DP.IIa in 1925 ;DP.II :Prototype with a Siemens-Halske Sh 4 radial engine, one built. ;DP.IIa :Production variant with a Siemens-Halske Sh 5 radial engine, 53 built.
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Fairey Ferret I ;Ferret Mk I :Three-seat prototype powered by a 400hp (298kW) Armstrong Siddeley Jaguar IVl radial engine, one built. ;Ferret Mk II :Three-seat prototype powered by a 425hp (317kW) Bristol Jupiter radial engine, one built. ;Ferret Mk III :Two- seat prototype powered by a 425hp (317kW) Bristol Jupiter radial engine, one built.
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113:A development of the C.110, powered by a Anzani 6A-3 engine. ;C.114 :Fitted with an Anzani 6-cylinder radial engine. ;C.117 :Fitted with a Salmson 5Ac radial engine.
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Data from Aerofiles, U.S. Civil Aircraft: Vol. 5,Juptner, 1962 pp.122-124 & 242-244 and Curtiss Aircraft 1907-1947Bowers, 1979, pp.404-406 & 409 ;CW-14C Travel Air: 1931 (ATC 2-357) prototype with Curtiss R-600 Challenger radial engine. 1 built, later converted into an A-14D ;CW-A-14D Sportsman Deluxe: 1931 (ATC 442) Wright J-6-7 Whirlwind radial engine ;CW-B-14B Speedwing: 1932 (ATC 485) with Wright R-975E radial engine ;CW-B-14D Speedwing: 1 modified with Wright R-975-E radial engine ;CW-B-14R (Racer): 1 built as a racer for Casey Lambert with Wright J-6-9 Whirlwind/SR-975 radial engine ;CW-C-14B Osprey: 1932 Military CW-B-14B with Wright J-6-9 Whirlwind radial engine ;CW-C-14R Osprey: Wright J-6-9 Whirlwind radial engine ;CW-C-14B9 : Alternate designation for C-14R ;CW-17R : Fighter development of Osprey, probably unbuilt.
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The Wright R-760 radial engine initially fitted with a speedring cowl.
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Basic SM-92 with 270 kW (360 hp) Vedeneyev M14P radial engine.
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In the spring of 1975, International Harvester placed Solar Division's radial engine designs into the newly formed Radial Engine Group. In 1980 the Radial Engine Group was renamed, becoming the Turbomach Division. In 1977 the Solar Division introduced a larger version of the Centaur, the Mars, re-using the name from the earlier smaller engine. The Mars is currently sold as the Mars 90 and Mars 100.
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22 Lynx:A version powered by a Armstrong Siddeley Lynx 5-cyl. radial engine.
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It was equipped with a seven-cylinder Siemens-Halske Sh 14 radial engine.
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It was later fitted with a stronger radial engine 80 hp Armstrong Siddeley Genet.
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One built. ;DB-81: Lorraine 5Pc five cylinder radial engine and shorter. One built.
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Electricity was stored in six 12-volt batteries placed between the rear wheels. The related Pontiac concept was the Pontiac X-4 with a radical two stroke aircraft type radial engine."Amazing Radial Engine in Pontiac's Mini-Car." Popular Science, April 1969, pp. 63-65.
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Single prototype with a Mitsubishi MK8P Kinsei 62 radial engine. One plane converted from E16A1, incomplete.
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However, a later variant using a Kinner K-5 radial engine was named Lincoln PT-K.
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Custom-built aircraft with experimental "speed wings" C2K(2 built) 128 hp Siemens-Halske SH-12 air-cooled radial engine C2M(mail) 200 hp 9-cylinder Wright J4 air-cooled radial engine. Front cockpit replaced by a covered mail pit. Reinforced windshield to prevent cargo loading damage.
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First flown June 1928. ;H.463: 5-cylinder Lorraine 5Pc, radial engine. Flying by July 1929. ;H.
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It was powered by the Wright Whirlwind air-cooled radial engine, which delivered 225 horsepower (168 kW).
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"Zeke" Szekely three-cylinder radial engine. Further experimentation led to fitting a Franklin engine and 60 h.p. Velie.
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Neither was placed in production."Amazing Radial Engine in Pontiac's Mini-Car." Popular Science, April 1969, pp. 63-65.
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Taylor 1988, p.94. ;Fairey IIIE :Designation sometimes used for Fairey Ferret radial-engine reconnaissance and general purpose aircraft.
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Bernard S-72 photo from Annuaire de L'Aéronautique 1931 ;Bernard 70 :Unbuilt design for a single- seat fighter. ;Bernard S-72 :Single-seater racing monoplane powered by a Gnome-Rhône 5Bc radial engine, first flight in May 1930 Later converted to the Bernard S-73. ;Bernard S-73 :The Bernard 72 re-engined with a Gnome-Rhône 7Kb radial engine, first flown in May 1930. ;Bernard 74-01 :Single-seat fighter variant, powered by a Gnome-Rhône 7Kbs radial engine, later converted to the Bernard 75.
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Gunston 1989, p.44. The name was re-used by Fedden for the later nine-cylinder Bristol Mercury radial engine.
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4e :Powered by a Peterlot 7-cyl radial engine, take-off power, nominal power. ;BM.4f :Powered by a Skoda G-594 Czarny Piotruś 5-cylinder radial engine, take-off power, nominal power. ;BM.4g :Powered by a de Havilland Gipsy I 4-cylinder in-line engine, take-off power, 90 hp nominal power. ;BM.
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The NiD 640 was an all-wood high-wing cantilever monoplane powered by a nose-mounted radial engine. An enclosed cockpit for two-crew forward of the wing and a cabin for four passengers was aft. The NiD 640 was powered by Wright J-5C radial engine and was followed by 12 production aircraft designated NiD 641 powered by a Lorraine 7M Mizar radial engine. The NiD 640 was converted to an ambulance aircraft and later had a Mizar engine fitted to bring it up to 641 standard.
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A version with a Armstrong Siddeley Cheetah 25 radial engine and a Rotol constant speed propeller was designated I.Ae. 22- C.
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Each 2-AT was powered by a Liberty engine, one example was tested with a Pratt and Whitney Wasp radial engine.
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214 :E.114 variant with a 56 kW (75 hp) Pobjoy R seven-cylinder radial engine, lengthened fuselage and seating for four.
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The radial engine was usually uncowled, although some Stearman operators choose to cowl the engine, most notably the Red Baron Stearman Squadron.
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An Ag Cat set up for wingwalking Grumman G-164A Ag Cat Australian-registered G-164 Ag-Cat configured for scenic flights A Grumman G-164 Ag-Cat for agricultural use in Venezuela ;Ag Cat :The basic model Ag Cat was certified with four different engines: the 220-225 hp (164-168 kW) Continental Motors radial engine, the 240 hp (179 kW) Gulf Coast W-670-240 radial engine, the 245 hp (183 kW) Jacobs L-4M or L-4MB radial engine and the 275-300 hp (205-224 kW) Jacobs R-755 radial engine. A total of 400 of this model were produced. ;Super Ag Cat A/450 :The G-164A became the main model starting with serial number 401. This model featured a 450 hp (335 kW) Pratt & Whitney R-985 radial engine along with a higher gross weight, increased fuel capacity, larger diameter wheels and improved brakes. ;Super Ag Cat A/600 :The A/600 incorporated the same improvements embodied in the A/400, but was powered by a Pratt & Whitney R-1340 radial engine of 600 hp (450 kW). ;Super Ag Cat B/450 :The B/450 improved on the "A" model by increasing the wingspan from 35 ft 11 in (10.95 m) to 42 ft 3 in (12.88 m).
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R. No.1, 191G.R. No.2 and 191G.R. No.3. ;192T:Single mailplane example for Aéropostale, powered by a Gnome & Rhône 9Akx radial engine.
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The McCulloCoupe has side-by-side configuration seating, a high-wing, conventional landing gear and a radial engine. The wings use plywood covering.
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Radial engine in front, with a Townend ring, two-blade propeller. Conventional fixed landing gear, with a rear skid, wheels in teardrop covers.
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Mixed construction (metal and wood) trainer aircraft. Seven-cylinder radial engine with two-blade fixed propeller. Conventional retractable landing gear with fixed tailwheel.
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39 Col : ;Ba.42 :In 1934 the Ba.42 was introduced powered by a Fiat A.70S radial engine, with a NACA cowling.
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A more powerful version with a shortened fuselage was built as the GC-2, powered by a Warner Scarab 7-cylinder radial engine.
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A bomb load could be carried.Johnson 2011, p. 84. Powered was supplied by a Pratt & Whitney R-1535 Twin Wasp Junior radial engine.
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The first prototype first flew in June 1925 powered by a 400 hp (298 kW) Armstrong Siddeley Jaguar IV radial engine. The other two aircraft had a nine-inch extension to the wingspan and both were fitted with a 425 hp (317 kW) Bristol Jupiter radial engine. The aircraft performed well during trials at RAF Martlesham Heath but was not ordered into production.
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The plane was first flown in 1929/1930 by F. Rutkowski, with Armstrong Siddeley Genet 80 hp radial engine. In spring of 1930 it was modified, with Walter Vega 85 hp radial engine, also a tailfin shape and some other details were changed. It was however too heavy for engines used (65 kg heavier, than designed). The plane was a counterpart of PZL.
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Powered by 300 hp R-680-13 engine on modified engine mount capable of swinging out for easy maintenance. ;Caribbean Traders Husky III :Similar to Husky II, but powered by 450 hp (338 kW) Wright R-975-7 radial engine. ;Servicair Loadmaster :Reconstruction of L-13A with 450 hp Pratt & Whitney R-985-AN-1 radial engine and rearranged four-seat cabin.
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An early version of the Michel engine was a rotary engine, a form of radial engine where the cylinders rotate around a fixed crank.
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Some versions were built using Lycoming O-235 and HCI radial engines.WAR F4U Corsair One example was built using a Rotec R2800 radial engine.
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The planned engine was a Warner radial engine, but settled for a Continental A65 driving a Beech-Robey controllable propeller in the initial installation.
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The Model B followed on from the initial Bird design and was fitted with the uncowled Kinner radial engine. Production aircraft were designated BK.
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The first model was the C4-225 a high-wing braced monoplane powered by a 225 hp (168 kW) Wright J-6 radial engine. Only five C4-235 aircraft were built and they were followed by one C4-300 with a 300 hp (224 kW) Wright R-975 radial engine, and the C4-301 with a 300 hp (224 kW) Pratt & Whitney Wasp Junior.
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Its wing design became also known as "Puławski wing" or "Polish wing", and was later copied in some other designs in the world. The P.1 was not produced, in a favour of Puławski's next designs with a radial engine, preferred by the Polish Air Force. A development of the P/1 was the PZL P.6 with a radial engine, first flown in 1930.
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Boeing Model 55. ;FB-4 :One built, experimental model with a Wright P-1 radial engine. Boeing designation Model 54. ;FB-5 :27 built, production version.
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The McCulloCoupe uses a Vedeneyev M14P radial engine with features developed for the Pitts Model 12. Construction began in 2000, with the first flight in 2004.
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The Ki-100 was a stressed-skin cantilever low-wing single-seat enclosed- cockpit radial engine monoplane fighter with retractable undercarriage. Control surfaces were fabric covered.
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Construction was of metal throughout with corrugated skins,"MS-1" at aerofiles and was powered by a single Pratt & Whitney Wasp radial engine in the nose.
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The type no., photos and g/a diagram suggest 7-cylinders. Salmson AC.7 radial engine, mounted without a cowling and driving a two-bladed propeller.
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Only three prototypes were built. ;CR.40 :One prototype powered by a Bristol Mercury IV radial engine. ;CR.40bis :One prototype only. ;CR.41 :One prototype only.
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Time between overhaul is rated as 300 hours. The SD 570 shares the same bore and stroke as the smaller three-cylinder König SC 430 radial engine.
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Time between overhaul is rated as 300 hours. The SC 430 shares the same bore and stroke as the larger four cylinder König SD 570 radial engine.
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The standard engine used is the four stroke Rotec R2800 radial engine. Building time from the factory-supplied kit is estimated at 450 hours by the manufacturer.
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The standard engine used is the four stroke Rotec R2800 radial engine. Building time from the factory-supplied kit is estimated at 450 hours by the manufacturer.
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The radial engine was fitted to the fuselage nose, enclosed by a cowling, driving a two-bladed propeller. Fuel was housed in a 160-litre fuel tank.
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By 1974 the prototype was unflyable. The aircraft was later metalized, the turtledeck was removed, and it was converted to use a Wright R-975 radial engine.
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Salmson radial engine. The first Voisin III was initially powered by a single Salmson M9 engine water-cooled 9 cylinder radial engine, while later examples used the similar Salmson P9 or R9. It had a range of , a top speed of and a ceiling of depending on engine and manufacturer. The pilot was ahead of the passenger, who could fire weapons, release bombs or take photos, depending on the mission.
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Some aircraft were used for cargo work with no main cabin windows. 36 examples were built between 1934 and 1946. The aircraft was powered by an 875 hp (652 kW) Pratt & Whitney Wasp radial engine but the seaplane version use a 600 hp (447 kW) Pratt & Whitney Wasp radial engine. Most of the aircraft were built and used by the airline but a number were supplied to the Peruvian Government.
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YG-1B at Langley ;YG-1B :Production aircraft for the United States Army; seven built. ;YG-1C :One YG-1B modified with a constant-speed rotor for evaluation, later designated the XR-2. A Kellett XO-60 ;XO-60 :Production aircraft for the United States Army with a Jacobs R-755 radial engine, seven built. ;YO-60 :Six XO-60s re- engined with a Jacob R-915-3 radial engine.
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The Viima is powered by an uncowled Siemens- Halske Sh 14 radial engine. All Viimas of the Finnish Air Force were fitted with a framed cockpit in 1950s.
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The motorcycle uses a smaller 250 cc version of his radial engine mounted horizontally in a Royal Enfield motorcycle frame, and was assembled by him and his son.
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305C :Single-seat enclosed cockpit variant ;FN.305D :Long-range variant with a 200hp (149kW) Walter Bora radial engine, two built, one single-seater and one two-seater.
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The Gladiator was powered by an air- cooled Bristol Mercury radial engine, and so avoided any need for a heavy and vulnerable steam condensor system.Mason 1991, pp. 244–245.
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The DP.VII was a low-wing braced monoplane powered by a Haacke lightweight flat-two piston engine. A training variant the DP.VIIa had a larger Siemens-Halske radial engine.
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6-cylinder Anzani radial engine in front, air-cooled. Two-blade fixed wooden propeller Szomański. A fuel tank was in a fuselage front. Cruise fuel consumption 17 l/h.
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The XB2G-1 with a retractable landing gear, 1936. ;XBG-1 :Prototype. Open cockpit and powered by a Pratt & Whitney R-1535-64 radial engine, one built.Orbis 1985, p.
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Fixed conventional landing gear, with a rear skid. Radial engine M-11D in front, with a Townend ring, two-blade wooden propeller (2.4 m diameter). Fuel tanks 126 l.
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The Siddeley Tiger marked the end of the aero engine line started by Beardmore and Siddeley-Deasy. The name was later re-used for an Armstrong Siddeley radial engine.
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The Ki-9 was a two-seat unequal wingspan biplane design. Tachikawa originally planned to use the same basic airframe for both basic training and intermediate training, differentiating the two models by the use of different engines. The prototype Ki-9 flew on 7 January 1935, powered by a nine-cylinder Hitachi Ha-13a radial engine. The second prototype was identical, and the third prototype was powered by a Nakajima NZ seven-cylinder radial engine.
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A luggage compartment behind a cockpit. Conventional fixed landing gear, with a rear skid. 5-cylinder air-cooled radial engine Armstrong Siddeley Genet in front, 80 hp nominal power and 88 hp take-off power (later replaced with Walter Vega NZ 5-cylinder radial engine, 85 HP nominal power, and Cirrus III 4-cylinder straight engine, 85 HP nominal and 94 take-off power). Two-blade wooden propeller of a fixed pitch.
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There were also two baggage compartments. thumb One aircraft (YR-ACS) was built, later modified with a cabin for five passengers and two luggage compartments. Initially intended to be powered by a licence-built Gnome & Rhône 7K radial engine, the aircraft was eventually fitted with a Armstrong Siddeley Serval I ten-cylinder radial engine in a NACA cowling., which was, in turn, replaced with a Lorraine 7M Mizar 47, driving a three-bladed propeller.
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It had a fixed undercarriage and a tailwheel. The initial version was named the Dart G powered by a 90 hp (67 kW) Lambert R-266 radial engine. That engine was in short supply, so the aircraft was fitted with a Ken-Royce engine and designated the Dart GK. The final version was the Dart GW powered by a Warner Scarab Junior radial engine. Two special aircraft were built with larger engines.
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These aircraft were used as scout-bombers by the Chinese in the Second Sino-Japanese War with somewhat limited success against Japanese ground targets. It was also used by the Mexican Air Force with Lewis and Vickers machine guns, with very good results. ;O-2MC : Export version for China, powered by a Hornet radial engine - ten built ;O-2MC-2 : Export version for China, with the Hornet radial engine surrounded by a Townend ring - 20 built ;O-2MC-3 : Export version for China, fitted with an uprated Pratt & Whitney Hornet radial engine - five built ;O-2MC-4 : Export version for China - 12 built ;O-2MC-5 : Export version for China, fitted with the less powerful Pratt & Whitney Wasp C1 engine - 12 built ;O-2MC-6 : Export version for China, fitted with the Wright R-1820-E radial engine - 22 built ;O-2MC-10 : Export version for China, fitted with a Wright R-1820-F21 radial engine - one built ;XO-6 : Five all-metal O-2s, built in the mid-1920s by Thomas-Morse. ;XO-6B : Radically altered (smaller and lighter) version of the XO-6 - one built. ;O-7 : Three O-2s refitted with the Packard 2A-1500 direct-drive engine.
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The engines can still be overhauled as well as serviced. The largest R-1340 overhaul facility in the world is the Radial Engine Division of Covington Aircraft in Okmulgee, Oklahoma.
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In the 1960s 40 MS.315 used as civil glider tugs were modified with a 220 hp (164 kW) Continental W670-K radial engine and re-designated the MS.317.
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M4(105). M4A1 (cast hull). Note the rounded edges of its fully cast upper hull. Variants from the M4 and M4A1 share the same 9-cylinder radial engine profile. M4A2 HVSS.
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During World War II, most of the German aircraft engines used GDI, such as the BMW 801 radial engine, the Daimler-Benz DB 601, DB 603 and DB 605 V12 engines, and the Junkers Jumo 210G, Jumo 211 and Jumo 213 V12 engines. Other aircraft engine to use GDI were the Soviet Union Shvetsov ASh-82FNV radial engine and the American Wright R-3350 Duplex Cyclone radial engine. The German company Bosch had been developing a mechanical GDI system for cars since the 1930s and in 1952 it was introduced on the two-stroke engines in the Goliath GP700 and Gutbrod Superior. This system was basically a high-pressure diesel direct- injection pump with an intake throttle valve set up.
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The prototype, which was first flown in September 1935, like the initial production aircraft, used the 522 kW (700 hp) Gnôme-Rhône K-14 radial engine produced under license by Isotta Fraschini. Starting from the 82nd aircraft, the more powerful Fiat A.80 RC.41 18-cylinder, twin-row radial engine with a takeoff rating of 746 kW (1,000 hp) was adopted. Production ceased in July 1939 after 218 aircraft were built by Breda and Caproni.
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The wings were fabric covered, while the fuselage was of all-metal construction and supported the non-retractable tailwheel. A single Jacobs radial engine in the nose drove a two-bladed propeller.
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The aircraft was later developed into the ICA IS-24, chiefly by replacing the radial engine with a flat 6-cylinder Lycoming, reducing the cabin glazing and lowering and widening the undercarriage.
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100 built. ;XT3M-3 :First T3M-2 re-engined with Pratt & Whitney R-1690 Hornet radial engine. ;XT3M-4 :XT3M-3 modified by Naval Aircraft Factory to use Wright R-1750 Cyclone.
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The LeO H-22 was a flying boat with a three part cantilever high wing, primarily of both wood and metal construction. The Gnome-Rhône 5Bc 5-cylinder radial engine, driving apusherpropeller, was mounted in a stramlined nacelle, supported on struts, over the wing centre-section. The LeO H-221 three-seat trainer flying boat, derived from the H-22, differed in cockpit arrangement and was powered by a Salmson 9Ab 9-cylinder radial engine, also driving a pusher propeller.
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The privately developed prototype to the C3 series first flew on 25 October 1926, originally powered with a stationary radial engine modified in the US from a Le Rhône 9J rotary engine called a Super LeRhône.Bowers, 1976, p.67Juptner, 1962, p.182LePage, 28 February 1927, pp.421-422 The use of various engines was anticipated from the start, although the planned Hispano-Wright E-2 water-cooled V-8 engine was never used and only radial-engine powered versions were flown.
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Kurt Tank responded with a number of designs, most based around a liquid-cooled inline engine. However, it was not until a design was presented using the air-cooled, 14-cylinder BMW 139 radial engine that the Ministry of Aviation's interest was aroused.Smith and Creek 2014, pp. 33–34. As this design used a radial engine, it would not compete with the inline-powered Bf 109 for engines, when there were already too few Daimler-Benz DB 601s to go around.
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The Plexiglas-glazed crew gondola on the starboard side strongly resembled that found on the Fw 189, and housed the pilot, observer and rear gunner, while the fuselage on the port side led smoothly from the BMW 132N. The first prototypes used 1,000 PS (986 hp, 736 kW) Bramo 323 radial engine. radial engine to a tail unit. At first glance, the placement of weight would have induced tendency to roll, but the weight was evenly supported by lift from the wings.
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Major 4 (a licence-built Walter Major 4), de Havilland Gipsy Major, or Cirrus Major (a future option) of . The RWD 17W floatplane was powered by a Bramo Sh 14a 7-cylinder radial engine.
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Polish sports plane PZL Ł.2 with a Townend ring A Townend ring is a narrow- chord cowling ring fitted around the cylinders of an aircraft radial engine to reduce drag and improve cooling.
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Andrews and Morgan 1988, p. 56. ;S.B.1 :1914 design for dual control trainer based on E.F.B.3 and powered by 100 hp (75 kW) Anzani radial engine. Unbuilt.Andrews and Morgan 1988, p. 58.
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Serial production Sh-Tandems were to be powered by the new Tumansky M-88 air-cooled radial engine. However, as they were not yet available, the prototypes used the earlier Tumansky M-87A instead.
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A radial engine has a single crankshaft with cylinders arranged in a planar star shape around the same point on the crankshaft. This configuration was commonly used with 5 air-cooled cylinders in aircraft.
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It was originally powered by a 60 hp (45 kW) LeBlond 5D radial engine. Variants later appeared with different engine installations and a deluxe model the De Luxe Sport. Over 240 aircraft were built.
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An original radial- engine Mallard, registration VH-CQA, crashed into the Swan River in Perth, Western Australia, on 26 January 2017 during Australia Day celebrations, killing both the pilot, Peter Lynch, and his passenger.
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The XOSS-1 had the unusual feature of being fitted with full- span flaps on the upper wing to reduce stalling speed. It was powered by a Pratt & Whitney R-1340 Wasp radial engine.
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Powerplant was a single Shvetsov M-22, a license-built Bristol Jupiter radial engine enclosed by a Townend ring, driving a two-bladed propeller.Gunston 1995, pp. 454–455.Gunston and Gordon 1997, pp. 30–32.
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L2, was equipped with a more powerful Anzani 10 radial engine. In Germany, Gotha built a few copies of the G.3 as the Gotha LD.3 and Gotha LD.4 (Land Doppeldecker – "Land Biplane").
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The NC.841 had a Mathis 175H radial engine and a tail wheel undercarriage.Gaillard (1990) p.49 Although the aircraft did not sell, the experience was used in the tail wheel landing gear NC.850.
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The badge is still worn today by some flight engineers as unofficial novelty badges, but only on flight suits during inflight operations. The official design incorporated a four-bladed propeller with 18 radial engine cylinders.
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After some experience with this layout, he replaced it with a modified OX-5 radiator below the cowling. By 1935, Westfall had reworked the airplane to use a LeBlond radial engine rated at 65 hp.
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Cockpits with twin controls, the instructor seated aft. Fixed landing gear, with a rear skid (main gear with a common axle, sprung with a rubber rope). Radial engine in the fuselage nose, without a cowling.
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An OX-5 powered Thunderbird alongside a Bailey C-7-R powered aircraft ;W-B-14 (W-14-B): Probable designation of the Thunderbird when powered by a Bailey C-7-R "Bull's Eye" 7-cyl radial engine. ;W-O-14 (W-14-O): Powered by a Curtiss OX-5 V-8 engine. ;W-F-14 (W-14-F): Powered by a Axelson-Floco B 7-cyl radial engine. ;W-H-14 (W-14-H): Powered by a Wright-Hisso E V-8 engine.
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Donald A. Luscombe formed the Luscombe Aircraft Engineering Company in 1933 at Kansas City, Missouri. The Phantom or Model 1 was the first aircraft built by the company, and first flew in 1934. It was a high-wing braced monoplane with conventional fixed tail-wheel landing gear, and was powered by a nose-mounted 145 hp (108 kW) Warner Super Scarab radial engine. The fully enclosed engine cowling, with individual air vents for each cylinder, was unusual for a US radial engine light aircraft.
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It was powered by a Bristol Perseus radial engine driving a three- bladed propeller and used the same Boulton Paul power operated gun turret as the Defiant, with four .303 in (7.7 mm) Browning machine guns.
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One MS.472 was re-engined with a SNECMA 14X-04 radial engine in 1952 but development was later stopped. The Vanneau remained in service with the French Air Force and Navy into the late 1960s.
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Two crew cockpits in tandem, later covered with a common multi-part canopy. Fixed landing gear with a rear skid. Five-cylinder radial engine in the cowled nose with its cylinders projecting for cooling. Two-blade propeller.
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It had two side-by-side seats in a wooden fuselage and the production version was powered by a Salmson 9NG radial engine, problems with which delayed introduction of the C.40 into service until mid-1938.
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Note The BMW 803 is not only an inline radial engine but is also a coupled engine with two engines arranged back to back on a common axis driving separate co-axial propellers through a common gearbox.
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The Type 100 was a conventional air-cooled radial engine with overhead valves, operated by push-rods and rockers. Accessories were mounted on the rear crankcase plate and the propeller was driven directly, with no reduction gearing.
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A common mistake was the idea that the air-cooled radial engine would benefit most, because its fins ran hotter than the radiator of a liquid-cooled engine, with the mistake persisting even as late as 1949.
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The C2M ("M" for mail) was powered by a 200 hp Wright J4 radial engine and had modifications to meet the specifications of Varney Airlines. This included having the front cockpit replaced by a covered mail pit.
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Seeing the success of the Navy's NY-1 modification of a PT-1 airframe, the USAAC came to the conclusion that a radial engine was indeed ideal for a trainer. It was reliable and offered a good power-to-weight ratio. Therefore, one PT-1 airframe was completed as XPT-2 with a 220 hp (164 kW) Wright J-5 Whirlwind radial engine."The Complete Encyclopedia of World Aircraft" cover Editors: Paul Eden & Soph Moeng, (Amber Books Ltd. Bradley's Close, 74-77 White Lion Street, London, NI 9PF, 2002, ), 1152 pp.
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Skis and pontoons were also available options, although the Sportster's vertical tail had to be enlarged to maintain its spin certification in case pontoons were fitted. A Deluxe model included wheel pants, navigation lights, radio, and optional skylights; later modifications to the design included a one-piece windshield. Initial versions of the Sportster were powered by a 5-cylinder LeBlond radial engine of 70-85 hp. The third model of the Sportster offered either the Warner Scarab or LeBlond radial engine (renamed as a Ken-Royce engine when Rearwin bought that company).
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The S-73 was then developed into the Bernard 74 single-seat fighter and retained the Titan-Major engine. Two prototypes were built with the first flying in February 1931, powered by a 280 hp (kw) Gnome-Rhône 7Kbs radial engine, the second was fitted with a Gnome-Rhône 7Kd engine and first flew in October 1931. The first prototype 74 was re-engined with a Gnome-Rhône 9Kbrs radial engine and re-designated the Bernard 75 it was later used as a pilot-trainer. No further aircraft were built.
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His piloting and engineering talent were recognized and Árpád Lampich taught him how to design airplanes. In 1929, Bánhidi flew a Lampich L-2 Róma ultralight plane on a 5,000 kilometer journey to Sweden and back for the annual world meeting of university aviators. The flight included 150 km legs over sea, the plane's 3-cylinder radial engine lacking the usual redundant set of spark magnets. In 1930, Antal Bánhidi designed the Bánhidi Gerle, a light, universal, two-seater biplane, which was powered by a 5-cylinder Genet-Major radial engine.
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The G.49 was designed by Gabrielli as a replacement for the World War II-era US North American T-6 advanced trainer and was first flown in September 1952. The G.49 was an all- metal low-wing cantilever monoplane with retractable tailwheel landing gear. It had an enclosed cockpit with a raised canopy for a pupil and instructor in tandem. Two variants were built with different engine installations; the G.49-1 with an Alvis Leonides radial engine and the G.49-2 with a Pratt & Whitney radial engine.
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The Navy Type 90 Crew Trainer was primarily a land-based aircraft; however, a few were fitted with floats. The Imperial Japanese Army Air Force had an interest in the aircraft as part of its modernization program, and as a potential supplement to the Nakajima Ki-6. Two examples were acquired and tested, and the airframe was given the designation of Ki-7. One prototype used a Mitsubishi Type 92 nine-cylinder air-cooled radial engine and the other a Nakajima Kotobuki nine-cylinder air- cooled radial engine.
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Many components were common or used a similar design, including the vertical volute spring suspension which would also be used in later tanks. Twin-wheeled bogies were mounted externally, which saved internal space compared to other suspension designs. The rubber-bushed and rubber-shod track proved durable on roads. The initial M2 model was powered by an air-cooled Wright R-975 radial engine, originally designed for aircraft. For the M2A1, this engine was supercharged to provide an extra for a total of , and designated as the R-975 C1 radial engine.
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Stearman C2 3-view drawing from Aero Digest May 1928 In total, 33 model C2 aircraft were manufactured with the first three built in the original Stearman plant in Venice, California. Variants produced were: C2 and C2A 90 hp liquid-cooled Curtiss OX-5 engine C2B 220 hp Wright J5 air-cooled radial engine. Left and right side throttle installed as standard. C2C C2 model with a 180 hp Wright/Martin Hispano Suiza liquid-cooled V-8 engine C2H(1 built) 280 hp Menasco-Salmson air-cooled radial engine and counter-clockwise rotating propeller.
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Projects to build versions powered with British engines (for possible United Kingdom buyers) did not come to fruition. The projects would have been the 766 (with the Bristol Hercules radial engine), and the 767 with British turboprop engines.
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The standard engine available is the Rotec R2800 four-stroke radial engine, although the Walter Mikron MIIIC was under evaluation by the manufacturer. In 2015 the manufacturer was considering producing a fully assembled special light-sport aircraft version.
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Porsche preferred the 4-cylinder flat engine, but Zündapp used a water-cooled 5-cylinder radial engine. In 1932 three prototypes were running. All three cars were lost during the war, the last in a 1945 Stuttgart bombing raid.
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1999 ;BG-1 :Production version with enclosed cockpit and powered by a Pratt & Whitney R-1535-82 radial engine, 60 built. ;XB2G-1 :Developed version with retractable undercarriage and an enclosed bomb bay. One prototype only.Donald 1997, p.468.
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The sole C.25, based on the airframe of the Comper Swift with modified tailfins and short low-mounted wings, received the civil registration G-ABTO. It was the first autogiro to use the Pobjoy Cataract 7-cylinder geared radial engine.
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Brakes were an option. About ten of the Kinner-powered Red Arrows were built. In 1929 two new Red Arrows were flown. The W-2-S was a K-2-S development with a , seven cylinder Warner Scarab radial engine.
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Closed cabin with two seats side-by-side, with dual controls. The cabin had a pair of doors. 7-cylinder Armstrong Siddeley Genet Major radial engine of 104 kW (140 hp) (119 kW, 160 hp start power). Two-blade metal propeller.
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Engine Walter Vega and aircraft Pander EF85 (PH-AKA) Numbers from Golden Years ;E: First prototype. 45 hp (34 kW) Anzani 6-cylinder radial engine. ;EC: or EC60; 60 hp (40 kW) Walter NZ 60 5-cylinder radial. five built.
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Control surfaces were unbalanced. The A-60 first flew late in 1930. A second aircraft, the A-61 was built with a more powerful, uncowled Salmson 7Ac seven cylinder radial engine. This made its first flight on 9 September 1931.
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USS Suwannee after the Kamikaze attack of 25 October 1944. Parts of the A6M5 Kamikaze-Zero's Nakajima Sakae 21, 14-cylinder radial engine were found in the vicinity of the hit. Cylinder heads are destroyed, connecting rods and crankshaft are visible.
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Command-Aire 5C3-B with Axelson radial engine at a flying school (data from Eckland, www.aerofiles.com) ;3C3 (ATC 53, 2-201):1928 Curtiss OX-5, 116 built. ;3C3-A (ATC 118):1929 Warner Scarab, 20 built. 1 fitted with Edo floats.
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The D.37 was a single- seat aircraft of conventional configuration. Its fixed landing gear used a tailskid. The open cockpit was located slightly aft of the parasol wing. The radial engine allowed for a comparatively wide fuselage and cockpit.
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Aviation September 1932 p. 394. The aircraft was powered by a single Lycoming R-680 radial engine (Lycoming was controlled by the Cord Corporation, which also owned a controlling stake in Stinson, and so were the preferred powerplants for Stinson aircraft).
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It had good handling and stability and was resistant to spinning. A distinguishing feature of all Bartels was an upper wing of a shorter span, because lower and upper wing halves were interchangeable (i.e. the lower wingspan included the width of the fuselage). The first prototype was designated BM.4b and was fitted with Walter Vega radial engine. The second prototype, flown on 2 April 1928, was designated BM.4d and fitted with the Polish experimental WZ-7 radial engine, then refitted with Le Rhône 9C rotary engine and redesignated BM.4a. The BM.4a became a production variant, because the Polish Air Force had a store of Le Rhône 9C engines. 22 aircraft were ordered and built in 1928–1929 with cowled engines which made it different from all other BM.4s with radial engines. Three BM.4a's were converted to BM.4e of 1930 with the Polish experimental Peterlot radial engine, the BM.4f of 1931 with the Polish experimental Skoda G-594 Czarny Piotruś radial engine, and the BM.4g of 1931 with a de Havilland Gipsy I inline engine, which competed against the RWD-8 in a search for a standard trainer aircraft, but was not selected.
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But it remained a prototype because a decision was made to use a licence-produced radial engine in the Polish Air Force fighters. So the next model, the PZL P.6, flown in August 1930, was powered by the Bristol Jupiter VI FH radial engine. Both aircraft were well received in the aviation world, with the press recognizing the P.6 as one of the world's top fighters; it won the American National Air Races in August–September 1931. The PZL P.6 did not enter production because the next variant, the more advanced PZL P.7, was developed.
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Kelsey was interested in the Allison engine because it was sturdy and dependable, and it had a smooth, predictable power curve. The V-12 engine offered as much power as a radial engine but had a smaller frontal area and allowed a more streamlined cowl than an aircraft with a radial engine, promising a theoretical 5% increase in top speed.Wilson, Randy. "The Heart of the Cobra: Development of the Allison V-1710 Engine". Allison Press Release on the Certification of its V-1710 Engine by the Air Corps via The Dispatch, Volume 22, Number 1, Spring, 1997.
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The Curtiss YA-10 Shrike was the first YA-8 fitted with a Pratt & Whitney R-1690-9 (R-1690D) Hornet radial engine. The conversion was carried out in September 1932, and it was found that the aircraft's performance was not degraded by the change of engine, and low-level maneuverability was improved due to the lower mass moment of inertia with the short radial engine. The USAAC preferred radials to inline engines for the ground attack role, due to the vulnerability of the latter's cooling system to anti-aircraft fire. The US Navy also preferred radials for carrier-borne operations.
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The history of PZL P.6 started in 1928, when a talented designer, Zygmunt Puławski designed an all-metal metal-covered monoplane fighter PZL P.1. It introduced a high gull wing, giving a pilot an optimal view. The P.1 was powered with an inline engine, and developed a speed of 302 km/h, but remained a prototype, because it was decided, that a fighter for the Polish Air Force should be powered with a radial engine, licence produced in Poland. Therefore, the next model PZL P.6, was powered with the Bristol Jupiter VI FH radial engine.
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Potez 36/14 Renault 95 hp. - gare d'Albert, Somme. ;Potez 36 :Prototype of the series powered by a Salmson 5Ac radial engine. ;Potez36/1 :production version powered by a Renault 4Pa; two built. ;Potez 36/3 :Prototype followed by six production aircraft with no slats, powered by a Salmson 5Ac radial engine. ;Potez 36/5 :Variant with no slats but powered by a Salmson 7Ac engine; five built. ;Potez 36/13 :Production version of the 36/5 but fitted with leading- edge slats, 96 built. ;Potez 36/14 :Variant with a Renault 4Pb engine and leading-edge slate and wheel brakes, 103 built.
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The first PT-6 built, X461E ;PT-6 :Six-seat cabin biplane powered by a Wright J-6 Whirlwind radial engine. ;PT-6F :Freighter version of the PT-6. ;PT-4 :Cancelled 4 place version. ;PT-6 Bomber :Cancelled bomber with turret.
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Fitted with an electrically powered sliding canopy, side-armor, a 1,200 hp Wright R-1820-97 supercharged radial engine (the model used in the B-17 bomber),"Warbirds of New Smyrna." angelfire.com, p. 44. Retrieved: 31 December 2013. and four underwing hardpoints.
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1,875 delivered to the U.S. Navy. ::N2S-4 99 US Army aircraft diverted to the U.S. Navy, plus 577 new-build aircraft. ::N2S-5 R-680-17 engine. 1,450 delivered to the U.S. Navy. ;Stearman 70 :Original prototype, powered by Lycoming radial engine.
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The Skylark is a braced low- wing monoplane with a fixed tailwheel landing gear. It is powered by a Warner Scarab radial engine. The enclosed cockpit has side-by-side seating for two. It has a welded steel fuselage and wooden wings.
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Power was provided by a Pratt & Whitney Wasp radial engine. Testing in June 1929 showed poor handling characteristics and performance. During one test flight, the upper wing separated from the aircraft. After repairs, the XFH made test flights from an aircraft carrier.
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It did not use flaps. It was flown with a Siemens-Halske Sh 14 radial engine. The first prototype flew in 1932. After many tests and modifications to increase the plane's durability and aerodynamics, the final Fw 44 proved to have excellent airworthiness.
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The cockpit was enclosed with a one-piece sliding canopy. The Type 146 was designed to be powered by a supercharged Bristol Perseus sleeve valve radial engine, but this was not ready and the older, lower-horsepower Mercury IX was used instead.
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Cab had two seats side by side in front, with twin controls, and two seats in the rear, under a common multi-part canopy. Fixed landing gear with a rear skid. Radial engine in fuselage nose, with NACA cowling. Two-blade propeller.
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The Astro 7 C was an unremarkable air-cooled radial engine with supercharger, which did allow reasonable power to be maintained at altitudes up to , dependent on supercharger drive ratio. With few applications the Astro 7 C family was not produced in large quantities.
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The Nu D.36 is an unequal-span single-bay staggered biplane with a fixed conventional landing gear with a tailskid. It was powered by a Walter Gemma I nine-cylinder radial engine. It had two open tandem cockpits for the pilot and trainee.
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B.23A ::150 hp Hart air-cooled radial engine. ;;F.B.23B ::200 hp (149 kW) Hispano-Suiza 8 engine. ;F.B.25 :Two-seat night-fighter based on F.B.23 but with side-by-side seating. One built, powered by 150 hp Hispano-Suiza engine.
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Water-methanol injection added. ;Ki-43-III "Ko" (Mark 3a): :Series model, some fitted with skis for operations from snow ;Ki-43-III "Otsu" (Mark 3b) :Variant with the Mitsubishi Ha-112-II radial engine and armed with twin 20 mm Ho-5 cannon.
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Wings were of traditional construction and covered by fabric. Ailerons were of a tapered design with corrugated aluminum covering. The Pratt & Whitney R-1340 nine-cylinder radial engine was uncowled and sported prominent cooling fairings behind each cylinder which were later removed in service.
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The design was sold to Aetna Aircraft, with only six examples produced.Juptner 1993, p. 123.Underwood 2006, p. 102. The Aerocraft is a conventional landing gear equipped, strut-braced, low-winged monoplane with open cockpit tandem seating and a Kinner R-5 radial engine.
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The Tessier biplane is a single place tube and fabric construction aircraft with conventional landing gear. The wing spar is wood and ribs are plywood. The original engine was a Volkswagen air-cooled engine which was replaced with a Lawrance L-5 radial engine.
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The B-2 Nuggit is a single place biplane with conventional landing gear. The cockpit is covered with a sliding bubble canopy. The fuselage is welded steel construction with aircraft fabric covering. A round cowling covers the engine to appear like a radial engine installation.
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Production examples were fitted with the Kinner K-5 radial engine, while an inline four-cylinder Cirrus Ensign was also tested, and one Model A was bought by Louis Chevrolet to test the inverted inline four-cylinder Chevolet Chevrolair.Granville, 2006, p.34 Other engines offered included the LeBlond 60-5D radial engine, the Warner Scarab and the de Havilland Gipsy I.Granville, 2006, p.27 Although not yet named as such, the Model A had full span flaperons on the upper wing trailing edge, which combined Frise type ailerons and flaps to allow for both lateral control and good low speed handling without reducing the top speed.
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The prototype, with markings SP-ADC and contest number O7, took part in the Challenge 1930 international contest in July 1930, flown by Józef Lewoniewski. He completed most of a rally over Europe, but had to withdraw after a forced landing near Vienna on July 28, due to an oil pipe damage. Later the plane took part in some competitions in Poland, without much success, among others it took the 10th place in the 3rd Polish Light Aircraft Contest in 1930. In 1931 during repair, a radial engine Genet was replaced with a radial engine Walter Vega NZ (from PWS-8 aircraft) with a Townend ring.
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Data from:Airlife's World Aircraft, Aerofiles:Stearman Variants produced were: ;C1 :First of the C series powered by a Curtiss OX-5, later re-engined with a Menasco-Salmson radial as the C1X. One built. ;C2 :Four aircraft similar to the C1, with the radiator mounted underneath, hydraulic shock absorbers and dual controls. Variously powered by Curtiss OX-5, Wright-Hisso A, Wright Whirlwind and Menasco-Salmson radial engine. ;C3B Sport Commercial : Wright J5 radial engine. ;C3C : Wright Martin/Hispano Suiza E engine. ;C3D : Wright Martin/Hispano Suiza E engine. 1 delivered. ;C3E : Wright Martin/Hispano Suiza E2 engine ;C3F : Wright Martin/Hispano Suiza E3 engine.
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The plane was a development of Potez 36. First of all it featured new, slimmer fuselage, with three seats, instead of two. A disadvantage were non-folding wings, with shorter slats. The original Potez 430 first flew in June 1932, powered by a Potez 6Ас radial engine .
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Powered by unsupercharged engine and armament of 4x forward firing .30 in guns in nose, one in rear cockpit and up to 400 lb (182 kg) of bombs. One built. ;YP-27 :Proposed variant of Y1P-25 with Pratt & Whitney R-1340-21G Wasp radial engine. Unbuilt.
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With its empty weight of and a gross weight of , the useful load is . The aircraft is intended to resemble the autogyros of the 1930s and as such it uses a radial engine-style round cowling, rounded rudder, barrel-shaped fuselage and other antique styling details.
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Northrop Delta 1B in Mexican service with Aerovias Centrales Northrop Delta 1D flown by the Richfield Oil Company RCAF Canadian Vickers-built Northrop Delta Mk.I ;Delta 1A :Prototype. Powered by Wright SR-1820-F3 Cyclone radial engine. One built. ;Delta 1B :Passenger airliner for Pan-Am.
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"FAI Record ID #13094 – Straight distance. Class E former G (Helicopters), piston " Fédération Aéronautique Internationale (FAI). Retrieved: 21 September 2014. The British government funded further research by Pescara which resulted in helicopter No. 3, powered by a radial engine which could fly for up to ten minutes.
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Duma 2007, pp. 200–201. While some figures considered the Macchi C.200 to have been underpowered, the air-cooled radial engine provided some pilot protection during strafing missions. Consequently, the C.200 was often used as a cacciabombardiere (fighter-bomber).Ethell 1996, pp. 68–69.
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Radial Engine from a 1955 B-25 crash site. The Mount Timpanogos peak is in the background. View of Mount Timpanogos from Timpooneke trail Mount Timpanogos is one of Utah's most popular hiking/climbing destinations and is climbed year round. Winter climbing requires advanced mountaineering ability.
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Chevillard in 1914 Maurice R. Chevillard was a pioneering French aviator who set a record on 6 November 1913 when he looped a biplane five times in succession at Juvisy. He was in a Henri Farman biplane powered by an 80 horsepower Gnome et Rhône radial engine.
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In addition to the significant increase in drag, the radial engine also interfered with the pilot's view. Addition of a Townend ring cowling worsened the visibility problem, and had only a limited effect on speed. It was also tested with various types of deep-chord NACA cowls.
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30 cal M1919 Browning machine guns (with 8,470 rounds) with 6 to 25 mm of armor. It had a Continental W-670 9A seven-cylinder radial engine. The vehicle was operated by a crew of four (commander/loader, gunner, driver, and co-driver).Jackson (2010), p. 40.
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Tapper 1988, p. 18. Siddeley-Deasy had inherited the design of the RAF.8 fourteen-cylinder radial engine and its designer Sam D. Heron, and by 1920 this engine, now known as the Jaguar, had been developed sufficiently to be a possible replacement for the Dragonfly.
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Retrieved: 20 November 2009. The original Wasp Jr radial engine of the Beaver is long out of production, so repair parts are getting harder to find. Some aircraft conversion stations have addressed this problem by replacing the piston engine with a turboprop engine such as the PT6.
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The Thunderbird is powered by a Jacobs radial engine with a constant speed propeller. The horizontal stabilizer and aluminum wings are the outer panels of a Vultee BT-13 trainer. The engine cowl is from a Cessna UC-78. The fuselage is welded tubing with fabric covering.
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The Wib 313 was designed for the 1930 Service Technique de l'Aéronautique (S.T.Aé, Technical Department of Aeronautics) single-seat fighter (C.1) programme. It was a low wing cantilever monoplane, as were all its many competitors but unlike the others it was powered by a radial engine.
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Some had an elevated canvas cover above the student's cockpit for blind flying training. Engine: 9-cylinder Wright Whirlwind J-5B air-cooled radial engine, built under licence in the Polish Avia works. Two-blade wooden propeller of fixed pitch. Conventional landing gear, with a rear skid.
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The Fl 184 was a two-seat autogyro with an enclosed cabin. The Fl 184 rotors had a length of 12 m and a cyclic pitch control system. The aircraft's power was supplied by a Siemens- Halske Sh 14A radial engine that drove a two-bladed wooden propeller.
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The Bre.6 was similar, but powered by a buried Canton-Unné A9 radial engine, and was developed in case production of the Bre.5's Renault engine was unable to keep up with demand. It was also produced both as an escort fighter and as a bomber.
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It did not. Bristol Jupiter VI radial engine, driving a two-bladed propeller and with exhausts leading back over the lower wing. There were three open cockpits, one behind the other. The pilot sat in front, behind the leading edge with the navigator cum bomb-aimer close behind him.
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First flown in 1936 the FN.310 was a four-seat touring monoplane powered by a single 200 hp (149 kW) Fiat A.70S radial engine. It had two pairs of side-by-side seats although an ambulance variant had room for stretcher instead of the rear seats.
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The Airdrome Nieuport 28 has a wingspan of and a wing area of . It can be equipped with engines ranging from . The standard engine used is the four stroke Rotec R2800 radial engine. Building time from the factory-supplied kit is estimated at 500 hours by the manufacturer.
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A Boeing Model 40 flying over mountains in Washington State, 1930s. ;Model 40: Original 1925 design with Liberty engine. ;Model 40A: Revised 1927 design for BATC. the aircraft was powered by a Pratt & Whitney Wasp radial engine, plus seating for two passengers in an enclosed cabin; 25 built.
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It powered many successful pioneer aircraft including those of A.V. Roe. Horizontally opposed designs were also produced. The four-cylinder water-cooled de Havilland Iris achieved but was little used, while the successful two-cylinder Nieuport design achieved in 1910. 1909 saw radial engine forms rise to significance.
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Barnes & James, p. 527) and also produced by different contractors around the United Kingdom, i.e. Brush Electrical (20), Parnall (20), Fairey (12) and Sunbeam (20).Barnes & James, p. 541 The Short Type 830 was a variant, powered by a 135 hp (101 kW) Salmson water-cooled radial engine.
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The second prototype SEV-3 was completed as a two-seat fighter derivative, the SEV-2XP. It was powered by a 735 hp (548 kW) Wright R-1820 radial engine, had fixed landing gear in aerodynamic spatsGreen and Swanborough 1979, pp. 9–10.Angelucci and Bowers 1987, p. 384.
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Green 1962, p.14. The first order for 10 NC.470s was completed by mid-1939, together with a single example of the NC.471, powered by a different model of Gnome et Rhône radial engine. Further orders brought production of the NC.470 to a total of 34.
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The Ivanov was an all-metal low-wing monoplane with a retractable conventional landing gear and powered by a Shevtsov M-62 radial engine. It was fitted with four wing-mounted ShKAS machine guns with a moveable turret-mounted Berezin UBT fitted at the rear of the cockpit area.
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In the summer of 1916, Otto Timm developed his own Robinson-powered biplane at Grinnell with oversize ailerons for aerobatic demonstration flights. Timm would later found the O.W. Timm Aircraft Company. A Robinson radial engine built by the Dodge Tool company is currently on display at Grinnell College.
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First flown in November 1984 from the Denney Aerocraft factory in Boise, the Model 1 Kitfox was a two-seat STOL taildragger aircraft capable of flying from unimproved strips. The design was originally intended to use a new radial engine then in development and the early Kitfoxes had round cowls with bumps to accommodate the cylinder heads. Although this radial engine did not materialize, and a Rotax two-stroke engine was adapted instead, the "retro" radial cowling proved popular and was retained on many models. In 1984 a total of six Model 1 Kitfoxes were delivered and then the model range was expanded to include the improved Models 2, 3, 4, and Classic 4.
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The XF12C-1 This aircraft was initially powered by a Wright R-1510-92 engine but this was unsuitable so the aircraft was re-engined with a 775 hp (578 kW) Wright R-1670 fourteen cylinder, two row, air-cooled radial engine, which was also unsatisfactory. Both of these engines were prototypes and neither went into production. Finally, the 700 hp (522 kW) Wright R-1820-80 nine cylinder, single row, air-cooled radial engine was installed and the resulting aircraft, designated XF12C-1 flew in 1933. Designed for aircraft carrier usage, the parasol wing folded back, a new feature for the Navy, for storage and the aircraft had an exposed tail hook for carrier landings.
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Basic SM-92 with 270 kW (360 hp) Vedeneyev M14P radial engine. SMG-92 Turbo Finist based at the skydiving centre at Hibaldstow, Lincolnshire, England ; SM92 Finist :Basic version, powered by 270 kW (360 hp) Vedeneyev M14P radial engine.Taylor 1999, p.482. ; SM92P Finist :Armed version for Border guard duties.
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41Lumsden, 1994, p.133 The experimental 16X was a departure from all of these; despite contemporary descriptions as a radial engine, it was in more modern terms an X-type, four stroke water-cooled petrol engine, essentially two 90° V-8 cylinder engines, one inverted, coupled to a common output shaft.
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It was built around twin spars and covered in a mixture of plywood and fabric. It was powered by a five cylinder Armstrong-Siddeley Genet radial engine. The fuselage, with rectangular section structure and rounded decking, was plywood covered. The TW-12 had two open, tandem cockpits fitted with dual control.
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The first MB.50 was built in 1947 by Maurice Brochet and was powered by a Salmson 9ADb 45 h.p. radial engine. The subsequent Pipistrelles were all built by amateur constructors. In 1965, six were active, three powered by the Salmson, two by the Beaussier 4Bm O2 of 45 h.p.
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The aircraft had twin floats and was powered by a Junkers L5 inline engine. The engine was found to be underpowered. A second prototype, the He 50aL, was built, powered by a Siemens Jupiter VI radial engine, having a wheeled undercarriage. A second He 50aL was built and redesignated He 50b.
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Armament was similar to the Bristol Fighter, with two synchronised Vickers guns and one or two Lewis guns for the observer.Bruce 1969, pp.137-138.James 1991, pp.81-82. Like the other two competitors, the Weasel was powered by the officially encouraged ABC Dragonfly 9-cylinder air- cooled radial engine.
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The next 19 interim aircraft were constructed to the PZL.37A bis standard, having been outfitted with the newer twin tail configuration. All of these aircraft were powered by the British-developed Bristol Pegasus XII B radial engine, which was produced in Poland under licence. The main production variant, the PZL.
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Continuous engine problems and downsizing of the Royal Air Force were factors in no more orders for the Bantam. Koolhoven returned to Netherlands with one aircraft where it was re-engined with a 200 hp (149 kW) Armstrong Siddeley Lynx radial engine. Several examples were operated as civil racing aircraft.
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In addition, armament was increased with two forward firing wz. 36 machine guns mounted in offset fairings to clear the radial engine. Up to 700 kg of bombs could be carried under the wings, like the PZL.23. A common option was 24 x 12.5 kg bombs (300 kg in total).
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French D-371 ;D.37 (D.370): A single prototype constructed by Lioré-et-Olivier, powered by a Gnome-Rhône 14Kds 14 cylinder 2-row radial engine. ;D.371: The first production version for the Armée de l'Air, first flown in March 1934, powered by a Gnome-Rhône 14Kfs; 29 built.
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The PL.7 was basically a welded steel tank for the pilot and chemical hopper, on the front was mounted a Armstrong Siddeley Cheetah X radial engine. It was an unequal span biplane with a tail unit supported by twin booms from the upper wings and a fixed tricycle landing gear.
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The Monocoupe 110 was developed from the Monocoupe 90 using the higher-powered 110 h.p. Warner Scarab radial engine housed in a cowling with bulges to accommodate the larger power unit.Green, 1965, p.270 The Monocoupe 110 Special variant of 1931 was built to meet the needs of racing pilots.
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The crew cabs were open on upper sides, and had doors on the right side. The engine was 5-cylinder Armstrong Siddeley Genet II radial engine, 56 kW (75 hp) nominal power. Two-blade wooden propeller of a fixed pitch. The plane had a conventional landing gear, with a rear skid.
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A second aircraft with a redesigned tail, Anzani 10-cylinder radial engine and other modifications was built at the Breda factory in Milan as the Breda-Pensuti B.2, (regn. I-BADZ). It gained the second prize at the Italian low-powered aircraft competition held in the summer of 1920 in Milan.
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After state trials in 1937, it was accepted for production, and in 1938 a short series of RWD 17 was produced (23 serial RWD 17 were in the Polish registry). In early 1938, a floatplane variant RWD 17W was designed, differing among others in a more powerful Bramo Sh 14a radial engine.
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The standard bomb load was four 100 lb (45 kg) bombs. One YA-8 was fitted with a radial engine and designated YA-10, while another was used for testing of the Curtiss V-1570 Conqueror engine as the Y1A-8A. This aircraft was redesignated A-8 upon the completion of testing.
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The aircraft is a side- by-side open cockpit biplane with conventional landing gear, powered by a Kinner K-5 radial engine. The wings used wooden spars and ribs with fabric covering. The fuel tank is mounted against the firewall. The fuselage was acquired from the liquidation of Arrow Aircraft in Lincoln, Nebraska.
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The M.21 was powered by an uncowled radial engine, either the 96 hp (72 kW) Siemens Sh 11 (M.21a) or the 125 hp (93 kW) Sh 12 (M.21b) driving a two-bladed propeller. It first flew in 1928 but was not accepted for production, so only one was built.
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There were short span Frise ailerons hinged to the upper wing surface. Over its lifetime the G-22 was powered by three different engines. It began in 1936 with an inverted in-line engine, the four cylinder, Walter Mikron. This was replaced in 1938-9 by a radial engine, the seven cylinder, Pobjoy.
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272 :Version powered by the Gnome-Rhône 9Kdrs engine, two built. ;Bre.272TOE :(Théatres des Operations Extérieures) Version optimised for harsh colonial conditions with Renault 9Fas radial engine, 1 built. ;Bre.273 :Reconnaissance-bomber variant for export, powered by a Hispano-Suiza 12Ybrs engine, 13 built and one converted from a Bre 270.
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Driggs Dart I photo from Aero Digest October 1926 Driggs Dart II photo from Aero Digest June 1927 ;Dart I : Single-seat parasol monoplane powered by a Anzani 3 air-cooled radial engine. ;Dart II : Two-seat sesquiplane powered by a Anzani 3 or Salmson AD.9 air-cooled radial piston engine.
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These aircraft all have the 265 kW (355 hp) Vedeneyev M14 nine-cylinder radial engine as well as the same underlying compressed-air system for engine starting, brakes, undercarriage and flaps. The propeller, avionics and other parts are also shared. The Yak-18T, like all Russian aircraft used for training, is aerobatic.
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The Fw 62 was of mixed construction and powered by a 705 kW (945 hp) BMW 132K radial engine. The engine was tightly cowled and drove a two-bladed propeller. The biplane wings were of equal span and featured two N-type struts on each side. They could be folded for shipboard storage.
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33 machine gun with an interrupter gear. 9-cylinder air- cooled radial engine PZL G-1620B Mors-II with 430 hp (320 kW) nominal power and 470 hp (350 kW) take-off power. Two-blade wooden propeller. A fuel tank with a capacity of 315 litres in the fuselage, dropped in emergency.
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For that reason in 1935 one BM 5 was fitted at the PZL works with a Wright Whirlwind J-5 radial engine, produced in Poland (in Polish Skoda Works, then Avia). This variant was designated the BM 5d and 20 of BM 5a and BM-5b were next converted to BM 5d.
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The biplane aircraft featured a radial engine, and conventional landing gear. The upper wing was mounted several inches above the enclosed cabin. The entire plane was fabric covered with wooden wing spars and ribs. The upscale cabin used two individual upholstered wicker seats in the front and a wicker bench seat for passengers.
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The powerplant was a Gnome et Rhône radial engine driving a fixed-pitched two-blade propeller. The AC-1 prototype first flew on 1927. Testing and evaluation did not result in any orders but the prototype was bought by the Swiss Fliegertrupppe. The prototype was the only unit constructed of this type.
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It was powered by a supercharged 9-cylinder Potez 9B air-cooled radial engine driving a two-bladed fixed pitch propeller. The engine was specially designed for the competition, which limited displacement to .NACA Technical Memorandum no.724: The 1933 contest for the Deutsch de la Meurthe trophy The primary structure and covering was wood.
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They were to be powered by a Pratt & Whitney R-4360-3 Wasp Major radial engine and capable of reaching speeds of 414 mph. They were intended to be fighter planes, armed with 4 20mm cannons and underwing hardpoint that could carry bombs or external fuel tanks. Boeing submitted the proposals to the US Navy.
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Two were later converted to O-2 standards, and one to the O-2C standard. ;O-8 : One O-2 with the Curtiss R-1454 radial engine instead of the intended Packard inverted-Vee engine. It later became an O-2A. ;O-9 : One O-2 refitted with the Packard 3A-1500 geared engine.
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There are no data for a total production number, but it is estimated that 500-600 were eventually completed. A powered version designated G-11M by the VVS (Gribovsky designation G-30) had a M-11 radial engine mounted above the fuselage. It was tested from the Summer of 1942 but did not enter production.
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Data from Massé (2004) ;CP-20: First airframe, as below. ;CP-210: Second airframe with Salmson 9 ADb radial engine ;CP-211: Second airframe, as CP-210 but with one piece, sliding canopy and cropped vertical tail. ;CP-212: Second airframe, as CP-211 but with Continental A65 engine. ;CP-215: Second airframe restored.
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The upper overhang was supported by parallel, outward leaning struts from the bases of the outer interplane struts. Many later Caudron designs were similarly braced sesquiplanes. The nacelle was a simple, flat sided structure with the Gnome Omega rotary engine in the front. A Anzani 6-cylinder radial engine may also have been fitted.
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The wing is supported by "V"-struts and jury struts. The tailplane is also supported by "V"-struts. Standard engines available are the Sauer UL 2100, the Limbach L2000EA, the Rotax 912ULS four-stroke powerplants, or the Rotec R2800 radial engine. The Sprint is approved for aero-towing gliders and banner towing in Germany.
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It had three-speed settings; in 1939, it could reach at , at , and at , its maximum speed setting. The radial engine was improved during the war, which improved performance. The ranges increased to , , and , respectively. Admiral Hipper also carried 96 EMC mines; these mines were contact mines and had a 300 kg explosive charge.
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However, the IJAAF opted not to order either version into production. The civil version was offered to commercial operators with a Nakajima-built Bristol Jupiter VI nine-cylinder air-cooled radial engine. The Mitsubishi K3M was used for both civil and military roles and some remained in operation until well after World War II.
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It was powered by a Walter Vega five-cylinder radial engine, mounted with its cylinders exposed for cooling. Behind the engine the fuselage was fabric covered. Its large, enclosed cabin had a bench seat for two passengers behind the pilot and a luggage compartment at the rear. Entry was via a starboard side door.
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It was powered by one Nakajima Ha-8, nine- cylinder, air-cooled radial engine. Maximum speed was and maximum take-off weight . It was armed with up to four 7.7 mm (.303 in) machine guns, two fixed to fire forward, synchronized with the propeller, and one or two more mounted dorsally on a flexible mount.
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The Bristol Jupiter VI FH radial engine mounted in front was fitted with a Townend ring and used a two-blade propeller. The fixed undercarriage with a rear skid was mainly conventional and typical of the period. An unusual feature was a fuselage fuel tank that could be dropped in case of a fire emergency.
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In late 1931, James A. Richardson's Canadian Airways received (Werknummer 4006) CF-ARM, the sixth-built Ju 52/1m. The aircraft, first refitted with an Armstrong Siddeley Leopard radial engine and then later with a Rolls-Royce Buzzard and nicknamed the "Flying Boxcar" in Canada,"'Bud' Johnston Library." Rolls-Royce of Canada Ltd., Montreal Quebec.
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14-cylinder air-cooled radial engine Gnome-Rhône 14M01 (prototypes) or 14M05 (serial) with 660 hp (490 kW) nominal power and 730 hp (540 kW) maximum power. Three-blade metal propeller (planned) or two-blade wooden propeller (installed on some aircraft). Fuel capacity about 380 l in wings. The aircraft was fitted with radio and cameras.
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No suitable modern engine was available but Warsaw Aeroclub provided them with an old, Anzani seven-cylinder radial engine. The first flight was on 26 June 1933, piloted by Ignacy Giedgowd. He and two other pilots carried out the initial tests, flying the WK.3 for 163 minutes. They reported good handling with short take-off and landing runs.
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The undercarriage consisted of a fixed common axle conventional landing gear, with a rear skid. Fuel was carried in a tank in the wings, 45 l capacity. The 9-cylinder Salmson AD.9 air-cooled radial engine was rated at , driving a two-blade fixed pitch wooden propeller. Cruise fuel consumption was 11-13 l/h.
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With its empty weight of and a gross weight of , the useful load is . Construction time from the factory assembly kit is estimated at 100 hours. The aircraft is intended to resemble the autogyros of the 1930s and as such it uses a radial engine-style round cowling, rounded rudder, barrel-shaped fuselage and other antique styling details.
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Bréguet Bre.VI, with buried Canton-Unné radial engine A small number of cannon-armed machines were produced from April 1916 onwards and allotted to bomber units. The British Royal Naval Air Service operated 35 of which ten came from Bréguet, and 25 were built in the United Kingdom by Grahame-White as the G.W.19.Taylor 1989, p. 202.
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Morane Saulnier MS.122 photo from L'Aérophile-Salon1926 ; Morane-Saulier M.S.50 : Three seat prototype, powered by a Salmson AC9 9-cylinder radial engine. ; M.S.50C : Two- seat primary trainer aircraft powered by a Clerget 9B rotary engine. ;M.S.51 : Powered by a Hispano-Suiza 8ab V-8 cylinder piston engine. Only three were built. ;M.
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An early-production U.S. Navy T-28B in 1954 A tailhook-equipped T-28C after trapping aboard , in 1955 Flugplatz Albstadt-Degerfeld airfield (2017) A turboprop-powered YAT-28E in 1964 ;XT-28 :Prototype; two built. ;T-28A :U.S. Air Force version with an 800 hp (597 kW) Wright R-1300-7 radial engine; 1,194 built. ;T-28B :U.
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The resulting Widgeon III could be powered either a radial engine like the Genet or an inline engine such as the Cirrus. The first Widgeon III flew in March 1927, with production starting later that year.James 1991, p.114. The design was further refined with a duralumin tube fuselage and a new undercarriage to produce the Widgeon IIIA.
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France also ordered the type, powered by a Wright R-1820 "Cyclone 9" radial engine, but France fell to the Axis powers before they could be delivered and the aircraft went instead to the British Royal Navy, who christened the new fighter the Martlet. The U.S. Navy officially adopted the aircraft type on 1 October 1941 as the Wildcat.
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During the period when Matty Laird was performing as a barnstorming pilot, he designed this as an aerobatic aircraft for his own use. He built the aircraft with assistance from his brother Charles and friend George E. “Buck” Weaver. The aircraft was constructed from wood, fabric, and wire bracing. It was powered by a six-cylinder Anzani radial engine.
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The plane was a further development of Potez 43 family, tracing its roots from Potez 36. An airframe changed little from Potez 43, main difference were stronger engines. A prototype Potez 58 first flew on 7 March 1934. In September 1934 the first serial variant Potez 580 was flown, powered with 120 hp radial engine Potez 6B.
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The R.W.1 was powered by a Anzani 6 six-cylinder radial engine. Fuel tanks, together holding , were in the wing roots. Behind the engine fire wall the simple fuselage had a tapered, rectangular section, built around four longerons and frames and ply covered. It contained two open cockpits in tandem under the wing, fitted with dual control.
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All fuel was carried in a fuel tank mounted in the fuselage, forward of the pilot's cockpit. The 9-cylinder Skoda-Wright Whirlwind J-5 air- cooled radial engine was built under licence in the Polish Škoda Works, giving a nominal power of and take-off power of when driving a two-blade fixed pitch wooden propeller.
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SCI Aviation is a Chinese aircraft engine manufacturer. A SCI Aviation B4-160 engine SCI Aviation started as an aircraft engine manufacturer when it bought the rights to the Sadler Radial engine originally intended for the Denny Kitfox homebuilt. The engine is redesigned and marketed as the R6-80. A follow-on of which is the R6-150.
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The latter was cut away at the base to allow for the movement of the single-piece elevator. The main undercarriage was of the split-axle type. The M.26 was powered by a 100 hp (45 kW) Siemens Sh 11 radial engine, mounted uncowled with the seven cylinder heads protruding for cooling. It drove a two-bladed propeller.
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From the onset, this was considered to be only an interim model of the type; accordingly, a series of 50 such fighters were constructed.Morgała 1997, p.60-61 Otherwise similar to the P.7, the P.11a mounted the 575 hp (429 kW) Bristol Mercury IV S2 radial engine, which was produced in Poland under licence.
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The bombardier's combat station was in a gondola underneath the fuselage, where he also operated an underbelly machine gun. The gondola could be retracted into the fuselage to decrease drag. The fixed undercarriage had aerodynamic teardrop covers. Radial engine, PZL-built 840 hp Bristol Pegasus (PZL Pegaz) XXB (maximum power 940 hp), in a NACA-style cowling.
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Christopher, John. The Race for Hitler's X-Planes (The Mill, Gloucestershire: History Press, 2013), p.200. In 1936 Citroen also started work on a cheap, streamlined car with all independent suspension, a platform chassis and no prop-shaft – the 2CV It featured a five-cylinder radial engine at Zündapp's insistence, rather than the flat four Porsche preferred.
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The car was powered by a horizontally-mounted sleeve valve three-cylinder air- cooled radial engine, which had the carburettor between the rear window and the passenger compartment.Christopher, caption p.203 and p.204. The engine sat over the torque converter and rear axle, which contributed to a high center of gravity and a tendency to skid.
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The cylinder diameter for these engines was 180mm. As for many radial engines, cylinder rows'Rows' in radial engine are the circular planes of cylinders counted axially, along the crankshaft. could be stacked for greater power. In most aircraft radial engines this is restricted to only one or two rows, by the need for air cooling of the rear rows.
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Lt. Col. Arthur "Art" James Williams, USAAF, AAM, OBE was a pioneering pilot who helped develop aviation in Guyana, then British Guiana. Art Williams arrived in British Guiana in August 1934 piloting an Ireland N-2C Neptune amphibian biplane, (regn. NC183M), powered by a Pratt & Whitney R-1340 Wasp, 9-cylinder radial engine, landing on the Demerara River.
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One of the first of these was Arthur Rigg's patent engine of 1886. This used a double eccentric mechanism, as used on variable stroke power presses, to control the stroke length of a three cylinder radial engine. Later, the swashplate engine with an adjustable swashplate angle would become a popular way to make variable stroke hydraulic motors.
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An Alvis Leonides Mk.173 radial engine as fitted to the Bristol Sycamore helicopter. The large cooling fan in front of the cylinders is typical of engines fitted to helicopters. The initial Alvis aero-engines were licence- built Gnome-Rhone radials. The first aero-engine designed and built by Alvis was the 14-cylinder Alvis Pelides radial in 1936.
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"Hawker Sea Fury/Fury Registry". warbirdregistry.org. Retrieved: 24 September 2011. Around a dozen heavily modified Sea Furies are raced regularly at the Reno Air Races . Most of these examples were modified to replace the original sleeve valve Centaurus radial with the Pratt & Whitney R-4360 Wasp Major or the Wright R-3350 Duplex-Cyclone radial engine.
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Green and Swanborough 1994, p. 407. The 1MF10 was of all-metal construction, with a monocoque duralumin fuselage, with duralumin wing structure covered in fabric, with the pilot accommodated in an open cockpit. The aircraft was powered by a Mitsubishi A4 two-row 14-cylinder radial engine driving a two-bladed propeller. It had a fixed tailwheel undercarriage.
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The PA-1 was a single-seat biplane with N-struts powered by a Wright R-1454 radial engine, an all-wood fuselage and wings with fabric coverings. The USAAS ordered two prototypes. The sole prototype first flew in March 1922, was found to have poor performance, so the construction of the second prototype was cancelled.
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The International Air-race was organized in Budapest, Rákosmező in June 1910. The earliest Hungarian radial engine powered airplane was built in 1913. Between 1913 and 1918, the Hungarian aircraft industry began developing. The 3 greatest: UFAG Hungarian Aircraft Factory (1914), Hungarian General Aircraft Factory (1916), Hungarian Lloyd Aircraft, Engine Factory (at Aszód (1916), and Marta in Arad (1914).
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On 28 June 1934, P.24/II established a Fédération Aéronautique Internationale- recognised world speed record for radial engine-powered fighters of 414 km/h. Following Gnome-Rhône's announcement of the existence of a more powerful 14Kfs engine, a third P.24/III prototype, otherwise known as the "Super P.24bis", was called for, powered by this new engine.
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It was bolted directly to the bottom of the lower fuselage longerons. Tapered ailerons occupied more than half the trailing edge. It was powered by a six-cylinder, Anzani 6 radial engine, mounted uncowled in the aluminium-covered nose. Behind it, the rectangular cross-section fuselage was plywood-covered and flat-sided apart from curved decking.
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This was a radial engine under development which was meant to deliver 340 hp (254 kW) while weighing only 600 lb (272 kg), and on the basis of the promised performance, was ordered into production in large numbers.Bruce 1974, p. 292. The design was also projected as a shipboard fighter, although this was considered a secondary role.
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The articulated tailskid was wooden and steel shod, with another rubber shock- absorber joined to the fuselage. In the summer of 1929 Guerchais shared first prize in the Le Challenge International de Tourisme (International Touring Contest) with the Guerchais 5, which was similar to the T-2 but had three seats and a Salmson 7AC seven-cylinder radial engine.
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A Shvetsov M-11 radial engine, working in pusher configuration, was mounted high on the rear fuselage with its five cylinders exposed for cooling. Under the engine the fuselage was cut away. The KhAI-4 had a conventional fixed undercarriage, though the need for propeller ground clearance required a long tailwheel leg, producing a low ground angle of attack.
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30-cal machines guns. The USAAC AT-6A, and the U.S. Navy SNJ-3, were based on the NA-77 and NA-78 designs. The Pratt & Whitney R-1340-49 Wasp radial engine powered the USAAC aircraft, while the R-1340-38s powered the Navy aircraft. The USAAC received 1847 AT-6As, while the Navy received 270 SNJ-3s.
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Rock Island Arsenal started work on a new medium tank, based on the design of the M2 light tank. Initially designated the T5, the redesigned model (with a 350 hp R-975 radial engine) was re-designated as the M2 medium tank in June, 1939.Historical dictionary of the U.S. Army. Brown, Jerold E. Greenwood Publishing Group, 2001.
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The KC-2 was an original design of Everett E. David, built in 1931. The aircraft was built with a welded steel tube fuselage, wooden wings, and fabric covering. It originally used a Velie M-5 5-cylinder radial engine, later replaced with a similar but more powerful Lambert, and was designed for engines up to .
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Mondey 1982, pp. 213–214. The Mark IV introduced the much more powerful 825 hp (615 kW) Bristol Perseus sleeve valve radial engine enclosed in a NACA cowling which significantly improved performance, increasing maximum speed to 156 mph (251 km/h) and rate of climb to 840 ft/min (4.3 m/s).Andrews and Morgan 1988, p. 285.
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The tandem seat aircraft was converted to a single pilot aircraft that featured a radial engine and conventional landing gear (one tailwheel for each boom). Fourteen fuel tanks totaling were interconnected inside the cantilevered mid-wing. The aircraft was of mixed construction, with an aluminum-covered welded steel tube fuselage. The wing used wooden wing spars with plywood covering.
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In December 1946 an agreement was signed between Westland Aircraft and Sikorsky to allow a British version of the S-51 to be manufactured under licence in the United Kingdom. These would be powered by the 500 hp Alvis Leonides radial engine. A modified version was also developed by Westland as the Westland Widgeon, but it was commercially unsuccessful.
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Both the flaps and undercarriage were electrically operated. The deep RAF 34 wing section eased the installation of the required eight Browning machine guns. The Venom was powered by a Bristol Aquila AE-3S sleeve valve radial engine, hinge-mounted so it could be swung sideways for easy maintenance. The Aquila drove a three-bladed propeller.
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The prototype was built at Fairchild's Farmingdale, Long Island facility. The FB-3 was an amphibious high-wing strut-braced monoplane with retractable landing gear, powered by a high pylon-mounted pusher configuration radial engine. The two-step hull provided flotation with two outboard floats for stability. The wings had metal spars and ribs with fabric covering.
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Both the Ar 197 V1 and V2 flew in the spring of 1937. In the summer of 1937 a third prototype, the V3, was built. It was powered by a more powerful BMW radial engine and was the first prototype fitted with weapons, being armed with two 7.92 mm (.312 in) machine guns and one 20 mm cannon.
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Anzani "Y" radial engine Anzani was aware of the weight cost of the counterweight in the fan configuration and by December 1909 he had a symmetric 120° three-cylinder radial engine running. One example was a 3.1 litre (186 cu in) unit producing 22 kW (30 hp) at 1,300 rpm. Although termed the Y engine after its symmetric cylinder arrangement, it ran in an inverted Y position so that the plugs, mounted on the upper in-plane side of the two lower cylinders were less than 30° below the horizontal and less prone to oiling than one serving a piston at 180° from upright. Radials are smoother running than the less symmetric fan engines as well as lower weight but with the low power available from their three cylinders they had limited applications.
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Replica 1911 Wright glider made by Jimmy Dayton for the Sport of Soaring’s 100th Anniversary of Orville Wright setting the World Soaring Record of 9 minutes, 45 seconds at Kitty Hawk, NC on Oct. 24, 1911. This record stood for 10 years until broken by the Germans in 1921. The U. S. record for soaring was not officially broken until 1929. N738 1946 Ercoupe 415-C, s/n 1788. Eng: 75 HP Cont. C85. Donated by John Chirtea, Milton, DE ENGINES ON DISPLAY: 1710 hp 14 cylinder, Wright R-2600 Radial engine as used on the B-25 bomber and B-314 Boeing Clipper. 160 hp Kinner R-5, 5 cylinder Radial engine 37 hp Continental A-40 4 cylinder flat head engine (Single spark plug & ignition) 2550 rpm, wt.
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Data from the captured aircraft were submitted to the BuAer and Grumman for study in 1942. The U.S. carrier-borne fighter plane that succeeded the Grumman F4F Wildcat,Degan, Flattop, p. 103. the F6F, was tested in its first experimental mode as the XF6F-1 prototype with an under-powered Wright R-2600 Twin Cyclone 14-cylinder, two-row radial engine on 26 June 1942.Francillon p. 198O'Leary, pp. 67–74. Shortly before the XF6F-1's first flight, and based on combat accounts of encounters between the F4F Wildcat and A6M Zero, on 26 April 1942, BuAer directed Grumman to install the more powerful 18-cylinder Pratt & Whitney R-2800 Double Wasp radial engine—already powering Chance Vought's Corsair design since its beginnings in 1940—in the second XF6F-1 prototype.
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The I-180 represented a further development of the basic I-16 design in order to take advantage of the new radial engines coming into service. It was designed to meet a requirement of the Soviet Air Force of January 1938 for a new interceptor aircraft with a radial engine. It was preceded by a series of projected I-16 variants with a more powerful Tumansky M-88 two-row radial engine: I-161, I-162, I-163, I-164, I-165, I-166 and I-167. The I-180 was a single-engine, low-wing monoplane aircraft of mixed construction with a duraluminum frame covered in plywood and fabric. The pilot sat near the tailfin in an open cockpit with a windshield similar to the I-16.
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Riding (2003) The first Swift was powered by a 40 hp (30 kW) ABC Scorpion piston engine. After successful tests, seven more aircraft were built in 1930, powered by a 50 hp Salmson A.D.9 radial engine. Trials with Pobjoy P radial engine for use in air racing resulted in all the subsequent aircraft being powered by the Pobjoy R. The last three factory-built aircraft (sometimes called the Gipsy Swift) were fitted with de Havilland Gipsy engines – two with 120 hp (89 kW) Gipsy Major III, and one with a 130 hp (97 kW) Gipsy Major. One of the Gipsy Swifts, owned by the then-Prince of Wales and future King Edward VIII, won second place in the 1932 King's Cup Race while being flown by his personal pilot.
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Aerofiles The USN machines served until the early years of World War II. The Imperial Japanese Navy evaluated a single example as the LXK. When they were delivered the USN examples were fitted with a 340 h.p. Kinner R-1044-2 engine, but one example used for VIP transport was later fitted with a 400 h.p. Pratt & Whitney R-985-38 radial engine.
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The engine's origins lay in the wartime production of Bristol aero engines at the new Banner Lane shadow factory, operated by Standard in Coventry. From 1939 this factory produced Bristol Hercules engines, an air-cooled radial engine, with Bristol's typical sleeve valves. With peace in 1945, this huge factory then stood empty. During the war, Ford had built tractors for Ferguson in Detroit.
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The wings were built around two spruce spars. The Potez 42's fuselage, like the wings built of wood, was constructed around a frame based on four longerons and was flat-sided apart from light, rounded upper decking. It was covered in plywood. The Salmson 9Ac nine-cylinder radial engine appears uncowled in photographs though early diagrams include a narrow chord Townend ring.
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A long tail strut positioned a sprung tailskid just below the lower tip of the rudder. The aircraft was powered by a 100 hp (75 kW) Anzani 10 radial engine. The prominent pair of semicircular exhaust tubes characteristic of this engine fed a single exhaust pipe which curved away under the aircraft via a silencer, ending near the trailing edge.
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It was powered by a single 1,090 cc Blackburne Thrush three cylinder radial engine, which produced 35 hp (26 kW).James 1991, p.110. The Air Ministry Light Aircraft competition began at Lympne Aerodrome, Kent on 27 September. The Widgeon, which due to the use of the Thrush engine was badly underpowered (as was the Woodpigeon), crashed during the first day of trials.
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The C-8 was an uncompleted design for a single-engine airliner, a wire-braced low-wing monoplane with conventional landing gear and a radial engine. Entry was from a small left rear door in the fuselage. Passenger visibility came from three semi-circular windows along each side. The main landing gear was faired similar to the Gee-Bee racers.
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The steel structure also mounted an Lorraine 5Pc five-cylinder radial engine in uncowled pusher configuration. The NiD 940 had tricycle landing gear, with its mainwheels on V-struts hinged from the lower fuselage and with vertical shock absorber legs to the wings. Wingtips were protected by skids mounted on the bottom of the fins. The nosewheel was large and well forward.
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The cabin width is . The acceptable power range is and the standard engines used are the Vedeneyev M14P radial engine, the Continental IO-550 and the Lycoming O-540 horizontally opposed powerplants. The aircraft includes provisions for floats and skis. The T-411 Wolverine has a typical empty weight of and a gross weight of , giving a useful load of .
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Developed from the earlier Wib.3 the Wibault 7 was a C.I category single-seat high-wing braced parasol monoplane fighter powered by a Gnome-Rhone 9Ad radial engine. The main difference from earlier aircraft was the use of an all-metal construction system which was patented by Wibault. The first prototype flew in 1924, and was followed by two more prototypes.
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The PT-15 was a development of the "off-the-shelf" PT-1W for use by the U.S. Army Air Corps, ordered for stop-gap duty in the training of airmen in the build-up to World War II. The wings were fabric covered, but the fuselage was aluminum covered. A single Wright R-760 radial engine of provided power.Waters 1985, p.50.
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Development of the Ki-8, (a.k.a. Nakajima DF), began in 1933, based on an all-metal two-seat aircraft, featuring low inverted gull wings, with fixed and spatted landing gear, powered by a single Nakajima Kotobuki Ha-1-3 radial engine. Proposed armament consisted of twin 7.7 mm (.303 in) machine guns firing from between the engine cylinders and a third 7.7 mm (.
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The two-strut undercarriage of the I.A.R. 14 was retained as well, and the tailskid appeared again. A new British radial engine, the Bristol Mercury IV S2, of maximum 560 h.p. (418 kW) output at 4,500 m, was experimented with. The powerplant was covered with a narrow Townend ring and individual exhaust pipes were fitted to each of the nine cylinders.
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It was fitted with a Pratt & Whitney R-1535 twin-row 14-cylinder radial engine of , which although originally rated at , was tuned to put out over . Due to two different roles being envisioned for the racing aircraft, a set of short-span wings for air racing and speed records and a set of "long" wings for cross-country racing were prepared.
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The Jaktfalken was constructed and manufactured by Svenska Aero as a private venture. The company contacted the Swedish Aerial board, requesting guidelines and wishes for a fighter aircraft. When no reply was received, Svenska Aero began to look at foreign designs to get some guidance. The Jaktfalken was a conventional biplane equipped with an Armstrong Siddeley Jaguar 14-cylinder radial engine.
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In older sources, numbers of 30 R-XIIIA and 20 R-XIIIB could be found. In 1932, next 170 aircraft were ordered. 48 were built in R-XIIIC variant with minor modifications, then 95 were built in a most numerous R-XIIID variant. It introduced visible changes, like a Townend ring on a radial engine, and a new engine cowling.
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The O-19 was based on the earlier Thomas-Morse O-6 biplane. It was a conventional two-seat biplane of metal construction with fabric-covered wings and tail surfaces. The design was evaluated with a number of different engine installations and the type was ordered into production as the O-19B with a Pratt & Whitney R-1340-7 Wasp radial engine.
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Malaxa had an air-cooled 3-cylinder 2-strokes rear radial engine, rear wheel drive (RR layout), and was capable of developing 30-35 bhp. The top speed was 105-120 km/h and the gas mileage was 10 l/100 km. The gearbox had four speeds with auto-blocking special differential and hydraulic gear stick. The chassis was tubular.
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Twin-wheeled bogies were mounted externally, and rubber-bushed and rubber-shoed track proved durable on roads. The initial M2 model was powered by an air-cooled Wright R-975 radial engine. For the M2A1, this engine was supercharged to provide an extra for a total of , and designated as the R-975 C1 radial engine.The illustrated directory of tanks of the world.
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This was a 14-cylinder 300 hp radial engine, which first ran in September 1916. On the breakup of the Royal Aircraft Factory in 1917 he joined Siddeley-Deasy. He disagreed with J.D Siddeley over the redesign of the Siddeley-Deasy Puma cylinder head and other design policies. As a result, he resigned and left for the United States in 1921.
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9 cylinder radial engine Skoda Wright Whirlwind J-5 (240 hp take-off power, 220 hp nominal power) in the fuselage front, fitted with a Townend ring. Two-blade metal propeller of a fixed pitch. Conventional landing gear, with a rear skid; struts with shock absorbers joined the main gear with wings. Fuel tanks 250 l in central wing section.
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Powerplant was a single Nakajima Kotobuki, a licence-built Bristol Jupiter radial engine, driving a two-blade propeller.Green and Swanborough 1994, p. 407. The first of two prototypes was completed in January 1931, with both prototypes being delivered to the Navy for formal testing later in the year. The second prototype broke up during diving tests at Yokosuka on 16 September 1934.
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Francillon 1990, p.48. The XR-1 was powered by a Pratt & Whitney R-985 radial engine, mounted in a buried installation within the fuselage. The aircraft had two, three-bladed rotors, mounted in a side-by-side arrangement on wing-like pylons. The pylons were aerodynamically designed to produce some lift when in forwards flight, slightly unloading the rotors.
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The tailplane was mounted on top of the fuselage. The rudder was horn balanced, fitted with a trim tab and cut away at the bottom to allow movement of the single piece elevator, also horn balanced. It was powered by a compactly cowled 9-cylinder, 300 hp (220 kW) Ivchenko AI-14RF radial engine. Behind it, the fuselage was flat sided.
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Power was by the same Nakajima Hikari radial engine used by early B5Ns. A crew of three were accommodated under a long canopy, with a single 7.7 mm machine gun operated by a gunner and a second fixed forward- firing gun aimed by the pilot.Mikesh and Abe 1990, p.236. The first of two prototypes was completed in October 1936.
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Constructed in less than five weeks at a cost of under $5,000 USD, the Gee Bee (for "Granville Brothers") Model Z, named City of Springfield, was a small, tubby airplane. It was essentially the smallest possible airframe constructed around the most powerful available engine,Donald 1997, pp. 466–467. a supercharged Pratt & Whitney R-985 "Wasp Junior" radial engine, producing .
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The sole new build Prospector Mark 2 fitted with a Cheetah radial engine. Exhibited at the 1960 Farnborough Airshow The prototype (registered G-AOFU) first flew on 21 December 1955. After a demonstration tour of Australia four aircraft were ordered as crop-sprayers and an initial batch of 20 was built. Two aircraft were bought by the British Army in 1958.
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Fw 190 V1 in its original form with the streamlined engine cowling and ducted spinner. The pointed tip of the internal spinner can also be seen. Pilot is probably Hans Sander. ;Fw 190 V1:(civil registration D-OPZE), powered by a 1,550 PS (1,529 hp, 1,140 kW) BMW 139 14-cylinder two- row radial engine. D-OPZE first flew on 1 June 1939.
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The plane had 5-cylinder air-cooled radial engine Walter Vega in front, developing 85 hp nominal power and 90 hp take-off power. Two-blade wooden propeller Heine of a fixed pitch. Conventional fixed landing gear, with a rear skid. Fuel tank 125 l in upper central wing section (additional 60 l tank could be mounted in the fuselage front).
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This was designed as mixed-power aircraft, with a Pratt & Whitney Double Wasp radial engine in the nose and a Westinghouse 19XB turbojet in the tail. Originally, the Westinghouse engine was to be the new X24C which was to emerge as the J34 series. When it became apparent the X24C delivery schedules would not meet the airframe schedule, the 19XB-2B was substituted.
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The standard engine used is the Russian Vedeneyev M14P nine cylinder, air-cooled, four stroke radial engine. The Culp Special has a typical empty weight of and a gross weight of , giving a useful load of . With full fuel of the payload for pilot, passengers, and baggage is . The manufacturer estimates the construction time from the supplied kit as 2500 hours.
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Their trailing edges were entirely filled with two-part, high aspect ratio ailerons. Its flat-sided cross-section fuselage was built around four spruce longerons, transversely braced with steel tubes. They supported a light, fabric covered body formed with plywood frames and stringers. The Salmson 7AC, a seven-cylinder radial engine, was in a pointed nose with its cylinders exposed for cooling.
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Conventional fixed landing gear with a tail wheel. In an agricultural variant there was 800-litre container in a fuselage (for 500 kg of chemicals), behind front seats, with exchangeable sets of equipment for spraying or cropdusting. Single radial engine 9-cylinder AI-14R (cruise power 161 kW/220 hp, take-off power 191 kW/260 hp). Two-blade propeller.
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The latter extended below the fuselage, with additional fixed surface in front of it. These surfaces were fabric covered. The two Gurnard prototypes had different engines. The Gurnard II, the first to be completed, had a 525 hp (392 kW) Rolls-Royce Kestrel IIS supercharged water-cooled inline and the Gurnard I a 525 hp Bristol Jupiter X supercharged radial engine.
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The Duckling was a single-bay biplane flying boat powered by a single Lawrence radial engine in tractor arrangement, and it featured a twin fin with its high-horizontal stabilizer. Although the aircraft was built in 1918, the limited information makes it unclear whether the aircraft flew or not.Johnson, E.R. (2009). American flying boats and amphibious aircraft : an illustrated history.
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Built to replace the Consolidated NY-2 and NY-3, the N3N was successfully tested as both a conventional airplane and a seaplane. The seaplane used a single float under the fuselage and floats under the outer tips of the lower wing. The conventional airplane used a fixed landing gear. The prototype XN3N-1 was powered by a Wright J-5 radial engine.
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Data from Lage ;E-30 H :1st prototype, powered by an upright V-8 180 hp (134 kW) Hispano-Suiza 8Ab engine. ;E30 :2nd prototype and production aircraft, powered by a 9-cylinder Hispano-Wright 9Qa radial engine. ;E-303 :Proposed combat version, heavily modified, armed and with a 1,000 hp (745 kW) Hispano-Suiza 14AA twin row radial. Not built.
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The A-3 was originally powered by a M-11 five-cylinder air-cooled radial engine. On later models this was replaced by a AI-14R radial mounted on a shock-absorbing tubular frame. A removable cowling covers the oil tank and pipes for the lubrication system. The twin fuel tanks are concealed within the hull on either side of the cabin.
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He supplied one of his engines to Enrico Forlanini and developed it further into a three-cylinder, air-cooled, radial engine ideal for the new aeroplanes. One of the early engines, the 25 hp Anzani W-3 or Fan type, was supplied to Louis Blériot who used it on his successful first aircraft crossing of the English Channel in 1909.
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The R.33's fuselage was a slender steel tube structure, flat sided though with a rounded upper decking. Its pointed nose partially exposed the five cylinders of the Renard 120 radial engine. Engine and cockpit areas were covered with metal and the rest with fabric. A long forward fuselage provided a space between engine and cockpits for fuel tanks and baggage.
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Rocheville sought for a safe, fool-proof airplane with exceptional range, endurance, and payload. He intended to make a non-stop flight from Tokyo to Seattle with navigator Theo Lundgren, a distance of about . The aircraft, registered NX55W, first flew on 17 April 1930. By June 1930 it had been fitted with a Pratt & Whitney R-985 Wasp Junior nine-cylinder radial engine.
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In September 1940 it was part of the DVL (Deutsche Versuchsanstalt für Luftfahrt) at Brauschweig-Völkenrode with the Stammkennzeichen code KB+II. Its end is not known. As the BMW 801 radial engine became available, a Bf 109F, Werknummer 5608, callsign D-ITXP was converted with a BMW 801 A-0. This aircraft became a prototype for the Bf 109X.
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After tests and modifications, it received its certificate of airworthiness on 3 October 1927. Sometime in that year it was fitted with a Salmson 7AC seven- cylinder radial engine. It was later sold to the state. After aileron flutter was induced in a full power dive, L'Ailes wrote an article characterising it as a reliable carthorse rather than a highly strung racehorse.
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Dive brakes were fitted underneath just outboard of the fuselage. The B7A's outer wing panels were designed to fold upwards hydraulically for carrier stowage, reducing its overall span from to approximately . Selection of a powerplant was dictated by the Japanese Navy which requested that Aichi design the aircraft around the 1,360 kW (1,825 hp) Nakajima NK9C Homare 12 18-cylinder two-row air-cooled radial engine. This was expected to become the Navy's standard aircraft engine in the 1,340 kW (1,800 hp) to 1,641 kW (2,200 hp) range. One production model B7A2 was later fitted with a 1,491 kW (2,000 hp) Nakajima Homare 23 radial engine and plans were also made to fit the 1,641 kW (2,200 hp) Mitsubishi MK9 radial to an advanced version of the Ryusei (designated B7A3 Ryusei Kai) but the latter effort never came to fruition.
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P-3 Hawk P-5 Superhawk The P-3 Hawk was similar to the P-1 Hawk but with a radial R-1340-3 Wasp radial engine. The first of the type, designated XP-3A, was the last P-1A (serial 26-300). Originally intended to be powered by a 390 hp (291 kW) Curtiss R-1454, the engine was deemed unsatisfactory and the 410 hp (306 kW) Pratt & Whitney R-1340 engine substituted. A second XP-3A (serial 28-189) included a cowling and spinner to reduce the drag due to the radial engine; entered in the National Air Races of 1929, its speed of 186.84 mph (300.69 km/h) gave it second place in the Thompson Trophy race. The remaining four aircraft were production P-3As, but primarily used to service test the Pratt & Whitney Wasp engine.
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In 1930, Mitsubishi developed two designs to meet a Japanese Army requirement for a short-range reconnaissance aircraft to supplement the larger, long-range Kawasaki Type 88, the 2MR7, a biplane based on its earlier 2MR reconnaissance aircraft and B2M torpedo bomber developed for the Imperial Japanese Navy, and the 2MR8, a high-wing parasol monoplane. The first of four prototypes flew on 28 March 1931, powered by a 239 kW (320 hp) Mitsubishi A2 radial engine. Successive prototypes were modified with more powerful engines, reduced wing area and a shorter fuselage until the fourth prototype was accepted by the Japanese Army, and ordered into service as the Type 92 Reconnaissance Aircraft. The production Type 92 had fixed wide-track divided landing gear, and was powered by a 354 kW (450 hp) Mitsubishi Type 92 radial engine.
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Principal photography on Flight from Ashiya began on August 27, 1962 with a 12-week shooting schedule. Most of the sequences took place in Japan with air base exteriors filmed at the Tachikawa Air Base, home to the USAF 39th Air Rescue Squadron. Two of the squadron's twin–radial engine Grumman HU-16 Albatross amphibious flying boats were supplied to the production.Beck 2016, p. 91.
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The prototype flew first on September 1, 1948. The design was quite successful and fit to aerobatics, but it did not enter production because of decision not to produce Walter Minor engines in Poland. The prototype served in aero clubs from 1950 until end of 1955, with markings SP-BAD. The second prototype Zuch-2 was fitted with a radial engine Bramo Sh 14.
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The Weatherley 620 is an all-metal single-seat low-wing cantilever monoplane with a conventional landing gear with a tailwheel. Examples have been fitted with a Pratt & Whitney R-985 radial engine, and PT6A or TPE331 turboprop engine, driving a three-bladed tractor propeller. In the forward fuselage, the aircraft has a 355 US gallon (1344 litre) hopper that feeds an agricultural dispersal system.
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All six wheels were 38x7 inch pneumatic tires with bullet resistant tubes and were fitted with metal disc supports to help reduce the chance of bullets or shrapnel piercing the tires, potentially disabling the tank.Hunnicutt (1992), p. 88. The vehicle was powered by a 7-cylinder radial engine Continental R-670, producing 250 horsepower. The four rear wheels were powered and were equipped with brakes.
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The production in Poland ceased in 1932. Altogether, 300 aircraft were built in a number of versions for long- and short-range reconnaissance and daylight tactical bombing. As the original Lorraine-Dietrich 12Eb engine was unavailable in Poland, it was replaced in 47 aircraft with a more powerful PZL Bristol Jupiter VIIF radial engine, starting from 1936. In Romania, Potez 25 was produced by IAR.
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The wings used a unique double layered corrogated aluminum skin with a smooth exterior that required custom presses to handle the various thicknesses of material along the span. The center section was straight with dihedreal in the outer bays. The spar was also aluminum with a U shaped profile. The aircraft was powered by an Anzani 3 cylinder radial engine, Superior radial or LeBlond 60-5-D.
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The H.P.43's third Bristol Pegasus IM3 radial engine was mounted centrally on the upper wing with bracing to the upper fuselage longerons. The H.P.43 fuselage was slab-sided, tapering slightly to the tail. The nose extreme housed an open gunner's position with a bomb aimer's window below, immediately in front of an enclosed, side-by-side cockpit for the pilot and navigator.
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Sturtivant, p. 301 Production orders for 150 aircraft were placed to be built at Heaton Chapel; the first ten aircraft were intended to use Bristol Centaurus radial engine, Centaurus 59 engines on the next 22, and Centaurus 60s of the remainder.Buttler, p. 59 In addition, the flaps were to be enlarged and lateral control was to be provided by spoilers with small "feeler" ailerons.
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The ANBO VIII was a low-wing monoplane with a tailwheel landing gear, an enclosed two-seat tandem cockpit and powered by a Bristol Pegasus XVIII radial engine. The prototype and only ANBO VIII was first flown on 5 September 1939 and was still under testing when the country was annexed by the Soviet Union. The prototype was removed by the Soviet authorities for testing.
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One year after his first aerial victory, Bühligen was awarded the Knight's Cross of the Iron Cross () on 4 September 1941. At the time he was credited with 21 aerial victories and 15 tethered balloons shot down. On 1 January 1942, Bühligen was promoted to Leutnant (second lieutenant). In March 1942, II. Gruppe began converting to the Focke-Wulf Fw 190 radial engine fighter aircraft.
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In 1916, the Air Department of the British Admiralty issued a requirement for a single- seater fighter floatplane. The specification demanded a speed of at , an endurance of four hours and an armament of a single machine gun and two 65 lb (30 kg) bombs. The use of a Smith Static radial engine as powerplant was requested.Collyer Air Enthusiast Forty-three, pp. 50–51.
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Collyer Air Enthusiast Forty-three, p. 51. The Smith Static was an experimental ten-cylinder single-row radial engine developed by the American John W. Smith, which had attracted the attention of the Admiralty because of its light weight and promised low fuel and oil consumption,Bruce 1957, pp. 8, 333. but proved to be a failure, with only a few engines ever completed.
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Only the lower wing was mounted with dihedral; it also carried the M.N.5's full span, narrow chord ailerons. With wings folded, the M.N.5 was wide. The M.N.5 was powered by a Armstrong Siddeley Genet five-cylinder radial engine enclosed by a Townend ring. The mostly wooden fuselage had four longerons connected by frames, though the forward part was reinforced with steel tubes.
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Laird 1915 Biplane, also known as Boneshaker. This plane was used by Laird and alt= During this period, Laird and some colleagues also built a larger biplane. Laird’s 1915 Biplane became known as “Boneshaker” due to the strong vibrations created by its 45-horsepower, six-cylinder Anzani radial engine. With this plane Laird was able to perform several challenging aerobatic maneuvers, including the loop-the-loop.
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Crew of two, sitting in tandem, with dual controls. The crew cabs were open on the sides in upper part, they had individual doors on the right side. Salmson 9Ad, 46 hp (40 hp nominal power), 9-cylinder air-cooled radial engine in front, driving a two- bladed metal propeller (wooden in the prototype). Conventional fixed landing gear, sprung by rubber rope, with a rear skid.
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The Schwalbe had ailerons on both wings, externally connected with vertical rods. The upper ailerons had large balances to serve both surfaces. The Schwalbe's rectangular section fuselage had a steel tube structure and was fabric covered. The first examples, designated KL.IA, were powered by a Siemens-Halske Sh 11 seven cylinder radial engine, partially enclosed by a dural cowling which left the cylinders projecting for cooling.
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The FBA Company was requested to design a successor to the Model 17 in the liaison and training role. The company used the experience gained in the Model 270 and 271 and produced the Model 290. The Model 290 was a biplane amphibian with a single radial engine driving a pusher propeller. It had room for four persons in the forward part of the hull.
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The company announced plans for a multitude of replicas that shared the basic layout. The geared Volkswagen engine width required aircraft with larger cowlings to accommodate the size of the engine and radial engine designs were selected for this reason. Molded foam blocks were offered for the following aircraft, however, not all remained in later production. The Corsair and Stuka designs required more complex bent- wing spars.
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When production of the Kestrel engine ceased, a new variant of the Master was designed that used an air- cooled Bristol Mercury XX radial engine, capable of producing 870 hp (650 kW), instead."The Mercurial Master." Flight, 26 June 1941. p. 434. Thus configured, on 30 October 1939, the first M.19 Master II prototype made its first flight; 1,748 aircraft were eventually built.
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The pilot sat ahead of the passengers under the wing leading edge. Two differently engined versions were built: the DB-80 had a Hispano-Suiza 6P six-cylinder, upright water-cooled inline and the DB-81 a Lorraine 5Pc five-cylinder radial engine. The latter was mounted on a hinged frame for easy servicing. The Hispano engined had a Lamblin radiator on the fuselage underside.
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The Airdrome Sopwith Camel features a strut-braced biplane layout, a single-seat open cockpit, fixed conventional landing gear and a single engine in tractor configuration. The aircraft fuselage is made from welded 4130 steel tubing, covered in doped aircraft fabric. The Airdrome Sopwith Camel has a wingspan of and a wing area of . The standard engine used is the four stroke Rotec R3600 radial engine.
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Crew of two was sitting in tandem in the fuselage. The cockpits were open in upper part on the sides, with individual doors on the right side. 5-cylinder air-cooled 88 hp radial engine Armstrong Siddeley Genet (80 hp nominal power, 88 hp take-off power) was mounted in front and drove two-blade wooden propeller. Conventional fixed landing gear, with a rear skid.
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The design team, headed by Maurice Roussel, was assembled at Bloch's Courbevoie facility in Paris. They designed an all-metal stressed skin monoplane, powered by a single 930 hp Gnome-Rhône 14Kfs radial engine and armed with a pair of wing-mounted Hispano-Suiza-built HS.404 cannon. During September 1935, construction of the type's first prototype, designated as the Bloch 150-01, commenced.Cristesco 1967, p. 3.
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Reeves who had been at Crossley Motors. This radical design had an air cooled, five cylinder, sleeve valve, radial engine of 1247 cc mounted at the front of a tubular steel lattice frame. The drive to the rear wheels was via an inclined shaft to a central 3 speed gearbox and then another shaft to the rear axle. Suspension was by transverse cantilever springs.
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The specified König SC 430 radial engine is mounted in pusher configuration behind the wing and above the tail boom, although other similar engines can be used. The aircraft features tricycle landing gear and a cockpit bubble canopy. In 1998 the basic kit was US$4400 and included just the fuselage halves and tail. A finished fuselage was US$8400 and plans were advertised at US$200.
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It was powered by an uncowled Salmson 9Ad nine- cylinder radial engine with its fuel tanks in the wing centre-section. Behind it, beyond a firewall, the wooden fuselage had a rectangular section defined by four longerons, though the upper decking was curved. It was covered in plywood. The M.112 had a pair of tandem seats over the wing, with the pilot at the rear.
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The definitive member of the Sportster family was the Model E, which was fitted with a Warner Scarab radial engine in place of the inline engines used on the previous models. Four of these aircraft were built, and it was in one of them that Zantford Granville was killed in February 1934, attempting to land after an engine failure while avoiding people working on the runway below.
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It had a 9-cylinder air-cooled Polish Skoda Works licence-built Wright Whirlwind J-5A radial engine delivering 240 hp (179 kW) at take-off and 220 hp (164 kW) nominal, driving a two-blade wooden propeller, 2.7 m diameter (in SP-AFA – metal one). 190-litre fuel tank in a fuselage (600 l in SP-AFA). Cruise fuel consumption was 45–50 l/h.
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The earliest Hungarian airplane with Hungarian built radial engine was flown in 1913. Between 1912 and 1918, the Hungarian aircraft industry began developing. The three greatest: UFAG Hungarian Aircraft Factory (1914), Hungarian General Aircraft Factory (1916), Hungarian Lloyd Aircraft, Engine Factory at Aszód (1916), and Marta in Arad (1914). During the First World War, fighter planes, bombers and reconnaissance planes were produced in these factories.
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It was based on the Curtiss XBTC single-seat dive/torpedo bomber, but used the less powerful Wright R-3350 radial engine, and could carry a second crew member in the rear fuselage. It was fitted with radar, which was carried in a pod under the starboard wing. Nine of ten projected aircraft were built. They were Curtiss' last type for the U.S. Navy.
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These struts were quite short, reaching the wings at about 25% span. A cabane provided central wing support. The M-1's nine cylinder Wright J-5 Whirlwind radial engine was nose-mounted, flown with or without a ring type engine cowling. The fuselage of the M-1 had a welded chrome-molybdenum steel tube structure, like many designs of the time, and was fabric-covered.
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Similar in configuration to the company's earlier Comte AC-4, the Comte AC-8 was designed as a light transport for five passengers. It incorporated a braced high-wing monoplane wing, with a conventional tail unit and fixed tailwheel landing gear. The enclosed cabin had accommodation for a pilot and five passengers. The aircraft was powered by either a Wright J-6 or Lorraine radial engine.
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The first Aeronautical Industries Incorporated Scarab radial engine was produced in November 1927. In October 1927 the company changed its name to the Warner Aircraft Corporation. The Scarab Junior was introduced in 1930, during 1933 a larger engine the Super Scarab was designed and built. The company did not produce any more engine models and was taken over by the Clinton Machine Company in 1950.
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There he worked on engine overhauling as part of a team. He had trained in radial engine-cum- drum operations. After the completion of engineering, he had applied for the Air Force and Directorate of Technical Development and Production –DTP and PC (Air) of the Ministry of Defence. But he was not selected in Air Force because he failed to pass the physical fitness standards.
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The same aircraft was flown by Maryse Hilsz to set a new women's worlds altitude record of on 23 June 1936 which still stood in 1948. During May 1935 Détré demonstrated the Potez 501 with a Hispano-Suiza 14AA (Type 79) fourteen cylinder radial engine. The pre-war French civil aircraft register records three Potez 50s, one a 501 and the other two 502s.
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The Times, Monday, Jul 05, 1937; pg. 22; Issue 47728 In 1881 the business was moved to Belvedere Road, Lambeth. Generating set of MS Batory 1936 ;Products 1 The radial engine led not only to fans dynamos etc. but eventually to the manufacture of steam turbines, internal combustion engines and heavy oil and Diesel engines specially the Brotherhood-Ricardo high-speed heavy oil engine.
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One of the designers in the engine department was Samuel Heron, who later went on to invent the sodium-filled poppet valve, instrumental in achieving greater power levels from piston engines. While at the RAF, Heron designed a radial engine that he was not able to build during his time there, however upon leaving the RAF he then went to Siddeley-Deasy where the design, the RAF.
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The Vickers VenomAndrews and Morgan 1988, pp. 246–50, 254. was designed to meet Air Ministry specification F.5/34 which called for a single-seat eight-gun aircraft with the high maximum speed and rate of climb needed to catch bombers flying at . The aircraft would have to use a radial engine as it was intended to be used overseas in hot climates.
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The C.128 was again very similar but powered by a Salmson 9AC, a nine-cylinder, air cooled radial engine. This had a smaller diameter than the rotaries and was mounted in a tapered nose with its cylinders exposed. There was a 14% increase in empty weight from the C.127 and a slight increase in span and area. At least five were built or converted.
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Following development of the four-seat Model A the company designed a six-seat aircraft, the Model CW-6. The aircraft first flew in November 1928, powered by a 220 hp (164 kW) Wright Whirlwind J-5 radial engine. The aircraft was displayed at the 1929 Auto Show in Wichita, Kansas. A scaled-down four-seat version, the Cessna DC-6, was also developed.
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Design and construction of the Aéro 30 began in the autumn of 1967. It first flew on 23 September 1968 and received its amateur category SGAC certification in that October. It is a small, single seat biplane powered by a 45 hp (34 kW) Salmson radial engine, with an entirely wooden structure. The fabric covered wings are staggered, of parallel chord and without sweepback, dihedral or flaps.
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From 1931 until 1939, DKW racing motorcycles powered by split-single engines dominated the Lightweight and Junior racing classes. At the 1931 and 1932 Indianapolis 500, Leon Duray's competed with cars powered by the 16-cylinder Duray U16 engine using a split-cylinder design. In 1935, the Monaco-Trossi Grand Prix car was built with a 16-cylinder radial engine using a split-cylinder design.
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Catapult equipment was fitted, giving rise to the D4Y1 Kai (or improved) model. Yokosuka D4Y1 before takeoff Early versions of the D4Y were difficult to keep operational because the Atsuta engines were unreliable in front-line service. From the beginning, some had argued that the D4Y should be powered by an air-cooled radial engine which Japanese engineers and maintenance crew had experience with, and trusted. The aircraft was re- engined with the reliable Mitsubishi MK8P Kinsei 62, a 14-cylinder two-row radial engine as the Yokosuka D4Y3 Model 33. Although the new engine improved ceiling and rate of climb (over 10,000 m/32,800 ft, and climb to 3,000 m/9,800 ft in 4.5 minutes, instead of 9,400 m/30,800 ft and 5 minutes), the higher fuel consumption resulted in reduced range and cruising speed and the engine obstructed the forward and downward view of the pilot, hampering carrier operations.
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The original engine wasn't abandoned but saved for later use, which eventually happened when he had a flirt with helicopters: The helicopter experiments are known and photographically documented, but late in the century a down-scaled model of his helicopter was found deep in storage and it had a relatively small three- cylinder radial engine fitted which is considered being reuse of his original engine, hence the first functioning radial engine still exists and is displayed at the technology museum of Elsinore (Helsingör) where it is started up on a daily basis! The know-how from the three-cylinder was used as the basis for a yet more powerful five-cylinder model in 1907. This was installed in his triplane and made a number of short free-flight hops as mentioned below. In 1905, he constructed a monoplane, and in the following year a "semi- biplane".
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The aircraft was a further development of the RWD 6 - the winner of the IIIrd Challenge de Tourisme International Challenge 1932 international tourist aircraft contest. The RWD-9 was designed specially for the purpose of competing in the IVth Challenge de Tourisme International to be held in Warsaw during August–September 1934 . It was constructed by Stanisław Rogalski and Jerzy Drzewiecki of the RWD team in the DWL workshops in Warsaw. To meet new contest regulations, the new plane was designed as four-seater, with increased mass and engine power and yet better STOL capabilities. The first prototype was completed in October 1933, with a 265 hp Menasco inline engine, and first flew on December 4, 1933. In January 1934 it was fitted with Czech Walter Bora radial engine (220 hp), and in spring 1934 with newly constructed Polish radial engine GR-760 (290 hp), created by Stanisław Nowkuński.
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It had a clean cantilever spatted undercarriage. The wings could be folded at wing root hinges, back along the fuselage sides. The aircraft could be powered either by a closely cowled 112 kW (150 hp) Siemens-Halske Sh 14a seven-cylinder radial engine (M.29a) or an air-cooled inverted inline Argus As 8R (a high-powered racing version of the Argus As 8) of the same power (M.29b).
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The origins of the Seversky P-35 single-seat fighter trace back to the Seversky SEV-3 amphibian, which was developed into the Seversky BT-8 basic trainer. Seversky's chief designer, Alexander Kartveli, also proposed a two-seat fighter derivative, the SEV-2XP. This was powered by a Wright R-1670 radial engine. It had fixed landing gear in aerodynamic spats and was armed with one and one .
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The wooden SAM-6 had a conventional tail on its short fuselage but its low wing had, in addition, Scheibe-type, oval wingtip fins and rudders. Sprung skids on their underside provided the lateral stability that its central undercarriage did not. It was powered by a , three cylinder M-23 radial engine mounted in the pointed nose of its deep fuselage and had a single seat, open cockpit.
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In March 1944, Pratt & Whitney requested an F4U-1 Corsair from Vought Aircraft for evaluation of their new P&W; R-4360, Wasp Major 4-row 28-cylinder "corncob" radial engine. The F2G-1 and F2G-2 were significantly different aircraft. F2G-1 featured a manual folding wing and propeller, while the F2G-2 had hydraulic operated folding wings, propeller, and carrier arresting hook for carrier use."F2G Histories". airrace.com.
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In 1921, B. Douglas Thomas, chief designer of Thomas-Morse Aircraft designed two closely related parasol monoplanes, a single-seat fighter, the MB-9 and a two- seat trainer, the MB-10. They were of all-metal construction, with corrugated duralumin skinning.Wegg 1990, p. 27. First to be completed was the MB-10, which had tandem cockpits and was designed to be powered by a Wright or Lawrance radial engine.
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Inside there were elastic supports for the stretcher, a fan and a 300 Watt heater. The pilot's open cockpit was immediately ahead of the patient's compartment and under the mid-chord of the wing, where a small, rectangular opening provided an upward field of view. He had a small, port-side door to allow a parachute escape. The Lorraine-Hanriot was powered by an uncowled five-cylinder Lorraine 5Pc radial engine.
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S. Navy version with 1,425 hp (1,063 kW) Wright R-1820-86A or - 86B radial engine, three-blade propeller, belly-mounted speed brake; 489 built. ;T-28C :U.S. Navy version, a T-28B with shortened propeller blades and tailhook for carrier-landing training; 266 built. ;T-28D Nomad :T-28Bs converted for the USAF in 1962 for the counter-insurgency, reconnaissance, search and rescue, and forward air controller roles in Vietnam.
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All variants were powered by a single Wright J-5 Whirlwind air-cooled radial engine, although the prototype was initially reported as having a J-5. ;Skyway (ATC 2-49):Prototype, two built, one (msn 101) destroyed before being licensed and one (msn 100, NX7857) converted to Blackhawk standard. ;Coach:Cabin variant, one built (msn 102, NX146E). ;Blackhawk (ATC 135):Main variant, 11 built, including one converted from Skyway.
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The test conclusions resulted in almost every radial-engined aircraft being equipped with this cowling, starting in 1932.Full-Scale Testing of N.A.C.A. Cowlings (Theodore Theodorsen, M. J. Brevoort, and George W. Stickle, NACA Report # 592. Langley Memorial Aeronautical Laboratory: 1937) The test aircraft, a Curtiss AT-5A Hawk biplane, featuring a Wright Whirlwind J-5 radial engine, reached an airspeed of equipped with the NACA cowling compared to without it.
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The LF-1 was built in Glendale, California specifically to represent a World War I Nieuport 28 fighter for movie stunt work. Designed by Claude Flagg, the aircraft was commissioned by Garland Lincoln, a pilot and supplier of aircraft for motion picture work. Three examples were built. While similar in appearance, the aircraft is shorter than the Nieuport it replicates, with a radial engine that is much more powerful.
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In plan the wings were strongly tapered, mostly on the trailing edges, and ended in long, elliptical tips. Their trailing edges carried slotted flaps inboard; slotted ailerons filled the rest of the span. Fuel tanks were located between the spars, two in each wing. The G-15 was powered by a Shvetsov M-11 five cylinder radial engine driving a two blade propeller, housed under a broad chord NACA cowling.
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The D4Y was relegated to land operations where both the liquid-cooled engine D4Y2, and the radial engine D4Y3 fought against the U.S. fleet, scoring some successes. An unseen D4Y bombed and sank the Princeton on 24 October 1944. D4Ys hit other carriers as well, by both conventional attacks and kamikaze actions. In the Philippines air battles, the Japanese used kamikazes for the first time, and they scored heavily.
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The Algol was a conventionally laid out radial engine, with nine cylinders in a single row. The crankcase was a barrel-shaped aluminium alloy casting, with an internal integral diaphragm which held the front crankshaft bearing. Forward of the diaphragm there was an integrally cast cam-gear case for the double track cam-ring. The reduction gear was housed under a domed casing attached to the front of the crankcase.
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The Fleetster received Approved Type Certificate Number 369 on 29 September 1930. It was designed to meet a requirement of the New York, Rio, and Buenos Aires Line (NYRBA) for an aircraft to serve the coastal routes in South America. The Fleetster had a streamlined all-metal monocoque fuselage with a wooden wing. The powerplant was a 575 hp (429 kW) Pratt & Whitney R-1860 Hornet B radial engine.
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Palermo 2014, p. 236. According to aviation author Jeffrey L. Ethell, upon its entry into service, the Supermarine Spitfire was the only Allied fighter that was capable of out-climbing the Saetta; however, this viewpoint was erroneous.Ethell 1995, p. 69. Power was provided by the 650 kW (870 hp) Fiat A.74 radial engine, although Castoldi preferred inline engines, and had used them to power all of his previous designs.
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Built under Restricted License NR749, its design utilized concepts developed for the Savoia-Marchetti S-56 and was powered by a single Kinner C-5 five-cylinder radial engine. The stainless steel construction process for the BB-1 was patented in 1942. At the time, stainless steel was not considered practical and only one was built. It logged about 1,000 flying hours while touring the United States and Europe.
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The Lawrance Aero Engine Company was founded in 1917.Gunston, p. 125 After the end of World War I, the Lawrance engineers worked with both the Army and the Navy in developing their L-1 into a nine-cylinder radial engine, which became the 200 hp Lawrance J-1. It was the best American air-cooled engine at the time, and passed its 50-hour test in 1922.
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The M2A4 was the only model of the M2 line to see combat. The Rock Island Arsenal also started work on a new medium tank, based on the design of the M2 Light Tank. Initially designated the T5, the redesigned model (with a 350 hp R-975 radial engine) was redesignated as the M2 Medium Tank in June of 1939.Brown, Jerold E. Historical dictionary of the U.S. Army.
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In the meantime, Barnwell resurrected a 1911 Viale 35 hp five-cylinder radial engine of 45 hp (34 kW) that had been installed in an Avro Type F and which had been put into storage following a crash. This engine ran satisfactorily for up to half an hour, after which it tended to overheat. This was installed in the second Babe which made its first flight on 28 November 1919.
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This machine was modified in 1915 as a seaplane trainer, just 1 ft (31 cm) longer than the landplane. It now had a 100 hp (75 kW) uncowled Anzani radial engine and dual controls. Twin main floats were supplemented by a small tail float. It was known as the Land/Sea monoplane, and could have exchanged its floats for wheels in a few minutes but was never required to do so.
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1897 Millet motorcycle, showing the common ancestry of motorized bicycles and motorcycles. Note the radial engine built into the back wheel. A 1948 American Flyer Whizzer Powered Motor Bike on display in the Martin Auto Museum The two-wheeled pedal powered bicycle was first conceived in Paris in the 1860s. By 1888 John Dunlop's pneumatic tire and the chain drive made possible the safety bicycle, giving the bicycle its modern form.
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Millet's designs had both pedals and a fixed- crankshaft radial engine built into the back wheel. In 1896, E. R. Thomas of Buffalo, New York, began selling gasoline engine kits for propelling ordinary bicycles. After forming the Thomas Motor Company, he began selling complete motor-assisted bicycles under the name Auto-Bi. The Auto-Bi is generally considered to be the first production motorized bicycle made in the United States.
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This was especially true for older, battle-damaged aircraft that were upgraded to whatever current version the factory was manufacturing at the time of repair. The other complicating factor, sometimes making detailed compilation impossible is that many aircraft were assembled in field workshops where airframes and engines from aircraft withdrawn from service units were recycled.Baugher, Joe. "Modeller's guide to Focke-Wulf Fw 190 variants, radial engine versions - part II." IPMSStockholm.
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The ASh-21 is basically a single-row version of the Shvetsov ASh-82. The ASh-21 also incorporates a number of parts from the ASh-62 radial engine. Design began in 1945, and by 1947 testing had finished and production had begun. Between 1947 and 1955 7,636 ASh-21 engines had been built in the USSR and beginning in 1952 it was produced in Czechoslovakia as the M-21.
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The Fokker D.XVI was a conventional, single-bay sesquiplane with staggered wings braced with V-struts. It featured an open cockpit and fixed undercarriage with a tailskid. The wings were made up of wood spars and ribs with a plywood covering, while the fuselage was of steel tube construction with a fabric covering. Power was provided by an Armstrong Siddeley Jaguar radial engine fitted with a Townend ring.
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The preceding American Eagle A-101 of 1926 had achieved some success, but its fierce spin characteristics had resulted in several crashes during training flights. Giuseppe Bellanca redesigned the biplane with a longer fuselage and narrower cowling to accommodate the five- cylinder Kinner K-5 100 h.p. radial engine, which had its cylinder heads exposed. To mark the year of its first appearance, the designation A-129 was applied.
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The SC 430 is a unique three cylinder radial engine that is very compact and lightweight at only . The engine features single capacitor discharge ignition, a single Bing 49 diaphragm type carburetor and rotary valve induction. It is currently offered without a reduction drive, although when Zanzottera built it a 1.75:1 cog belt reduction drive was available. Starting is electric starter only and a recoil starter is not an option.
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Engine choices further dictated the different variants of the Fawn design: the Mk I (Fleet Model 7B) with a Kinner B-5 engine was superseded by the Mk II (Fleet Model 7C) powered by a Armstrong Siddeley Civet seven-cylinder radial engine. Although the RCAF ordered the bulk of the production runs, 12 civil-registered Model 7Bs were completed for the Department of National Defence to be issued to flying clubs.
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Yakovlev Yak-3 (replica), with opposite rotation propeller. Pratt & Whitney R-1830 radial engine ; Yak-3: main production version ; Yak-3 (VK-107A): Klimov VK-107A engine with and 2 × Berezin B-20 cannons with 120 rpg. After several mixed-construction prototypes, 48 all-metal production aircraft were built in 1945–1946 during and after WW2. Despite excellent performance ( at ), it saw only limited squadron service with the 897th IAP.
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The ship to shore aircraft were all seaplanes (floatplanes), though some Ju 46 were used with a fixed wheeled undercarriage and tail-skid at times in their careers. The aircraft was equipped with a 441 kW (591 hp) BMW-C radial engine. A total of five aircraft were supplied, according to rebuilt civil registers, though other sources claim four.Turner, P. St.J and Nowarra, H Junkers an aircraft album no.3. (1971).
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The HAS.7 was powered by a 750 hp (560 kW) Alvis Leonides Major 755/1 radial engine. It had a hovering ceiling at and a range of 334 miles at 86 mph. In 1960 Westland introduced a Whirlwind powered by the 1,000 hp Bristol Siddeley Gnome turboshaft, the greater power giving much improved performance over the earlier piston-engined variants; helicopters receiving this modification were redesignated as the HAR.9.
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The D.7 was a conventionally laid-out monoplane, with a thick cantilever shoulder wing. Its single seat, open cockpit, provided with a small windscreen, was over the wing. It had conventional, fixed, tailskid landing gear. The D.7 could be powered by any small engine; the Salmson AD.3 radial engine, the Clerget 2K flat twin, Vaslin flat-four or Vaslin water-cooled six cylinder inline engines were fitted.
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Strutted empennage, covered with plywood (stabilizers) and canvas (rudder and elevators). Crew of two, sitting in tandem in open cockpits, the first with a windshield. Conventional fixed landing gear, with a rear skid, the main gear with a common axle. Inline engine in front, driving two-blade tractor wooden propeller, with two round Lamblin radiators under the fuselage (in the WZ.X/IV - radial engine, with four-blade propeller and no radiators).
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38 air-cooled radial engine which, via a gearing apparatus, drove a metal three-blade Fiat- Hamilton Standard 3D.41-1 propeller of diameter. During the aircraft's development, particular attention was paid to the design of the NACA cowling which accommodated the engine; the cowling featured a series of adjustable flaps for cooling purposes. The engine bay incorporated a fire extinguisher to be used in the event of a fire.
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The acceptable power range is and the standard engine used is the Kinner B-5 five cylinder radial engine. The DH-2 has a typical empty weight of and a gross weight of , giving a useful load of . With full fuel of the payload for the pilot and baggage is . The standard day, sea level, no wind, take off with a engine is and the landing roll is .
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The wheels were furnished with spats and worked in conjunction with a fixed skid located almost directly underneath the aircraft's tail section. The undercarriage configuration was a patented innovation. The P.24 was powered either by a Gnome-Rhône 14K or Gnome-Rhône 14N supercharged geared radial engine, ranging in output from 900 hp to 1,050 hp, which drove a three-bladed metal variable-pitch propeller.Cynk 1967, pp. 8-9.
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There were several design studies of variants but the only one which may have been completed was the NiD 541. Rosenthal suggests it was and had a Lorraine 14Ae Antarès fourteen cylinder radial engine. Flight, on the other hand, associates this name with the Courlis-engined example on display at the 1930 Salon. Les Ailes makes it clear that the Courlis and the Antares were options in 1930.
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The three cylinder two-stroke engine used a Drehschieber ("rotary valve", a turning disk, with intake holes for exact timing of the fuel-air mixture intake). The fuel-air mixture was sucked in by the vacuum in the three crankshaft housings as usual. The Drehschieber does the intake timing for all three cylinders. The engine was not a radial engine associated with aircraft and there was no need for a flywheel.
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The rotor could be folded rearwards for transport. The C.30P used the more powerful (140 hp, 104 kW) seven-cylinder Armstrong Siddeley Genet Major IA radial engine. Avro 671 (Cierva C.30A) taxiing for take-off at Auster's Rearsby Aerodrome in June 1951 The production model, called the C.30A by Avro, was built under licence in Britain, France and Germany and was similar to the C.30P.
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The landing- gear was of the conventional-type, with a tailwheel. A single Gnome-Rhône Jupiter 420 hp radial engine was mounted in the nose of the fuselage, while two Gnome-Rhône Titan 230 hp radial engines were in a common nacelle on struts above the fuselage and wing, one of them was tractor, the other one pusher (push-pull configuration). All engines drove two-blade propellers and had no covers.
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It had large Zap-type air brakes/flaps, which helped in dive bombing and landing on aircraft carriers at sea. Two prototypes were ordered from Blackburn in 1935 and the first, serial number K5178, first flew on 9 February 1937. Both prototypes were powered by the Bristol Mercury XII radial engine but following trials when a production order for 190 aircraft was placed, they were to have Bristol Perseus XII engines.
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YG-1 (KD-1) at Langley ;KD-1 :Prototype, one built ;KD-1A :Commercial variant with open cockpit and a Jacobs L-4 radial engine; three built, one converted from the KD-1. ;KD-1B :Commercial variant with enclosed cockpit; two built. ;YG-1 :United States Army designation for one KD-1A acquired for evaluation. ;YG-1A :One aircraft as YG-1 with the addition of radio equipment.
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During 1934 the Fairchild company designed a business or executive aircraft with five seats, designated the Model 45. It first flew on 31 May 1935. The Model 45 was a low- wing cantilever monoplane with a conventional cantilever tail unit and a retractable tailwheel landing gear. The aircraft was powered by a 225 hp (168 kW) Jacobs L-4 radial engine and had a luxury five-seat interior as standard.
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The SAM-25's wings introduced drooping ailerons, slotted automatic slotted flaps and automatic slats. It was powered by a nose-mounted Shvetsov M-11F five cylinder, radial engine, installed with its cylinders largely exposed for cooling. As in the earlier versions, the fuselage had a wooden girder structure. The pilot's enclosed cockpit was ahead of the wing leading edge and the cabin was behind him under the wing.
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During 1937, along with the first pre-series machines, a gruppo sperimentale (experimental group) was formed. Early flying experiences with the G.50 revealed it to possess relatively light controls and to be extremely manoeuvrable for a monoplane in comparison with prior designs. However, two separate issues were also identified, the limited power output of its radial engine and the lack of firepower, consisting of only a pair of machine guns.
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Additionally, the company decided to construct a third prototype, powered by the more powerful Alvis Leonides Mk 25 radial engine. On 24 February 1950, the Armstrong Siddeley Cheetah-powered prototype serial number WE522 performed its maiden flight.Thetford 1957, . Months later, an extensive evaluation was performed of the Provost prototypes, which was flown head-to-head with the rival H.P.R. 2 at RAF Boscombe Down; it also underwent tropical trials overseas.
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Manly made major contributions to the development of the aircraft's revolutionary 52 hp gasoline-fueled radial engine, called the Manly-Balzer engine. Manly attempted to pilot the Aerodrome in its only two tests, October and December 1903. The machine failed to fly both times, plunging into the Potomac River after its launch from a houseboat. Manly was rescued unhurt, although he was briefly trapped underwater after the second test.
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The RK.9 was powered by a three-cylinder Anzani radial engine mounted, uncowled, on the nose. A later version, designated the RK.9a, substituted a nine-cylinder, Salmson 9AD radial. This increased the weight by 10% but improved the rate of climb by 15% and was more robust. Behind it, the steel-framed, internally wire-braced, flat-sided, fabric-covered fuselage deepened rapidly rearwards to the wing.
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The protected fuel tanks were mounted between the wing center section spars. The I-185 used a conventional undercarriage with a retractable tailwheel. The unproven 1,492 kW (2,000 hp) 18-cylinder, two-row Tumansky M-90 radial engine was carried on welded steel tubes. It was fitted with a ducted spinner to improve cooling with the air expelled through gills as in the I-180 to provide additional thrust.
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The Beta was a two- seater with a 160 hp (119 kW) Menasco Buccaneer inline engine. The first aircraft registered as NX963Y (later NC963Y) crashed in California. The second aircraft, N12214, was built as a single-seater and fitted with a 300 hp (224 kW) Pratt & Whitney Wasp Jr. radial engine, and became the first aircraft of such power to exceed 200 mph (322 km/h). Only two were built.
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A Cessna Bobcat displayed with a Jacobs L-4 (R-755) engine, Pima Air & Space Museum, 2013 An early product was the 1931 L-3, a three-cylinder air-cooled radial engine. Only 44 were built. By 1933, Jacobs had developed its most famous engine, the L-4 seven-cylinder air-cooled radial, with a power rating of displacement of . It was better known as by its military designation, R-755.
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The O-46 was a development of the earlier Douglas O-43. The 24th airframe of the O-43A contract was completed as the XO-46 prototype, with a revised wing and an engine switch, from the O-43's inline engine to a radial engine, the Pratt & Whitney R-1535-7. The Air Corps ordered 90 O-46As in 1935. They were built between May 1936 and April 1937.
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The Navy specified the H-2470 for the Curtiss XF14C-1 experimental fighter. After some rigorous testing the engine's poor performance led to the substitution, before the aircraft flew, of a Wright R-3350 radial engine, which was also having technical problems but was considered to be more reliable than the H-2470. The testing program was eventually terminated due to the poor performance of the aircraft.White p.
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Aircraft impacts homes in the Beverly Hills neighborhood near the Los Angeles Country Club golf course where Hughes was attempting an emergency landing. ;8 July:First of two Vought XF4U-5 Corsairs, created by mating Vought F4U-4 Corsair BuNo 97296 with a Pratt & Whitney R-2800-32W radial engine, first flown 3 July 1946, lost during routine test flight when pilot Bill Horan attempts dead-stick landing at Stratford, Connecticut.
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There was a square topped, balanced rudder but no fin. The Vireo was powered by an uncowled Armstrong Siddeley Lynx IV radial engine, driving a two-bladed propeller. The specification called for the fitting of either wheels or floats and both were used, though the Vireo took its Ministry tests as a landplane. These tests began at RAF Martlesham Heath a month after the initial flights in March 1928.
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The fabric-covered fuselage was faired with wood formers and stringers over a welded, steel tube frame. Construction was complex and took many man-hours to complete. The Staggerwing's retractable conventional landing gear, uncommon at that time, combined with careful streamlining, light weight, and a powerful radial engine, helped it perform well. In the mid-1930s, Beech undertook a major redesign of the aircraft, to create the Model D17 Staggerwing.
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He designed the NBS-3 bomber fuselage and the Elias M-1 Mail plane. Dunlap's Elias TA-1 design was the first United States Army Air Corps Trainer to have a radial engine. After tests a McCook Field, the Army Air Corps selected other manufacturers over the Elias bomber and trainer. The company designed the Elias EM-1 to meet requirements for a multirole amphibian marine expeditionary aircraft.
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By December 1909 Anzani had a 3-cylinder air-cooled true radial engine running, developed from the earlier 3-cylinder fan configuration engines (semi-radials) that had powered Bleriot across the Channel. By about March 1910 he had completed the first two-row radial engine, a 6-cylinder unit made by merging two 3-cylinder units together, one slightly behind the other and at an angle of 60°. The engine therefore had a lot in common with the early 3-cylinder motors: cylinders were a single iron casting with built-in valve cells and ribs, and pistons were steel with cast-iron rings. The early versions were side-valve engines with automatic (atmospheric pressure opened) inlet valves and exhaust valves mechanically operated via cams in the crankcase. By the end of 1912,Flight, 4 January 1913 p. 20-1 as with the smaller engines the exhaust valves were moved to the cylinder heads and operated by push-rods and rockers.
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In 1916, Vickers Limited designed a two-seat pusher configuration biplane fighter, the F.B.23, to replace its obsolete Vickers F.B.5 and F.B.9 "Gunbuses". A number of versions of the FB.23 were planned depending on the engine used, with possible powerplants including a 150 hp (119 kW) Salmson water-cooled radial engine, a 150 hp Hart air-cooled radial engine and a 200 hp (149 kW) Hispano-Suiza 8 V-8 engine. The pusher configuration was obsolete however, compared to prospective tractor aircraft such as the Bristol F.2 Fighter, which was both faster than the estimated performance of the F.B.23 and carried a heavier armament, so Vickers abandoned the F.B.23 without an example being built.Bruce 1969, pp. 123-4. Vickers reworked the F.B.23 to form the basis of a two-seat night-fighter, the F.B.25, to compete with the Royal Aircraft Factory N.E.1 to meet a British requirement for a night fighter capable of attacking German airships.
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Kawanishi N1K1 "Rex" floatplane fighter photographed by the Japanese Navy prior to 1945 Kawanishi's N1K was originally built as a single pontoon floatplane fighter to support forward offensive operations where no airstrips were available, but by 1943 when the aircraft entered service, Japan was firmly on the defensive and there was no longer a need for a fighter to fulfill this role. It was powered by the Mitsubishi MK4C Kasei 13 14-cylinder radial engine. The requirement to carry a bulky, heavy float essentially crippled the N1K against contemporary American fighters. However, Kawanishi engineers had proposed in late 1941 that the N1K would also be the basis of a formidable land-based fighter and a land-based version was produced as a private venture by the company. This version flew on 27 December 1942 powered by a Nakajima NK9A Homare 11 18-cylinder radial engine, replacing the less powerful MK4C Kasei 13 of the N1K-1.
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The Jumo 222 engine, on which so much depended concerning the Bomber B project Prototype airframes of the Ju 288 and Fw 191 designs were ready mid-1940 but neither the Jumo 222 nor the DB 604 were ready. Both teams decided to power their prototypes with the BMW 801 radial engine, although with 900 hp less per engine and with the BMW 801 radials themselves barely out of initial development, the planes were seriously underpowered. For comparative purposes, the nearly-equal displacement Wright Twin Cyclone radial engine was powering the American B-25 Mitchell twin-engined medium bomber with some 1,270 kW (1,700 hp) apiece of output, even with the B-25 having only a top airspeed of some 440 km/h (273 mph) at a take off weight of 15.9 tonnes (35,000 lb). The first Jumo 222A/B development engines did not arrive until October 1941 and some eleven months later the DB 604 project was cancelled.
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The upper wing was built in two parts and carried the ailerons. Its fuselage was also simple, with a rectangular section apart from the curved upper decking. The underside curved upwards strongly near the nose, where its three-cylinder Anzani radial engine was cowled with its cylinders projecting for cooling. There was a single, open cockpit under the wing, which had a wide cut-out in its trailing edge to improve upward visibility.
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The cockpit held a pilot and either a copilot or passenger, with a separate cabin for four passengers. The aircraft was powered by a Wright J-6-9 Whirlwind radial engine. The company's final aircraft was a freighter conversion the PT-6F. Built during 1937 and flown in 1938, the passenger cabin was modified as a cargo compartment with of stowage space, an NACA cowling was fitted, along with a variable-pitch propeller.
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The aircraft was powered by a Soviet Vedeneyev M14P radial engine, rated at which drove a two-bladed variable-pitch propeller. A prototype was built at the Bacău factory of IAv (Intreprinderea de Avione) (now Aerostar), making its first flight on 12 January 1989. In 1991, the Romanian aircraft industry was privatised, but a shortage of finance resulted in several projects, including the AG-6, being abandoned. Only the single prototype was built.
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The first five monoplanes were basically similar, and were powered by R.E.P engines, with the fifth one having a deeper fuselage. The sixth aircraft, built for the 1912 British Military Aeroplane Competition was noticeably different, with side-by-side seating for its two crew, a shorter wingspan (35 ft (10.67 m) rather than 47 ft 6 in (14.5 m) for the earlier aircraft), while a 70 hp (52 kW) Viale radial engine was fitted.
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Narrow chord ailerons filled about half the span. Its pusher mounted radial engine, a Menasco-Salmson B-2 on the prototype, was strut-mounted and completely uncowled over the wing with its propeller turning in a deep, rectangular cutout in the trailing edge. Production aircraft were expected to use a Wright Whirlwind J-6-9. The two step hull of the Maid had an ash framework, including the longerons, keel and transverse steps.
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Cantilever empennage, covered with plywood (stabilizers) and canvas (rudder and elevators). Conventional fixed landing gear, with a rear skid. Capacity of four in a closed cockpit: a pilot in front, a doctor behind him, and two lying on stretchers at the back. It had a 9-cylinder air-cooled Avia-built Wright Whirlwind J-5 radial engine delivering 220 hp (164 kW) nominal power and 240 hp (179 kW) take-off power.
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The Corsair design team was led by Rex Beisel. After mock-up inspection in February 1939, construction of the XF4U-1 powered by an XR-2800-4 prototype of the Pratt & Whitney R-2800 Double Wasp twin-row, 18-cylinder radial engine, rated at went ahead quickly, as the very first airframe ever designed from the start to have a Double Wasp engine fitted for flight.Gustin, Emmanuel. "Chance Vought F4U Corsair – XF4U-1 – Genesis". f4ucorsair.com.
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In October 1943, Blackburn's design staff, led by G.E. Petty, started work on this development of the Firebrand which led to Specification S.28/43 being issued by the Air Ministry on 26 February 1944 covering the new aircraft.Jackson 1968, p. 452.Mason 1992, pp. 330–331. The specification was designed around a Bristol Centaurus 77 radial engine with contra-rotating propellers that allowed the size of the rudder to be reduced.
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Granville, 2006, p.19 For training purposes, the pilot could easily disconnect a student's controls to regain control of the aircraft. The fuselage structure was conventional for the time, being a Pratt truss built up from welded steel tubes with light wood battens to fair out the shape. The prototype was initially fitted with a borrowed Velie M-5 radial engine which didn't provide enough power and was soon replaced by an Armstrong Siddeley Genet.
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Narrow chord ailerons entirely occupied the trailing edges. The fuselage of the MS.300 was a rectangular section girder constructed of dural in the forward part containing the engine and cockpits, but wooden aft. Fairings produced a more rounded section, its surface metal in the front but fabric behind. The MS.300 had a Salmson 9P nine-cylinder radial engine in the nose, whereas the MS.301 had a five- cylinder, Lorraine 5Pa radial.
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The supercharged Armstrong Siddeley Lynx radial engine was smoothly cowled but with its cylinder heads exposed. The observer sat in the front cockpit, allowing him direct access to the dynamometer. This had a control wheel and dial for the force readings, plus a lever with which he could free, read or lock the instrument. The pilot's cockpit, behind and with a view unobstructed by the wing had two unusual controls associated with the measurements.
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Griffon Aerospace is an aerospace and defense company based in Madison, Alabama, United States. Established in 1995 by Larry French, the company was formed to design, develop, and manufacture a manned composite kit aircraft. Griffon's first aircraft was the single-engined six seat Lionheart. The design and development began at Larry's home in Harvest, Alabama where he worked designing and developing a composite aircraft formed around the Pratt & Whitney R-985 450 horsepower radial engine.
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The wing was built around wooden box-spars and was fabric covered. It was braced to the lower fuselage by parallel struts to the wing beyond mid-span. Four cabane struts from the upper fuselage on each side braced the wing centre section. Its fuselage was largely wooden, with spruce longerons and ply skin, though the forward section, which contained the Potez 9A radial engine, had metal bearers and removable metal sheet covering.
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In its initial form the prototype was known as the NiD 941. Though this was on display in November 1932 at the 13th Paris Salon de l'Aviation, it did not fly until February 1934, piloted by Nieuport's test pilot Joseph Sadi-Lecointe. The early trials showed a lack of longitudinal stability. Despite modifications and a new Salmson 9Nc nine-cylinder radial engine, after which it became the NiD 942, an airworthiness certificate was not granted.
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In 1930, Loire Aviation, a subsidiary of the French shipyard Ateliers et Chantiers de la Loire of Saint-Nazaire, started design of a single-engined flying boat for use as a trainer and a transport in France's overseas possessions. The resultant aircraft, the Loire 50, was an amphibian high-winged monoplane, with a pusher Salmson 9AB radial engine mounted above the wing. Construction was all-metal, with fabric-covered wings.Green 1968, p.30.
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The first was a long-distance single-seater sports aircraft, powered with 150 HP Siemens- Halske Sh 14 radial engine under NACA cowling, giving it a maximum speed of 180 km/h. One such aircraft (YR-MAI) was built for Princess Marina Stirbey. In a place of a forward cockpit, there was an additional fuel tank, giving it an endurance of 6 hours. In the late 1930s, it was converted to two-seater touring aircraft.
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NAT bought other aircraft and at one point had a fleet of 24 Douglas mailplanes in use. Some of the NAT M-3s were modified by them with longer-span wings from 1928 onwards. One M-4 was re-engined by NAT with a Pratt & Whitney Hornet radial engine. With the introduction of three-engined aircraft types beginning in 1928, the Douglas mailplanes were withdrawn from service; some were sold but most were scrapped.
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Accommodation was provided for pilot and passenger/navigator in two closed cockpits. The pilot sat in the rear cockpit aft of the wing trailing-edges under a small forward-sliding canopy and flip- open side panels. The passenger/navigators cockpit had a flush glazed roof and was situated over the centre-section. Power was supplied by the ubiquitous Shvetsov M-11 5-cylinder air-cooled radial engine, driving a 2-bladed wooden fixed pitch propeller.
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Every engineer Manly met on a trip to Europe in 1900 told him the rotary design was hopeless. Manly eventually became convinced as well and started work on adapting one of the existing Balzer engines into a non-rotating radial engine. The main concern was cooling, which he solved by welding a jacket to each cylinder and filling it with water. The results were promising, and the engine was soon delivering , double its previous output.
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Morgała, Andrzej (2003), p. 198 A 9-cylinder air-cooled radial engine Wright Whirlwind J-5 (produced in Poland) with 162 kW (220 hp) nominal power and 176 kW (240 hp) take-off power (on 22 aircraft R-XIIIF, 250 kW (340 hp) engine Skoda G-1620A Mors-I). Two-blade wooden or metal propeller. Fuel tank 200 liters in the fuselage, could be dropped in case of fire emergency (R-XIV - 135 liter tank).
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Defensive armament consisted of a Browning machine gun for the rear gunner. Fitted in the starboard side of the cowling was either a or M2 Browning machine gun. The powerplant was a Pratt & Whitney R-1830-64 Twin Wasp radial engine, a development of the prototype's Pratt & Whitney XR-1830-60/R-1830-1.Mondey 2006, p. 128. Other changes from the 1935 prototype included a revised engine cowlingTaylor 1969, p. 485.
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In the early 1960s, John Weatherly formed the Weatherly Aviation Company, to convert 19 Fairchild M-62s into the Weatherly WM-62C agricultural aircraft. With this experience, Weatherly designed his own agricultural monoplane, the Weatherly Model 201.J W R Taylor 1971, p.420. The Weatherly 201 is a cantilever low-wing monoplane, with a fixed tailwheel landing gear, and powered by a nose-mounted 450 hp (336 kW) Pratt & Whitney R-985 radial engine.
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It can be equipped with engines ranging from . The standard engine is the Hirth F30 two stroke engine, with a Volkswagen air-cooled engine four-stroke or a Rotec R2800 four stroke radial engine optional. Building time from the factory-supplied kit is estimated at 400 hours by the manufacturer. The replica performs better than the original Nieuport 24 on the same installed power, because modern materials result in a much lighter aircraft.
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The SD 570 is an unusual four-cylinder radial engine that is very compact and light weight at only . The engine features single capacitor discharge ignition, a single Bing 49 diaphragm-type carburetor and rotary valve induction. It is currently offered without a reduction drive, although when Zanzottera built it an optional 1.75:1 cog belt reduction drive was available. Starting is electric starter only and a recoil starter is not an option.
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The gear had a track of and was often entirely contained within vertical trouser fairings. The prototype aircraft was fitted with a , five cylinder Walter NZ 70 radial engine in a rounded nose, with its cylinder heads exposed for cooling. Behind the engine the fuselage, all wood like the wings, was rectangular in section and built around four longerons with plywood surfacing; the upper surface was subdivided longitudinally into a ridge with two sloping faces.
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The aircraft was a conventional two-seat single-bay biplane with a fixed tailskid landing gear, powered by a 60 hp (45 kW) Walter NZ radial engine. Further development resulted in the DAR 1A, which was powered by an 85 hp Walter Vega engine, eight DAR 1As being produced. After the maiden flight and successful flight tests the DAR 1 was put into production in 1926. Production DAR 1A aircraft were delivered from 1928.
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While the Walter was fitted to a significant number of the earlier airframes, as an import, it was never a popular engine in the United States and eventually the Wright Whirlwind supplanted it. The ultimate variant was the C3-225, which was fitted with a much more powerful Wright J-6-7 Whirlwind 7 cylinder radial engine, and it was given a larger fin and a greatly enlarged fuel tank in the wing center section.
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The M-2 was a small monoplane designed for operation from battleships or submarines, with either floats or wheels for operations. Three aircraft were built with USN serials A442-A444; the first used an ABC Gnat, but the others were powered by a Lawrance L-3 radial engine. Loening developed a dedicated floatplane version of the M-2, the Loening M-3, of which one airframe (Navy serial A5469) was built for the Navy.
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Note: Fan engines with single cylinder banks, typically from Anzani, are usually regarded as variants of the Radial engine. A Bugatti U-16 engine ;U:Engines with two banks of cylinders side by side driving separate crankshafts geared to a single output, (e.g. Bugatti U-16). ;H:Engines with four banks of cylinders driving two crankshafts geared to a single output, in effect, two Opposed engines coupled together and mounted either horizontally or vertically, (e.g.
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The lightweight construction of the Curtiss-Wrights gave rise to structural problems, and several aircraft were grounded by cracks in the undercarriage, and were still awaiting repair when war with Japan began on 8 December 1941.Casius 1981, pp. 38–39. With its light construction, radial engine, low wing loading, limited pilot protection and lack of self-sealing fuel tanks, the CW-21B was the Allied fighter most similar to the opposing Japanese fighters.
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In the early years of the First World War, Vickers Limited designed a number of aircraft to use the 150 hp (112 kW) Hart radial engine, the development of which was being funded by Vickers, including two single-seat fighters, the F.B.12 pusher and the tractor F.B.16.Andrews and Morgan 1988, pp. 63, 66. A third design planned to use the Hart was the F.B.24, a two-seat fighter reconnaissance aircraft.
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Each single piece wing was built around two tubular spars with six cross members in the upper planes and four below. Edges and tips were defined by finer tubes, spot welded to the main structure; the trailing edges were formed by wire. To keep the cost low the G.I was powered by a three cylinder Anzani radial engine which produced about . It was air cooled, cowled with projecting cylinder heads, the upper one upright.
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The XF3U was designed to meet the Bureau of Aeronautics 1932 Design Specification No. 111, which called for a high-performance fighter with a fixed undercarriage and powered by a Pratt & Whitney R-1535 Twin Wasp Junior air-cooled radial engine. Of the seven proposed aircraft the XF3U and the Douglas XFD were chosen. The XF3U was the first all-metal aircraft produced by Vought. The aircraft was also equipped with an enclosed cockpit.
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The IS-23 was designed by Iosif Șilimon, a Romanian better known for his series of sailplanes including the IS-3, -8, and -10 to -13. In contrast, the IS-23 was a high-wing single- engined monoplane with a radial engine and tricycle undercarriage. It was built to a Romanian government specification calling for an aircraft capable of agricultural and ambulance work or of towing gliders. In addition, it was to have STOL capabilities.
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The structural fuselage of the Types M and N was a rectangular section, ash framed lattice girder with wire cross bracing. Poplar formers and stringers produced a more rounded, fabric covered section. The pilot sat well down in an open cockpit over the wing and behind the upper pylon. A wide range of engines were fitted, including the Anzani three cylinder inverted Y radial engine, the Anzani 6-cylinder two row radial and the Gnome.
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The ply upper fuselage decking was rounded, interrupted by an open cockpit at mid-chord. Its engine was a Zalewski WZ.18 , five cylinder radial engine designed and built in 1923, housed in a blunt, metal cowling with its cylinders partly exposed for cooling. A hinged mounting allowed easy access for servicing. Fuel and oil tanks were behind the engine The empennage of the W.Z.XI was conventional though large, with wooden structures and fabric covering.
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Wixey Air Enthusiast November/December 2001, pp. 28–29. A preserved Hart of the Swedish Air Force, powered by a Bristol Pegasus radial engine, in Finnish Air Force markings (1976) ;Swedish Hart :Light bomber for Swedish Air Force. Four Hawker-built pattern aircraft, powered by a Bristol Pegasus IM2 radial piston engine were delivered in 1934. Following successful evaluation, 42 were built under licence in Sweden, powered by a Swedish-built NOHAB Pegasus IU2.
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Outward leaning N-struts ran similarly from the fuselage to the wing struts at the ends of the centre-section. The engine mounting was designed so that the Styx could be powered with a variety of engines in the range. Five different engine types (and one sub-type) were fitted to Styx variants and are listed below. Early photos show the seven-cylinder Salmson 7Ac, radial engine, mounted with its cylinders uncowled.
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In plan the wings were straight-tapered, with an unswept leading edge and rounded tips. Its air- cooled, seven cylinder, Pobjoy R radial engine was supplied with its own long- chord cowling which was merged smoothly into the forward fuselage. Gearing off-set the propeller drive shaft upwards. Behind, the SF-1's cabin for two, sitting side-by-side, was under the wing and was accessed via external steps and wide doors.
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The P.150 was designed and built to compete as an Italian Air Force T-6 replacement against the Fiat G.49 and Macchi MB.323. The P.150 was an all-metal low-wing cantilever monoplane with a wide-track retractable tailwheel landing gear. The pilot and instructor were seated in tandem under one glazed canopy. It was originally powered by a Pratt & Whitney Wasp radial engine and later an Alvis Leonides engine.
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The Navy then asked Curtiss to supply a prototype of a two-seat monoplane which was technically more advanced. On 30 June 1932, BuAer signed a contract with Curtiss to design a two-seat monoplane with a parasol wing a retractable undercarriage and powered by a 625 hp (466 kW) Wright R-1510-92 fourteen cylinder, two row, air-cooled radial engine driving a two-blade propeller. This fighter was designated XF12C-1.
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When preliminary designs were returned in the summer of 1940, three of the four designs were based on the R-3350. Suddenly the engine was seen as the future of army aviation, and serious efforts to get the design into production started. In 1942 Chrysler started the construction of the Dodge Chicago Plant and the new factory, designed by Albert Kahn, was in full operation by early 1944. Wright R-3350 Turbo-Compound radial engine.
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The tail was protected with a cylindrical float of the same construction, attached longitudinally under the fin. Fitted with the Sergant engine, the seaplane began tests on Lake Annecy in the summer of 1924 but it was unable to reach water speeds fast enough to unstick. In response a Anzani 6 radial engine was substituted, again mounted off-set. With this, the seaplane left the water easily on its first flight on 24 August 1924.
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Gudkov presented the results to Stalin and advocated the establishment of a new production line, news that was greeted with enthusiasm by the pilots who had the hope of having an aircraft more suitable to fight against the Luftwaffe. However, Lavochkin had developed another variant of the LaGG-3 with a radial engine, the Lavochkin La-5, which proved to be far superior, thus the development of the Gu-82 was cancelled.
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Only the lower wings carried ailerons. It was powered by a Lorraine 7Me Mizar seven cylinder radial engine which had a Townend ring type cowling and drove a two blade metal propeller with a conical spinner. Behind the engine the fuselage was fabric covered and flat sided, though with a polygonal underside and decking. The forward cockpit was under the upper wing trailing edge where a slight cut-out improved the pupil's upward view.
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The H.V.40 and H.V.41 were two designs ordered for use by the French team in the 1929 Schneider Trophy. The H.V.40 was designed by Georges Bruner and was similar to the Bernard 20 landplane fighter. It was a streamlined single-seat cantilever monoplane and had two metal floats attached underneath the fuselage on inverted vee-struts. The H.V.40 was to powered by a Gnome-Rhône 9Kfr Mistral radial engine.
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In early 1918, the British Air Ministry wrote RAF Specification Type 1 for a single-seat fighter to replace the Sopwith Snipe. The specified engine was the ABC Dragonfly, a new radial engine which had been ordered into production based on promised performance before any testing had been carried out. To meet this specification, Armstrong Whitworth's chief designer, Fred Murphy, produced the Armstrong Whitworth Ara, three prototypes being ordered.Bruce 1965, p.20.
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The Deerhound I was a triple-row, 21-cylinder, air- cooled radial engine design with the unusual feature of inline cylinder banks. Unlike earlier Armstrong Siddeley engines the Deerhound used overhead camshafts to operate its poppet valves, using one camshaft for each bank of three cylinders.Lumsden 2003, p.77. Flight testing began in 1938 using an Armstrong Whitworth Whitley II, serial number K7243, during which cooling problems were encountered with the rear row of cylinders.
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Mount Timpanogos, Winter 2007 Radial Engine from 1955 B-25 crash site. Mount Timpanogos in background. Mount Timpanogos Wilderness is a wilderness area protecting Mount Timpanogos and the surrounding area. It is located in the front range of the Wasatch Mountain Range, between American Fork Canyon on the north and Provo Canyon on the south, within the Uinta-Wasatch-Cache National Forest on the north eastern edge of Utah County, Utah, United States.
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The DW.1 was designed by Dean Wilson of the Eagle Aircraft Company of Boise, Idaho and the first example first flew in 1977. The Eagle is a single-seat agricultural biplane with tapered long-span wings, an enclosed single-seat cockpit and fixed tailwheel undercarriage. The prototype was fitted with a Jacobs R-755-B2 radial engine but later examples were fitted with other more modern powerplants. Production was sub-contracted to Bellanca Aircraft of Alexandria, Minnesota.
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Conventional fixed landing gear with a tail wheel, main gear in massive covers. Engine in front: Zuch-1: 6-cylinder inline engine Walter Minor 6-III (118 kW / 160 hp), Zuch-2: 7-cylinder radial engine Bramo Sh 14 (118 kW / 160 hp) with a ring cover with individual cowls for cylinders. Two-blade wooden propeller. The first variant Zuch-1 was powered by the Czechoslovak 160 hp Walter Minor 6-III inline engine in a long, slant nose.
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Only two more Taxiplanes were built. The Primary Trainer, also known as the Bristol Lucifer used the same wings, tail and undercarriage as the Taxiplane, but with a new, narrower fuselage containing two tandem cockpits. The Primary Trainer showed better performance owing to its slimmer fuselage and lower weight, and was more successful, 24 being built. A further aircraft, the Bristol Type 83E, was built as a testbed for development of the five- cylinder Bristol Titan radial engine.
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In 1939, Beriev was ordered to develop a successor to the KOR-1 design, which would overcome the numerous problems encountered in operational experience with that design. The new aircraft, with the in-house designation KOR-2, first flew on 21 October 1940 at the Beriev factory in Taganrog. The Be-4 was an elegant, parasol-winged monoplane with a slight inverse-gull wing. The large radial engine was mounted in a nacelle above the fuselage.
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The Fw 190 would also prove to be a more reliable aircraft, in some respects, than the Bf 109\. It handled well on the ground, and its wide undercarriage made it more suited to the often primitive conditions on the Eastern Front. It could also sustain heavier damage than the Bf 109 and survive owing to its radial engine. On one mission in mid-1943, a Fw 190 returned to base with two cylinder heads shot off.
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Though a Salmson 7A radial engine of the same power was an alternative, there is no evidence that it was fitted. Behind the rubber-mounted engine frame, the fuselage had rectangular sections, widest in the cockpit area. It was built around a frame of square section tubes, with a light metal skin; the tubes had the same outer dimensions everywhere but their wall thicknesses increased where greater strength was required. The cockpit located the two seats over mid-chord.
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By 1912 Anzani had built the world's first two row radial engine, the 10 cylinder Anzani 10, which came in two sizes, the bigger 12.1 litre one producing 100-110 hp. By the middle of 1913 the company had a double version with four rows of five cylinders, rated at 200 hp called the Anzani 20.Flight, 5 July 1913 p.748 This was displayed at the Paris show of that yearFlight, 24 January 1914 p.
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The first Dornier Do K was the K1 which first flew on 7 May 1929. The K1 was a conventionally-braced high-wing monoplane, powered by a single nose-mounted licence-built Bristol Jupiter VI radial engine, and had a conventional landing gear with a tailskid. The square-section fuselage had an enclosed cockpit for two with a cabin behind for freight or eight passengers. Test flights showed that performance was poor and the aircraft was redesigned.
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The observer sat in the nose of the aircraft, just behind the engine, while the pilot sat in a separate cockpit behind the trailing edge of the wings. It had two-bay wings with a swept leading edge and ailerons on upper and lower wings. It had a fixed conventional landing gear.Bruce 1965, pp. 142–143.Flight 26 March 1915, p. 208. The prototype was assembled at Hendon Aerodrome in February 1915, fitted with a Anzani radial engine.
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The aircraft had a fixed undercarriage and the aircraft was powered by a Gnome-Rhône 14M05 Mars, a 14-cylinder radial engine with a maximum of , with a fuel tank holding . Work on the aircraft was temporarily stopped but later resumed in 1938. The design was finished in 1938, and the first model was made in February 1939 with technical documentation completed in June of that year. A second prototype was designed to have retractable landing gear.
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Their outer struts braced the ends of the centre-section spars to the upper fuselage longerons. The wings thinned outwards from their upper sides, providing slight anhedral. The FB 1 was powered by a , five-cylinder, air-cooled, Siemens- Halske Sh 4 radial engine mounted centrally on top of the wing. Its uncowled cylinders projected both above and below the leading edge and a tapered cowling containing the fuel tank reached aft to about 2/3 chord.
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In August 1928 the aircraft was sold as a Glenmont Landau Sedan and renamed shortly afterward as the Belmont Cabin Monoplane M-1 By 1933 the aircraft was registered as the Mason Meteor M' and Mason Greater Meteor M-200. The aircraft was constructed with a welded steel tube fuselage with aircraft fabric covering. The wings used spruce spars with Haskelite covering. It featured conventional landing gear and was powered by a 9-cylinder Salmson 9 radial engine.
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This would later become the Sherman. The Sherman's reliability resulted from many features developed for U.S. light tanks during the 1930s, including vertical volute spring suspension, rubber-bushed tracks, and a rear-mounted radial engine with drive sprockets in front. The goals were to produce a fast, dependable medium tank able to support infantry, provide breakthrough striking capacity, and defeat any tank then in use by the Axis nations. The T6 prototype was completed on 2 September 1941.
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There were long, narrow chord ailerons. The Delannne 11 was initially powered by a five-cylinder, air-cooled Salmson 5A radial engine in the nose, fed from tanks in the wing centre section. Its steel tube mounting was the only major non-wooden structural part of the flat sided, ply skinned fuselage. A high long canopy dominated the upper fuselage, occupying about 40% of its length and enclosing two side-by-side seats, with baggage space behind them.
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The plane had a fixed, split axle conventional landing gear, with a rear skid. The fuel tank was located in the fuselage, in front of the cab. It had a maximum capacity of 210 L, but the normal capacity was 190 L. The engine was a 9-cylinder Skoda-Wright Whirlwind J-5 air-cooled radial engine, built under licence in the Polish Skoda Works. Its nominal power was 220 hp, the take-off power was 240 hp.
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Based on a design by the US Bureau of Aeronautics for a simple single-seat scout seaplane that could be disassembled and assembled quickly. Instead of building the aircraft itself the Bureau of Aeronautics contracted the Cox- Klemin Aircraft Corporation to build six aircraft designated XS-1. The aircraft were powered by a 60 hp Lawrance L-4 radial engine. One aircraft was re-engined in 1923 with a Kinner engine and re-designated XS-2.
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The DP.II was a development of the earlier DP.I with the change to be a cantilever unequal-span biplane. The DP.II was built with wooden wings and a steel-frame fabric covered fuselage and tailplane. The aircraft had a fixed tailskid landing gear and was powered by a Siemens-Halske radial engine. Following the single Siemens-Halske Sh 4 powered prototype was a production run of 58 improved DP.IIa variants powered by Siemens-Halske Sh 5 radial engines.
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Kinner Airster photo from Aero Digest September 1926 The Airster appeared in 1920 designed by Bert Kinner, it was a one or two seat open-cockpit single-engine biplane. The first single-seat Airster was powered by a Lawrance L-4 radial engine. When the prototype crashed on a test flight it was rebuilt as a two-seater with a wider cockpit. One Airster named The Canary was bought by Amelia Earhart while she was learning to fly.
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Problems with severe vibration in the Armstrong Siddeley Jaguar radial engine on the Fokker D.XVI resulted in one being converted to use a normally aspirated Curtiss Conqueror V-1570 V-twelve, becoming the prototype for the D.XVII. Production versions were fitted with a Rolls-Royce Kestrel, while one aircraft was built with a Lorraine Pétrel and another was built with a Hispano-Suiza 12Xbrs for comparison purposes.Westburg, 1974, p.21 Structure was standard for Fokkers throughout the 1920s.
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The aircraft featured a metal-covered, semi- monocoque fuselage and fully retractable landing gear, and was powered by a Pratt & Whitney R-1830 air-cooled radial engine. During construction of the first prototype, a decision was made to lengthen the propeller shaft and install a tight cowling to provide a pointed nose to reduce drag. The first aircraft flew in September 1939 piloted by Vance Breese, and was assigned registration number NX21755. The fighter was named the Vanguard.
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On 11 December, Priller was one of the first pilots to receive a then new Focke-Wulf Fw 190 A-2 radial engine powered fighter aircraft, testing it on nineteen flights before year's end. Priller engaged in combat for the first time while flying the Fw 190 on 3 January 1942. On a test flight, he claimed a Hurricane shot down northwest of Calais. On 1 May, Fighter Command ordered one "Circus" and four "Rodeos" to France. III.
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Andrade 1979, p.222. The XSBF-1 was a two-seat biplane, featuring an enclosed cockpit, a fuselage of all-metal construction, and wings covered largely with fabric. Power was provided by a Pratt & Whitney R-1535 Twin Wasp Junior air-cooled radial engine driving with a variable-pitch propeller. Armament was planned to be two forward-firing M1919 Browning machine guns, one of which could be replaced by a M2 Browning; the prototype carried only a single gun.
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A pusher configuration engine was mounted on the rear wing spar within a central rectangular wing cut-out, with its propeller disk immediately behind the wing trailing edge. The AF-2 fitted was an Walter Vega five-cylinder radial engine, though there were plans to install other types in the power range. Its fuel tank was between the spars, immediately ahead of the gravity fed engine. The empennage was conventional, with a straight edged, blunt topped fin and rudder.
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The tailskid was now steerable. Production Thunderbirds offered several other engines, all more powerful than the Curtiss. The least powerful was the Dayton Bear which originally powered an iceboat. The Bailey CR-7 Bull's Eye was a 7-ctlinder radial engine as was the Axelson (Floco) B. The elderly, heavy Hispano A water-cooled V-8 engine increased speeds by and the climb rate by 12% but needed a fuel tank to maintain the W-O-14's range.
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In a number of older books, the MiG I-211 is called the MiG-5. It is now established that the MiG-5 designation was reserved for the production version of the MiG DIS, a twin-engine fighter that did not enter production. The acronym DIS comes from Dalnij Istrebitel Soprovozhdenya or long-range escort fighter. Similarly, the MiG-9 designation was intended for the production version of the MiG-3 with the ASh-82 radial engine.
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Both main undercarriage struts and wing struts were fixed to small horizontal winglets at the bottom of fuselage sides. Fuel was carried in two tanks, 100 l capacity in total, in a central wing section. The 5-cylinder Walter NZ 60 air-cooled radial engine was giving a nominal power of 60 hp and take-off power of 65 hp, driving a two-blade fixed pitch wooden propeller. A cruise fuel consumption was 22 l/h.
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Curtiss-Wright Junior at the Udvar Hazy Center Several Juniors were still flown by private pilot owners in 2012. A number of Juniors are preserved as museum aircraft, some in flying condition. Collections containing an examples include the National Air and Space Museum, Fantasy of Flight, Old Rhinebeck Aerodrome, Yesterday's Flyers and the Pioneer Flight Museum. The Pioneer flight museum's example is one of a few experimentally fitted with the French Salmson AD-9 radial engine.
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The cabin had single door on the left and front and rear doors on the right. It had a conventional fixed landing gear, with a rear skid, the main gear was joined with wings by vertical struts with oil and air shock absorbers. It had a single 5-cylinder air-cooled Armstrong-Siddeley Genet uncovered radial engine in front, delivering take-off power and nominal power, driving a two-blade propeller. A fuel tank was in the fuselage.
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The aircraft was designed by Kreider-Reisner during negotiations by Sherman Fairchild to take a major share in the company. Marketed as the Fairchild 22 Model C7 the aircraft was certified in March 1931. The Fairchild 22 was a mixed-construction, braced parasol-wing monoplane with a fixed tailwheel landing gear and a braced tail unit. It had two tandem open cockpits and was initially powered by an 80 hp (60 kW) Armstrong Siddeley Genet radial engine.
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260, 508. The turbochargers proved to be unreliable on both engines, while performance improvements were marginal. As with the XF6F-4, 66244 was soon converted back to a standard F6F-3.Kinzey 1996, pp. 17–18. Two XF6F-6s (70188 and 70913) were converted from F6F-5s and used the 18-cylinder Pratt and Whitney R-2800-18W two-stage supercharged radial engine with water injection and driving a Hamilton- Standard four-bladed propeller.Kinzey 1996, pp. 50–51.
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The armament was a pair of 12.7 mm SAFAT machineguns, complete with 600 rounds, along with provisions for a Nardi dispenser capable of housing 88 2 kg bomblets (this was a typical 'special armament' for the Re.2000). The Re.2000GA was never considered to be highly reliable, even by Re.2000 standards, especially due to its troublesome engine. The Re.2000bis, equipped with the more powerful P XI bis radial engine, was only manufactured in small numbers.
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Porsche preferred a 4-cylinder flat engine, but Zündapp used a water-cooled 5-cylinder radial engine. In 1932 three prototypes were running but were not put into production. All three cars were lost during the war, the last in 1945 in Stuttgart during a bombing raid. In Berlin in February 1933, the first production model of the Standard Superior was introduced at the IAMA (Internationale Automobil- und Motorradausstellung). It had a 396 cc 2-cylinder 2-stroke engine.
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Fred Landgraf formed the Landgraf Helicopter Company in September 1943 to develop and manufacture the H-2. It had an enclosed structure for one pilot and an 85 hp (63 kW) radial engine driving two rotors, each rotor fitted to a short boom on each side of the fuselage. It had a fixed tricycle landing gear. The H-2 first flew on 2 November 1944 and the company was awarded a development contract by the United States Army.
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First appearing in 1931 the H4H1 was a twin-engined high-wing monoplane flying-boat. Powered by two 500 hp (597 kW) Hiro 91-1 engines strut-mounted above the wing it was produced by the Kawanishi company and entered service in 1933. An improved version of the design, the H4H2, followed into production two years later. The H4H2 has re-designed twin fins and rudders and was powered by two 800 hp (597 kW) Myojo radial engine.
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Both had short, broad-chord ailerons which reached the wingtips and were externally interconnected. Structurally, each wing was built around two spruce spars and had plywood-covered leading edges. The trainer was powered by an Anzani 6 six-cylinder radial engine in the nose, fitted with a narrow-chord ring cowling. Immediately behind the engine the fuselage was five-sided, rectangular below but sloping on top, and was covered with aluminium sheets back to the wing leading edge.
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The acceptable power range is and the standard engine used is the Warner Scarab seven cylinder radial engine. Changes over the original aircraft design include the addition of main wheel brakes and a tailwheel, whereas the original aircraft had no brakes and fitted a tailskid. The Nieuport 17/24 has a typical empty weight of and a gross weight of , giving a useful load of . With full fuel of the payload for the pilot and baggage is .
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The other two aircraft were sold in late 1959/early 1960. In 1959 Kingsford Smith Aviation of Bankstown, Australia re-engined two aircraft with an Armstrong Siddeley Cheetah 10 radial engine as the EP-9C. First prototype dusting in East Anglia, summer 1959 The E.P.9s in their various guises had a long and successful lifespan as private aircraft, utilized in multi-role STOL operations as an agricultural sprayer, light cargo aircraft, jump aircraft, air ambulance and glider tug.
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During the Nicola Romeo ownership, the company received orders from the Italian war ministry to build 300 license Isotta Fraschini V6 engines for bombers used in the First World War. However, after the war ended, having made a prototype of a V12 engine, the Alfa Romeo aviation business was temporarily suspended. Alfa Romeo resumed activity in aviation in 1924. Nicola Romeo purchased a license to build the Bristol Jupiter IV, an air-cooled nine cylinder radial engine.
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Z.501 in flight The aircraft had a very slim fuselage, a high parasol wing and a single wing-mounted engine nacelle. In the prototype a 560 kW (750 hp) inline Isotta Fraschini Asso-750.RC engine was fitted, with an annular (circular) radiator that made the installation resemble a radial engine, although it was actually a liquid-cooled inline. Some versions of other planes such as the Ju 88 and Fw 190D had this same feature.
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Accordingly, the Gurnard II had a smooth and pointed cowling, with a drum-shaped radiator between the undercarriage legs, whilst the radial engine had a narrow chord Townend ring, with the rear part of its cylinders visible from the side. The Gurnard was a single-bay biplane. It had straight-edged, constant chord wings, the lower one being slightly shorter in span and markedly narrower in chord. Both wings carried dihedral, the upper plane the most.
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Armed with two .30 caliber (7.62 mm) machine guns above the cowl, the new design also incorporated watertight compartments to reduce weight and improve survivability in the event of a water landing. The prototype first flew on 18 October 1933, equipped with the experimental XR-1534-44 Twin Wasp Junior radial engine, and reached a top speed of at – faster than the FF-1 at the same altitude. Maneuverability also proved superior to the earlier two-seat aircraft.
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The YP-43 differed from AP-4 in having a "razorback" fuselage with a tall spine extending back from the canopy.Green 1969, pp. 166–167. The engine air intake was moved from the port wing to under the engine resulting in the distinctive ovoid cowling. The aircraft was powered by an R-1830-35 14-cylinder air-cooled radial engine with a General Electric B-2 turbo-supercharger generating 1,200 hp and driving a three-blade variable-pitch propeller.
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The Carr Special was entered in the 1932 National Air Races in the "Free for All", but pulled out after being lapped by all but one other entrant, and in the precision landing contest. Despite the poor showing, the aircraft would later win 22 races. The aircraft was then modified for skywriting, and later modified again with a Warner Scarab radial engine. On 19 September 1936, Kenny Barber placed second in the class at Pontiac, Michigan.
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61/8:A single S.61/5 refitted with a Hispano-Suiza 12Hb V-12 engine. ;S.61/9:Blériot-SPAD S.61/9 photo from L'Aérophile July,1929single S.61/6d modified for 1929 Coupe Michelin race, powered by a Lorraine 7Ma Mizar radial engine. ;S.61Ses: (Ses for Sesquiplane) This was the final version of the Bleriot S.61, fitted with seaquiplane wings, powered by a Lorraine-Dietrich 12Eb W-12 engine. (1 built).
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Accordingly, the Ju 52/3m (drei motoren—"three engines") was developed, being powered by an arrangement of three radial engines. According to Smith, the earliest known Ju 52/3m was delivered to Bolivian airline Lloyd Aéreo Boliviano during 1932. During its initial production years, airlines were the type's most common customers. By the mid-1930s, the Ju 52/3mce and Ju 52/3fe, were the two primary production variants, both being powered by the BMW 132 radial engine.
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The first Udet passenger transport was the two-passenger U 5, which appeared in 1923. This was powered by a , seven- cylinder, Siemens-Halske Sh 5 radial engine. The following year Udet produced the first U 8, which had a nine-cylinder, Siemens-Halske Sh 6 radial, making it rather heavier than the U 5 but leaving the design only slightly changed and the dimensions unaltered. The new engine allowed the U 8 to carry three passengers.
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Navigation and landing lights, the latter in streamlined underwing housings, were standard. The LT-1 was powered by a Pratt & Whitney Hornet radial engine, nose-mounted with its nine cylinderheads exposed for cooling. Behind the engine there was a mail compartment and behind that a windowed cabin seated four passengers, provided with airspeed meter, altimeter and map box. Its pilot had an open cockpit with windscreen and streamlined headrest built into the rounded upper fuselage decking.
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The aircraft features a cantilever low-wing, a two-seats-in-tandem enclosed cockpit under a bubble canopy, fixed conventional landing gear or retractable tricycle landing gear and a single radial engine in tractor configuration. The aircraft is made from composites. The wing span and area as well as gross weight varies depending on the model. The Radial Rocket's recommended engine power range is and the standard engine used is the Vedeneyev M-14P four-stroke powerplant.
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The I-211 was a direct descendant of the Mikoyan- Gurevich I-210 high-altitude fighter prototype, also known as the MiG-3-82 or MiG-9. Late in 1941, a decision was made to phase out production of the Mikulin AM-35A engine used by the MiG-1 and MiG-3 in favor of the Mikulin AM-38 engine used in the Ilyushin Il-2. The MiG design team had already created a version of the MiG-3 called the I-210, using a Shvetsov ASh-82 radial engine instead of the inline, liquid-cooled engine. A number of changes were made in order to accommodate the larger circumference of the radial engine, but the redesign of the engine cowling was a failure and the I-210 proved to be slower than the Yak-1 or the LaGG-3 when it first flew on 23 July 1941. Artem Mikoyan and Mikhail Gurevich continued development and another prototype was built, the MiG I-211, or the MiG-9Ye, using the improved ASh-82F engine.
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Another benefit of this engine location was ease of maintenance, as the engine could be readily accessed at ground level through dual clamshell-style doors; the entire engine could be changed in only two hours, and the radial engine was oriented backwards relative to a typical airplane installation, allowing more convenient access to engine accessories.The accessories for a radial engine were traditionally located on the side of the engine opposite the crankshaft; in a prop-powered airplane that used the more commonplace tractor configuration, the accessories were typically buried inside a cowling or nacelle, resulting in less convenient access than the reversed orientation used in the H-19. UH-19B rotor head The offset flapping hinges and hydraulic servos gave more positive flight control under differing loading conditions, isolated the flight controls from vibration, and lessened control forces; the H-19 could be flown with only two fingers on the cyclic control. The YH-19 prototypes featured a blunt aft fuselage and a single starboard-mounted horizontal tailplane with a small vertical fin at its outboard end.
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It was powered by a single Wright R-1510 radial engine. The XFT-1 first flew on January 16, 1934, being delivered to NAS Anacostia for evaluation by the Navy. While it was the fastest fighter yet tested by the U.S. Navy, its handling characteristics were poor. Although it was fitted with flaps to lower its landing speed, it was difficult to control at low speeds, and had poor forward visibility, major problems for an aircraft intended to operate off aircraft carriers.
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The design of the YO-51 Dragonfly was typical for aircraft of its type, being optimised for the observation and liaison role, with emphasis on the ability to operate out of the smallest possible airfields.Penfield 1941, p.31. The Dragonfly was a high-wing braced parasol monoplane with fixed tailwheel landing gear, a two-seat open cockpit, and full-span slots and Fowler flaps for STOL capability. It was powered by a single Pratt & Whitney R-985-21 Wasp Junior radial engine.
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Compared with the Ostrovia I, the wing area was increased by 12%%. The outer panels could be folded back on rear-spar hinges along the fuselage for road transport; when folded the width was . The Ostrovia II was initially powered by a Armstrong-Siddeley Genet five-cylinder radial engine which was mounted on the nose uncowled. Sometime after September 1931 this was replaced by a Cirrus III four-cylinder upright inline with its enclosed air-cooled cylinders projecting well above the nose.
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The main purpose of the Propeller Research Tunnel was researching the aerodynamic efficiency of propellers on radial engine aircraft. In 1917, William F. Durand published NACA Technical Report 17 on his work with isolated propellers in Stanford University's wind tunnel, however these results did not match with the data NACA had collected for propellers connected to fuselages. Additionally, little was known about the limitations of propellers. Propellers had efficiency issues caused by loss of compression at the tips at high speeds.
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The MB.60 was a high-wing monoplane with a closed cabin. Although a two seater like the Brochet MB.50, it was distinguished by an airfoil without sweep-back, a raised upper deck of the rear fuselage and a fixed landing gear with split axle. Power came from a 83 horsepower Salmson 5-cylinder radial engine. The only MB.60 to be completed (registered F-BFKT) took to the air on 24 June 1949 in Chavenay, piloted by André Deschamps.
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Like the M.23b and M.27, it was a tandem two-seat open cockpit monoplane machine, with a low cantilever wing and braced tailplane. The fuselage below the decking was more rounded than on the earlier aircraft, being built out of two longitudinal panels per side rather than one, with the lower one angled inwards. The fixed undercarriage was without the spats of the M.27. It was powered by a neatly cowled radial engine driving the usual two- blade airscrew.
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The torpedo was based on a newly developed British Whitehead torpedo. This weapon used a new double-action two-cylinder engine rather than the four-cylinder radial engine used by World War I-era British torpedoes. It was significantly faster (), although it had a much shorter range (only ) than the Japanese 6th and 8th Year torpedoes. Twenty of these were bought with training warheads in 1926 for ¥30,000 each; the British allowed Japanese technicians to observe the manufacturing process and launch trials.
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Orders were placed with Aichi and Nakajima for prototypes in 1934.Francillon 1970, p. 271. Nakajima's design was based on its C3N and B5N that had been designed to meet 1935 requirements for a reconnaissance aircraft and torpedo bomber respectively, and like these aircraft, was a single-engined monoplane of all- metal construction with folding wings for storage aboard ship. It was powered by a single Nakajima Hikari nine-cylinder radial engine, rated at , and driving a two-bladed variable-pitch propeller.
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Specifically, the plastic was Bakelite-Dilecto, a hard, synthetic cellulose-formaldehyde product. The company claimed it was proof against fire, heat, humidity and insects. This was the first use of structural plastic in an airframe and perhaps the last for another sixty years. This construction gave the fuselage a smooth, rounded "torpedo-like" look, which was enhanced by the close cowling of the 100 hp (75 kW) Cosmos Lucifer radial engine, though its three cylinders projected out a long way for cooling.
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A fuselage which deepened rapidly behind a small radial engine and ended with a fin integrated into it, together with a tricycle undercarriage with a tall and faired front leg, gave the Aircar an unusual appearance.Grey 1938, pp. 271c–272c. The Aircar was a single bay biplane with parallel chord, unswept wings with strong stagger. The wings were built around two wooden spars, with metal ribs and edges but fabric covered; they were fixed to the upper and lower fuselage.
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The prototype Bell Model 61 first flew on 3 March 1953; it had been designed to meet a United States Navy requirement for an anti-submarine warfare helicopter. In June 1950, the Model 61 was announced as the winner of the competition, and three XHSL-1 evaluation aircraft were ordered. The Model 61 had a rectangular-section fuselage structure and four-leg, six-wheel landing gear. It was powered by a Pratt & Whitney R-2800 radial engine mounted in the aft fuselage.
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It was powered by a Gnome & Rhône 9A nine-cylinder radial engine, a licence-built Bristol Jupiter, mounted on a duralumin frame in the nose. Behind it, beyond a firewall, there were tanks for oil and, in the wing roots, petrol. Most of the four man crew were enclosed in a low cabin, with a windscreen just ahead of the wing leading edge. There were two pilot's seats, fitted with dual controls and behind them positions for the navigator and the radio operator.
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In 1930 the French Navy issued a requirement for a light coastal patrol seaplane mainly for use in the French colonies. Gourdou- Leseurre built and designed a prototype GL-831 HY which was a modification of the companies earlier GL-830 HY with a smaller Hispano-Suiza radial engine. The GL-831 HY first flew on 23 December 1931. In 1933 the French Navy ordered 22 aircraft designated GL-832 HY, this had a less powerful engine than the prototype.
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On 10 July 1940 the company received an order from the United States Navy for 201 aircraft for use as a biplane primary trainer, it was to be a modernised version of the companies earlier C-3. It was a conventional biplane with two-seats in tandem open cockpits. Designated by the company as the NS-1 it was given the military designation NP-1. The NP-1 was powered by a 220 hp (164 kW) Lycoming R-680-8 radial engine.
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In the late 1940s the Soviet forces had a need for a light liaison aircraft that was smaller than the Antonov An-2. The company derived two four-seat aircraft with wooden wings and metal fuselages, from the earlier AIR-6. The Yak-10, a high-wing strut-braced monoplane with fixed landing gear and the Yak-13 a low-wing cantilever monoplane with a manually retractable landing gear. Both aircraft were powered by a 145 hp M-11MF radial engine.
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The tail housed a defensive gun turret and a single retractable tailwheel. Further defensive armament was provided by a remote-controlled barbette under the fuselage. The mid-mounted wing was of very high aspect ratio, having a large span combined with a relatively short chord to make it highly efficient. Four identical nacelles, distributed along the constant-chord centre section of the wing, each housed a BMW 801E radial engine providing almost takeoff power, with a retractable main undercarriage leg behind.
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The Rubis was powered by a nine cylinder Salmson 9AD radial engine mounted centrally with its thrust line just above the wing. Its cylinders were exposed for cooling but there was a long, semi-teardrop fairing behind it to smooth the airflow over the wing's upper surface. Fuel and oil tanks were in the wing centre section. The exact date of the first flight of the Rubis is not known but the initial development tests were complete by March 1933.
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The control surfaces were metal-framed with fabric covering; the split-flap arrangement of early Wirraways were supplemented on later-built aircraft via the addition of dive brakes. An all-metal stressed skin construction was used for the tailplane and fin; both side of the tailplane were interchangeable. The Wirraway was powered by a single 600 hp Pratt & Whitney R-1340 Wasp radial engine, licence-built by CAC. the engine drove a three-bladed variable-pitch propeller developed by de Havilland Propellers.
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The Polish War Ministry objected to the aircraft's use of the licence-built Hispano-Suiza V engine, citing insufficient practicality and poor economic grounds. Accordingly, a second prototype, which was designated as the P.6, was completed the next year. This revision featured several deviations from Puławski's original vision, including the adoption of a radial engine to power the type in place of the original in-line counterpart; during testing, the P.6's engine was plagued by overheating issues.
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Finally, the power was increased by 10% with a 490 kW (660 hp) BMW 132E radial engine. Seating was for six passengers in two forward-facing and one rear-facing pairs. The crew, pilot and radio operator sat in tandem in an enclosed cockpit with rudder pedals, folding control column and seat for a second pilot to starboard. The first prototype Ju 160 V1, D-UNOR, was taken from the Ju 60 construction line and first flew in January 1934.
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769 In 1899 the company offered an interesting but complicated steam car. It featured runabout coachwork and was powered by three small single-cylinder steam engines built into each of its rear wheel hubs in a way that they worked as a radial engine. It was tried to avoid the use of sprockets, chains and a differential gear as each wheel worked completely independent from the other.The Horseless Age, December 1899 issue The vehicle could reach a maximum speed of .
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In 1921 Alfred V. Verville led the Engineering Division of the USAAS's design of a simple single-seat biplane to be used as a messenger aircraft to replace motorcycles. The aircraft was built by the Sperry Aircraft Company as the Sperry Messenger. The Messenger was a conventional biplane with a fixed tailskid landing gear and a nose-mounted 60 hp (45 kW) Lawrance L-4 radial engine. In 1924 the military aircraft were given USAAS designations M-1, M-1A and MAT.
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The aircraft features a strut-braced triplane layout, a single-seat open cockpit, fixed conventional landing gear and a single engine in tractor configuration. The Sands Fokker Dr.1 Triplane is made from welded steel tubing and wood, with its flying surfaces covered in doped aircraft fabric. The cockpit width is . The acceptable power range is and the standard engines used are the Lycoming O-320, the Lycoming O-360, the Le Rhône 9J rotary engine or the Warner Scarab radial engine powerplant.
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Fairchild designed the aircraft in response to a Pan American Airways request for a small flying boat to operate on their river routes along the Amazon and Yangtze. The result was a conventional high-wing cantilever monoplane with its radial engine mounted above the wing in a streamlined nacelle. Before construction of the prototype was complete, however, Pan American no longer required the aircraft to operate in China, and Fairchild modified the design to optimise it for the tropical conditions of Brazil.
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153 Both of these powerplants were originally developed as aircraft engines. Internally, the radial engine was at the rear and the transmission at the front of the tank's hull. The propeller shaft connecting the engine and transmission ran through the middle of the fighting compartment. The radial engine's crankshaft was positioned high off the hull bottom and contributed to the tank's relatively tall profile. When a revolving turret floor was introduced in the M3 hybrid and M3A1, the crew had less room.
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The , which was abbreviated to Yokosho, developed the 2-Go as a smaller aircraft that the Peto. It was a biplane of mixed construction, with a steel frame and wooden- framed wings, covered in canvas. The wings were designed to detach for storage, as was the twin float assembly, which was also wooden. The first prototype was powered by the same engine as the Peto, an Armstrong Siddeley Mongoose five-cylinder radial engine, rated at , but manufactured under license by Mitsubishi.
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The first aircraft used a 200 hp (149 kW) de Havilland Ghost engine. This engine comprised two de Havilland Gipsys mounted on a common crankcase to form an air-cooled V-8. With the Ghost, the aircraft was underpowered and a 240 hp (179 kW) Armstrong Siddeley Lynx radial engine was fitted to it and all but one production aircraft. Changes were also made to the structure including increased span and chord wings and the aircraft was redesignated the DH.75A.
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Three prototypes were built, the Ar 69 V1 and Ar 69 V2 were powered by Hirth HM 504A engines and the V3 was powered by a BMW Bramo Sh.14a radial engine. Featuring swept wings constructed from wood, and a welded steel tube fuselage, the V1 and V2 represented the planned Ar 69A production aircraft, and the V3 would have evolved into the Ar69B production model. No production aircraft were built, due to the success of the rival Focke-Wulf Fw 44 Stieglitz.
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Swanborough and Bowers 1990, p. 402. The XFR-1 was a single-seat, low-wing monoplane with tricycle landing gear. A Wright R-1820-72W Cyclone radial engine was mounted in the fighter's nose while a General Electric I-16 (later redesignated as the J-31) turbojet was mounted in the rear fuselage. It was fed by ducts in each wing root which meant that the wing had to be relatively thick to house the ducts and the outward-retracting main landing gear.
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Stelio Frati (born in Milan Italy in 1919,"Signor Stelio Frati - His Early Days ". ultimateitaly.com. Retrieved 23 February 2010. died May 14, 2010 ) was an Italian mechanical engineer and aeroplane designer. He graduated from the Politecnico of Milan as a mechanical engineer in 1943, participating in the design of the Aeronautica Lombarda AR (Assalto Radioguidato - RC attack) radio-controlled wooden cantilever monoplane, powered by a single radial engine - a flying bomb/drone, flown for the first time the same year.
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The Kawanishi E5K1 or Kawanishi Type G was a large 1930s Japanese three-seat reconnaissance floatplane. The E5K1, a radial-engined twin-float seaplane, first flew in October 1931, but due to problems in development only 20 production aircraft were built. The type entered service with the Imperial Japanese Navy Air Service in April 1932 as the Kawanishi Navy Type 90-3 Reconnaissance Seaplane. The E5K1 was a production version with a Bristol Jupiter radial engine; 20 production aircraft were built.
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The engine was a Anzani 6, a six-cylinder radial engine mounted uncowled on the nose with its fuel tank behind a firewall. The fuselage was rectangular in cross-section apart from a slightly shaped roof and was built around frames and longerons with sheet metal covering. The enclosed cabin, which held two sitting side-by-side, was under the wing and had both forward and side glazing. The fuselage frame in the cabin region was strengthened; access was via a side door.
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Data from:Boulton Paul aircraft since 1915 ;P.115:Designed to Spec T.16/48, the P.115 was to have been powered by an Armstrong Siddeley Cheetah seven-cylinder radial engine, to replace the Percival Prentice. Boulton Paul drew up an alternative engine choice, using the new de Havilland Gipsy Queen 71 which was rated at , geared and supercharged. The P.115 would have had a top speed of and cruising speed of , at , climbing to in 10 minutes. ;P.
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D.C. Raoul Hoffman left Arup after the development of the S-2 to create his own design, the Hoffman Flying Wing. Engineer Charles H. Zimmerman viewed the S-2 trials in Washington and later applied the principles to the Vought XF5U program. The S-2 was sold without an engine to a stuntman, F.F. Bowser Frakes, who performed air crashes at fairs. A Szekely radial engine removed from an American Eaglet was installed on the S-2, but did not perform well.
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Vickers set up a partnership with the French aircraft manufacturer, Société des Avions Michel Wibault to exploit the patented system of all-metal construction developed by Michel Wibault. This used corrugated light alloy skin panels, and made for easy maintenance and inspection.Andrews and Morgan 1988, pp. 207–209. As part of this partnership, Vickers placed an order with Wibault for a single Wibault 7, re-engined with a Bristol Jupiter VI radial engine, to act as a prototype for potential licensed production.
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The Koolhoven F.K.51 was the winning design in a 1935 Dutch government contest for a new trainer. Designed by Frederick Koolhoven the prototype biplane trainer first flew on 25 May 1935. The aircraft was an equal-span biplane designed to use a variety of engines of . It was a two-seater and had a fixed tailwheel undercarriage. The Royal Netherlands Air Force (LVA) ordered 25 aircraft in 1936 and 1937, powered by a Armstrong Siddeley Cheetah V radial engine.
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The Sauro was powered by a 97 kW (130 hp) Farina T-58 radial engine within a domed cowling that left its five cylinders individually exposed. Behind the engine the fuselage was ovoidal in cross-section and tapered only slowly to the tail. It had a chrome steel frame, covered with plywood and fabric. The two tandem cockpits, the forward one over the wing and the other just behind its trailing edge, had long headrest deckings behind them that extended to the tail.
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The squadron co-operated with the Sudan Defence Force, regularly carrying out border patrols, while a flight of IIIFs was fitted with floats, flying patrols over the River Nile and the Red Sea. It also continued to carry out long range flights, flying from Egypt to The Gambia in 1930, and carrying out four training flights to South Africa. The Squadron replaced its IIIFs with Fairey Gordons (effectively IIIFs powered by a radial engine) in January 1933,Thetford (June 1994), pp. 17–18.
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The prototype was powered by a Comet 7-D seven cylinder radial engine, mounted with its cylinder heads exposed for cooling, though the second example was scheduled to have a seven cylinder Wright J-6-7 Whirlwind. The cabin was well-windowed for both pilot and passengers, with a windowed luggage compartment aft and doors on both sides. There were two unusual safety features. The central wing structure provided space for an aircraft rescue parachute, a concept under test at the time.
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Power was supplied by a small radial engine mounted tractor-fashion in the nose, which drove a two-bladed propeller. Spartan introduced the C2 in 1931 with a 55-hp engine, and sold 16 examples before ongoing economic circumstances brought production to a halt. Spartan then built 2 examples with 165-hp engines to use in their own flying school. These latter aircraft were fitted with hoods that could be closed over the cockpit for training pilots in instrument flying.
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In response, Mitsubishi submitted a design based on their unsuccessful 7-shi entry, the 3MT10. However, instead of the bulky Rolls-Royce Buzzard V-12, a less powerful but lighter experimental Mitsubishi 8-Shi radial engine was fitted.Despite having an expected power rating of , substantially less than the of the Buzzard, the much reduced weight enabled the designer Hajime Matsuhara to substantially reduce the total weight of the aircraft by . Weight-saving measures included introducing aluminium wings and removing the wheel fairings.
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By 1941 the two new 203s and an original aircraft were converted to 203Bs. A larger 220 hp 9-cylinder Lycoming R-680 radial engine was installed, and more advanced training equipment was fitted for use by more advanced students. When the Boeing School was closed due to the Second World War, the four 203As were transferred to United Air Lines at Cheyenne, Wyoming, two 203Bs were sold to a private owner, and the fate of the final 203B is unknown.
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Louis Guerchais both designed and built the T-2, which was powered by a six-cylinder Anzani 6 radial engine fitted with a carburettor patented by Louis Henriot to deliver safety fuel supplied by Ferrié. Its high wing was straight-tapered out to quadrantal tips and was built around five slender, cross-braced spars and plywood covered. Narrow chord ailerons at mid- span occupied more than half the trailing edges. Progressive thinning of the wing outwards from below provided light dihedral.
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Telotte 2004, p. 98. Production effects in The Cyclops were limited to backscreen projection, rudimentary matte work, and incorporating large images into the scenes. In the film, there is a scene in which the creature grabs Susan, but he also grabs the background as well, revealing the black color behind it. The discovery of the test pilot's aircraft involves dissimilar and haphazard debris scattered about in the form of a light aircraft wing, a P-51 Mustang canopy and a radial engine.
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The P-2-S was built at Goleta Airport after development of the P-1 at the General-Western plant at Santa Barbara Municipal airport. It received its American type certificate on 6 May 1932. The aircraft was one of the earliest examples built with all-metal propellers. Rights to the design were sold to the Air Transport Mfg Co. in 1935 The P-2-S is a high-wing, conventional landing gear equipped, parasol-wing aircraft powered by a Kinner radial engine.
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Designed as a basic trainer to complement the M.416 in Italian military service, the MB.323 first flew in 1952. It was a single-engine, low-wing cantilever monoplane powered by a nose-mounted Pratt & Whitney Wasp radial engine and a retractable tailwheel landing gear. It had two tandem cockpits covered by a sliding one-piece canopy. The type was evaluated against the Fiat G.49 which was preferred by the air force and the MB.323 did not enter production.
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The Army ordered the new aircraft as the Nakajima Army Type 91 Fighter and the first deliveries took place late in 1931. However, issues arose with both directional stability and centre of gravity, with the result that the type was delayed entering service. Between 1931 and 1934, 420 aircraft were constructed (including 100 by Ishikawajima; 23 of the total were Type 91-2, powered by a 432 kW (580 hp) Nakajima Kotobuki 2 radial engine. This version first flew in July 1934.
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Though a much larger aircraft, the G.11E used the same coaxial, three blade twin rotor layout as on the Gyroplane Laboratoire. It was initially powered by a fan cooled Potez 9E nine cylinder radial engine mounted amidships, under the concentric rotor shafts. There was 6.5:1 speed reduction gearing between the engine and the rotor drive. The rotors are built around tapered tube spars, which carry ribs and are Dural clad at the leading edges and with alloy over 3-ply elsewhere.
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The aircraft was commissioned and designed by Roscoe Turner in 1936. The Meteor would be the last of the Matty Laird race planes as well as the last race plane flown by Roscoe Turner. The aircraft is a conventional geared mid-wing monoplane with a radial engine built in California. It was modified in 1936 by Mattie Laird at the E. M. Laird Airplane Company in Chicago with three-foot longer wings, wing flaps, a longer fuselage and a fuel tank.
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Derived from the Wibault 9, the Wib 10/II, (the Wibault 10 designation was re-used from an unbuilt project), was a parasol monoplane with two cockpits in tandem to house the pilot and observer. As with previous Wibault aircraft the Wib 10/II was built entirely from Duralumin with corrugated sheet skin and a strut-braced parasol wing. Power was supplied by a Gnome & Rhône 9Ac 9-cyl. air-cooled radial engine with a crankcase cowl leaving just the cylinders exposed.
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The PWS-12 was a single-engined two-seat training biplane, fit also for aerobatics, designed in 1928 by A. Grzędzielewski and August Bobek- Zdaniewski at the PWS factory. The design shared similar parts, including fuselage and engine, as a high-wing trainer fighter plane PWS-11, developed at the same time.Glass, A. (1977) The main difference was the addition of a lower wing. It was powered by a nose-mounted Skoda-built version of the Wright J-5 Whirlwind radial engine.
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In 1918, Britain's Royal Air Force issued the Type III specification for a replacement for the Bristol F.2 Fighter to be powered by the new ABC Dragonfly radial engine. The Austin Motor Company, who had produced large numbers of aircraft, including 800 Royal Aircraft Factory S.E.5s, submitted a design by J Kenworthy, formerly of the Royal Aircraft Factory, which was named the Austin Greyhound. An order for three prototypes was placed on 18 May 1918.Bruce 1965, pp29-30.
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The second aircraft was a Gadfly II G-AARJ which first flew in August 1929 and was exported to Canada, where it was damaged beyond repair at Kitchener, Ontario, on 25 August 1931. The final aircraft was Gadfly III G-AARK which was the same as the Gadfly II but fitted with a Salmson A.D.9 radial engine. It was withdrawn from use in 1930. The first aircraft G-AAEY was last based at Wolverhampton when it was scrapped in June 1934.
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The XPT-3 became the XPT-5 when fitted with the Curtiss Challenger R-600 two-row six-cylinder radial engine, but was soon converted to PT-3 standard."United States Military Aircraft Since 1909" by F. G. Swanborough & Peter M. Bowers (Putnam New York, ) 1964, 596 pp. The PT-3 aircraft were superseded by the Boeing PT-13 Stearman starting in 1937, but a number were still operational with the Spartan Flying School in Tulsa Oklahoma into the middle of World War II.
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Behind it there was a place for a baggage. Single engine in front: 9-cylinder air-cooled Polish Skoda Works Wright Whirlwind J-5 radial engine delivering 240 hp (179 kW) take-off power and 220 hp (164 kW) nominal power, with a NACA cowling, driving a two-blade metal propeller of a fixed pitch. A 300-litre fuel tank was fitted in wing and 150-litre under the cab (normal capacity was 200 l). The cruise fuel consumption was 40–50 l/h.
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The P.10 was a single-bay biplane which was designed to be catapult launched from Italian Navy battleships and cruisers. It had a single main float supplemented by small floats, one on each wingtip. The P.10 was powered by a licence-built Bristol Jupiter VI radial engine. The aircraft had three open cockpits, one forward of the wings for the pilot, further aft was a cockpit for a gunner, just in front of the tailplane was the third cockpit for the observer.
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In 1929, Tetsuo Miki, a designer at Aichi Tokei Denki Kabushiki Kaisha (Aichi Watch and Electrical Machinery Company) started the design of a catapult launched reconnaissance floatplane with the aim of replacing the Nakajima E2N aboard the Imperial Japanese Navy's warships. Miki's design was a small single-engined biplane. Its fuselage was of steel tube construction with fabric covering, while it had wooden wings that folded to the rear for storage aboard ship. Powerplant was a 330 hp (246 kW) Aichi AC-1, an experimental radial engine.
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Rotec R3600 and R2800 The Rotec R3600 is a nine-cylinder radial engine built by Rotec Aerosport Pty Ltd in Australia. Initially released in 2005, it was a followup of the 7-cylinder Rotec R2800 released five years earlier. Both this engine and its smaller cousin have been frequently used as both replacement engines for vintage World War 1 aircraft, and reproduction aircraft from the same vintage. Some notable aircraft this engine has been used in are the Fokker Triplane, Sopwith Camel and the Nieuport 17.
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It offered quite good flight characteristics and was capable of aerobatic flight. It was demonstrated in a fighter-plane competition in Bucharest in 1930, along with the similar PZL P.1. The second prototype BM 6b, with a Wright Whirlwind 220 hp radial engine, was ordered, but work upon it ceased with closure of the Samolot factory in mid-1930. The PWS works, which inherited many of Samolot's projects, did not continue the project, for it had its own similar design, the PWS-11.
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Chrysler developed their first experimental hemi engine for the Republic P-47 Thunderbolt fighter aircraft. The XIV-2220 engine was an inverted V16 rated at . The P-47 was already in production with a Pratt & Whitney radial engine when the XIV-2220 flew successfully in trials in 1945 as a possible upgrade, but the war was winding down and it did not go into production. However, the exercise gave Chrysler engineers valuable research and development experience with two-valve hemi combustion chamber dynamics and parameters.
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The fuselage of the Peitz 101 was constructed from dural tubes, with four longerons defining its rectangular section. It was skinned with dural sheet over the forward section and with fabric aft. In an early diagram its six-cylinder Anzani radial engine was shrouded within a Townend ring, though in a photograph the ring was not fitted. The passenger's open cockpit was at the centre of gravity, between the two longerons, with the pilot in a similar cockpit close behind; both were fitted with dual control.
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Payne began building a second prototype in 1931, which first flew in fall the following year powered by a Salmson 9Ad radial engine. This aircraft was damaged in a forced landing due to fuel exhaustion during a demonstration flight for the press, and parts of the airframe were reused to build the second Knight Twister in 1935. This machine, powered by a converted Ford Model A automobile engine, was built for an Argentine buyer"The New Knight Twister" 1937, p.35 who eventually declined to take delivery.
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Takeoff took 12 seconds in both cases, even with 12.5 hp. Early in these tests a new engine, an uncowled Daimler-Versuchmotor F7506 was flown for the first time. This unusual small, two-stroke, six-cylinder, air- cooled radial engine, fitted with a Roots blower, had been designed specifically for light aircraft and produced , but could not be developed to produce higher powers and was soon abandoned in favour of the Harley-Davidson. The last new engine to power the L15 was a much more powerful () Salmson.
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In 1932 Adam Nowotny designed a low-powered, lightweight two-seat trainer, designated the Nowotny N-y 4, intended to help glider pilots convert to powered flight. The Lwów Aeroclub were willing to finance its building but no suitably low power engine was available. As the club had an elderly, Walter NZ radial engine, Nowotny produced a completely new design incorporating it. Despite the changes, Nowotny designated it the Nowotny N-y 4bis as he regarded it as a step towards his conversion trainer.
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Quoted on Flying Boats of the World page retrieved on 2007-08-17. The next aircraft developed at Randwick was the two-seat Warrigal I of 1929, a biplane trainer of conventional design, powered by a Armstrong Siddeley Lynx radial engine. This was followed in 1930 by the improved Warrigal II, powered by a Armstrong Siddeley Jaguar radial engine.Meggs, p294-301 On 21 March 1927, Wackett was elected the inaugural chairman of the NSW Division of the Institution of Aeronautical Engineers (IoAE) in Sydney.
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The first Super Universal was brought to Japan in components and was assembled by Nakajima for Japan Air Transport, the national airline of the Empire of Japan from 1928 to 1938. Under license production, Nakajima replaced the engine with a Bristol Jupiter radial engine, also license-built in Japan, and later by its own Nakajima Kotobuki engine. Nakajima's production began in September 1930, with the first aircraft delivered in March 1931. Production ended in October 1936, but the total number of aircraft built is unknown.
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The SM.101 was a single-engined low-wing cantilever monoplane with a tailwheel landing gear with retractable main gear. It had an enclosed cabin for two crew and six passengers and was powered by a nose-mounted 235 hp (175 kW) Walter Bora radial engine. The prototype and only SM.101 first flew on 20 December 1947 but the company soon decided that a single-engined passenger transport was not likely to sell and the company developed the design with two engines as the SM.102.
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The G-8 was Gribovsky's third small powered design and the second to be flown. Like the G-5 and the unflown G-4, it was a single seat monoplane, though its , five cylinder Walter NZ-60 radial engine gave it considerably more power. Its structural design was repeated in several of Gribovsky's later aircraft. The plywood covered centre section of the low wing was part of the monocoque fuselage and the two spar outer panels were ply covered back to the rear spar.
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The aircraft was adapted from the original German plans to comply with the US light-sport aircraft rules. It features a strut-braced high-wing, a two-seats-in-tandem enclosed cockpit, fixed conventional landing gear and a single engine in tractor configuration. The aircraft's span wing has an area of and is equipped with flaps and leading edge slots. Standard engines that were available include the Rotax 912ULS, turbocharged Rotax 914, Rotec R2800, Rotec R3600 radial engine and the Lycoming O-235 four-stroke powerplants.
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However, despite its limitations, some Soviet pilots managed to reach the status of ace flying the LaGG-3. G. I. Grigor'yev, from 178th IAP, was credited of at least 11 air victories plus two shared. But pictures of his LaGG-3 "Yellow 6", in November–December 1941, show 15 "stars", so his score was probably higher. Experiments with fitting a Shvetsov M-82 radial engine to the LaGG-3 airframe finally solved the power problem and led to the Lavochkin La-5 and La-7.
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British Civil Aircraft since 1919 Volume II, 1974. p.16-20 London:Putnam and Company. ,Jackson, A.J. Avro Aircraft since 1908. (1965) London: Putnam Aeronautical Books pages 433–5 was a de la Cierva design, owing nothing to existing Avro aircraft, though it was built by Avro at Hamble. Like the earlier aircraft, the C.19 had a conventional airframe, a two-seat fuselage carrying a small- span wing with ailerons (to relieve rotor loads in level forward flight), and a single radial engine in the nose.
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In 1936, in the aftermath of Italy's campaigns in East Africa, an official program was initiated with the aim of completely re-equipping the Regia Aeronautica with a new interceptor aircraft of modern design. The 10 February 1936 specifications,Sgarlato 2008, p. 4. formulated and published by the Ministero dell'Aeronatica, called for an aircraft powered by a single radial engine, which was to be capable of a top speed of 500 km/h along with a climb rate of 6,000 meters of 5 minutes.
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The goal of any engine control system is to allow the engine to perform at maximum efficiency for a given condition. Originally, engine control systems consisted of simple mechanical linkages connected physically to the engine. By moving these levers the pilot or the flight engineer could control fuel flow, power output, and many other engine parameters. The mechanical/hydraulic engine control unit for Germany's BMW 801 piston aviation radial engine of World War II was just one notable example of this in its later stages of development.
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In addition in the late-1960s, GM directed their GM and Pontiac divisions to develop concept mini-cars called commuter car for urban drivers. GM developed a gasoline- electric drive hybrid the XP-833 and the Pontiac X-4 a rear-wheel drive mid- engine car that was powered by a radical X-shaped aircraft type air-cooled two-stroke radial engine where the standard crankshaft was replaced by a unit called a Scotch yoke. While the GM car was fully tested the Pontiac concept was not.
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The Jet Gyrodyne was a modification of the second prototype FB-1 Gyrodyne aircraft registered G-AJJP. The Jet Gyrodyne was built specifically to develop the pressure-jet rotor drive system and operational procedures used on the later Rotodyne. The Jet Gyrodyne utilised the fuselage, undercarriage and engine of the FB-1 Gyrodyne. The Alvis Leonides nine-cylinder radial engine was situated in the middle of the fuselage and drove a pusher propeller at the tip of each stub wing and two Rolls-Royce Merlin engine superchargers.
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Exemplifying the Bureau of Aeronautics' reluctance to fully embrace the monoplane configuration for carrier-based aircraft,Johnson 2008, p.309. the XSB3U-1 was proposed as a more conventional alternative to Vought's XSB2U-1, which was designed as a modern monoplane. The XSB3U was modified from the last production SBU Corsair, using essentially the same airframe, including a fully enclosed cockpit, and Pratt & Whitney R-1535 radial engine, but with a more streamlined surface and cowling. In addition, the XSB3U had fully retractable landing gear.
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The armament was two 7.92 mm machine guns mounted on the fuselage sides (initially 7.7 mm Vickers E, then re-bored to 7.92 mm). The aircraft was powered by the Bristol Jupiter VII F radial engine (normal power: 480 hp (360 kW), maximum: 520 hp (390 kW) and fitted with a Townend ring and two-blade propeller. A main 290 l fuel tank in the fuselage, behind the engine, could be dropped in case of fire emergency. The second fuel tank was 7 l.
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The Type D first appeared in December 1911 and in total thirteen were built. Of these, one was sold in England and three others to China, all sesquiplanes; the Chinese aircraft had the more powerful 6-cylinder Anzani radial engine. This engine was again mounted uncowled, showing its characteristic ring exhaust. One aircraft, originally the Type Abis, was modified into a Type D, retaining its Gnome Omega 7-cylinder rotary engine with an oil-deflecting cowling over the upper half, extending back over the front fuselage.
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Interstate Airlines Stearman LT-1 Stearman CAB-1 Coach ;M-2 Speedmail: Single-engine mail transport aircraft, powered by a 525 hp (391-kW) Wright Cyclone radial engine, able to carry up to 1,000 lb (454 kg) of mail. ;Stearman LT-1: Slightly larger 5-seat passenger and mail carrier, powered by a Pratt & Whitney Hornet radial piston engine. ;CAB-1 Coach: Similar to the M-2 with enclosed cockpit filling gap between the fuselage and wing and powered with a 300 hp Wright J-6-7.
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The Model 290 flew for the first time in April 1931 powered by a 300 hp (224 kW) Lorraine engine. A further example, the Model 291 was built with a Gnome-Rhône radial engine. The French Navy was looking for a VIP transport and ordered eight aircraft based on the Model 291 and designated the Model 293 (with a Lorraine engine) and the Model 294 (with a Gnome-Rhône engine). The navy aircraft were used as executive transports and based at the major French naval air stations.
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The Thrush, a three-cylinder radial engine proved to be extremely unreliable and the Sparrow was eliminated from the light aircraft trial due to engine failure. In the Grosvenor Trophy Race at Lympne Aerodrome on 14 October 1924, it came fourth with a speed of 62.08 mph (99.91 km/h).Andrews and Morgan 1987, p.312. The aircraft was rebuilt for the 1926 Lympne Trials as a parasol monoplane (and redesignated the Sparrow II) and re-engined with a 32 hp (24 kW) Bristol Cherub III engine.
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The B-11 was similar to the design bureau's earlier B-5, a twin-rotor helicopter, with each rotor driven by an Ivchenko AI-26 radial engine. Each engine was housed in a pod on an outrigger with the related rotor above. Designed for a 1947 air force design competition for a general-purpose helicopter. Two prototypes were built and flown in June 1948, test flights showed a problem with rotor-blade stall at high speed and high resonant vibrations in the whole helicopter.
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Green and Swanborough, p. 108. Chiodi intended the CH.1 to be powered by a Gnome-Rhône 14Kfs Mistral Major 14-cylinder radial engine, rated at at 4,750 meters (15,584 feet), but instead the aircraft was constructed with a Piaggio Stella P.IX R.C.40 nine-cylinder radial rated at at 4,000 meters (13,123 feet) driving a three-bladed, variable-pitch propeller. The CH.1s proposed armament was two fixed forward-firing 7.7-millimeter (0.303-inch) Breda-SAFAT machine guns synchronized to fire through the propeller.
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By the time the aircraft was ready to market in 1931, Curtiss-Robertson's parent company, Curtiss, had merged into Curtiss-Wright, and the Skeeter was awarded the new designation and name CW-1 Junior. Sales were brisk through 1931, with some 270 aircraft sold at $1,490 each, but the success did not last long. The pusher propeller arrangement was the source of two serious problems. First, the chosen powerplant, the three-cylinder Szekely SR-3 radial engine had a noted tendency to throw cylinders.
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The first series showed some teething problems, which resulted in Iosif Nyeman being arrested by the NKVD on December 11, 1938 under the accusation of sabotage and espionage, a common accusation at the time. In 1938 a variant, the KhAI-5bis was tested with an M-25E engine, achieving a speed of . In 1938, the KhAI-52 ground attack aircraft, based on the R-10, was also developed. It was powered by a Shvetsov M-63 radial engine and armed with seven machine guns and bombs.
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After the Lend-Lease programme provided a supply of engines from the United States to Britain, a third variant of the Master, designated M.27 Master III, was designed, which was powered by the American-built Pratt & Whitney Twin Wasp Junior, a two-row radial engine that could generate 825 hp (615 kW). A total of 602 Master IIIs were constructed.Amos Aeroplane Monthly September 1980, p. 462. In a typical trainer configuration, the Master was equipped to carry eight practice bombs, plus a single .
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The Type 31 had a similar combination of automatic and commanded slats. The Villiers 31 had a flat sided fuselage of rectangular cross-section behind the wing, built around a frame of chrome steel tubes and fabric covered. It was the first aircraft to have an autogenically welded structure, that is welded without the use of a filler metal. There was a Gnome et Rhône 9Ab nine-cylinder radial engine in the nose, which some photographs show under a long-chord, close-fitting, circular cowling.
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The XT3D-1 with one wing folded. The XT3D torpedo bomber (BuNo 8730) was first flown in 1931, it has been described as a large and ugly aircraft. Of metal construction with a fabric covering the XT3D had folding wings and an arrestor hook for carrier operation. With a fixed tailwheel landing gear and powered by a Pratt & Whitney R-1690 Hornet radial engine, the XT3D had three open cockpits, forward for the gunner/bomb-aimer, centre for the pilot, rear for another gunner.
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The Z-21 is a single-seat, open cockpit 1920s-style biplane with fixed conventional landing gear with spoked wheels and a single engine in tractor configuration. The aircraft is made from wood, with its flying surfaces covered in doped aircraft fabric. Its span wing has a combined area of and ailerons on the bottom wing only. The aircraft was designed for the Volkswagen air-cooled engine, but other variants have been developed that use a variety of engines, including the Rotec R2800 radial engine.
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It had a conventional fixed landing gear with a rear wheel, main gear had teardrop covers. The closed cabin had a capacity of five: a pilot in front and 4 passengers in two rows, with doors on the left. It had a 9-cylinder air-cooled Polish Skoda Works Wright Whirlwind J-5A radial engine delivering 240 hp (179 kW) take-off power and 220 hp (164 kW) nominal power, in a Townend ring, driving a two-blade metal propeller. 280 litre fuel tanks were in wings.
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The Re.2002 project began with the conversion of the Re.2000 to Regia Aeronautica specifications including a redesigned wing and conventional fuel tanks. A contract for a single conversion resulted in the Reggiane company using this as the basis of a new aircraft. The Re.2002 was designed by Roberto Longhi and Antonio Alessio, who took a modified and strengthened Re.2000 fuselage, mated to Re.2001 wings and a more powerful radial engine, the Piaggio P.XIX R.C.45 Turbine (1,175 hp).Brindley 1973, p. 234.
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They planned to use the German produced BMW 801 radial engine in order to eliminate the deficiencies with the Piaggio engine, but Reggiane could not satisfy the demand, and none were delivered. However, some 40 "factory-fresh" Re.2002s along with 20 aircraft requisitioned from operational stocks were taken over by the Germans after the Italian armistice, and used against the French resistance. Some Re.2002s were used by units that fought on the Axis side after the Italian Government surrendered to the Allies.Berliner 2011, p. 137.
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The main customer for the aircraft equipped with the Wright R-975 Whirlwind air-cooled radial engine was the Royal Netherlands East Indies Army Air Force and 36 were exported. The aircraft had to be delivered to the Dutch in Australia due to the advancing Japanese forces. A developed version, the CW-22B, was sold to Turkey (50), the Netherlands East Indies (25) and in small numbers in South America. Some of the Dutch aircraft were captured and operated by the Imperial Japanese Army Air Force.
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Following the success of earlier observation biplanes the Ro.30 was developed in 1932 for the Regia Aeronautica. It was an unequal-span biplane with a fixed tailwheel landing gear. It had an enclosed cockpit for the pilot located forward of the wing leading edge, an observer had a cabin between the wings, and the third crew member had an open cockpit behind the wings. It was powered either a 395 kW (530 hp) Alfa Romeo Mercury or a 373 kW (530 hp) Piaggio Jupiter radial engine.
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The three- bladed rotor could be folded for storage and transport. Three fins were fitted, two as endplates to the tail-plane, one half of which was fitted with negative camber and incidence, in order to help offset the effects of the rotor.Lukins, A,; "The Book of Westland Aircraft", Aircraft (Technical) Publications, 1942. The CL.20 was initially powered by a Pobjoy radial engine, driving a two-bladed tractor propeller, modified to include a power take-off shaft to spin up the rotors for take off.
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The Chevvron was designed to meet a requirement for an aircraft conforming with the Civil Aviation Authority's regulations for microlight aircraft and fitted with conventional three-axis controls. The Chevvron is a mid-wing monoplane with a pod-and boom configuration and high aspect ratio wings. It is built of composite materials and is fitted with a fixed nosewheel undercarriage. The normal powerplant was a single König SD 570 two-stroke, four-cylinder air-cooled radial engine rated at and driving a three-bladed propeller.
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The Snipe began production in 1918, with more than 4,500 being ordered. Production ended in 1919, with just under 500 being built, the rest being cancelled due to the end of the war. There was only one variant, the Snipe I, with production by several companies including Sopwith, Boulton & Paul Ltd, Coventry Ordnance Works, D. Napier & Son, Nieuport and Ruston, Proctor and Company. Two aircraft were re-engined with a 320 hp (239 kW) ABC Dragonfly radial engine and these entered production as the Sopwith Dragon.
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The Lionheart is based on the Beechcraft Staggerwing biplane of the 1930s; but unlike the steel tube, wood and fabric construction of the Staggerwing it has a composite structure. The Staggerwing has strut-braced wings but the Lionheart has cantilever wings with a total area about 20% less than the wings of the Staggerwing. It is powered by a 450 hp (336 kW) Pratt & Whitney R-985 Wasp Junior radial engine with a three-bladed propeller. It has a retractable conventional landing gear with a tailwheel.
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Handley Page improved the design to include lateral control via wing warping and fitted a 25 hp (18.6 kW) Alvaston water- cooled flat-twin engine. The rebuilt aircraft was designated Handley Page Type C but it refused to fly. Although work was completed on modifying the aircraft to take a 50 hp (37 kW) Isaacson radial engine it was abandoned in late 1910. It ended its life as an instructional airframe at the Northampton Polytechnic Institute in Clerkenwell, where Handley Page was a lecturer.
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The Anzani-powered Touroplane B first prototype In 1928 Stanley Wallace set up a company to produce a three seat, high wing monoplane which he had designed and named the Touroplane. It was powered by an Anzani radial engine and as many as six of these may have been built. In 1929 Wallace Aircraft Co. marketed a development designated Touroplane B which had a Kinner K-5 radial. During 1929 Wallace Aircraft became a division of American Eagle, who called the type B the 330 Touroplane.
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This was formed by a parallel pair of horizontal struts from the lower fuselage and a second, similar pair angled down from the upper fuselage. The wing was held over the fuselage on a cabane consisting of two N-struts from the central wing panel joint to the upper fuselage at its two forward principal frames. The MS.152's nose-mounted, , nine-cylinder Salmson 9Ab radial engine appears uncowled in photographs. The engine bearings were designed to accept other radial engines of similar powers.
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An early experimental 200 hp Clerget V-8 from the 1910s used a sliding camshaft to change the valve timing. Some versions of the Bristol Jupiter radial engine of the early 1920s incorporated variable valve timing gear, mainly to vary the inlet valve timing in connection with higher compression ratios. The Lycoming R-7755 engine had a Variable Valve Timing system consisting of two cams that can be selected by the pilot. One for take off, pursuit and escape, the other for economical cruising.
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There were externally interconnected ailerons on both upper and lower wings. The lower wings were attached to the bottom fuselage and the upper ones supported well above the top of the fuselage. The fuselage was a flat-sided girder structure; the crew occupied tandem cockpits, with the pilot at the rear. The 200 hp (150 kW) Salmson 2M7 water-cooled radial engine was placed just in front of the forward cockpit, close to the wing leading edge, with tall radiators on either side of the fuselage.
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By the summer of 1925 the limousine had been re-engined with a Anzani six-cylinder air-cooled radial engine. It flew with this at the Vauville meeting for gliders and small aircraft and won first place overall in the latter category. It remained active at meetings until at least 1928, when it was a contestant at Reims. The name Cyrano, sometimes added to the makers name, was specific to the first aircraft, registered O-BAFL, which remained on the Belgian register until 1930.
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The aircraft was fitted with a fixed tailwheel undercarriage, and was powered by a single Pratt & Whitney Wasp Junior radial engine. The second Air Tractor, to production standards, flew on December 18, 1954. It had a number of differences from the first prototype, with the rear fuselage fully enclosed and the fuel tanks moved from the wing roots to inside the fuselage, while the engine was enclosed by a cowling. Four more Air Tractors were under construction work but the project was stopped late in 1955.
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Walter J. Carr and Ed Behse founded the Paramount Aircraft Corporation to build the Paramount Cabinaire enclosed biplane. After poor sales of the aircraft, Carr left the company and Behse pursued a new design using the Warner engine used in the Cabinaire. The Sportster was a two-seat side-by-side configuration open-cockpit, strut- braced, low-wing monoplane with a radial engine and float landing gear sourced from Aircraft Products. The prototype was built in six weeks and featured a red leather interior.
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The aircraft was designed by F. Fecher and students in the aeronautical engineering department of the Technische Universität Darmstadt. It was a development of the D-16 project, that was designed for a sports aircraft contest organized by Idaflieg in 1926. The D-16 design with a 40-horsepower (hp) engine won the first prize, but was not built as the designer decided to strengthen the construction and fit a more powerful 88 hp Armstrong Siddeley Genet radial engine. The result was the D-18, a single aircraft was built in 1929.
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The aircraft had a metal monocoque fuselage, while the wings were of corrugated metal construction. The mainwheels of the conventional landing gear retracted backwards into the wing, being operated by cables driven by a handwheel turned by the pilot. The first prototype was powered by an imported 433 kW (580 hp) Bristol Mercury radial engine enclosed by an NACA cowling and driving a two-bladed wooden propeller. It was armed with a single PV-1 machine gun, with provision for two Kurchevsky APK-37 recoilless autocannon under the wing.
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The M.S.225 was a parasol monoplane, with a wide fixed landing gear, and powered by a Gnome-Rhône 9Krsd radial engine. Having a circular fuselage the M.S.225 was much more robust than its immediate predecessor, the M.S.224. Created as a stop-gap before the introduction of more advanced aircraft still under development, the Morane-Saulnier M.S.225 was first shown in the form of a model at the Paris Air Show of 1932. After successful flight tests of the prototype, series production started at once.
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The short fuselage was also a welded steel tube structure, alloy skinned front and rear but with a fabric covered central section that contained the tandem seats under a continuous, multi-framed canopy which merged into the rear fuselage. The Wn 16's pusher configuration, Salmson 9Ad nine cylinder radial engine was installed within a Townend ring cowling at the rear of the fuselage beyond the wing, driving a two blade propeller. The Wn 16 was later re-engined with a Walter Mikron. The Wn 16's tail-booms were wooden monocoques.
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The Bernard S-72 was a wooden stressed skin constructed cantilever low-wing monoplane powered by a Gnome-Rhône 5Bc radial engine and had a fixed tailskid landing gear. Flown by Paillard, the Bernard S-72 participated in the 1930 Coupe Michelin race. On 29 June, he took off from Le Bourget, landed successively in Reims, Nancy, Strasbourg, Dijon and Clermont- Ferrand, but unfortunately had to retire near Lyon as a result of engine failure. The S-72 was re-engined with a Gnome-Rhône 7Kb and re-designated the Bernard S-73.
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Fabrica Automobili Isotta Fraschini (Isotta Fraschini) was founded in 1898 to manufacture cars and internal combustion engines. Isotta Fraschini engines powered many Italian airships and military aircraft during WWI, becoming one of the largest engine producers in Italy. At the outbreak of WWII Isotta Fraschin had a large portfolio of engines but suffered from a lack of large orders, with a few exceptions. The Astro 7 C seven cylinder radial engine failed to attract orders in any quantity and failed to give the company significant return on the development costs.
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The Fw 190 was considered by one Soviet report to be superior to the Bf 109.Fw 190 vs La-5 Retrieved: 19 February 2008. However, Soviet pilot Nikolai G. Golodnikov claimed the Fw 190 to be inferior to the Bf 109; "It did not accelerate as quickly and in this aspect was inferior to most of our aircraft, except for the P-40, perhaps." Goldonikov said that German pilots appreciated the Fw 190 radial engine as a shield, and frequently made head-on attacks in air-to-air combat.
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The Bluebird L.1 was initially designed as a competitor in the Lympne light aircraft trials to be held in September 1924 for a low-powered two-seater, fitted with a 67 in³ (1,100 cc) Blackburne Thrush three-cylinder radial engine. The Bluebird was a wooden single-bay biplane, with folding wings and was fitted with a single side-by-side cockpit.Jackson 1974, p. 208. Although first flying in 1924,Taylor 1989, p. 157 problems with the engine, which failed to give the expected power, meant that it could not compete in the 1924 competition.
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The prototype Bluebird was then fitted with an Armstrong Siddeley Genet radial engine and dual controls for entry into the competition. Interest in the Bluebird following the competition and its success in the 1926 Grosvenor Cup air race, which it won, resulted in Blackburn manufacturing a batch of 13 production aircraft, known as the L.1A Bluebird II, which were similar to the prototype, and a further seven modified L.1B Bluebird IIIs.Jackson 1974, p. 209. The Bluebird formed the basis for the all-metal Blackburn Bluebird IV.
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Designed by Howard T Wright, the Pusher Seaplane was an enlarged version of the first successful product of the aircraft department of John Samuel White & Company Limited (Wight Aircraft), the Wight Seaplane No.2. The aircraft was an unequal-span pusher biplane with five-bay wings mounted on two long floats. It was powered by a single 200 hp (149 kW) Salmson Canton Unné water cooled radial engine. It was exhibited at the 1914 Olympia Air Show in March that year, and was first flown on 8 April.
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The Fw 190 was introduced on the Western Front in August 1941. For the first few months of its combat career, the Allies, entirely unaware of the new fighter, attributed pilots' reports of a new "radial-engine fighter" to Curtiss P-36 Mohawks which the Germans had captured from the French. The new fighter outperformed the Spitfire Mk. V, the then top-of-the-line RAF fighter, in all aspects except turning radius. The Fw 190 was considerably better in firepower, rate of roll, and straight-line speed at low altitude.
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1909 saw radial engine forms rise to significance. The air-cooled Anzani 3-cylinder semi-radial or fan engine of 1909 (also built in a true, 120° cylinder angle radial form) developed only 25 hp (16 kW) but was much lighter than the liquid-cooled Antoinette, and was chosen by Louis Blériot for his cross- Channel flight. A major advance came with the introduction of the Seguin brothers' Gnome Omega seven-cylinder, air-cooled rotary engine, exhibited at the Paris Aero Salon 1n 1908 and first fitted to an aircraft in 1909.
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The G-20 was a monoplane with a low wing of semi-elliptical plan, its greatest chord some way out from the roots. Unusually, the wing was braced from above with a pair of inverted V steel struts to a crash pylon within the enclosed forward cockpit. The wing had long, broad chord ailerons and manually operated flaps. On its first flight, in 1935, and over its early career it was powered by a five-cylinder Shvetsov M-11 radial engine, a Soviet design which originally produced , enclosed in a broad chord, helmeted cowling.
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The design of the initial version began in 1935. It was powered by a Pratt and Whitney XR-1535-66 double row air-cooled radial engine and had hydraulically actuated perforated split flaps (dive brakes), and main landing gear that retracted backwards into fairing "trousers" beneath the wings.Rene J. Francillon (1990 ed), McDonnell Douglas Since 1920, Volume I. Annapolis, Maryland, Naval Institute Press The perforated flaps were invented to eliminate tail buffeting during diving maneuvers. The next iteration of the BT, the XBT-1, was equipped with a R-1535.
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Antoni Gabriel, a long-time aircraft enthusiast, took an aircraft mechanic's course during military service and on return home designed a single-seat, high-wing, light, cabin monoplane. It was entirely self-funded and was constructed by Gabriel and a carpenter friend, Jan Mencel. Even the propeller and tyres were built on Gabriel's farm. He began tests with a car engine but this was not powerful enough even to taxi the machine, though he did get some press coverage which led to the offer of an old, Anzani 6 radial engine.
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Ford flies his de Havilland Canada DHC-2 Beaver (N28S) more than any of his other aircraft, and has repeatedly said that he likes this aircraft and the sound of its Pratt & Whitney R-985 radial engine."Harrison Ford Discusses Piloting His Beaver into the Bush", Huffington Post, May 21, 2008. According to Ford, it had been flown in the CIA's Air America operations, and was riddled with bullet holes that had to be patched up.Per Ford's remarks on Late Night with David Letterman (viewed July 9, 2008).
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The pilot sat in an open cockpit, protected by a windshield. The undercarriage consisted of a fixed common axle conventional landing gear, with a rear skid. Fuel was carried in a 170 l tank mounted in the fuselage, forward of the pilot's cockpit. The 9-cylinder Skoda-Wright Whirlwind J-5B air-cooled radial engine was built under licence in the Polish Skoda Works, giving a nominal power of 220 hp (164 kW) and take-off power of 240 hp (179 kW), driving a two-blade fixed pitch wooden propeller.
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The PVT was powered by a 420 hp (313 kW) 7-cylinder radial Gnome-Rhône 7K radial engine, housed with its cylinder heads exposed and driving a two-bladed propeller. The fixed, divided type undercarriage had on each side a main shock absorber leg, its upper end attached to a steel pyramid protruding from the mid-fuselage keeping the leg closer to the vertical whilst providing a wide track. Each wheel was connected to the lower fuselage with a swinging V-strut. A simple tail skid completed the undercarriage.
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The second prototype took part in a fighter contest in Bucharest in June 1930, where it proved a modern design. It took overall the 4th place out of 7 competitors, but it won in 8 out of 15 trials. The P.1 remained a prototype, because it was decided that a fighter for the Polish Air Force should be powered with a radial engine, produced under licence in Poland. As a result of this decision, the next fighter designs were produced, based upon the P.1, starting with the PZL P.6.
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Its wooden, fabric-covered wings were slightly swept and parasol- mounted above the fuselage, attached with lift struts to the lower fuselage and with a central inverted-V Cabane strut. Its ailerons were full-span, narrow-chord, fabric-covered metal-structure units, with prominent spades above the wing's upper surface. The R-100 was powered by a 420 hp (313 kW) 7-cylinder radial IAM K-7 license-built version of the Gnome-Rhône 7K radial engine, driving a two-bladed propeller. The engine mounting incorporated an NACA cowling.
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It was sturdier, the proliferation of bracing wires were testimony to this. Constructed of metal, possibly steel tubing as opposed to bamboo in his earlier aeroplanes, although James Manson claims the tubing was duralumin. Its wings were of conventional design; the bracing struts were fitted with streamlined aerofoil shaped fairings, made from aluminium or wood and covered in fabric, canvas according to Manson, which was sewn into place by himself. Watson's big No.3 was powered by a British Anzani 45 hp six cylinder two-row radial engine.
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The Type 107 was an unequal span single bay biplane powered by a 480 hp (360 kW) Bristol Mercury air-cooled radial engine driving a two-bladed propeller. The structure was all-metal with a fabric covering, using members built up from rolled high-tensile steel strips riveted together. In order to optimise the pilot's field of view there was large semi-circular cutout in the trailing edge of the upper wing and the inboard section of the lower wing was of reduced chord. Frise ailerons were fitted to the top wing only.
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The outer wing panels were ply covered from the leading edge back to the rear spar, with the rest fabric covered. In plan the wings were strongly tapered, mostly on the trailing edges, and ended in long, elliptical tips. Its automatic leading edge slats were interconnected through the fuselage with a steel tube and its ailerons were slotted. The G-21 was powered by a five-cylinder M-11Ye radial engine, installed with its cylinders projecting out of the smooth cowling for cooling and driving a two blade propeller.
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The wings, braced with N-type struts to the fuselage, could be folded by rotation around an inclined axis so that they lay chord-vertical alongside the fuselage for storage aboard an aircraft carrier. The fuselage was of semi-monocoque construction with ash longerons and a plywood covering. At the front was a metal mounting for the uncowled 385 hp (286 kW) Armstrong Siddeley Jaguar III radial engine and at the rear an empennnage similar to that of the B.1. The second prototype carried small stabilising fins on the underside of the tailplane.
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First flown in 1931 the Loening SL was lightweight flying-boat designed to be folded up and stored on a submarine within an 8-foot space. It was a single-seat, mid-wing monoplane powered by a Warner Scarab radial engine mounted above the wing driving a pusher propeller. Originally designated the XSL-1 by the Navy it was re-designated XSL-2 in 1932 when it was re-engined with a Menasco B-6 engine. Only the prototype was built and it was not ordered into production.
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The Sopwith 8F.1 Snail was designed by Herbert Smith of Sopwith Aviation Company to meet the Air Board Specification A.1A for a light fighter with superior performance to the Sopwith Camel. Herbert Smith designed a small single-bay biplane, powered by the 170 hp (127 kW) ABC Wasp radial engine. An initial order was placed on 31 October 1917 for six prototypes with a conventional wood and fabric framework structure, but this was revised in November to fit two aircraft with a plywood monocoque fuselage.Mason 1992, pp.136–137.
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While working on the Polikarpov I-15 biplane, Nikolai Nikolaevich Polikarpov began designing an advanced monoplane fighter. It featured cutting-edge innovations such as retractable landing gear and a fully enclosed cockpit, and was optimized for speed with a short stubby fuselage, and a Wright R-1820 radial engine in a NACA cowling. The aircraft is small, light and simple to build. Full-scale work on the TsKB-12 prototype began in June 1933, and the aircraft was accepted into production on 22 November 1933, a month before it took to the air.
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The first aircraft, F.300, made its first flight on 29 September 1931. The M.F. 11s were equipped with the British-designed Armstrong Siddeley Panther II radial engine, the first 14 of which were made in the United Kingdom. From 1934 license manufacturing of the Armstrong Siddeley Panther II began in Norway at Marinens Minevesen in Horten, with F.314 being the first aircraft equipped with a Norwegian-made engine. As the handmade Norwegian power plants were installed they soon proved to be of superior quality to the machine manufactured originals.
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In the autumn, 1944, JG 1 began partial equipment with the Fw 190 D (nicknamed the Dora; or Long-Nose Dora, "Langnasen-Dora"). The first major production D model was the Fw 190 D-9. With the D version the power plant was changed from the radial engine of earlier models to a 12-cylinder inverted-V liquid-cooled inline Jumo 213A with MW 50 injection. The fighter lacked the high rate of roll of its predecessor, but was faster all around, with a maximum speed of at .
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The Type 109 was a single-engine two-seat conventional biplane built in 1928 for an attempt on the world distance record. The Type 109, registered G-EBZK and powered by a 480 hp (360 kW) Bristol Jupiter VIII radial engine, was first flown on 7 September 1928. The record attempt was abandoned and the aircraft was then modified to be used by Bert Hinkler for a world flight. The world flight was also abandoned and the aircraft was used by Bristol as an engine test bed for the Jupiter XIF engine.
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The wings were braced with steel V-struts, individually enclosed in wooden fairings, from the two wing spars to a framework under the fuselage where their vertices were transversely joined by a horizontal steel bar. The Invincible was designed to accept two engines of significantly different power and cost. These were the LeBlond 90-7D, a seven-cylinder radial engine or the Curtiss Challenger, a six-cylinder, two row radial. The Challenger-powered version could carry four, one more than that with the Leblond engine, but cost $7,800 rather than $5,500.
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In June 1932, Hawks left the U.S. Army Air Corps Reserve, exchanging his commission for that of a United States Naval Reserve lieutenant commander. Texaco purchased the first Northrop Gamma 2A as the replacement for the "Texaco 13". The new aircraft was the first of the Gamma series and was specially designed for Hawks, fitted with then-new Sperry automatic pilot. This sleek, all metal high-speed mail and cargo aircraft was powered by a , 14-cylinder Wright Whirlwind twin-row, air-cooled radial engine and was first called "Texaco 11".
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In 1940 during World War II all diesel research was relocated to Oberursel, where Dr. Ing. Adolf Schnürle led the development of much larger and more advanced engines for aircraft use. This led to the Klöckner-Humboldt-Deutz DZ 700 8-cylinder radial engine, the DZ 710 16-cylinder boxer engine, and the DZ 720 32-cylinder H-block made from twinned 710's. The firm was also responsible for manufacturing the largest number (at some 12,500 units) of the German Wehrmacht military's Raupenschlepper Ost fully tracked artillery tractor design.
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De Monge M.101 C2 photo from L'Aéronautique January,1926 The F.K.31 became Koolhoven's first design for the N.V. Nationale Vliegtuig Industrie ("National Aircraft Industry") a two-seat scout and fighter. Its prototype became the sensation of the Paris Air Salon of 1922. However, the production of the F.K.31 met with many difficulties, forcing the N.V. Nationale Vliegtuig Industrie to close down. Further development was carried out in France, resulting in the De Monge M.101 C2, but only a single example was built, powered by a Gnome & Rhône 9Ac radial engine.
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As the BMW 801 radial engine used by the Do 217K was in great demand for the Fw 190 fighter, the Do 217M, a version powered by Kraftei-unitized installation versions of the largest displacement inverted V12 then in service, the 44.5-litre displacement Daimler-Benz DB 603 liquid-cooled inverted V12 engine, was developed in parallel with the 217K. It shared the new forward fuselage of the 217K, with the first prototype flying on 16 June 1942.Price 2002, p.110.Dressel and Griel 1994, p.66.
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The R-XIV was a two-seater, parasol wing aircraft, with a 220 hp radial engine and fixed landing gear. The crewman sat in open cabs in tandem. The R-XV was not ordered, but the Air Force demanded instead, that two R-XIV should be armed with an observer's machine gun, for testing. Thus armed, the R-XIV, fitted also with other minor modifications, most notably a changed shape of a tail fin, became the first prototype of the army-cooperation plane, that eventually received a designation Lublin R-XIII.
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Gordon, 2002, pp.37&40 Also known as Tu-76. ;Tu-4K/KS: anti-shipping version, armed with KS-1 Komet missiles carried between the engines under the wings.Gordon, 2002, pp.36–39 ;Tu-4LL: engine testbed for the Mikulin AM-3 jet engine, the Ivchenko AI-20, Kuznetsov NK-4 and Kuznetsov 2TV-2F turboprop engines, the Dobrynin VD-3K radial engine and AV-28 contra-rotating propellers.Gordon, 2002, pp.55–57 ;Tu-4NM: drone launcher aircraft with Lavochkin La-17 unmanned aerial vehicles carried underwingGordon, 2002, pp.
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In 1913, the Sopwith Aviation Company received an order for six two- seat floatplane from the Greek Government for the Greek Naval Air Service, which was in the process of being set up on the basis of advice from Rear Admiral Mark Kerr, the head of the British Naval Mission to Greece.Robertson 1970, p. 44.T. Mason 1982, p. 78. Sopwith's design, known as the "Greek Seaplane" or "Pusher Seaplane" was a single-engined pusher biplane powered by a single 100 hp (75 kW) Anzani radial engine, with four-bay wings.
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A single supercharged Gnome-Rhône 9Kdrs radial engine powered the aircraft Flight 22 November 1934, p. 1245. The first of two prototypes flew on 16 June 1933, with the second flying in 1934. No production followed, with Bernard choosing to develop a new fighter to meet the requirements of the French Navy, the Bernard H.110. This had a similar layout, with wooden wings and a more powerful engine fitted, but had no more success in attracting orders than the H.52, the French Navy eventually selecting the Loire 210.
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In the late 1920s both France and the UK explored the possibilities of light fighters, with lower power and light armament but with rapid climb and long endurance. They were also less costly to build. The Jockey programme, as it became known, began in France in 1926 and Morane- Saulnier responded with the 1927 MS.121. This proved to be underpowered and was superseded by the MS.221, which used the same basic airframe and armament with a 30% power increase, provided by a Gnome-Rhône 9Ae Jupiter nine-cylinder radial engine.
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The R.E.P. 1 in 1907 The REP 1 was a single-seat tractor configuration monoplane powered by a seven-cylinder two-row semi-radial engine driving a four-bladed propeller with aluminium blades rivetted to steel tubes. The fuselage was made largely of steel tubing covered in varnished silk and the wings of wood. An elongated triangular fixed horizontal stabiliser was mounted on top of the rear fuselage with a rectangular elevator mounted on the trailing edge, and a fixed fin and rudder were mounted under the fuselage. Lateral control was effected by wing-warping.
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The first prototype, the Fw 190 V1 (civil registration D-OPZE), powered by a 1,550 PS (1,529 hp, 1,140 kW) BMW 139 14-cylinder two-row radial engine, first flew on 1 June 1939. It soon showed exceptional qualities for such a comparatively small aircraft, with excellent handling, good visibility and speed (initially around 610 km/h (380 mph)).Shacklady 2005, p. 30. The roll rate was 162° per second at 410 km/h (255 mph), but the aircraft had a high stall speed of 205 km/h (127 mph).
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The first version of the K3M offered to the Imperial Japanese Navy Air Service was prone to stability problems, and more importantly, problems with the water-cooled Mitsubishi-built Hispano-Suiza 8A eight-cylinder liquid-cooled engine. The improved K3M2 used a Hitachi Amakaze 11 nine-cylinder air-cooled radial engine, rated at for take-off and at sea level. The first K3M2 production examples entered service in 1932 as the Navy Type 90 Crew Trainer. It was superseded in production with the K3M3, using a Nakajima Kotobuki air-cooled engine.
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At the start of the First World War, Vickers entered into a partnership with the Hart Engine Company to develop a 150 hp (110 kW) nine- cyliner radial engine designed by Hart. This engine was planned to power a number of new designs by Vickers, the first of which was a small single-engine pusher biplane fighter, the F.B.12.Bruce 1969, p. 101. The F.B.12 shared the obsolescent pusher layout of the D.H.2 and F.E.8, although the raised nacelle vastly improved the rear view from the cockpit.
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The E7K1 was ordered into production as the Navy Type 94 Reconnaissance Seaplane () and entered service in early 1935. It became a popular aircraft, but was hindered by the unreliability of the Hiro engine. Later production E7K1s were fitted with a more powerful version of the Hiro 91, but this did not improve the reliability. In 1938 Kawanishi developed an improved E7K2 with a Mitsubishi Zuisei 11 radial engine, it first flew in August 1938 and was ordered by the Navy as the Navy Type 94 Reconnaissance Seaplane Model 2.
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Despite the low power engine, the type showed sufficient promise to warrant the formation of the Mid-Continent Aircraft Company in Tulsa, Oklahoma to produce it, which would in turn be bought out and reorganized by the prominent oilman, William Skelly as the Spartan Aircraft Company in 1928. The search for a suitable powerplant led to a number of different engines being installed. When production started, the Ryan-Siemens radial engine was chosen, however production of that engine stalled due to the worsening economic situation in Germany, where it was manufactured.
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The Airdrome Bleriot Model XI features a cable-braced monoplane layout, a single-seat open cockpit, fixed conventional landing gear and a single engine in tractor configuration. The aircraft is made from steel and aluminum, with its flying surfaces covered in doped aircraft fabric. The full scale Airdrome Bleriot Model XI has a wingspan of and a wing area of . The standard engine used on the full-scale version is the four stroke Rotec R2800 radial engine, while the 3/4 scale version uses a Volkswagen air-cooled engine.
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It was controlled with a ratchet-restrained lever in the cockpit which was linked to fuselage mounted gears that engaged with racks on the moving surfaces. The SN.2 was powered by a BMW X five cylinder radial engine mounted with its cylinder heads projecting through a domed cowling. Behind the engine the fuselage was flat sided with the pilot under the wing leading edge in an enclosed single seat cabin. Aft, the central, wing bearing section behind the fixed wing trailing edge dropped away to a five sided structure with a ridged upper surface.
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The MS.315 was developed from the earlier MS.300 primary trainer and related variants and first flew in October 1932. The MS.315 is a parasol-wing monoplane with a tailwheel, with divided main landing gear, and powered by a 135 hp (101 kW) Salmson 9Nc radial engine. A production run of 346 aircraft followed the four prototypes (including 33 built after the Second World War). Five high-powered MS.317/2 variants were also produced for the civil market, and a single MS.316 was built, powered by a Régnier inverted Vee engine.
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The squadron was decommissioned on 18 October with all pilots and aircraft transferred to VF-41.Ginter 1995, pp. 45–47, 51. On 6 November 1945, a Fireball of VF-41 became the first aircraft to land under jet power on an aircraft carrier, albeit without prior planning.Ginter 1995, p. 52. After the radial engine of an FR-1 failed on final approach to the escort carrier , the pilot managed to start the jet engine and land, barely catching the last arrestor wire before hitting the ship's crash barrier.
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The SEV-3 was an all-metal cantilever low-wing monoplane powered by a nose-mounted 420 hp (313 kW) Wright J-6 Whirlwind radial engine. It had two cockpits in tandem, a forward cockpit for the pilot and a rear cockpit for two passengers, both with sliding canopies. It could either be fitted with twin amphibious floats which had main wheels fitted in the floats to allow it to operate from land, or with a fixed tailwheel undercarriage with the mainwheels enclosed in large fairings.Green and Swanborough Air Enthusiast Ten, pp. 9–10.
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In 1914, following the outbreak of the First World War, the British engineering company, Vickers Limited, entered into an agreement with the Hart Engine Company of Leeds to fund development of an air-cooled radial engine, planned to generate 150 hp (112 kW).Bruce 1969, pp. 100–101. Vickers planned several aircraft around the promising new engine, including a tractor configuration single-seat fighter designed by Rex Pierson, the F.B.16. Pierson's new fighter, also known as the Hart Scout was a single- bay biplane with heavily staggered wings of unequal span.
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Roosevelt Field, with perlée engine-turned finishing on the nose panels. Spirit of St. Louis cockpit, Washington, D.C. Lindbergh believed that multiple engines resulted in a greater risk of failure while a single engine design would give him greater range. To increase fuel efficiency, the Spirit of St. Louis was also one of the most advanced and aerodynamically streamlined designs of its era. Lindbergh believed that a flight made in a single-seat monoplane designed around the dependable Wright J-5 Whirlwind radial engine provided the best chance of success.
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Lindbergh sat in a cramped cockpit which was 94 cm wide, 81 cm long and 130 cm high (36 in × 32 in × 51 in). The cockpit was so small, Lindbergh could not stretch his legs. The Spirit of St. Louis was powered by a , air-cooled, nine-cylinder Wright J-5C Whirlwind radial engine. The engine was rated for a maximum operating time of 9,000 hours (more than one year if operated continuously), and had a special mechanism that could keep it clean for the entire New York-to-Paris flight.
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A Potez 53 On 24 May 1933 Captain Ludovic Arrachart was killed when his Caudron C.360 (race no.11) crashed due to engine failure at Maisons near Chartres while he was training for the competition. The event was won by Georges Détré flying a Potez 53 powered by a Potez 9B radial engine developing barely 310 hp at full power at a speed of , beating Raymond Delmotte's Caudron C.362 (race no.6) with a speed of , and also beating the only foreign competitor, Nick Comper flying Comper Swift G-ABWW .
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In early 1929, Fokker designed and built a prototype of a single-engine cargo aircraft, probably to meet a requirement from KLM. The F.XIV was a high-wing monoplane powered by a Gnome-Rhône Jupiter VI radial engine and had a fixed tailwheel undercarriage. Two pilots sat in an enclosed cockpit forward of the wing's leading edge, while the aircraft's cabin could carry in a long cabin. There was little interest from airlines in a cargo aircraft, and in 1931 Fokker rebuilt the F.XIV as a three-engined passenger airliner, the F.XIV-3m.
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A further development of the concept can be seen in the Canard Aviation Canard SC, the production version of the 2FL. During flight tests of the SC, from 23 July 1983, progress was accelerated by the use of an auxiliary König SC 430 3-cyl. two-stroke radial engine mounted on a pylon between the V-struts and main-plane, driving a folding propeller. Results of flight testing with the engine running encouraged Farner and Bucher to design a dedicated motor-glider version as the Canard Aviation Canard SCM, powered by a engine.
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The prototype Nightjar The Nieuport & General Aircraft Co Ltd was formed before the start of the First World War to license-produce French Nieuport aircraft. During 1917, after hiring Henry Folland as chief designer, the company started to design its own aircraft, with the first type, the Nieuport B.N.1 fighter flying early in 1918. Folland designed the Nieuport Nighthawk fighter to meet the requirements of RAF Specification Type 1 which specified using the ABC Dragonfly radial engine, first flying in April 1919. During initial evaluation, this showed excellent performance, and was ordered into production.
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Design originally began in 1993 as a development of the Sukhoi Su-29 aerobatic aircraft. Development was suspended due to economic problems, and when restarted in 1998, the aircraft was redesigned, reducing the aircraft's size and replacing the originally planned M-14 radial engine with a LOM Praha 337S inline engine. The first prototype made its maiden flight on 27 July 2001, with a second flying by June 2002. As no users have yet expressed interest in the aircraft, the project is currently proceeding at a low pace.
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In 1927, two pre-series aircraft were built (designated WZ.X/II, WZ.X/III), powered by Lorraine-Dietrich 12Eb used by the prototype, with a fourth (WZ.X/IV) powered by a Gnome et Rhône 9A Jupiter radial engine with four-blade propeller. The WZ.X did not enter serial production, because Poland had already bought many Breguet 19 aircraft from France, and started production under licence of the Potez 25 of the same class. Three WZ.Xs were given to aviation schools, where one or two survived in Dęblin until 1939.
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The Curtiss XP-934 in its original radial engine configuration Side view of the XP-31's original configuration Powered by a 700 hp (520 kW) R-1750 Cyclone radial, its performance was dismal, despite retractable leading edge slots and large trailing-edge flaps, so a 600 hp (450 kW) Curtiss V-1570 Conqueror was substituted. In this form, the Curtiss XP-31 Swift (s/n 33-178) was delivered on 1 March 1933, having already lost to the P-26. The sole example was scrapped in 1935.Dorr and Donald 1990, p. 60.
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It was originally powered by an uncowled, 9-cylinder CNA C-7 supercharged radial engine but later flew with an inverted 6-cylinder air-cooled supercharged inline, the CNA C.VI. The slightly tapered wing was mounted on tall faired parallel struts from the mid-fuselage, assisted by lighter diagonal struts and shorter, forward leaning supports from the upper fuselage. The single seat model placed the open cockpit just behind the wing trailing edge. The tail was conventional, with the tailplane on top of the fuselage and braced from below. The vertical surfaces were rounded.
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Behind the pilot and mounted on the rear pair of the centre-section struts was an un-cowled, pusher configuration Anzani 6-cylinder radial engine. Long cut-outs from the trailing edges of both wings were needed to clear the path of the large diameter, two blade propeller. A rectangular tailplane was mounted on a cross member between the upper girders, strengthened by outward diagonal bracing, with broad chord elevator-like surfaces extending beyond. A pair of rectangular rudders were hinged, close together, from this same cross-member.
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The main wing struts converged slightly from the carriers to the wing longerons at about 80% span. From near the midpoint of these struts a further pair of inverted Vs braced the inner wing to the upper fuselage. The forward part of the SB-5's fuselage was designed around the Salmson 18Cmb water-cooled radial engine, which was set back from the propeller on a extension shaft. The fuselage was built around four longerons but had a near-circular cross-section shaped by formers and covered with fabric.
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Both versions were purchased by Portugal, which ordered ten Valparaiso Is and four Valparaiso IIs, with the Lion-powered aircraft to serve as reconnaissance bombers and the lower powered Valparaiso IIs to serve as advanced trainers.Lopes 1985, p.46. In 1928, Portugal decided to license- produce a modified Valparaiso powered by a Gnome et Rhône Jupiter radial engine, and a single Valparaiso was modified by Vickers to use the Jupiter, followed by the production of 13 aircraft, designated Type 168 Valparaiso III by OGMA (Oficinas Gerais de Material Aeronáutico).Andrews and Morgan 1988, p.181.
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From propeller to aft of the wing root the fuselage was a tube of constant diameter, set by the wide chord NACA cowling around its 525 kW (700 hp) licence-built Pratt & Whitney Hornet radial engine, which then tapered to the tail. The underlying structure from nose to tail was a rectangular chrome molybdenum steel frame, aluminium covered in front and plywood behind. The low profile cockpit placed the crew at the wing trailing edge. The PL.3 had a conventional undercarriage with mainwheels retracting rearwards into the wing, leaving a small part exposed.
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Regarded only as an interim type, the Navy wanted a torpedo bomber offering performance comparable to the Mitsubishi A5M monoplane fighter. The result was a biplane with fixed landing gear and an all-metal structure with metal or fabric skin. To speed development and production, the B4Y utilised the wings from the Kawanishi E7K. The B4Y1 was also the first Navy carrier attack aircraft to utilize an air-cooled engine, as the prototype that was equipped with the Nakajima Hikari 2 radial engine performed better than its opponents.
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In accordance with these converging interests, PZL decided to embark upon preliminary design work into the prospective development of a further evolved form of the P.11 that would be aimed specifically at the export market. The project, and the resulting design produced by it, soon received its own designation as the P.24. The Gnome-Rhône 14K, a powerful French radial engine, had quickly emerged as a strong candidate to power the tentative fighter; thus the engine company's offer of support was quickly accepted.Cynk 1967, pp. 3-4.
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The aircraft was first flown at Issy-les-Moulineaux on 23 January 1909,"Bleriot Flies His Short-Span Machine." Flight, 30 February 1909. but although the aircraft handled well, the engine proved extremely unreliable and, at the suggestion of his mechanic Ferdinand Collin, Blériot made contact with Alessandro Anzani, a famous motorcycle racer whose successes were due to the engines that he made, and who had recently entered the field of aero-engine manufacture. On 27 May 1909, a Anzani 3-cylinder fan-configuration (semi- radial) engine was fitted.
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The Type 105 was an unequal span single bay biplane powered by a supercharged Bristol Jupiter VII air-cooled radial engine driving a two-bladed propeller. The structure was all-metal with a fabric covering, using members built up from rolled high-tensile steel strips riveted together. In order to ensure the maximum field of view there was a large semi-circular cut-out in the trailing edge of the upper wing and the inboard section of the lower was of reduced chord. Frise ailerons were fitted to the top wing only.
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The wings could be folded, giving a stowage width of . The single Pegasus II M2 radial engine was housed at the rear of a nacelle mounted on four struts above the lower wing and braced by four shorter struts to the centre-section of the upper wing. This powered a four-bladed wooden pusher propeller. The nacelle contained the oil tank, arranged around the air intake at the front to act as an oil cooler, as well as electrical equipment, and had a number of access panels for maintenance.
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Using the experience gained in building Cierva autogyros under licence the Kellett Autogiro Company developed the KD-1 which was similar to the contemporary Cierva C.30. It had two open cockpits, a fixed tailwheel landing gear and was powered by a 225 hp (168 kW) Jacobs L-4 radial engine. The D in the KD-1 designation stood for Direct control, meaning that the rotor was responsible for all control of the machine, so ailerons, wings and elevators were not necessary. This caused distrust from Kellett's test pilots, who refused to fly it.
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It saw service in the Algerian War as an Army cooperation aircraft, mostly as an artillery spotter and in an air supply/ambulance role where its good short-field performance and resistance to ground fire were required. Its distinctive sound, made by its noisy radial engine and large propeller, was a disadvantage as the Algerian guerrillas could hear its approach long before other aircraft. It remained in service until the 1980s, and can still be seen in Denmark, France, the UK, and the United States being operated by enthusiasts or collectors.
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Today the most common form of reciprocating engine is the internal combustion engine running on the combustion of petrol, diesel, Liquefied petroleum gas (LPG) or compressed natural gas (CNG) and used to power motor vehicles and engine power plants. One notable reciprocating engine from the World War II Era was the 28-cylinder, Pratt & Whitney R-4360 Wasp Major radial engine. It powered the last generation of large piston-engined planes before jet engines and turboprops took over from 1944 onward. It had a total engine capacity of , and a high power-to-weight ratio.
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Pioneer page The Italian company granted licenses for construction of three units in the USA, one to Budd and the others to other companies.Pioneer webpage of Aerofiles website The resulting BB-1 was a biplane flying boat, with the lower wing attached near the top of the hull and the upper wing held high above, with a single Kinner C-5 radial engine mounted on the aircraft centerline between the wings. Wheels mounted on the sides of the hull were retracted upwards during water landings. The single tailwheel was not retractable.
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This proved too complicated for reliable operation and Redrup changed the design to a static radial engine, which was later tried in the experimental Vickers F.B.12b and F.B.16 aircraft, unfortunately without success. As the war progressed, aircraft designers demanded ever-increasing amounts of power. Inline engines were able to meet this demand by improving their upper rev limits, which meant more power. Improvements in valve timing, ignition systems, and lightweight materials made these higher revs possible, and by the end of the war the average engine had increased from 1,200 rpm to 2,000.
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299.), it was selected as the standard postwar single-seat fighter of the RAF almost by default, with the Martinsyde Buzzard development of the F.3 being 25 percent more expensive than the Snipe and relying on a French engine that was in short supply (the 300 hp Hispano-Suiza 8), while the range of fighters powered by the ABC Dragonfly radial engine did not come to fruition owing to failure of that engine.Mason 1992, p. 138.Bruce Air Enthusiast International June 1974, p. 296.Thetford Aeroplane Monthly November 1990, p. 665.
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The first flight of Aristocrat was at the end of July 1928. Two more prototypes were built and the second prototype accompanied Richard E. Byrd's aerial survey expedition to the Antarctic in late 1928-early 1929. These were followed by thirty-one examples of the production type 102-A, all with the same Scarab engine as on the prototypes. Models 102-B to 102-D, with different engines were proposed but not built. Six examples of the 102-E, powered by a Wright J-6-5 five-cylinder radial engine were completed in 1931-2.
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The main fuel tank was behind the cabin and between the wing spars, with a smaller fuel tank in the engine nacelle that was fed by a fuel pump. The Wasp Jr. radial engine was mounted as a pusher, which made passenger egress safer, and reduced cabin noise. Starting was accomplished with an inertial hand starter. The wings were built around two spruce spars, with ribs and leading and trailing edges in spot welded chromium-molybdenum alloy (chrome- moly) steel, all covered in fabric sealed and tightened with aircraft dope.
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A Pratt & Whitney R-2800 engine This type of engine has one or more rows of cylinders arranged around a centrally located crankcase. Each row generally has an odd number of cylinders to produce smooth operation. A radial engine has only one crank throw per row and a relatively small crankcase, resulting in a favorable power-to-weight ratio. Because the cylinder arrangement exposes a large amount of the engine's heat-radiating surfaces to the air and tends to cancel reciprocating forces, radials tend to cool evenly and run smoothly.
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Frederick Koolhoven's first design for the British Aerial Transport Company (BAT) was the F.K.22 single-seat fighter. It was a two-bay biplane of wooden construction. It was planned to have a 120 hp (90 kW) A.B.C Mosquito radial engine but the failure of this engine led to the installation of the 170 hp (127 kW) A.B.C.Wasp I in the first and third aircraft. The second machine was fitted with a 100 hp (75 kW) Gnome Monosoupape rotary engine and was the first to fly at Martlesham Heath in January 1918.
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Members of the Lublin Airport Club (Lubelski Klub Lotnitczy in Polish, hence LKL) began to design a pair of parasol wing, two-seat aircraft for the Club's use in 1931. They differed chiefly in their engines and the lengths and the cowlings associated with them, though there were also undercarriage design variations. The LKL IV had a aircooled, four-cylinder upright inline engine and was first flown in the autumn of 1932. The LKL V was powered by a Warner Scarab seven-cylinder radial engine and flew a few weeks later.
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The prototype was modified to use another experimental engine, the Shvetsov M-81 radial, but this was not nearly powerful enough for flight tests. The I-185 (M-81) finally took to the air on January 11, 1941, but it was decided not to waste further development and await a more powerful engine which was fortunate as the M-81 was cancelled in May 1941.Gordon and Dexter, p. 95 A second prototype was completed at the end of 1940 with a 14-cylinder, 1,268 kW (1,700 hp) Shvetsov M-82A radial engine.
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Formation of Curtiss A-12 Shrikes during exercises near Wheeler Field, Oahu, Hawaii. The Model 60 was developed from advancements of the A-8 and the experimental YA-10. However, it became obsolete after a short use period, mainly because of fast-improving aviation technology, as well as the USAAC's desire for multi-engined attack aircraft. The most obvious difference between the A-12 and the A-8 is the air-cooled, radial engine in the A-12, which replaced the A-8's inline, water-cooled engine.
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As a former World War I cavalryman, Tank chose to design a warhorse. With a BMW 801 radial engine, wide set undercarriage and two 20mm cannons as well as machine guns it became a better fighter-bomber than either of the pure fighters. By mid-1942, the first of these "Jagdbombers" (literally "fighter" or "hunter" bomber, known for short as "Jabos") were operating over Kent. On October 31, 60 Fw 190s bombed Canterbury with only one aircraft lost, killing 32 civilians and injuring 116, in the largest raid since the Blitz.
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Eleventh production P-47B-RE, s/n 41-5905, with both the sliding canopy and original rear-cockpit windows. On June 12, 1940, Kartveli submitted the redesigned AP-10 to the USAAC. The new aircraft was much larger than the original, and the inline engine was swapped for a turbo-supercharged Pratt & Whitney R-2800 Double Wasp 18-cylinder radial engine. Armament was increased to eight M2 Brownings, four mounted in each wing, making it one of the heaviest-armed fighter considered by the USAAC at the time.
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Maintenance on a P-43A in China, circa 1943. The Lend- Lease aircraft were delivered to China through Claire Chennault's American Volunteer Group, the Flying Tigers. Pilots involved in the ferrying flights commended the P-43 for its good high-altitude performance compared to the Curtiss P-40, good roll rate, and a radial engine without a vulnerable liquid cooling system. Apparently, several AVG pilots asked Chennault to keep some P-43s, but the request was denied due to the aircraft's lack of armor or self- sealing fuel tanks.
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At the time, availability of the Chrysler engine was coming into question, and after Curtiss noted that several hundreds of pounds of lead would be needed in the tail of the existing airframe for balance, a decision was made to install a Pratt & Whitney R-2800 radial engine in the XP-60C. In the meantime, Curtiss installed a Merlin 61 engine in the original XP-60, and after enlarging the vertical tail surface this aircraft was redesignated XP-60D. The XP-60A first flew on 1 November 1942.
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ISSN 1368-485X The company's Pitbull Ultralight and SS models as well as their Pitbull II are intended to resemble the tractor configuration radial engine- equipped autogyro designs that were popular in the 1930s. The designs utilize Dragon Blade rotors made by Rotor Flight Dynamics. By December 2014 the US Federal Aviation Administration had six Pitbull autogyros on its aircraft registry, although eight had been registered at one time. Founded circa 2008, by February 2013 the company website carried a note indicting that production had been suspended "due to changing circumstances".
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The fighter's nine cylinder Gnome-Rhône 9Kbrs radial engine was neatly enclosed within a short cowling and drove a variable-pitch propeller, a novelty at the time. The Wib 313's fixed, conventional undercarriage was wide track, the mainwheels enclosed in fairings and attached to the wings by vertical, faired legs which were cross braced to the central fuselage underside. There was a small tailskid. A 7.7 mm (0.303 in) unsynchronised Darne machine gun in a shallow fairing was mounted outboard of each undercarriage leg, firing outside the propeller arc.
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During the 1940s, Wright Aeronautical Corporation was constantly in competition with Pratt & Whitney for new engine designs required for civil and military aircraft. Utilising the Wright R-3350 as a basis, Wright developed a 22-cylinder engine, using R-3350 cylinders arranged as a two-row radial engine with 11 cylinders per row. The air-cooled R-4090 was rated to deliver at 2,800 rpm for take-off, from a total displacement of , with a compression ratio of 6.85:1. Improved performance was expected from the R-4090 if there had been further development.
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Designed for STOL operations in the Australian outback and cattle mustering, the Hornet STOL features a strut-braced high-wing, a two- seats-in-side-by-side configuration enclosed cockpit, fixed conventional landing gear and a single engine in tractor configuration. The aircraft is made from aluminium all-metal construction. Its span wing employs flaps and is supported by V-struts with jury struts. Standard engines available are the Rotax 912ULS, Rotax 914, but the Rotec R2800 radial engine or the Lycoming O-320 four-stroke powerplants can be fitted.
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The gap between the wings was large enough so that there were gaps both above and below the fuselage which increased diameter rapidly behind the uncowled radial engine. The crew sat side by side in an open cockpit at the highest point of the fuselage just in front of the wings, giving an excellent view. Behind them was the cargo hold with the fuselage tapering gently towards the tail which carried biplane tailplanes with balanced elevators. There were four slender finless rudders, roughly equally spaced between these two planes.
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In 1914, the Grinnell Aeroplane company was founded with D.S. Morrison as President. Robinson developed a 706 cubic inch 100 hp six-cylinder air cooled radial engine to be built by the company to power its aircraft. In 1916, fellow Cicero aviator and designer, Otto Timm joined Grinnell Aeroplane as an instructor, and helped develop the Grinnell Biplane. In 1916, the company offered $10,000, training for one pilot from each state, at its factory in order to establish an Iowa station of the Aero Coast Patrol System, a Navy sponsored effort at a coast guard.
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BMW 801 radial engine BMW 003 jet engine With German rearmament in the 1930s, the company again began producing aircraft engines for the Luftwaffe. In 1939, BMW bought Brandenburgische Motorenwerke, also known as Bramo, from the Siemens group of companies and merged it with its aircraft engine division under the name BMW Flugmotorenbau GmbH. A new factory at Allach, outside Munich, began production of aircraft engines later that year.Norbye, p. 72 Over 30,000 aero engines were manufactured through 1945, as well as over 500 jet engines such as the BMW 003.
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Captain Sempill showing a Sparrowhawk to Admiral Togo Heihachiro, 1921. When the British aircraft manufacturer Nieuport & General closed down in 1920, the services of its chief designer, Henry Folland were hired by the Gloster Aircraft Company, who also acquired the rights for Nieuport's Nighthawk fighter, a promising design that had been ruined by the use of the unreliable ABC Dragonfly radial engine. Folland used the Nighthawk as the basis for a series of developments known as the Gloster Mars series, with both air racer and fighters being produced.Mason 1992, p.152.
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The lengthened tail required a straight-sided bay, 30 cm (12 in) long, spliced in forward of the rear angled joint and tail assembly of the fuselage. To further aid balance, the pilot's oxygen bottles were moved aft and located in the new bay. This gave the rear fuselage a "stretched" appearance.Forsyth 1996, p. 197. Furthermore, the move to a V12 engine from a radial engine required more components to be factored into the design, most significantly the need for coolant radiators (radial engines are air-cooled). To keep the design as simple and as aerodynamic as possible, Tank used an annular radiator (the AJA 180 L) installed at the front of the engine, similar to the configuration used in the Jumo powered versions of the Junkers Ju 88. The annular radiator with its adjustable cooling gills resembled a radial engine installation, although the row of six short exhausts stacks on either side of the elongated engine cowling showed that the Jumo 213 was an inverted V12 engine.Donald 1994, p. 76. While the first few Doras were fitted with the flat-top canopy, these were later replaced with the newer rounded top "blown" canopy first used on the A-8 model.
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The S.M.1 A3 was developed from 1915 to meet the French military A3 specification, which called for a three-seat long range reconnaissance aircraft with strong defensive armament. The S.M.1 was unconventional, powered by a single Salmson 9A liquid-cooled radial engine mounted in the fuselage powering two airscrews mounted between the wings with a system of gears and drive shafts. This layout was chosen by Moineau to minimise drag. The twin airscrew layout allowed a wide field of fire for the two gunner-observers, one seated in the nose and one behind the pilot.
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Original squadron patch HMH-769 was originally activated as Marine Helicopter Transport Squadron (HMR) 769 on April 15, 1958. Based at Naval Air Station Oakland, CA, HMR-769 flew the compact single radial engine, twin overlapping rotor utility helicopter developed and produced by Piasecki Helicopter Corporation. In April 1959, HMR-769 transitioned to and begun flying the Sikorsky built HSS-1/SH-34G. A HMH-769 CH-53A Sea Stallion - circa January 1979 On April 1, 1961, HMR-769 was redesignated Marine Medium Helicopter Squadron (HMM) 769 and relocated to Naval Air Station Alameda, CA in July of that same year.
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In 1933 Fairey, having established a proven track record in the design and construction of naval aircraft, commenced development of an entirely new three-seat naval aircraft, intended for the twin roles of aerial reconnaissance and torpedo bomber.Stott 1971, p. 21. Receiving the internal designation of T.S.R. I, standing for Torpedo-Spotter-Reconnaissance I, the proposed design adopted a biplane configuration and a single 645 hp Bristol Pegasus IIM radial engine as its powerplant. The company chose initially to pursue development of the project as a self-financed private venture while both customers and applicable requirements for the type were sought.
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The radial engine was enclosed in a NACA cowling to reduce drag. Only two types of engines were offered - the unreliable Curtiss R-600 Challenger, which was to be used only in the prototype, and several variants of the Wright Whirlwind family, ranging from .Eckland, 2008 The militarized C-14R had a large cutout in the trailing edge of the upper wing, redesigned cabane struts and it had the cockpit shifted forward to allow room for a gunner behind the pilot. All surfaces aside from the aluminum panels on the top of the forward fuselage were covered in doped aircraft grade fabric.
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In 1929 the NACA reported the results of some tests in which the cylinders were enclosed by a sheet-metal ring or cowling, which became known as the NACA cowling. This cowling reduced the drag of the radial engine to less than 20% of its original value and gave sufficient cooling for flight operation. In order to improve the cooling available with this cowling, deflectors or baffles were used to guide the airflow close to the cylinders. With the combination of baffles and cowling, a large gain over the exposed engine in both cooling and drag was realized.
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There was a nine cylinder Hispano-Suiza 9Va radial engine (a licence-built Wright R-1820) in the nose under a long-chord cowling. The pilot's open cockpit was at the wing trailing edge, with the gunner's cockpit, fitted with a machine gun on a flexible mount, immediately behind. A triangular, upward hinged door in the starboard side below the gunner's cockpit gave access to the observer's position in the deepened forward fuselage between the pilot's cockpit and the engine. It had glazed panels in its top and bottom and entirely glazed sides, giving the observer clear views in all directions.
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The Ki-9 was originally planned to be manufactured in two versions using the same basic airframe, but with different engines for service as either a primary or intermediate trainer. However, when the lower-powered form proved to be unsuitable due a center of gravity issue, design of a new airframe was ordered for the basic trainer version, and was given the new designation of Ki-17. Compared to the Ki-9, the Ki-17 had equal-span wings, a slimmer fuselage and a revised tailplane. It was powered by a Hitachi Ha-13a radial engine.
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It was powered by a Pratt & Whitney R-1340-S3H1-G Wasp radial engine of 600 hp (450 kW), driving a two-blade variable-pitch metal propeller. It had an enclosed cockpit for the instructor and student, integral wing fuel tanks, and a hydraulic system to operate the flaps and retractable main landing gear. The V-51 was entered into the USAAC competition as the BC-51 in May 1939. The USAAC instead chose the North American BC-2 in the competition, but also purchased the BC-51 prototype for further study, designating it the BC-3.
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The Farnborough demonstration was a great success, and resulted in an invitation to continue the work in the UK. As a direct result, and with the assistance of the Scottish industrialist James George Weir, the Cierva Autogiro Company, Ltd., was formed the following year. From the outset De la Cierva concentrated upon the design and the manufacture of rotor systems, relying on other established aircraft manufacturers to produce the airframes, predominantly the A.V. Roe Company. The Avro built C.8 was a refinement of the C.6, with the more powerful 180hp Lynx radial engine, and several C.8s were built.
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W.A.R. F4U Corsair with Rotec 2800 EngineThe Rotec R2800 is a seven-cylinder radial engine built by Rotec Aerosport Pty Ltd in Australia. The R2800 was Rotec's first (and only) engine offering when they first opened their doors in 2000. In 2005, Rotec released a more powerful variant, the Rotec R3600 which basically adds two more cylinders for a total of nine and increases the rated horsepower to 150. Both this engine and its larger cousin have been frequently used as both replacement engines for vintage World War I aircraft, and reproduction aircraft from the same vintage.
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The F.K.35 was powered by a 600 hp (444 kW) Bristol Pegasus VI nine cylinder radial engine driving a two blade propeller. Its fuel was held in lower wing tanks, which could be jettisoned in an emergency. Its fixed undercarriage was conventional, with a wide track. The mainwheels were mounted on bent axles hinged on the central fuselage bottom, forming a central transverse inverted V; the outer ends of the axles were supported by a vertical oleo strut and an oblique strut, together forming a V attached to the wing underside beneath the ends of the wing struts.
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The Governor prototype was powered by a Warner Scarab seven cylinder radial engine, though the Chevrolet D-4 (later called the Martin 4-333) air-cooled, inverted four cylinder inline or Kinner B-5 five cylinder radial were options. Pilot and passenger sat side by side behind it in an underwing, windowed cabin accessed by large doors. The tail was conventional with a tailplane, braced from below, on top of the fuselage and a cropped triangular fin and rounded balanced rudder. The main undercarriage was a split-axle design with the axles from the fuselage central underside.
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At the end of 1939, Grumman received a French order for 81 aircraft of model G-36A, to equip their new s: and . The main difference with the basic model G-36 was due to the unavailability for export of the two-stage supercharged engine of F4F-3. The G-36A was powered by the nine-cylinder, single-row Wright R-1820-G205A radial engine, of and with a single-stage two-speed supercharger.Green, Swanborough and Brown 1977, pp. 52, 60–61. A G-36A at Grumman, 1940 The G-36A also had French instruments (with metric calibration), radio and gunsight.
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In 1975 Emair developed an improved version, the Emair MA-1B Diablo 1200, which was essentially an MA-1 with a more powerful Wright R-1820 radial engine. The more powerful engine did not increase the maximum takeoff weight but allowed operations at higher altitudes, and its lower output speed helped reduce propeller noise. Forty-eight MA-1s had been built by early 1980, with production being suspended by the end of the year due to poor market conditions. At the end of the 1980s the company halted production after a further 23 Diablos had been built.
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On June 4, 1930, Soucek flew an Apache landplane equipped with a Pratt & Whitney R-1340 radial engine to a height of over Naval Air Station Anacostia, regaining the world record he had held in 1929. Soucek received the Distinguished Flying Cross for these flights. In June 1930, Soucek returned to sea duty, serving as Squadron Flight Officer of Fighter Squadron 3 on the carrier , and as Gunnery Officer and Executive Officer of Fighter Squadron 3 aboard . In June 1932, he returned to the Naval Aircraft Factory to serve as Assistant to the Superintendent of the Aeronautical Engineering Laboratory.
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Master/slave connecting rod arrangement The connecting rods were a master-slave design similar to that used on a radial engine. This resulted in the stroke becoming slightly longer in three of four banks, and resulted in slightly more displacement than the nominal of an engine of that bore and stroke. The engine produced at 2,700 rpm and weighed . The crank cheeks were used as main bearing journals, and were in diameter. This was necessary to keep the crankshaft length the same as the 1A-1500 engine so its components could be used, and to keep the weight as low as possible.
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In 1931, in response to a United States Army Air Corps requirement for a new observation aircraft, Curtiss designed the Model 62, a single-engined biplane with the lower wing much smaller than the upper, known as a sesquiplane (i.e. "one-and-a-half wings"), while the outer panels of the upper wings were swept back to avoid centre-of-gravity problems. It was of all-metal construction, with a monocoque fuselage and had a retractable tailwheel undercarriage with inwards retracting mainwheels, and was powered by a Wright Cyclone radial engine. The crew of two sat in tandem in open cockpits.
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The F7502 was central to the success of the L20, though it suffered from repeated rocker arm failures. Having failed to persuade the Daimler management to undertake series production of the L20 despite its early successes, in 1927 Klemm left to set up his own company, Klemm Light Aircraft in Sindelfingen, later moving to Böblingen. Thereafter the L20 was often known as the Klemm-Daimler L20 or sometimes the Daimler-Klemm L20. After 1926, new designs appeared under Klemm's name alone; for example the Klemm L25, later Kl25, was a revision of the L20 with a Salmson radial engine.
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The forward fuselage was of metal tube structure with aluminium-and-fabric covering, while the rear fuselage was of fabric-covered wooden construction. The wings and tail were standard wooden DH.9A components,Jarrett Aeroplane July 1994, p.59–60. although later models replaced the wooden parts with an all-metal structure. The Wapiti was powered by a single Bristol Jupiter radial engine, and its crew of two were armed with a forward-firing Vickers machine gun and a Lewis gun for the observer, while it could carry up to 580 lb (264 kg) of bombs under the wings and fuselage.
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During early testing the HL.1 was configured as a single-seater; it was also initially powered by a 34 kW (45 hp) Szekely SR-3 three- cylinder radial engine installed with its cylinder heads exposed for air cooling, but this proved unreliable and was replaced by a 67 kW (90 hp) Pobjoy Niagara seven-cylinder radial, also with cylinders exposed. Both engines drove two-blade propellers. The HL.1 had a fixed, conventional undercarriage with its mainwheels on tall, vertical, largely faired legs braced laterally by an inverted V pair of struts and longitudinally by trailing struts; there was also a tailskid.
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Aviatia magazine website ICAR Universal Acrobatic A further three aircraft were built in a single-seater aerobatics variant, ICAR Universal Acrobatic (YR-ACA, YR-ACB, YR-ACC). They had wing span increased to 12.9 m, and were powered by a Sh.14a radial engine under a NACA cowling. ICAR Universal Biloc Following the success of the single-seaters, a small series of 10 two-seat trainers was built, also known as ICAR Universal Biloc (="two- seater"). This variant was powered by a 150 HP de Havilland Gipsy Major inline engine, manufactured under licence at Braşov as the IAR 4GI.
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The aircraft consisted of an open steel tube framework, within which the engine, fuel tank, controls and pilot were situated, together with a tail assembly with plywood tail surfaces. The tailwheel landing gear was installed with the mainwheels on outriggers and with an additional small wheel at the front to avoid nosing-over during landing. Power was provided by a 240 HP Hispano radial engine which propelled the two contra-rotating, coaxial rotors. The coaxial rotor design was chosen because with the rotors turning in opposite directions the torque from one rotor was canceled out by the torque produced by the other rotor.
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It became evident that the Air Force needed a modern interceptor aircraft to defend the country, and at last, in October 1936, the Armament Committee (KSUS) submitted a demand for such an interceptor. In late 1936, Rayski ordered the PZL (National Aviation Works)'s Chief Designer Wsiewołod Jakimiuk, a lead designer of the P.11c, to abandon work on the PZL.44 Wicher passenger airliner, and to start work on a modern single-engine fighter with retractable landing gear and a speed of some . At the same time, Rayski selected the British 840 hp Bristol Mercury VIII radial engine as the project's powerplant.
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The T 19 first flew on 14 July 1922, powered by a 55 hp (41 kW) Siemens-Halske Sh 4 5-cylinder radial engine. Two more T 19s were flown, one with a 77 hp (57 kW) 7-cylinder Sh 5 engine and the other with a 110 hp (82 kW) 9-cylinder Sh 12. The second T 19 was used as an engine test bed and was the first aircraft to fly with Junkers' first flight petrol engine, the air-cooled 75 hp (56 kW) 6-cylinder inline L1 of 1921. It also flew with a 1926 Armstrong Siddeley Genet.
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It was equipped with three RATO boosters for terminal dive acceleration. This aircraft was an almost ideal kamikaze model: it had a combination of speed (560 km/h/350 mph), range (2,500 km/1,550 mi) and payload (800 kg/1,760 lb) probably not matched by any other Japanese aircraft. The D4Y5 Model 54 was a planned version designed in 1945. It was to be powered by the Nakajima NK9C Homare 12 radial engine rated at 1,361 kW (1,825 hp), a new four-blade metal propeller of the constant-speed type and more armour for the crew and fuel tanks.
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With two seats and standard fuel capacity, the G-23 had a range of but for this flight it was configured as a single-seater, with the forward cockpit replaced by extra tankage and faired over. The performance of the second machine was greatly improved by the replacement of the heavy, water cooled, M-60 engine with a M-11Ye, a , five cylinder radial engine. It flew in 1938 and was designated the G-23bis. The new engine improved the climb rate by a factor of about twelve, the ceiling by a factor over 3 and the maximum speed by 20%.
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An order for 28 R.31s was placed in March 1934, with six to be built by Renard and the remainder by SABCA. One aircraft was fitted with a Lorraine Petrel engine for evaluation, but this was later replaced by the normal Kestrel engine. A second aircraft was fitted with an enclosed canopy and a Gnome-Rhône Mistral Major radial engine, becoming the R-32, with this then being replaced by a Hispano-Suiza 12Y engine, but the R-32 did not show sufficiently improved performance to gain a production order. A further six R.31s were ordered in August 1935.
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During 1946, Bell Helicopter began development of a new utility helicopter, the Model 42, much larger than the Model 47, which utilized a scaled-up version of the Model 47's rotor system. Three prototypes were built, but serious rotor problems and complexity of mechanical systems precluded production. The initial Model 42 variant was civilian, but the United States Air Force ordered the development of its military variant, the Model 48. Two prototypes were ordered as the XR-12, powered by a single Pratt & Whitney R-1340-AN-1 radial engine and featuring seating for five.
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In mid-1936, the Japanese Navy issued the 11-Shi specification for a monoplane carrier-based dive bomber to replace the existing D1A biplane then in service. Aichi, Nakajima, and Mitsubishi all submitted designs, with the former two subsequently being asked for two prototypes each. The Aichi design started with low-mounted elliptical wings inspired by the Heinkel He 70 Blitz. It flew slowly enough that the drag from the landing gear was not a serious issue, so fixed gear was used for simplicity.Francillon 1979, p. 272. The aircraft was to be powered by the Nakajima Hikari 1 nine-cylinder radial engine.
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The fuselage and the tail were basically the same as those of the P-26. The 264 retained the proven 550 hp Pratt & Whitney R-1340-31 Wasp air-cooled radial, used in the P-26. The armament of one 0.30-cal and one 0.50 cal machine guns mounted in the fuselage sides and firing between the cylinder heads of the radial engine was the same as the P-26A. The first Model 264 featured a long, narrow, sliding canopy, essentially a transparent continuation of the P-26's protective headrest, extending all the way to the windshield frame.
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The R-4360 was a 28-cylinder four-row air-cooled radial engine. Each row of seven air-cooled cylinders possessed a slight angular offset from the previous, forming a semi-helical arrangement to facilitate effective airflow cooling of the cylinder rows behind them, inspiring the engine's "corncob" nickname. A mechanical supercharger geared at 6.374:1 ratio to engine speed provided forced induction, while the propeller was geared at 0.375:1 so that the tips did not reach inefficient supersonic speeds. The engine was a technological challenge and the first product from Pratt and Whitney's new plant outside Kansas City, Missouri.
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General Electric was the sole source for research and production of American turbo- superchargers during this period, from its four decades worth of steam turbine engineering experience. Turbo-superchargers were indeed highly successful in U.S. bombers, which were exclusively powered by radial engines. The P-47 fighter had the same combination of radial engine (R-2800) and turbo- supercharger and was also successful, apart from its large bulk, which was caused by the need for the ductwork for the aft-mounted turbo-supercharger. However, mating the turbocharger with the Allison V-1710 proved to be problematic.
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X-engine according to US Patent 1889583 (Eingetragen 1928) Symmetrical X-Engine (90°/90°/90°/90°) An X engine is a piston engine with four banks of cylinders around a common crankshaft, such that the cylinders form an "X" shape when viewed from front-on. The advantage of an X engine is that it is shorter than a V engine of the same number of cylinders, however the drawbacks are higher weight and complexity as compared to a radial engine. Therefore the configuration has been rarely used. Several of the X engine designs were based on combining two V engines.
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In 1937 and 1938 a second civilian aircraft model was introduced, the Ryan SCW-145 for Sport Coupe, Warner 145 horsepower (108 kW) engine. The SCW was a larger three- seater aircraft with a sliding canopy and side-by-side front seating. The prototype SCW was originally powered by a Menasco engine, however prototype testing revealed that more power was needed, hence the move to the Warner , 7-cylinder radial engine for production models. Thirteen examples of the SCW were built, although the last one was assembled from surplus parts decades after the initial production run was finished.
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The most obvious difference between the S.9/30 and its descendants was the powerplant, the former having a liquid cooled V-12 Rolls-Royce Kestrel, rather than the radial engine of the Swordfish. This engine was steam cooled, with condensers on the underside of the upper wing centre section. The upper wing was above the top of the fuselage and the pilot's open cockpit was just behind the trailing edge of the narrow chord centre section, his view enhanced by the resulting cut-outs in both wings. Immediately behind him there was a long cockpit for the gunner.
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Lloyd selected the Armstrong Siddeley Tiger IX radial engine to power the Whitley, which was capable of generating 795 horsepower. One of the more innovative features of the Whitley's design was the adoption of a three-bladed two- position variable-pitch propeller built by de Havilland; the Whitley was the first aircraft to fly with such an arrangement. As Lloyd was unfamiliar with the use of flaps on a large heavy monoplane, they were initially omitted from the design. To compensate, the mid-set wings were set at a high angle of incidence (8.5°) to confer good take-off and landing performance.
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While the Centaurus-powered prototype was viewed as more promising, the development of the Centaurus engine was at an early stage and was again in relatively short supply.Air International March 1988, pp. 137–138. In October 1939, it was proposed that the type could be redesigned as a four-engined aircraft, powered by either Rolls-Royce Merlin XX or Bristol Hercules HE7SM engines; after some study, the use of four engines was discarded after it was found to seriously reduce range and payload. Another proposal made was the use of the American Pratt & Whitney Double Wasp radial engine.
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Timm S-160 during U.S. Navy testing The Timm S-160 (or Timm PT-160K) was a conventional tandem open- cockpit monoplane trainer first flown on the 22 May 1940 by test pilot Vance Breese. It was powered by a Kinner R-5 radial engine and was a low-wing cantilever monoplane with a tailwheel landing gear. It had an unusual feature in that the airframe structure was made from resin impregnated and molded plywood, creating a composite material stronger and lighter than plywood. This process was patented as the Nuyon process and marketed as the aeromold process.
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The 3-AT trimotor had a blunt nose, with its central radial engine mounted close to the nose's bottom, and two wing-mounted outboard, uncowled radial engines, projecting forward of the wings' leading edges at the front of each of a pair of nacelles. The aircraft had a large passenger and cargo compartment with semicircular windows and a large, forward-looking glassed-in window section. The pilot sat in an open cockpit mounted high on the nose of the aircraft. The original design featured three Liberty engines, but they were quickly abandoned due to weight issues.
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In 1936, Joseph Stalin released a requirement for a multipurpose combat aircraft. Codenamed Ivanov, the airplane had to be capable of performing reconnaissance and then attacking the targets it located. P. O. Sukhoi was working in the Tupolev OKB at the time and designed the "Ivanov" aircraft under the tutelage of Andrei Tupolev. The resulting ANT-51 flew on 25 August 1937 with M. M. Gromov at the controls. Powered by a 610 kW (820 hp) Shvetsov M-62 air-cooled radial engine, the ANT-51 reached 403 km/h (220 kn, 250 mph) at 4,700 m (15,420 ft).
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The White Falcon was built by Blackburn during 1915 for the personal use of their chief test pilot, W. Rowland Ding. It was a mid-wing, wire-braced monoplane with open cockpits for pilot and passenger, powered by an uncowled 100 hp (75 kW) Anzani radial engine driving a four-blade 9 ft (2.74 m) diameter propeller. The wings were of parallel chord and generally like those of the Improved Type I, though 1 ft (31 cm) greater in span, similarly wire braced to an inverted V kingpost and to the undercarriage. The wing warping wires also ran via the kingpost.
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The Bristol 110A was a four- passenger biplane aimed at the charter market, a slightly enlarged version of a projected Type 110 three-passenger aeroplane. It was a single-engine, single-bay biplane that could be powered by one of two smaller relatives of the nine-cylinder Bristol Jupiter radial engine: the five-cylinder, 220 hp (164 kW) Titan or the seven-cylinder 315 hp (235 kW) Neptune. The wings were unswept, unstaggered and of almost equal span, but the lower plane was of much narrower chord than the upper. Frise-type ailerons were fitted only on the upper wing.
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The Hanrot H.31 was designed to participate in the 1923 competitive C1 (single seat Chasseur or fighter) programme, which specified engines in the power range 300-370 kW (400-500 hp). Hanriot selected a 370 kW Salmson 18Cm 18-cylinder double row water-cooled radial engine. This 1923 call attracted an unusually large number of competing designs. The H.31 was a single bay biplane with straight edged, parallel chord wings with slight sweep and essentially no stagger; the leading edge of the lower wing was marginally behind that of the upper one because its chord was a little less.
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A Curtiss AT-5A with a J-5 radial engine and alt= Two single-seat advanced trainer variants were placed into production, the AT-4 and AT-5A, using Wright-Hisso E / Wright-Hisso V-720 V-8 engines. All were re-engined with Curtiss D-12D engines and returned to use as fighters, designated P-1D and P-1F respectively. Five AT-4/XAT-5 test variants were re-classified as P-1E. A total of 202 PW-8, P-1, P-2, P-3, P-4, P-5, AT-4, and AT-5 airplanes were delivered.
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The Yukon was designed as a bush aircraft for fishing and camping flights, but with lower power and thus lower fuel consumption over the radial engine-powered Murphy Moose, making it more economical to operate. Design goals included simple jig-less construction, good cruise speed and docile low speed handling characteristics. The aircraft features a strut-braced high-wing, a four-seats-in-side-by-side configuration enclosed cabin accessed by doors, fixed tricycle landing gear or conventional landing gear and a single engine in tractor configuration. The design features a large cargo compartment with a separate door for access.
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The F.110 was an effort by Farman to produce an artillery observation aircraft normally supplied to the French military by Breguet. Mainly of aluminium alloy construction it was a biplane design with a tailskid landing gear. Powered by a water-cooled Salmson 9Z radial piston engine which was a cause of drag because of the need for a large radiator box under the nose which compounded the already large frontal area of a radial engine. The pilot and observer had an open cockpit which had glazed panels in the sides and the floor to give the observer a good view.
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The genesis of the P.111 was in 1938, when the Regia Aeronautica awarded a contract to Piaggio to construct the prototype of a three-seat, twin-engine, high-speed, high-altitude bomber with a pressurized cabin. Piaggio constructed a new radial engine especially for the P.111, the 18-cylinder double-row air-cooled Piaggio P.XII R.C.l00/2v, which was fitted with a two-stage supercharger.JOHAN VISSCHEDIJK COLLECTION No. 3993. Piaggio P.111 While the P.111 prototype was under construction, the Regia Aeronatica decided to use it as a high-altitude research aircraft rather than a bomber prototype.
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A version optimized for cargo carrying was produced as the FC-2W with a Pratt & Whitney Wasp radial engine and increased wingspan. Two of this latter version were destined for fame: City of New York, flown by Charles Collyer and John Mears for the overland portions of their record-breaking around-the-world trip in June–July 1928, and Stars and Stripes (Serial No. 140), an FC-2W2 taken by Richard Evelyn Byrd on his Antarctic expedition of the same year. Byrd's aircraft is preserved at the Virginia Aviation Museum, on loan from the National Air and Space Museum.
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Daimler-Benz granted Aichi Kokuki KK, a part of the Aichi Clock and Electric Co. (Aichi Tokei Denki KK), a license to manufacture the DB 600A through D models in November, 1936. At that time the Aichi Aircraft Company was building only the Nakajima Kotobuki 9-cylinder air-cooled radial engine at its Atsuta Engine Plant, located in south central Nagoya. It was necessary to re-tool the factory for the production of the new Daimler-Benz engine. Two DB 600 engines were imported that year and three the next, all to be used as production patterns.
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It was a single-seat, all-metal cantilever low-wing monoplane with retractable tailwheel landing gear, where the mainwheels retracted rearwards into fairings under the wing. The fuselage was a semi-monocoque structure that tapered sharply behind the pilot's cockpit. It was powered by a Wright R-1820-G5 nine-cylinder air-cooled radial engine. It was designed to carry various combinations of two or machine guns, mounted in the nose and synchronized to fire through the propeller, while no armor or fuel tank protection was fitted in order to save weight and hence improve performance.
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The annual camp was held again at Manston and on average each member was receiving about 1.5 hours flying per day interspersed with lectures on rigging, engines and airmanship. Improvements over the camp of the previous year were reported, one of which was the Hucks starter. this device stood on a movable base - Ford Model T and then driven out to an aircraft awaiting to be started up. The aircraft flown in 1927 was the Avro 504N's, with the Lynx engine, the radial engine which was a great improvement on the model of the previous year.
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Nicknamed Utka ("duck"), as the word canard (referring to its small forward wing) is French for "duck", and the Russian term for canard wing is "duck" scheme (схема "утка"), the MiG-8 was an experimental aircraft designed and built by the OKB to evaluate the stability and handling of the canard configuration in conjunction with swept wings. This design has benefits in a jet-powered aircraft as it leaves the rear of the fuselage clear of interference from the jet's exhausts. To test the concept the MiG-8 was powered by a Shvetsov M-11 five-cylinder radial engine, with a pusher propeller.
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The second Gyrodyne was grounded during the accident investigation which determined flapping hinge retaining nut failure due to poor machining as the cause. The extensively modified second prototype, renamed Jet Gyrodyne, flew in January 1954. Though retaining the name "Gyrodyne", the Jet Gyrodyne was a compound gyroplane, and did not operate on the same principle as the original aircraft. It had a two-blade rotor manually controlled with cyclic and collective pitch mechanisms that acted directly on each rotor blade and was driven by tip jets fed with air from two compressors driven by the Alvis Leonides radial engine.
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The Avro 608 Hawk was a proposed two-seater fighter variant of the Antelope, which was planned to be powered by a Bristol Jupiter radial engine. Although construction of a prototype began, it was incomplete when it was redesigned with a 540 hp (400 kW) Armstrong Siddeley Panther engine as the Avro 622. Following interest by Canadian Airways, who had a possible requirement for a mail plane, Roy Chadwick again redesigned the incomplete prototype to the Avro 627 Mailplane . This was a single-engine, single-bay biplane, powered by a 525 hp (391 kW) Panther engine and fitted for wheel or float operation.
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The engine was designed by Nakajima Aircraft Company with code name NAM, as a scaled-down and advanced version of the previous NAL design (Army Type 97 850 hp radial engine, Nakajima Ha5). The Imperial Japanese Army Air Force called the first of the series the Ha-25 (ハ25) and later versions were designated Ha35, Ha105 and Ha115, while the Imperial Japanese Navy Air Service designation was Nakajima NK1, with sub-types identified by Model numbers; thus Nakajima NK1 Sakae 10, 20 and 30 series. A total of 21,166 were made by Nakajima; 9,067 were manufactured by other firms.
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Retrieved: 20 July 2011. The XP-40 was the 10th production Curtiss P-36 Hawk,Green 1957, p. 43. with its Pratt & Whitney R-1830 Twin Wasp 14-cylinder air-cooled radial engine replaced at the direction of Chief Engineer Don R. Berlin by a liquid-cooled, supercharged Allison V-1710 V-12 engine. The first prototype placed the glycol coolant radiator in an underbelly position on the fighter, just aft of the wing's trailing edge.Merriam 2000, p. 15. USAAC Fighter Projects Officer Lieutenant Benjamin S. Kelsey flew this prototype some 300 miles in 57 minutes, approximately .
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The first prototype was powered by a Gasuden Jimpu seven-cylinder radial engine driving a two-bladed propeller and made its first flight on 22 February 1939. The aircraft was tested by the Japanese Army, with the conclusion that the lighter R-38 was superior to the Army's Ki-17 primary trainer, which used the same engine. As the Ki-17 was already in production, however, the Army had no need for a new trainer. A second prototype, the R-38-Kai was built powered by an experimental Kosoku KO-4 four-cylinder air- cooled inline engine, produced by a subsidiary of Tachikawa.
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The rebuilt aircraft had longer-span wings, larger tail surfaces and shorter tail booms, but retained the Isaacson radial engine. The rebuilt aircraft flew successfully at Larkhill as part of the trials on 9 and 11 August, but when carrying out a third flight on 13 August in gusty weather conditions, dived into the ground from a height of about 200 feet (60 metres), killing Fenwick.Flight 17 August 1912, p. 756. The accident was investigated by the Royal Aero Club, and was blamed on instability of the aircraft causing Fenwick to lose control when it was caught in a powerful gust of wind.
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Jackson 1987, p.213. The first Hyena flew on 17 May 1925, powered by a 385 hp (287 kW) Armstrong Siddeley Jaguar III radial engine. With this engine it was underpowered, and was quickly re- engined with a 422 hp (315 kW) Jaguar IV before it was submitted for official testing (which was against the requirements of Specification 20/25, which had superseded 30/24). The two prototype Hyenas were tested against the other competitors for the RAF's orders, the Armstrong Whitworth Atlas, the Bristol Bloodhound and the Vickers Vespa, including field evaluation with No. 4 Squadron RAF.
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Salmson-Béchereau C.2 photo from Les Ailes April 15, 1926 The Salmson-Béchereau SB-5, sometimes known as the Béchereau C.2 (C.2 denoting a two-seat chasseure or fighter) was Salmon's response to the French 1925 two seat fighter programme. Its strut-braced, parasol wing design owed much to Béchereau's 1921 Letord-Béchereau 2 and 1924 Buscaylet-Béchereau 2 single seat fighters and, like them, it used a similar type of Salmson 18Cm eighteen cylinder water-cooled radial engine. The wing of the SB-5 was in two parts, joined low over the fuselage by a pair of cabane struts.
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In 1918, the British Air Ministry issued the RAF Type 1 specification for a single-seat fighter, powered by the new (and untried) ABC Dragonfly air cooled radial engine to replace the Sopwith Snipe. To meet this requirement, Frederick Koolhoven, (formerly of Armstrong Whitworth Aircraft and before that Deperdussin) chief designer of the British Aerial Transport Company of London, designed the F.K. 25 Basilisk.Lewis 1979, pp.128, 130. Like Koolhovens earlier F.K.23 Bantam, the Basilisk was a two-bay biplane with a wooden monocoque fuselage, but was larger and heavier to accommodate the larger engine and the equipment required by the Specification.
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In 1934, the Imperial Japanese Navy issued a specification to Mitsubishi, Aichi and Kawanishi for a replacement for its Nakajima E8N floatplanes, which were used for short-ranged reconnaissance and observation missions from the Navy's warships.Francillon 1970, p. 358. Mitsubishi's design, the Ka-17, given the short system designation F1M1 by the Japanese Navy, was a small all-metal biplane powered by a single Nakajima Hikari 1 radial engine rated at , the same engine as used by Aichi's competing F1A. It had elliptical wings and great care had been taken to reduce drag, with the number of interplane struts and bracing wires minimised.
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Powered by a Bristol Mercury radial engine, the Type 133 was a low-wing cantilever monoplane and was the first aircraft intended for RAF service with a retractable undercarriage. It was also the first Bristol aircraft to use stressed-skin construction for the wings, using recently invented Alclad sheets. The wings were of constant chord out to rounded tips and of cranked, or inverted gull wing, form, with negative dihedral in the centre section and positive dihedral beyond. The fabric-covered ailerons extended over the whole of the outer wing and could be lowered symmetrically (drooped) in lieu of traditional flaps.
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The next variant was the 111/5 which moved the pilot's cockpit to the rear of the passenger cabin and was fitted with a Hispano-Suiza 12Mbr engine. A re-engined variant of the 111/5 was fitted with a Gnome-Rhône K-14(sic) radial engine and was named Sagittaire (). Sagittaire later fitted with a new wing and Gnome & Rhône 14Kbrs, was re-designated 111/6. The 111/6 was entered into the 1934 London to Melbourne air race but it was withdrawn when the landing gear was damaged two days before the race start.
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A Fokker D.XXI, August 1942 The Fokker D.XXI was first used in combat by the Finnish Air Force during the 1939–1940 Winter War between the Soviet Union and Finland.Kamphuis 1966, p. 8. Upon the war's outbreak, a total of 41 aircraft were in Finnish service, all powered by the Mercury VIII engine. On 1 December 1939, the D.XXI achieved its first victory with the shooting down of a Soviet Tupolev SB. The Fokker was evenly matched against the aircraft of the Soviet Air Force, and its rugged design with a radial engine and fixed undercarriage made it well suited for Finnish conditions.
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The planned armament included rifle-calibre machine guns or 20mm cannons, which were to be embedded into the wings and fuselage. Fokker D.XXI Prototype In early 1935, the Luchtvaartafdeling signed a contract for a single prototype of the proposed fighter to be constructed for an evaluation to be performed by the Royal Netherlands East Indies Army. This prototype, designated FD-322, which was powered by a single Bristol Mercury VI-S radial engine which drove a three-blade, two-pitch propeller, performed its maiden flight at Welschap Airfield, Eindhoven, on 27 March 1936.Kamphuis 1966, pp. 3–4.
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A rotary engine is essentially a standard Otto cycle engine, with cylinders arranged radially around a central crankshaft just like a conventional radial engine, but instead of having a fixed cylinder block with rotating crankshaft, the crankshaft remains stationary and the entire cylinder block rotates around it. In the most common form, the crankshaft was fixed solidly to the airframe, and the propeller was simply bolted to the front of the crankcase. Animation of a seven-cylinder rotary engine with every-other-piston firing order. This difference also has much impact on design (lubrication, ignition, fuel admission, cooling, etc.) and functioning (see below).
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It was a tailless aircraft with a broad-chord wing and with a tractor engine, fin and rudder all on the centreline. Though there were initial thoughts of mounting the KhAI-3's Shvetsov M-11 five cylinder radial engine on a pylon over the wing, it was finally placed ahead of the leading edge on steel tubes from the front wing spar and fed from four tanks in the central wing. There was a long, six seat cabin on either side of the centreline with the pilot in the forward portside seat. The large, triangular fin mounted a broad, round-topped rudder.
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In these applications, the width of the engine is constrained by tight railway clearances or street widths, while the length of the vehicle is more flexible. In twin-propeller boats, two V12 engines can be narrow enough to sit side-by-side, while three V12 engines are sometimes used in high-speed three-propeller configurations. Large, fast cruise ships can have six or more V12 engines. In historic piston- engine fighter and bomber aircraft, the long, narrow V12 configuration used in high-performance aircraft made them more streamlined than other engines, particularly the short, wide radial engine.
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In service, the RAF managed to solve those problems, but Free French aircraft that did not have these problems remedied were grounded, being declared uneconomical and unreliable to operate. The aircraft was described as being stable in flight and in a dive, with heavy elevator and rudder control, but with light aileron control. Forward visibility was considered poor due to the large radial engine. There were a number of fatal accidents with the Vengeance due to improper dive procedures, as well as a center of gravity problem when the aircraft was flown with the rear cockpit canopy open, but without a rear gunner.
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The Vulture was effectively cancelled by Rolls-Royce in July 1941, partly due to the problems experienced in its use on the Avro Manchester, but mostly to free up resources for Merlin development and production. The Rolls-Royce Merlin was also starting to deliver the same power levels. However, the Vulture engine installation in the Tornado was relatively trouble free and the aircraft itself had fewer problems in flight than its Sabre-engined counterpart. The third prototype (HG641), the only other Tornado to fly, was flown on 23 October 1941, powered by a Bristol Centaurus CE.4S sleeve valve radial engine.
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The principal difference between the two types was the engine. The smaller Type 137 was designed for, and initially flown with, a 120 hp (90 kW) six- cylinder inline water-cooled Austro-Daimler, while the Type 138 had a 200 hp (150 kW) Salmson 2M7 14-cylinder water-cooled radial. Engine choice determined the shape of the nose: the inline engine had a rectangular radiator mounted in front of it, projecting slightly above the upper fuselage line, whereas the radial was uncowled, with a pair of vertical radiators mounted in the small inner bays of the Type 138.
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Conceived as a biplane powered by the Bristol Jupiter radial engine it would have much better performance than the Virginia with similar engines. Initially a private venture, the submission of the Vickers design to the Air Ministry coincided with the issuing of Air Ministry specification B.19/27 for a Virginia replacement. The B.19/27 specification meant that the Vickers submission would be tested competitively in trials against other manufacturer's designs. In the redesign to meet the specification, the B.19/27 project took the Virginia Mark X all moving rudder together with an all-moving tailplane.
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In 1935, the U.S. Navy issued a requirement for a carrier-based fighter intended to replace the Grumman F3F biplane. The Brewster XF2A-1 monoplane, designed by a team led by Dayton T. Brown, was one of two aircraft designs that were initially considered. The XF4F-1 with a double-row radial engine was a "classic" biplane. The U.S. Navy competition was re-opened to allow another competitor, the XFNF-1, a navalized Seversky P-35 eliminated early on when the prototype could not reach more than 267 mph (430 km/h).Shores 1971, p. 133.
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In the early 1930s the torpedo bomber squadrons of the Fleet Air Arm were equipped with the Blackburn Ripon. While the Ripon had only entered service in 1930, it was powered by the elderly water-cooled Napier Lion engine, and it was realised that replacing the Lion with a modern air-cooled radial engine would increase payload and simplify maintenance. In 1932 Blackburn decided to build two prototypes of radial-engined Ripons, one powered by an Armstrong Siddeley Tiger and the second by a Bristol Pegasus, as a private venture (i.e. without an order from the Air Ministry).
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In 1918, Henry Folland, chief designer of the Nieuport (England) Ltd (later to become the Nieuport & General Aircraft Co Ltd.), formerly of the Royal Aircraft Factory and designer of the S.E.5, designed the Nieuport London to meet the RAF Type VII specification for a night bomber, an order for six Londons was placed in July 1918.Mason 1994, p.124. The London was a twin-engined triplane with equal span, two-bay wings, powered by the new ABC Dragonfly radial engine. It was designed for ease of production, and was built of wood with use of metal fittings minimised.
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Aichi's designer, Tetsuo Miki based his design on his Aichi AB-2 two seat floatplane which was under design for the Imperial Japanese Navy, producing a small single-seat biplane of mixed wood and metal construction with single-bay wings, powered by a 130 hp (97 kW) Gasuden Jimpu radial engine. It had twin floats, and had detachable wings to aid storage aboard ship.Mikesh and Abe 1990, pp. 69–70. The prototype AB-3 was completed in January 1932, and when flown for the first time in February that year proved to have excellent performance, exceeding the specification in all ways.
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The Carmier was initially powered by a three- cylinder, Anzani radial engine dating from 1911. The open cockpit was under the trailing edge of the wing, where there was a cut-out to improve upward visibility, and had a long streamlined headrest which topped the fuselage as it tapered strongly to the tail. Mounted at mid-fuselage height, the horizontal tail was all-moving and rectangular in plan apart from a large cut- out for rudder movement. The fin was triangular, with a tall, round tipped, parallel-sided rudder which extended well below the fuselage underside.
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The trailing edge carried deep chord control surfaces, two per side: the outer pair were used differentially like ailerons and the inner ones as flaps. This wing was mounted on the fuselage of a Farman F.402, retaining the empennage, undercarriage and the 110 hp (82 kW) Lorraine 5-cylinder radial engine. As on the F.402, the wing was placed on top of the cabin with two square windows in the roof for upward visibility. The control system enabled the pilot to switch between conventional (aileron, elevator, rudder) control and that provided by the trailing edge surfaces.
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The Norélic was a prototype two-seat, single rotor helicopter with an unusual anti-torque system, without a manual cyclic pitch control. Its two crew sat side by side with large, single curvature transparencies in front of them but with open cockpit sides. The Mathis G.7R seven-cylinder radial engine was immediately behind them, with its crankshaft vertical; the Norélic was the first French helicopter with its engine in this orientation. The driveshaft rose through the fuselage to the rotor hub, which was slightly offset forwards on a two side-by-side pillar, faired support.
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52 The pilot and passenger sat in tandem open cockpits and power was provided by a radial engine in the nose. The fixed undercarriage consisted of main units braced to one another, and a skid to support the tail. At the time, Stampe et Vertongen designated their aircraft with two numbers: the wing area (measured in square metres) and the engine power (measured in horsepower).Hauet 1984, p.9 Renard's new design had a wing area of 26 m² and was to be powered by a Renard Type 100 and was therefore designated RSV.26/100.
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The mounting for the Pobjoy Niagara engine, constructed of square section steel tube, started immediately in front of the passenger compartment. The 90 hp (67 kW) 7-cylinder radial engine was a development of the earlier Pobjoy R; two notable features were that it was very compact, with a diameter of only 26 in (660 mm) and that it was geared down with a gearbox that off-set the propeller shaft vertically. The result was a very neat cowling with Pobjoy's characteristic front ring and trade mark baffle. The exhaust exited from shallow individual cowls and scooped channels.
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The B-5 was an improved and larger design based on the bureau's earlier G-4, a twin-rotor helicopter, with each rotor driven by an Ivchenko AI-26 radial engine. Each engine was housed in a pod on an outrigger with the related rotor above. The programme was delayed waiting for appropriate engines and the B-5 was not completed until 1947, it only made a few short hops before the programme was abandoned due to vibration and structural flexing. An air ambulance variant, the Bratukhin B-9 was built but was abandoned without being flown.
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The resulting design used nine banks of four cylinders each, arranged around a central crankshaft with each cylinder bank at a 40° angle to each adjacent bank, to form a four-row radial engine. Unlike most multi-row radials, which "spiral" the cylinders to allow cooling air to reach them, the R-7755 was water-cooled, and so each of the cylinder heads in a cylinder bank were in-line within a cooling jacket. Each cylinder bank had a single overhead cam actuating the poppet valves. The camshaft included two sets of cams, one for full takeoff power, and another for economical cruise.
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The H.V.41 and H.V.40 were two designs ordered for use by the French team in the 1929 Schneider Trophy. Although the H.V.40 was to be powered by a radial engine, the H.V.41 was to use a new liquid-cooled Hispano-Suiza 12Ns Special. It was a streamlined single-seat cantilever monoplane and had two metal floats attached underneath the fuselage on inverted vee-struts. The H.V.41 was ready for testing by July 1929 but due to delays with the engine it did not fly until August and the French government withdrew the team from the 1929 race.
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The SE-3110 drew heavily on the design and development of the 1948 SE-3101, sharing much of the latter's control system and also its unusual twin tail rotors. Externally it was much more refined, with a rounded forward pod for occupants and engine and a slender tail boom. The two crew sat side by side behind a fully glazed nose; structurally the pod was a light monocoque. A Salmson 9 Nh nine cylinder, air- cooled radial engine was mounted horizontally under a transmission box attached to the fuselage by steel tubes and driving a three-blade rotor.
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The water-cooled Canton-Unné X-9 radial engine gave the F.30A a short nose. Its simple conventional undercarriage had a single mainwheel on each main leg and radius arm. By May 1917 the F.30A was undergoing official evaluation by the Service Technique de l'Aéronautique (STAé ) at Villacoublay, where the positioning of the radiator between the two crew was disliked and the handling found to be poor, causing rejection of the aircraft. Farman then modified it by shortening the upper span and using a more powerful engine, another water-cooled radial, the Salmson 9Za.
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The first prototype flew on 17 June 1983, powered by a single 35 kW (47 hp) JPX PAL 1300, a new design of two stroke, three-cylinder radial engine. However, testing showed that the new engine was prone to vibration, and in order to speed development and certification, the prototype was re-engined with a converted Volkswagen car engine,Flight International 26 November 1983, p.1418. which formed the basis for production. As the four-cylinder car engine was heavier than the original engine, the aircraft's wings were swept forward to maintain the aircraft's centre of gravity in an acceptable position.
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Potez 32 photo from L'Aérophile November,1927 ;Potez 32 :Civil variant powered by a Salmson 9Ab engine, prototype and 31 production aircraft. ;Potez 32/2 :Civil variant powered by a 171 kW (230 hp) Lorraine 7Ma engine, one built. ;Potez 32/3 :Civil export variant for Canada with a 164 kW (220 hp) Wright J-5 radial engine, seven built. ;Potez 32/4 :Civil variant powered by a 283 kW (380 hp) Gnome-Rhône 9A and a small increase in wing area, nine built and five converted for Potez 32. ;Potez 32/5 :Experimental variant with a Hispano-Suiza 9Qd engine, one built.
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Trucks, motorcycles, Wellington boots, rifles, Westland Lysander wings, about twenty Bristol Mercury radial engine exhaust rings and a handful of cylinders and Bristol Blenheim bomber tailplanes are visible in Hold No. 2. Universal Carrier armoured vehicles, RAF trolley accumulators, and two Pundit Lights can also be found. Off to the port side of the wreck level with the blast area can be found one of the steam locomotives which had been stored as deck cargo and the other locomotive is off the starboard side level with Hold No. 2. The wreck is rapidly disintegrating due to natural rusting.
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1936 Rearwin 7000 All Deluxe models were updated in 1939 to offer NACA cowling, one-piece windshield, and improved cooling. ;Rearwin Sportster 7000 :Initial production variant of 1935-1936 powered by either a 70hp (52kW) LeBlond 5DE or LeBlond 5E radial engine, 75 built. A Deluxe model was offered beginning in 1936 with optional Townend ring, propeller spinner, wheel pants, navigation lights, and radio. ;Rearwin Sportster 8500 :Variant with an 85hp (63kW) LeBlond 5DF introduced in 1935. The plane's gross weight decreased by 85lbs. A Deluxe model was offered beginning in 1936 with optional Townend ring, propeller spinner, wheel pants, navigation lights, and radio.
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A freight door was fitted to the fuselage and a loading hatch fitted in the roof. It was powered by a Wright R-975E-1 radial engine of slightly greater power. Only two PT-6s (s/n 2961 X461E and s/n 2962 NC692W) and one PT-6F (s/n 381 NC16967/NPC44/NC444) were registered, however as many as six of each type may have been built. The discrepancy from many publications with higher numbers may indicate that from two to nine additional airframes were built, but scrapped without being registered or sold, due to the collapse of the aviation market with the deepening of the Great Depression.
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The XP-72 development paralleled that of another Republic design, the XP-69 that was to be powered by an experimental 42-cylinder Wright R-2160 liquid-cooled inline radial engine mounted in the nose of the aircraft and driving contra-rotating propellers. The XP-69 was intended for high altitude operations and featured a pressurized cockpit and armament of two 37 mm cannon and four 50 caliber machine guns. As the XP-72 displayed greater promise than the XP-69, the XP-69 was cancelled on 11 May 1943 and an order for two XP-72 prototypes was placed on 18 June 1943.
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In the early summer of 1924, the USAAS tested a prototype unofficially designated TW-8 and placed an order for 50 examples of the Consolidated Model 1 production variant for service with the designation PT-1. Early production models had flat dorsal turtledecks, soon replaced by a faired version, and some of the first ones were likely built at the Gallaudet plant in Norwich before production began at Buffalo. The first 171 of the 221 produced used a streamlined nose radiator, the remainder used the unfaired installation. One PT-1 airframe was completed as XPT-2 with a 220 hp (164 kW) Wright J-5 radial engine.
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Rather than changing the angle of the tailplane with respect to the fuselage, the whole rear part of the fuselage was hinged just ahead of the lower wing's trailing edge. This was controlled via a handwheel between the two cockpits; the rear fuselage was raised at the start of a landing descent to increase drag and slow the aircraft. Early flight trials, with H.J.Pain as pilot revealed a need to stiffen the engine mountings. When this was done, the Vagabond, now fitted with a three-cylinder 1,095 cc Blackburne Thrush radial engine flew well enough at Lympne, but was eliminated in the preliminary rounds.
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Each half-wing was braced to the lower fuselage longerons by a pair of parallel steel tubes, enclosed in streamlined fairings, they met centrally on a faired pylon forward of the cockpit. The Bożena was powered by a Anzani 2A three-cylinder radial engine mounted with its cylinders exposed for cooling in a strongly tapered nose. Its rectangular section fuselage was plywood-covered, with rounded decking behind the cockpit. The empennage was also ply-covered, with a rectangular plan tailplane and elevators mounted on top of the fuselage and a cropped triangular fin carrying a deep rectangular rudder which moved in an elevator cut-out.
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Initially the Boeing Model 69, it was inspired by the results of tests on the FB-6, which was powered by a Pratt & Whitney R-1340B Wasp radial engine. Boeing set out to use this engine in a fighter designed specifically for carrier operations, using the same welded-tubing fuselage and wooden-frame wings as for the Model 15, and adding a large spinner to reduce air drag around the engine (this was dropped in production). Armament was either two machine guns, or one .30 in and one ; the lower wing had attachments for up to four bombs, plus a fifth could be hung from the fuselage.
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The H.26 before covering at the Paris Aero Show December 1922, with early wings The H.26 (the first Hanriot fighter that did not use the HD nomenclature, where the D was for their long-standing designer Emile Dupont) was intended for the 1921 C1 (single seat Chasseur or fighter) programme competition. Most participants used the V-8 Hispano-Suiza 8F engine, with its low frontal area. Instead, the H.26 used a lower power, water cooled Salmson 9Z 9-cylinder radial engine. The H.26 aimed to redress the balance by aerodynamic cleanliness, with few interplane struts, flying wires or exposed cabane struts.
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The wing bracing had also changed: originally a bracing wire ran from the rear undercarriage structure upwards and outwards, via the lower to the upper wing. This was replaced by a single, wide chord rigid strut with an aerofoil section and widened at its roots. The closely cowled radial engine set the diameter of the H.26's short nose and drove a two blade propeller behind a very large diameter domed spinner. The Salmson was initially cooled with a semi-circular Botali radiator to the rear of the engine but this proved ineffective and was replaced with a pair of Chaussons, one on each forward undercarriage leg.
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To fold the wings a short section of the centre section trailing edge was folded back to make room for the part of the upper wing aft of its hinge and the lower, outer, normally concealed part of the cabane/interplane strut swung out of its slot in the fuselage. The rear part of the lower wing cleared the fuselage underside. The aileron cables ran within the wing and did not need to be disconnected for folding thanks to wires that prevented them slackening. The C.68 was powered by a Anzani 6-cylinder two row radial engine, mounted without a cowling and driving a two blade propeller.
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The Knight engine, while it originated in USA, was developed to fruition in EnglandPopular Mechanics Oct 1911, page 505 gaining an earlier start in Europe, where it also lasted longer. Mercedes built their 4-litre Knight 16/50 until 1924, while the Simson Supra Knight of 1925-26 was probably the last German Knight-engined car. In France, besides Peugeot and Mors, two brands of luxury automobiles used the Knight engine as standard equipment between 1923 and 1940: Avions Voisin and Panhard et Levassor. Voisin also built an air- cooled radial engine using the Knight principle in 1935 which was their last use of Knight technology.
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Although the G-10 incorporated many structural feature from the earlier Gribovsky G-8 and later in its career had the same engine, it was a braced high wing monoplane rather than a low wing, cantilever design. The G-10's two spar wing was supported over the central fuselage on a very low, faired pylon and braced to the lower fuselage on each side by a V-form pair of faired struts. Like the G-8, the G-10 had a smoothly rounded, plywood skinned monocoque fuselage. It was initially powered by a , three cylinder Russian M-23 radial engine mounted in the short nose section.
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The second was flown by experienced pilots at the Central Flying School, amongst them Oliver Stuart who judged it a better aerobatic airplane than the SE5a. Cosmos Mercury-powered Bristol Scout F At this point Barnwell was approached by Roy Fedden of the Cosmos Engineering company based in the Bristol suburb of Fishponds. Fedden wanted to find a suitable airframe to test the Cosmos Mercury radial engine which he was developing, and it was decided to fit the third machine with this engine. It was installed inside a low-drag cowling with exposed cylinder heads, making the aircraft shorter than the Arab-powered machines.
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The Universal was a low-wing cantilever monoplane, with a fixed tail-skid landing gear trapezoidal, plywood skinned wings with rounded tips and fabric coveredailerons. The fuselage was a wooden framed, plywood covered semi-monocoque, with the forward fuselage covered with metal sheet. The standard aircraft had one or two open cockpits in tandem, each with an individual windscreen and the Universal Biloc had glass windows in the cockpit sides, to improve visibility below. Power was provided by a IAR 4GI in-line engine in the Universal Biloc, or Siemens-Halske Sh 14 radial engine, with NACA cowling, drivinf a two-blade fixed-pitch propeller.
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Retrieved 18 December 2010. It made its maiden flight in August 1935, powered by a 720 hp (537 kW) Hispano-Suiza 9Vbrs radial engine. With this engine it reached a speed of 352 km/h (219 mph). In October that year it was re-engined with a 680 hp (507 kW) Hispano-Suiza 14Hbrs radial in a NACA cowling, increasing the speed and the floats were modified. It was re-engined again in October 1937 with a 900 hp (671 kW) Hispano-Suiza 12Ycrs-1 V12 engine with a 20mm cannon firing through the propeller boss. Despite reaching 400 km/h (248 mph),Green and Swanborough 1994, p. 503.
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The LH.41 was a small low-wing, cantilever monoplane built largely of wood with fabric and plywood skinning. The LH.41 was supported on a wide-track strut mounted undercarriage, incorporating oleo-pneumatic shock-absorbers, with a tail-skid. For initial flight testing the LH.41 was fitted with a Lorraine 7Mb Mizar 7-cylinder radial engine with a distinctive oil cooler on the port side of the fuselage forward of the cockpit. After initial testing the LH.41, re-engined with the intended Lorraine 9Nb driving a Levasseur metal fixed pitch propeller fitted with a dorsal oil cooler in place of the side-mounted cooler.
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The Libellule's unusual ailerons, designed by Peyret, ran from the tips to about mid-span; mounted on the rear spar, they were divided span-wise into two roughly equal chord parts, hinged together and interconnected so that the rear surface had a greater deflection than the forward one, particularly in the case of upward deflections. The intention was to retain lateral control down to the lowest speeds. The Libellule was powered by a Salmson AD.3 three- cylinder radial engine within an aluminium cowling through which the cylinder heads projected for cooling. Behind the engine the wooden fuselage had a rectangular section, formed by four longerons with a series of frames.
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In 1904 he produced his first motorcycle, the Elleham motorcycle. It's an oddity that the design of the Elleham motorcycle is of step-tru type with the engine situated beneath the seating, hence predating the Vespa Scooter with 40 years. In 1903–1904 Jacob Ellehammer used his experience constructing motorcycles fitted with single-cylinder Peugeot Frères engines to build the world's first air- cooled radial engine, a three-cylinder engine by utilizing Peugeot Frères cylinders and -heads in a home-cast engine block. The initial engine proved soon too weak and homemade cylinders with greater volume were fitted on an even bigger block which eventually brought him into the air.
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This helicopter, developed in 1938 with the support of Nazi Germany's Kriegsmarine, made it possible, for the first time, to transition from powered rotary-wing flight to autorotation and back again, making it the safest helicopter of its time. In contrast to the Fl 185, the Fl 265, believed to be the pioneering example of a synchropter, had two intermeshing rotors 12 m in diameter, powered by a 160 hp (119 kW) BMW-Bramo Sh 14 A radial engine in the nose of the fuselage, fitted with a fan to assist cooling. Six helicopters were constructed, but series production was curtailed in favour of the Flettner Fl 282.
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To meet the requirement for a special-purpose dive bomber for the United States Navy and United States Marine Corps, the US Navy's Bureau of Aeronautics designed a biplane with fixed tailwheel landing gear, designated Bureau Design 77. It had room for two crew in tandem. Two prototypes were ordered in June 1928, one from Martin (designated the XT5M-1) and one from the Naval Aircraft Factory (designated the XT2N-1). The Martin XT5M-1 was powered by a Pratt & Whitney R-1690-22 Hornet radial engine, and, following test during 1930, the Navy ordered 12 aircraft from Martin with the designation BM-1.
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In 1946, Wiktor Narkiewicz, who prior to the Second World War was technical director of the Czechoslovakian Avia aero-engine factory, was appointed chief designer of the Polish Central Engine Office, and later the Aero-engine department of the Polish Aviation Institute (Instytut Lotnictwa, IL). He led the design of the WN-1, a air-cooled flat-four piston engine which was the first post-war Polish aero-engine, followed by the WN-2 in 1947, but both of these engines failed to enter production.Flight 26 July 1957, p. 127. In 1952 Narkiewicz set up a small design team to design a new seven-cylinder radial engine, the WN-3.
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In the mid-1980s Kenmore Air purchased Otter Air, an airline that offered seaplane service from Seattle to Victoria, BC. The Seattle- Victoria route was operated for two years before it was sold to its competitor Lake Union Air in 1988. Kenmore Air also added two Turbo Beavers (a modified Beaver with its radial engine replaced with a turboprop engine) in the late 1980s and purchased its main competitor Lake Union Air in 1992. With this purchase, Kenmore Air acquired a seaplane terminal on Lake Union. They converted one of Lake Union Air's de Havilland Canada DHC-3 Otters into a Turbo Otter and later purchased several more Turbo Otters.
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The rear spar was ahead of mid-chord, leaving the ribs in the rear part of the wing flexible and allowing roll control by wing warping. The nacelle was a development of the earlier simple, flat sided structures, but no longer with its sides curving upwards in profile to the engine. Instead, the upper edges of this structure were straight, with a curved decking which ran forward, rounding into a cowling around the Gnome Omega seven cylinder radial engine. The cowling was more complete than on the earlier models, though in the manner of the time there was a gap at the bottom to allowed lost oil to escape.
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The Hydra had only two valves per cylinder instead of three or four, limiting volumetric efficiency. It is generally difficult to properly arrange pushrods for four- valve operation in a multi-row radial engine, some of the rods would have to exit the crankcase between the cylinders where there is little room or spare strength. This difficulty was one of the reasons that led to Fedden's work on the sleeve valve. This is not so much of a problem on an in-line design, and is one of the reasons in-lines of the era were able to compete in performance terms with the generally much simpler radials.
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Although the Potez A-4 was unsuccessful, its configuration produced the high power line and low centre of gravity of later inverted inline engines, allowing a shorter undercarriage, easier access to the cockpits and a better forward view over a shorter, lower nose than its inline contemporaries. The high propeller shaft also allowed a shorter undercarriage; a four-wheeled unit protected the propeller tips from contact with the ground. The A-4 engined Potez VIII first flew on 19 April 1920. When its engine was recognised as a failure the A-4 was replaced by a six-cylinder Anzani radial engine, mounted uncowled in the nose.
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A layer of fabric, easily doped and smoothed was stretched over the ply skin, a technique widely used at the time. Each wing was braced from the upper fuselage longerons by V-struts rooted on the two wing spars at about 30% span. The fuselage of the D-40 was built around four longerons and divided into eight sections; the forward section was aluminium framed and covered as it housed the small diameter, nine cylinder Salmson 9AD radial engine. In photographs the engine was uncowled though early plans show a Townend ring-type cowling; it was mounted as high as possible to provide propeller clearance on rough landing sites.
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The centre-section was joined by a cabane of three inverted V-struts from the upper fuselage, one vertical and one backward-leaning to the forward spar and the other, vertical, to the rear. The first AT, known as the AT.35 was powered by a nose-mounted , three-cylinder Anzani 3A2 radial engine. The fuselage was built around a triangular section girder which provided a backbone on which transverse frames were mounted to define the ovoid section, ply-skinned exterior. There were two tandem seats in open cockpits with windscreens, the passenger placed below the wing at the centre of gravity and the pilot behind just under the trailing edge.
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Reciprocating engines in aircraft have three main variants, radial, in-line and flat or horizontally opposed engine. The radial engine is a reciprocating type internal combustion engine configuration in which the cylinders "radiate" outward from a central crankcase like the spokes of a wheel and was commonly used for aircraft engines before gas turbine engines became predominant. An inline engine is a reciprocating engine with banks of cylinders, one behind another, rather than rows of cylinders, with each bank having any number of cylinders, but rarely more than six, and may be water-cooled. A flat engine is an internal combustion engine with horizontally-opposed cylinders.
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Even before the first flight of the Fw 190 V1, BMW was bench testing a larger, more powerful 14-cylinder two-row radial engine, the BMW 801. This engine introduced a pioneering example of an engine management system called the Kommandogerät (command-device): in effect, an electro-mechanical computer which set mixture, propeller pitch (for the constant speed propeller), boost, and magneto timing. This reduced the pilot's work load to moving the throttle control only, with the rest of the associated inputs handled by the Kommandogerät. The drawback was slight and minor surges that made the Fw 190 harder to fly in close formations.
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The Type 118 was a Bristol private venture, designed to provide a multi-role machine capable of acting as a fighter, bomber, reconnaissance or casualty- extraction aircraft for foreign air forces unable to afford a range of more specialised aircraft. The variety of roles required a two-seater and the need for high-altitude performance for the photo-reconnaissance role, for example, called for supercharging. Since the Bristol Jupiter radial engine design was ageing, the newer Bristol Mercury seemed a natural choice of powerplant. The first prototype was to have a supercharged Bristol Jupiter XFA engine, with the Mercury V installed in the second machine which was labelled the Type 118A.
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Both passenger entry doors, one for each of the two-seat rows, are on the left side of the fuselage. The Contract Air Mail Act of 1925 set out the gradual privatization of the Post Office's Air Mail routes. In late 1926, bids were requested for the main transcontinental trunk mail route, which was to be split into eastern and western sections, with Boeing bidding for the western section. Boeing revived the design for the tender, with the Model 40A replacing the Liberty engine with a air-cooled Pratt & Whitney Wasp radial engine, which was lighter than the Liberty, even ignoring the weight of the Liberty's radiator and cooling water.
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Out of these three final aircraft, only two – 'Clifton' and 'Cleopatra' – would be completed and delivered to the newly formed British Overseas Airways Corporation (BOAC). A substantial larger development of the Empire flying boat, effectively a new aircraft, was the S.26, designated as the "G class".Norris 1966, p. 13. These aircraft had similar appearance to the standard Empire, but were in fact roughly about 15 per cent larger in all dimensions, as well as differing in its use of the more powerful Bristol Hercules radial engine and having adopted an improved hull design, featuring a wing span of and a length of .
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The tail wheel was both retractable and steerable. However, according to Cattaneo, the Re.2000 was afflicted by a major handicap in the form of the unavailability of reliable in-line engines of sufficient power; as such, the RE.2000 was able to represent only a limited advance over the Macchi C.200. The Re.2000 was powered by a single Piaggio P.XI RC 40 radial engine, which was capable of generating a maximum of of thrust; this drove a Piaggio-built three-blade constant speed variable-pitch propeller. This engine proved to be a major weak point of the aircraft in service as it proved to be not altogether reliable.
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Maintenance difficulties with the Atsuta and Ha-40 engines eventually led to the installation of the more reliable Mitsubishi Kinsei 62 radial engine for the Yokosuka D4Y3 Model 33, and the Mitsubishi Ha-112 radial air-cooled engine for the IJAAS's Kawasaki Ki-61, which then became known as the Kawasaki Ki-100. Such a modification was not possible for the Aichi M6A1 Seiran as it could only use the liquid-cooled inverted-vee type engine, in order to fit into I-400-class submarine's confined hangar, becoming the only Japanese airplane that retained the inverted-vee engine installation through to the end of the war.
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Early in the development the Navy requested better altitude performance and, in view of unsatisfactory progress in the development of the XH-2470 engine, Curtiss adapted the design of the aircraft around the new turbocharged Wright R-3350 Duplex-Cyclone air-cooled radial engine. The aircraft equipped with this eighteen-cylinder twin-row radial air- cooled engine and three bladed contra-rotating propellers was designated the XF14C-2. The XF14C-1 was canceled. Also, looking at the problems of operation at altitudes of about 40,000 feet (12,000 m), the Navy also initiated work on a third version with a pressurized cockpit designated the XF14C-3.
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The Amiot 110-S made its first flight on 12 December 1931 but was not mentioned in contemporary publications until shortly before it was displayed at the Paris Salon the following December. During August 1933 minor modifications were made to the hull to improve take-off performance and replacement of the Hispano-Suiza engine by a Gnome-Rhône 14K radial engine in a NACA cowling was considered. In 1935 a new engine was installed but this was a Hispano-Suiza 12Ydrs V-12 mounted in tractor configuration and driving a three-blade propeller. Despite the 32% increase in power, its maximum speed of was only 6% faster.
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The first prototype of the Caproni Vizzola F.5. The F.5 was developed in parallel with the Caproni Vizzola F.4, with which it shared a common airframe. Design began in late 1937 by a team led by F. Fabrizi. The aircraft had a welded steel-tube fuselage and wooden wings; the fuselage was covered with flush-riveted duralumin, while the wing had a stressed plywood skin. The F.5 (standing for Fabrizi 5) had a two-row 14-cylinder Fiat A.74 R.C. 38 radial engine, unlike its cousin the F.4, which Fabrizi and his design team intended to be powered by a water-cooled engine.
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The Z-6 has a fabric-covered steel tube fuselage and tail, with its nine cylinder radial engine in the nose. Two different engines were fitted: the original Z-6 had a Wright J-5 and carried five passengers but both the Z-6-A and the Z-6-B have Pratt & Whitney Wasp Cs, carrying six passengers. Some engines were uncowled, some had short-chord Townend ring-type cowlings and one Z-6-B had a long chord, NACA cowling. The cabin was between the wings immediately behind the engine and was illuminated with long, continuous windows; the pilot's open cockpit was above and behind it.
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Two aircraft, known as the Hawker Dantorp and powered by Leopard II engines were sold to the Danish Government. They had a slightly different fuselage, accommodating a third crew member. The Danes also purchased a licence to build a further ten aircraft at the Danish Naval Workshops (Orlogsvaerftet), but these were not built owing to a shortage of funds. Production aircraft were powered by the Condor IIIA, but the Horsley was also much used as a flying testbed for other engines, including the Napier Lion, Rolls-Royce Buzzard, Rolls-Royce Eagle, the Armstrong Siddeley Leopard radial engine, the Junkers Jumo diesel engine and early versions of the Rolls- Royce Merlin.
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Like the Bernard SIMB AB 10, the AB 12 was an all-metal, single-seat, monoplane fighter with a low cantilever wing. It differed from the AB10 in having a radial engine, a more conventional undercarriage and four machine guns. The wing plans of both aircraft were similar, straight tapered with squared tips, though the AB 12 had a span greater. The empennage of both designs was also similar: the AB 12 had a tailplane with swept leading edges and separate elevators mounted on top of the fuselage and a wide chord, almost straight edged fin, though its rudder, moving between the elevators, ended on the upper fuselage line.
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In 1943, the US Navy invited proposals for a new multi-purpose bomber and selected four designs in September: the Curtiss XBTC, Douglas XBT2D Skyraider, Kaiser- Fleetwings BTK and the Martin XBTM. Martin was tasked to provide a backup to the Curtiss design which had been selected as a replacement to the Curtiss SB2C Helldiver. Due to the US Navy's concern that the Curtiss design was overly complex and that the company's record was particularly poor during the Helldiver's development, Martin was instructed to create an "unexperimental" design that would be a reliable platform for the Pratt & Whitney R-4360 Wasp Major radial engine that powered both aircraft.
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In 1936 the Air Ministry issued specification B12/36, its first for a four-engined heavy bomber for the Royal Air Force. Supermarine, among others, were invited to tender a design. Supermarine's design, the Type 316, was a single-spar, mid-wing aircraft; the leading edge was swept back but the trailing edge was straight. Bombs were carried in both the wings and the fuselage and defensive armament was in three turrets. Of the different powerplants suggested for the Type 316, there were three of more than 1,000 hp (746 kW): the Rolls-Royce Merlin, the Bristol Hercules radial engine and the Napier Dagger.
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The pilot's cockpit was under the upper wing centre section and the gunner sat close behind at the trailing edge. In the Dormouse, the pilot had an oval cutout in the wing for upward vision and the gunner a V-shaped notch in the trailing edge to ease his field of fire. In the Dingo, the pilot's cutout was made smaller and circular, whilst the gunner's notch was increased to fuselage width and deepened to the rear wing spar, giving it a straight edge. The Dormouse first flew from Stag Lane on 25 July 1923 fitted with a 360 hp (270 kW) Armstrong Siddeley Jaguar II radial engine.
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As on the Type B, it was supported above the lower wing on two more pairs of interplane struts but on the Type C the left and right pairs passed within the nacelle, rather than down its sides. A Gnome Omega rotary engine was mounted in the front under a rudimentary shield to protect the pilot from oil spray, though a Anzani 3-cylinder radial engine could also fitted. The nacelle extended aft at the wing trailing edge, with the pilot just aft of mid-chord. The empennage of the Type C was supported on a pair of girders arranged parallel to one another in plan.
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An alternative design to the Supermarine was needed for insurance and Shorts should build it as they had experience with four-engined aircraft. The original design had been criticized when considered and in February 1937 the Air Ministry suggested modifications to the design, including considering the use of the Bristol Hercules radial engine as an alternative to the Napier Dagger inline, increasing service ceiling to 28,000 ft (carrying a 2000 lb of bombs) and reducing the wingspan. Shorts accepted this large amount of redesign work. The project had added importance due to the death of Supermarine's designer, Reginald Mitchell, which had generated doubt within the Air Ministry.
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The museum's example served briefly with the Italian Air Force in 1950, and was donated to the Aero Club Milano in the same year; at the end of 1950, it was sold to a private citizen who donated it to the Caproni Museum in 1972. It was restored in 1989. ;Macchi M.C.200 :The Macchi M.C.200, a single-seater monoplane fighter aircraft equipped with a radial engine, was Regia Aeronautica's most important fighter between 1940 and 1943. On display at the Gianni Caproni Museum of Aeronautics are the front part of the fuselage, the tail cone and empennage, and the Fiat A.74 RC.38 engine of a M.C.200.
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Retrieved: 31 July 2011. Because aluminum in the USSR was supplied in different gauges from that available in the US (metric vs imperial), the entire aircraft had to be extensively re-engineered. In addition, Tupolev substituted his own favored airfoil sections for those used by Boeing, with the Soviets themselves already having their own Wright R-1820-derived 18 cylinder radial engine, the Shvetsov ASh-73 of comparable power and displacement to the B-29's Duplex Cyclone radials available to power their design. In 1947, the Soviets debuted both the Tupolev Tu-4 (NATO ASCC code named Bull), and the Tupolev Tu-70 transport variant.
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In spring 1918, although the Sopwith Snipe had not yet entered service with the Royal Air Force, the British Air Ministry drew up a specification (RAF Type I) for its replacement. The specification asked for a fighter capable of operations at high altitude and powered by the ABC Dragonfly engine, which was an air-cooled radial engine which had been ordered in large numbers based on promises of high performance and ease of production. Sopwith produced two designs to meet this requirement, a biplane, the Snapper, and a triplane, the Snark. Sopwith received orders for three prototypes each of the Snapper and Snark,Bruce 1969, pp.
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At the time, the use of radial engines in land-based fighters was relatively rare in Europe, as it was believed that their large frontal area would cause too much drag on something as small as a fighter. Tank was not convinced of this, having witnessed the successful use of radial engines by the U.S. Navy, and felt a properly streamlined installation would eliminate this problem. The hottest points on any air-cooled engine are the cylinder heads, located around the circumference of a radial engine. In order to provide sufficient air to cool the engine, airflow had to be maximized at this outer edge.
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An intermediate flying test-bed, the single Yeoman 175 was converted from CA-6 Wackett airframe C/N 257 for trials of a new all-metal empennage, and had the swept fin of later Cropmasters but retained the Warner Scarab radial engine and fabric-covered aft fuselage of the Wackett. A proposed variant with tricycle undercarriage was the YA-1B, none were built. A cut-away drawing of the YA-1B was included in a Yeoman Aviation brochure. The YA-1B design proposal also included an early version of the design for the all-metal empennage, with a more upright tail-fin than was actually produced.
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It was a largely conventional biplane design derived from the M.F.9 fighter, and sharing its single-bay wings with additional struts bracing the lower wings to the fuselage sides. It differed from its predecessor in having two a second open cockpit in tandem with the pilot's, and while the prototype shared the M.F.9's wooden construction and Vee-engine, later examples had a tubular structure and a radial engine. Intended for advanced training, the aircraft was built strongly enough to allow for aerobatics and dive bombing. Having been built by the specifications from a US light dive bomber, the M.F.10 could both dive and fly on its back.
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The first aircraft built by this company was the Metalplane H-18, christened the “Maiden Milwaukee” in 1927. Its design came from the chief designer of the Metalplane Company of the time – James McDonnell. McDonnell had worked for Stout and Ford and incorporated similar features and new ideas into the construction of the H-18. It used a tubular frame with corrugated skin, a thick monoplane wing projecting from the fuselage beneath an open cockpit, with a Wright J-4 Radial engine in the nose, and using a Hamilton (metal) propeller. The “Maiden Milwaukee” was the first aircraft produced by the Hamilton Metalplane Company and it achieved a number of awards.
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In military aviation, the fast all-metal monoplane emerged slowly. During the 1920s the high-wing parasol monoplane vied with the traditional biplane. It was not until the arrival of the American Boeing P-26 Peashooter in 1932 — nearly fifteen years after the first low-wing fighter to enter limited military service, the all-metal airframe Junkers D.I had entered service with the Luftstreitkräfte in 1918 — that the low-wing monoplane began to gain favour, reaching its classic form in such designs. These were pioneered in late 1933 by the Soviet Union with the Polikarpov I-16 fighter, powered initially with an American Wright Cyclone nine-cylinder radial engine.
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The forward fuselage had to be redesigned to accommodate the slimmer engine and the armament was revised to three synchronized ShVAK cannon. The drawings for this engine installation was passed to Lavochkin and Yakovlev where they proved very useful in designing their own fighters using the M-82 engine, notably the Lavochkin La-5. A third prototype was also built that used the larger and heavier Shvetsov M-71 radial engine of 1,492 kW (2,000 hp). The flight tests of both of the latter versions were interrupted by the German invasion in June 1941 and all three prototypes, along with the entire Polikarpov design bureau, were evacuated to Novosibirsk.
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This was a response to the USAAC's move toward a preference for radial engines, especially in attack aircraft. The rationale behind this preference is that the radial engine has a lower profile, making it less vulnerable to ground fire, and a simpler cooling mechanism, which is also less prone to groundfire, as well as overall maintenance problems. These aircraft retained the open cockpit introduced in the A-8 production batch, and carried the same weapons load. In an attempt to improve pilot/observer co-operation, the rear cockpit was moved forward sufficiently for its glazed covering to form a continuation of the fuselage decking behind the pilot's cockpit.
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After the failure of the two-seat version of the Bristol Bullfinch, the requirement remained for an aircraft for the Royal Air Force to replace the Bristol F.2 Fighter. The Air Ministry therefore issued Specification 3/22 in 1922 for a two-seat fighter powered by a supercharged engine. Bristol's chief designer, Wilfred Reid (who had replaced Frank Barnwell when Barnwell emigrated to Australia), designed the Bristol Type 84 Bloodhound to meet this requirement, with Bristol deciding to build a prototype as a private venture. The Bloodhound was a two-seat biplane with swept two-bay wings, powered by a Bristol Jupiter IV radial engine.
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Design of the new aircraft, designated Bomber Type 2, was assigned to Major Luang Vejayanrangsrit, the assistant director of the Aeronautical Workshops, and later commander of the Royal Siamese Air Force. The Bomber Type Two was a conventional single-bay biplane of mixed construction, with a steel-tube fuselage structure. The forward fuselage was covered by metal panels and the rear fuselage fabric covering, while the wings had a fabric covered wooden structure (using local wood). The construction of the first prototype, powered by a 450 hp (336 kW) Bristol Jupiter radial engine, began on April 5, 1927, with it making its maiden flight on June 23, 1927.
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The MB.141 was a low wing cantilever monoplane with a three part wing consisting of a rectangular plan centre section and trapezoidal outer panels. It was built around two spars and metal skinned; the leading edges were removable for maintenance purposes and the trailing edges carried high aspect ratio ailerons which filled about two-thirds of the outer panels. Its five cylinder Hispano-Suiza 5Q radial engine (a licence-built Wright R-540) was mounted in the nose within a narrow-chord cowling. Behind it the fuselage was flat-sided, constructed from panels linked by frames which left the interior free of cross-bracing.
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He had a Scarff ring-mounted .303 in (7.7 mm) Lewis Gun, but to fulfil his role as torpedo or bomb aimer, he moved into a prone position in a station below the pilot's cockpit. This had a bombsight, used via an opening with a sliding door in the bottom of the fuselage and had bomb fusing and release controls plus altitude and airspeed gauges and a hand- operated rudder control for yaw corrections on target. The Beagle was initially powered by a 460 hp (340 kW) Bristol Jupiter VIIIF radial engine mounted in a smooth and rather pointed nosecone, leaving the tops of the nine cylinders exposed.
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Contracts were awarded to both Aichi and Kawanishi to design and build prototypes to meet the requirement. Kawanishi's design, with the company designation Kawanishi Type T was a single-engined tractor configuration biplane of all- metal construction. Its single-bay wings, which folded backwards for storage on ship, were based on those of the Kawanishi E7K reconnaissance floatplane, while the Nakajima Kotobuki radial engine was mounted forward of the top wing. The stressed-skin hull held a crew of three, with pilot and co-pilot sitting in an enclosed cockpit, while the gunner/observer sat in the nose, armed with a single flexibly mounted machine gun.
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Romano 80 photo from L'Aerophile December 1936 The prototype Romano R-80.01 was a private venture design by Chantiers aéronavals Étienne Romano for a two-seat aerobatic biplane to use as a demonstrator. Tested in 1935 with a 179 kW (240 hp) Lorraine 7Me radial engine it was later fitted with a 209 kW (280 hp) Salmson 9Aba radial and re-designated the R-80.2. The R.80.2 was a biplane with a fixed tailwheel landing gear and with the change of scope to a tandem two-seat dual-control aerobatic trainer it was re-designated the R.82.01. Two more prototypes were built which were sold to private owners.
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In addition, the route was experiencing rough seas and a high sea state. Unlike the unsuccessful flight of Rodgers in 1925, the two missing aircraft were not flying boats, and they were not expected to remaining afloat for more than a few days. Both Jensen and Goebel took to the air and searched the ocean on August 18; Goebel searched near Kauai and Jensen checked the Molokai Channel. According to Wyatt, the radial engine of Miss Doran was missing four of nine cylinders when it returned to Oakland; he believed the aircraft had gone down shortly after entering the fog bank just off the Golden Gate.
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Based on this plane he designed and developed the Loring R-III, an aircraft of similar characteristics powered by a Hispano-Suiza 12Hb, which went into production with a total of 110 units built. These were delivered to the Aeronáutica Militar beginning in 1929, still during Primo de Rivera's dictatorship. Meanwhile, and despite the favorable situation the Spanish aeronautical industry enjoyed, other planes designed by Barrón remained in the prototype stage. Among these the following deserve mention: the Loring R-II, the Loring C-I fighter, the Loring T.1 trainer, and the Loring E.II light plane powered by an Elizalde A6 110 hp radial engine.
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The C.220 was powered by a Salmson 7AC seven cylinder radial engine driving a metal, two blade propeller. One photograph shows the engine uncowled though the second aircraft, the C.221, which had a Lorraine 5P five cylinder radial and was otherwise identical apart from using a different make of propeller, was recorded both with and without a narrow chord Townend ring type cowling. Behind the engine the fuselage was a box girder structure covered in plywood, though the upper decking was rounded. The forward of the two open tandem cockpits was placed between the wings at about mid-chord with the rear seat behind the trailing edge.
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In 1945 SNCASE had designed a "stratospheric" transport for transatlantic postal work designated the SE-1000, it was not built but given a modified nose-section it was built as high-altitude photo-survey aircraft for the Institut Géographique National and designated the SE-1010. If not used as a survey aircraft it was proposed to produce it as a 14-passenger transport. The SE-1010 was a sleek-looking, four-engined, mid-wing monoplane powered by four Gnome-Rhône 14R 14-cylinder two-row air-cooled radial engine. The prototype SE-1010, with French test registration F-WEEE, first flew on 24 November 1948.
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Following the collapse of the Soviet Union, as military contracts evaporated, the Yakovlev design bureau was forced to convert to designing civilian aircraft to stay in business. Their first post-Soviet design was the Yak-58, a small multi-role utility transport designed to appeal to as many prospective buyers as possible. The Yak-58 is a low-winged monoplane of pusher configuration, powered by a Vedeneyev M14PT radial engine mounted at the rear of the fuselage nacelle, driving a three-bladed propeller. Rather than conventional tailbooms, the two highly swept fins were mounted directly to the wing, and were joined by the tailplane.
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Metal construction (Yak-12R, M, A) or mixed construction (Yak-12) braced high-wing monoplane, conventional in layout, metal and canvas covered. Wings fitted with flaps and slats (automatic slats in Yak-12R, or fixed in other variants). Four-seat cabin (in early variants of Yak-12 – 2 or 3 seats). Conventional fixed landing gear with tail wheel. Single radial engine: 5-cylinder M-11FR (nominal power 104 kW/140 hp, take-off power 118 kW/160 hp) – Yak-12 basic variant; 9-cylinder AI-14R (nominal power 161 kW/220 hp, take-off power 191 kW/260 hp) – Yak-12R, M and A. Two-blade propeller.
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Development of the I-3 began in mid-1926 after investigations into the loss of the Polikarpov DI-1 were completed. Although the new biplane shared many of the characteristics of the earlier design, including the staggered sesquiplane layout of the wings, it was a new design. It was designed by the OSS ( — Landplane Department) of Aviatrest (Aviation Trust) under the supervision of Nikolai Nikolaevich Polikarpov, head designer of the department. There was much debate within the OSS about the proper powerplant for the new fighter, but Polikarpov rejected the Wright Tornado radial engine and decided in favor of the BMW VI liquid-cooled V12 engine.
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The C.140 was powered by an uncowled Salmson 9AB nine cylinder radial engine, mounted on duralumin bearers. In the case of a fire, the fuel tank could be jettisoned in flight. Behind the engine the fuselage was of mixed construction and a deep oval in section, with multiple longitudinal members. The pilot sat in the forward, open cockpit under the rear of the wing with the observer was close behind, about half way to the tail where there was a shallow triangular fin with a parallel edged rudder with a tip continuing the upper fin line and a lower edge reaching to the keel.
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In , the British Air Ministry laid down specifications for a high altitude bomber to replace the Hawker Horsley and for a coastal torpedo bomber (Specifications 23/25 and 24/25). As these specifications were similar, the Air Ministry announced that a single competition would be held to study aircraft submitted for both specifications. Sydney Camm of Hawker Aircraft designed the Harrier to meet the requirements of Specification 23/25, with the prototype (J8325) first flying in February , the first of the competitors for the two specifications to fly. The Harrier was a two-seat biplane with single- bay wings powered by a geared Bristol Jupiter VIII radial engine.
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Salmson had built the 1½ Strutter under license, and the Salmson 2, while an original design, owed more to the Sopwith than to the earlier Salmson-Moineau. The aircraft was of conventional construction with a two-bay biplane configuration, powered by the company's own Salmson 9Z water-cooled radial engine of 230 bhp. Some minor control problems were quickly resolved in early testing, but the main defect of the Salmson 2, shared with the contemporary Airco DH.4, was that the pilot and gunner were seated rather far apart, making communication difficult. Production was ordered after trials on 29 April 1917, and deliveries were underway by October of that year.
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Its one-piece fuselage was built on four spruce longerons interconnected by frames and was plywood covered, giving it flat sides and underside but with curved upper decking. The NiD 740's central Salmson 7Ac seven-cylinder radial engine was uncowled in the nose, though diagrams show it enclosed by a narrow-chord cowling. The outboard pair, also uncowled, were mounted well below the wing on parallel and diagonal struts. The enclosed cockpit was at the wing leading edge; in addition to the normal forward and side windows there was a window in the port side fuselage, matched by one in the starboard side door, to improve his downwards and rearward view.
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The fin was small but the rudder was broad chord and low; it was very rounded and extended down to the keel, so there was an elevator cut-out for rudder movement. The HD.6 was powered by a Salmson 18Z two row, 18-cylinder radial engine, water-cooled by three circular section radiators mounted between the legs of its fixed conventional undercarriage. This had mainwheels on a single axle attached by V-struts to the lower fuselage, assisted by a tailskid. Built at about the same time as the HD.5, the first flight of the sole prototype was delayed by over a year owing to development difficulties with the novel engine.
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A tandem pair of inverse V-form cabane struts supported the upper wing over the fuselage. In plan both upper and lower fabric covered wings were rectangular apart from angled tips and a semi-circular cut-out in the upper trailing edge to improve the pilot's upward view. The lower wings were almost a 63% scaled copy of the upper ones, with the same aspect ratio. There were ailerons on the upper wings only. The four different versions had engines of three different configurations, two water- cooled V-12 engines and two radial engines, one a single row nine cylinder, air-cooled unit and the other an eighteen-cylinder, water-cooled in-line radial engine.
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In the late 1930s, the Imperial Japanese Navy Air Service (IJNAS), having felt impressed at the performance of the Mitsubishi Ki-15 for the Imperial Japanese Army Air Service (IJAAS), issued a requirement for a fast reconnaissance aircraft under the IJNAS designation 13-Shi High-speed Reconnaissance Aircraft. Aichi, drawing upon experience designing the Aichi D3A, proposed a single-engine, low wing monoplane powered by a radial engine and fitted with a closed cockpit with two seats in tandem, as well as a rear-mounted machine gun. The design was known by the experimental designation and allocated the short designation C4A by the IJNAS. A full-scale mockup was completed in March 1939 for inspection by IJN officials.
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Vought UO-1 photo from Aero Digest June 1926 Pleased with the company's VE-7, in 1926 the Navy gave Vought a $459,709 contract for 20 convertible land/sea fighters. Vought already had a two-seat observation plane, the UO-1, basically a VE with additional fuselage streamlining and a Wright J-3 radial engine. This was made into a fighter simply by covering over the front cockpit of the observation plane, mounting machine guns in that area, and upgrading to a 220 hp Wright R-790 Whirlwind with a supercharger. With the help of the supercharger, the newly designated FU-1 was able to reach a speed of 147 mph at 13,000 ft.
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Developed from the Ca.301, a single-seat fighter version of a similar design that was not put into production, the AP.1 was a two-seater version, fitted with a more powerful Alfa Romeo radial engine. Designed to serve both as a fighter and an attack aircraft, it was a low-wing monoplane with a fixed landing gear of mixed construction, having trouser-covered legs. Although it was a monoplane at a time when many of the air forces of the world were flying biplanes, the Caproni was still an anachronism with fixed landing gear (at that time, most new aircraft designs featured retractable landing gears). The AP.1 prototype first flew on 27 April 1934.
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In 1922, the Bristol Aeroplane Company developed a pair of related light aircraft designs, powered by the Bristol Lucifer three-cylinder radial engine, the Type 73 Taxiplane, a three-seat light utility aircraft and tourer, and the Type 83 Primary Trainer, a two-seat trainer intended for use for primary training at Reserve Flying Schools. The Taxiplane was constructed of wood with fabric covering, and was fitted with single-bay biplane wings. It carried two passengers side by side in a cockpit behind the pilot. The first Taxiplane, registered G-EBEW, flew on 13 February 1923, but could be certificated only as a two-seater, being overweight with two passengers and a pilot.
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Brief History of The Rafwaffe (Flight 1426). Sally Bennett In particular, the cooling system and installation of Fw 190's radial engine was a direct influence on Hawker Siddeley's Tempest II. On the whole, Allied pilots who flew the Fw 190 found it pleasant to fly, very responsive, and, while the cockpit was small compared to most Allied fighters, it was well laid out. Most pilots found the Fw 190's Kommandogerät system (which automatically controlled the RPM, fuel mixture, ignition timing, supercharger switchover, and boost pressure) to be more of a hindrance than a help. German pilots in some instances reportedly failed to pull up from a steep dive at low altitude, diving straight into the ground.
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The fixed tailskid landing gear included a main unit of the divided type, the horizontal tail surface was strut braced, and the engine was cooled by a tunnel radiator. The O-2 proved to be a conventional but very reliable biplane which soon attracted orders for 25 more aircraft: 18 O-2A machines equipped for night flying and six O-2B dual-control command aircraft for the US Army, plus one civil O-2BS modified specially for James McKee, who made a remarkable trans-Canada flight in September 1926. In 1927 the O-2BS was adapted as a three-seater with a radial engine. The O-2Hs were an entirely new design but continued the same basic model number.
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Two removable engine mountings allowed either a Hispano-Suiza 12Hb V-12, a type often identified at the time as the V-12 500 hp (its officially approved power) Hispano-Suiza, or a water-cooled Salmson 18 Cm radial engine to be fitted. Both engine types used an adjustable honeycomb radiator projecting from the fuselage underside and were fed fuel from a jettisonable tank behind the engine and ahead of the engine firewall. The Hispano version was designated the Les Mureaux 3 and the Salmson powered aircraft Les Mureaux 4, the latter heavier. The pilot's open cockpit was under the wing cut-out, with the gunner/observer, equipped with cameras, small bombs and guns, separately behind him.
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The prototype Murrayair MA-1 was built by Air New Zealand on behalf of Murrayair Limited of Hawaii, United States. Based on the Stearman 75 Kaydet, it had an increased wing area and modification to the forward fuselage to accommodate a pilot (in a raised cockpit for better visibility), a jump seat (used to carry an assistant or mechanic between stations), and a chemical hopper. The fixed tailwheel landing gear was strengthened and a more powerful Pratt & Whitney Wasp radial engine fitted. It first flew in New Zealand on 27 July 1969, then it was dismantled and shipped to Hawaii to obtain United States type certification; certification was awarded on 14 April 1970.
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Both wings are rectangular in plan out to rounded tips though the upper wing, held centrally over the fuselage on a cabane, has a semi-circular cut-out to increase the pilot's upwards field of view. All the Sport variants were powered by one of three types of five cylinder radial engine, nose-mounted on a frame which allowed easy exchanges between types. The fuselage has a flat-sided steel tube Warren girder structure with two open cockpits, one between the wings and the other just aft of the upper trailing edge with an extended, faired headrest. It is normally piloted from the rear seat, though the forward cockpit also has flight controls.
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The upper and lower wings were braced together with a single interplane strut with flared ends on each side and the upper wing was attached to the fuselage centrally by a pair of transverse cabane inverted V-struts to the spars. Its Walter NZ 60 five- cylinder radial engine was installed, with its cylinders exposed for cooling, in a pointed nose where the oval section duralumin fuselage structure was covered in dural sheet. A long cut-out in the fuselage with dural decking ahead of it contained the two open tandem cockpits. The forward position was under the wing trailing edge, in which a cut-out provided a better field of view and eased access.
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Designed by Theo Slot, who was responsible for all of Pander & Sons original designs, the Multipro is variously described as a side-by-side two-seat or three-seat light aircraft. It had high and almost constant chord wings, braced on each side by a V-form pair of struts fixed to the lower fuselage longerons. The fuselage was a rounded, plywood-skinned structure, contemporaries remarking, as they had with other Panders, on the quality of the finish. It was powered by a Pobjoy R seven-cylinder radial engine; the two-blade propeller was driven via spur gears that reduced its speed and placed the output shaft above the engine centre, an unusual arrangement for a radial.
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The undercarriage had a single axle strutted to the fuselage near the front spar and forward to the engine firewall.Flight, 28 July 1927 The Goral was powered by an uncowled 425 hp (315 kW) Bristol Jupiter VIA radial engine rather than the suggested Lion, driving a 12 ft (3.65 m) two-bladed fixed-pitch propeller. The engine exhausts ran along both sides of the lower fuselage from the Goral's long nose to below the gunner's cockpit. The Goral was designed to allow the wings to be replaced with those from existing DH.9A stocks and the fuselage was constructed so that metal components could be replaced by wooden ones to optimise the possibility of overseas sales.
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During August 1931, the first P.11/I prototype conducted its maiden flight, powered by the British Bristol Jupiter radial engine; the first flight had occurred shortly after Puławski's death in an air crash. It was followed by a pair of refined prototypes, the P.11/II and the P.11/III, which used the Bristol Mercury engine instead. They were later joined by several more pre-production aircraft to test out various configurations of engines, propellers, and other features; these test examples led to the P.11/VI, a production-representative version of the design.Liss 1970, pp. 4-5. The first variant of the P.11 to be ordered by the Polish Air Force was the P.11a.
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In late 1911 W.H. Ewen acquired the right to supply Caudron aircraft in the U.K. and in Ewen Aviation's 1913 catalogue the single seat Type D appears on the page labelled Type C; though the latter was a two- seater, the two types appear to have been closely related. Both were twin boom, tractor biplanes, which began with equal upper and lower spans but were later modified into sesquiplanes. Both were single-seaters, with engine and pilot in an interwing nacelle. In contrast to the Type C, the Type D was a little smaller and lighter and in its early months was powered by the low power () 3-cylinder Anzani radial engine.
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The Japanese Navy Arsenal at Yokosuka became involved in aircraft production in 1913, when an aeroplane factory was set up, with its first work being to build several Maurice Farman and Curtiss Seaplanes.Mikesh and Abe 1990, pp. 262–263. It continued to build aircraft under license, including more Farman aircraft and several Short 184 seaplanes, as well as prototypes of several of its own designs.Mikesh and Abe 1990, pp. 264–268. In 1917, Chikuhei Nakajima, chief designer of the Yokosuka Arsenal aircraft factory designed a new reconnaissance floatplane. A prototype of this new design, powered by a 140 hp (104 kW) Salmson water-cooled radial engine, made its maiden flight early in 1918.
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The airline was initially founded as Trans Sierra Airlines in 1970 by Chris Condon and Allan Silliphant with profits from their box office hit soft X and later R rated 3-D film The Stewardesses. It was renamed Sierra Pacific Airlines when the FAA granted permission to operate aircraft weighing over 12,500 lbs. in 1971. Using Aspen Airways as an aspirational model,Lew Parker, Director of Passenger Services, Assistant to the President, Sierra Pacific Airlines 1971-1973 the original aircraft were one four-passenger, normally aspirated twin engine Piper Aztec, two eight- passenger turbo-charged twin engine Cessna 402s, followed by the 1973 post ski season introduction of a 44-passenger Convair 440 twin radial engine airliner.
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Returning to Topeka, he set upon constructing what he billed as "The New Longren Airplane", also known as the Longren AK. A small biplane powered by a 60-hp Anzani three-cylinder radial engine, the AK was sturdy, fast, and nimble. Its most arresting feature, however, was the folding set of wings which, when turned inward on the fuselage, shrank the plane's width from to a mere . Longren hoped that buyers would keep the tidy craft in barns or car garages; it was thought that the AK could become "the Ford of the air". With its new products, the struggling company had achieved national stature by 1921, just a decade after Longren's first flight.
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Porsche Typ 12, 1931/32 by Zündapp Nürnberg After news about the results achieved with the Ardie-Ganz and Adler Maikäfer prototypes reached Zündapp, the company turned to Ferdinand Porsche in September 1931 to develop an "Auto für Jedermann"—a "car for everyman".Zündapp, Volkswagen Entwicklung 1932 – Entwurf Porsche, Stuttgart, 5-Zylinder-Sternmotor (PDF) Porsche already preferred the flat-4 cylinder engine, as was also tried out by Daimler-Benz under supervision of Josef Ganz almost a year previous, but Zündapp preferred a watercooled 5-cylinder radial engine. In 1932, three prototypes were running.TheSamba.com :: Gallery Search All of those cars were lost during the war, the last in a bombing raid over Stuttgart in 1945.
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In early 1916, the Port Victoria Marine Experimental Aircraft Depot designed a two-seat pusher configuration landplane fighter aircraft, (possibly designated the P.V.3). Although this was not built, Port Victoria was ordered to build a floatplane derivative for reconnaissance operations, being required to carry a Lewis gun and radio and to have an endurance of eight hours. The resultant aircraft, the Port Victoria P.V.4, had sesquiplane wings and a small streamlined nacelle for the two crew, which was attached to the upper wing. It was to be powered by a 150 hp (112 kW) Smith Static radial engine, an experimental engine which, while light, promised excellent fuel economy.Mason 1992, p.82.
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In the late 1920s the LOPP issued a requirement for a low cost, club trainer. In 1929 the Sido S.1 was designed in response by the amateur Józef Sido, who was a student at the Mining Academy in Kraków. Positive reactions from both LOPP and the Kraków Academic Aeroclub led to the parallel construction of three airframes in the workshops of the local Air Regiment, differing primarily in their engines. The first, powered by a Cirrus III inline, flew for the first time on ether 21 or 28 July 1930.. The second airframe flew in September 1930, initially known as the S.2 and fitted with a Avia W.Z.7, a Polish seven cylinder radial engine.
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The first powered Handley Page aircraft, the Type A Bluebird of 1910, used an Advance V-four engine. A single-seat monoplane, the Bluebird was made of wood covered with fabric, and crash landed on its maiden flight on 26 May 1910. Changes were made to improve control and a more powerful Alvaston flat-twin engine of replaced the Advance. When the Bluebird was exhibited at Olympia in April 1911 it had progressed to a Green engine, which in turn was replaced by an Isaacson radial engine and first flew 15 July 1911, once again crash landing, so it may have been the airframe design rather than the Advance engine that was the cause of the problem.
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The Halifax was powered by four engines, two spaced evenly on each wing. Early production Halifax bombers were powered by models of the Rolls-Royce Merlin engine; later aircraft were commonly powered by the larger Bristol Hercules radial engine. To contain and attach the engines to the airframe, Handley Page developed their own design for the power egg instead of using the typical, slimmer Rolls-Royce counterpart; despite generating increased drag, this in- house design was readily adaptable to the alternative Hercules engine on later aircraft. Each engine drove a Rotol-built compressed wood constant-speed propeller, enabling the Halifax B.I to attain a maximum speed of 265 mph at 17,500 feet.
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Hydraulic power was used for various purposes throughout the Stirling. The nose and dorsal turrets were powered by a duplex pump driven by the inner port engine, while the dorsal turret was powered by a single pump driven by the inner starboard engine. Pulsations in the hydraulic lines were smoothed out by a series of recuperators; German fighter pilots soon learned that by shooting at the area around roundels painted on the fuselage, two of the three turrets could be disabled and the recuperators were moved in later models of the Stirling to reduce their vulnerability. The first production model of the Stirling was powered by the Bristol Hercules II radial engine, which were housed in fully monocoque nacelles.
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38 air-cooled radial engine and several other enhancements. Key features of the fighter, which was designated as the CR.42, included its relatively clean aerodynamic exterior, a very strong structure, and a high level of maneuverability, a combination which had traditionally appealed to Italian pilots according to Cattaneo.Cattaneo 1967, p. 4. According to aviation author Gianni Cattaneo, both the proposal and the concept of a developed biplane was well received by the Regia Aeronautica, having placed a high value on the agility of the platform, confidence may have also been high due to prior wars in Ethiopia and Spain having been fought against relatively disorganised opposition, giving a somewhat deceptive impression of effectiveness.
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The Caproni company designed the Ca.114 in 1933 to compete against other designs to provide the Regia Aeronautica (Italian Royal Air Force) with a new single-seat fighter. Its airframe was derived from the Caproni Ca.113 trainer, and it was a single-bay biplane with staggered wings of equal span. The fuselage was made of steel tubing covered by detachable metal panels on the forward part of the aircraft and by fabric on the rear part, and the two-spar wooden wings were fabric-covered. The Bristol Mercury IV radial engine was geared, supercharged, rated at 395 kilowatts at 4,000 meters (530 horsepower at 13,125 feet), and drove an adjustable-pitch three- bladed propeller.
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Early Caudron aircraft, like the Type A had used Anzani engines, and a new , 14-cylinder Anzani radial engine, essentially two Anzani seven cylinder engines slightly displaced on a common crankshaft, was chosen. The passenger load required the Multiplace to have a larger wing area than any of their earlier aircraft, though the wing maintained the general features established previously. Both the upper and lower wings had the same plan, rectangular apart from their tips, though the upper span was 27% greater than the lower. They were fabric covered and built around twin spars, both of which were ahead of mid-chord, leaving most of the length of each rib unsupported and free to warp for roll control.
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While the Vought VE-7s were serving the Navy well in the early 1920s, they were not originally designed as fighters. The Naval Aircraft Factory came up with a simple design driven by a Lawrance J-1 air-cooled radial engine. Its boxy fuselage was suspended between the upper and lower wings (essentially having both dorsal and ventral sets of cabane struts), with the center area of the lower wing enlarged to accommodate a fuel tank.Lloyd S. Jones, U.S. Naval Fighters (Fallbrook CA: Aero Publishers, 1977, ), pp. 14-17 The NAF provided Curtiss with the plans to build the aircraft, and the result, designated TS-1, arrived at Anacostia on May 9, 1922.
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Originally intended to use a liquid-cooled V-12 engine, problems with its development led to the choice of the Wright R-1820 radial engine instead. The first flight took place on 30 September 1934, and testing began in earnest in early 1935, with State Acceptance Trials following between May and November. Despite a number of weaknesses discovered during testing, the type was ordered into production, and deliveries to the Soviet Air Force commenced in the spring of 1937. Problems including excessive vibration, and a poor field of fire for the gunner, were never adequately resolved, and the various fixes implemented to cure these and other problems eventually added around 160 kg (350 lb) to the aircraft's weight.
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This aircraft ended up in the Spanish Republican Air Force during the Spanish Civil War.Aircraft that took part in the Spanish Civil War ;Bleriot 111/4:The 111/1 was modified as the 111/4 with a revised wing bracing, a Hispano-Suiza 12Jb engine and retractable landing gear,a first for a French aircraft. ;Bleriot 111/5:Bleriot 111/5 photo from L'Aerophile Salon 1932The pilot's cockpit moved to the rear of the passenger cabin and fitted with a Hispano-Suiza 12Mbr engine. ;Sagittaire:Blériot Sagittaire photo from L'Aerophile November 1934A re-engined variant of the 111/5 was fitted with a Gnome-Rhône K-14(sic) radial engine and was named Sagittaire ().
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Le Rhone 9C rotary aircraft engine Rotary engines have the cylinders in a circle around the crankcase, as in a radial engine, (see above), but the crankshaft is fixed to the airframe and the propeller is fixed to the engine case, so that the crankcase and cylinders rotate. The advantage of this arrangement is that a satisfactory flow of cooling air is maintained even at low airspeeds, retaining the weight advantage and simplicity of a conventional air-cooled engine without one of their major drawbacks. The first practical rotary engine was the Gnome Omega designed by the Seguin brothers and first flown in 1909. Its relative reliability and good power to weight ratio changed aviation dramatically.
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Cairns Aircraft intended to show that their fuselage could accept higher powers and this first prototype was later fitted with a radial engine of over twice the power of the Gipsy, a six cylinder, Curtiss Challenger, becoming the AC-6. The AW-5, with a lower-powered, five cylinder, Wright J-6 radial, was also tested but it is not known if it was a different airframe. Three were expected to be flying in January 1932 but photographic or other evidence is lacking for more than one. Behind the engine the Model A seated two in separate cockpits, with the passenger or pupil at about one- third chord and the pilot at the trailing edge.
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London: Crécy Publishing, 2nd edition 2005. The Blenheim suffered disastrous losses over France in 1939 when it encountered Messerschmitt Bf 109s, and light bombers were quickly withdrawn.Warner, G. The Bristol Blenheim: A Complete History. London: Crécy Publishing, 2nd edition 2005. . In contrast, the Vought F4U Corsair fighter—which entered service in December 1942—had in common with its eventual U.S. Navy stablemate, the Grumman F6F Hellcat and the massive, seven-ton USAAF Republic P-47 Thunderbolt—a single Pratt & Whitney R-2800 Double Wasp radial engine of 2,000 hp in a much smaller, simpler and less expensive single-seat aircraft, and was the first aircraft design to ever fly with the Double Wasp engine in May 1940.
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The Voisin III, a two-seater pusher biplane with a 120 hp Salmson radial engine, was extensively used for bombing and observation missions during World War I. It had a light steel frame and thus could be stationed outdoors. The Voisin III was built in large numbers (about 1,000) between 1914 and 1916 and sold not only to the French air services but also to other allies, including Russia. The Type VIII (about 1,100 built) and Type X (about 900 built) were delivered in 1917 and 1918. Those last to appear Voisin military aircraft were almost identical in appearance to the Voisin III, although they were heavier and featured twice as powerful Peugeot and Renault engines.
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A mid-wing monoplane, the Fa 269 was to have been powered by a single BMW 801 air-cooled radial engine buried in the fuselage behind the cockpit, which was to have driven transverse drive shafts in the leading edges of the fixed wing, the shafts turning three-bladed rotors via synchronised gearboxes. The plane of rotation of the rotors would have been capable of being swivelled through 80° using angled extension shafts. It was proposed that the Fa 269 would adopt a high angle of attack when at rest using extremely long undercarriage units. For vertical take-off, the rotors would be lowered till their plane of rotation was parallel with the ground.
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The Ki-15 was designed by the Mitsubishi corporation to meet an Imperial Japanese Army Air Force requirement of 1935 for a two-seat, high- speed reconnaissance aircraft. The resulting aircraft was a low-wing cantilever monoplane with a fixed, spatted undercarriage, similar to other all-metal stressed-skin monoplanes developed elsewhere in 1930s, such as the Heinkel He 70 and the Northrop Alpha. Power was by a single Nakajima Ha-8 radial engine, giving 560 kW (750 hp) at 4,000 m (13,120 ft). The first prototype flew in May 1936, with testing proving successful, the aircraft meeting all performance requirements, reaching a speed of 481 km/h (299 mph) and showing good handling characteristics.
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In 1937, the Imperial Japanese Navy drew up a specification for a 12-shi primary floatplane trainer to replace its Yokosuka K4Y or Navy Type 90 Primary Seaplane Trainer. The specification was issued to the established builders of aircraft for the Navy, Kawanishi and Watanabe and to the relative newcomer Nihon Hikoki (also known as "Nippi"). The specification required use of the same Gasuden Jimpu radial engine used by the K4Y, and the three designs showed little changes from the aircraft they were to replace. Kawanishi's design, which was given the short designation K8K1, was, like the other two designs, a single-engine biplane with a fabric-covered steel-tube fuselage and a wooden wing, with two floats.
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The 76th SBC-3 was re-engined with a 950-hp (708 kW) Wright R-1820-22 nine- cylinder, single-row, air-cooled radial engine driving a three-blade Hamilton Standard propeller and redesignated XSBC-4. The aircraft armament increased to one 0.50-caliber (12.7-mm) fixed machine gun in the right side of the fuselage forward of the pilot and a 0.30-caliber (7.62-mm) flexible machine gun in the rear cockpit. With the more powerful engine, this aircraft could carry a 1,000-lb (454-kg) bomb on the bomb displacement swing located on the centerline of the fuselage. A second SBC-3 was redesignated XSBC-4 and used for test work.
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The Hawker Fury was a development of the earlier Hawker F.20/27 prototype fighter, replacing the radial engine of the F.20/27 with the new Rolls-Royce F.XI V-12 engine (later known as the Rolls-Royce Kestrel), which was also used by Hawker's new light bomber, the Hawker Hart. The new fighter prototype, known as the Hawker Hornet, first flew at Brooklands, Surrey, in March 1929.Mason 1992, p.213. The Hornet was a single-engined biplane, with single bay wings, initially powered by a 420 hp (313 kW) Rolls-Royce F.XIC engine enclosed by a smooth, streamlined cowling but was quickly re-engined with a 480 hp (358 kW) Kestrel IS.Goulding 1986, p.37.
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Year-round transportation of mail, passengers, and light freight has always been a problem in remote areas of Siberia and Eastern Europe. Many communities are surrounded by deep snow, hummock ice, marshes that remain unfrozen, and natural waterways choked by weeds. The constantly changing conditions faced by these communities required the development of a vehicle capable of traveling over a widely varied surface at high speeds in order to deliver mail and supplies, as well to transport passengers, and provide emergency medical relief and evacuation to hospitals. To satisfy these requirements, the Tupolev Design Bureau developed an amphibious aerosledge with the appearance of a speedboat, powered by a single radial engine mounted behind the cabin in a pusher configuration.
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The tailplane is attached to the top of the fuselage, with a trim tab on the elevator; the fin and rudder are curved, the fin extended forward by a lengthy fillet. The R-53 is powered by a 155 hp (116 kW) Blackburn Cirrus Major four-cylinder inverted inline engine, distinguishing it from the short-nosed radial engine installation on the R-52. It has a fixed conventional undercarriage with mainwheels fitted with brakes on independent hinged V-form legs with oil spring shock absorbers in separate, more upright, struts from the X-intersection of the wing struts, made more rigid by a secondary strut to mid-fuselage. The tail wheel is steel sprung and steerable.
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Fuel was only 160 U.S. gal (606 l), stored in the fuselage. Powered by a 950 hp (708 kW) single- row Wright R-1820-22 Cyclone radial engine, it had an impressive initial climb rate of 2,750 ft/min and a top speed of 277.5 mph (447 km/h). The aircraft was then tested in 1938 in the Langley Research Center full-scale wind tunnel, where it was determined that certain factors were contributing to parasitic drag. Based on the tests, improvements were made to the cowling streamlining and carburetor/oil cooler intakes, and the Buffalo's speed rose to 304 mph (489 km/h) at 16,000 ft (4,879 m) without any increase in power.
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The Ryan S-C was a low-wing cantilever monoplane with a fixed tailwheel landing gear, designed to be an up-market version of the Ryan S-T trainer. The prototype first flew in 1937, and had a nose-mounted 150 hp (112 kW) Menasco inline piston engine. Production aircraft were fitted with a 145 hp (108 kW) Warner Super Scarab radial engine. With the company's involvement in producing trainer aircraft for the United States military, the S-C was not seriously marketed, and only 11 complete SCs (s/n 202 through 212) were built, all delivered in 1938; two more were later assembled from parts (s/n 213 in 1941 and s/n 214 in 1959).
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The Antonov An-2 was designed to meet a 1947 Soviet Ministry of Forestry requirement for a replacement for the much lighter, largely wooden-airframed Polikarpov Po-2, which was used in large numbers in both agricultural and utility roles. Antonov designed a large single bay biplane of all-metal construction, with an enclosed cockpit and a cabin with seats for twelve passengers. The first prototype, designated SKh-1 and powered by a Shvetsov ASh-21 radial engine, flew on 31 August 1947. The second prototype was fitted with a more powerful Shvetsov ASh-62 engine, which allowed the aircraft's payload to be significantly increased from , and in this form it was ordered into production.
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In 1939 the Soviet government believed that it was necessary to modernize the VVS, which had been using the radial engine Polikarpov I-16 and I-153. They issued a specification for a new generation of aircraft, characterized by higher overall performance, equipped with high-powered liquid cooled V-12 engines. Four OKBs presented proposals, three of which were approved and launched for series production, the Yakovlev Yak-1, Lavochkin- Gorbunov-Gudkov I-22, and Mikoyan-Gurevich MiG-1. The I-22, later redesignated LaGG-1, was found to be unsuitable and in need of technical improvements, but was nevertheless ordered to be developed, as it was almost entirely made of non-strategic materials, although only 100 were built.
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Following the end of the First World War, the British and Colonial Aeroplane Company looked at producing a general-purpose passenger or cargo aircraft. Frank Barnwell proposed a single-engined biplane for six passengers, powered by a Siddeley Tiger engine and named Grampus I. The directors of the company thought it too large for the proposed market and were concerned about the supply of Tiger engines. Barnwell returned with a smaller three-passenger Grampus II powered initially by a RAF 4a air-cooled engine which would be replaced by the Siddeley Lynx radial engine on production aircraft. The directors did not approve of the design, nor of two eight- passenger variants also proposed.
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Although inline engines had a clear advantage for high-speed aircraft due to the smaller frontal area, Roy Fedden, the engineer in charge of aero-engine development at Bristol Aircraft, was unwilling to let the initiative in engine development pass to Rolls-Royce and Napier, and managed to obtain a contract for an uprated version of the Mercury nine-cylinder radial engine. The early production versions of this engine produced , but the uprated engine produced in bench-testing, although for flight purposes it was limited to an output of Barnes & James, p. 218 The project for a racing aircraft using this engine was entrusted to Lieut.-Col. W. A. Bristow, a consultant aero-engineer, and W. G. Carter.
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Museo del Aire at Cuatro Vientos Air Base, Madrid, Spain ;Br.19 ter:Utilizing the experience with long-distance variants, this improved reconnaissance variant was developed in 1928, maybe for export purposes. It remained a prototype only (with civilian register F-AIXP). ;Br.19.7:The most popular of the late variants developed in 1930 with a Hispano-Suiza 12Nb engine, giving a maximum speed of . The first five machines were converted in France for Yugoslavia, then a number were built in Yugoslavia, and a further 50 built in France for export to Turkey. ;Br.19.8:With a Wright GR-1820-F-56 Cyclone radial engine, 48 Br.19.7 airframes were eventually completed as Br.19.8's in Yugoslavia.
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In 1918, the British Air Ministry developed a requirement for a single-seat fighter to replace the Royal Air Force's Sopwith Snipes, even though the Snipe had yet to enter service. This requirement, RAF Type 1, specified the new ABC Dragonfly air- cooled radial engine, which had been ordered into production in large numbers on the basis of excellent promised performance and ease of production despite the fact that it had yet to complete testing. To meet this requirement, Sopwith produced two new and completely different designs, a triplane (the Sopwith Snark) and a more conventional biplane, which was named the Snapper. The Air Ministry ordered three prototype Snappers, along with three Snarks.
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The Vought design, designated Model 403 by the company, was similar to the company's OS2U Kingfisher, which was then under development to replace the SOC aboard U.S. Navy battleships, but had its monoplane wing moved higher on the fuselage than that of the Kingfisher, and differed in the attachment method used by its single-float landing gear. In addition, the radial engine of the OS2U was replaced by an inline Ranger V-770 in a squared-off cowling.Green 1967, p.162. Capable of being operated with either the float as a seaplane or with a conventional taildragger undercarriage as a landplane, the XSO2U utilised all-metal construction, with the exception of its control surfaces which were fabric-covered.
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To enable the aircraft to be delivered from the Hamble factory and later ferried to new assignments, they were normally fitted with a Bristol Hercules radial engine. In service, the Fo.108 was fitted with a number of other engines including the inline Napier Sabre (four),"Aero Engines - Napier" Flight, 27 June 1958 p898 Bristol Centaurus radial, and Rolls-Royce Griffon V-engine. Entering service in 1940, the type was operated by the Bristol Aeroplane Company, Napier and Rolls-Royce, Five of the twelve production aircraft were lost in crashes, the type earning the nickname "Frightener" as a result. The last examples of the Fo.108 were withdrawn from service in 1946, by de Havilland's engine division.
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Other claims to fame for the Yak-18 are an international speed record for its class in 1951 as well as being the aircraft used for initial flight training by Yuri Gagarin (1st human in space) and Ken Rowe (No Kum-Sok, who defected from North Korea with a Mikoyan-Gurevich MiG-15 jet fighter during the Korean War). Later, as the need for conventional landing gear trainers abated, Yakovlev re-designed the Yak-18 with retractable tricycle landing gear and an Ivchenko AI-14RF radial engine of 224 kW (300 hp); this was designated the Yak-18A. The design proved exceptionally easy to build and maintain. There are an estimated 40 original Yak-18s in existence worldwide.
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In the first decade of the 20th century Anzani developed his upright 3-cylinder 'W' type motorcycle engine, which powered Bleriot's successful Channel crossing flight of 1909, into a three-cylinder symmetric or 'Y' radial, and from that to a 6-cylinder double-row radial engine. By 1912 he had built the Anzani 10, a 10-cylinder engine, air-cooled like its predecessors, which, like other Anzani engines, was made with different size cylinders. One of the more powerful versions produced about 110 hp (82 kW) from 12.1 litres, a British-built Anzani 10 was rated at 125 hpFlight, 2 May 1914 p.474 and a smaller version with a displacement of 8.27 litres produced 80 hp (60 kW).
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In 1937, the Imperial Japanese Navy drew up a specification for a 12-shi primary floatplane trainer to replace its Yokosuka K4Y or Navy Type 90 Primary Seaplane Trainer. The specification was issued to the established builders of aircraft for the Navy, Kawanishi and Watanabe and to the relative newcomer Nihon Hikoki (also known as "Nippi"). The specification required use of the same Gasuden Jimpu radial engine used by the K4Y, and the three designs showed little changes from the aircraft they were to replace. Watanabe's design, which was given the short designation K8W1, was, like the other two designs, a single-engine biplane with a fabric-covered steel-tube fuselage and a wooden wing, with two floats.
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During the First World War, the Salmson factory built aircraft engines, generally 9- and later 18-cylinder water-cooled radial engines developed from the Swiss Canton- Unné design, one of the earliest known non-rotary radial engine designs ever used for military aircraft. The company's first entry into aircraft design came with the Salmson-Moineau S.M. 1, an unusual three-seat reconnaissance biplane with twin airscrews gear-driven from a single Salmson engine in the nose of the fuselage. These aircraft, of which 155 were built, were not especially successful. The Salmson 2 developed from a requirement to replace the Sopwith 1½ Strutter and Dorand A.R. reconnaissance aircraft in the A.2 (tactical reconnaissance) role.
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Its most serious problem, however, was its behavior when spinning, where the tail was subject to severe buffeting. In February 1934, test pilot Vance Breese landed the prototype XFT-1 without authorization at Glendale California at a Curtiss Wright Technical Institute location, and pictures of the XFT-1 were leaked to Janes AWA. It was fitted with a more powerful R-1510 engine in August 1934, but this did not improve performance, and it was returned to Northrop for more major modifications, being fitted with larger tail surfaces and a Pratt & Whitney R-1535 Twin Wasp Junior radial engine, being redesignated XFT-2.Francillion 1979, pp.174-175. The XFT-2 The XFT-2 was redelivered to Anacostia in April 1936,Francillion 1979, p.175.
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The Curtiss Model 75 was a private venture by the company, designed by former Northrop Aircraft Company engineer Don R. Berlin. The first prototype, constructed in 1934, featured all-metal construction with fabric- covered control surfaces, a Wright XR-1670-5 radial engine developing , and typical United States Army Air Corps armament of one and one machine gun firing through the propeller arc. Also typical of the time was the total absence of cockpit armor or self-sealing fuel tanks. The distinctive landing gear, which rotated 90° to fold the main wheels flat into the thin trailing portion of the wing, resting atop the lower ends of the maingear struts when retracted, was a Boeing-patented design for which Curtiss had to pay royalties.
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Development of what would become the Gladiator began as a private venture, internally designated as the SS.37, at Gloster by a design team headed by H.P. Folland. Folland soon identified various changes to increase the aircraft's suitability to conform with the demands of the specification. Making use of wing design techniques developed by Hawker Aircraft,By 1934 Hawker was parent company of Gloster the new fighter adopted single-bay wings in place of the two-bay wings of the Gauntlet, two pairs of interplane struts were also dispensed with as a drag-reduction measure. The Bristol Mercury M.E.30 radial engine, capable of generating , was selected to power the SS.37, which provided a performance boost over the preceding Gauntlet.
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During flight tests, the prototype attained a top speed of while carrying the required four machine guns (two synchronised Vickers guns in the fuselage and two Lewis guns under the lower wing). According to aviation author Francis K. Mason, the Air Ministry were sceptical about the aircraft achieving such performance from a radial engine design, and thus funded a protracted series of evaluation trials. On 3 April 1935, the prototype was transferred to the Royal Air Force (RAF), receiving the designation K5200, and commenced operational evaluations of the type. Around the same time, Gloster proceeded to plan a further improved version, featuring an Mercury IX engine, a two- blade wooden fixed-pitch propeller, improved wheel discs and a fully enclosed cockpit.
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Wing structure of the R.E.P Type D Monoplane by Robert Esnault-Pelterie which was the basis for the Vickers R.E.P. Type Monoplane. The aircraft was a shoulder-winged monoplane, with a deep but narrow fuselage of fabric-covered steel-tube construction, accommodating two people in tandem. A single five-cylinder air-cooled R.E.P. "fan" (or "semi-radial") engine rated at 60 horsepower (45 kW) driving a two-bladed propeller was fitted in the aircraft's nose, while the aircraft had a conventional landing gear, with both wheels and skids. The wings were of wood and steel construction, with lateral control by wing-warping, with the pilot operating a joystick.Flight 26 August 1911, pp. 734–736.Andrews and Morgan 1988, p.36.
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The rotary engine, popular during World War I, quickly disappeared, its development having reached the point where rotational forces prevented more fuel and air from being delivered to the cylinders, which limited horsepower. They were replaced chiefly by the stationary radial engine though major advances led to inline engines, which gained ground with several exceptional engines—including the V-12 Curtiss D-12. Aircraft engines increased in power several-fold over the period, going from a typical in the 900-kg Fokker D.VII of 1918 to in the 2,500-kg Curtiss P-36 of 1936. The debate between the sleek in-line engines versus the more reliable radial models continued, with naval air forces preferring the radial engines, and land-based forces often choosing in-line units.
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Ahead of him, between the wings, was an open topped space in which the two passengers sat side-by-side. The most unusual feature of the F.K.29 was the means of access to this space: the whole forward fuselage was hinged so it, complete with engine, could be swung to starboard, allowing the passengers to climb in directly. The hinged nose curved in towards the three cylinder, 100 hp (75 kW) Bristol Lucifer radial engine, which drove a two blade propeller. The F.K.29 had a fixed, conventional undercarriage with a wide track, its mainwheels on shallow V-form struts each with a short, vertical shock absorbing leg from the outer axle to the forward lower wing spar below the inner interplane strut.
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The Ki-87 was developed in response to American B-29 Superfortress raids on the Home Islands. It followed up on earlier research by Nakajima and the Technical Division of Imperial Army Headquarters into boosting a large radial engine with an exhaust-driven turbo-supercharger, which had begun in 1942, well before the B-29 raids began. The efforts of the Technical Division of Imperial Army Headquarters eventually culminated into the Tachikawa Ki-94-I, while the Ki-87 was developed as a fall-back project, using less stringent requirements. Nakajima started in July 1943 with the construction of three prototypes, to be completed between November 1944 and January 1945, and seven pre-production aircraft, to be delivered by April 1945.
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Packard DR-980 9-cylinder diesel aircraft engine The first diesel-powered flight of a fixed-wing aircraft took place on the evening of 18 September 1928, at the Packard Proving Grounds near Utica, Michigan. With Captain Lionel M. Woolson and Walter Lees at the controls the first "official" test flight was taken the next morning, flying a Stinson SM-1B (X7654), powered by a Packard DR-980 9-cylinder diesel radial engine, designed by Woolson. Charles Lindbergh flew the same aircraft and in 1929, it was flown nonstop from Detroit to Langley Field, near Norfolk, Virginia. In 1931, Walter Lees and Fredrick Brossy set the nonstop flight record flying a Bellanca powered by a Packard diesel for 84 hours and 32 minutes.
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With the principle of asymmetric aircraft design proved in the BV 141, Chief Designer Richard Vogt sought to apply the principle to a replacement for the ageing Junkers Ju 87 Stuka or dive bomber and ground attack aircraft, producing a series of design proposals. The new jet engines had ground-breaking performance at high speeds, but performed worse than the long-established piston engines at low speeds and altitudes. The P 194 and later P 204 were attempts to gain the best of both worlds, by fitting both types of engine. The layout was generally similar to a conventional single-propeller aeroplane, with a nose-mounted BMW 801 radial engine driving the propeller and the pilot sitting just ahead of the main wing.
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One of the earliest attempts to use such a unitized and automated device to manage multiple engine control functions simultaneously was the Kommandogerät created by BMW in 1939, for their 801 14-cylinder aviation radial engine. This device replaced the 6 controls used to initiate hard acceleration with one control in the 801 series-equipped aircraft. However, it had some problems: it would surge the engine, making close formation flying of the Fw 190 (Focke-Wulf Fw 190 Wurger), a single- engine single-seat German fighter aircraft, somewhat difficult, and at first it switched supercharger gears harshly and at random, which could throw the aircraft into an extremely dangerous stall. The development of integrated circuits and microprocessors made engine control economically feasible in the 1970s.
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Hall's design, the Model O, was a parasol wing monoplane which used the wings and tail surfaces of the Stinson SR Reliant four-seat private aircraft, combining them with a new fuselage seating the crew of two in tandem in open cockpits (the Model O was the first and only Stinson aircraft to have open cockpits). The aircraft was powered by a Lycoming R-680 radial engine, rated at and capable of running on low-octane rating fuel. The aircraft could be armed with two fixed forward- firing machine guns, with a further machine gun flexibly mounted in the observer's cockpit, while a bomb rack could be mounted beneath the fuselage. Design and construction proceeded quickly, with the prototype first flying in May 1933.
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The B-5 was a development of the earlier K-5 with slightly greater power and dimensions. The main change was the increase in cylinder bore from 108 mm (4.25 in) to 117 mm (4.625 in) and a corresponding increase in displacement from 372 cu in (6.1 liters ) to 441 cu in (7.2 liters ). One difference the B-5 had from radial engines of other manufacturers was that each individual cylinder had its own camshaft, a system also used by the contemporary Soviet- built, 8.6 litre-displacement Shvetsov M-11 five cylinder radial, while most other radial engine designs used a "cam ring" for the same purpose, connected to every cylinder's valves. The B-5 was a rough running but reliable engine.
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The upper wing span was 45% greater than that of the lower; on each side the upper and lower wings were joined by three sets of vertical, parallel interplane struts and another parallel pair leaning outwards and upwards to brace the outer parts of the upper wing. A , twenty cylinder, four-row air-cooled Anzani 20 radial engine was mounted in pusher configuration centrally between the wings, driving a propeller between the twin tailbooms. A cylindrical petrol tank was mounted laterally ahead of the engine and over the wing leading edge, at the back of a short fuselage pod in which the crew of two sat side-by-side in an open cockpit. This was a flat sided structure, with its upper surface curving sharply downwards.
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Unfortunately, this was already in demand for many other aircraft, so the Ha-41 was chosen as the best powerplant. In order to achieve its design goals, the wing area was relatively small leading to a high wing loading and a comparatively high landing speed that could be daunting to the average Japanese pilot, who was more used to aircraft with a low wing loading like the Ki-44's predecessors, the Ki-43 and Ki-27. The first Ki-44 prototype flew in August 1940 and the initial test flights were generally encouraging, with handling considered acceptable considering the high wing loading. Problems encountered included a high landing speed and poor forward visibility during taxiing due to the large radial engine.
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"M4" can refer specifically to the initial sub- type with its Continental radial engine, or generically to the entire family of seven Sherman sub-types, depending on context. Many details of production, shape, strength and performance improved throughout production, without a change to the tank's basic model number: more durable suspension units, safer "wet" (W) ammunition stowage, and stronger armor arrangements, such as the M4 Composite, which had a cast front hull section mated to a welded rear hull. British nomenclature differed from that employed by the U.S. The M4 Sherman was used by many of America's allies and continued to see service long after World War II. A 24-volt electrical system was used in the M4.Berndt, p.195.
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The fin and tailplane were wood framed and ply covered but the rudder and elevators had steel tube leading edges and sheet steel ribs. The open, tandem cockpits were fitted with dual control. The first Pander Es had a 45 hp (33 kW) Anzani 6-cylinder radial engine, cowled but with the cylinder heads exposed for cooling; later models used several different engines including members of the Walter NZ radial family engine as well as the de Havilland Gipsy inline. The fixed, conventional undercarriage was a steel tube structure with a single axle supported by V-form stuts on each side, one leg to the upper fuselage longeron and one to the lower, braced laterally by short struts to the lower centre fuselage.
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In the development of the Bristol Badger in 1919, Bristol's chief designer Frank Barnwell had noted discrepancies between wind tunnel model tests and full-size aircraft, particularly in the failure to predict the Badger's lateral instability. He had responded by building the Badger X which had standard Badger wings combined with a very simple fuselage, intended to look like a scaled-up wind tunnel model for comparison. The Badger went on to become a testbed for Bristol's Jupiter radial engine in a variety of cowlings. Once again, it was difficult to extrapolate from wind tunnel measurements on cowling aerodynamics and engine cooling to the full scale, so that the cooling behaviour of cowlings that were aerodynamically efficient was hard to predict.
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The Caproni company designed the Ca.70 to ensure good low-speed handling and good visibility from both cockpits, without any of the aircrafts structural elements obstructing the view of either crewman. Its two wings were of unequal span, and it had tailskid landing gear, an unusual feature of which was an oleo-pneumatic shock absorber on the main landing gear which allowed the wheels to travel forward in their linkage while the plane was taxiing. The 9-cylinder, 313-kilowatt (420-horsepower) Bristol Jupiter radial engine gave the Ca.70 a top speed of per hour. Armament consisted of two fixed forward-firing 7.7-millimeter Vickers machine guns and a flexible 7.7-millimeter Lewis machine gun on a Scarff ring in the rear cockpit.
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Rodeike 1998, p. 381. Production started in August 1944. With the D version the power plant was changed from the radial engine of earlier models to a 12-cylinder inverted-V liquid-cooled engine. The Jumo 213A generated 1,750 PS (1,726 hp, 1,287 kW), and could produce 2,100 PS (2,071 hp, 1,545 kW) of emergency power with MW 50 injection, improving performance to at . In order to fit the new engine in the Fw 190 fuselage while maintaining proper balance, both the nose and the tail of the aircraft were lengthened, adding nearly 1.52 m (4.99 ft) to the fuselage, bringing the overall length to 10.192 m (33.438 ft) versus the 9.10 m (29.9 ft) of the late war A-9 series.
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At this point of the war, the IJAAF was in desperate need of effective interceptors to stop bombing raids over the Japanese mainland, so in October 1944 a decision was made to use the Mitsubishi Ha-112-II (Kinsei ["Venus"] 60 series), a 14-cylinder, two-row radial engine. The need for a new engine became urgent on 19 January 1945, when a bombing raid destroyed the Ha-140 production plant,Air International, October 1976, pp.186–187 leaving 275 otherwise complete Ki-61s engineless. Ki-100-I-Ko Army Fighter Type 5 Mark 1a of 59th Sentai showing original faired rear fuselage The Mitsubishi Ha-112-II was lighter than the Ha-140 and developed the same power but with much greater reliability.
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It was also, for its day, very fuel-efficient, enabling longer flights carrying less fuel weight for given distances. Another key feature of the Whirlwind radial engine was that it was rated to self-lubricate the engine's valves for 40 hours continuously. Lubricating, or "greasing," the moving external engine parts was a necessity most aeronautical engines of the day required, to be done manually by the pilot or ground crew prior to every flight and would have been otherwise required somehow to be done during the long flight. The engine was built at Wright Aeronautical in Paterson, New Jersey by a 24-year-old engine builder, Tom Rutledge, who was disappointed that he was assigned to the unknown aviator, Lindbergh.
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Following on from the earlier Lorraine Hanriot LH.42 racing aircraft, Monsieur Louis Montlaur, at the behest of Lorraine Hanriot's parent organisation, the Société Générale Aéronautique (SGA), designed an aircraft with metal structure and skinning of similar layout to the LH.42. The mid-set monoplane wings had a single metal spar supporting wooden ribs which were fabric covered aft of the metal-skinned leading edge. The fuselage was a built up Duralumin structure with sheet metal skinning The undercarriage consisted of strut mounted wide-track main gear with faired wheels, Hanriot Spécial oleo-pneumatic shock-absorbers and a steel tail skid. Power for the HL.130 was supplied by a single Lorraine 9Nb 9-cylinder radial engine (serial no.
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Engines proved to be more of a problem. Vogt originally submitted the design mounting the new BMW XV. The future of this engine was in doubt, however, and the Reich Air Ministry (RLM) asked for the design to be resubmitted with the 485 kW (650 hp) Pratt & Whitney Hornet radial engine, then starting licensed production in Germany as the BMW 132. Vogt's team then modified the design to use the Hornet as Projekt 6a, or alternately the Rolls- Royce Kestrel as Projekt 6b. The RLM found the resulting design interesting enough to fund construction of three prototypes. The Hornet-powered Ha 137 V1 first flew in April 1935, followed the next month by the V2, and both were shipped to Travemünde that summer.
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The Ar 64 was a derivative of the earlier Arado SD II and Arado SD III, based upon the Reichswehrministeriums (Reich War Ministry) requirement for a successor to the Fokker D.XIII fighter. The AR 64D and 64E would the first fighters built in quantity by Germany since the end of World War I. The two differed, as the 64D had a revised undercarriage and a four-blade propeller, and the 64E had a two-blade propeller attached to a direct-drive version of the Jupiter VI radial engine. In the summer of 1932, 20 aircraft of both types were ordered and 19 of them were assigned to the Jagdfliegerschule at Schleissheim and the Jagdstaffeln of the Fliegergruppe Doberitz and Fliegergruppe Damm.
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Developed in response to a French Navy requirement, these were biplane flying boats of conventional configuration with two-bay unstaggered wings and a Salmson R9 160 hp radial engine, mounted pusher-fashion on struts in the interplane gap. The French Navy ordered some 90 aircraft in this original configuration (later dubbed DD-2), and in 1917, requested Donnet- Denhaut to redesign the aircraft to take advantage of the new Hispano-Suiza 8 engine. So equipped, the Navy ordered another 365 machines. In order to take full advantage of the more powerful engine, Donnet-Denhaut increased the wingspan by adding a third bay to the wing cellule and used the extra lift to incorporate a place for a second gunner, bringing the total crew to three.
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To provide the Bulgarian Air Force with a modern trainer, DAR took out a licence to build the Focke-Wulf Fw 44J. The first series, powered by a Siemens-Halske Sh 14 radial engine, was built at the DAR factory, but subsequent series were built at the DSF (Derzhavna Samoletna Fabrika) Surviving aircraft in 1948 were re-engined with Walter Minor 6.III inline engines due to difficulty in procuring spares and the poor condition of the Siemens-Halske engines. DAR 9 production consisted of the series 1, which was built at the DAR factory and which carried the construction numbers 88 to 93 and Series 2 to Series 5, built at the DSF factory and which carried construction numbers 95 to 130.
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During the development of Pulawski fighters, a new version of the P.11, the P.11c, was developed for the Polish Air Force. It had a new, reconfigured fuselage, and the radial engine was lowered to give a pilot a better view. These changes were applied also to the new P.24 prototype, flown in 1936. The P.24A and P.24B models could carry 4 x 12.5 kg bombs, while the P.24C, F and G could carry 2 x 50 kg bombs. ;P.24 :This design used the whole tail fuselage section from the P.11c, was powered with a Gnome-Rhône 14Kfs engine (930 hp), and was armed with two 20 mm cannon and two machine guns. ;P.
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It has the larger hopper of the "C" model. ;Ag Cat B-Plus/450 :Also made available for the first time in 1982 the lowered powered B-Plus/450 is powered by a Pratt & Whitney R-985 of 450 hp (335 kW). This model was available only as a custom order. ;Marsh G-164 C-T Turbo Cat :This aftermarket conversion was created by re-engining the Super Ag Cat C/600 with a Garrett TPE331-1-101 turboprop, de-rated to 600 hp (450 kW). ;Mid-Continent King Cat :This aftermarket conversion of the Super Ag Cat C/600 replaced the 600 hp (450 kW) Pratt & Whitney R-1340 engine with a Wright R-1820-202A radial engine that produces 1,200 hp (895 kW).
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Hydrolock is common on radial and inverted engines (cylinders pointing downwards) when the engine sits for a long period. Engine oil seeps down under gravity into the cylinder through various means (through the rings, valve guides, etc.) and can fill a cylinder with enough oil to hydrolock it. The seepage effect can be observed by the blue-white smoke commonly seen when a radial engine starts up. In order to prevent engine damage, it is universal practice for the ground crew or pilot to check for hydrolock during pre-flight inspection of the aircraft, typically by slowly cranking the propeller for several turns, either by hand or using the starter motor, to make sure the crankshaft cycles normally through all cylinders.
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The Vultee engineering team decided early in the design process to build the XA-41 (company Model 90) around the 3,000 hp Pratt & Whitney R-4360 Wasp Major four-row, 28-cylinder radial engine. The Model 90's large wing resembled that of Vultee Model 72 – a two-seat attack aircraft/dive bomber better known as the Vultee Vengeance (A-31/A-35) – including a straight leading edge, forward-tapered trailing edge, and pronounced dihedral on the outer wing panels. Designed to carry both a large internal load and external stores, the XA-41 was large for a single-engine aircraft. The single-place cockpit, set in line with the wing root, was 15 ft (4.6 m) off the ground when the airplane was parked.
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It was displayed in Romania and Greece. ;S.91/3:The S.91/2 was fitted with a Gnome-Rhône 9A Jupiter nine-cylinder air-cooled radial engine, (1 built). ;S.91/4:The S.91 Leger, fitted with a Hispano-Suiza 12Mb V-12 engine, flew again on 4 July 1930 with some modifications, including radiators mounted on top of the upper wing. ;S.91/5:The sole S.91/3, fitted with a Gnome-Rhône 9Ae Jupiter, which crashed on the day of its first flight killing the pilot. ;S.91/6:This S.91/4 conversion flew in November 1930 and differed from the prototype in having rounded wingtips, a lengthened fuselage and a tailplane lowered to the fuselage base.
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The first XP-72, s/n 43-36598 Developed in parallel with the Republic XP-69, the AP-19 was proposed by Alexander Kartveli as a replacement for the P-47. The aircraft was a development of the bubbletop P-47D, but was to be powered by 3,450 hp Pratt & Whitney R-4360-13 Wasp Major 28-cylinder radial engine driving contra-rotating six-bladed Aeroproducts propellers and armed with six M2 Brownings. The USAAF ordered two prototypes on June 18, 1943. The first prototype, with a four-bladed propeller due to delayed delivery of the intended unit, was first flown on February 2, 1944, and the second prototype with the intended propeller followed on June 26 of that year.
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The engine was attached to the hull with a V-strut on each side and a single, central forward strut. The position minimized the effects of spray and simplified servicing, as the whole mount and engine together could, apart from its fuel tank in the hull, be moved into the workshop with the mount acting as a stand. It also made it easy to fit different engines. The P-1 was originally offered with either an Wright Gypsy, a licence-built de Havilland Gipsy four cylinder, upright, air-cooled inline engine, or a Le Blond 90 (type 7D) 7 cylinder radial engine. The P-2 had a tidily enclosed Warner Scarab, the P-3 a Continental A-70 and the P-3B a Continental W-670, all 7 cylinder radials.
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In 1920, Ángel Lascurain y Osio was appointed director of TNCA. Under his direction, an airplane was built based on the structure of the TNCA Serie A, to which major modifications were made, such as larger dimensions and the adaptation of a Salmson 9-cylinder radial engine, the prototype received the registration 1-B-72. After successful demonstrations of this aircraft, the government authorized the construction of five more examples, which were affectionately dubbed "puros" (cigars), due to their wide tubular fuselages, which was the main difference compared to the TNCA Serie A. Four examples were each equipped with two Thompson 11.43 mm caliber machine guns in the rear cabin. The TNC Serie B demonstrated reliability and also the ability to land and take off on unprepared surfaces.
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Technicians performing work upon the engine of a Battle, c. 1939–1940 While the Battle was no longer viable as a frontline combat aircraft, its benign handling characteristics meant that it was an ideal platform for testing engines, and it was used in this role to evaluate engines up to including the Rolls-Royce Exe, Fairey Prince (H-16) and Napier Dagger. These trials were often conducted to support the development of other aircraft, such as the Fairey Spearfish, as well as the suitability of the individual engines. As part of a study of potential alternative engines in the event of supply interruptions of the Merlin engine, which normally powered the type, were encountered, a single Canadian Battle, R7439, was re-engined by Fairchild Aircraft with a Wright R-1820 Cyclone radial engine.
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The main wheels of the landing gear are attached to an articulated, conventional fixed undercarriage, complete with pneumatic shock absorbers and paired with a heavy-duty sprung tail wheel, which was attached to a hook for towing gliders. Early aircraft were typically powered by the Russian-designed Ivchenko AI-14R radial engine, which was capable of generating up to ; notably, the engine rotates in the opposite direction to North American standards. The Al-14R would normally drive a two-bladed composite wooden propeller, which was strengthened with bonded metal sections fitted along their leading edges. The newest models of the Wilga have been furnished with fully metal propellers and are powered by the North American Continental O-470 engine, which rotate in the opposite direction to the earlier Russian engine.
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Powered by the newly developed, air-cooled Wright R-790 Whirlwind radial engine which proved to be reliable, the Universal became widely regarded as a good choice for small air carriers and operators. The rugged utility aircraft proved it could haul cargo or passengers and its unique shock absorber system made of bungee cords enabled it to land on bumpy and uneven landing strips. Configurations could be readily changed from landplane to seaplane equipped with floats or if fitted with skis, the Universal could be used on rough ice and snow surfaces. An order for 12 Universals was placed by Western Canada Airways when its owner, James Armstrong Richardson, Sr. judged that the Standard Universal was the best available transport for use in the northern regions of Canada.
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In 1930, the Imperial Japanese Navy Air Service's basic seaplane trainer was the Yokosuka K1Y or Type 13 Seaplane Trainer, which had been in use from 1925, and it instructed the First Naval Air Technical Arsenal based at Yokosuka to design a replacement. The design team, led by Jiro Saha and Tamefumi Suzuki designed a single-bay biplane with a welded steel-tube fuselage and wooden wings, it being the first Japanese designed aircraft with such a fuselage. Yokosuka built two prototypes, powered by 90 hp (67 kW) Hatakaze four-cylinder air-cooled inline engines in 1930, flying in 1930, and after successful testing, a version powered by a 130 hp Gasuden Jimpu radial engine was ordered into production as the Navy Type 90 Seaplane trainer, with the short designation K4Y1.
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The Westland Wagtail was designed by Westland Aircraft of Yeovil in 1917 to meet the Royal Air Force Specification IA for a light fighter with superior performance to the Sopwith Camel. Westland's design team, led by Robert Bruce, the Company's manager and Arthur Davenport, Chief Draughtsman, came up with a design for a small single bay biplane, powered (like the other competitors for the Specification, the BAT Bantam and the Sopwith Snail) by the 170 hp (127 kW) ABC Wasp radial engine. The Wagtail was of conventional wood and fabric construction, with the upper wing centre-section having a large cut-out to improve the pilot's view, and carrying an armament of two Vickers machine guns mounted over the nose.Bruce 1969, pp.132–133.Mason 1992, pp.133–134.James 1991, pp.74–76.
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The cause was diagnosed as rudder blanking during spinning and a new wing design was prepared for the Springbok Mk. II, of which six examples – later reduced to three – were ordered in 1924. Powered by a 400 hp Bristol Jupiter IV radial engine, the S.3 Springbok I was a truly all-metal aircraft, with a duralumin monocoque fuselage and two-bay, equal-span wings. The strength/weight factor of the mainplanes was disappointing and the Air Ministry ordered three more Springboks with lighter, fabric-covered wings attached directly to the lower fuselage and a redesigned tail assembly. The first of these S.3a Springbok IIs (numbered J7925-J7927) was flown by Shorts' Chief Test Pilot J. Lankester Parker at the Isle of Grain on 25 March 1925.
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The Bristol Racer was a single-engined mid-wing monoplane with, unusual for the time, a retractable undercarriage. The 480 hp (360 kW) Bristol Jupiter IV radial engine was entirely enclosed within the circular-section fuselage, with an elaborate arrangement of ducts to channel cooling air over the cylinders. A large spinner with a central opening to admit air, constructed of laminated wood with internal wire bracing was fitted. The fuselage, which increased in diameter until the trailing edge of the wing and then tapered to a point, was built around a pair of circular steel frames to which the wing root stubs were mounted: aft of this structure it was a semi- monocoque built up from three laminations of tulipwood over hoops which were braced with radial wires.
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In 1911, still aged only 17, he accepted a two-year internship at Düsseldorf- Oberkassel with "Rheinischen Aerowerke GmbH", which he had been offered through the mediation of his friend Joseph Dauben (1889–1960) who was already employed as an engineer by the company. During 1912, Röhr and Dauben, who would remain friends for life, were able to use the facilities at the factory to construct a curiously futuristic airplane to Röhr's design. It was fitted with a five-cylinder radial engine which he constructed himself, using motorcycle cylinders, at a time when many aircraft designs were still using inline engines, and it featured a rod-supported single main wing plane while others believed that the future belonged to the biplanes. Another innovation was a closed cabin to protect the pilot from the weather.
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In postwar testimony before the Senate, Hughes indicated that resistance to the innovative design was the basis for the USAAC rejection of the H-1: "I tried to sell that airplane to the Army but they turned it down because at that time the Army did not think a cantilever monoplane was proper for a pursuit ship..."Dwiggens 1976, p. 78. Aviation historians have posited that the H-1 Racer may have inspired later radial engine fighters such as the Republic P-47 Thunderbolt and the Focke-Wulf Fw 190. After the war, Hughes claimed that "it was quite apparent to everyone that the Japanese Zero fighter had been copied from the Hughes H-1 Racer." He claimed both the wing shape, the tail design and the general similarity of the Zero and his racer.
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A 1928 issue of Time magazine described the unusual aircraft: > It was fat in body with graceful curving wings. Bonney followed the bird > principle, abandoned the aileron, or balancing contrivance which airplane > designers have always considered an essential feature of stability in the > air. His plane had new features: an expanding and contracting tail, like a > blackbird's, for varying loads; variable camber in the wings, so that they > could flatten out like a gull's when flying level; a varying angle of > incidence to its wings, so that they could turn sideways into the wind on > landing... The Gull was assembled at the Kirkham facility in Garden City, New York and Mitchel Field. It used conventional landing gear, a mid-wing arrangement, corrugated aluminum skins, and a radial engine.
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Piasecki H-21 cockpit Piasecki Helicopter designed and successfully sold to the United States Navy a series of tandem rotor helicopters, starting with the HRP-1 of 1944. The HRP-1 was nicknamed the "flying banana" because of the upward angle of the aft fuselage that ensured the large rotors did not strike each other in flight. The name would later be applied to other Piasecki helicopters of similar design, including the H-21. In 1949, Piasecki proposed the YH-21 Workhorse to the United States Air Force (USAF), which was an improved, all-metal derivative of the HRP-1. Using two tandem, fully articulated three-bladed counter-rotating rotors, the H-21 was powered by one nine-cylinder Curtis-Wright R-1820-103 Cyclone supercharged air-cooled radial engine.
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The so-called Golden Age of Aviation occurred between the two World Wars, during which both updated interpretations of earlier breakthroughs – as with Hugo Junkers' pioneering of all-metal airframes in 1915 leading to giant multi-engined aircraft of up to 60+ meter wingspan sizes by the early 1930s, adoption of the mostly air-cooled radial engine as a practical aircraft powerplant alongside powerful V-12 liquid-cooled aviation engines, and ever-greater instances of long-distance flight attempts – as with a Vickers Vimy in 1919, followed only months later by the U.S. Navy's NC-4 transatlantic flight; culminating in May 1927 with Charles Lindbergh's solo trans-Atlantic flight in the Spirit of St. Louis spurring ever-longer flight attempts, pioneering the way for long-distance flights of the future to become commonplace.
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M18 Hellcat of the 824th Tank Destroyer Battalion in action at Wiesloch, Germany, April 1945. The M18 Hellcat (officially designated the "76 mm Gun Motor Carriage M18" or M18 GMC for short) was a tank destroyer, used in the Italian, European, and Pacific Theaters, and in the Korean War. It was the fastest armored vehicle in the American defense inventory of the 20th century, until the turboshaft-powered M1 Abrams main battle tank appeared decades later. The speed was attained by keeping armor to a minimum, no more than one inch thick and roofless, open-top turrets (a standard design feature for all American fully tracked tank destroyers of World War II) and by powering the relatively small vehicle with a radial engine originally designed for aircraft usage.
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During early 1932, PZL were authorised to formally proceed with preliminary design work on what would become the PZL.23. An early key design decision was the selection of the British Bristol Pegasus radial engine to power the type, which was domestically produced by Skoda in their Warsaw plant. The emerging design was for a modern combat aircraft, integrating features such as an all-metal body and unconventional wing construction, being built around light closed profiles instead of spars (this wing design had been previously introduced on the PZL.19). During the spring of 1932, the preliminary design was approved in principal by the Aviation Department, however, in accordance with the department's expressed preferences, the ventral gun turret was redesigned for increased field of fire, as well as to accommodate more capable bomb-aiming equipment.
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Based on combat accounts of encounters between the F4F Wildcat and A6M Zero, on 26 April 1942, BuAer directed Grumman to install the more-powerful, 18-cylinder Pratt & Whitney R-2800 Double Wasp radial engine – already powering Chance Vought's Corsair design since its own beginnings in 1940 – in the second XF6F-1 prototype.Ewing and Lundstrom 2004, pp. 155, 156. Grumman complied by redesigning and strengthening the F6F airframe to incorporate the R-2800-10, driving a three-bladed Hamilton Standard propeller. With this combination, Grumman estimated the XF6F-3s performance would increase by 25% over that of the XF6F-1. The Cyclone-powered XF6F-1 (02981) first flew on 26 June 1942, followed by the first Double Wasp- equipped aircraft, the XF6F-3 (02982), which first flew on 30 July 1942.
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The only preserved Blackburn Ripon, which has an Armstrong Siddeley Panther radial engine. It is stored in the Päijänne Tavastia Aviation Museum in Asikkala, Finland The Ripon entered service with the Fleet Air Arm in 1929, six joining No 462 (Fleet Torpedo Bomber) Flight aboard in January of that year. The Ripon was normally used as a carrier-based landplane by the Fleet Air Arm, and although capable of being converted to a seaplane, was rarely fitted with floats. The Ripon continued in service with Torpedo Bomber flights until 1933, when the Fleet Air Arm was reorganised into three larger squadrons, No. 810, No. 811 and No. 812. The last Ripons were retired from service in January 1935 when 811 Naval Air Squadron re-equipped with Blackburn Baffins.
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It was built with non-strategic materials (steel and wood mainly), so it could have been at an advantage in the war in terms of strain on the materials industry, but given the type of engine, it is unclear if it was an economically practical aircraft. Caproni tried other ways to improve this powerful biplane, first with the 746 kW (1,000 hp) Piaggio P.XI radial engine, then with a 746 kW (1,000 hp) Isotta Fraschini L.170 liquid-cooled powerplant, and the redesigned sesquiplane wings as the Ca.173. None of these proposals were successful, at least not enough to pique the interest of the Regia Aeronautica. In any case, both engines were far from being sufficiently reliable and were never adopted in large numbers by the Italian air force.
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The Dingo flew for the first time on 12 March 1924 with a 410 hp (305 kW) Bristol Jupiter III radial engine. The nine-cylinder Jupiter had a greater diameter than the double-row, 14-cylinder Jaguar (53 in, 1.35 m rather than 43 in, 1.06 m), so on the Dingo the two forward firing guns were mounted externally on the top of the nose, whereas on the Dormouse they fitted into internal tunnels. The Dormouse later received an uprated (420 hp, 313 kW) Jaguar IV and at the same time had its upper wing centre section altered to match that of the Dingo. Fuel in both machines was contained in a pair of aerofoil section tanks on the top of the upper wing above the inner interplane struts.
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The XBTC-2 "Model B" showing the Duplex flaps. The Curtiss XBTC-1 (Model 96) was a low-wing monoplane with retractable tailwheel landing gear which was powered by a 2,200 hp (1,641 kW) Wright R-3350 radial engine. It was entered in a 1943 United States Navy competition against the Douglas XBT2D-1, Martin XBTM-1 Mauler, and Kaiser-Fleetwings XBTK-1. The BTC-2, powered by a Pratt & Whitney R-4360 engine, was given a higher priority due to problems with the Wright engine,U.S. Naval Aviation News November–December 1987, p.16 but despite its power and "first-class performance and weapon-carrying capacity",Donald, David, general editor. Encyclopedia of World Aircraft (Etobicoke, Ontario: Prospero Books, 1997), p.293, "Curtiss Model 96/98 (XBTC/XBT2C)".
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Furthermore, Cynk claims that several deals which had been formed with PZL had fallen through or had been otherwise postponed due to difficulties encountered in agreeing acceptable terms of payment between the customer and the manufacturer. Another issue was posed by the engine used by the P.11. It was powered by a single Bristol Mercury radial engine, which was produced in Poland under a licensing agreement with the British Bristol Aeroplane Company; however, the terms of the 10-year agreement had stipulated that none of the Polish-built engines could be exported. In addition, the licensing agreement had placed restrictions upon the sale of those aircraft which were powered by the Bristol engine; these export restrictions were present even if the engines were to be supplied by the customers rather than by PZL themselves.
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In the same year, Samlesbury Engineering Limited acquired rights to the design and the company was renamed the Lancashire Aircraft Company. Lancashire Aircraft renamed the aircraft the Lancashire Prospector E.P.9 but only six more were built, the last of which was fitted with a Cheetah radial engine as the sole new build Mark Two. In early 1958 World Wide Helicopters Ltd were operating three EP-9s out of Tripoli, Libya, on flights into and around the Libyan Sahara in support of oil exploration companies (mainly Esso- Libya). These aircraft were registered G-APCR, 'PCS and 'PCT, their construction numbers being 21, 24 and 25 respectively. In 1959 'PCR suffered a non-fatal accident in the far southwest of the country and may not have been subsequently recovered.
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The Ya-21 was derived from the Yakovlev UT-1, in similar fashion to the Yakovlev AIR-18, by replacing the Shvetsov M-11 radial with an imported Renault 6Q-01 inverted 6-cylinder in- line engine. The rear cockpit was enclosed with an aft-sliding canopy, a fixed trousered and spatted undercarriage with spring steel tail-skid was fitted, as well as split flaps and a fixed, forward firing, synchronised 7.62mm ShKAS machine gun in the forward fuselage decking. Plans for re-engining the Ya-25 with a Kossov MG-31F 9-cylinder radial engine were cancelled, due to changing priorities of the customer. The sole Ya-21 was converted into the No.25 prototype by substituting the imported Renault with a Voronezh MV-6 (Renault Bengali copy).
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Bruce 1969, p.10. The second prototype was fitted with a 360 hp (267 kW) ABC Dragonfly radial engine, becoming the Bulldog Mk.II, with the first prototype becoming the Bulldog Mk.I. However, although the Dragonfly gave much more power than the Clerget, it was hopelessly unreliable, with one test pilot stating that "... I never remember being able to get all cylinders to fire at the same time" and "I don't remember that we got a single successful performance with the engine."Bruce 1969, pp.11–12. Work on a third prototype was abandoned because of the failure of the first two aircraft, although the second prototype continued in use until at least March 1919 carrying out test flights in futile attempts to solve the problems of the Dragonfly.
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