d

JANUARY 8 T H ,

FLIGHT

SHOCK
The graph shows the torque variations at different
speeds plotted from the torsion meter records for the
engine with and without the absorbers. The very considerable reduction of vibration torque, and therefore of
vibratory stress in the shaft and airscrew, over the whole
of the flying speed range should be noted.
An outstanding advantage of the tuning methods
adopted in this design compared with methods previously
employed, which aimed at tuning the absorbers to exact
resonance with the troublesome torque order, is that very
close manufacturing tolerances on absorber details are
not required. Thus, in the present example, satisfactory
functioning is obtainable with a tolerance of o.oo2in.
on the pin diameter, in the bores of the bushings, in the
crank web extensions, and in the absorber rings; and
o.ooBin. on the radial distance of the centre of the
crank web extension bushing from the axis of the crankshaft.
Furthermore, a series of supplementary tests
proved that satisfactory operation would still be obtained
with the pins and bushings worn to the extent of 0.005m.
on diameter. It is unlikely, however, that wear of this
amount would occur in normal service, since the parts
are few and ape of extremely simple design, whilst the
oil mist inarae the crankcase ensures adequate and
efficient lubrication.
Even when there are no really severe resonance zones

1942

DAMPERS
in the operating speed range of an engine, considerable
benefit can still be obtained by fitting rotating pendulum
vibration absorbers. For example, the use of pendulum
absorbers to remove the principal torque impulses from
in-line engine aggregates is tantamount to endowing the
engine with a torque characteristic similar to that of an
engine having twice as many cylinders. This is particularly advantageous in geared drives, where excessive
torque fluctuation at the gear teeth might have serious
consequences. The weight represented b y an absorber
scheme of the type shown in the photographs is frcwr"
2 to 3 per cent, of the engine weight. If, however,
advantage is taken of the increased engine smoothness,
resulting from reduction of torque fluctuations and
internal bending forces, to use smaller scantlings for
engine and airscrew components, it is probable that the
total weight of an engine will be appreciably reduced
when absorbers are fitted.
The results obtained from this De Havilland experiment are very encouraging, and now that satisfactory
practical and theoretical studies appear to be becoming
more generally available, there should be a considerable ^
increase of interest in what is undoubtedly a powerful
method of dealing with vibration troubles, especially
taking into account the constructional simplicity of the
device.

LITTLE FLEAS and LESSER FLEAS

Italian Service Carries Strange Cargo
'"FHE carrying of aircraft engines by air is nearly as old
-* as flying itself, but except for the Short-Mayo composite the carrying of aircraft on or in another aircraft has
not hitherto been a commonplace. The war in the Mediterranean has brought into being a special Italian air service,
known as the Servizi Aerei Speciali, which has carried many

strange cargoes. It has been.reported that during the first

100 days of its existence the service carried 635,000 lb.
of material, 19,185 persons, and covered 1.5 million aircraft
miles.
Perhaps the most interesting of all the cargoes carried
was a Fiat C.R.42 single-seater fighter, which was transported inside a Savoia-Marchetti S.M.82. The Savoia is,
of course, a large aircraft and the Fiat a small one, but
nevertheless it is somewhat surprising that space could be
found without dismantling the fighter into smaller components. It will be seen that there is room to stand the
wing against the side of the cabin, while the fuselage, with
its engine, rests on the floor.

Solving the problem of transporting fighters to a scene of operations outside their range.
a Savoia-Marchetti S.M.8z.

A Fiat C.R.4? in the fuselage of