Search Results for 'zan'

[joeyParticipant @joey]

The engine is a 40% scale Anzani W 3 cylinder model of the engine which was used by Bleriot when he completed the first flight from Calais in France to Dover in England.

I am using cast Iron piston ringss and the pistons have beem ground oval ( smaller across the gudgeon pin) by 0.05mm ( 2 thou)

I will check out the the suggested remedies and report back at a later date.

The engine is presumably slow revving with atimed exhaust valve and an atmospheric valve. In its current configuration it turns a 31 inch (diameter) X 12 inch (pitch) propeller at 2800 rpm, full throttle and Idles at 700 rpm.

Thank you to everybody that posted replies so far,

[Johan van ZantenParticipant @johanvanzanten]

Hi Lykle,

The idea with the scooter tire looks interesting to mee. Is it possibel to get a picture of your creation ? I use rubber lined PVC tubes as barrel for my rotary tumbler but it wears rather quikly. I think rubber from tires is more wear resistant. I use small ( about 1 cm ) triangles cut from stainless or brass cut offs with a spoon of sharp sand and soap water. This gives a very nice satin finish without rounding the corners to much. The best advice is : Try everything what possibly works and keep the best.

Regards, Johan van Zanten.

[AESParticipant @aes]

John & Chris,

Your respective memories are spot on. I was ground crew on Ligntnings, arriving at Leconfield in April 1964 after completing my 3 year RAF apprenticeship. There were 2 squadrons based there (had been since the late 1950's) and both operated Hunters until late 1963 when they started re-equipping with "frightenings". When I arrived both squadrons still had 1 or 2 Hunters, mainly the 2 seater Mk T7. The 2 squadrons were 92 (flash so and so's with blue fins and fuselage spines) and the squadron I was on, 19 (not quite so flashy but MUCH better ).

As you say, tankage was always the Lightning's bugbear and the Leconfield aircraft (Mk 2s) were the last of the lot with the "small" (300 gallon) ventral tank. Not only did they ALWAYS leak (copiously – like sieves – there was tankage in the flaps and in the Leading Edges of the wings as well as said ventral tank), but total "block time" was never more thzan 45 minutes (i.e. time from removing the chocks on the pan and starting to taxi until arriving back at that starting point) – and that was WITHOUT using reheat! If reheat was used then as Chris says, you could see the fuel gauges moving. Dependant on how much and for how long used, typical endurance with reheat was cut to about 15 to 20 mins.

For that reason, although it was practiced quite a lot on normal training flights (and was always very spectactular), reheat takeoffs were very seldom used when we were on QRA ("Quick Reaction Alert).

But on the other hand I well remember a beautifully clear early summer Saturday morning when we were on QRA and the pilot scrambled with 100% (cold) power as usual, but then climbed only a couple of thousand feet and held it while speed built and built and built.

We could see as E. Yorks is as flat as a pancake and as the air that early Saturday morning was crystal clear (though no longer quiet!). We could even still just about see the aeroplane as he got to somewhere around Scarborough (i.e. over the sea) were upon he then pulled a climb of about 45 degrees, going supersonic in the climb roughly as he arrived at the coast. A tiny image by then but VERY spectactular. (BTW, when he got back the pilot told us that it was not the usual Russian Bear but an airline off course – "I woke the bastard up, disturbing my Saturday morning lie in&quot.

And while I'm reminiscing, what about those funny shaped buses with "domed" upper decks shaped to get through Beverley Bar? As a "Suverner" I'd never seen such a weird double decker bus before.

Incidentally 19 moved to Gutersloh (Germany) in September 1965 and at the same time 92 was moved to Germany too – Laarbruch if I remember correctly. I've never been back to that area since.

Ah, those were the days. Enough now!

Krgds AES

(and thanks for removing the politics David)

[Richard ParsonsParticipant @richardparsons61721]

Over here in Hungary it is Marcius tiszanort -Fifteenth March-(one of the two National public holidays) so all the old Magyar re-enactment mob were holding a ‘fair’ or a ‘fete’. One geezer was there dressed up in old Magyar togs. He was forging and selling miniature horse shoes.

He was hot forging these things. His forge was about the size of a phone book mounted on a folding table. It had three lumps of fire brick and was heated from below by bottled gas. It seemed to have coal in it but these were ceramic chips. The shoes were made of 3mm wire which was bent into a sort of horse shoe shape. These were piled on his forge. When one was red hot he chucked it onto an anvil and waked it with a large hammer and returned it to his hearth. The shoes were about 30mm across. Later on the now flattened bits were changed into horse shoe shapes with three taps of a smaller hammer job done 2000 Forints each ‘Uram (sir) –a fiver each-

rdgs

Dick

Edited By Richard Parsons on 12/03/2012 07:05:12

[Richard ParsonsParticipant @richardparsons61721]

Ah Terry

Heron of Alexandria was employed in the Department of Applied Miracles by the Association of Local Temples. His Aeolipile was interesting but of low power. I have seen an example of it made from a beer can using a nail to punch the holes and as bearings

A form of it was used to turn a set of dancers which may have been very similar to the Zoetrope a very early machine which creates the illusion of movements. He was made the famous Automatic Bird Garden.

Some of his work was based on a ‘Wash and Brush’ up machine for use in temples. It was inventedby Philo of ByzantiumYou poped a coin into it and a hand gave you a lump of soap/pumice. After a little delay it filled a bowl with water so you could wash your hands.

I will not go into old Leonardo’s Lion. Nor the home pointing chariot invented by the Chinese which was basically just a differential gear

I think that Heron’s use of string, rollers and pegs really takes the biscuit. I might make something as I can get wood, nails and string.

[Johan van ZantenParticipant @johanvanzanten]

Hi Jens Eirik,

 

I agree with Ray, but you can use C45 un hardened for crankshafts, camshafts and gears. Be carefull with (hard) soldering C45 parts.

For cylinders I always use cast iron with cast iron or aluminium pistons and C.I. rings.

 

Success with your engine.

 

 

Regards, Johan.

Edited By Johan van Zanten on 25/08/2011 18:57:00

[Johan van ZantenParticipant @johanvanzanten]

Hi all,

 

I would be very interested in such a side valve engine project.
It ‘s something new under the sun.

 

Regards, Johan van Zanten.

[Johan van ZantenParticipant @johanvanzanten]

Hi all,

 

As my current project nears completion I am looking for something new to built.

 

From a friend I got a catalogue from about 1915 with an interesting I.C. engine.

It’s a single cylinder 4 stroke gas engine diving a generator  and made for education.

 

The manufacturer is  Ernst Plank  from  Germany.
 Further data is unknown at the moment.

 

Is there anybody who owns such an engine ? ( complete or not ) and wants to take some photo’s ?

 

Is there anybody who has any other information about this engine?

 

 

 

Thanks and regards,

 

Johan van Zanten,

The Netherlands.

Edited By Johan van Zanten on 19/07/2011 14:00:25

[john kennedy 1Participant @johnkennedy1]

Pailo, There is a good ‘how to’ video on you tube which I watched a couple of times. The job was more involved than I expected when I cured our Zanussi Z1. It involves more or less stripping the whole lot out.
Take it bit by bit and photograph every stage from all angles as you go.I still have one screw left… but the silence is weired and well worth the effort. You are about right , it took me about two days to do. .John

[NilochParticipant @niloch]

I share Robbo’s concern about the archive. I may have been one of the last to have his lathe bed re-ground by Myford (tax point on invoice 09/06/11). When I was collecting the bed from the building across the road from reception I asked when the lathe was manufactured, an employee noted the serial number and disappeared up into a mezzanine office, brought back down a ledger and told me that it had been built in 1959 and initially had gone into the demonstration area.

I had planned to make a three hundred mile round trip for the sale on Saturday, but I’m not in a position to spend £50 on fuel only to be met by empty shelves. Unless the situation is clarified I suspect there will be very few customers there even for the few new and re-built lathes. The lack of definitive information is counter-productive for all.

Edited By Niloch on 15/07/2011 12:00:18

[NobbyParticipant @nobby]

Hi Les

Have you got a system to trim your grinding wheel on this set up.?

On the alexzander cutter grinder there is a swing type diamond holder

On the guard

Regards Nobby

[Johan van ZantenParticipant @johanvanzanten]

Perhaps this site is something for you.

 

http://www.stoommachine.info/modellen_v_zanten.html#dieselmotor

 

Regards,  Johan.

[Johan van ZantenParticipant @johanvanzanten]

Hi Dave,

 

I can spark erode the tap for you. Most of the time the work has no damage and you can just schrew a bolt in the hole. I will do it for free but you have to sent the pice to the Netherlands. Perhaps I hear from you.

 

Regards,  Johan.

Edited By Johan van Zanten on 06/12/2010 16:17:16

[Johan van ZantenParticipant @johanvanzanten]

Posted by Johan van Zanten on 12/09/2010 11:17:25:

> Hi all,

I am currently constructing a 1910 Fairbanks-Morse RN engine from scratch. I make use of the plans of Pacific Model Design but I build in a smaller scale ( 1: 10 ) My engine is a 3 cylinder in line engine with a bore of 30mm and a stroke of 40mm and has valves in head. It has, like the prototype, 3 carburettors with 4 fuel needles each end low tension make and brake ignition.

Fairbanks-Morse

Old carburettors

When I was ready to test the engine it started almost immediately but it proved to bee impossible to get a proper carb. setting. It was also impossible to restart the engine when cooled down due sticky and malfunctioning igniters. Cleaning up the axels and contacts was the only way. I (temporary) changed the ignition to the proved high tension ignition system and used Rimfire plugs in the houses of the igniters, witch are dummies now. The breaker points and distributor are placed in the engine base and driven by a gear train from the crankshaft. These modifications cured the (re)start problems.

 

New ignition

Next I made a new intake manifold with only 1 carburettor and 1 throttle valve. The carburettor used is an auxiliary air valve type witch gave good service on my earlier Holt 75 engine.

New carburettor

 

At last the engine came to life! Starting is excellent now and under load it runs beautiful at 500-600 rpm. But when I release the load it starts to misfire and sounds like a 3 cylinder 2 stroke running idle.
Slowly making the mixture richer results in galloping and black smoke, while leaning out results in opening the throttle by the governor to maintain a constant speed. Only with a (partly) open throttle the engine runs ”decent” and sounds like an old fashioned caterpillar ( Beautiful ).

 
Is there anybody out there to shine a light on my problem?

Johan van Zanten, The Netherlands. >

Edited By Johan van Zanten on 12/09/2010 11:25:35

Edited By Johan van Zanten on 12/09/2010 11:28:34

 

Edited By Johan van Zanten on 12/09/2010 13:34:45

Edited By Johan van Zanten on 12/09/2010 13:39:32

[Johan van ZantenParticipant @johanvanzanten]

> Hi all,

I am currently constructing a 1910 Fairbanks-Morse RN engine from scratch. I make use of the plans of Pacific Model Design but I build in a smaller scale ( 1: 10 ) My engine is a 3 cylinder in line engine with a bore of 30mm and a stroke of 40mm and has valves in head. It has, like the prototype, 3 carburettors with 4 fuel needles each end low tension make and brake ignition.

Fairbanks-Morse

Old carburettors

When I was ready to test the engine it started almost immediately but it proved to bee impossible to get a proper carb. setting. It was also impossible to restart the engine when cooled down due sticky and malfunctioning igniters. Cleaning up the axels and contacts was the only way. I (temporary) changed the ignition to the proved high tension ignition system and used Rimfire plugs in the houses of the igniters, witch are dummies now. The breaker points and distributor are placed in the engine base and driven by a gear train from the crankshaft. These modifications cured the (re)start problems. Next I made a new intake manifold with only 1 carburettor and 1 throttle valve. The carburettor used is an auxiliary air valve type witch gave good service on my earlier Holt 75 engine.
At last the engine came to life! Starting is excellent now and under load it runs beautiful at 500-600 rpm. But when I release the load it starts to misfire and sounds like a 3 cylinder 2 stroke running idle.
Slowly making the mixture richer results in galloping and black smoke, while leaning out results in opening the throttle by the governor to maintain a constant speed. Only with a (partly) open throttle the engine runs ”decent” and sounds like an old fashioned caterpillar ( Beautiful ).
Is there anybody out there to shine a light on my problem?

Johan van Zanten, The Netherlands. >

Edited By Johan van Zanten on 12/09/2010 11:25:35

Edited By Johan van Zanten on 12/09/2010 11:28:34

[ChrisHParticipant @chrish]

Some articles are serialised over several issues.  Understood.  But not understood is the logic as to when to expect the next ‘continuation’.

 

For example, I have been following the series on constructing the Yarrow boiler. The serials appeared in every even numbered copy of ME.  Until now, when the next in the series following on from issue 4380 is to be in 4383, I think.

 

Now to a subscriber of ME that is not a problem, but I cannot justify subscribing to ME and MEW at the moment, so I just buy ME when there is something there that interests me, or ask my wife to in this case as she was going shopping and I was expecting the Yarrow article to be in issue 4382, but it was not.  Not too much of a problem this time as the ‘Anzani’ article is of considerable interest, but you can see where I’m coming from I hope.

 

So, is there a logic to it all?  Perhaps a solution is to note where it says at the end of the article “to be continued” to add in which issue, for those of limited means! 

Edited By ChrisH on 17/07/2010 19:47:17

[Johan van ZantenParticipant @johanvanzanten]

Low rev. dynamo update 2

 

 

Back in my workshop again I started to test the Honda generator.

I first made an axle and bearings.

 

I used my lath to drive the dynamo at different speeds and measured the rectified voltages under different loads.

 

 

At 500 rpm  (red line ) the no load voltage is 13 Volts which drops to 7 Volts at a load of 8 Amps.

At a speed of 900 rpm  ( black line ) the no load voltage is 25 Volts and loaded 18 Volts at 8 Amps. That’s over 140 Watts.

 

I think it’s a very useful result.

The next job is to improve the appearance of the generator. There fore I make the coil spider revolving and the flywheel static.  To pick- up the current from the coils I have addid 3 sliprings.

 

Edited By Johan van Zanten on 03/07/2010 16:10:12

Edited By Johan van Zanten on 03/07/2010 16:14:51

[Geoff PickenParticipant @geoffpicken]

   Dave Parkes in ME4380 writes about having the Anzani crank case wired from a piece of 30mm thick Al plate. What is this process?

Geoff Picken

[Johan van ZantenParticipant @johanvanzanten]

Low rev. Dynamo update.

 

Thank you for all your help and good suggestions so far.

I have certainly not the intention to electrocute somebody so I opt for a low tension say 12-24 volts. I need only a small current;  about 0.3 Amp for the cooling fan, 0.5 Amp to charge the ignition battery and a few Amps for some lamps. Say a total of 3 Amps that makes about 40-80 Watts of usable power.
 The power of my engine is unknown but I won’t push it to the limit.

I have learned that a few things are important. 
1. The diameter must be as big as possible

2. There must be as many as possible poles, and 
3. The magnetic field must be strong ( preferable permanent magnets )

          In a motor cycle garage I saw a Honda motor cycle with a nice 3 phase dynamo with 18 poles and about 14 cm in diameter. The rotor is of a drum type with very strong permanent magnets (See photo )

Together with the engineer we tested the output, straight from the coils, witch was about 30Volts AC at 1000 RPM. ( equals 15 Volts at 500 RPM ? ) The coil resistance was very low ( less than 0.6 Ohms ) witch means a constant tension and low losses.  The max. power is 320 Watts. All to all this look promising.

After my holidays ( 2 weeks Ireland and Northern Ireland ) I test my own rotor and stator purchased  from a broker.
I keep you informed and suggestions are welcome!

Johan van Zanten. 

Edited By Johan van Zanten on 12/06/2010 12:56:51

Edited By Johan van Zanten on 12/06/2010 13:02:55

[Johan van ZantenParticipant @johanvanzanten]

Hello everyone,

 

I am currently building a 3 cylinder Fairbanks- Morse type RE engine which is about ready to test.

 

The prototype engine was intended to generate electricity so I am looking for a suitable generator. As the generator  is direct coupled to the engine crankshaft it only makes 500-600 RPM. I tested serveral DC moters but the best only generated 6 Volts and 2.5 Amps.  I also tested a motorcar alternator, which fits the engine perfect, but it starts to generate some power at 2000RPM.  I carefully removed the stator windings and replaced them with more turns of thinner wire. The result was that it self exited at 1000 RPM (still much to high ) give an exellent 12 Volts but hardley enough power to  light a small bulb.

Is there anybody out there with some expierence?  Is it usefull to test a wheelchair motor or a big steppermotor?

The ideal generator should give 12-14 Volts AC or DC and about 3 Amps. at 500-600 RPM

 

Johan van Zanten,

 

The Netherlands

[JulieParticipant @julie]

My I be the first here  to congratulate Dougie!

This was his first time entering any competition, yet this past weekend at Harrogate, he achieved something with every one of his models!

His Civil War cannon was Highly Commended!

The  Anzani engine and Coastal each received a third

And best of all the stunning railway gun received the Barry Jordan trophy as best  in show!

Fantastic!

I don’t know if anyone here spotted them, it took us a second look around to find them – and we knew they were there! It was a pity really as it was a bit out of the way (on the Friday – I assumed they were displayed in the same place each day).

Well done Dougie – any good at riveting?

Julie

[David Clark 13Participant @davidclark13]

Hi Roger

How about letting us see some pictures of the two stroke job?

Dave is working on an Anzani at the moment.

Hopefully it will start in 4379.

Dave has had computer problems, hopefully sorted.

regards David

 

[Richard ShuteParticipant @richardshute14275]

You can get MT4 collets via J&L in the US, but with the current Sterling Rouble they will be very expensive, especially as J&L charge a surcharge on them as they are not standard UK stock.

You can also get them via ebay.de note DOT DE that’s the German version of the site

Search for “spannzangen mk4”, mK4 = Morse Konus 

eg item 350308785084 is a set of 3~25mm, a snip at Eur239 😐

Good hunting

Richard

PS I gave up and made mine, but then, although my pockets are deep, my arms are very short

[thomas oliver 2Participant @thomasoliver2]

Tony Walshaw is related to the Model Engineer columnist “Tubal Cain”.  I saw him displaying a RR Merlin some years ago and had a chat with him about it as I worked on Spitfires in the 39-45 war.  The most amazing thing about the engine is that there are no castings used.  It was all machined from the solid, and is a working engine not a dummy as some people thought.  The next amazing thing is that he made not one but five of them.  He also made other engines – the other one he had was an Anzani engine a la Bleriot engine.  He was some gifted engineer, but then he was a professisonal and owned an engineering business.  Tom Oliver.