Since on an engine for an aerodrome the best plan for releasing the exhaust gases from the engine is to get rid of them as soon as possible, so long as they are released behind the aviator and do not interfere with his view in the direction of motion, it was decided to have the gases exhaust immediately from the combustion chambers; but in order to prevent their playing on and heating the main bearing of the crank shaft in the port drum the combustion chambers were each provided with a chamber below the exhaust-valve seat, with a side outlet therefrom. The manifold pipe through which the gaseous mixture was supplied to the inlet valves of the engine consisted of a tube bent to a circle and having five branch tubes, each leading to one of the automatic inlet valves, which fitted removable cast-iron seats fastened by a nut in the upper part of each combustion chamber. The very small amount of clearance between the engine and the frame necessitated that this pipe be cut in three places and joined by flanges in order to properly assemble it on the engine when the latter was mounted in the frame. The carburetor, which was placed near the rear of the aviator’s car, was connected through suitable pipes to this circular inlet pipe, at a point horizontally in line with the center of the shaft. The auxiliary air valve consisted of a sleeve rotatably mounted on the vertical pipe leading from the carburetor to the manifold, holes in the sleeve being brought to coincide more or less with holes in the vertical pipe, by the operator, when more or less air was required or when he wished to vary the speed of the engine. The cooling water for the jackets of the cylinders was led to them through a circular manifold pipe on the starboard side connected by a vertical pipe with the centrifugal pump situated at the lower point of the lower pyramid of the aerodrome frame. The heated water was led from the jackets through another [p241] circular manifold pipe on the port side, through two connections to the radiating tubes at the front and rear, respectively, of the cross-frame. These radiating tubes, which were provided with thin radiating ribs soldered to them, finally led the cooled water to the tank situated in the extreme rear of the aviator’s car, a suitable pipe from the bottom of this tank being connected to the inlet side of the centrifugal pump. The centrifugal pump was driven by means of a vertical shaft connected to the crank shaft through a set of bevel gears which drove it at three times the speed of the engine. The bearings through which these gears were connected were mounted on the port bed plate, and in order to allow for a certain amount of vibration between the engine and the pump this vertical connecting shaft had a telescoping section connected through suitable splines.