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Aviation History
1941
1941 - 0035.PDF
JAXUARY 2ND, I94I. SUN RACER AND SKY CHIEFS (Continued; continuing the flight in the upper strata, the time from New York to the "Coast" would be cut down to 12 hours instead of the present 13! hours. I was surprised to hear that, instead of regulating the plus-pressure in the cabin progressively from the ground up, they wait until they arrive at 8,000 feet and then turn on the pressure. Certainly they only climb at the rate of 500 feet per minute, but it would be feasible to reduce the pressure change effect to 250 feet per minute by means of a pressure control equal to 50 per cent, of the actual altitude effect. I understand, however, that this is an improvement not yet introduced but one which will soon be applied for the still greater comfort of these already extremely fortunate travellers. Over and above the extra comfort and safety whicli the Stratoliner passenger enjoys over other aerial travel- lers, he.has, of course, all the ordinary advantages over the land or sea voyager. He listens through earphones to the news of the war or of the progress of the Presi- dential election without disturbing the quiet of his fellow men. He breathes mountain air without having to climb to it, and he is fed with dainty meals which cost him nothing but a smile. And if he has reached a ripe maturity he can reflect on the fallacy of youth that you should have a good time when you are young because you cannot enjoy ]He when you are old. Put the oldest man you know on an aeroplane bound for San Fran- cisco and you will find him so enthralled by this modern mode of travel that he seems to have escaped from school. Now, like a schoolboy, having taken my holiday first, I must get down to work. THE GUIBERSON AERO DIESEL Particulars 0/ an American Radial Diesel Now in Production A WARDED an approved type cer- /•% tificate by the Civil Aeronautics •*- •*• Board of the United States, the Guiberson Diesel engine is attracting some attention. The Buda Company is now producing a version of it for lightweight Army tanks and other ground equipment, it is stated in Automotive Industries. By courtesy of that paper, the following particu- lars are given. This nine-cylinder radial air-cooled engine has a bore of 5 in and a stroke of 5Jin., which makes its displacement 1,021 cu. in. Solid injection is Cm- ployed and the compression ratio is 15: 1. The rated output is 250 h.p. at 2,200 r.p.m. but the engine is claimed to develop a maximum of 265 h.p. at 2,250 r.p.m. The specific fuel consumption is given as 0.395 lb. per h.p.-hr. at 85 per cent, rated speed and full power, and 0.415 lb. per h.p.- hr. at rated speed and rated power wand also at 60 per cent, rated speed IP/and full power. The crankcase is made of aluminium alloy in two sections. The crankshaft is in two parts made of SAE 2512, a 5 per cent, nickel case-hardening steel. The crankpin bearing has a diameter of 2.375m. and a length of 3.25m. All main bearings are of anti-friction type (ball and roller), as shown in the sec tional view. There is a counterbalance on each crank arm. The two parts of the crankshaft are forged with integral balance weights, but additional counterbalances are secured to these by riveting. The master connecting-rod, which is forged of SAE 6145 steel, has a centre-to-centre length of 11.25m., while the eight link rods, made of the same material, have a centre-to-centre length of gin. Pistons are of aluminium alloy and carry three compres- sion and two oil rings each, one of the oil rings being a scraper ring and the other a slotted ring. Wrist pins float in both the piston and the rod, and are held from drifting by aluminium alloy plugs. The cylinder barrels are made of SAE 4130 steel and the cylinder head of aluminium alloy, the head being screwed to the barrels with a shrink fit. Aluminium bronze valve- A sectional view of one cylinder of theGuiberson Diesel. The injection pumps are driven from the cam ring gearing. seat inserts are shrunk into the heads. Both the intake and the exhaust valves are of Silchrome. Dual valve springs of chrome-vanadium spring steel are fitted. Valves have a dia- meter of 2|%in. and a lift of I'm., and the spring pressure with the valve closed is 85 lb. Valves arc- operated through enclosed push-rods and rocker levers from a cam ring with a base diameter of yfgin. Fuel injection ib by the Guiberson system, the injection valves being secured to the cylinder head and in- jecting directly into an undivided combustion chamber. Injection pumps, arranged radially at the front of the engine within the cam-gear housing, are operated through the same gearing as the cam ring. Lubrication is by the pressure sys- tem and the oil pump has three sec.v tions, namely, pressure, engine scavenger, and rocker-l ox scavenger section. Lubrication pressure is 85 lb. per sq. in. The dry weight of the aero engine is 616 lb., while the weight of the com- plete aircraft installation, with cow- ling, shrouding, inter-cylinder deflec- tors and intake and exhaust manifolds is 725 lb. The engine is equipped with a Coff- man starter drive gear to which may be attached any of the Coffman-type cartridge starters. A C-5 aircraft fuel supply pump is attached to the standard SAE pump mounting. Fuel pressure delivered from the C-5 fuel pump is regulated to a minimum of 4 lb. per sq. in. ; maximum, 8 lb. per sq. in. in the fuel duct. The test speciheation calls for a running-in with injectors removed for five hours, after which the engine is operated under its own power for two hours below 1,600 r.p.m. It is then adjusted and balanced for temperature readings at 1,800 r.p.m. Then follows a power run at 75 per cent, rated power at 2,000 r.p.m. and dismantling and inspec- tion. After a check run at 2,000, a run at full rated power at 2,200 r.p.m. for one hour completes the test and the engine is prepared for shipment.
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