FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1942
1942 - 2114.PDF
396 FLIGHT OCTOBER 8TH, 1942 D.'H. ENGINE DEVELOPMENT speed units allowing better airscrew and engine efficiency during the early stages. Pilots say that the power units are particularly smooth under all conditions of r.p.m. It may be added that in the matter of ground running the Gipsyqueen ' IV has done an observed development run of over 100 hours under stripped type-test conditions. A 50-hour weak-mixture run will be made shortly. Nothing very definite can be said yet about possible applications for the engine except the obvious post-war possibilities in private and light commercial aircraft needing a better per- iormance than the Dragon Rapide or the Per- cival Q.6. The value of such an engine for training is obvious because it gives the pilots the precise system of controls which they have to experience subsequently with the super charged military engines. The lack of a super charger has always been something of a short coming from the training point of view. Majors and Sixes In view of the fact that there appears to be a certain amount of confusion in the aircraft industry concerning the different marks of Gipsy Major and Gipsy Six engines, it may be of assistance to outline briefly their basic dif ferences. In the Major series, the Gipsy Major I is the original engine, with a compression ratio of 5.25:1 and a powfr of 130 h.p. This model drives a fixed-pitch air screw. It is also manufactured by General Motors-Holdens, Ltd., Melbourne, for Australian-built Tiger Moths. There are two later versions of the Major, one for fixed- pitch airscrews and the other lor controllable-pitch air screws. The former is known as the Gipsy Major IC, has a compression ratio of G: 1 and develops 142 h.p. It is designed for Canadian leaded fuels, and has domed forged pistons and aluminium cylinder heads. This version is fitted in Canadian-built Tiger Moths. The Gipsy Major II develops 138 h.p. and drives, as already mentioned, a controllable-pitch airscrew. The com ponents have been considerably redesigned for leaded fuels. This engine has not been introduced commercially. Including the original Gipsy Six I of 200 h.p., there are six variations of the Six series. The 200 h.p. Gipsy Six I corresponds to the Gipsy Major I (fixed-pitch airscrew). The Gip'sy Six H.C., of 205 h.p., corresponds to the Major IC, and was designed for Canadian leaded fuels. Another The Gipsyqueen IV installed in an Airspeed Oxford. Existing Cheetah engine mountings have been retained. version, the Gipsy Six R, of 224 h.p., was designed for the Comets of the England-Australia race, and only a few- were built. From the Gipsy Six H.C. was developed the Gipsyqueen III, of 200 h.p. This is a detuned Six H.C. with lowered compression ratio (5.25 :1). This is the standard engine of the Dominie. Of controllable-pitch versions developed from the original Gipsy Six I there are two, the Gipsy Six II, of 210 b.h.p. This corresponds to the Major II. In the Miles Mentor it is used as a fixed-pitch unit, and is called the Gipsyqueen I. In the PercivaJ Proctor it is used as a constant-speed engine, is called the Gipsyqueen II, and is designed for leaded fuels. Finally there is the new supercharged engine, the Gipsy Six III S., which develops 300 h.p. The bore and stroke have been increased to 120 mm. and 150 mm. respectively, and the compression ration is 6.2:1. For flight trials in the Airspeed Oxford this engine is known as the Gipsy queen IV. BOOK REVIEWS "Model Gliders," by R. H. Waring. The Harborough Pub lishing Co., Ltd. 4.?. CLAIMING to be the first book of its kind devoted to this specialised phase of model aircraft construction, this con tains a wealth of theoretical and practical information which should amply satisfy the most enthusiastic of modellers. It covers all phases of designing, building and flying model gliders and sailplanes from the smallest and most elementary gliders to the super-model sailplanes for serious competition work, ranging in span up to more than "ft. It is copiously illustrated with sketches, diagrams, graphs and photographs, and runs to nearly TOO pages. "Attack and Defence," by R. Horn. D. D. Jenkins and W. J. R. Price. Longmans, is. 6d. W HILE this booklet has nothing to do with flying, as such, it will no doubt prove a useful textbook to members of the R.A.F. Regiment and others whose concern is the defence of airfields and the protection of aircraft on the ground. It tells, in 48 pages of pictures with explanatory captions, all the various ways of dealing with the individual aggressor, even when he is armed with revolver or rifle and bayonet, when one is unarmed oneself. The student of unarmed combat, it is clear, is not bound by Queensberry rules, and he must have no sort of "old school tie" compunction about kicking his adversary into insensibility when he has thrown him to the ground by one of the many methods so carefully described. "Second Book of Aircraft Recognition," by R. A. Saville- Sneath. Penguin. Od. THE first book by this author, who is one of the accepted -*- authorities on the subject, was restricted to about 60 types operating with the R.A.F. and the Luftwaffe. This second book not only deals with later types on which informa tion has since become available, but includes a brief description of some of the most representative Italian machines. As a supplementary volume, it does not repeat the elemen tary instruction contained in the first book, but the author, assuming the reader's knowledge of the structural classification used, has employed it again. Some helpful suggestions on in dividual and group training methods are also given and the 189 pages are generously illustrated with silhouettes, sketches and photographs.
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
