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Aviation History
1934
1934 - 1305.PDF
DECEMBER 6, 1934. FLIGHT. 1309 The permission granted to Hon. 2nd Lt. G. H. V. Bacon toretain his honorary rank is withdrawn on his enlistment in the Royal Army Pay Corps (Supplementary Reserve) (Oct. 17). ROYAL AIR FORCE RESERVE Reserve of Air Force Officers General Duties Branch H. G. Henley is granted a commission as Flying Officer in class C(Nov. 13). Lieut. Com. E. J. E. Burt, R.N. (Retd.) is granted a commissionas Flying Officer in class A (Nov. 17). Jne Wowinff Pilot Officers are promoted vo the rank of FlyingOfficer:—M. \V. Kimpton (Sept. ifc): J. Grierson (Oct. 28). AUXILIARY AIR FORCE General Duties Branch No. 604 (COUNTY OF MIDDLESEX) (FIGHTING) SQUADRON.—F/O.A. E. Chatterton resigns his commission (Oct. 25). AUXILIARY AIR FORCE RESERVE OF OFFICERS General Duties Branch A. E. Chatterton is granted a commission as Flying Officer inclass A (Oct. 25). Appointments.—ThtForce are notified : — ROYAL AIR FORCE INTELLIGENCE following appointments in the Royal Air General Duties Branch Flight Lieutenants.—K. E. Bain, to No. 605 (County of Warwick)(B) Squadron, Castle Bromwich, 19.11.34. D. H. F Barnett, to Cambridge University Air Squadron, Duxford, 19.11.34. W. L. Bateman, to Headquarters, R.A.F., Halton, 17.11.34. F. E. Bond,to No. 802 (F.F.) Squadron, Netheravon, 21.11.34. H. K. Goode, D.S.O., D.F.C., to Station Headquarters, Hendon, 21.11.34. O. R.Pigott, to No. 23 Group Headquarters, Grantham. 21.11.34. C. E. St. J. Bea-xish, to No. 2 Flying Training School, Digby, 16.11.34.E. C. Delamain, M.C., to School of Photography, S. Farnborough, 20.11.34. W. J. H. Lindley, to Aircraft Park, India, Lahore, 1.11.34.V. Q. Blackden, to No. 5 Flying Training School, Sealand, 17.11.34. G. F. Overbury, to No. 207 (B) Squadron, Bircham Newton, 26.11.34.W. P. J. Thomson, to No. 12 (B) Squadron, Andover, 14.IT.34. L. R. W. Tillard, to No. 2 (Army Co-operation) Squadron, Man- ston, 20.11.34. Flying Officers.—T. J. MacDermot, to No. 4 Flying TrainingSchool, Abu Sueir, Egypt, 1O.11.34. L. W. C. Bower, to Central Flying School, Wittering, 26.11.34. G. R. A. Elsmie, to CentralFlying School, Wittering, 26.11.34. G. K. Fairtlough, to No. 29 (F) Squadron, North Weald, 21.11.34. J. G. Glen, to Central Flying School, Wittering, 26.11.34. P. R. Robinson, to No. 820 (F.S.R.)Squadron, Gosport, 26.11.34. Pilot Officers.—N. D. Gilbart-Smith, to No. 208 (Army Co-opera- tion) Squadron, Heliopolis, Egypt, I6.TT.VI. H. B. Hurley, to No. 23 (F) Squadron, Biggin Hill, 21.n.34- G. A. V. Knyvett, to No.803 (F.F.) Squadron, 1S.11.34. Acting Pilot Officers.—Ji. G. Seys, to No. 14 (B) Squadron, Amman, Palestine, 1.11.34. J- M. Southwell, to No. 8 (B) Squadron, Aden,7-H-34- Stores Brandt Flight Lieutenants.—R. M. Thomas, to Headquarters, CoastalArea, Lee-on-the-Solent, 21.11.34. H. A. Wrigley, to Station Hfad- quarters. Biggin Hill, 22.11.34. Flying Officers.—P. Dennehy, to No. 4 Flying Training School,Abu Sueir, Egypt, 16.11.34. A. E. Hues, to Aeroplane and Arma- ment Experimental Establishment, Martlesham Heath, 21.11.34. Accountant Branch Flying Officer.—G. E. Shirley, to No. 216 (B.T.) Squadron, Helio-polis, Egypt, 16.11.34. Chaplains Branch Rev. W. P. Hughes, to Headquarters, Palestine and TransjonWtn,16.11.34. For duty as Chaplain (C. of E.) vice Rev. J. H. P. Still. Dental Branch Flight Lieutenant.—B. L. Harrington, to R.A.F. Depot, Uxbridge, 29.11.34- LIQUID-COOLED ENGINES (Continued from page 1307) was that the danger of freezing would be practically eliminated. Reverting to the subject of the compression-ignition engine, Capt. Forsyth stated that the Junkers " Jumo " IV had been type-tested and fuel consumptions reading as low as 0.35 lb. per b.h.p. had been obtained. This was lower than they could hope to reach in petrol engines. He foreshadowed a further development which might take place, namely, the coupling of two "Jumo" engines to- gether into a common crank case, thereby making it pos- sible for a 1,500 h.p. engine to be produced without increas- ing the height, and at the same time producing an engine which could be installed in a small space. The advantage of this type in a large machine would be that it would be possible for the pistons to be extracted without removing the engine from the aircraft. Referring to the Deschamps two-stroke Diesel engine, Capt. Forsyth said that it had been hoped this- would pro- duce 12,000 b.h.p. at a weight of 2 lb. per h.p., but this was doubtful, as a great deal of stiffening-up would seem to be necessary before the engine was a success. Commenting on the many attempts made to produce a satisfactory petrol two-stroke engine, Capt. Forsyth said he agreed with Mr. Fedden that the only prospect of produc- ing a satisfactory two-stroke engine was to have it super- charged, using fuel injection. Regarding fuel injection, the lecturer said there was a limitation to the speed of the pumps, and as they would have to be operated at engine speed it might mean that double the number of pumps would have to be used for the two-stroke. The result would be complication. It was possible that the sleeve- valve engine might be made to work satisfactorily on the two-stroke principle. If the sleeve valve was satisfactory it might be possible to overcome the difficulties experienced in respect of the pump. Various sleeve-valve liquid-cooled engines have been produced in this country. They had been mostly of the single-sleeve type, and the results obtained had been most encouraging from an efficiencv point of view. The weight- power ratio, however, had been high. The main objection to the sleeve-valve engine was the risk of breakage in the sleeve mechanism, which would have serious consequences and cause the engine to stop. Gas turbines, steam engines, combined air and liquid- cooled engines and swash-plate engines were dealt with briefly by the lecturer, but he did not hold out any great hopes for any of these types. Capt. Forsyth thought the small air-cooled in-line engine would have a great field in low-powered commercial air- craft. Larger-size engines had been produced, such as the Isotta-Fraschini 60 deg. "V.," but difficulty was ex- perienced in cooling the rear cylinders. After an examination of four types of engine starters, the R.A.E. Mark II gas starter, cartridge starting, inertia starters and electric, Capt. Forsyth came to the conclusion that the last-named was the most promising. The B.T.H. electric starter ran at high speed—6,000 r.p.m. It was coupled to an ordinary hand turning gear through gearing which enabled the aero engine to be turned at approxi- mately 9 r.p.m. The current required for this electric motor was exceptionally low, and the all-up weight of the equipment increased the weight of the engine, in addition to the hand-turning gear, by approximately y\ lb. It was necessary to give careful attention to the cowling of Hquid-cooled engines, as it was essential that the engines should be entirely cowled in. The cowling should be de- signed to give a clean contour, and the practice of adding pieces to the cowling should be discontinued. Sometimes it was necessary to provide additional cowling for the crank case, and the general practice was to cut a hole through the cowling. This should not be done. It had been found possible to provide crank case cooling by coupling the air intake to a double skin on the sump, thereby eliminating any necessity for cutting holes in the cowling.
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