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Aviation History
1937
1937 - 0738.PDF
284 FLIGHT, MARCH 18, 1937, THE CARDEN-BAYNES SUPERCHARGED WATER- COOLED FOUR-CYLINDER Normal Output; 37 h.p. at 3,200 r.p.m. Max. Output: 40 h.p. at 3,500 r.p.m. (Makers; Carden-Baynes Aircraft, Ltd., Hes- ton Airport, Middlesex.) Cirrus There are few engines behind which a pilot feels safer than the Cirrus. The design is simple and straightforward, the valve gear is totally enclosed and the grouping of external fittings and acces sories, which can be removed with the top half of the crankcase without any other derangement, gives good accessi bility. Notable running economy is achieved with the Cirrus Minor, and it is a most suitable power unit for the small twin-engined aircraft which seem to be gaining in popularity. CIRRUS MAJOR MARK II INVERTED, AIR- COOLED, FOUR-CYLINDER IN LINE Normal Output: 135 h.p. at 2,200 r.p.m. Max. Output: 148 h.p. at 2,450 r.p.m. CIRRUS MINOR INVERTED, AIR-COOLED, FOUR- CYLINDER IN LINE Normal Output: 82 h.p. at 2,300 r.p.m. Max. Output: 90 h.p. at 2,600 r.p.m. Fuel Consumption: 31-4 gal./hr. cruising. Oil Consumption: i-ii pt./hr. cruising. Weight: 195-for — 5 lb. (Makers: Blackburn Aircraft, Ltd., Engine Department, Brongli, East Yorkshire.) Coventry Victor A new fiat four-cylinder engine will undergo its official tests during the next week or two. The engine is designed with a view to providing a reliable and cheap unit developing from 40 to 50 h.p. for the private owner. (Makers:, Coventry Victor Motor Co., Ltd., Cox Street. Coventry, Warwickshire.) De Havilland Gipsy Six Series I engines are well known to every private owner and the Series II seems likely to gain equal fame. It must be remembered that the good name of Gipsy engines is based on some ten years of experience and excellent service. The Series I engine is noted for its great reliability, longevity and smoothness of operation to which very many records and long-distance flights bear witness. Although it has been kept simple and has no greater frontal area than the Major a full complement of accessories and equipment is incor porated, including electric starter, duplex fuel pumps, twin carburettors, and dual ignition, while airscrew boss and spinner, air scoops and exhaust manifold flanges are included with the engine. Alternative mountings are avail able. The Series II Gipsy Six engine is de signed for use with the "1,000.-" size (Left) Symmetry and simplicity as ex emplified by the Aero Engines Sprite. (Right) Noticeable in the familiar lines of the J.A.P. flat- twin engine are the hot-spot air intake and finned oil sump. De Havilland v.p. airscrew and is suitable for operation on leaded fuels. The compression ratio of 6.1 : 1 (compared with the 5.25 : 1 of the Series I engine) allows a lower specific fuel consumption. At '' designed altitude '' the cruising output of the Series II Six with v.p. airscrew (153 h.p.) is 28 per cent, higher than the Series I under the same con ditions ; the take-off figure of 202 h.p. is 13 per cent, higher and as has been previously observed the Series II engine is designed to give higher con tinuous output. Having figured in nearly every pri vate flying activity since its early suc cesses in long-distance flights, the Gipsy four-cylinder Major I has built up a most enviable reputation. Side valves are employed on the new Aero Engines' ii-litre engine illus trated in the line drawing on the left. Installation drawings of the Gipsy Six Series I (top) and Series II (below) show just how the outline and accessories differ.
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