siznaudin

Did the "little lunch" come in "ports"?;)

The postie ... delivering twice a day Mon-Fri, as well as Saturday morning. Banks ... open on Saturdays. Service stations which actually gave service: filled your tank, checked the oil and cleaned the screen... Oh yes, and the non-air conditioned houses we lived in through the summer - some nostalgia is perhaps best left well & truly behind.;)

Real milk came via the "milko" (and his horse-drawn cart) who filled up the billy which one left at the front of the house; and which when left standing resulted in a generous layer of real cream coming to the top.

High-top bread loaves - almost burnt black on top, sounding almost hollow when tapped with a finger. Came as a pair which, if the household only wanted one, resulted in one "half" with a convex face which, when being carried into the house, was inevatibly picked at by the bearer, who (wrongly) thought that "no-one will notice it has been got at..." We have Belgian friends who have referred to current day Aussie breads as being "industrial". I tend to agree...:rolleyes:

.... and by that master Frank Munger - a superb cutaway of the Anzani "fan" type engine - complete with auxilliary exhaust ports. Would you, in your Bleriot, be willing to trust this to get you across La Manche ? [ATTACH]18351[/ATTACH]

Rolls Royce Derwent ... 3.9:1 pressure ratio cf this one - some progress has been made, non ?

Thanks Willie ... I, too, have learnt a bit recently, not least how to extract a JPG from a PDF page/file - particularly when, as an IT savvy friend suggests I am using the Ford T of operating systems (XP...). From the section dealing with Le Rhone motors here is how the valves are worked. Up to now I'd no real idea of how it was done. Next job is to follow up on the motors in some models of the Salmson light car, which also used "push-pull" rods for valve actuation. The French ... incroyable! [ATTACH]1602[/ATTACH][ATTACH]1603[/ATTACH][ATTACH]1604[/ATTACH][ATTACH]1605[/ATTACH] [ATTACH]18349[/ATTACH]

Well done! Thanks for the research, Willie - and for a New Year's "thankyou" take a look at this website: fascinating stuff. http://www.hydroretro.net/etudegh/index.php

And after a wild night of unbridled excess and over-the-top revelry this septuajr sepchuag dammit ... old fart wishes the same. Soft landings, all! [ATTACH=full]1598[/ATTACH] [ATTACH]18346[/ATTACH]

I managed to dig this one out of my hard drive ... makes more sense now. Happy New Year to all. [ATTACH]1597[/ATTACH] [ATTACH]18345[/ATTACH]

[ATTACH=full]1569[/ATTACH][ATTACH=full]1570[/ATTACH] Newbs... I'm more than somewhat confused: are you certain that the thing that looks like a water pump is in fact not a water pump? If not, where is the water pump to be found?

Not so sure about it being out of the ordinary in configuration, but I'd wager it's rare... [ATTACH=full]1596[/ATTACH] [ATTACH]18344[/ATTACH]

That's a classic description of what, in the veteran car movement anyway, is referred to as "the De Dion type" engine. Our Sizaire has such a valve configuration although (thankfully) the inlet valve is cam operated rather than the oh-so asthmatic spring loaded flapper type "atmospheric" variety. The Anzanis I believe came in that configuration in their early days, and it looks to me as though they came later both with and without the drill holes around the bottom of the barrel. Early racing motorcycles employed such drill holes in the quest for more performance. One wonders, however, whether the increased noise level merely produced the impression of more power. Something similar still seems to occur today, as witness the drain pipe sized exhausts fitted to so many road registered cars. Thank you Newbs for translating "monosoupape"- most illuminating. As I said, it is a term which was primarily associated with Gnome at the time they gave up on the valve-in-crown arrangement, and in no way was I intending to suggest they were the only single valved engine. Or were they, I wonder...?:confused:

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Save my time serarching for "Breton" and tell me more, please... I like it! Here's my all-time favourite for complexity and why did they bother, when turbines were already there.... here, the pistons slogging away in their barrels were only really (if extrapolated to the ultimate) serving to act as hot air producers for the turbine, since it was coupled to the propellor. [ATTACH=full]1568[/ATTACH][ATTACH=full]1569[/ATTACH][ATTACH=full]1570[/ATTACH] [ATTACH]18341[/ATTACH]

Well, that's a new name for me ... well done! I had a reply regarding why some of the radials around the late 20's had rear mounted pushrods/cam plates. It was just a guess that it might have made for more space for the prop reduction gearing at the front. We probably will never know for sure why it was done. Different matter altogether for a two row radial, of course. Here's one which might tickle the grey matter ... [ATTACH=full]1559[/ATTACH] [ATTACH]18336[/ATTACH]

To you & yours too Kaye - and may 2013 be one which is nicotine free.:) [ATTACH=full]1544[/ATTACH] [ATTACH]18333[/ATTACH]

Chased up the Kinner cam stuff and lo & behold here we are: it reminds me a bit of the myriad of spur gears hidden within the casing of the sleeve valve Bristol engines, but on a thankfully lesser scale. [ATTACH=full]1540[/ATTACH] [ATTACH]18331[/ATTACH]

I went sideways with that post ... via the Tigershark link: discovered the "Fighter Mafia" and "Bomber Mafia". Fascinating stuff - internal politics galore. And ultimately it's all taxpayers' money.

I've done a bit more reading and see that Continental's A-70 of 1928 - 7 cylinder 544cubic inches - had rear located cam & pushrods. Herschel Smith doesn't suggest a reason for this, however. And two others - the Velie M5 of the same year - 251 cubic inches, plus the LeBlond series. Radial engine cam rings are "doubled" in that the exhaust lobes and inlet lobes are carried on the one rotating ring. Not sure what is going on at the pushrod/cam follower region on the Shvetsov pictured but I can only imagine that it still has a doubled cam ring like the others. Could you explain somehow the "individual camshafts" reference with respect to the Shvetsov? [ATTACH=full]1538[/ATTACH][ATTACH=full]1539[/ATTACH] [ATTACH]18330[/ATTACH]

In the process of identifying a 9 cylinder radial in a french museum I've (finally) twigged that most single row radials have the pushrods located at the front. The engine in question, a Wright/Continental R-975 has them at the rear, which is how I was at last able to nail it. Further surfing/research has turned up only one other so far: the Kinner. Couple of questions come to mind ... are there any others out there, and also, I wonder if anyone from Kinner was looking over Wright's shoulder or vice versa. Or was there some commercial interplay 'twixt Wright & Kinner./ Or this .. why have 'em at the rear anyway? Surely there must have been some rationale involved...:confused: [ATTACH=full]1534[/ATTACH][ATTACH=full]1535[/ATTACH] [ATTACH]18328[/ATTACH]

Found another rear fan jet while looking for something else. GE CJ805-23. Was installed in a Caravelle - intended for the US market -but never made it commercially in that airframe. Commercial application was Convair 990 [ATTACH=full]1531[/ATTACH][ATTACH=full]1532[/ATTACH][ATTACH=full]1533[/ATTACH] [ATTACH]18327[/ATTACH]

Hooly DOOLY! Mad b****rs! I wonder what the attrition rate is for this particular aviation subset...:eek:

That douglas-self site is a ripper ... I guess I first encountered it about 7 or 8 (?) years ago - there's a wealth of weirdo wacky stuff there - not least in the steam locomotive department. Worth repeating the link to the museum - and while there, why not check out the "powered by boiling petrol" device. Oh la la...! http://www.douglas-self.com/MUSEUM/museum.htm