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Aviation History
1927
1927 - 0684.PDF
SEPTEMBER 8, 1927 THE SCHNEIDER TROPHY RACE Venice, August 27, 1927.—A deal of official activity is now in evidence in Venice, in active preparation for the forthcoming Schneider Trophy race, and this week a big meeting was held at the Palazzo Comunale, on the Grand Canal, the official headquarters for all arrangements relating to the race. The purpose of this meeting was the appoint- ment of various committees, course marshals, etc., and it would appear that every possible step is being taken to ensure that the event is thoroughly well organised, both from the point of view of the competing teams, and that of the general public. The English team is due to arrive in Venice on Monday, 29th inst., and the first English machines are expected the day following. The complete " Hush Hush " shroud that has enveloped the Italian entries still remains unlifted, and very few facts concerning them are obtainable at the moment of writing. One hopes, however, to be able to give a few technical par- ticulars within the next week. The machines have been designed and constructed by the Macchi Company, and engined by Fiat, the combination which proved so successful last year, and there is little doubt that the Italian defence on September 25 will be a very formidable one. The pilots of the Italian team have now been definitely chosen. Mario de Bernardi, the winner of the 1926 contest at Norfolk, may be considered the " first string." The other two machines will be flown by Arturo Ferrarin, and Guascone Guasconi respectively, while Federico Guazzetti will act as reserve. An interesting piece of news, from an official source, is the fact that the Italian seaplanes will not be sent to Venice until three or four days before the race, so it is assumed that the majority of their practice spins will be performed in " secret " and not over the actual course. This rather indicates a desire on the part of the Italians to start their machines as complete " dark horses." The position of the pylons to mark the three turns of the course have now been definitely fixed, and will be placed as follows :— Start and finish from line in front of Excelsior Hotel. No. 1. On the southern mole of the harbour entrance to Porto die Lido (acute turn). No. 2. On the northern mole of Malamocco (obtuse turn). No. 3. One kilometre from the beach directly in front of Lido di Sottomarina, a small hamlet near Chloggia (acute turn). (Concluded on page 642.) THE PACKARD "X 2750" ENGINE ALTHOUGH at the moment it is uncertain if the one and only machine entered by America for the Schneider Trophy Contest—a biplane specially built for Lieut. A. J. Williams— will actually take an active part in the race, we think that the following notes on the Packard engine fitted in this machine may be of interest. This new Packard engine is remarkable in many respects, Napier " Cub," but in two equal Vs. It is, in fact, the result of two Packard " 1,500 A's " joined together at the crankcase, giving four banks of six cylinders each. As a result, a very compact power plant is obtained, which lends itself quite well for being stowed neatly away in a fuselage. The total displacement of the " X " is 2,750 cu. in., the bore being 5f ins. and the stroke 5 ins. Its compression ratio is TWELVE HUNDRED HORSE-POWER: Two views of the Packard " X. 2750 " aero engine, which is fitted to the Williams-Schneider racing biplane. It has 24 cylinders, and has developed over 1,230 h.p. and is, perhaps, one of the most powerful aero engines so far constructed. Its rated horse-power is 1,200, but it has developed over 1,230 h.p. The most powerful engine used in a racing 'plane which we can call to mind is the F.I.AT — used in last year's Schneider contest—which developed about 830 h.p. Of course, this year's F.I.A.T. engine will probably be much nearer the 1,000 mark. The Packard " X 2750 " is a 24-cylinder engine, with the cylinders arranged in X formation—not as arranged in our 1\ to 1, and the maximum rated revolutions are 2,700 r.p.m. The weight of the engine dry is 1,475 lbs. The cylinders are separate, being united in each bank by a single aluminium casting cam-ing the valves. There are four Strom berg carburettors, two for each group of 12 cylinders and Scintilla ignition is employed. The crankcfise is of barrel construction, having on the sides " pads " to which are attached the landing gear and wing struts of the machine. 630
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