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Aviation History
1937
1937 - 0736.PDF
282 FLIGHT. MARCH I8, 1937. THE RIGHT ENGINES for LIGHT AEROPLANES Current Types Reviewed : Several New Examples Now in Full Production Aero Engines T HERE are several ultra-light air craft on the market which require a reliable and compact little engine with a power output of about 30 h.p., while for certain types there is a tendency, if not among all the makers, then among those who fly the aircraft, to favour a slightly higher out put, say, 40 h.p. maximum. Aero Engines have in the second class made progress with the new i|-litre side-valve engine and this should shortly be avail able, while in the class below 30 h.p. the £03 .c.c. Sprite engine with overhead valves is offered with dual B.T.H. mag netos and an impulse starter. S03 c.c. SPRITE AIR-COOLED FLAT TWIN Normal Output; 22.7 h.p. at 2,850 r.p.m. Max. Output: 24.3 h.p. at 3,150 r.p.m. Fuel Consumption: 1A gal./hr. cruising. Weight: 77.25 lb. ii-LiTRE AIR-COOLED FLAT TWIN Norma] Output: 38/40 h.p. at 2,800 r.p.m. Max. Output: 42/45 h.p. at 3,500 r.p.m. Weight: 110 lb. Makers: Aero Engines, Ltd., Kingswood, Bristol) British Anzani With the exception of one small but important modification—the fitting of roller-bearing cam rockers—this two- cylinder engine is unchanged. The firm is very busy with Government aero work. I,TOO-C.C INVERTED AlR-COOLED VEE-TWIN Norma] Output: 26 h.p. at 2,500 r.p.m. Max Output: 34 h.p. at 3,000 r.p.m. Weight: 99 lb. (without reduction gear). (Makers: Ihilisli Anzani Engineering Co., Ltd., Kingslon-on-Tliames.) Ca.rd.en Being a special adaptation of a well- tried car engine, the Garden is excep tional among light aero engines in having a water-cooled vertical block of four cylinders. There are several advantages in this design in maintenance, running costs and reliability, but until the advent of the Garden the additional weight had generally been prohibitive. THE GARDEN 1,172-c.c. WATER-COOLED FOUB- CVI.INDER Normal Output: 30 h.p. at 3,300 r.p.m. Max. Output: 33 h.p. at 3,500 r.p.m. Fuel Consumption: 2.02 gal./hr. cruising. Oil Consumption: 0.4 pt. / hr. cruising. Weight: 130 lb. Makers: Garden Aero Engines, Ltd., Heston Airport, Middlesex.) Carden-Baynes Recently introduced for powering the light twin-engined pusher aircraft of the same name described in this issue, the Carden-Baynes engine has been de veloped from the Carden engine, but has several special features, notably, a Cen tric "step-up" blower running at 1.1 times engine speed, an airscrew shaft extension splined to the crankshaft for internal wing installation, dry-sump lubrication with extra scavenge pump and separate oil tank. The engine has a 6: 1 compression ratio, and a three- point mounting on its side. This last feature means that any vibration is taken along the plane of the wing and does not exert vertical stresses. Air is taken in through louvres below the wing and the outlet is through louvres on the upper surface. This airscrew-end view of the Weir engine shows its slender lines and the front aspect of the under head cam shaft assembly. The well-known Cirrus front elevation is quite a lesson in clean lines. On this show model Cirrus Minor ; the accessories are better represented visually than verbally. (Flight photograph.)
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