[Frontispiece.]Part Sectional View of Hall-Scott Airplane Motor, Showing Principal Parts.
[Fig. 1.]Diagrams Illustrating Computations for Horse-Power Required for Airplane Flight.
[Fig. 2.]Plate Showing Heavy, Slow Speed Internal Combustion Engines Used Only for Stationary Power in Large Installations Giving Weight to Horse-Power Ratio.
[Fig. 3.]Various Forms of Internal Combustion Engines Showing Decrease in Weight to Horse-Power Ratio with Augmenting Speed of Rotation.
[Fig. 4.]Internal Combustion Engine Types of Extremely Fine Construction and Refined Design, Showing Great Power Outputs for Very Small Weight, a Feature Very Much Desired in Airplane Power Plants.
[Fig. 5.]Outlining First Two Strokes of Piston in Four-Cycle Engine.
[Fig. 6.]Outlining Second Two Strokes of Piston in Four-Cycle Engine.
[Fig. 7.]Sectional View of L Head Gasoline Engine Cylinder Showing Piston Movements During Four-Stroke Cycle.
[Fig. 8.]Showing Two-port, Two-cycle Engine Operation.
[Fig. 9.]Defining Three-port, Two-cycle Engine Action.
[Fig. 10.]Diagrams Contrasting Action of Two- and Four-Cycle Cylinders on Exhaust and Intake Stroke.
[Fig. 11.]Diagram Isothermal and Adiabatic Lines.
[Fig. 12.]Graphic Diagram Showing Approximate Utilization of Fuel Burned in Internal-Combustion Engine.
[Fig. 13.]Otto Four-Cycle Card.
[Fig. 14.]Diesel Motor Card.
[Fig. 15.]Diagram of Heat in the Gas Engine Cylinder.
[Fig. 16.]Chart Showing Relation Between Compression Volume and Pressure.
[Fig. 17.]The Thompson Indicator, an Instrument for Determining Compressions and Explosion Pressure Values and Recording Them on Chart.
[Fig. 18.]Spherical Combustion Chamber.
[Fig. 19.]Enlarged Combustion Chamber.
[Fig. 20.]Mercedes Aviation Engine Cylinder Section Showing Approximately Spherical Combustion Chamber and Concave Piston Top.
[Fig. 21.]Side Sectional View of Typical Airplane Engine, Showing Parts and Their Relation to Each Other. This Engine is an Aeromarine Design and Utilizes a Distinctive Concentric Valve Construction.
[Fig. 22.]Diagrams Illustrating Sequence of Cycles in One- and Two-Cylinder Engines Showing More Uniform Turning Effort on Crank-Shaft with Two-Cylinder Motors.
[Fig. 23.]Diagrams Demonstrating Clearly Advantages which Obtain when Multiple-Cylinder Motors are Used as Power Plants.
[Fig. 24.]Showing Three Possible Though Unconventional Arrangements of Four-Cylinder Engines.
[Fig. 25.]Diagrams Outlining Advantages of Multiple Cylinder Motors, and Why They Deliver Power More Evenly Than Single Cylinder Types.
[Fig. 26.]Diagrams Showing Duration of Events for a Four-Stroke Cycle, Six-Cylinder Engine.
[Fig. 27.]Diagram Showing Actual Duration of Different Strokes in Degrees.
[Fig. 28.]Another Diagram to Facilitate Understanding Sequence of Functions in Six-Cylinder Engine.
[Fig. 29.]Types of Eight-Cylinder Engines Showing the Advantage of the V Method of Cylinder Placing.
[Fig. 30.]Curves Showing Torque of Various Engine Types Demonstrate Graphically Marked Advantage of the Eight-Cylinder Type.
[Fig. 31.]Diagrams Showing How Increasing Number of Cylinders Makes for More Uniform Power Application.
[Fig. 32.]How the Angle Between the Cylinders of an Eight- and Twelve-Cylinder V Motor Varies.
[Fig. 33.]The Hall-Scott Four-Cylinder 100 Horse-Power Aviation Motor.
[Fig. 34.]Two Views of the Duesenberg Sixteen Valve Four-Cylinder Aviation Motor.
[Fig. 35.]The Hall-Scott Six-Cylinder Aviation Engine.
[Fig. 36.]The Curtiss Eight-Cylinder, 200 Horse-Power Aviation Engine.
[Fig. 37.]The Sturtevant Eight-Cylinder, High Speed Aviation Motor.
[Fig. 38.]Anzani 40-50 Horse-Power Five-Cylinder Air Cooled Engine.
[Fig. 39.]Unconventional Six-Cylinder Aircraft Motor of Masson Design.
[Fig. 40.]The Gnome Fourteen-Cylinder Revolving Motor.
[Fig. 41.]How Gravity Feed Fuel Tank May Be Mounted Back of Engine and Secure Short Fuel Line.
[Fig. 42.]The Stewart Vacuum Fuel Feed Tank.
[Fig. 43.]Marine-Type Mixing Valve, by which Gasoline is Sprayed into Air Stream Through Small Opening in Air-Valve Seat.
[Fig. 44.]Tracing Evolution of Modern Spray Carburetor. A—Early Form Evolved by Maybach. B.—Phœnix-Daimler Modification of Maybach’s Principle. C—Modern Concentric Float Automatic Compensating Carburetor.
[Fig. 45.]New Model of Schebler Carburetor With Metering Valve and Extended Venturi. Note Mechanical Connection Between Air Valve and Fuel Regulating Needle.
[Fig. 46.]The Claudel Carburetor.
[Fig. 47.]The Stewart Metering Pin Carburetor.
[Fig. 48.]The Ball and Ball Two-Stage Carburetor.
[Fig. 49.]The Master Carburetor.
[Fig. 50.]Sectional View of Master Carburetor Showing Parts.
[Fig. 51.]Sectional View of Zenith Compound Nozzle Compensating Carburetor.
[Fig. 52.]Diagrams Explaining Action of Baverey Compound Nozzle Used in Zenith Carburetor.
[Fig. 53.]The Zenith Duplex Carburetor for Airplane Motors of the V Type.
[Fig. 54.]Rear View of Curtiss OX-2 90 Horse-Power Airplane Motor Showing Carburetor Location and Hot Air Leads.
[Fig. 55.]Types of Strainers Interposed Between Vaporizer and Gasoline Tank to Prevent Water or Dirt Passing Into Carbureting Device.
[Fig. 56.]Chart Showing Diminution of Air Pressure as Altitude Increases.
[Fig. 57.]Some Simple Experiments to Demonstrate Various Magnetic Phenomena and Clearly Outline Effects of Magnetism and Various Forms of Magnets.
[Fig. 58.]Elementary Form of Magneto Showing Principal Parts Simplified to Make Method of Current Generation Clear.
[Fig. 59.]Showing How Strength of Magnetic Influence and of the Currents Induced in the Windings of Armature Vary with the Rapidity of Changes of Flow.
[Fig. 60.]Diagrams Explaining Action of Low Tension Transformer Coil and True High Tension Magneto Ignition Systems.
[Fig. 60A.]Side Sectional View of Bosch High-Tension Magneto Shows Disposition of Parts. End Elevation Depicts Arrangement of Interruptor and Distributor Mechanism.
[Fig. 61.]Berling Two-Spark Dual Ignition System.
[Fig. 62.]Berling Double-Spark Independent System.
[Fig. 63.]Type DD Berling High Tension Magneto.
[Fig. 64.]Wiring Diagrams of Berling Magneto Ignition Systems.
[Fig. 65.]The Berling Magneto Breaker Box Showing Contact Points Separated and Interruptor Lever on Cam.
[Fig. 66.]The Dixie Model 60 for Six-Cylinder Airplane Engine Ignition.
[Fig. 67.]Installation Dimensions of Dixie Model 60 Magneto.
[Fig. 68.]The Rotating Elements of the Dixie Magneto.
[Fig. 69.]Suggestions for Adjusting and Dismantling Dixie Magneto. A—Screw Driver Adjusts Contact Points. B—Distributor Block Removed. C—Taking off Magnets. D—Showing How Easily Condenser and High Tension Windings are Removed.
[Fig. 69A.]Sectional Views Outlining Construction of Dixie Magneto with Compound Distributor for Eight-Cylinder Engine Ignition.
[Fig. 70.]Wiring Diagram of Dixie Magneto Installation on Hall-Scott Six-Cylinder 125 Horse-Power Aeronautic Motor.
[Fig. 71.]How Magneto Ignition is Installed on Thomas-Morse 135 Horse-Power Motor.
[Fig. 72.]Spark-Plug Types Showing Construction and Arrangement of Parts.
[Fig. 73.]Standard Airplane Engine Plug Suggested by S. A. E. Standards Committee.
[Fig. 74.]Special Mica Plug for Aviation Engines.
[Fig. 75.]Showing Use of Magnifying Glass to Demonstrate that Apparently Smooth Metal Surfaces May Have Minute Irregularities which Produce Friction.
[Fig. 76.]Pressure Feed Oiling System of Thomas Aviation Engine Includes Oil Cooling Means.
[Fig. 77.]Diagram of Oiling System, Hall-Scott Type A 125 Horse-Power Engine.
[Fig. 78.]Sectional View of Typical Motor Showing Parts Needing Lubrication and Method of Applying Oil by Constant Level Splash System. Note also Water Jacket and Spaces for Water Circulation.
[Fig. 79.]Pressure Feed Oil-Supply System of Airplane Power Plants has Many Good Features.
[Fig. 80.]Why Pressure Feed System is Best for Eight-Cylinder Vee Airplane Engines.
[Fig. 81.]Operating Temperatures of Automobile Engine Parts Useful as a Guide to Understand Airplane Power Plant Heat.
[Fig. 82.]Water Cooling of Salmson Seven-Cylinder Radial Airplane Engine.
[Fig. 83.]How Water Cooling System of Thomas Airplane Engine is Installed in Fuselage.
[Fig. 84.]Finned Tube Radiators at the Side of Hall-Scott Airplane Power Plant Installed in Standard Fuselage.
[Fig. 85.]Anzani Testing His Five-Cylinder Air Cooled Aviation Motor Installed in Bleriot Monoplane. Note Exposure of Flanged Cylinders to Propeller Slip Stream.
[Fig. 86.]Views of Four-Cylinder Duesenberg Airplane Engine Cylinder Block.
[Fig. 87.]Twin-Cylinder Block of Sturtevant Airplane Engine is Cast of Aluminum, and Has Removable Cylinder Head.
[Fig. 88.]Aluminum Cylinder Pair Casting of Thomas 150 Horse-Power Airplane Engine is of the L Head Type.
[Fig. 90.]Cross Section of Austro-Daimler Engine, Showing Offset Cylinder Construction. Note Applied Water Jacket and Peculiar Valve Action.
[Fig. 91.]Diagrams Demonstrating Advantages of Offset Crank-Shaft Construction.
[Fig. 92.]Diagram Showing Forms of Cylinder Demanded by Different Valve Placings. A—T Head Type, Valves on Opposite Sides. B—L Head Cylinder, Valves Side by Side. C—L Head Cylinder, One Valve in Head, Other in Pocket. D—Inlet Valve Over Exhaust Member, Both in Side Pocket. E—Valve-in-the-Head Type with Vertical Valves. F—Inclined Valves Placed to Open Directly into Combustion Chamber.
[Fig. 93.]Sectional View of Engine Cylinder Showing Valve and Cage Installation.
[Fig. 94.]Diagrams Showing How Gas Enters Cylinder Through Overhead Valves and Other Types. A—Tee Head Cylinder. B—L Head Cylinder. C—Overhead Valve.
[Fig. 95.]Conventional Methods of Operating Internal Combustion Motor Valves.
[Fig. 96.]Examples of Direct Valve Actuation by Overhead Cam-Shaft. A—Mercedes. B—Hall-Scott. C—Wisconsin.
[Fig. 97.]CENSORED
[Fig. 98.]CENSORED
[Fig. 99.]Sectional Views Showing Arrangement of Novel Concentric Valve Arrangement Devised by Panhard for Aerial Engines.
[Fig. 100.]Showing Clearance Allowed Between Valve Stem and Valve Stem Guide to Secure Free Action.
[Fig. 101.]Forms of Valve-Lifting Cams Generally Employed. A—Cam Profile for Long Dwell and Quick Lift. B—Typical Inlet Cam Used with Mushroom Type Follower. C—Average Form of Cam. D—Designed to Give Quick Lift and Gradual Closing.
[Fig. 102.]Showing Principal Types of Cam Followers which Have Received General Application.
[Fig. 103.]Diagram Showing Proper Clearance to Allow Between Adjusting Screw and Valve Stems in Hall-Scott Aviation Engines.
[Fig. 104.]Cam-Shaft of Thomas Airplane Motor Has Cams Forged Integral. Note Split Cam-Shaft Bearings and Method of Gear Retention.
[Fig. 105.]Section Through Cylinder of Knight Motor, Showing Important Parts of Valve Motion.
[Fig. 106.]Diagrams Showing Knight Sleeve Valve Action.
[Fig. 107.]Cross Sectional View of Knight Type Eight Cylinder V Engine.
[Fig. 108.]Diagrams Explaining Valve and Ignition Timing of Hall-Scott Aviation Engine.
[Fig. 109.]Timing Diagram of Typical Six-Cylinder Engine.
[Fig. 110.]Timing Diagram of Typical Eight-Cylinder V Engine.
[Fig. 111.]Timing Diagram Showing Peculiar Valve Timing of Gnome “Monosoupape” Rotary Motor.
[Fig. 112.]Two Methods of Operating Valves by Positive Cam Mechanism Which Closes as Well as Opens Them.
[Fig. 113.]Diagram Comparing Two Large Valves and Four Small Ones of Practically the Same Area. Note How Easily Small Valves are Installed to Open Directly Into the Cylinder.
[Fig. 114.]Sectional Views of Sixteen-Valve Four-Cylinder Automobile Racing Engine That May Have Possibilities for Aviation Service.
[Fig. 115.]Front View of Curtiss OX-3 Aviation Motor, Showing Unconventional Valve Action by Concentric Push Rod and Pull Tube.
[Fig. 116.]Forms of Pistons Commonly Employed in Gasoline Engines. A—Dome Head Piston and Three Packing Rings. B—Flat Top Form Almost Universally Used. C—Concave Piston Utilized in Knight Motors and Some Having Overhead Valves. D—Two-Cycle Engine Member with Deflector Plate Cast Integrally. E—Differential of Two-Diameter Piston Used in Some Engines Operating on Two-Cycle Principle.
[Fig. 117.]Typical Methods of Piston Pin Retention Generally Used in Engines of American Design. A—Single Set Screw and Lock Nut. B—Set Screw and Check Nut Fitting Groove in Wrist Pin. C, D—Two Locking Screws Passing Into Interior of Hollow Wrist Pin. E—Split Ring Holds Pin in Place. F—Use of Taper Expanding Plugs Outlined. G—Spring Pressed Plunger Type. H—Piston Pin Pinned to Connecting Rod. I—Wrist Pin Clamped in Connecting Rod Small End by Bolt.
[Fig. 118.]Typical Piston and Connecting Rod Assembly.
[Fig. 119.]Parts of Sturtevant Aviation Engine. A—Cylinder Head Showing Valves. B—Connecting Rod. C—Piston and Rings.
[Fig. 120.]Aluminum Piston and Light But Strong Steel Connecting Rod and Wrist Pin of Thomas Aviation Engine.
[Fig. 121.]Cast Iron Piston of “Monosoupape” Gnome Engine Installed On One of the Short Connecting Rods.
[Fig. 122.]Types of Aluminum Pistons Used In Aviation Engines.
[Fig. 123.]Types of Piston Rings and Ring Joints. A—Concentric Ring. B—Eccentrically Machined Form. C—Lap Joint Ring. D—Butt Joint, Seldom Used. E—Diagonal Cut Member, a Popular Form.
[Fig. 124.]Diagrams Showing Advantages of Concentric Piston Rings.
[Fig. 125.]Leak-Proof and Other Compound Piston Rings.
[Fig. 126.]Sectional View of Engine Showing Means of Preventing Oil Leakage By Piston Rings.
[Fig. 127.]Connecting Rod and Crank-Shaft Construction of Gnome “Monosoupape” Engine.
[Fig. 128.]Connecting Rod Types Summarized. A—Single Connecting Rod Made in One Piece, Usually Fitted in Small Single-Cylinder Engines Having Built-Up Crank-Shafts. B—Marine Type, a Popular Form on Heavy Engines. C—Conventional Automobile Type, a Modified Marine Form. D—Type Having Hinged Lower Cap and Split Wrist Pin Bushing. E—Connecting Rod Having Diagonally Divided Big End. F—Ball-Bearing Rod. G—Sections Showing Structural Shapes Commonly Employed in Connecting Rod Construction.
[Fig. 129.]Double Connecting Rod Assembly For Use On Single Crank-Pin of Vee Engine.
[Fig. 130.]Another Type of Double Connecting Rod for Vee Engines.
[Fig. 131.]Part Sectional View of Wisconsin Aviation Engine, Showing Four-Bearing Crank-Shaft, Overhead Cam-Shaft, and Method of Combining Cylinders in Pairs.
[Fig. 132.]Part Sectional View of Renault Twelve-Cylinder Water-Cooled Engine, Showing Connecting Rod Construction and Other Important Internal Parts.
[Fig. 133.]Typical Cam-Shaft, with Valve Lifting Cams and Gears to Operate Auxiliary Devices Forged Integrally.
[Fig. 134.]Important Parts of Duesenberg Aviation Engine. A—Three Main Bearing Crank-Shaft. B—Cam-Shaft with Integral Cams. C—Piston and Connecting Rod Assembly. D—Valve Rocker Group. E—Piston. F—Main Bearing Brasses.
[Fig. 135.]Showing Method of Making Crank-Shaft. A—The Rough Steel Forging Before Machining. B—The Finished Six-Throw, Seven-Bearing Crank-Shaft.
[Fig. 136.]Showing Form of Crank-Shaft for Twin-Cylinder Opposed Power Plant.
[Fig. 137.]Crank-Shaft of Thomas-Morse Eight-Cylinder Vee Engine.
[Fig. 138.]Crank-Case and Crank-Shaft Construction for Twelve-Cylinder Motors. A—Duesenberg. B—Curtiss.
[Fig. 139.]Counterbalanced Crank-Shafts Reduce Engine Vibration and Permit of Higher Rotative Speeds.
[Fig. 140.]View of Thomas 135 Horse-Power Aeromotor, Model 8, Showing Conventional Method of Crank-Case Construction.
[Fig. 141.]Views of Upper Half of Thomas Aeromotor Crank-Case.
[Fig. 142.]Method of Constructing Eight-Cylinder Vee Engine, Possible if Aluminum Cylinder and Crank-Case Castings are Used.
[Fig. 143.]Simple and Compact Crank-Case, Possible When Radial Cylinder Engine Design is Followed.
[Fig. 144.]Unconventional Mounting of German Inverted Cylinder Motor.
[Fig. 145.]How Curtiss Model OX-2 Motor is Installed in Fuselage of Curtiss Tractor Biplane. Note Similarity of Mounting to Automobile Power Plant.
[Fig. 146.]Latest Model of Curtiss JN-4 Training Machine, Showing Thorough Enclosure of Power Plant and Method of Disposing of the Exhaust Gases.
[Fig. 147.]Front View of L. W. F. Tractor Biplane Fuselage, Showing Method of Installing Thomas Aeromotor and Method of Disposing of Exhaust Gases.
[Fig. 148.]End Elevation of Hall-Scott A-7 Four-Cylinder Motor, with Installation Dimensions.
[Fig. 149.]Plan and Side Elevation of Hall-Scott A-7 Four-Cylinder Airplane Engine, with Installation Dimensions.
[Fig. 150.]CENSORED
[Fig. 151.]CENSORED
[Fig. 152.]CENSORED
[Fig. 153.]Plan View of Hall-Scott Type A-5 125 Horse-Power Airplane Engine, Showing Installation Dimensions.
[Fig. 154.]Three-Quarter View of Hall-Scott Type A-5 125 Horse-Power Six-Cylinder Engine, with One of the Side Radiators Removed to Show Installation in Standard Fuselage.
[Fig. 155.]Diagram Showing Proper Installation of Hall-Scott Type A-5 125 Horse-Power Engine with Pressure Feed Fuel Supply System.
[Fig. 156.]Diagram Defining Installation of Gnome “Monosoupape” Motor in Tractor Biplane. Note Necessary Piping for Fuel, Oil, and Air Lines.
[Fig. 157.]Showing Two Methods of Placing Propeller on Gnome Rotary Motor.
[Fig. 158.]How Gnome Rotary Motor May Be Attached to Airplane Fuselage Members.
[Fig. 159.]How Anzani Ten-Cylinder Radial Engine is Installed to Plate Securely Attached to Front End of Tractor Airplane Fuselage.
[Fig. 160.]Side Elevation of Thomas 135 Horse-Power Airplane Engine, Giving Important Dimensions.
[Fig. 161.]Front Elevation of Thomas-Morse 135 Horse-Power Aeromotor, Showing Main Dimensions.
[Fig. 162.]Front and Side Elevations of Sturtevant Airplane Engine, Giving Principal Dimensions to Facilitate Installation.
[Fig. 163.]Practical Hand Tools Useful in Dismantling and Repairing Airplane Engines.
[Fig. 164.]Wrenches are Offered in Many Forms.
[Fig. 165.]Illustrating Use and Care of Files.
[Fig. 166.]Outlining Use of Cotter Pin Pliers, Spring Winder, and Showing Practical Outfit of Chisels.
[Fig. 167.]Forms of Hand Operated Drilling Machines.
[Fig. 168.]Forms of Drills Used in Hand and Power Drilling Machines.
[Fig. 169.]Useful Set of Number Drills, Showing Stand for Keeping These in an Orderly Manner.
[Fig. 170.]Illustrating Standard Forms of Hand and Machine Reamers.
[Fig. 171.]Tools for Thread Cutting.
[Fig. 172.]Showing Holder Designs for One- and Two-Piece Thread Cutting Dies.
[Fig. 173.]Useful Outfit of Taps and Dies for the Engine Repair Shop.
[Fig. 174.]Common Forms of Inside and Outside Calipers.
[Fig. 175.]Measuring Appliances for the Machinist and Floor Man.
[Fig. 176.]At Left, Special Form of Vernier Caliper for Measuring Gear Teeth; at Right, Micrometer for Accurate Internal Measurements.
[Fig. 177.]Measuring Appliances of Value in Airplane Repair Work.
[Fig. 178.]Standard Forms of Micrometer Caliper for External Measurements.
[Fig. 179.]Special Tools for Maintaining Curtiss OX-2 Motor Used in Curtiss JN-4 Training Biplane.
[Fig. 180.]Special Tools and Appliances to Facilitate Overhauling Work on Hall-Scott Airplane Engines.
[Fig. 181.]Special Stand to Make Motor Overhauling Work Easier.
[Fig. 182.]Showing Where Carbon Deposits Collect in Engine Combustion Chamber, and How to Burn Them Out with the Aid of Oxygen. A—Special Torch. B—Torch Coupled to Oxygen Tank. C—Torch in Use.
[Fig. 1821⁄2.]Part Sectional View, Showing Valve Arrangement in Cylinder of Curtiss OX-2 Aviation Engine.
[Fig. 183.]Tools for Restoring Valve Head and Seats.
[Fig. 184.]Tools and Processes Utilized in Valve Grinding.
[Fig. 185.]Outlining Points in Valve Operating Mechanism Where Depreciation is Apt to Exist.
[Fig. 186.]Method of Removing Piston Rings, and Simple Clamp to Facilitate Insertion of Rings in Cylinder.
[Fig. 187.]Tools and Processes Used in Refitting Engine Bearings.
[Fig. 188.]Showing Points to Observe When Fitting Connecting Rod Brasses.
[Fig. 189.]Methods of Testing to Insure Parallelism of Bearings After Fitting.
[Fig. 190.]Views Outlining Construction of Three-Cylinder Anzani Aviation Motor.
[Fig. 190a.]Illustrations Depicting Wrong and Right Methods of “Swinging the Stick” to Start Airplane Engine. At Top, Poor Position to Get Full Throw and Get Out of the Way. Below, Correct Position to Get Quick Turn Over of Crank-Shaft and Spring Away from Propeller.
[Fig. 191.]The Anzani Six-Cylinder Water-Cooled Aviation Engine.
[Fig. 192.]Sectional View of Anzani Six-Cylinder Water-Cooled Aviation Engine.
[Fig. 193.]Three-Cylinder Anzani Air-Cooled Y-Form Engine.
[Fig. 194.]Anzani Fixed Crank-Case Engine of the Six-Cylinder Form Utilizes Air Cooling Successfully.
[Fig. 195.]Sectional View Showing Internal Parts of Six-Cylinder Anzani Engine, with Starwise Disposition of Cylinders.
[Fig. 196.]The Anzani Ten-Cylinder Aviation Engine at the Left, and the Twenty-Cylinder Fixed Type at the Right.
[Fig. 197.]Application of R. E. P. Five-Cylinder Fan-Shape Air-Cooled Motor to Early Monoplane.
[Fig. 198.]The Canton and Unné Nine-Cylinder Water-Cooled Radial Engine.
[Fig. 199.]Sectional View Showing Construction of Canton and Unné Water-Cooled Radial Cylinder Engine.
[Fig. 200.]Sectional View Outlining Construction of Early Type Gnome Valve-in-Piston Type Motor.
[Fig. 201.]Sectional View of Early Type Gnome Cylinder and Piston Showing Construction and Application of Inlet and Exhaust Valves.
[Fig. 202.]Details of Old Style Gnome Motor Inlet and Exhaust Valve Construction and Operation.
[Fig. 203.]The Gnome Fourteen-Cylinder 100 Horse-Power Aviation Engine.
[Fig. 204.]Cam and Cam-Gear Case of the Gnome Seven-Cylinder Revolving Engine.
[Fig. 205.]Diagrams Showing Why An Odd Number of Cylinders is Best for Rotary Cylinder Motors.
[Fig. 206.]Simple Carburetor Used On Early Gnome Engines Attached to Fixed Crank-Shaft End.
[Fig. 207.]Sectional Views of the Gnome Oil Pump.
[Fig. 208.]Simplified Diagram Showing Gnome Motor Magneto Ignition System.
[Fig. 209.]The G. V. Gnome “Monosoupape” Nine-Cylinder Rotary Engine Mounted on Testing Stand.
[Fig. 210.]Sectional View Showing Construction of General Vehicle Co. “Monosoupape” Gnome Engine.
[Fig. 211.]How a Gnome Cylinder is Reduced from Solid Chunk of Steel Weighing 97 Pounds to Finished Cylinder Weighing 51⁄2 Pounds.
[Fig. 212.]The Gnome Engine Cam-Gear Case, a Fine Example of Accurate Machine Work.
[Fig. 213.]G. V. Gnome “Monosoupape,” with Cam-Case Cover Removed to Show Cams and Valve-Operating Plungers with Roller Cam Followers.
[Fig. 214.]The 50 Horse-Power Rotary Bayerischen Motoren Gesellschaft Engine, a German Adaptation of the Early Gnome Design.
[Fig. 215.]Nine-Cylinder Revolving Le Rhone Type Aviation Engine.
[Fig. 216.]Part Sectional Views of Le Rhone Rotary Cylinder Engine, Showing Method of Cylinder Retention, Valve Operation and Novel Crank Disc Assembly.
[Fig. 217.]Side Sectional View of Le Rhone Aviation Engine.
[Fig. 218.]View Showing Le Rhone Valve Action and Connecting Rod Big End Arrangement.
[Fig. 219.]Diagrams Showing Important Components of Le Rhone Motor.
[Fig. 220.]How the Cams of the Le Rhone Motor Can Operate Two Valves with a Single Push Rod.
[Fig. 221.]The Le Rhone Carburetor at A and Fuel Supply Regulating Device at B.
[Fig. 222.]Diagrams Showing Le Rhone Motor Action and Firing Order.
[Fig. 223.]Diagram Showing Positions of Piston in Le Rhone Rotary Cylinder Motor.
[Fig. 224.]Diagrams Showing Valve Timing of Le Rhone Aviation Engine.
[Fig. 225.]Diagrams Showing How Cylinder Cooling is Effected in Renault Vee Engines.
[Fig. 226.]End Sectional View of Renault Air-Cooled Aviation Engine.
[Fig. 227.]Side Sectional View of Renault Twelve-Cylinder Air-Cooled Aviation Engine Crank-Case, Showing Use of Plain and Ball Bearings for Crank-Shaft Support.
[Fig. 228.]End View of Renault Twelve-Cylinder Engine Crank-Case, Showing Magneto Mounting.
[Fig. 229.]Diagram Outlining Renault Twelve-Cylinder Engine Ignition System.
[Fig. 230.]The Simplex Model A Hispano-Suiza Aviation Engine, a Very Successful Form.
[Fig. 231.]The Curtiss OXX-5 Aviation Engine is an Eight-Cylinder Type Largely Used on Training Machines.
[Fig. 232.]Top and Bottom Views of the Curtiss OXX-5 100 Horse-Power Aviation Engine.
[Fig. 233.]End View of Thomas-Morse 150 Horse-Power Aluminum Cylinder Aviation Motor Having Detachable Cylinder Heads.
[Fig. 234.]Side View of Thomas-Morse High Speed 150 Horse-Power Aviation Motor with Geared Down Propeller Drive.
[Fig. 235.]The Reduction Gear-Case of Thomas-Morse 150 Horse-Power Aviation Motor, Showing Ball Bearing and Propeller Drive Shaft Gear.
[Fig. 236.]The Six-Cylinder Aeromarine Engine.
[Fig. 237.]The Wisconsin Aviation Engine, at Top, as Viewed from Carburetor Side. Below, the Exhaust Side.
[Fig. 238.]Dimensioned End Elevation of Wisconsin Six Motor.
[Fig. 239.]Dimensioned Side Elevation of Wisconsin Six Motor.
[Fig. 240.]Power, Torque and Efficiency Curves of Wisconsin Aviation Motor.
[Fig. 241.]Timing Diagram, Wisconsin Aviation Engine.
[Fig. 242.]Dimensioned End View of Wisconsin Twelve-Cylinder Airplane Motor.
[Fig. 243.]Dimensioned Side Elevation of Wisconsin Twelve-Cylinder Airplane Motor.
[Fig. 244.]Side and End Sectional Views of Four-Cylinder Argus Engine, a German 100 Horse-Power Design Having Bore and Stroke of 140 mm., or 5.60 inches, and Developing Its Power at 1,368 R.P.M. Weight, 350 Pounds.
[Fig. 245.]Part Sectional View of 90 Horse-Power Mercedes Engine, Which is Typical of the Design of Larger Sizes.
[Fig. 246.]Part Sectional Side View and Sectional End View of Benz 160 Horse-Power Aviation Engine.
[Fig. 247.]At Top, the Sunbeam Overhead Valve 170 Horse-Power Six-Cylinder Engine. Below, Side View of Sunbeam 350 Horse-Power Twelve-Cylinder Vee Engine.
[Fig. 248.]Side View of Eighteen-Cylinder Sunbeam Coatalen Aircraft Engine Rated at 475 B.H.P.
[Fig. 249.]Sunbeam Eighteen-Cylinder Motor, Viewed from Pump and Magneto End.
[Fig. 250.]Propeller End of Sunbeam Eighteen-Cylinder 475 B.H.P. Aviation Engine.
[Fig. 251.]View of Airplane Cowl Board, Showing the Various Navigating and Indicating Instruments to Aid the Aviator in Flight.
[Fig. 252.]Parts of Christensen Air Starting System Shown at A, and Application of Piping and Check Valves to Cylinders of Thomas-Morse Aeromotor Outlined at B.
[Fig. 253.]Diagrams Showing Installation of Air Starting System on Thomas-Morse Aviation Motor.

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