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Manufacture ware aircraft engines

Manufacture ware aircraft engines

The general trend in aircraft development during World War I was towards better-engined, stronger, higher flying, more heavily armed, and more capable airplanes. Strictly speaking, pure maneuverability became less important than greater overall utility and survivability. Aircraft and aircraft technology changed rapidly from to In the decade since the Wright flyer, aircraft had developed standard components that generally exist to this day.

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The French, who are seen in the background using horses for the ground war, captured this German Rumpler aircraft equipped with an inline engine capable of generating hundreds of horsepower. In spite of recent technological advances in machinery, ground forces in the Great War still relied heavily on horses to transport men and material one horsepower at a time. By contrast, the gasoline engines used to power the various planes of the air war were each capable of generating hundreds of horsepower.

And as a result of the increasingly competitive atmosphere brought on by war, even more radical changes continued to be made over the course of the next few years as well.

This was especially true in the development of aircraft engines. As a consequence, horsepower to weight ratios increased dramatically, yet engine design and performance was far from uniform.

Three basic engine designs were adapted for aviation use. These were inline, radial and rotary. Each had its unique advantages and disadvantages.

By the time the United States entered the war in , the European Allies had been at war for three years and had vastly surpassed the Americans in aircraft design and production. Brigadier General George O. Squires, the U. The way to beat Germany is to flood the air with airplanes. Take the war out of the trenches and put it into the air.

Yet by the United States was rapidly expanding its aircraft industry. See Figure 6 below. All other combat aircraft flown by American pilots during the Great War were of foreign manufacture, predominantly of French or British origin.

With over horsepower, the Liberty surpassed similar European engines at the time. Most inline engines, with the cylinders lined up one behind the other, had to be water cooled, thus increasing their weight and reducing their power to weight ratios. Inline engines could have any number of cylinders aligned along the length of the crankshaft in either a single or double row.

Double rows could be aligned in either a V configuration or flat with the rows opposing each other. Each cylinder or cylinder pair was connected to a different point along the crankshaft. Air had to flow through the radiator to cool the water which circulated through the engine block, however the radiator created wind resistance, or drag. This could be compensated for somewhat by building a larger engine capable of producing more horsepower, but at the expense of adding yet more weight.

Water-cooled engines, nonetheless, had one big disadvantage. They were very vulnerable to combat damage. One small leak caused by a single bullet could cause complete engine failure. Still, the engines were widely used because of their ability to produce high horsepower and fast aircraft. Captaine Georges Guynemer, one of the leading Allied fighter aces and a French national hero with 53 confirmed victories over German aircraft, accumulated most of his kills while flying a SPAD S.

VII See Figure 8 below. See Figure 9 below. Radial and rotary engines had cylinders radiating out from the engine axis like spokes. With all the cylinders exposed equally to the airflow, they were efficiently air-cooled. All the cylinders were connected to a single point on the crankshaft. This meant that there had to be an odd number of cylinders in these engines. As the crankshaft made one rotation, the pistons in the even-numbered cylinders would each, in turn, go through the power and exhaust strokes while the odd-numbered cylinders would go through the intake and compression strokes.

By the time the crankshaft had made one complete revolution, the even-numbered cylinders would be ready for intake and compression while the odd numbered ones would be firing and expelling the exhaust. The primary difference between radial and rotary engines was that the radial engine was fixed to the airframe and the crankshaft turned the propeller, whereas the entire cylinder block of a rotary engine spun with the propeller while the crankshaft was fixed to the airframe.

Few radial engines were used during WWI. See Figure 10 below. Of all the engine types, rotary engines produced the highest power to weight ratios and were widely relied upon in the race to give lightweight WWI fighter planes an advantage over their opponents.

But rotary engines also had significant operational drawbacks that limited their use and their size dictating their maximum horsepower , and eventually led to their eclipse — primarily by their cousin, the radial engine. The principal Allied rotary engines were the hp Clerget See Figure 11 below. Figure The German-built hp Oberursel Figure Figures As a consequence most German aircraft utilized water-cooled in-line engines. The mass of the spinning engine was one of the factors that helped give rotary engines such a high power to weight ratio, however, because the entire engine rotated, it had to be precisely balanced.

Mechanically, this also meant that rotary engines, with the cylinders spinning around the engine axis, had to feed the fuel through a port in the central crank shaft where it would get mixed with the castor oil used to lubricate the moving parts. In addition, with the engine spinning there could be no fixed exhaust manifold on a rotary engine.

As a result, exhaust was discharged directly from the cylinder heads as they rotated. Castor oil, chosen because of its specific lubricating qualities, was less ignitable than the gasoline used for fuel.

As a result, unburned and partially burned castor oil spewed out of the rapidly spinning rotary engine along with the engine exhaust and was carried back over the rest of the plane in a fine mist.

The need for a good pair of goggles for the pilot was not entirely due to the force of the wind coming across the cockpit. Castor oil is probably best known for its foul tasting medicinal use and the fact that it is a strong purgative.

Too much exposure to it by a pilot during a long flight could have uncomfortable, if not dire, side effects. In an effort to help control the spray of exhaust, engine cowlings were installed on aircraft equipped with rotary engines. Cowling flaps were kept closed except for those on the bottom of the fuselage. This reduced the cooling effect of air flowing over the engine but it helped somewhat in deflecting the spray of castor oil away from the pilot. In addition to the difficulty of cooling and the embarrassing laxative effect of the exhaust, rotary engines had even bigger and deadlier drawbacks to their use.

The Sopwith Camel, equipped with a powerful hp Gnome Monosoupape 9 Type N rotary engine and perhaps the most famous Allied fighter of WWI, needed to take off with full left rudder to counter the engine torque or else the plane would ground loop, crashing on its starboard wingtip. And once in the air, a sudden loss of power in the engine could result in subjecting the airframe and engine mounts to a sharp reverse torque.

But by far the biggest problem was the gyroscopic force generated by the spinning mass of the engine. This created hellish aircraft handling characteristics that could give a pilot fits until he learned to cope with them, or cause a fatal accident if he did not.

In fact the Camel, credited with shooting down 1, enemy aircraft more than any other Allied fighter , killed of its own pilots in non-combat accidents. This figure closely approaches the Camel pilots who were killed in combat. But if a skilled pilot learned to anticipate and work with the gyroscopic force created by the engine, he could get his flying machine to do amazing things.

With the propeller spinning clock-wise when viewed from the cockpit, a plane equipped with a rotary engine could make extremely tight evasive maneuvers by turning to the right. On the other hand, the German…pilots…liked turning to the left because of their stationary engines.

In combat I had often seen the expression of despair on the face of an adversary, as he perceived that my rotary engined aircraft was gradually drawing on to his tail! To some extent, the firepower of a fighter could be improved by adding a swivel-mounted machine gun that could be aimed separately from the direction of flight. But the added complication of operating the gun while maneuvering the aircraft probably negated much of its effectiveness. Thus, a fixed mounted gun on a highly maneuverable airplane remained preferable.

The gyroscopic effect of the rotary engine is something not normally experienced by modern pilots. After test-flying a Camel, Richard E. This fierce little beast answered readily to intelligent handling, but was utterly remorseless against brutal or ignorant treatment.

The gyroscopic force generated by rotary engines was the ultimate cause of their demise. Larger and more powerful engines could not be built without either increasing the size or number of cylinders.

Both approaches drastically increased engine mass and caused a corresponding increase in gyroscopic force to unacceptable levels. Thus the maximum useful size of rotary engines was self-limiting. Following the war, inline and radial engines, with their fixed engine mass, completely replaced rotaries as larger and more powerful designs were needed for larger and heavier aircraft.

Converting from rotary to fixed cylinders reduced the oil and fuel consumption, allowed the engine to run faster and directed more of the horsepower to the propeller. It also allowed more precise carburetion of the fuel-air mixture delivered to the cylinders. The unusual rotary engines of the Great War are gone now from the skies Figure Even many reproductions or restored WWI fighters being flown today use fixed radial engines in place of the original rotaries.

Mike Fitzpatrick is an avid collector of antique photographs and has been active in historical research for over thirty years. This is his first submission to Argunners. Fitzpatrick lives in Annapolis, Maryland. He is currently writing a book on the history of Annapolis during the Civil War.

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Never Forget. Home Articles. November 18, Share on Facebook Share on Twitter. Share Tweet Send Share Send. Mike Fitzpatrick Mike Fitzpatrick is an avid collector of antique photographs and has been active in historical research for over thirty years. Related Posts.

Industry Perspectives

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This book presents a little-known aspect of America's aircraft development of World War II in emphasizing unique and non-production aircraft or modifications for the purpose of research and experimentation in support of aircraft development, advancing technology, or meeting narrow combat needs. It describes some important areas of American aviation weapons maturation under the pressure of war with emphasis on advanced technology and experimental aircraft configurations.

Yet even beyond its shear size, the aerospace industry was one of the defining industries of the twentieth century. As a socio-political phenomenon, aerospace has inflamed the imaginations of youth around the world, inspired new schools of industrial design, decisively bolstered both the self-image and power of the nation state, and shrunk the effective size of the globe. As an economic phenomenon, aerospace has consumed the major amount of research and development funds across many fields, subsidized innovation in a vast array of component technologies, evoked new forms of production, spurred construction of enormous manufacturing complexes, inspired technology-sensitive managerial techniques, supported dependent regional economies, and justified the deeper incursion of national governments into their economies. No other industry has so persistently and intimately interacted with the bureaucratic apparatus of the nation state. Aerospace technology permeates many other industries — travel and tourism, logistics, telecommunications, electronics and computing, advanced materials, civil construction, capital goods manufacture, and defense supply.

Defense Media Network

JavaScript seems to be disabled in your browser. You must have JavaScript enabled in your browser to utilize the functionality of this website. Image Source: Pixabay. Initially, BMW started as a struggling airplane engine company, eventually transitioning into one of the most well-known luxury car manufacturers in the world. Throughout its history, BMW has survived wars that brought other manufacturers to their knees. The luxury automobile manufacturer was on a mission to prove that they were the epitome of excellent German engineering. With determination, BMW grew from a single small production facility near Munich into a global empire with over thirty facilities stationed all over the world.

Power Behind the Prop: A Look at World War 1 Aircraft Engines

The ICAO names are listed in bold. Having an ICAO name does not mean that a manufacturer is still in operation today, just that some of the aircraft produced by that manufacturer are still flying. From Wikipedia, the free encyclopedia. Aviation lists.

As intrinsic value investors, there are several factors that drive our favorable view of the aircraft engine industry.

The aircraft played a pivotal role for all sides of World War 1 when the conflict began in Early forms were typically unarmed and used in the reconnaissance role until personal weapons were added. From there, the machine gun was finally fixed to these aircraft to create the 'fighter' aeroplane. As the situation on the ground slowed to become Trench Warfare, it would fall to the men in the skies to provide a breakthrough and ultimately force air superiority on the enemy.

Here’s what BMW did before it made luxury cars

One of the periods where aviation took some massive leaps in development was WW1. European governments invested big budgets for developing airplanes that would come out on top. Military aviation soon transformed from observation balloons to the first fighter planes. World War I was the first global conflict in world history, where aircraft were often used.

The French, who are seen in the background using horses for the ground war, captured this German Rumpler aircraft equipped with an inline engine capable of generating hundreds of horsepower. In spite of recent technological advances in machinery, ground forces in the Great War still relied heavily on horses to transport men and material one horsepower at a time. By contrast, the gasoline engines used to power the various planes of the air war were each capable of generating hundreds of horsepower. And as a result of the increasingly competitive atmosphere brought on by war, even more radical changes continued to be made over the course of the next few years as well. This was especially true in the development of aircraft engines.

Aircraft engine

While by no means definitive, the following list of flying machines is what we consider, after many grueling hours of debate, to be the most important airplanes in the course of history. Every one of the airplanes herein has left a lasting impact—not just on aviation as an industry but on the course of humanity as a whole. The machine that made the first successful flight in a heavier-than-air powered aircraft may be the most important airplane of all time. But don't forget, the Wright Brothers achieved an unprecedented level of airmanship—and marketing —that went far beyond those first few minutes aloft on the beaches of Kitty Hawk. The Wrights' use of wing warping to achieve bank, in coordination with yaw from the rudder, allowed their craft to be properly controlled.

Early inspection work At the British aero-engine manufacturers inspectors wear on parts etc., and card indexes were maintained for each engine up to the.

Larisa Epatko Larisa Epatko. BMW turns years old on Monday. Germany was locked in a battle with the British and French for air superiority, and the Fokker D.

The 30 Most Important Airplanes of All Time

By Doug Culy - September 28, The failure of the turbosupercharged YP led to the P with its Allison V engine with single-stage supercharging. The best was the enemy of the good in this case, and several variants of Ps were produced in quantity due to wartime exigencies.

Aviation History

Description: The ABC was one of the first large stationary air-cooled radials. The temper-mental engine had the best power-to-weight ratio of any engine to date. This advanced stationary radial engine concept prompted the design of the larger HP Dragonfly version which was a failure.

Casemate Publishers Bolero Ozon. The Birth of the Royal Air Force.

An aircraft engine is a component of the propulsion system for an aircraft that generates mechanical power. Aircraft engines are almost always either lightweight piston engines or gas turbines , except for small multicopter UAVs which are almost always electric aircraft. In this entry, for clarity, the term "inline engine" refers only to engines with a single row of cylinders, as used in automotive language, but in aviation terms, the phrase "inline engine" also covers V-type and opposed engines as described below , and is not limited to engines with a single row of cylinders. This is typically to differentiate them from radial engines. A straight engine typically has an even number of cylinders, but there are instances of three- and five-cylinder engines.

For reasons of availability, low weight, and prior manufacturing experience, most early aircraft were of wood and fabric construction. At the lower speeds then obtainable, streamlining was not a primary consideration, and many wires, struts, braces, and other devices were used to provide the necessary structural strength. Preferred woods were relatively light and strong e. As speeds advanced, so did structural requirements, and designers analyzed individual aircraft parts for both strength and wind resistance. Bracing wires were given a streamlined shape, and some manufacturers began to make laminated wood fuselages of monocoque construction stresses carried by the skin for greater strength, better streamlining, and lighter weight. The record-setting French Deperdussin racers, the German Albatros fighters of World War I , and the later American Lockheed Vega were among the aircraft that used this type of construction.

From the turbosupercharger to the world's most powerful commercial jet engine, GE's history of powering the world's aircraft features more than 90 years of innovation. This booster, or turbosupercharger, installed on a piston engine, used the engine's exhaust gases to drive an air compressor to boost power at higher altitude. GE accepted the challenge first, but another team also requested the chance to develop the turbosupercharger.

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