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Aviation History
1931
1931 - 1178.PDF
FLIGHT, NOVEMBER 6, 1931 The connecting rod assembly consists of one master and eight auxiliary rods; the big end of the master rod is solid, and is provided with eyes for the wrist pins on which the auxiliary rods articulate. The crankshaft is of the single-throw type, built up from chrome steel, is hollow and of large diameter. A passage is drilled diagonally through the rear crank web which, registering with a. hole through the tail shaft and crank web, forms <i communication through the interior of the tailshaft and that of the crank pin, thus serving to convey the oil from the pressure pump to the big end. All the prin- cipal bearings, including the crankshaft bearings, are of the ball or roller type. Two valves of large dia- meter are provided for each cylinder, and are held on their seats by springs of the safety-pin type. The valves themselves are operated by rocker arms pivoting on brackets fixed to the cylinder; these rocker arms are worked by push rods operated by tappets carried in guides fitted to the cam gear casing. The cam ring, which has two rows each of five cams, is driven by an epicyclic train of gears at 1/lOth the crankshaft speed. For lubrication, two oil pumps both of the gear type, are mounted on the rear end of the crankcase, and are driven through intermediate gears from the tail shaft of the engine. One pump feeds oil to the bearings while the other drains it from the crankcase and returns it to the oil tank. This oil is forced through a filter and, by passages in the rear cover, to a sleeve surrounding the tail shaft, whence it goes via the interior of the shaft to the crank pin, thus lubricating first the big end and, through MASTER ROD IN No. I CYLINDER The firing sequence of the AD. at the front of passages in the big end, theauxiliary-rod wrist pins. The oil thrown outlubricates the roller bearings of the crankshaft andreaches in sufficient quanti- ties the cam gear case.After being collected in the sump, it passes throughanother filter to the scavenger pump, which re-turns it through a jacket fitted upon the carburettor,where its heat is utilised to heat the ingoing mixturebefore it is returned to the oil tank. The two magnetos of theSalmson GG9 type are mounted at the rear of theengine and are driven by pinion gearing. A hand-starter coupling isfitted to the rear of the engine, the end of the tailshaft carrying a coarse pitch multiple start thread. Inline with the tail shaft is a further shaft with a nut tomatch, which is normally kept out of mesh by aspring, but on pressing in- wards and turning the nut,will engage the threads. A universal joint provides theconnection to the starter shaft. Mixture from the car-buretter passes through two passages in the rear support to an induction passage in the rear half of the crankcaseand thence to the cylinders. In this passage there is a priming plug for use when required; the gas is heated bya heater box between the carburetter and the rear support through which the hot oil leaving the engine is circu-lated if desired. This jacket may be heated by circulating the exhaust gas through it, instead of oil, according tothe conditions under which the engine is to work. Type Test of the Salmson AD. 9 For the purpose of this test the engine was mounted on a simple stand and connected by a universally jointed 9 Salmson engine. Looking the engine. A 7A 00 a 50 I i! 1900 2000 2100 R P. M 2200 2100 MOO 250° The Salmson AD. 9. Throttle Curve. The Salmson AD. 9. Final Power Curve. 1102
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