Aviation Engines Part 36

This engine is a four-cylinder, 4-3/4" 7", 125 horse-power at 2,100 R.

P. M. of the crank-shaft and 1,210 R. P. M. of the propeller. Motors are sold on above rating; actual power tests prove this motor capable of developing 140 horse-power at 2,100 R. P. M. of the motor. The exact weight with magneto, carburetor, gear reduction and propeller hub, as ill.u.s.trated, 509 pounds; without gear reduction, 436 pounds. This motor has been produced as a power plant weighing 3.5 pounds per horse-power, yet nothing has been sacrificed in rigidity and strength. At its normal speed it develops 1 horse-power for every 3.5 cubic inches piston displacement. Cylinders are semi-steel, with aluminum plates enclosing water jackets. Pistons specially ribbed and made of Magnalite aluminum compound. Piston rings are special Duesenberg design, being three-piece rings. Valves are tungsten steel, 1-15/16" inlets and 2" exhausts, two of each to each cylinder. Arranged horizontally in the head, allowing very thorough water-jacketing. Inlet valves in cages. Exhaust valves, seating directly in the cylinder head, are removable through the inlet valve holes. Valve stems lubricated by splash in the valve action covers. Valve rocker arms forged with cap screw and nut at upper end to adjust clearance. Entirely enclosed by aluminum housing, as is entire valve mechanism. Connecting rods are tubular, chrome nickel steel, light and strong. Crank-shaft is one-piece forging, hollow bored, 2-1/2-inch diameter at main bearings. Connecting rod bearings, 2-1/4-inch diameter, 3 inches long. Front main bearing, 3-1/2 inches long; intermediate main bearing, 3-1/2 inches long; rear main bearing, 4 inches long. Crank-case of aluminum, barrel type, oil pan on bottom removable. Hand hole plates on both sides. Strongly webbed.

The oiling system of this sixteen-valve Duesenberg motor is one of its vital features. An oil pump located in the base and submerged in oil forces oil through cored pa.s.sages to the three main bearings, then through tubes under each connecting rod into which the rod dips. The oil is thrown off from these and lubricates every part of the motor. This const.i.tutes the main oiling system; it is supplemented by a splash system, there being a trough under each connecting rod into which the rod slips. The oil is returned to the main supply sump by gravity, where it is strained and re-used. Either system is in itself sufficient to operate the motor. A pressure gauge is mounted for observation on a convenient part of the system. A pressure of approximately 25 pounds is maintained by the pressure system, which insures efficient lubrication at all speeds of the motor. The troughs under the connecting rods are so constructed that no matter what the angle of flight may be, oil is retained in each individual trough so that each connecting rod can dip up its supply of oil at each revolution.

AEROMARINE SIX-CYLINDER VERTICAL MOTOR

[Ill.u.s.tration: Fig. 236.--The Six-Cylinder Aeromarine Engine.]

These motors are four-stroke cycle, six-cylinder vertical type, with cylinder 4-5/16" bore by 5-1/8" stroke. The general appearance of this motor is shown in ill.u.s.tration at Fig. 236. This engine is rated at 85-90 horse-power. All reciprocating and revolving parts of this motor are made of the highest grades of steel obtainable as are the studs, nuts and bolts. The upper and lower parts of crank-case are made of composition aluminum casting. Lower crank-case is made of high grade aluminum composition casting and is bolted directly to the upper half.

The oil reservoir in this lower half casting provides sufficient oil capacity for five hours' continuous running at full power. Increased capacity can be provided if needed to meet greater endurance requirements. Oil is forced under pressure to all bearings by means of high-pressured duplex-geared pumps. One side of this pump delivers oil under pressure to all the bearings, while the other side draws the oil from the splash case and delivers it to the main sump. The oil reservoir is entirely separate from the crank-case chamber. Under no circ.u.mstances will oil flood the cylinder, and the oiling system is not affected in any way by any angle of flight or position of motor. An oil pressure gauge is placed on instrument board of machine, which gives at all times the pressure in oil system, and a sight gla.s.s at lower half of case indicates the amount of oil contained. The oil pump is external on magneto end of motor, and is very accessible. An external oil strainer is provided, which is removable in a few minutes' time without the loss of any oil. All oil from reservoir to the motor pa.s.ses through this strainer. Pressure gauge feed is also attached and can be piped to any part of machine desired.

The cylinders are made of high-grade castings and are machined and ground accurately to size. Cylinders are bolted to crank-case with chrome nickel steel studs and nuts which securely lock cylinder to upper half of crank-case. The main retaining cylinder studs go through crank-case and support crank-shaft bearings so that crank-shaft and cylinders are tied together as one unit. Water jackets are of copper, 1/16" thick, electrically deposited. This makes a non-corrosive metal.

Cooling is furnished by a centrifugal pump, which delivers 25 gallons per minute at 1,400 R. P. M. Pistons are made cast iron, accurately machined and ground to exact dimensions, which are carefully balanced.

Piston rings are semi-steel rings of Aeromarine special design.

Connecting rods are of chrome nickel steel, H-section. Crank-shaft is made of chrome nickel steel, machined all over, and cut from solid billet, and is accurately balanced through the medium of balance weights being forged integral with crank. It is drilled for lightness and plugged for force feed lubrication. There are seven main bearings to crank-shaft. All bearings are of high-grade babbitt, die cast, and are interchangeable and easily replaced. The main bearings of the crank-shaft are provided with a single groove to take oil under pressure from pressure tube which is cast integral with case. Connecting rod bearings are of the same type. The gudgeon pin is hardened, ground and secured in connecting rod, and is allowed to work in piston. Cam-shaft is of steel, with cams forged integral, drilled for lightness and forced-feed lubrication, and is case-hardened. The bearings of cam-shaft are of bronze. Magneto, two high-tension Bosch D. U. 6. The intake manifold for carburetors are aluminum castings and are so designed that each carburetor feeds three cylinders, thereby insuring easy flow of vapor at all speeds. Weight, 420 pounds.

[Ill.u.s.tration: Fig. 237.--The Wisconsin Aviation Engine, at Top, as Viewed from Carburetor Side. Below, the Exhaust Side.]

WISCONSIN AVIATION ENGINES

[Ill.u.s.tration: Fig. 238.--Dimensioned End Elevation of Wisconsin Six Motor.]

The new six-cylinder Wisconsin aviation engines, one of which is shown at Fig. 237, are of the vertical type, with cylinders in pairs and valves in the head. Dimensioned drawings of the six-cylinder vertical type are given at Figs. 238 and 239. The cylinders are made of aluminum alloy castings, are bored and machined and then fitted with hardened steel sleeves about 1/16 inch in thickness. After these sleeves have been shrunk into the cylinders, they are finished by grinding in place.

Gray iron valve seats are cast into the cylinders. The valve seats and cylinders, as well as the valve ports, are entirely surrounded by water jackets. The valves set in the heads at an angle of 25 from the vertical, are made of tungsten steel and are provided with double springs, the outer or main spring and the inner or auxiliary spring, which is used as a precautionary measure to prevent a valve falling into the cylinder in remote case of a main spring breaking. The cam-shaft is made of one solid forging, case-hardened. It is carried in an aluminum housing bolted to the top of the cylinders. This housing is split horizontally, the upper half carrying the chrome vanadium steel rocker levers. The lower half has an oil return trough cast integral, into which the excess oil overflows and then drains back to the crank-case.

Small inspection plates are fitted over the cams and inner ends of the cam rocker levers. The cam-shaft runs in bronze bearings and the drive is through vertical shaft and bevel gears.

[Ill.u.s.tration: Fig. 239.--Dimensioned Side Elevation of Wisconsin Six Motor.]

The crank-case is made of aluminum, the upper half carrying the bearings for the crank-shaft. The lower half carries the oil sump in which all of the oil except that circulating through the system at the time is carried. The crank-shaft is made of chrome vanadium steel of an elastic limit of 115,000 pounds. The crank-pins and ends of the shaft are drilled for lightness and the cheeks are also drilled for oil circulation. The crank-shaft runs in bronze-backed, Fahrig metal-lined bearings, four in number. A double thrust bearing is also provided, so that the motor may be used either in a tractor or pusher type of machine. Outside of the thrust bearing an annular ball bearing is used to take the radial load of the propeller. The propeller is mounted on a taper. At the opposite end of the shaft a bevel gear is fitted which drives the cam-shaft, through a vertical shaft, and also drives the water and oil pumps and magnetos. All gears are made of chrome vanadium steel, heat-treated.

The connecting rods are tubular and machined from chrome vanadium steel forgings. Oil tubes are fitted to the rods which carry the oil up to the wrist-pins and pistons. The rods complete with bus.h.i.+ngs weigh 5-1/2 pounds each. The pistons are made of aluminum alloy and are very light and strong, weighing only 2 pounds 2 ounces each. Two leak-proof rings are fitted to each piston. The wrist-pins are hollow, of hardened steel, and are free to turn either in the piston or the rod. A bronze bus.h.i.+ng is fitted in the upper end of the rod, but no bus.h.i.+ng is fitted in the pistons, the hardened steel wrist-pins making an excellent bearing in the aluminum alloy.

[Ill.u.s.tration: Fig. 240.--Power, Torque and Efficiency Curves of Wisconsin Aviation Motor.]

The water circulation is by centrifugal pump, which is mounted at the lower end of the vertical shaft. The water is pumped through bra.s.s pipes to the lower end of the cylinder water jackets and leaves the upper end of the jackets just above the exhaust valves. The lubricating system is one of the main features of the engines, being designed to work with the motor at any angle. The oil is carried in the sump, from where it is taken by the oil circulating pump through a strainer and forced through a header, extending the full length of the crank-case, and distributed to the main bearings. From the main bearings it is forced through the hollow crank-shaft to the connecting rod big ends and then through tubes on the rods to wrist-pins and pistons. Another lead takes oil from the main header to the cam-shaft bearings. The oil forced out of the ends of the cam-shaft bearings fills pockets under the cams and in the cam rocker levers. The excess flows back through pipes and through the train of gears to the crank-case. A strainer is fitted at each end of the crank-case, through which the oil is drawn by separate pumps and returned to the sump. Either one of these pumps is large enough to take care of all of the return oil, so that the operation is perfect whether the motor is inclined up or down. No splash is used in the crank-case, the system being a full force feed. An oil level indicator is provided, showing the amount of oil in the sump at all times. The oil pressure in these motors is carried at ten pounds, a relief valve being fitted to hold the pressure constant.

[Ill.u.s.tration: Fig. 241.--Timing Diagram, Wisconsin Aviation Engine.]

Ignition is by two Bosch magnetos, each on a separate set of plugs fired simultaneously on opposite sides of the cylinders. Should one magneto fail, the other would still run the engine at only a slight loss in power. The Zenith double carburetor is used, three cylinders being supplied by each carburetor. This insures a higher volumetric efficiency, which means more power, as there is no overlapping of inlet valves whatever by this arrangement. All parts of these motors are very accessible. The water and oil pumps, carburetors, magnetos, oil strainer or other parts can be removed without disturbing other parts. The lower crank-case can be removed for inspection or adjustment of bearings, as the crank-shaft and bearing caps are carried by the upper half. The motor supporting lugs are also part of the upper crank-case.

The six-cylinder motor, without carburetors or magnetos, weighs 547 pounds. With carburetor and magnetos, the weight is 600 pounds. The weight of cooling water in the motor is 38 pounds. The sump will carry 4 gallons of oil, or about 28 pounds. A radiator can be furnished suitable for the motor, weighing 50 pounds. This radiator will hold 3 gallons of water or about 25 pounds. The motor will drive a two-blade, 8 feet diameter by 6.25 feet pitch Paragon propeller 1400 revolutions per minute, developing 148 horse-power. The weight of this propeller is 42 pounds. This makes a total weight of motor, complete with propeller, radiator filled with water, but without lubricating oil, 755 pounds, or about 5.1 pounds per horse-power for complete power plant. The fuel consumption is .5 pound per horse-power per hour. The lubricating oil consumption is .0175 pound per horse-power per hour, or a total of 2.6 pounds per hour at 1400 revolutions per minute. This would make the weight of fuel and oil, per hour's run at full power at 1400 revolutions per minute, 76.6 pounds.

PRINc.i.p.aL DIMENSIONS

Following are the princ.i.p.al dimensions of the six-cylinder motor:

Bore 5 inches.

Stroke 6-1/2 inches.

Crank-shaft diameter throughout 2 inches.

Length of crank-pin and main bearings 3-1/2 inches.

Diameter of valves 3 inches (2-3/4 inches clear).

Lift of valves 1/2 inch.

Volume of compression s.p.a.ce 22 per cent. of total.

Diameter of wrist-pins 1-3/16 inches.

Firing order 1-4-2-6-3-5.

The horse-power developed at 1200 revolutions per minute is 130, at 1300 revolutions per minute 140, at 1400 revolutions per minute 148. 1400 is the maximum speed at which it is recommended to run these motors.

TWELVE-CYLINDER ENGINE

A twelve-cylinder V-type engine ill.u.s.trated, is also being built by this company, similar in dimensions of cylinders to the six. The princ.i.p.al differences being in the drive to cam-shaft, which is through spur gears instead of bevel. A hinged type of connecting rod is used which does not increase the length of the motor and, at the same time, this construction provides for ample bearings. A double centrifugal water pump is provided for this motor, so as to distribute the water uniformly to both sets of cylinders. Four magnetos are used, two for each set of six cylinders. The magnetos are very accessibly located on a bracket on the spur gear cover. The carburetors are located on the outside of the motors, where they are very accessible, while the exhaust is in the center of the valley. The crank-shaft on the twelve is 2-1/2 inches in diameter and the shaft is bored to reduce weight. Dimensioned drawings of the twelve-cylinder engine are given at Figs. 242 and 243 and should prove useful for purposes of comparison with other motors.

HALL-SCOTT AVIATION ENGINES

The following specifications of the Hall-Scott "Big Four" engines apply just as well to the six-cylinder vertical types which are practically the same in construction except for the structural changes necessary to accommodate the two extra cylinders. Cylinders are cast separately from a special mixture of semi-steel, having cylinder head with valve seats integral. Special attention has been given to the design of the water jacket around the valves and head, there being two inches of water s.p.a.ce above same. The cylinder is annealed, rough machined, then the inner cylinder wall and valve seats ground to mirror finish. This adds to the durability of the cylinder, and diminishes a great deal of the excess friction.

[Ill.u.s.tration: Fig. 242.--Dimensioned End View of Wisconsin Twelve-Cylinder Airplane Motor.]

Great care is taken in the casting and machining of these cylinders, to have the bore and walls concentric with each other. Small ribs are cast between outer and inner walls to a.s.sist cooling as well as to transfer stresses direct from the explosion to hold-down bolts which run from steel main bearing caps to top of cylinders. The cylinders are machined upon the sides so that when a.s.sembled on the crank-case with grooved hold-down washers tightened, they form a solid block, greatly a.s.sisting the rigidity of crank-case.

[Ill.u.s.tration: Fig. 243.--Dimensioned Side Elevation of Wisconsin Twelve-Cylinder Airplane Motor.]

The connecting rods are very light, being of the I beam type, milled from a solid Chrome nickel die forging. The caps are held on by two 1/2"-20 thread Chrome nickel through bolts. The rods are first roughed out, then annealed. Holes are drilled, after which the rods are hardened and holes ground parallel with each other. The piston end is fitted with a gun metal bus.h.i.+ng, while the crank-pin end carries two bronze serrated sh.e.l.ls, which are tinned and babbitted hot, being broached to harden the babbitt. Between the cap and rod proper are placed laminated s.h.i.+ms for adjustment. Crank-cases are cast of the best aluminum alloy, hand sc.r.a.ped and sand blasted inside and out. The lower oil case can be removed without breaking any connections, so that the connecting rods and other working parts can readily be inspected. An extremely large strainer and dirt trap is located in the center and lowest point of the case, which is easily removed from the outside without disturbing the oil pump or any working parts. A Zenith carburetor is provided.

Automatic valves and springs are absent, making the adjustment simple and efficient. This carburetor is not affected by alt.i.tude to any appreciable extent. A Hall-Scott device, covered by U. S. Patent No.

1,078,919, allows the oil to be taken direct from the crank-case and run around the carburetor manifold, which a.s.sists carburetion as well as reduces crank-case heat. Two waterproof four-cylinder Splitdorf "Dixie"

magnetos are provided. Both magneto interruptors are connected to a rock shaft integral with the motor, making outside connections unnecessary.

It is worthy of note that with this independent double magneto system, one complete magneto can become inoperative, and still the motor will run and continue to give good power.

The pistons as provided in the A-7 engines are cast from a mixture of steel and gray iron. These are extremely light, yet provided with six deep ribs under the arch head, greatly aiding the cooling of the piston as well as strengthening it. The piston pin bosses are located very low in order to keep the heat from the piston head away from the upper end of the connecting rod, as well as to arrange them at the point where the piston fits the cylinder best. Three 1/4" rings are carried. The pistons as provided in the A-7a engines are cast from aluminum alloy. Four 1/4"

rings are carried. In both piston types a large diameter, heat treated, Chrome nickel steel wrist-pin is provided, a.s.sembled in such a way as to a.s.sist the circular rib between the wrist-pin bosses to keep the piston from being distorted from the explosions.

The oiling system is known as the high pressure type, oil being forced to the under side of the main bearings with from 5 to 30 points pressure. This system is not affected by extreme angles obtained in flying, or whether the motor is used for push or pull machines. A large gear pump is located in the lowest point of the oil sump, and being submerged at all times with oil, does away with troublesome stuffing boxes and check valves. The oil is first drawn from the strainer in oil sump to the long jacket around the intake manifold, then forced to the main distributor pipe in crank-case, which leads to all main bearings. A bi-pa.s.s, located at one end of the distributor pipe, can be regulated to provide any pressure required, the surplus oil being returned to the case. A special feature of this system is the dirt, water and sediment trap, located at the bottom of the oil sump. This can be removed without disturbing or dismantling the oil pump or any oil pipes. A small oil pressure gauge is provided, which can be run to the aviator's instrument board. This registers the oil pressure, and also determines its circulation.

The cooling of this motor is accomplished by the oil as well as the water, this being covered by patent No. 1,078,919. This is accomplished by circulating the oil around a long intake manifold jacket; the carburetion of gasoline cools this regardless of weather conditions.

Crank-case heat is therefore kept at a minimum. The uniform temperature of the cylinders is maintained by the use of ingenious internal outlet pipes, running through the head of each of the six-cylinders, rubber hose connections being used so that any one of the cylinders may be removed without disturbing the others. Slots are cut in these pipes so that cooler water is drawn directly around the exhaust valves. Extra large water jackets are provided upon the cylinders, two inches of water s.p.a.ce is left above the valves and cylinder head. The water is circulated by a large centrifugal pump insuring ample circulation at all speeds.

The crank-shaft is of the five bearing type, being machined from a special heat treated drop forging of the highest grade nickel steel. The forging is first drilled, then roughed out. After this the shaft is straightened, turned down to a grinding size, then ground accurately to size. The bearing surfaces are of extremely large size, over-size, considering general practice in the building of high speed engines of similar bore and stroke. The crank-shaft bearings are 2" in diameter by 1-15/16" long, excepting the rear main bearing, which is 4-3/8" long, and front main bearing, which is 2-3/16" long. Steel oil scuppers are pinned and sweated onto the webs of the shaft, which allows of properly oiling the connecting rod bearings. Two thrust bearings are installed on the propeller end of the shaft, one for pull and the other for push. The propeller is driven by the crank-shaft f.l.a.n.g.e, which is securely held in place upon the shaft by six keys. These drive an outside propeller f.l.a.n.g.e, the propeller being clamped between them by six through bolts.

The f.l.a.n.g.e is fitted to a long taper on crank-shaft. This enables the propeller to be removed without disturbing the bolts. Timing gears and starting ratchets are bolted to a f.l.a.n.g.e turned integral with shaft.

The cam-shaft is of the one piece type, air pump eccentric, and gear f.l.a.n.g.e being integral. It is made from a low carbon specially heat treated nickel forging, is first roughed out and drilled entire length; the cams are then formed, after which it is case hardened and ground to size. The cam-shaft bearings are extra long, made from Parson's White Bra.s.s. A small clutch is milled in gear end of shaft to drive revolution indicator. The cam-shaft is enclosed in an aluminum housing bolted directly on top of all six cylinders, being driven by a vertical shaft in connection with bevel gears. This shaft, in conjunction with rocker arms, rollers and other working parts, are oiled by forcing the oil into end of shaft, using same as a distributor, allowing the surplus supply to flow back into the crank-case through hollow vertical tube. This supply oils the magneto and pump gears. Extremely large Tungsten valves, being one-half the cylinder diameter, are seated in the cylinder heads.

Large diameter oil tempered springs held in tool steel cups, locked with a key, are provided. The ports are very large and short, being designed to allow the gases to enter and exhaust with the least possible resistance. These valves are operated by overhead one piece cam-shaft in connection with short Chrome nickel rocker arms. These arms have hardened tool steel rollers on cam end with hardened tool steel adjusting screws opposite. This construction allows accurate valve timing at all speeds with least possible weight.