by the A.B. Flygindustri, whose works are at Limhamn, near Malnio, and who are the Swedish licensees of the Junkers works at Dessau. The machine had been flown over to Copenhagen. The R.42 is a. typical Junkers all-metal machine, with the usual corrugated Duralumin covering, multiple spar wing construction, etc. The machine carries an impressive number of bombs of various sizes, and is bristling with machine guns, of which there are two in a forward cockpit, two in a rear cockpit, and one in a gun turret projecting through the floor of the fuselage. This gun turret is an ingenious affair, so arranged that the <nmner can raise and lower it with himself seated inside, out of the draught, and can also rotate it so as to bring his gun to bear in any desired direction. The same turret can also be and is, used for dropping bombs. What with the angle of fire open to the top gunners, and that of the turret gun when pointed aft, the Junkers R.42 has practically no blind SpOt. (Concluded on page 626) 607 D 2
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