P. 1 of 16 ILLUSTRATIONS for Appendix 8 Fig
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Air-Cooled Cylinders 1
Air-Cooled Aircraft Engine Cylinders An Evolutionary Odyssey by George Genevro Part 1 - From the Past Should aircraft engines be liquid-cooled or air-cooled? This “difference of opinion” is about a hundred years old and without a doubt the argument will continue as long as piston engines power the airplanes we fly. The manner in which the question is stated is misleading, however, since all waste heat that comes through the structure of an engine is eventually delivered to the air. In “liquid-cooled” engines the coolant can be water, ethylene glycol, a mixture of the two, or one of the many other liquids that have been tried and found wanting. Its primary purpose is to carry heat from the cylinder barrel and head to the radiator through which air, the actual cooling medium, flows. Proponents of liquid-cooling–now as in the past–can point to some benefits and operational advantages such as lessened hazard of shock cooling an engine, being able to direct dedicated coolant flow to critical areas in the cylinder head such as the exhaust valve seat and guide area, flexibility in radiator placement, greater structural rigidity in the engine, and having the option of designing airframes with a relatively small cross-sectional area that could still house a powerful engine. With every advantage, imagined or real, there is almost always a price to pay. Those who opted for liquid-cooled engines had to accept added weight, greater possibility of battle damage in military applications, and greater system complexity as the penalties. Such is life. -
The Application Rationale for Applying the Regenerative Rankine Cycle Steam Engine to the Modern Automobile
THE APPLICATION RATIONALE FOR APPLYING THE REGENERATIVE RANKINE CYCLE STEAM ENGINE TO THE MODERN AUTOMOBILE. The regenerative Rankine cycle positive displacement steam engine is ideal for powering any road vehicle. The engine speed/torque output closely matches vehicle demand; sufficient torque is generated that most vehicles require no transmission. This external combustion engine needs no pollution control hardware or electronics to provide totally clean combustion when burning pure carbon neutral bio fuels. Historically, material limitations have prevented vehicular steam power from receiving the advanced development and higher level of operation needed to compete with internal combustion engines. Only in huge powerhouses has the Rankine steam cycle been taken to the highest level of efficiency possible with existing materials; working with supercritical pressure of 3400-4400 psi and peak superheat temperature of 1400° F. The commercial availability of better materials makes a good reason to reassess the vehicular Rankine cycle steam engine. (Definition: Supercritical steam generators commonly used for electrical power generation typically operate at, or over, the supercritical pressure of 3206 psi at 706°F. At such high pressure and temperature boiling ceases to occur because the pressure is above the critical point where the bubbles form. Supercritical pressure steam generators are classified as “boilers” yet no "boiling" actually occurs.) By James Crank and Ken Helmick 1-25-15 INTRODUCTION. In ancient Greece, Heron of Alexandra used the heat from fire to produce work. Since the 16th Century many working cycles have been invented and used to produce shaft power from heat. The first real steam powered device was invented by Thomas Savery in 1698 to pump water from mines in England. -
Crankpin Bearings in High Output Aircraft Piston Engines the Evolution of Their Design and Loading by Robert J
Crankpin Bearings in High Output Aircraft Piston Engines The Evolution of their Design and Loading by Robert J. Raymond July 2015 Abstract powered truck. There you will invariably find a 6-cylinder, 4-stroke cycle, open chamber, turbocharged, aftercooled The development of the crankpin bearing in high output engine with electronically controlled fuel injection. Gone are aircraft piston engines is traced over the period 1915-1950 in the two-stroke cycle, divided combustion chambers, and the a large number of liquid and air cooled engines of both many variants of mechanical injection systems found in American and European origin. The changes in bearing truck engines of the past. dimensions are characterized as dimensionless ratios and At the end of the large piston engine era there was still a the resulting changes in the associated weights of rotating broad spectrum of engine configurations being produced and reciprocating parts as weight densities at the crankpin. and actively developed. Along with the major division Bearing materials and developments are presented to indi- between liquid and air-cooled engines there was a turbo- cate how they accommodated increasing bearing loads. compounded engine, a four-row air-cooled radial engine, Bearing loads are characterized by maximum unit bearing engines with poppet valves and engines with sleeve valves, pressure and minimum oil film thickness and plotted as a all in production. There were also a two-stroke turbo-com- function of time. Most of the data was obtained from the lit- pounded Diesel engine, a 2-stroke spark ignition sleeve erature but some results were calculated by the author. -
Cliffs of Dover Blenheim
BRISTOL BLENHEIM IV GUIDE BY CHUCK 1 (Unit) SPITFIRE HURRICANE BLENHEIM TIGER MOTH BF.109 BF.110 JU-87B-2 JU-88 HE-111 G.50 BR.20M Mk Ia 100 oct Mk IA Rotol 100oct Mk IV DH.82 E-4 C-7 STUKA A-1 H-2 SERIE II TEMPERATURES Water Rad Min Deg C 60 60 - - 40 60 38 40 38 - - Max 115 115 100 90 95 90 95 Oil Rad (OUTBOUND) Min Deg C 40 40 40 - 40 40 30 40 35 50 50 Max 95 95 85 105 85 95 80 95 90 90 Cylinder Head Temp Min Deg C - - 100 - - - - - - 140 140 Max 235 240 240 ENGINE SETTINGS Takeoff RPM RPM 3000 3000 2600 FINE 2350 2400 2400 2300 2400 2400 2520 2200 Takeoff Manifold Pressure UK: PSI +6 +6 +9 BCO ON See 1.3 1.3 1.35 1.35 1.35 890 820 BCO ON GER: ATA ITA: mm HG RPM Gauge • BLABLALBLABClimb RPM RPM 2700 2700 2400 COARSE 2100 2300 2300 2300 2300 2300 2400 2100 30 min MAX 30 min MAX 30 min MAX 30 min MAX 30 min MAX 30 min MAX 30 min MAX Climb Manifold Pressure UK: PSI +6 +6 +5 See 1.23 1.2 1.15 1.15 1.15 700 740 GER: ATA ITA: mm HG RPM Gauge Normal Operation/Cruise RPM 2700 2600 2400 COARSE 2000 2200 2200 2200 2100 2200 2100 2100 RPM Normal Operation/Cruise UK: PSI +3 +4 +3.5 See 1.15 1.15 1.1 1.1 1.10 590 670 GER: ATA Manifold Pressure ITA: mm HG RPM Gauge Combat RPM RPM 2800 2800 2400 COARSE 2100 2400 2400 2300 2300 2300 2400 2100 Combat Manifold Pressure UK: PSI +6 +6 +5 See 1.3 1.3 1.15 1.15 1.15 700 740 GER: ATA ITA: mm HG RPM Gauge 5 min MAX 5 min MAX Emergency Power/ Boost RPM 2850 2850 2600 COARSE 2350 2500 2400 2300 2400 2400 2520 2200 RPM @ km 5 min MAX 5 min MAX 5 min MAX 1 min MAX 5 min MAX 1 min MAX 1 min MAX 1 min MAX 3 min -
The Connection
The Connection ROYAL AIR FORCE HISTORICAL SOCIETY 2 The opinions expressed in this publication are those of the contributors concerned and are not necessarily those held by the Royal Air Force Historical Society. Copyright 2011: Royal Air Force Historical Society First published in the UK in 2011 by the Royal Air Force Historical Society All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical including photocopying, recording or by any information storage and retrieval system, without permission from the Publisher in writing. ISBN 978-0-,010120-2-1 Printed by 3indrush 4roup 3indrush House Avenue Two Station 5ane 3itney O72. 273 1 ROYAL AIR FORCE HISTORICAL SOCIETY President 8arshal of the Royal Air Force Sir 8ichael Beetham 4CB CBE DFC AFC Vice-President Air 8arshal Sir Frederick Sowrey KCB CBE AFC Committee Chairman Air Vice-8arshal N B Baldwin CB CBE FRAeS Vice-Chairman 4roup Captain J D Heron OBE Secretary 4roup Captain K J Dearman 8embership Secretary Dr Jack Dunham PhD CPsychol A8RAeS Treasurer J Boyes TD CA 8embers Air Commodore 4 R Pitchfork 8BE BA FRAes 3ing Commander C Cummings *J S Cox Esq BA 8A *AV8 P Dye OBE BSc(Eng) CEng AC4I 8RAeS *4roup Captain A J Byford 8A 8A RAF *3ing Commander C Hunter 88DS RAF Editor A Publications 3ing Commander C 4 Jefford 8BE BA 8anager *Ex Officio 2 CONTENTS THE BE4INNIN4 B THE 3HITE FA8I5C by Sir 4eorge 10 3hite BEFORE AND DURIN4 THE FIRST 3OR5D 3AR by Prof 1D Duncan 4reenman THE BRISTO5 F5CIN4 SCHOO5S by Bill 8organ 2, BRISTO5ES -
P. 9 of 16 ILLUSTRATIONS for Appendix 8 Fig, 13 PEP 276 1931 Rolls-Royce R
P. 9 of 16 ILLUSTRATIONS for Appendix 8 Fig, 13 PEP 276 1931 Rolls-Royce R “Sprint” 60V12 6’’/6.6’’ + 0.909 2,239 cid (152.4 mm/167.64 36,696 cc) 2,783 HP @ 3,400 RPM After the government-financed and RAF-organised 1927 Schneider Trophy victory, the British had to organise the September 1929 event (it had become bi-annual by an F.A.I. decision in January 1928). The government were ready to repeat the effort and overrode objections by the Chief of the Air staff, Trenchard. There had been an exponential rise in engine power to win since 1919 – the Napier Lion had doubled from 450 HP to 900 in 1927.Much more would be needed. One route was to supercharge the Lion, although, having an integral steel-liner closure this could give cooling problems. The Lion 7D was the result giving 1,350 HP @ 3,600 RPM. Henry Folland chose it for his Gloster VI monoplane. Incurable fuel feed problems in race-practice turns led to these aircraft becoming non-starters. It seems that Reginald Mitchell of Supermarine thought more power would be needed than Napier could supply. He talked to the engineers at Rolls-Royce and they were keen to make a racing engine. Their Managing Director, Basil Johnson, was not. He had to be ordered by the Air Ministry to do the job (DASO 1176). Rolls-Royce had already scaled-up the ‘F’ type by 6’’/5’’ = 1.2 to the ‘H’ (later named Buzzard) to 2,239 cid (36,696 cc), expected to have a 1st run in July 1928 at around 900 HP, mildly supercharged. -
Science Museum Library and Archives Science Museum at Wroughton Hackpen Lane Wroughton Swindon SN4 9NS
Science Museum Library and Archives Science Museum at Wroughton Hackpen Lane Wroughton Swindon SN4 9NS Telephone: 01793 846222 Email: [email protected] NAP Collection of miscellaneous records of the engineering company D. Napier & Son Compiled by Robert Sharp NAP Following a suggestion from the president of the Veteran Car Club in 1962, much valuable historical material of D Napier & Son Ltd was donated to the Museum's Transport Department in 1963-64. Additional material was donated when the company was taken over by the General Electric Company in late 1973. This material was transferred to the Archives Collection in 1989. NAP 1/38 to 1/43 comprises six historical articles on the Napier company while NAP 4/2 includes a review Men and Machines: a history of D Napier & Son, Engineers Ltd 1808-1958 * by C H Wilson & W Reader (1958). Other historical background material is in NAP 5/3 and 5/4. Contents 1 1902-1958 Advertising and publicity booklets, brochures, press articles etc 2 - Instruction books 3 1929 Napier Aero Engines (booklet) 4 1955-1959 Periodicals 5 1921-1961 Napier family, personal history 6 1906-1936 Trade advertisements 7 1942-1943 Ministry of Aircraft Production 8 - Lists of photographs 9 1905-1931 Miscellaneous 10 1933-1947 John Cobb 11 1927-1932 Malcolm Campbell 12 1918 Silk calendar 13 1899-195- Photographs 14 1922-1930 Testimonials 15 1900-1904 Design notebooks 16 1949-1961 Engineering notebooks 17 1899-1955 Drawings 18 1913-1931 Photograph albums 1 Advertising and publicity booklets, brochures press articles etc. 1/1 (1907) Napier 1/2 (1923) Napier. -
Aircraft Propulsion C Fayette Taylor
SMITHSONIAN ANNALS OF FLIGHT AIRCRAFT PROPULSION C FAYETTE TAYLOR %L~^» ^ 0 *.». "itfnm^t.P *7 "•SI if' 9 #s$j?M | _•*• *• r " 12 H' .—• K- ZZZT "^ '! « 1 OOKfc —•II • • ~ Ifrfil K. • ««• ••arTT ' ,^IfimmP\ IS T A Review of the Evolution of Aircraft Piston Engines Volume 1, Number 4 (End of Volume) NATIONAL AIR AND SPACE MUSEUM 0/\ SMITHSONIAN INSTITUTION SMITHSONIAN INSTITUTION NATIONAL AIR AND SPACE MUSEUM SMITHSONIAN ANNALS OF FLIGHT VOLUME 1 . NUMBER 4 . (END OF VOLUME) AIRCRAFT PROPULSION A Review of the Evolution 0£ Aircraft Piston Engines C. FAYETTE TAYLOR Professor of Automotive Engineering Emeritus Massachusetts Institute of Technology SMITHSONIAN INSTITUTION PRESS CITY OF WASHINGTON • 1971 Smithsonian Annals of Flight Numbers 1-4 constitute volume one of Smithsonian Annals of Flight. Subsequent numbers will not bear a volume designation, which has been dropped. The following earlier numbers of Smithsonian Annals of Flight are available from the Superintendent of Documents as indicated below: 1. The First Nonstop Coast-to-Coast Flight and the Historic T-2 Airplane, by Louis S. Casey, 1964. 90 pages, 43 figures, appendix, bibliography. Price 60ff. 2. The First Airplane Diesel Engine: Packard Model DR-980 of 1928, by Robert B. Meyer. 1964. 48 pages, 37 figures, appendix, bibliography. Price 60^. 3. The Liberty Engine 1918-1942, by Philip S. Dickey. 1968. 110 pages, 20 figures, appendix, bibliography. Price 75jf. The following numbers are in press: 5. The Wright Brothers Engines and Their Design, by Leonard S. Hobbs. 6. Langley's Aero Engine of 1903, by Robert B. Meyer. 7. The Curtiss D-12 Aero Engine, by Hugo Byttebier. -
P.1 of 7 Note 89 Turbocharging Background
P.1 of 7 Note 89 TurboCharging background [This note is part of web site http://www.grandprixengines.co.uk] Origin The idea that the exhaust gas of an internal combustion piston engine could be led through a turbine which would use the otherwise-wasted energy to drive an inlet-charge compressor is as old as the Grand Prix car. The Swiss Alfred Buchi patented the basic separate turbocharger (TC) principle in 1905 (569,685). Fundamental relation The fundamental relation governing TC is:- 1 - 1 = (IVP)1/3.5- 1 . RT1/4 EGT x MT x eo 250 MC Where:- IVP = Inlet-charge absolute pressure ratio above ambient, atmospheres absolute (ATA); RT = Turbine absolute expansion ratio to ambient necessary to drive the Compressor; EGT = piston engine Exhaust Gas absolute Temperature at Turbine inlet; MT = mass flow rate through the exhaust Turbine; MC = mass flow rate through the Compressor; MT is greater than MC by the fuel flow rate where the fuel is fed into the charge after the compressor. [It is assumed that any turbine wastegate is closed.] eo = Overall TC Efficiency = (Mechanical x Turbine x Compressor Efficiencies). This relation is derived in Sub-Note A. For automotive use the fundamental problems of the turbocharger were :- To obtain a sufficiently high value of ‘eo’ at the necessarily small size of the Turbine and Compressor; To obtain Turbine materials which could withstand ‘EGT’ around 1,300K from a petrol engine for a sufficiently long life. Early aero-engine research In WW1 and the early 1920s the RAF/RAE did research into TC to restore aero-engine power at altitude. -
7.Napier Multicylinder Engines : Alan Vessey
The Piston Engine Revolution The Multi-Cylinder Approach contributed by D. Napier & Son Ltd to Piston Engine Development, 1898 – 1950. Alan Vessey Napier Power Heritage Trust. D. Napier & Son Ltd, Engineers of London founded in 1808, were led from 1896 by second generation Engineering Director Montague S. Napier, who both designed and developed internal combustion piston engines with two, four or six cylinders, for automobile and marine propulsion, but by 1920 had produced a first sixteen-cylinder Napier 1000 bhp aero engine. During his twenty-year search for improved volumetric efficiency M.S. Napier utilised multiple poppet valves, with operation ranging from Atmospheric Pressure to Double Overhead Camshafts. Development of the twelve-cylinder “Triple Four or Lion” aero engine from 1917 with new 20 type series spanning a twenty-year period led by designers Napier, Rowledge and Wilkinson, will be analysed, as the power output rose from 450 to 1350 bhp when supercharged. Its airborne achievements included two Schneider Trophy successes, these being followed by powering many British World Records in the air, on land and on water. Design of M.S. Napier’s twenty-four- cylinder diesel aero engine preceded his death in 1931, after which the multi-cylinder, air-cooled designs of Frank Halford appeared, these having poppet valves, as the high revving sixteen-cylinder “Rapier” and twenty- four-cylinder “Dagger” aero engines. Capt. George Wilkinson continued with diesels, the six-cylinder aero “Culverin” having twelve opposed pistons – built under license from Junkers – these anticipating the Napier eighteen- cylinder ”Deltic” opposed piston marine diesel engines, to be reviewed from 1946. -
National Air & Space Museum Technical Reference Files: Propulsion
National Air & Space Museum Technical Reference Files: Propulsion NASM Staff 2017 National Air and Space Museum Archives 14390 Air & Space Museum Parkway Chantilly, VA 20151 [email protected] https://airandspace.si.edu/archives Table of Contents Collection Overview ........................................................................................................ 1 Scope and Contents........................................................................................................ 1 Accessories...................................................................................................................... 1 Engines............................................................................................................................ 1 Propellers ........................................................................................................................ 2 Space Propulsion ............................................................................................................ 2 Container Listing ............................................................................................................. 3 Series B3: Propulsion: Accessories, by Manufacturer............................................. 3 Series B4: Propulsion: Accessories, General........................................................ 47 Series B: Propulsion: Engines, by Manufacturer.................................................... 71 Series B2: Propulsion: Engines, General............................................................ -
The Complete Airman
THE LIBRARY OF THE UNIVERSITY OF CALIFORNIA PRESENTED BY PROF. CHARLES A. KOFOID AND MRS. PRUDENCE W. KOFOID THE COMPLETE AIRMAN ' THE mm^ COMPLETE AIRMAN / BY G. G. BAILEY D.S.O., R.A.F.,Vsc., A.M.I.C.E. WITH NUMEROUS ILLUSTRATIONS METHUEN & CO. LTD. 36 ESSEX STREET W.G. LONDON First Published in 1920 CONTENTS PAGE INTRODUCTION ....... ix CHAP. I. MECHANICS ........ i II. THEORY OF FLIGHT ...... 10 III. FURTHER THEORY OF FLIGHT . .18 IV. THE AEROPLANE .... .25 V. MATERIALS OF CONSTRUCTION . .33 VI. PRINCIPLES OF CONSTRUCTION . .41 VII. THE MAIN PLANES. ..... 48 VIII. THE CONTROL SYSTEM ...... 56 IX. THE FUSELAGE ....... 64 X. STRUTS AND WIRES . .73 XI. THE PROPELLER . ..... 81 XII. THE AERO-ENGINE . .90 XIII. DETAILS . ENGINE . 99 XIV. THE CARBURETTOR . .106 XV. IGNITION ....... ,\ . 117 XVI. PETROL, OIL, AND WATER SYSTEMS . '. 128 XVII. ENGINE STARTING AND RUNNING . .138 XVIII. ENGINE FAULTS . , . .144 XIX. THE CARE OF ENGINES . '. 151 XX. INSTRUMENTS . .' . 158 b v vi THE COMPLETE AIRMAN CHAP. PAGE XXI. THE COMPASS AND AIR . THE SPEED INDICATOR . 165 XXII. RIGGING . , . .173 XXIII THE ERECTION OF A MACHINE . .181 XXIV. FLYING . INSTRUCTION v . .187 AERIAL , . XXV. MANOEUVRES . .193 XXVI. PRACTICAL FLYING . ... .202 XXVII. AERIAL NAVIGATION . .210 XXVIII. AERODROME AND BUILDINGS . 220 XXIX. THE EFFECTS OF ALTITUDE . .228 XXX. INSPECTION ....... 236 XXXI. OTHER AIRCRAFT . 242 XXXII. THE WEATHER . .. , . 251 APPENDIX . , . , 259 INDEX . , . , .265 LIST OF ILLUSTRATIONS PLATE I. VICKERS - VIMY COMMERCIAL AEROPLANE ROLLS - ROYCE ENGINES . Frontispiece FACING PAGE II. ROLLS- ROYCE ENGINE EAGLE SERIES VIII 350 HORSE- POWER ........ 16 III. BENTLEY ROTARY ENGINE 200 HORSE-POWER . -32 IV.