Fig. 243.—Dimensioned Side Elevation of Wisconsin Twelve-Cylinder Airplane Motor.
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 space 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.
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 assist 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 assembled on the crank-case with grooved hold-down washers tightened, they form a solid block, greatly assisting the rigidity of crank-case.
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 bushing, while the crank-pin end carries two bronze serrated shells, which are tinned and babbitted hot, being broached to harden the babbitt. Between the cap and rod proper are placed laminated shims for adjustment. Crank-cases are cast of the best aluminum alloy, hand scraped 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 altitude 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 assists 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, assembled in such a way as to assist 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-pass, 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 space 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 115⁄16′′ long, excepting the rear main bearing, which is 43⁄8′′ long, and front main bearing, which is 23⁄16′′ 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 flange, which is securely held in place upon the shaft by six keys. These drive an outside propeller flange, the propeller being clamped between them by six through bolts. The flange 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 flange turned integral with shaft.
The cam-shaft is of the one piece type, air pump eccentric, and gear flange 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 Brass. 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.