THE HISPANO-SUIZA V-8 718 & 1127c.i. CRANKSHAFT PROBLEMS

[DeCavel]

Yes, I have seen this document...however I am not quite sure about the scientific correctnes of this writing. Knowing the story about my family's company I am absolutely abashed by the incorrectnes of the Elektrion facts mentionned on page 29. De Cavel & Roegiers has NEVER been bombed. Deutsche Voltol (Rhenania Ossag) was. Also the KLM and other aviation companies used ELEKTRION (not Voltol) which is licensed to OSSAG in Germany under the brandname Voltol.

[m9a3r5i7o2n]

DeCavel:
I have checked the page 29 you write of here but I haven’t any mention of the post you write about. One of the things you must be careful of is the difference between a page, a sub heading of a page and a permalink, it is therefore necessary to call out the title of the original post the permalink you posted on is # 101 and the page is #8. The way this was set up originally the page number changes very often. But they can’t change it as that would change the complete setup.

Yours, M.L. Anderson

[DeCavel]

I am sorry for the confusion about my answer,

I meant page 29 in the History of Aircraft Lubricants link that you had posted. (permalink #100)

Best regards,

[m9a3r5i7o2n]

To DeCavel: No apologies are necessary as mistakes are a universal thing and it got me to read a lot more of the report. It is amazing how many things can go wrong on aircraft engines and as it sometimes results in the death of a lot of people before the reason they have to act quickly to the worry of the people being involved.

One of the things I found very odd is the fact they glossed over the problems of the Hispano-Suiza V-8 but I suppose that the it was a British-French thing and not American so possibly not of interest to the ones writing the Report. Possibly we should be happy they mentioned your company.

In an interim time of the past ten days I have been over at Atlas F1 and cannot find any mention of your company, a fact I find somewhat disappointing. Did your company furnish any form of product either directly or indirectly in the support of F-1 racing?

Yours, M.L Anderson

[m9a3r5i7o2n]

(Copied)

The Lloyd George Papers
Prime Minister
Correspondence
Sir Maurice P A Hankey, 1st Baron Hankey


RefNo LG/F/23/2/22
Title C Longhurst, Offices of the War Cabinet, to Davies (immediate)
Date 6 April 1918
Level File
ScopeContent Enclosures:
(a) C Longhurst, Offices of the War Cabinet, to Wyldbore Smith, typescript copy, 4 April 1918.Lloyd George wishes Clemenceau to be given the export license for castor oil for which he asks. Enclosure: Decypher of telegram from Colonel Storr, Versailles, to Secretary, War Cabinet, no.BL290, duplicated, received 8am, 4 April 1918.
Clemeneceau insists on being given an export license for,
750 tons of castor oil.
(b) E. Wyldbore Smith, Commission Internat. de Ravitaillement, to Longhurst, typescript copy, 5 April 1918.Licence has been granted.
AccessStatus Open
PhysicalDescription Typescript
Location 776


Yours, M. L. Anderson

[m9a3r5i7o2n]

Short History of Castrol;
In February 1899, Charles Cheers Wakefield took what was perhaps the greatest risk of his working life: he resigned from the Vacuum Oil Company over a disagreement with the management regarding Vacuum Oil's foray into the railroad lubricants sector, and set himself up as competition. The firm he left behind would go on to become Mobil Oil.
Wakefield rented three small rooms on the third floor of 27 Cannon Street in the heart of London, and it was there, on Thursday 9 March 1899, that the firm of C.C. Wakefield & Co opened its doors for the first time.
In 1909, the company began production of a new automotive lubricant named "Castrol" (a contraction of castor oil, from which it was made). The company developed specific oil applications for various applications of the new internal combustion engine, including cars, motorcycles, and aircraft. The original 3 grades of oil being CW for cars, C for motorcycles and R for aircraft and racing engines.

Yours, M. L. Anderson

[m9a3r5i7o2n]

Of all the messages I have found, this is the best one explaining the usage of castor oil from the first usage in the very early 1900’s and why the mixing of castor oil with mineral oil by Castrol was needed around 1910. A careful reading of this will explain why castor oil is not fully needed anymore except to get the smell that really only show up in engines of the two stroke type as Rotary Radials are very very rare these times of 2008.

Yours M.L. Anderson
http://www.penriteoil.com/uk/techbul...llofCastor.pdf

[YavorD]

Originally Posted by m9a3r5i7o2n

[size="3"]... in engines of the two stroke type as Rotary Radials are very very rare these times of 2008.

Yours M.L. Anderson

Two stroke rotary engines were designed, but very few examples produced and actually used. All the significant rotary engines were four stroke.
Regards,
Yavor

[m9a3r5i7o2n]

Having received the copy of “THE HISPANO-SUIZA AIRCRAFT ENGINE” by Von Ingenieur S. Hoffman , Zeltshrift fur Flugtechnik und Motorluftschiffahrt 1917 an 1918 and was reissued by the MINISTRY OF TECHNOLOGY FARNBOROUGH HANTS with an appropriate translation. I have finally got around to study the contents. The most interesting part of the document is the page # 25

Der ,,Hispano-Suiza Flugmotor.
Von Ingenieur S. Hoffman
(Hierzu Tafel 1 bis III.)
(Conclusion.)
The ,,Hispano-Suiza aircraft engine.
From Engineer S. Hoffman
(For this board I to III.)

Nachfolgend gebe ich eine Vergleichstabelle (Tabelle) I)
der Getriebe-Konstruktionverhältnisse der Zahnräder des
Hispano-Suiza im Vergleich mit verschiedenen anderen erbeuteten ausländischen Moteren.


In the following I give a comparison chart (table I))
of the gear-construction relations of the gearwheels
Hispano-Suiza carried off in comparison to different other
foreign engines.

Die Konstruktion der Getriebe selbst in drie verschienen
erbeuteten Ausfuhrungsformen ist aus der tafel VIII
Fig 11—16 in heft 17/18, Jahrg. VIII, und Tafel II im
Fuglemen Heft (5/6) ersichthich.

The construction of the gears even in three seemed
(or different?) to carried off execution forms is from board VIII
Fig 11-16 in notebook 17/18, Jahrg. VIII, and boards II in
the following notebook (5/6) evidently.

Tabelle II ist die Stuckliste fur das Getriebe 21/23 des 210 PS Motors.

Table II is the parts list for the gear 21/23 of 210 HP of engine.

Zu beachten ist die auberst wirksame Schmierung und Kuhlung der Zahnrader. Das Ol wird durch eine stark Duse a von 4.5 m/m l. W. mit schlitzformiger seithicher Offnung b im dichen Strahl unter Druck unmittelbar zwischen die Zahnrader gespritz.

The extremely effective lubrication and cooling of the gearwheels is to be followed. The oil becomes a strongly nozzle a from 4.5 m/m l. W. with slit-shaped lateral opening b in the thick ray under pressure immediately between the gearwheels squirted.

Durch den schlitzformigen Querschnitt wird eine moonlights gleichmaBige Verteilung des Schmiermittels uber die ganze Zahnbreite angestrebt.

A very steady distribution of the lubricant about the whole dental width is aimed by the slit-shaped cross section.

Ein mit einem Getriebe nach aus furhrung 3 versehener Motor zeigte auch nach etwa 26 stundigem Lauf noch keine Spuren von Abnutzung an den Zahnradern.
One with a gear after execution 3 provided engines also showed after run of about 26 hour still no tracks of wear in the gearwheels.

The above is a Electronic translation of the original German writing and is a very through engineering inspection of the 200/220 engine. (Compression Ratio is given as 4.9 to 1.)
The most meaningful part of the translations is the mention of a small hollow shaft of 4.5mm slot size is not given as to exact size. This is one of the main features of the lubrication of the Gear And Pinion Wheel Teeth. It does not state whether the slot is pointed to the disengagement or engagement side of the two wheels and there were no arrows showing the rotational direction of the two wheels to allow a calculation of this feature.
I don’t have any other sketches of this feature in any of my documents whether it be French or British.

If I were to make a guess about it’s location I would have to say it is on the engagement side but this is a guess at its just that and no more.

The Germans must have thought this to be of much importance as they drew a sketch with both the shaft and the slot, plus both of the gear and pinion together with the outline of the housing. This also includes a location of the shaft on the housing sketch. But no arrows as to direction.

Yours, M. L. Anderson

[m9a3r5i7o2n]

Hispano-Suiza Oil spray Nozzle!


Hispano-Suiza OIL SPRAY Post # 1.jpg
Attachment is too small and doesn't show the oil spray nozzle in large enought detail which should look similiar to a stud on left side of reducer box.

M.L. Anderson