Diesel.

DETAILS NOT ANNOUNCED

Although neither Mr. Ferry, nor Captain Woolson, would disclose any
technical details as to the engine's construction in making it
applicable to airplane use, the secret of its success was reported to be
an especially designed pumping device creating high compression
necessary for Diesel firing.

Since announcement of the engine, the Packard factory has been literally
a Mecca for engineers from many parts of the world wishing to see the
engine. The Crown Prince of Spain, in Detroit last fall, was given a
flight in the Diesel powered Stinson. None of the construction secrets,
however, have been divulged, it was said.

The Packard announcement set at rest rumors that the company planned
construction of a plant costing several million dollars, as well as
reports that the company was going into the production of airplanes.
"Our efforts," Mr. Ferry said, "will be confined to the engine, or power
plant end of the aircraft industry. We will continue to build the
water-cooled type we have been producing for years." The new Diesel
plant will be primarily an assembly plant, although some machine work
will be done there. The bulk of the machine work, however, will be done
in the present Packard machine shops.

Although no approximation of selling price on the new Diesel was
divulged, it was intimated that the engine will retail at a price
competitive with or slightly under the price of present gasoline
consuming air-cooled engines of that horsepower range. Captain Woolson
will have complete charge of the Diesel plant, it was announced.

3. Effect of Oxygen Boosting on Power and Weight

[From P. H. SCHWEITZER and E. R. KLINGE, "Oxygen-Boosting of Diesel
Engines for Take-Off," _The Pennsylvania State College Bulletin_ (April
1, 1941), vol. 35, no. 14, p. 25.]

_Practical Conclusions_

Airplanes require about one third more power during the take-off than in
flight. In diesel-engined airplanes the size of the engine could be
reduced by 25 percent by feeding oxygen into the intake air during the
takeoff. Applying the results of the experiments to a transport plane,
Fig. 31 shows the possible weight saving with various oxygen boosts. The
curves are based on 6000 cruising horsepower and an estimated engine
weight of 2 lb per hp.

For the take-off 8000 hp are necessary. To supply the additional 2000
hp, 200 lb of oxygen are fed into the intake air during the take-off.
The volume of 200 lb