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Aviation History
1932
1932 - 0225.PDF
FLIGHT, MARCH 11, 1932 PEGASUS—U PEGASUS-M MERCURY IV MO 600 S60 520 *80 I a *40 •CO too MO i6C WO 320 SOO s s v S \ * \ \ s ^ To 2M £ 5* *c* <*- s. s s s •, s \ \ N s s. s 1 2 3 4 5 6 7 6 9 10 II 12 IS 14 15 16 ALTITUDE IN THOUSANDS OF FEET Power at Altitude at different speeds. Normal speed 1,900 r.p.m. 640 600 58G 560 540 520 600 480 4« 420 X 360 MO 320 300 280 260 240 220 200 0-6 0-55 05 H / 2 i i d 500 1600 TOO 1800 1900 2000 2100 2200 ENGINE R.PM Throttle Consumption Curves. 6*0 m 600 MO 560 MO 520 500 o. I •leo *ao 400 b&O 560 340 \ s \ \ \ PC &y* ^*»J2 K» py •X V \ \ \ \v s 's \ X \ \ •l s N 3 V V V s \ s 3 1 2 3 4 5 6 7 a 9 10 11 i2 13 W 15 16 ALTITUDE IN THOUSANDS OF FEET Power available at Altitude with Automatic Boost Control. PEGASUS AND MERCURY 640 620 600 580 560 540 550 480 «0 "0 420 0.400 X380 360 540 320 300 280 260 240 220 200 180 1 \i r S v" \ \ y y \V \ —1— \ v* ?r > K* V ^ , \ s >••" S ®k 1 «a ** \ W 0 \ \ V \ a A \ 1 \ 1 V \ •0 \ ' J»-loo ; A \ v\ \ \ > \ ^ \ 'o \ S i 3. N \[ \fv \ \ \ \ \ 0 2 * 6 8 10 IZ W 16 IS 20 22 2* 26 28 JO ALTITUDE iN THOUSANDS OF FEET COMPARATIVE POWER AT ALTI TUDE : 1, " Mercury IV-S2 " at 2,250 r.p.m. ; 2, " Pegasus "-S at 2,000 r.p.m. ; 3, " Pegasus "-M at 2,000 r.p.m. ; 4, " Pegasus "-L at 2,000 r.p.m., and 5, " Pegasus "-U at 1,900 r.p.m. All speeds " normal." 580 560 540 520 500 480 460 420 a X «J 380 360 340 300 280 240 ft "Jk k* 0*^ *. $-•\ S ^ V \ \ . > \ V \ V n \ 1 N \ \ s 0 ^ \ \ \ 0 N \ \v \ \ \ \ \ \\ \ s k \ \ 0 2 4 6 8 10 12 14 16 18202224262830 ALTITUDE IN THOUSANDS Of FEET Power available at Altitude with Automatic Boost Control. 85 |l80 a: ITS |rn> 840 820 800 180 KO "w 4>7» TOO 890 660 640 6(0 600 7 //' £ /> ' ~r i <D © fi 4 — .' --, * y —i • / . — ^ 4 S* s i 4- / a • t 12 11 1900 2000 2(00 2200 2300 24O0 2*00 2600 ENGINE RPM Special Category Test of " Mercury IV " at Full Throttle. Curves 1 refer to beginning of Endurance Test and Curves 2 to run immediately after completion of Endurance Test. shaft, there is a facing to which can be bolted a hand- turning gear or an inertia starter of the manually or elec trically energised type. In addition, unions are provided for priming the induction system by the usual small hand pump. Control of the ignition timing is by automatic advance couplings on the magnetos, no hand control being needed. Further relief is given to the pilot by the adoption of the Bristol automatic boost control to the carburettor throttle. This device maintains the required maximum boost pres sure in the induction system up to the rated altitude, but permits the pilot to throttle down by hand. An over riding device can be fitted to permit the pilot to over- boost the engine to a limited extent when extra power is required for taking off. At the rear there is provision for driving a fuel pump or other accessory through a flexible shaft. This allows the fuel pump to be placed at the lowest possible position, and well away from the engine, so that the tendency for vapour locks to form in hot weather or at altitude is mini mised. A combined fuel pump and relief valve can be supplied complete with the necessary length of flexible shaft to suit any particular installation. Another flexible shaft drive can be fitted to transmit power to a 500- or 1,000-watt electric generator. Incor porated in this drive is a combined freewheel and over load release clutch, by means of which the flexible shaft is relieved of excessive loads due to sudden changes in engine speed or to backfiring. Reference was made last week to the re-designed air screw reduction gears, which are now much lighter and more compact. Hubs for either wooden or metal air screws can be supplied, and the Bristol Aeroplane Com pany are now producing two-bladed and three-bladed types of airscrews having light alloy blades, and these have, of course, been designed especially for the new Bristol engine series. Finally, it may be pointed out that both the " Mer cury " and the " Pegasus " series have been so designed that they may be used in pusher installations. Designers would, however, be well advised to consult the Bristol engine manufacturers before planning such installations. 209
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