Notebook of James Stuart Leslie Ross - Part 6

the medium of an idler-wheel

Bore is 130 m.m.
Stroke  175 mm

Desax is 18m.m. (left)
Compression 95 lbs per sq in.
Weight of engine incl. Radiator
630 lbs. which

Corresponds to 5.25 lbs per H.P.

The weight laden for a 6 hrs flight

(incl petrol, oil & water) is 1185 lbs.

The Normal R.P.M. 1200.

Maximum    R.P.M. 1400.

Full out develops 148 HP.
Petrol Consumption 8 -10 gals per hr.
Oil            ''              4 - 4½ pints "   "  

Both the centrifugal water pump

and Bosch lubricator are fixed

at the rear of engine & driven

direct off the crank shaft at engine

speed.
Order of firing is 1, 5, 3, 6, 2, 4.

11 . 7 .17

120 H.P. Beardmore.
Cycle of operations

The Inlet valve opens 8 to 10 mm

past T.D.C. & closes 10 to 12 mm

past, B.D.C. The spark occurs

15 mm before T.D.C. on Compression

Stroke.

The Exhaust valve opens 18 to 20 mm

before B.D.C & closes T.D.C.

Hand drawn diagram - see original document
Disadvantages of Water Cooler Engine:-

Weight

Air Head resistance radiator makes
when passing thro' air.

If leakage occurs, engine runs hot.
 

13 - 7 -17

Lecture 2  

120 H.P. Beardmore.

Hand drawn diagram - see original document

120 H.P. Beardmore

Cam Mechanism

 

Beardmore Lecture II. 13-7-17.

Method of Timing Valves

Test all, Rocker Arms & Valve

Stems to have 25/1000 inch clearance

& adjust the length of the pull

& push rods when both valves

are closed
Turn the crank shaft anti-clockwise

until No 1 Piston reaches T. D.C.,

then go to rear end of engine &

take off the timing wheelcover, then

unmesh the intermediate or idler

wheel & turn the cam shaft

clockwise until No1 Exhaust valve 

has just closed, then remesh
intermediate wheel & timing is
finished.

Method of Timing Ignition

Turn the crank shaft anti clockwise
from the prop end of engine

until No 1 inlet valve has just

closed, then insert a piece of

straight wire through the sparking

plug hole & continue turning

Beardmore  13 -7-17

Lecture II

crankshaft until the Piston

reached T.D.C., then mark the

wire, measure 15 mm further up
the wire & mark again, then

turn the crank shaft back clockwise

until the 15 mm mark is level with

the sparking plug hole.  Then

unmesh magnetos & fully advance

control on right hand magneto
& turn the armature shaft until

the carbon brush until is on No 1 Segment

with the platinum points just

breaking , then remesh that
magneto & Syndrononise right

hand ^magneto with left hand magneto.

Care to be taken that the

plat. points of each magneto are

breaking at exactly the same

moment. 

 

 

Beardmore Lec 2.  13 -7 -17.

Valve Gear

The valves are operated by a 

Single pull & push rod & the

pivoted leaf spring overhead

rocker, at the lower end of the

pull & push rod is fixed a

Cam angle lever which is pivoted

 to the Crank case. There are 2

cams on the cam shaft revolving

between & in contact with the

cam angle levers two arms.

The exhaust cam pushes up to

the open exhaust valve & inlet cam

pulls down to open inlet valve.

Both valves lift 7.5 mm
120 HP Beardmore Lecture III  14 - 7 -17

Description & Materials

Cylinders Made of cast iron cast in one

piece with the exhaust valve chamber.

(The inlet valve chamber is detachable )
It is fitted by means of a ground

joint & a brass locking ring).
The cylinders are fitted with steel bases

which are screwed & sweated on.

Water Jackets Made of copper, deposited by

electrolysis,

Pistons. Made of steel machined from the 

solid They have concave heads hand drawn diagram - see original

(Explosion more concentrated owing to concavity).

Fitted with 3 cast iron Piston rings which

have stepped joints hand drawn diagram - see original fitted at 120°.

Connecting Rods  made of 'H" Section chrome nickel Steel.

Big End is made in 2 pieces & is held

together by 4 bolts & is lined with white Metal.

As small scoop is formed on the bottom

of big end for lubrication purposes

The small end is lined with phospor

 

Beardmore

bronze.

Gudgeon Pin. holds connecting rod into piston.

Made of C.N. Steel, case-hardened,

hollow ( for lightness ) & for lubrication of 

small end bearing). It is hel fitted

into piston by 2 tapers, key & keyway,

& a grub screw.

Valves. made of Tungsten steel (used because

it will stand great heat). Both valves are

same size. Inlet is Mushroom shaped &

Exhaust Valve is cone-shaped.

Crank Shaft: made of C. N Steel in 3 Parts

Parts:- (1) Main Shaft  (2) Propellor Sleeve
(3) Driving Shaft

The prop sleeve is fixed to main shaft by

being a tapered fit, by key & keyway, &
a locking nut. Locking nut is secured

by small grub screws.

Driving Shaft. Consists of the driving gear wheels &

is fitted on rear end of crank shaft.

It is held by 2 keys & by being a 

pressed fit

hand drawn diagram - see original

120.HP Beardmore Lecture III  14 - 7- 17.

Crank Shaft has 6 Throws set up in pairs at

120°. Pairs Nos 1 & 6,  2 & 5,  3 & 4 .

Crank Shaft revolves in 8 bearings - 7

white metal ones & 1 radial ball-bearing

which is fitted in the thrust box.

Crank Shaft is hollow being bored out

with a taper hole which is smallest at

prop end.

How to take Cam Shaft out of Engine

Take off Spur wheel at prop end of 

cam shaft, then release all pull &

push rods & cam angle levers from

crank case & remove the two set screws on

side of crank case & take off timing

wheel cover & undo the three locking

nuts of the rear end bearing & cam shaft

can then be drawn out from the
rear

 

120 HP. Beardmore Lecture 4. 16.7.17
Cam Shaft. Chrome Nickel steel. Cams case -

hardened & machined from the solid & is
carried in 4 phosphor bronze bearings
Water Circulation. The water is circulated by a
centrifugal pump which is fixed at
rear ^end of engine & driven direct off the
crankshaft at engine speed
Circulation. Water flows by gravity from the
bottom of radiator thro' a U shaped

copper pipe to the centre of water pump.
It is forced out of the side of the pump
& passes thro' a copper pipe to bottom
of cylinders, circulates all round the
cyls. & passes out at the top near Exhaust
valve into a return water pipe back
to top of radiator. Two bye-passes
lead from the return water pipes to

the carburetters, passes round the jackets
& returns thro' a small pipe to the
U shaped copper pipe. Water capacity
is 6 gallons
(Hot Water round carburetter vaporises
mixture more quickly).

Advantages of Beardmore ^ Even cooling, economical oil Engine can be run
for a long time, being water cooled
Disadvantages extra weight. If water becomes
clogged, engine will run hot.
Thrust The double-ball thrust bearing
which is used for taking up the pull
& push of the prop is fitted
in the thrust box at front end of
crank case. In centre of double
thrust bearing is a steel washer
which is made a fixture to the
crank shaft by being a driving fits
up against a small collar turned
on the shaft & also by a distance
piece in the side of the radial
ball-bearing, a small ^steel washer,
prop sleeve & locking nut
Thrust is taken, as a tractor, from
the fixed steel washer on to
the front thrust ball-race, on to
the front loose steel washer on to
a flange inside the thrust box
on to the crank case
Thrust is taken, as a pusher,
Beardmore Lecture 4  16.7.17
from fixed steel washer on to
rear thrust, ball-race on to the
rear loose steel washer, on to
rear end of thrush-box on to
crank case
Hand drawn diagram - see original document.
 

120 HP Beardmore Lec 5.   20-7-17

Lubrication.

is partly by force, splash & grease.

Force is by the Bosch 6-way oil pump,

thro' external pipes to main bearings, cyl.

walls & thrust box. The flow of oil can

be regulated by means of adjusting screws

on top of Bosch lubricator (Bigend Cam, Gudgeon).
Splash is by the big ends having a scoop

fitted on the bottom half of the big end

bearing which dips into its own compartment

in the sump when rotating.

Grease to all external working parts, all

driving wheels including water-pump

spindle & small grease caps to each 

rocking lever.
The Sump requires 4 pints of fresh oil after the

engine has been run 12 hrs. After the
oil has been used for this length of time

it loses its body & is no longer useful

for the lubricating purposes, so it is all

drained out by means of taking out

the 6 brass plugs in bottom of Sump

 

 

Crank Case is then thoroughly cleaned out

with paraffine & fresh oil is put in

from half a pint  to ¾ of a pint being

placed in end compartment. The oil

can be poured either thro' the

breathers or by raising the cam

angle lever covers.

Breathers relieve Compression in Crank Case,

assists in Cooling & allows vaporised

oil to escape.

Bosch Lubricator

The pump case is kept filled with

oil by gravity, from the oil tank.

The pump spindle is driven at

engine speed but is internally geared

down to 1/25 Engine Speed by means of a 

worm & sector gearing. Two Cams are

mounted on a spindle the upper &

larger Cam actuating 6 pump aplungers

The lower & smaller one actuating 6

valve plungers thus giving 6

deliveries of oil

The 4 Strokes of Pump.

1. The valve plunger is raised by a 

Beardmore Lec 5.

cam.

2. The pump plunger is raised drawing

oil into the pump valve through ports

by a hole in the valve plunger

3. The valve plunger is depressed

cutting off the supply of oil &

simultaneously by means of a flat on

the side of the valve plunger opens

the way from pump plunger to delivery

pipe.

4  Pump plunger is depressed forcing oil

out of pump valve via the flat to 

the delivery pipe.
No 1 Delivery pipe goes to No 1 Main

Bearing & Thrust bearing

No 2 Delivery pipe goes to 1, 2, & 3 cyl.

walls.

No 3 Delivery pipe goes to 4, 5 & 6 cyl. walls

No 4 Delivery pipe goes to 6 & 7 main

bearings.

No 5 Delivery pipe goes to 2 & 3 main bearings

No 6 Delivery Pipe     "    "  4 & 5    "          "

 

 

The adjustment of the oil pump

supply - 3½ pints per hr.

Screw all the adjusting screws down in

a clockwise direction as far as

possible then screw back. Nos 1,4,5 & 6,

2½ turns & lock. Nos 2 & 3 1 turn & lock

The oil used both in Summer & 

Winter is Vacuum B. B. The oil pump

gives 48 pulsations of oil per minute

at 1200 R.P.M of engine

Pump plungers are numbered

anti-clockwise from space.

120.HP.  Beardmore Lec 6.  23-7-17.

Gearing & Magnetos.

Two running magnetos are fitted at

prop end of engine & are driven direct

off cam shaft. The mag. armature

revolves 3 times to camshafts one

& the crankshaft two. Type of mag.

used is the Bosch D.V.6  which give

2 sparks per rev of their armatures, each

mag. supplying the 6 cyls. There is also

a C.A.V. self starting magneto fitted

near the pilot's seat & is used for

starting-up purposes only
Wiring of the C.A.V. self starting Magneto.

Connect with High Tension wire the

large terminal ^on the C A V to the central

terminal on right hand magneto

& connect small terminal on C a V

to the switch & from the switch

to earth

How to Start Engine

See that all switches are off,
turn petrol on, with throttle a