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Aviation History
1927
1927 - 0841.PDF
Flight, iNovemDer A AIRCRAFT( BNGINEEFL URSH/PS First Aeronautical Weekly in the World. Founded January, 1909. Founder and Editor : STANLEY SPOONER A Journal devoted to the Interests, Practice, and Progress of Aerial Locomotion and Transport. OFFICIAL ORGAN OF THE ROYAL AERO CLUB OF THE UNITED KINGDOM No. 984. (No. 44. Vol. XIX.) NOVEMBER 3, 1927 f Weekly, Price 6d.I Post free, 7d. FlngKt EDITORIAL COMMENT. The Aircrajt l-.n^ineer and Airships Editorial Offices: 36, GKKAT QI'l-KN STRKKT, KINGSWAV, WX.2 Telephone : tierrard \H'M. Telegram*, : Truditur, Wctcent, London. Annual Subscription Kates, Poj.t Free. United Kingdon .. 30s. 4d. Abroad .. .. 33s. >'J." * Foreign subscriptions nut>t be remitted in liritith curren<y. CONTENTS Editorial Comment : PAGE I^iiiti<iii ("''inpressi.u! llnuine> A Wry Fin.-- Fliyht .. A Nt-w I>c Havilland for Australia Hcinkc! H.D.40 Royal Aep.. (.lub Official Nolii-fi World'* Ki •-• ir«U in A\i,iti >n .. .. .. .. .. .. 7H.t Air Trafhi- in Italy l>iirinK if'J'v. Private Flying : Sufiolk Club'.- Mi-i-tma at H.idli-is'h .. Light "Plane Clubs Airisms From the Four Winds .. Hi«h Speed Coni| rcssiiiii-Igiiiti->ii Kn.'iin' K.--i .inli : By H. If. Taylor Royal Air Force .. .. .. .. .. .. .. .. 771 Corroporidrnrr Persona!- .. " FLIGHT " PHOTOGRAPHS. To those desirous of obtaining copies of "Flight" Photographs, these can be supplied, enlarged or otherwise, upon application to Photo. Department, 36, Great Queen Street, W.C.2 For Fi-cs and Ptices, sec Advert, on page in. DIARY OF FORTHCOMING EVENTS Club Secretaries and others- desirous of announcing the dales of important fixtures are invited to send particulars for inclusion in this list :— 1927 Nov. 3 . Joint Meeting. " High Speed Compression Ignition Engine Research." Mr. H. B. Taylor, before R.Ae.S. and I.A.E. Nov. 9 .... " Commercial Air Routes." Air Vio-Marihal Sir Sefton Bratck r, before Royal United S?rvica Inst. Nov. 17 .. . " The use of the Wind Tunnel in the Predic- tion of Aeroplane Performance." Mr. R. E. Pierson, before R.Ae.E. and I.Ae.E. Nov. 24 ...." Modern Development? in Aircraft Instru- ments." Maj. C. J. Stewart, before R.Ae.S. and I.Ae.E. Dec. 1 ' The Problem of th= Long Range Flying Boat." Mai. J. D. Rennie, before R.Ae.S. and I.Ae.E. LTHOUGH offering a most interesting field for research and experiment, and holding out a reasonable promise of ultimate success, the high-speed compression-ignition aero engine does not appear yet to be an immediate possibility, at least in so far as the position may be judged from the paper Mr. H. B. Taylor is reading this week before the R.Ae.S., I.A.E. The lecturer records results with a single-cylinder experimental unit at the R.A.E. of a brake mean effective pressure of Ignition- 121 !b. per sq. in., with a fuel consump- Compression . l. , , ,, r n , ,-. Engines tion (usmS shale oil) of 0-4 lb. per brake horse-power hour. This was at a speed of 1,000 r.p.m., and with an excess-air coefficient of approximately 1-3. With the same engine unit, running at the same speed, but using petrol for fuel, the brake mean effective pressure was 134 lb. per sq. in., and the fuel consumption was 0-49 lb. per horse-power hour. As pointed out by the lecturer, this corresponds to a reduction in consumption of 18 per cent., while the reduction in power was but 10 per cent. Another advantage of this type of engine over the petrol engine is stated by the lecturer to be that as the torque is reduced, so is the specific fuel consumption. In actual figures, the maximum recorded brake thermal efficiency was 38 per cent, at 1,000 r.p.m., the brake mean effective pressure being 78 lb. per sq. in., and the fuel consumption 0*358 1b. per brake horse-power hour. The best indicated thermal efficiency was 46-7 per cent, at the same speed, the indicated brake mean effective pres- sure being 74-2 lb. per sq. in., and the fuel consump- tion 0-297 lb. per brake horse-power hour. On the score of weight per horse-power, the lecturer estimates that the compression-ignition engine will weigh from 1 to 2 lb. per brake horse-power more than the corresponding size and type of petrol engine, the lower figure applying to the radial air cooled and the higher to the water-cooled in-line. Taking an engine weighing 1 lb. per h.p. more, but consuming 0-\\ lb. per h.p. less fuel per hour, there is no sayinlg in weight of engine and fuel for a flight of 10 hours' duration, but a progressive saving is effected'as the duration increases. l.".- "•A - 2
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