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14 U. S. AIR SERVICES November, 1931

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THE BRITISH SCHNEIDER CUP TEAM AT CALSHOT
THE WINNER "S6B," STAINFORTH, LEFT; "S6A," SNAITH, AND "S6B," BOOTHMAN

hand, the installation and control of five or six units of 2,000 h.p. becomes a relatively simple matter with the pronounced added advantage of better aerodynamic and structural efficiency made possible by the reduced number of power units and the reduction in air resistance.

In this field, and perhaps unexpectedly, the immense amount of effort and expense devoted to the development of racing engines for the Schneider trophy contests may prove to be extremely valuable. From this point of view we may consider that the Schneider and other racing contests have been the laboratory of high speed aviation. 

The 1931 Rolls Royce racing engine delivers considerably more than 2,000 h.p. with relative ease and a good measure of reliability. The would seem to indicate that this same engine when used for every day normal operation in transport aircraft would be expected to successfully deliver at least 1,500 h.p. It is likely that if such an engine becomes available on a production basis it could be used to advantage in many of the later types of transport and freight carrying aircraft, particularly in those cases where more speed is essential.

The substitution of a single well streamlined engined for several power units of total equivalent horsepower is certain to result in better efficiency, more economy and improved high speed performance. Already we note that Mr. Henry Ford has equipped several of his freight carrying planes with single water-cooled Hispano Suiza engines of 650-700 h.p. This engine replaces three 220 h.p. air-cooled engines normally used in planes of this type and purpose. The result is understood to be a marked improvement in performance and economy. Reports state that Mr. Ford's first order of these well-known French engines has been followed by the purchase of three more, indicating that the future trend of power units in existing transport types may turn toward the higher powered liquid cooled units.

It is certain that the traveling public will continue to demand more and more speed in the transport planes which they patronize and we may therefore anticipate the necessity for the commercial development of high powered engines here at home.

Existing engines in this country are almost exclusively engines which were designed and built to meet the nation's military aircraft requirements, but in view of the recent advancements made by the aircraft performance with existing engines, we may reasonably expect that a not far distant future may find engines being specifically designed for the type of service they are to be used in. 

The future development of high powered units for either the military or commercial services is by no means confined to the present orthodox carburetor type of gasoline engine and experiments are now being carried on simultaneously in the entire field of gasoline, Diesel and steam units. The world's non-refueling flight duration record is now held by an airplane fitted with an air-cooled Diesel engine which burns heavy oil. This is a most significant achievement and it serves to point out the possibilities of these engines. 

The new record is largely due to the inherent fuel economy of the Diesel engine. Two cycle Diesel engine designs are being carefully studied in the effort to obtain higher output and less weight. At least one steam power plant for a large airplane has been completely designed and an effort is now being made to build and completely test the various units of this plant before building the complete power plant in its final form.

The idea of steam propulsion for aircraft recurs from time to time and though past research and design have indicated that the idea is somewhat impractical, it still persists and may yet prove to be useful. It is certainly not