Early use of steam—Reliability necessary—The gasoline motor—Carburetion—Compression—Ignition—Air-cooling—Water-cooling—Lubrication—The magneto—Weight—Types of motors—The propeller—Form, size, and pitch—Slip—Materials—Construction.
The possibility of the existence of the flying machine as we have it to-day has been ascribed to the invention of the gasoline motor. While this is not to be denied, it is also true that the gasoline motors designed and built for automobiles and motor-boats have had to be wellnigh revolutionized to make them suitable for use in the various forms of aircraft. And it is to be remembered, doubtless to their greater credit, that Henson, Hargrave, Langley, and Maxim had all succeeded in adapting steam to the problem of the flight of models, the two latter using gasoline to produce the steam.
Perhaps the one predominant qualification demanded of the aeroplane motor is reliability. A motor-car or motor-boat can be stopped, and engine troubles attended to with comparatively little inconvenience. The aeroplane simply cannot stop without peril. It is possible for a skilful pilot to reach the earth when his engine stops, if he is fortunately high enough to have space for the downward glide which will gain for him the necessary headway for steering. At a lesser height he is sure to crash to the earth.
An understanding of the principles on which the gasoline motor works is essential to a fair estimate of the comparative advantages of the different types used to propel aeroplanes. In the first place, the radical difference between the gasoline motor and other engines is the method of using the fuel. It is not burned in ordinary fashion, but the gasoline is first vaporized and mixed with a certain proportion of air, in a contrivance called a carburetor. This gaseous mixture is pumped into the cylinder of the motor by the action of the motor itself, compressed into about one-tenth of its normal volume, and then exploded by a strong electric spark at just the right moment to have its force act most advantageously to drive the machinery onward.
The “Fiat” 8-cylinder air-cooled motor, of the “V” type, made in France.
It is apparent that there are several chances for failure in this series. The carburetor may not do its part accurately. The mixture of air and vapor may not be in such proportions that it will explode; in that case, the power from that stroke will be missing, and the engine will falter and slow down. Or a leakage in the cylinder may prevent the proper compression of the mixture, the force from the explosion will be greatly reduced, with a corresponding loss of power and speed. Or the electric spark may not be “fat” enough—that is, of sufficient volume and heat to fire the mixture; or it may not “spark” at just the right moment; if too soon, it will exert its force against the onward motion: if too late, it will not deliver the full power of the explosion at the time when its force is most useful. The necessity for absolute perfection in these operations is obvious.
A near view of the Holmes engine from the driving side.
