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Aviation History
1928
1928 - 0479.PDF
JUNE 14, 1928 Sir Alan also made speeches everywhere in the cause ofairmmdedness generally, advocating support of the light plane clubs and the development of municipal aerodromesas well as urging the importance of commercial aviation for our ports. Abnormal crowds greeted his arrival in manytowns, so that it is inevitable that considerable good seed has been sown. Next Tuesday, June 19, a dinner in his honour will be givenat the Savoy Hotel, at which Sir Charles Wakefield is expected to preside, and amongst those who have, we under- P.^SsS stand, accepted invitations, are Sir Samuel Hoare, Air Vice-Marshal Sir Sefton Brancker, and Air Vice-Marshal Sir John and Lady Higgins. Lady Cobham, who was indisposed on the arrival atRochester, and was thought to be possibly suffering from a slight attack of malaria, was reported to be better the follow-ing day. Sir Alan's assistant pilot, Captain Worrall, was forced toleave the flying-boat at Cardiff through an attack of the same complaint. "JUPITER" VII PASSES 100 HOURS' TYPE TESTS THE 100 hours' official type test on the Bristol" Jupiter" SeriesVII engine, carried out in accordance with the British Air Ministry schedule of " Type and production tests for mechanic-ally-driven supercharger engines," was successfully con- cluded in May, 1928. The engine, No. j 7009, was a standardproduction type, and the tests were carried out at the approved rating for this engine of 420 h.p. at 12,000 ft.at normal r.p.m. The engine maintained its tune throughout the test,developing, on the final power curve taken at the end of the run, power both in excess of its rating and of the powerdeveloped at the commencement. After the conclusion of the test the engine was strippeddown and officially examined by the Inspector of the Aero- nautical Inspection Directorate. From his report it is sesnthat the engine generally was in very good condition, there being a complete absence of measurable wear on the super-charger components, while the average wear on the major components of the engine was only a fraction of the wearpermissible before replacements are required. Preliminary Power Curves.—Carried out up to 1,950maximum r.p.m. for both rated ground conditions and rated altitude, condition. 100 Hours' Endurance Test.—Carried out at 1,775 normalr.p.m., and at 90 per cent, of the equivalent ground rating. The first 40 hours were carried out on the Froude hydraulicdynamometer, followed by 50 hours on the test hangar and the final 10 hours on the Froude. For the 100th hour,engine opened up to full rated power. Slow Running and Acceleration Tests.—Sustained slowrunning and acceleration up to normal r.p.m. 1 Hour Test at High Speed.—Carried out at 2,050 r.p.m.,or 5 per cent, in excess of the maximum permissible r.p.m. 1 Hour Test at High Power.—Carried out at maximumpermissible r.p.m. and at maximum permissible boost. 15 Minutes' Test at Excess Power.—Carried out at maxi-mum permissible r.p.m. and at 11 per cent, in excess of the rated boost. Final Power Curves.—Carried out up to 1,950 maximumr.p.m. for both rated ground condition and rated altitude condition. Fuel and Oil Consumptions.—The average consumptionsfor the 100 hours' Endurance Test were : Fuel, 27-5 gallons- hour ; oil, 5-2 pints-hour.Wear on Major Components During the Test inches) Cylinder bore; 0-001. Piston: 0-005. Gudgeon-pin diameter: nil. Small end bush bore : nil. Wrist pindiameter: 0-0002. Wrist pin bush bore: nil. Crankpin diameter: 0-0004. Big end bush bore : 0.0005 Big endbush outside diameter : 0-0014. Master rod liner bore : nil. Cam sleeve bush bore: 0-0007. Crankshaft sleeve: nil.Eccentric gear bore: 0 -0002. Eccentric floating bush, o/diameter : nil. Eccentric floating bush bore: 0-001.Eccentric outside, diameter : 0-005. Crankshaft tail bear- ing : 0-001. Blower drive gears : nil. Blower bearings,nil. At the conclusion of the test the engine was found to bein excellent condition, as shown above, the wear on the major components was considerably below replacement requirements,while there was a complete absence of measurable wear on the supercharger components. 490 480 470 460 450 440 ^430 CQ420 410 400 390 380 370 360 /' / / / / I2\ *?x_ 1 1600 1650 1700 1750 1800 1650 1900 1950 ENGINE R.RM. Bristol "Jupiter VII " J. 7009 passes Air Ministry's 100 hours' Type Tests : These power curves, of which 1 represents readings taken before the 100 hours' type tests, 2 readings taken after, are at the rated altitude of 12,000 ft. French Plans for AviationFRANCE intends to organise new air routes. A postal airline will be run from Bordeaux to Geneva, passing throughLimoges, Clermont-Ferrard and Lyons. A day service only will be the commencement but a night service will also startlater. The contract is to be given to a company formed by the French Railways and it is hoped that industrial concernswill be prompted to inaugurate other lines. Syria may also be connected with France by air, with the help of the presentParis-Constantinople line as far as Belgrade. From there will be a branch line to Salonika, and seaplanes will conneptupto Athens and Syria. Air communication with Indo-China from France is yet another aim of the French Government.Parachutes for Poland MR. IRVING, the inventor of the Irving parachute,and a private owner, recently flew to Warsaw, Poland, and back in his " D.H. Moth " (Cirrus). He left Letchworth onMay 25, flew via Berlin, and after leaving there he reached Warsaw in 12 hrs. 5 mins. on the following day. On thereturn journey, about a week later, he touched at Hanover, and from there he flew to Letchworth in 10 hrs. 30 mins. Itis understood that the trip was for business purposes, and that he is arranging to establish a local factory in Poland forthe production of the Irving parachutes for the Polish Air Force. Polish labour will be employed.Air Mails MAILS from this country which left Southampton onJune 2 for Canada and were transferred to an aeroplane at Rimouski from the ship landed in Toronto in the record time ofsix days, six hours, and 42 mins. Private Owners Please Note THE A.DC. Aircraft, Ltd., inform us that they haveprovided facilities for housing light aeroplanes at their works at Croydon aerodrome, Waddon, and desire to offergarage and maintenance for private owners' machines. This has been done because they thought it desirable that suchaccommodation should be available south of London. Terms will be quoted to those interested either by post or telephone(Holborn 4076). Fuel can be supplied and ground engineers are always available. 435 •
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