ly high-powered plants prevented the 'Condor'
being developed to its limit, as had been the 'Falcon' and 'Eagle'
types.

The 'Eagle 'engine was fitted to the two Handley-Page aeroplanes--which
made flights from England to India--it was virtually standard on the
Handley-Page bombers of the later War period, though to a certain extent
the American 'Liberty' engine was also used. Its chief record, however,
is that of being the type fitted to the Vickers-Vimy aeroplane which
made the first Atlantic flight, covering the distance of 1,880 miles at
a speed averaging 117 miles an hour.

The Napier Company specialised on one type of engine from the outset,
a power plant which became known as the 'Lion' engine, giving 450
horse-power with twelve cylinders arranged in three rows of four each.
Considering the engine as 'dry,' or without fuel and accessories, an
abnormally light weight per horse-power--only 1.89 lbs.--was attained
when running at the normal rate of revolution. The cylinders and
water-jackets are of steel, and there is fitted a detachable aluminium
cylinder head containing inlet and exhaust valves and valve actuating
mechanism; pistons are of aluminium alloy, and there are two inlet and
two exhaust valves to each cylinder, the whole of the valve mechanism
being enclosed in an oil-tight aluminium case. Connecting rods and
crankshaft are of steel, the latter being machined from a solid steel
forging and carried in five roller bearings and one plain bearing at the
forward end. The front end of the crank-case encloses reduction gear for
the propeller shaft, together with the shaft and bearings. There are
two suction and one pressure type oil pumps driven through gears at
half-engine speed, and two 12 spark magnetos, giving 2 sparks in each
cylinder.

The cylinders are set with the central row vertical, and the two side
rows at angles of 60 degrees each; cylinder bore is 5 1/2 inches, and
stroke 5 1/8 inches; the normal rate of revolution is 1,350 per minute,
and the reducing gear gives one revolution of the propeller shaft to
1.52 revolutions of crankshaft. Fuel consumption is 0.48lbs. of fuel per
brake horse-power hour at full load, and oil consumption is 0.020 lbs.
per brake horsepower hour. The dry weight of the engine, complete with
propeller boss, carburettors, and induction pipes, is 850 lbs., and the
gross weight in running order, with fuel and oil for six hours working,
is 2,671 lbs., exclusive of cooling wate