https://oldmachinepress.com/2020/06/20/pennsylvania-railroad-4-4-4-4-t1-locomotive/https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-cab.jpgPrr-T1-cabA glimpse inside of the cab of No. 6110 reveals the complex and utilitarian controls of even the most advanced steam engine. Image the heat, wind, soot, vibration, and sound of the locomotive under full steam at 100 mph (161 km/h).https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-6111.jpgPRR-T1-6111The second T1 prototype, No. 6111, displaying its unique styling done by Raymond Loewy. This engine was equipped with a booster engine, which was not included on any of the production locomotives. https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-6110.jpgPRR-T1-6110The T1 prototype, engine No. 6110, shortly after its completion by Baldwin in April 1942. The taper for the pointed nose extended much farther back than on the production engines. The front of the locomotive was enclosed with skirting, and casings extended the length of the engine, covering the top of the drive wheels. Note the gold accents and lettering.https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5534.jpgPRR-T1-5534No. 5534 seen early in its career with the original front. However, the engine has a good layer of soot and dirt. Note that the tender is not marked.https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5533.jpgPRR-T1-5533Baldwin-built No. 5533 was delivered in January 1946. As seen in this manufacturer photo, it lacks the polish applied to No. 5526 two months previous. Note that the front cylinder’s piston rod was much longer than that of the rear cylinder. https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5528.jpgPRR-T1-5528An incredibly dirty engine No. 5528 sits unused in a railyard covered with soot and grime. The T1 was known to run dirty, but this engine appears to be neglected. Note the rolling stock positioned on the track immediately before the T1 and that wedges are jammed behind the engine’s rear set of drive wheels. Being cut up for scrap was the unglamorous end for all 52 T1 locomotives.https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5526-blw.jpgPRR-T1-5526-BLWAnother image of No, 5526 in front of the Baldwin works. Compared to the prototype T1s, the nose of the production engines was more blunt with less taper, and much of the side casing was omitted.https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5526.jpgPRR-T1-5526Just completed by Baldwin, No. 5526’s nearly black Brunswick green paint shines on a bright day in November 1945. https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5518-steps.jpgPRR-T1-5518-stepsNo, 5518 later in life than the above image. The skirting at the front of the engine has been removed, and stairs have replaced the foot and hand holds. The number plate keystone was moved from the front grille to under the headlight, and a new light was added to the grille. Note the shape of the valve chests above the cylinders. The two admission valves were positioned above, and were flanked by, the exhaust valves.https://oldmachinepress.com/wp-content/uploads/2020/06/prr-t1-5518-org.jpgPRR-T1-5518-orgAltoona-built No. 5518 looking fairly fresh from the factory with its original front and skirting. The styled skirting was a holdover from the prototypes and was later removed to facilitate maintenance.2024-07-29T20:07:37+00:00monthlyhttps://oldmachinepress.com/photo-galleries/https://oldmachinepress.com/wp-content/uploads/2021/10/wjp0613.jpg_WJP0613https://oldmachinepress.com/wp-content/uploads/2021/08/wjp9287.jpgOshkosh 2021https://oldmachinepress.com/wp-content/uploads/2021/05/reno-2017-strega-vs-voodoo.jpgReno 2017 Strega vs Voodoohttps://oldmachinepress.com/wp-content/uploads/2021/05/oshkosh-2017.jpgOshkosh 20172024-06-08T00:38:26+00:00weekly0.6https://oldmachinepress.com/2017/12/20/man-double-acting-diesel-marine-engines/https://oldmachinepress.com/wp-content/uploads/2017/08/man-6-cyl-wwi.jpgMAN 6-cyl WWIThe MAN six-cylinder, double-acting, two-stroke, 12,000 hp, diesel marine engine under construction. The three workers provide a good reference as to the engine’s size.https://oldmachinepress.com/wp-content/uploads/2017/08/man-6-cyl-section.jpgMAN 6-cyl sectionA drawing of the final cylinder design of the World War I engine. Fuel valves are on the left of the drawing, and intake valves are on the right. The exhaust manifold is positioned at the center of the cylinder. Note how the two piston halves are bolted together.https://oldmachinepress.com/wp-content/uploads/2017/08/man-v12z-32-44.jpgMAN V12Z 32-44The 24-cylinder MAN V12Z 32/44 engine as displayed in the Auto & Technik Museum in Sinsheim. The cars behind the engine give an indication of the engine’s size. Note the large blower housing attached to the engine. Six of these engines were to power the Z 51 destroyer. (Technik Museum Sinsheim und Speyer image)https://oldmachinepress.com/wp-content/uploads/2017/08/man-v12z-32-44-section.jpgMAN V12Z 32-44 sectionSectional view of the MAN V12Z 32/44 engine illustrates a cylinder design similar to that used on the inline engines but with a completely different manifold arrangement. The large upper manifold was the intake, and the three other manifolds were for exhaust. Note the camshaft and fuel injection pumps on the outside of the cylinder banks.https://oldmachinepress.com/wp-content/uploads/2017/08/man-v12z-32-44-construction.jpgMAN V12Z 32-44 constructionThe MAN V12Z 32/44 engine under construction. The blower was mounted to the rear of the engine. Note the many access panels incorporated into the engine’s crankcase.https://oldmachinepress.com/wp-content/uploads/2017/08/man-piston-rods.jpgMAN piston rodsThe piston, piston rod, connecting rod, and crankshaft section for a M9Z 65/95. The piston halves were threaded onto the piston rod, which was threaded to the cross head. An oil line can be seen attached to the cross head. The assembly is displayed in the Deutsches Museum in Munich (enwo image)https://oldmachinepress.com/wp-content/uploads/2017/08/man-mz42-58.jpgMAN MZ42-58Sectional drawings of a MAN M9Z 42/58 engine. The rotary exhaust valves are positioned in a runner between the cylinder and the exhaust manifold. Note the long through bolts that pass through the entire engine.https://oldmachinepress.com/wp-content/uploads/2017/08/man-m9z-42-58.jpgMAN M9Z 42-58One of the MAN M9Z 42/58 engines built for installation in a Deutschland-class cruiser. At least 24 of the engines were made. The fuel injection pumps for each cylinder can be seen above and below the housing along the engine’s side.https://oldmachinepress.com/wp-content/uploads/2017/08/man-lz-19-30.jpgMAN LZ 19-30Front view of the MAN L11Z 19/30. The camshaft ran to the side of the cylinders and controlled the fuel injection pumps. The handle on the front of the camshaft was used to adjust the camshaft when the engine was run in reverse. (Hermann Historica image)https://oldmachinepress.com/wp-content/uploads/2017/08/man-lz-19-30-section.jpgMAN LZ 19-30 sectionSectional view of the MAN L11Z 19/30 shows that the rotary exhaust valves have been placed inside of the exhaust manifold to conserve space. Otherwise, the engine and cylinder are very similar to the larger engines.2024-05-18T00:36:41+00:00monthlyhttps://oldmachinepress.com/about/2024-05-10T00:52:37+00:00weekly0.6https://oldmachinepress.com/2017/06/20/martin-baker-mb5-fighter/https://oldmachinepress.com/wp-content/uploads/2024/01/martin-baker-mb5-ground-anchor.jpgMartin-Baker MB5 ground anchorAlthough Martin-Baker’s aircraft never found success, the company’s ejection seats have saved thousands of lives and are still in production.https://oldmachinepress.com/wp-content/uploads/2017/06/martin-baker-mb5-2nd-tail.jpgMartin-Baker MB5 2nd tailAn intermediate modification to the MB5's tail involved a less swept leading edge that gave the fin more area. This version of the tail did not last long before the completely redesigned unit was installed. The aircraft still has the Rotol propeller.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-takeoff.jpgMartin-Baker MB5 takeoffThe MB5 taking off from Chalgrove in 1948 with Wing Commander Maurice A. Smith at the controls. The MB5’s flaps did not have any intermediate positions—they were either up or down. The 20 mm cannons have been removed. Note the belly scoop’s outward similarity to the scoop used on the P-51 Mustang.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-show.jpgMartin-Baker MB5 showThe MB5 was present at RAE Farnborough in October 1945. The display featured the latest British aircraft and several captured German aircraft. In the foreground is a Supermarine Spiteful and the MB5, with its 20 mm cannons installed. Other visible British aircraft include a Blackburn Firebrand, Bristol Brigand, Fairey Firefly, and Fairey Spearfish. Visible German aircraft include a Dornier Do 335, Fieseler Fi 103, Junker Ju 188, a pair of Focke-Wulf Fw 190s, and a Messerschmitt Bf 109. Many other British and German aircraft were present at the display.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-rotol-org-tail-rear.jpgMartin-Baker MB5 Rotol org tail rearAgain, the MB5 is shown at Harwell. The original vertical stabilizer and rudder were very similar to those used on the MB3. The inner gear doors are not installed on the aircraft.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-rotol-front.jpgMartin-Baker MB5 Rotol frontThe Martin-Baker MB5 was one a few aircraft that sat at the pinnacle of piston-engine fighter development. Here, the aircraft is pictured at Harwell around the time of its first flight. The Rotol propeller is installed but the 20 mm cannons are not.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-martin.jpgMartin-Baker MB5 MartinJames Martin is pictured in front of his masterpiece, the MB5. Martin-Baker’s aircraft never found success; however, the company’s ejection seats have saved thousands of lives and are still in production.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-dhf.jpgMartin-Baker MB5 dHfThe MB5 undergoing maintenance. A large panel has been removed from under the aircraft, and one of the inner gear doors has also been removed. Note the Dzus fasteners on the cowling and that the spinner is now painted black. The small scoop under the spinner delivered air to the engine’s supercharger.https://oldmachinepress.com/wp-content/uploads/2017/05/martin-baker-mb5-dh-front.jpgMartin-Baker MB5 dH frontThe MB5 pictured close to its final form. The de Havilland propeller, inner gear doors, and taller vertical stabilizer and rudder have been installed. Note the smooth lines of the cowling. The position of the cockpit gave a good view over the aircraft’s nose and wings.2024-01-27T19:12:42+00:00monthlyhttps://oldmachinepress.com/2018/05/20/lycoming-xr-7755-35-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/05/lycoming-xr-7755-3-side.jpgLycoming XR-7755-3 sideThe Lycoming XR-7755 was the most powerful aircraft engine in the world when it was built. The XR-7755 was the culmination of Lycoming’s experience with radial and liquid-cooled engines. Conceived in 1943, such a large engine was not needed by the time it first ran in 1946.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-aaf-fair-oct-1945.jpgLycoming XR-7755 AAF Fair Oct 1945The XR-7755 on display at the Army Air Forces Fair held at Wright Field, Ohio in October 1945. Note what appears to be a mockup of the contra-rotating propeller shafts.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-ad-dec-1946.jpgLycoming XR-7755 ad Dec 1946Lycoming ad from December 1946 featuring the XR-7755. If the engine was not going to go into production, Lycoming might as well get some press out of it. One can only wonder how those responsible for marketing imagined the huge, liquid-cooled engine would factor into the decision-making process of a person buying a small, air-cooled engine.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-3-rear.jpgLycoming XR-7755-3 rearRear view of the XR-7755-3 shortly after its restoration. Note the intake pipes delivering air from the supercharger to the manifold located between each cylinder bank. (Robert J. Ribando image)https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-3-nasm.jpgLycoming XR-7755-3 NASMThe restored XR-7755-3 on display in the Steven F. Udvar-Hazy Center of the Smithsonian National Air and Space Museum. The bottom of the engine is on the left, marked by the drain tube from the gear reduction housing and the sump built into the valve cover. (Sanjay Acharya image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-1-test-stand.jpgLycoming XR-7755-1 test standThe XR-7755-1 on the test stand with its single propeller shaft. With each of the 36-cylinders displacing 215 cu in (3.5 L), witnessing the XR-7755 run was most likely a very memorable event. Note the robust upper engine support.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-1-maxwell-and-cervinsky.jpgLycoming XR-7755-1 Maxwell and CervinskyLycoming workers Red Maxwell (left) and Paul Cervinsky (right) pose next to the completed XR-7755-1. It appears Maxwell is ready for the big engine to be stuffed in an airframe to see what it will do. Note the ring on the nose case and around the propeller shaft. No other image found has that ring.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-3.jpgLycoming XR-7755-3The Lycoming XR-7755 was the most powerful aircraft engine in the world when it was built. The XR-7755 was the culmination of Lycoming’s experience with radial and liquid-cooled engines. Conceived in 1943, such a large engine was not needed by the time it first ran in 1946.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xr-7755-3-stand.jpgLycoming XR-7755-3 standThe worker gives some perspective to the XR-7755’s large size. However, the engine’s three-ton (2.74 t) weight is hard to imagine. The engine’s two magnetos and four distributors are visible on the front of the cylinder banks.2024-01-01T22:43:39+00:00monthlyhttps://oldmachinepress.com/2019/03/05/arsenal-vg-30-series-vg-33-fighter-aircraft/https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-36.jpgarsenal vg 36Side view of the VG 36 illustrates a rather sleek aircraft that appeared on par with any contemporary fighter.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-36-front.jpgarsenal vg 36 frontOn first glance, the VG 36 was very similar to the VG 33. The most notable difference was the redesigned radiator housing, which was shallower than the housing used on earlier VG 30-series aircraft and required a redesign of the rear fuselage.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-34.jpgarsenal vg 34The engineless VG 34 prototype sits derelict at what is most likely Toulouse-Blagnac airport. Note the additional supports on the canopy.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-33-two.jpgarsenal vg 33 twoThe VG 33 prototype sits complete with main gear doors on a muddy airfield. Many of the completed VG 33s, like the second aircraft in the image, were finished without gear doors.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-33-rear.jpgarsenal vg 33 rearA completed VG 33 without gear doors seen at Toulouse-Blagnac airport in June 1940. Note the radiator housing under the fuselage.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-33-front-captured.jpgarsenal vg 33 front capturedA VG 33 aircraft captured by the Germans and being tested at Rechlin, Germany. The captured aircraft carried the designation 3+5. The inlets for the oil cooler can bee seen just under the spinner. Under the cowling is the engine’s intake. Note the machine guns mounted in the wings.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-30.jpgarsenal vg 30The mockup of the Arsenal VG 30 as displayed at the 1936 Salon d’Aviation in Paris. Note the location of the radiator housing. Otherwise, the aircraft was very similar to subsequent VG 30-series fighters.https://oldmachinepress.com/wp-content/uploads/2019/01/arsenal-vg-39.jpgarsenal vg 39The VG 39 prototype probably at the Toulouse-Blagnac airport. Note the exhaust stains on the engine cowling. The cowling was revised to accommodate the new oil cooler and the evenly-spaced exhaust stacks of the 12Z engine.2023-08-02T03:39:17+00:00monthlyhttps://oldmachinepress.com/2015/05/23/coanda-1911-monoplane/https://oldmachinepress.com/wp-content/uploads/2022/10/coanda-1911-monoplane.jpgCoanda-1911-MonoplaneThis photo shows a detailed view of the Gnome installation on Coandă’s 1911 aircraft. Note the various struts and braces used on the aircraft. The aluminum-covered front fuselage is easy distinguished from the plywood-covered cockpit section. The aircraft’s control wheel can just be seen at right.https://oldmachinepress.com/wp-content/uploads/2015/05/coanda-1911-monoplane-front.jpgCoanda 1911 Monoplane frontCoanda 1911 Monoplane fronthttps://oldmachinepress.com/wp-content/uploads/2015/05/coanda-1911-monoplane-extensions.jpgCoanda 1911 Monoplane extensionsCoanda 1911 Monoplane extensionshttps://oldmachinepress.com/wp-content/uploads/2015/05/coanda-1911-monoplane-engines.jpgCoanda 1911 Monoplane enginesCoanda 1911 Monoplane engineshttps://oldmachinepress.com/wp-content/uploads/2015/05/coanda-1911-monoplane-side.jpgCoanda 1911 Monoplane sideCoanda 1911 Monoplane sidehttps://oldmachinepress.com/wp-content/uploads/2015/05/coanda-1911-monoplane-prop.jpgCoanda 1911 Monoplane propCoanda 1911 Monoplane prophttps://oldmachinepress.com/wp-content/uploads/2015/05/coanda-1911-monoplane-getty.jpgCoanda 1911 Monoplane GettyCoanda 1911 Monoplane Getty2022-10-29T18:19:11+00:00monthlyhttps://oldmachinepress.com/2020/09/05/napier-h-24-dagger-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/09/napier-dagger-viii-raf-1.jpgNapier-Dagger-VIII-RAFA Dagger VIII engine preserved and on display at the Royal Air Force Museum in London, England. Note the baffles on the cylinders to direct the flow of cooling air through the fins. (Nimbus227 image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2020/08/hawker-hector.jpgHawker-HectorA Hawker Hector with its Dagger III was the most successful application of the engine in an airframe. However, maintenance crews did not like the engine or its tight cowling.https://oldmachinepress.com/wp-content/uploads/2020/08/handley-page-hp.52-hereford-i.jpgHandley-Page-HP.52-Hereford-IThe first Handley Page HP.52 Hereford I production aircraft (L6002) with its Dagger VIII engines. The cowling was similar to that developed for the Rapier. Note the carburetor intake under the engine and the cooling air exit door on the side of the rear cowling.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-dagger-viii-rear.jpgNapier-Dagger-VIII-rearRear view of a Dagger VIII highlighting the engine’s supercharger housing that conceals a two-sided impeller. The updraft carburetor can be seen on the right side of the engine. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/08/napier-dagger-viii-front.jpgNapier-Dagger-VIII-frontThe Dagger VIII incorporated many changes from the previous Dagger engines and was capable of 1,000 hp (746 kw). Note the propeller shaft’s position has been raised above the engine’s centerline. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/08/napier-dagger-i-side.jpgNapier-Dagger-I-sideThe Napier Dagger I air-cooled H-24 with its downdraft carburetor and propeller shaft in line with the engine’s centerline. Note the two engine mounts on the side of the crankcase and third mount on the accessory housing. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/08/napier-dagger-ii-nasm.jpgNapier-Dagger-II-NASMA Dagger II engine preserved and in storage as part of the Smithsonian National Air and Space Museum. The engine appears complete with its upper and lower air ducts as well as the baffling around the cylinders. At one time, this particular Dagger II belonged to the US Navy. Note that the engine tag says “Halford-Napier Dagger.” (NASM image)https://oldmachinepress.com/wp-content/uploads/2020/08/napier-dagger-iii-side.jpgNapier-Dagger-III-sideA Dagger III with individual exhaust stacks and many components chromed and polished to perfection for display purposes. Note the “Napier Halford” placard on the upper camshaft housing. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/08/napier-dagger-iii-front.jpgNapier-Dagger-III-frontFront view of a Dagger III illustrates the engine’s two 24-cylinder distributors mounted under the propeller shaft and the 300 ft (91 m) or so of ignition cables. Just visible between the upper cylinder banks is the T-shaped manifold delivering air to the first two cylinders. (Napier/NPHT/IMechE image)2022-01-31T09:05:53+00:00monthlyhttps://oldmachinepress.com/2020/09/20/napier-h-24-sabre-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/09/napier-sabre-e122.jpgNapier-Sabre-E122General arrangement drawing of the Sabre E122. The engine featured a two-stage supercharger and contra-rotating propellers. It was forecasted to produce 3,350 hp (2,498 kW).https://oldmachinepress.com/wp-content/uploads/2020/09/hawker-tempest-v-and-vi-napier-sabre-iia-and-va.jpgHawker-Tempest-V-and-VI-Napier-Sabre-IIA-and-VAA Tempest V Series I (top) and Tempest VI (bottom). The Tempest V Series I had Hispano Mk II cannons with long barrels that protruded from the wing’s leading edge. The Tempest V Series II and other Tempests had Hispano Mk V cannons with short barrels. The Sabre VA-powered Tempest VI (bottom) has an enlarged chin radiator, an oil cooler in the wing, and carburetor inlets in both wing roots.https://oldmachinepress.com/wp-content/uploads/2020/09/hawker-tempest-i-napier-sabre-iv.jpgHawker-Tempest-I-Napier-Sabre-IVThe Tempest I was powered by the Sabre IV engine. At 472 mph (760 km/h), the aircraft was the fastest of the Tempest line. The Tempest I was rather elegant without the large chin radiator, and the wing radiators were similar to those that would be used on the Sabre VII-powered Fury.https://oldmachinepress.com/wp-content/uploads/2020/09/fairey-battle-napier-sabre-i-and-folland-fo108-sabre-ii.jpgFairey-Battle-Napier-Sabre-I-and-Folland-Fo108-Sabre-IIThe installation of Sabre engines on the Fairly Battle (top) and Folland F.108 (bottom) were well executed. Two Battles and three Fo.108s were employed to test the Sabre, and these aircraft provided valuable information about the engine.https://oldmachinepress.com/wp-content/uploads/2020/09/blackburn-firebrand-i-napier-sabre.jpgBlackburn-Firebrand-I-Napier-SabreThe Blackburn Firebrand, was to be powered by the Sabre III. However, Sabre engine production was allocated to the Typhoon, and the Firebrand was reengined with the Bristol Centaurus. Pictured is DD815, the third Firebrand Mk I prototype. https://oldmachinepress.com/wp-content/uploads/2020/09/napier-sabre-vi-vickers-warwick-ciii.jpgNapier-Sabre-VI-Vickers-Warwick-CIIIA Vickers Warwick C Mk III (HG248) was used to test the installation of Sabre VI engines with annular radiators and engine-driven cooling fans. Note that the fan rotates in the opposite direction from the propeller and that the lower cowling folds down level to be used as a work platform. The rear four exhaust ejectors were replaced with elongated stacks to prevent excessive heat build-up on the wing’s leading edge. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/09/napier-sabre-vii-rear.jpgNapier-Sabre-VII-rearA Sabre VII with its revised supercharger housing that accommodated water/methanol injection. The injection controller is mounted just above the supercharger housing. The Sabre VII ultimately produced 3,500 hp (2,610 kW) at 3,850 rpm with 20 psi (1.38 bar) of boost and was installed in the Hawker Fury Mk 1 prototype. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/09/napier-sabre-va-rear.jpgNapier-Sabre-VA-rearThe Sabre VA had a one-sided supercharger impeller, a relocated supercharger clutch, and a two-barrel injection carburetor. These refinements were introduced on the Sabre IV. The Sabre VA powered the Tempest VI. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/09/napier-sabre-va-front.jpgNapier-Sabre-VA-frontThe Napier Sabre’s block-like exterior hid the engine’s complicated internals of 24-cylinders, two crankshafts, sleeve-valves, and numerous drives. The Sabre VA seen here was the last variant to reach quantity production. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2020/09/napier-sabre-va-cutaway.jpgNapier-Sabre-VA-cutawayCutaway drawing of a Sabre VA illustrating the engine’s propeller reduction gears and sleeve-valve drive. Note the upper and lower accessory drives, the slight fore-and-aft angling of the spark plugs, and the single-sided supercharger impeller. (Napier/NPHT/IMechE images)2024-05-26T07:09:18+00:00monthlyhttps://oldmachinepress.com/2012/08/29/one-second-in-the-life-of-a-racer-by-tom-fey/https://oldmachinepress.com/wp-content/uploads/2012/08/dsc_0814-copy.jpgDSC_0814 copySteven Hinton in Voodoo leads Jay Consalvi in Strega at the 2017 Reno Air Races. Consalvi went on to pass Hinton and won the Unlimited Gold Race by one second at 481.340 mph (774.642 km/h).https://oldmachinepress.com/wp-content/uploads/2012/08/dscf3043-copy.jpgDSCF3043 copyDago Red leading Rare Bear toward the Home Pylon at the start of Sunday's Unlimited Gold race in 2003.https://oldmachinepress.com/wp-content/uploads/2012/08/dscf2551-copy.jpgDSCF2551 copyVoodoo, a highly modified North American P-51 Mustang competing in the Unlimited Air Racing Class at Reno, Nevada in 2003.https://oldmachinepress.com/wp-content/uploads/2012/08/dago-red-rare-bear-2003.jpgDago Red - Rare Bear 2003Dago Red leading Rare Bear towards the Home Pylon at the start of Sunday's Gold race in 2003.https://oldmachinepress.com/wp-content/uploads/2012/08/p-51-voodoo.jpgP-51 VoodooVoodoo, a highly modified North American P-51 Unlimited Air Racer in 2003.2022-01-24T17:47:03+00:00monthlyhttps://oldmachinepress.com/2017/03/05/mercedes-benz-500-series-diesel-marine-engines/https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-518-v-20-rear.jpgmercedes-benz-mb-518-v-20-rearThe MB 518 was the last development of the V-20 engines. This image shows the large intercooler installed on the engine’s induction system.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-518-v-20-drawings.jpgmercedes-benz-mb-518-v-20-drawingsThe sectional and cylinder drawing are for the MB 518 but were basically the same for the MB 501 and MB 511—all were 40 degree V-20 engines. Note the pre-combustion chamber, valve train, and two camshafts.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-518-v-20-assembly.jpgmercedes-benz-mb-518-v-20-assemblyA number of MB 518 engines under construction show many different details. The lower crankcase half is on the floor, while the upper half is in the engine cradle; note the two camshaft tunnels. The crankshaft and its fork-and-blade connecting rods can be seen. Farther down the line is an engine with cylinder studs installed, and farther still is an engine with studs and pushrod tubes installed.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-511-v-20-aeronauticum.jpgmercedes-benz-mb-511-v-20-aeronauticumThe MB 511 engine on display in the Aeronauticum museum in Germany. Note the finning on the lower half of the crankcase. On the front of the engine (left side of image) is the gear reduction with the supercharger above. The square connection above the engine is for the induction pipe.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-507-v-12.jpgmercedes-benz-mb-507-v-12The MB 507 was based on the DB 603 inverted V-12 aircraft engine. Although the engine’s architecture was similar, the MB 507 had a completely different crankcase and reduction gear than the DB 603, and it was not supercharged.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-502-v-16.jpgmercedes-benz-mb-502-v-16With the exception of the different intake manifolds, the MB 502 was nearly identical to the DB 602. Note the Mercedes-Benz emblem on the rear of the V-16 engine.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-501-v-20-rear.jpgmercedes-benz-mb-501-v-20-rearThe MB 501 shows the close family resemblance to the DB 602, but the engines had Vees of different angles and completely different valve trains. The tubes for the push rods can be seen on the outer side of the cylinders. Note the two water pumps on the rear sides of the engine.https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-501-v-20-crackington.jpgmercedes-benz-mb-501-v-20-crackingtonThe crankcases of the wrecked MB 501 engines on Crackington Haven Beach have completely dissolved over the years from constant exposure to salt water. Only the engine’s steel components remain. Note the fork-and-blade connecting rods. The engine’s gear reduction can be seen on the left side of the image. (gsexr image via www.350z-uk.com)https://oldmachinepress.com/wp-content/uploads/2017/02/mercedes-benz-mb-500-v-12.jpgmercedes-benz-mb-500-v-12Two V-12 Mercedes-Benz diesel engines, most likely MB 500s. The MB 500 was the foundation for the post war MB 820.2024-05-07T00:45:52+00:00monthlyhttps://oldmachinepress.com/2018/03/05/republic-xp-72super-thunderbolt-ultrabolt-fighter/https://oldmachinepress.com/wp-content/uploads/2018/01/pw-r-4360-remote-supercharger.jpgPW R-4360 remote superchargerThe Pratt & Whitney R-4360-13 and -19 engines had a remote, variable-speed, first-stage supercharger. This large supercharger was installed behind the XP-72’s cockpit and was connected to the engine via a fluid coupling.https://oldmachinepress.com/wp-content/uploads/2018/01/republic-xp-72-no-2-right-side.jpgRepublic XP-72 no 2 right sideThe second XP-72 shortly after an engine run. Note that the tail of the aircraft is tied down. The air outlet from the oil cooler is visible on the lower fuselage, just under the wing’s trailing edge. Another outlet was positioned in the same spot on the opposite side of the aircraft. https://oldmachinepress.com/wp-content/uploads/2018/01/republic-xp-72-no-2-right-rear.jpgRepublic XP-72 No 2 right rearWith the war winding down and jet aircraft on the horizon, the XP-72 never entered production, despite the aircraft’s impressive performance. Production P-72 aircraft could have been the ultimate piston-engine fighter.https://oldmachinepress.com/wp-content/uploads/2018/01/republic-xp-72-no-2-front.jpgRepublic XP-72 No 2 frontWith its six-blade, contra-rotating propellers, the second XP-72 is an impressive sight. Even with its hollow blades, the propeller still weighed around 765 lb (347 kg). Note the installed underwing pylons.https://oldmachinepress.com/wp-content/uploads/2018/01/republic-xp-72-no-1-roll-out.jpgRepublic XP-72 No 1 roll outThe first Republic XP-72 prototype soon after being completed. The 14 ft 2 in (4.23 m) diameter Curtiss propeller was one of the largest used during World War II.https://oldmachinepress.com/wp-content/uploads/2018/01/republic-xp-72-no-1-right-front.jpgRepublic XP-72 No 1 right frontThe XP-72 was a formidable aircraft with amazing performance. The scoop under the fuselage brought air to the oil coolers, intercooler, and supercharger. The duct in the wing was for cabin air. The close-fitting engine cowling was one of the best installations of an R-4360 and used an engine-driven fan to assist cooling.https://oldmachinepress.com/wp-content/uploads/2018/01/republic-xp-72-no-1-left-side.jpgRepublic XP-72 No 1 left sideThis side view of the first XP-72 illustrates the aircraft’s resemblance to the P-47 Thunderbolt. The notch just before the tailwheel is the air outlet from the intercooler. The serial number painted on the tail should actually be “336598” to conform to AAF guidelines. Neither XP-72 had the “correct” serial number painted on their tails.2024-01-01T17:04:33+00:00monthlyhttps://oldmachinepress.com/2022/01/15/boeing-xf8b-five-in-one-fighter/https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57984-gear.jpgBoeing-XF8B-BuNo-57984-gearThe XF8B shortly after takeoff with a good view of the gear as it retracts. The doors close over the struts and meet the covers attached to the main wheels. Also just visible are the exhaust stacks in the bottom center of the scoop.https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57985-tanks-eglin.jpgBoeing-XF8B-BuNo-57985-tanks-EglinThe second XF8B (BuNo 57985) with 150 US gal (125 Imp gal / 568 L) drop tanks delivered to the Army Air Force. This was the only aircraft with the tall canopy and blue spinner.https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57984.jpgBoeing-XF8B-BuNo-57984Test pilot Robert Lamson (right) and a crewman give scale to the very large size of the XF8B aircraft. Note that the machine guns were not initially installed in the first aircraft. The scoop under the cowling brought in air for the carburetor, intercooler, and oil coolers.https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57986-side.jpgBoeing-XF8B-BuNo-57986-sideThe third XF8B (BuNo 57986) was completed with the streamlined canopy. Seen at Boing Field, the aircraft was delivered to the AAF to take the place of the second aircraft.https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57986-pa.jpgBoeing-XF8B-BuNo-57986-PAXF8B BuNo 57986 sits in Philadelphia awaiting its day with the scrapper. The flap section that extended into the wing fold and the place it occupied in the folded wing can both be seen.https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57984-in-flight-left.jpgBoeing-XF8B-BuNo-57984-in-flight-leftLamson and probably Bud Zerega on a test flight in the first aircraft now fitted with machine guns. The aircraft stayed bare metal until mid-1946.https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57984-in-flight-blue.jpgBoeing-XF8B-BuNo-57984-in-flight-blueXF8B BuNo 57984 now painted Navy Sea Blue with Lamson at the controls. Note the newly installed streamlined canopy. Reportedly, only the second aircraft (57985) was fitted with dive recovery flaps. However, there appear to be dive recovery flaps just aft of the gun ejection ports. The XF8B may have been the only aircraft to carry two different “Boeing” logos simultaneously (1930s Boeing airplane logo on the tail and 1940s Boeing script on the cowling).https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57984-in-flight.jpgBoeing-XF8B-BuNo-57984-in-flightThe first XF8B (BuNo 57984) on a test flight along with a piggyback flight engineer hunched over behind the pilot. Note the two separate exhaust stacks in the cowling and the four stacks behind the cowling. https://oldmachinepress.com/wp-content/uploads/2022/01/boeing-xf8b-buno-57984-flaps.jpgBoeing-XF8B-BuNo-57984-flapsTaken before the aircraft’s first flight, this image shows the XF8B’s large flaps that extended back some 32 in (.813 mm) as they were deployed. The door in front of the cockpit was the air exit for the oil cooler. The hangar in the background was camouflaged to look like a building during World War II.2023-03-28T12:30:16+00:00monthlyhttps://oldmachinepress.com/2016/12/05/brayton-ready-motor-hydrocarbon-engine/https://oldmachinepress.com/wp-content/uploads/2016/11/selden-auto-1906.jpgselden-auto-1906George Selden and Ernest Samuel Partridge in the Selden automobile in 1905. The vehicle was built in 1903 to prove the viability of Selden’s patent design. Between the front wheels is a three-cylinder Brayton-style engine, which ultimately led to Brayton’s patent claims being dismissed.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-vertical-ready-motor-engine.jpgbrayton-vertical-ready-motor-engineBrayton Ready Motor vertical engine with a double-acting cylinder. The air reservoir was housed in the rocking beam support column. Note the ball governor.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-ready-motor-chart.jpgbrayton-ready-motor-charthttps://oldmachinepress.com/wp-content/uploads/2016/11/brayton-horizontal-marine-engine.jpgbrayton-horizontal-marine-engineHorizontal Brayton Ready Motor marine engine that was very similar, but not identical, to the engine used in the Fenian Ram submarine. The combustion cylinder is in the foreground, and the compression cylinder is in the background. The bevel gear powered the propeller shaft.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-1890-patent-ready-motor-engine.jpgbrayton-1890-patent-ready-motor-enginePatent drawing illustrating Brayton’s 1890 inverted rocking beam (D) engine. Air slightly pressurized in the crankcase (A) passed through a valve (b1) in the piston to fill the cylinder (B). Fuel was injected (via g) and ignited by a burner (G) in a combustion chamber space (B1) at the top of the cylinder. A smaller cylinder (J) acted as a pump to power the fuel injector.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-1887-patent-ready-motor-engine.jpgbrayton-1887-patent-ready-motor-enginePatent drawing showing the cylinder of Brayton’s horizontal, four-stroke engine of 1887. Passage d was used for both intake and exhaust. Passage d1 harnessed the vacuum created under the piston to help draw the exhaust gases out of the cylinder and through the condenser (C). The exhaust was expelled via valve g1. Fresh air was admitted via valve e1, which sealed the condenser. Fuel was injected via “Oil-jet” F and ignited by a platinum coil.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-1876-vertical-engine.jpgbrayton-1876-vertical-engineDrawing of the 10 hp (7.5 kW) vertical Brayton Ready Motor displayed at the Centennial Exposition in Philadelphia, Pennsylvania in 1876. This is the same engine that inspired George Selden. The compression cylinder was mounted above the combustion cylinder. The column supporting the rocking beam also contained the reservoir.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-1876-inverted-walking-beam-engine.jpgbrayton-1876-inverted-walking-beam-engineCirca 1876 Brayton inverted rocking beam engine. The combustion cylinder is on the left, and the smaller compression cylinder is at the center of the engine. Two air reservoirs made up the engine’s base; one was used for operating the engine, and the other was used for starting. The engine is currently in storage at the Smithsonian. (Paul Gray image via John Lucas / smokstak.com)https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-1874-patent-ready-motor-engine.jpgbrayton-1874-patent-ready-motor-engineBrayton’s 1874 patent illustrating a double-acting engine. The upper side of piston B compressed air as the lower side was exposed to the combustion process of air and fuel being mixed and ignited in chamber H. Reservoir C only stored compressed air.https://oldmachinepress.com/wp-content/uploads/2016/11/brayton-1872-patent-ready-motor-engine.jpgbrayton-1872-patent-ready-motor-enginePatent drawings of George Brayton’s 1872 engine. Gas and air was drawn into cylinder C, compressed by piston D, and stored in reservoir G. The mixture was then released into cylinder A and ignited as it passed through wire gauze e. As the mixture combusted and expanded, it acted on piston B. 2022-01-09T19:42:19+00:00monthlyhttps://oldmachinepress.com/2020/11/20/beardmore-inflexible-rohrbach-ro-vi-experimental-transport/https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-top.jpgBeardmore-Inflexible-topThe Inflexible at Martlesham Heath. In the lower right of the image are the wheel trollies used to move the aircraft sideways into the hangar.https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-side.jpgBeardmore-Inflexible-sideAerodynamic wheel covers were added to the aircraft sometime in early 1929. The Flettner tab controlling the rudder extended some distance behind the aircraft. The aerodynamic balance horns of the rudder and aileron are clearly visible.https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-right-front.jpgBeardmore-Inflexible-right-frontThe Inflexible was on hand at the Royal Air Force Display at Hendon in late June 1928. The aircraft now has “9” painted on the fuselage. In a size comparison, the Inflexible was displayed with a de Havilland DH.71 Tiger Moth (far left). The Tiger Moth’s 22 ft 6 in (6.59 m) wingspan was about one-eighth that of the Inflexible.https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-rear.jpgBeardmore-Inflexible-rearThe duralumin fuselage skin of the Beardmore Inflexible exhibited significant wrinkling. The staining above the wings was caused by engine exhaust and oil. Note the cable running from the wing to the lower fuselage.https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-nose.jpgBeardmore-Inflexible-noseThe group posing in front of the Inflexible gives scale to the aircraft’s immense size. The radiator for the fuselage-mounted engine can be seen under the nose. Exhaust manifolds carried the gasses from the center engine away from the cockpit. Just under the cockpit is the windmill for the servo system pump.https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-flight.jpgBeardmore-Inflexible-flightThe Inflexible makes a pass during the Royal Air Force Display. The pilot, Jack Noakes, is just visible in the open cockpit.https://oldmachinepress.com/wp-content/uploads/2020/11/beardmore-inflexible-bottom.jpgBeardmore-Inflexible-bottomUnderside of the Inflexible as it overflies the Royal Air Force Display at Hendon. The radiators for the wing-mounted engines are visible by the fuselage. Note the aerodynamic balance horns extending from all of the control surfaces.2022-01-02T23:06:31+00:00monthlyhttps://oldmachinepress.com/2020/10/05/hawker-tempest-i-fighter/https://oldmachinepress.com/wp-content/uploads/2020/10/hawker-tempest-i-side-high.jpgHawker-Tempest-I-side-highSide view of the Tempest I with its original framed canopy and cockpit entry door on the side of the aircraft. The tail was very similar to that of the Typhoon, and unlike the Tempest V, its area was not increased. Note the tail wheel doors.https://oldmachinepress.com/wp-content/uploads/2020/10/hawker-tempest-i-rear.jpgHawker-Tempest-I-rearRear view of the Tempest I with its original canopy. Even though the Tempest I shared many components with the Tempest V, it looks like a different aircraft.https://oldmachinepress.com/wp-content/uploads/2020/10/hawker-tempest-i-napier-sabre-iv.jpgHawker-Tempest-I-Napier-Sabre-IVAnother image of Humble in the Tempest I. This angle illustrates the aircraft’s clean lines. The air exit gap aft of the wing radiator is somewhat visible, as are the fish plates to reinforce the tail.https://oldmachinepress.com/wp-content/uploads/2020/10/hawker-tempest-i-in-flight-top.jpgHawker-Tempest-I-in-flight-topThe Tempest I was an elegant aircraft that demonstrated excellent performance. Engine trouble and the more straightforward development of the Tempest V led to the Tempest I ultimately not being produced.https://oldmachinepress.com/wp-content/uploads/2020/10/hawker-tempest-i-in-flight.jpgHawker-Tempest-I-in-flightThe Tempest I in flight with Bill Humble at the controls. The aircraft now has the one-piece bubble canopy, and its armament has been removed. Note the carburetor intake under the engine.https://oldmachinepress.com/wp-content/uploads/2020/10/hawker-tempest-i-front-side.jpgHawker-Tempest-I-front-sideAn excellent view of the recently completed Hawker Tempest I at Langley. Note the wing radiators, the large propeller, and the wide track of the main landing gear. The cannons are installed in the wings. A number of newly-built Hawker Hurricanes are in the background.2022-01-02T23:06:15+00:00monthlyhttps://oldmachinepress.com/2021/12/15/breton-rotary-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2021/12/breton-rotary-engine-transverse.jpgBreton-Rotary-engine-transverseTransverse drawing from the Breton rotary engine patent showing the connecting rods of a front and rear cylinder pair attached to the crank disk. At the center of the crank disk is the planetary gear. https://oldmachinepress.com/wp-content/uploads/2021/12/breton-rotary-engine-sectional.jpgBreton-Rotary-engine-sectionalAnother transverse drawing from the Breton rotary engine patent illustrating the common combustion chamber of the front and rear cylinder pair. The intake valve is on the left and the exhaust valve on the right. The fixed central shaft and its sun gear are at the center of the drawing. The cam rings are visible on the central shaft. At the bottom of the drawing is a crank disk with its two fans.https://oldmachinepress.com/wp-content/uploads/2021/12/breton-rotary-engine-1910.jpgBreton-Rotary-Engine-1910The Breton engine as seen at the 1910 Salon. This view illustrates the cylinder cooling fin angles to match the engine’s rotation. The engine appears very similar to the 1909 version with the exception of new dual magnetos.https://oldmachinepress.com/wp-content/uploads/2021/12/breton-rotary-engine-1909.jpgBreton-Rotary-Engine-1909The Breton Rotary as displayed at the 1909 Salon de l'aéronautique. Note the four-cylinder head casting and the individual fuel lines. The internal air-cooling exit covers can be seen over the crank disks.https://oldmachinepress.com/wp-content/uploads/2021/12/breton-rotary-engine.jpgBreton-Rotary-engineSectional drawing from the Breton rotary engine patent. The three 160-degree Vee engine sections are visible, as are their crank disks. Planetary gears on the crank disk shafts meshed with a sun gear on the fixed central shaft and rotated the engine. 2021-12-15T02:25:15+00:00monthlyhttps://oldmachinepress.com/archives/2021-12-04T01:25:31+00:00weekly0.6https://oldmachinepress.com/2021/11/15/westland-f-7-30-pv-4-biplane-fighter/https://oldmachinepress.com/wp-content/uploads/2021/11/westland-f7-30-rear.jpgWestland-F7-30-rearAlthough the Westland F.7/30 flew well, its performance was far below contemporary fighter aircraft. The winner of Specification F.7/30, the Gloster Gladiator, was 100 mph (161 km/h) faster.https://oldmachinepress.com/wp-content/uploads/2021/11/westland-f7-30-in-flight.jpgWestland-F7-30-in-flightThe Westland F.7/30 (PV.4) on an early test flight. The aircraft is seen with its original open canopy and exhaust manifolds. Note the good visibility from the pilot’s position.https://oldmachinepress.com/wp-content/uploads/2021/11/westland-f7-30-front-left.jpgWestland-F7-30-front-leftThe Westland F.7/30 with an enclosed canopy but still with the original exhaust manifolds. The leading-edge slats are visible on the upper wing.https://oldmachinepress.com/wp-content/uploads/2021/11/westland-f7-30-front.jpgWestland-F7-30-frontFront view of the Westland F.7/30 illustrates the condenser (radiator) under the lower wing. The landing gear supports did nothing to improve airflow into the condenser, and the additional struts for the gull wing did nothing to improve the aircraft’s aerodynamics.https://oldmachinepress.com/wp-content/uploads/2021/11/westland-f7-30-side.jpgWestland-F7-30-sideSide view of the Westland F.7/30 with the updated exhaust manifolds. Note the barrel of the upper machine gun extending almost to the propeller, while the lower machine gun was almost completely recessed. The odd structure forward of the canopy is the gun sight.2021-11-16T04:48:56+00:00monthlyhttps://oldmachinepress.com/2017/07/20/dutheil-chalmers-eole/https://oldmachinepress.com/wp-content/uploads/2017/07/dutheil-chalmers-eole-display.jpgDutheil-Chalmers-Eole-displayThe 97 hp (72 kW), four-cylinder, eight-piston engine on display at the Paris Flight Salon in 1910. The engine has appeared in various publications as both a Dutheil-Chalmers and an Éole. Note the rods that secured the crankcases together. What appears to be the camshaft can be seen under the engine. (alternate view)https://oldmachinepress.com/wp-content/uploads/2017/06/dutheil-chalmers-eole-front.jpgDutheil Chalmers Eole frontThis Drawing illustrates the front of the Dutheil-Chalmers opposed-piston engine. Note the cross shaft that synchronized the two crankshafts. The gear on the cross shaft drove the engine’s camshaft. The pushrods, rockers, and valves are visible.https://oldmachinepress.com/wp-content/uploads/2017/06/dutheil-chalmers-eole-2-view.jpgDutheil Chalmers Eole 2 viewTop and side view drawings of the four-cylinder, opposed-piston engine. The drawings show no valve train and differ slightly from photos of the actual engine, but they give an idea of the engine’s general layout.https://oldmachinepress.com/wp-content/uploads/2017/06/dutheil-chalmers-eole-props-rear.jpgDutheil Chalmers Eole props rearThe 97 hp (72 kW), four-cylinder, eight-piston engine on display at the Paris Flight Salon in 1910. The engine has appeared in various publications as both a Dutheil-Chalmers and an Éole. Note the rods that secured the crankcases together. What appears to be the camshaft can be seen under the engine.https://oldmachinepress.com/wp-content/uploads/2017/06/dutheil-chalmers-eole-patent.jpgDutheil Chalmers Eole patentTaken from the Dutheil-Chalmers British patent of 1909, this drawing shows the layout of the horizontal, opposed-piston engine. The dashed lines represent the bevel-gear cross shaft that synchronized the two crankshafts.2021-10-17T20:44:32+00:00monthlyhttps://oldmachinepress.com/2021/10/15/anzani-20-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-frank-coffyn.jpgAnzani-20-cylinder-Frank-CoffynFrank Coffyn with the Azani 20-cylinder engine purchased by Robert Collier to power his Burgess Company Model L Flying Boat. Note the front carburetor under the engine and the induction pipes leading from the front crankcase chamber to the cylinders.https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-collier-burgess-model-l.jpgAnzani-20-cylinder-Collier-Burgess-Model-LRobert Collier piloting the Model L over Lower New York Bay in late 1913.https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-burgess-model-l.jpgAnzani-20-cylinder-Burgess-Model-LRight-rear view of the Model L provides a good view of the 20-cylinder engine in the pusher configuration. Note the extension shaft leading to the wooden four-blade propeller (made up of two two-blade units) that was 8 ft 4 in (2.54 m) in diameter.https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-ad-july-1913.jpgAnzani-20-Cylinder-ad-July-1913Ads for the Anzani 20-cylinder engine first appeared in April 1913, and the ad above is from July 1913. The list price for the engine in 1914 was £1,072. (image via aviationancestry.co.uk)https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-ymca.jpgAnzani-20-cylinder-YMCAThe 20-cylinder engine in the possession of the West Side YMCA in New York circa 1919. The engine was used as an instructional aid, but it is not known what ultimately happened to the 20-cylinder engine. Note the engine’s mounting ring which could be used in tractor or pusher installations.https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-rear.jpgAnzani-20-cylinder-rearRear view of the 20-cylinder engine shows its two magnetos. Note the bifurcated “Y” exhaust stacks and the rear carburetor under the engine.https://oldmachinepress.com/wp-content/uploads/2021/10/anzani-20-cylinder-frank-coffyn-burgess-model-l.jpgAnzani-20-cylinder-Frank-Coffyn-Burgess-Model-LCoffyn stands in the Model L Flying Boat with the 20-cylinder engine mounted between the biplane’s wings. It appears the engine’s installation allowed for unrestricted access to cooling air.2021-10-15T21:19:34+00:00monthlyhttps://oldmachinepress.com/2021/03/05/rail-zeppelin-propeller-driven-railcar-schienenzeppelin/https://oldmachinepress.com/wp-content/uploads/2021/01/svt-137-155.jpgSVT-137-155The SVT 137 155 built upon the Rail Zeppelin’s diesel-hydraulic experiments. Note the exhaust stack splitting the windscreen.https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-two-blade-station.jpgRail-Zeppelin-two-blade-stationThe Rail Zeppelin with its two-blade propeller sits at Spandau (Berlin) station after its run on 21 June 1931. The two-blade propeller improved the machine’s top speed but slowed acceleration.https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-top.jpgRail-Zeppelin-topThis upper view of the Rail Zeppelin in Berlin illustrates the machine’s canvas covering over its upper body. Note the windshield wipers and the two-blade propeller.https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-rear-four-blade-21-10-1930.jpgRail-Zeppelin-rear-four-blade-21-10-1930Rear view of the Rail Zeppelin with its four-blade propeller. The grate on the side was the cooling air intake. The circular housing under the propeller was for lights. https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-no-body-30-08-1930.jpgRail-Zeppelin-no-body-30-08-1930The bodyless Rail Zeppelin on 30 August 1930 illustrating the machine’s intricate frame. Note the numerous lightening holes in the truss frame. The engine-driven centrifugal fan drew in air via the circular opening (one on each side). The air was then forced through the large, square radiator in the lower rear of the railcar.https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-front-left.jpgRail-Zeppelin-front-leftThe completed Rail Zeppelin displaying its streamlined form for press photographers. Note the two exhaust stacks at the rear of the machine and its long wheelbase.https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-four-blade-station.jpgRail-Zeppelin-four-blade-stationWith its propeller spinning, the Rail Zeppelin awaits departure at a station. Although the propeller did not really extend beyond the railcar’s body, this view illustrates the rather disconcerting proposition of passengers coming into close proximity of the large propeller. Note the open middle access door. https://oldmachinepress.com/wp-content/uploads/2021/01/rail-zeppelin-diesel-hydraulic.jpgRail-Zeppelin-Diesel-hydraulicImage of the modified Rail Zeppelin with propeller removed and the engine installed in the nose. The nose and cockpit were revised for the installation of the engine and the hydraulic drive. Barely visible is the dual-axle front bogie.https://oldmachinepress.com/wp-content/uploads/2021/01/dvl-propellerwagen.jpgDVL-PropellerwagenThe DVL’s Propellerwagen was strictly a test machine and not intended to transport passengers. However, the Propellerwagen provided important information on suspension and handling that was applied to the Rail Zeppelin.https://oldmachinepress.com/wp-content/uploads/2021/01/dringos-wagen.jpgDringos-WagenThe Dringos-Wagen testing the concept of a propeller-driven railcar in 1919. Note the radiators installed on the deck2021-10-05T05:01:50+00:00monthlyhttps://oldmachinepress.com/2016/09/05/yakovlev-m-501-and-zvezda-m503-and-m504-diesel-engines/https://oldmachinepress.com/wp-content/uploads/2016/09/zvezda-m507-engine-korabel.jpgZvezda-M507-engine-korabelThe M507 was comprised of two M504 engines joined by a common gearbox. The engine sections had separate systems and were independent of each other. (www.korabel.ru image)https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m503-cross-section.jpgZvezda M503 cross sectionSectional view looking from the rear of a 42-cylinder Zvezda M503. The cylinder banks were numbered clockwise starting with the lower left; bank three had the master connecting rod. Note the angle of the fuel injector in the cylinder and that the injector pumps were driven by the camshaft (as seen on the upper left bank).https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m503-bulgaria.jpgZvezda M503 BulgariaThis partially disassembled M503 at the Naval Museum in Varna, Bulgaria gives some insight to the inner workings of the engine. The turbine wheel can be seen on the far left. Immediately to the right is the air intake leading to the compressor wheel, which is just barely visible in its housing. From the compressor, the air was sent through the seven outlets to the cylinder banks. The exhaust pipe can just be seen inside the water-jacketed manifold on the upper cylinder bank. Note the studs used to hold the missing cylinder bank.https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m507-engine.jpgZvezda M507 engineThe M507 was comprised of two M504 engines joined by a common gearbox. The engine sections had separate systems and were independent of each other.https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m504-56-cyl.jpgZvezda M504 56-cylThe 56-cylinder Zvezda M504 engine’s architecture was very similar to the M503, but note the revised turbocharger arrangement. Wood covers have been inserted into the air intakes. Just to the right of the visible intakes are the aftercoolers incorporated into the intake manifolds.https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m503-rear.jpgZvezda M503 RearRear view of a M503 on display at Flugausstellung L.+P. Junior in Hermeskeil, Germany. The upper cylinder gives a good view of the exhaust (upper) and intake (lower) manifolds, and the engine’s intake screen can just be seen between the manifolds as they join the compounded turbosupercharger. The exhaust gasses exited the top of the turbine housing. (Alf van Beem image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m503-front.jpgZvezda M503 frontFront view of a 42-cylinder Zvezda M503 on display at the Technik Museum in Speyer, Germany. Unfortunately, no photos of the Yakovlev M-501 have been found, but the M503 was very similar. Note the large, water-jacketed exhaust manifolds. The intake manifold is visible in the engine Vee closest to the camera. (Stahlkocher image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2016/08/zvezda-m503-dragon-fire.jpgZvezda M503 Dragon FireDragon Fire’s heavily modified M503 engine under construction. Each cylinder bank is missing its fuel rail and three six-cylinder magnetos. The turbine wheel has been discarded. The large throttle body on the left has a single butterfly valve and leads to the supercharger compressor. Note that the cylinder barrels and head mounting studs are exposed and that each valve has its own port.2023-02-23T03:01:05+00:00monthlyhttps://oldmachinepress.com/2021/09/15/caffort-12aa-12-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2021/09/caffort-12aa-engine-stand.jpgCaffort-12Aa-engine-standThe 12Aa in a rotating assembly stand. Visible are the three cylinder blocks, each with a pair of cylinders. The long intake manifold can be seen under the cylinder bank. Note the four spark plugs in each cylinder pair valve cover. https://oldmachinepress.com/wp-content/uploads/2021/09/caffort-12aa-engine-front-aerofossile2012.jpgCaffort-12Aa-engine-front-Aerofossile2012Image of the 12Aa in the Le Bourget Air & Space Museum providing a good top view of the engine, the upper crankcase cover, and the magnetos. Note the fuel pumps by the front carburetors. (Aerofossile2012 image)https://oldmachinepress.com/wp-content/uploads/2021/09/caffort-12aa-engine-close-aerofossile2012.jpgCaffort-12Aa-engine-close-Aerofossile2012Note the attachment of the nose case to the 12Aa. The layshafts and spur reduction gears in the nose case could be removed and a new propeller shaft fitted to enable direct drive. (Aerofossile2012 image)https://oldmachinepress.com/wp-content/uploads/2021/09/caffort-12aa-rear.jpgCaffort-12Aa-rearRear view of the Caffort 12Aa engine much as it appeared at the 1926 Paris Salon de l’Aviation. The engine’s large top cover is removed to display the crankshaft and inside the crankcase. Note the pushrod tubes extending between the exhaust stacks and the crankshaft-driven water pump.2021-09-28T02:32:43+00:00monthlyhttps://oldmachinepress.com/2021/08/20/fairchild-caminez-447-radial-cam-engine/https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-b-drawing.jpgFairchild-Caminez-447-B-drawingDrawings of the Fairchild Caminez 447-B, but all of the 447 engines had similar layouts. Note the general interaction of the camshaft, pistons with their roller bearings, and the link holders connecting the pistons. Starting with the 447-C, the link holders joined at a common point.https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-b.jpgFairchild-Caminez-447-BThe 447-B was refined from the 447-A. The valve train had again been updated; the cylinders had an aluminum head, and the exhaust port was moved to the back of the cylinder. Note the large brackets for the rocker arms.https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-a.jpgFairchild-Caminez-447-AFront and rear views of the 447-A. Note the revised valve train and induction system compared to the prototype engine. Tie rods can be seen between the rocker bracket and the engine case. (Aircraft Engine Historical Society image)https://oldmachinepress.com/wp-content/uploads/2021/08/caminez-radial-cam-engine-prototype.jpgCaminez-Radial-Cam-Engine-prototypeThe Radial Cam Engine prototype was built-up quickly to test the cam-drive system, but the engine’s basic configuration carried on throughout the later Fairchild Caminez 447 series. Note the rocker arm setup, the large side-engine mount, and the long intake runners. (Aircraft Engine Historical Society image)https://oldmachinepress.com/wp-content/uploads/2021/08/avro-504-477-a-r-loftis.jpgAvro-504-477-A-R-LoftisThe modified 447-A engine with coil valve springs installed in an Avro 504 biplane. Harold Caminez is at left; pilot Richard Depew is at center; and Sherman Fairchild is at right. (Richard E. Loftis image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2021/08/waco-10-447-b.jpgWaco-10-447-BA Waco 10 with a 447-B engine. This aircraft was eventually fitted with a 447-C and was flown by Myron Gould "Dan" Beard for over 6,300 miles in the Ford Reliability Tour of 1928. https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-pistons.jpgFairchild-Caminez-447-pistonsLeft: Cam lobes, pistons, and link holders of the Radial Cam Engine prototype. Right: Cam lobes, pistons, and link holders of the 447-C. The piston design changed incrementally throughout the series, but the 447-C was the first to have the link holders join at a common point.https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-d-r-loftis.jpgFairchild-Caminez-447-D-R-LoftisThe Fairchild Caminez 447-D engine was a complete redesign with a new engine case and new cylinders. The exhaust valve is on the front of the cylinder, while the intake valve is at the rear, and the rocker arms are completely enclosed. The design appears much more refined compared to the earlier 447 engines. (Richard E. Loftis image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-c-nasm.jpgFairchild-Caminez-447-C-NASMA Fairchild Caminez 447-C cutaway engine held at the Smithsonian National Air and Space Museum. Note the “Caminez Engine” and Fairchild logo stamped into the propeller hub.https://oldmachinepress.com/wp-content/uploads/2021/08/fairchild-caminez-447-c.jpgFairchild-Caminez-447-COnce the 447-B fell short, production hopes fell on the 447-C. While the engine case was slightly updated, the primary changes to the 447-C were internal, with new pistons and link holders. (Aircraft Engine Historical Society image)2022-01-29T13:13:12+00:00monthlyhttps://oldmachinepress.com/2019/10/05/supermarine-spiteful-and-seafang-fighters/https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-rb518-side.jpgSupermarine Spiteful RB518 sidehttps://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-seafang-vb895-wings-folded.jpgSupermarine Seafang VB895 wings foldedThe folding wings on Seafang VB895 were hydraulically operated and decreased the aircraft’s wingspan by 8 ft (2.4 m). Although, the wide tack landing gear contributed to snaking at low speeds, it enhanced the stability at higher speeds and as the aircraft slammed down on a carrier deck.https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-rb520.jpgSupermarine Spiteful RB520Spiteful RB520 was loaned out for Seafang development and is considered by some as a Seafang prototype. Note the tail hook housed below the rudder and the “Royal Navy” stenciling on the fuselage.https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-rb518.jpgSupermarine Spiteful RB518Powered with a two-stage, three-speed Griffon 101 engine, Spiteful RB518 achieved a level-flight speed of 494 mph, the highest recorded by a British piston-powered aircraft. RB518 was the only F.XVI Spiteful and was subsequently written off after its seventh forced landing.https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-rb515-underside.jpgSupermarine Spiteful RB515 undersideThe underside of Spiteful RB515, the first production aircraft, illustrates the wings’ straight leading and trailing edges. Note the standard, short intake scoop. Outlines of the radiator housing doors are visible.https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-rb515-in-flight.jpgSupermarine Spiteful RB515 in flightAnother view of RB515 illustrates the larger Spiteful tail that was later applied to the Spitfire F.22 and F.24. The tail improved the Spiteful’s handling, but the aircraft’s stall was still violent compared to the Spitfire’s. https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-nn667-and-rb523-long-scoop.jpgSupermarine Spiteful NN667 and RB523 long scoopA comparison of the third Spiteful prototype (NN667) and the ninth F.XIV production aircraft (RB523). Both have the elongated intake scoop mounted under the engine and just behind the spinner. Note the larger tail compared to the first Spiteful prototypes.https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-nn664-2nd-prototype.jpgSupermarine Spiteful NN664 2nd prototypeThe Spiteful prototype (NN664) is considered the first true Spiteful because it incorporated the new fuselage. The aircraft was never painted. Note the standard, Spitfire F.21 tail.https://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-spiteful-nn660-1st-prototype.jpgSupermarine Spiteful NN660 1st prototypeThe first Supermarine Spiteful prototype (NN660) consisted of new laminar flow wings mounted to a Spitfire XIV fuselage. Note the wide and shallow radiator housings under the wings and the standard canopyhttps://oldmachinepress.com/wp-content/uploads/2019/10/supermarine-seafang-vg471.jpgSupermarine Seafang VG471The side view of Seafang VG471 illustrates many of the aircraft’s features: long intake scoop, straight wing edges, radiator scoop doors, rounded windscreen, bubble canopy, large tail, and arrestor hook.2021-08-17T18:00:51+00:00monthlyhttps://oldmachinepress.com/2016/12/20/union-pacific-4-8-8-4-big-boy-locomotive/https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-firebox-and-boiler.jpgbig-boy-firebox-and-boilerThe Big Boy’s firebox (left), boiler (middle), and smokebox (right) were all mounted as a single unit and can been seen here, ready to be lowered onto the engine’s frame. The two humps above the boiler are the sandboxes. Between the sandboxes is the steam dome, its exposed studs waiting for the cover plate. Exiting the lower part of the smokebox is a duct to feed steam from the superheater to the cylinders.https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4017.jpgbig-boy-4017Smoke and steam billow out of Big Boy engine 4017 as it starts off from Rawlins, Wyoming. Even though it is a -1 class, the cooler has been removed from the railing on the front of the engine.https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4012.jpgbig-boy-4012Big Boy 4012 hauling a load of freight through Green River, Wyoming in November 1941. This was possibly the first trip west in the recently delivered engine.https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4002.jpgbig-boy-4002The crew standing next to newly-completed Big Boy 4002 gives scale to every part of the engine: the cylinders, wheels, boiler, etc. The railing on the front of the -1 class engines was originally coolers for the air pump. The -2 class used a standard Wilson aftercooler, as the custom set up on the Class -1 would often crack. As the coolers failed on the -1 class, they were removed and replaced by Wilson units.https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-boiler.jpgbig-boy-boilerThe Big Boy’s firebox (left), boiler (middle), and smokebox (right) were all mounted as a single unit and can been seen here, ready to be lowered on to the engine’s frame. The two humps above the boiler are the sandboxes. Between the sandboxes is the steam dome, its exposed studs waiting for the cover plate. Exiting the lower part of the smokebox is a duct to feed steam from the superheater to the cylinders.https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4023-tender.jpgbig-boy-4023-tenderThis image of the engine 4023’s tender helps illustrate the locomotive’s massive size. Note the recessed ladder. Visible on this side are the five wheels mounted to the tender and the two installed in the leading truck. The diagonal row of rivets indicates the partition between the water tank in the rear of the tender and the coal compartment in the front. (Larry Pieniazek image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4021.jpgbig-boy-4021Well-worn engine 4021 hauls freight near the end of its career. The Big Boys were one of the last steam engines in regular service.https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4017-drive-wheels.jpgbig-boy-4017-drive-wheelsThe front drive wheels on engine 4017. The black box on the right is the cylinder, with the piston rod extending out to the left. A crosshead joins the piston rod with the connecting rod. The connecting rod extends back and attaches to the third drive wheel, and a coupling rod connects all the drive wheels together. (National Railroad Museum image)https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4014-smokebox.jpgbig-boy-4014-smokeboxThe smokebox of engine 4014 as it undergoes restoration. The workers inside give some perspective to the immense size of the Big Boy. The large vertical ducts are the engine’s dual stacks. The large pipes behind the stacks and leading down the side of the smokebox take steam from the superheater to the cylinders. The vertical tubes are the superheater elements, just beyond which are the horizontal tubes and flues that extend through the boiler to the firebox. (Union Pacific image via video screenshot)https://oldmachinepress.com/wp-content/uploads/2016/12/big-boy-4014-boiler-stripped.jpgbig-boy-4014-boiler-strippedBig Boy 4014 sits in Cheyenne stripped down and with its cab removed and undergoing restoration. (Union Pacific image)2024-09-25T14:26:49+00:00monthlyhttps://oldmachinepress.com/2019/04/05/isotta-fraschini-w-18-aircraft-and-marine-engines/https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-l180.jpgIsotta Fraschini Asso L180Other than having a W-18 layout, the Isotta Fraschini L.180 did not share much in common with the Asso 750 or 1000. However, the two-outlet supercharger suggests a similar induction system to the earlier engines. Note the gear reduction’s hollow propeller shaft and the mounts for a cannon atop the engine. https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-1000.jpgIsotta Fraschini Asso 1000The Isotta Fraschini Asso 1000 was very similar to the Asso 750. Note the intake manifolds between the cylinder banks, each taking the air/fuel mixture from one of the outer banks and feeding half of the center bank.https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-750.jpgMotore Isotta Fraschini Asso 750Two views of the direct drive Asso 750 displayed at the Museo nazionale della scienza e della tecnologia Leonardo da Vinci in Milan. Note the three exhaust stacks visible on the center cylinder bank. The front image of the engine illustrates the lack of space between the cylinder banks, which were set at 40 degrees. (Alessandro Nassiri images via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-750-rc35-rear.jpgIsotta Fraschini Asso 750 rc35 rearThe single-speed supercharger on the Asso 750 RC35 is illustrated in this rear view. Note the relocated and new mounting point for the water pump. The supercharger forced-fed air to the engine’s six carburetors.https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-750-rc35-front.jpgIsotta Fraschini Asso 750 rc35 frontFront view of the Asso 750 RC35. The gear reduction required new upper and lower crankcase halves and a new crankshaft, but the other components were interchangeable with the direct drive engine.https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-750-rc35-crankcase.jpgIsotta Fraschini Asso 750 RC35 crankcaseThe cylinder row, upper crankcase, and cylinder head (inverted) of an Asso 750 RC35 with gear reduction. The direct drive Asso 750 was similar except for the shape of the front (right side) of the crankcase. Note the closed top cylinders. The small holes between the studs in the cylinder top were water passageways that communicated with ports on the cylinder head.https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asso-750-front.jpgIsotta Fraschini Asso 750 frontThe direct drive Isotta Fraschini Asso 750 was the first in a series of 18-cylinder engines that would ultimately be switched to marine use and stay in some form of production for over 90 years.https://oldmachinepress.com/wp-content/uploads/2019/03/isotta-fraschini-asm-184.jpgIsotta Fraschini ASM 184The Isotta Fraschini ASM 184 engine with its large, water-cooled exhaust manifolds and drive gearbox. Note that the center bank only has its rear (left) cylinders feeding into the visible exhaust manifold. One of the two centrifugal superchargers can be seen at the rear of the engine. The engine is on display at the Museo Nicolis in Villafranca di Verona. (Stefano Pasini image)https://oldmachinepress.com/wp-content/uploads/2019/03/dabelju-if-w-18-57l.jpgDabelju IF W-18 57LThe modified Isotta Fraschini W-18 in Team Twister’s Dabelju. The engine’s heads have been modified to have individual intake and exhaust ports. These crossflow heads are similar in concept to the heads used on the Macchi M.67’s engine. https://oldmachinepress.com/wp-content/uploads/2019/03/crm-18-d-engines.jpgCRM 18 D enginesFour CRM 18 D engines, which can trace their heritage back to the Asso 1000. The three engines on the left use mechanical fuel injection with three distribution pumps. The engine on the right has a common fuel rail. Note the three turbochargers at the front of each engine. (CRM Motori image)2023-11-20T21:02:32+00:00monthlyhttps://oldmachinepress.com/2021/08/05/sncac-nc-3021-belphegor-high-altitude-research-aircraft/https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-160-model.jpgSNCAC-NC-160-modelModel of the pre-war NC 160 dive bomber displays the basic layout that would be scaled-up for the NC 3020.https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-3021-right-side.jpgSNCAC-NC-3021-right-sideThe NC 3021 before the dorsal fairing was added forward of the vertical stabilizer. Note the glazing on the lower fuselage. Between the panels was the lower pressure cabin bulge with observation ports.https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-3021-right-rear.jpgSNCAC-NC-3021-right-rearRear view of the NC 3021 illustrates the upper pressure cabin bulge for the cockpit. Note the observation ports on the side of the fuselage.https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-3021-inflight-top.jpgSNCAC-NC-3021-inflight-topAlthough of poor quality, this image of the NC 3021 in flight shows the dorsal fairing that was added to aid directional stability.https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-3021-inflight-right.jpgSNCAC-NC-3021-inflight-rightLarge, complex, and expensive, the NC 3021 was never used to collect scientific data on the stratosphere. It is doubtful that the aircraft was ever tested to its estimated ceiling. https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-3021-front-no-cowling.jpgSNCAC-NC-3021-front-no-cowlingThe maintenance crew underneath the uncowled NC 3021 provides reference to just how large the aircraft was. The duct supplying air to the supercharger can be seen along the side of the engine. Note the open access door in the rear fuselage.https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc-3021-front.jpgSNCAC-NC-3021-frontFront view of the NC 3021 displays the DB 610’s side and lower exhaust stacks. Note the duct under the engine to supply air for cabin pressurization. The engine and propeller were most likely repurposed from stock intended for a German Heinkel He 177 bomber.2021-08-06T04:32:58+00:00monthlyhttps://oldmachinepress.com/2021/07/20/daimler-benz-db-606-db-610-and-db-613-doppelmotoren/https://oldmachinepress.com/wp-content/uploads/2021/07/sncac-nc3021-belphegor.jpgSNCAC-NC3021-BelphegorThe SNCAC NC.3021 Belphégor was a high-altitude research aircraft that incorporated a pressurized cabin. Powered by a DB 610, the post-war aircraft carried a crew of three plus two researchers. It was the last aircraft design that used a Daimler-Benz doppelmotor.https://oldmachinepress.com/wp-content/uploads/2021/07/junkers-ju-288-c-v103-db-610.jpgJunkers-Ju-288-C-V103-DB-610When Junkers was unable to supply the needed numbers of the Jumo 222 engine, the DB 606 and DB 610 were used in its place to power the Junkers Ju 288 bomber. Ju 288 V103 seen above was probably the first Ju 288 to be powered by the DB 610.https://oldmachinepress.com/wp-content/uploads/2021/07/heinkel-he-177-a-02-0017-db-606.jpgHeinkel-He-177-A-02-0017-DB-606The Heinkel He 177 bomber was designed to take advantage of the reduced drag offered by the DB 606 doppelmotor. However, the engine and its installation proved to be very problematic. The He 177 A-02 pictured above was the tenth He 177 built and second production machine. It was lost in May 1942 during a crash landing after both engines caught fire.https://oldmachinepress.com/wp-content/uploads/2021/07/heinkel-he-119-d-aute-db-606.jpgHeinkel-He-119-D-AUTE-DB-606The DB 606 was designed for use buried in the fuselage of the Heinkel He 119 and powered the propeller via a long extension shaft. This aircraft (D-AUTE) was lost on 16 December 1937 following an engine failure due to a faulty fuel transfer valve.https://oldmachinepress.com/wp-content/uploads/2021/07/daimler-benz-db-613.jpgDaimler-Benz-DB-613The DB 613 utilized two DB 603 engines. It was the largest, heaviest, and most powerful of the doppelmotoren. The DB 613 had an asymmetric combing gear housing that incorporated an accessory drive. The engine never progressed beyond prototype testing.https://oldmachinepress.com/wp-content/uploads/2021/07/daimler-benz-db-610-engine-side.jpgDaimler-Benz-DB-610-engine-sideThe DB 610 combined two DB 605 engines and was intended to cure the issues with the DB 606. While the DB 610 was more powerful, issues still persisted, and all doppelmotoren proved to be difficult to service and maintain. The propeller extension shaft was typical, being used on the He 177, Ju 288, and NC.3021.https://oldmachinepress.com/wp-content/uploads/2021/07/daimler-benz-db-610-engine-rear.jpgDaimler-Benz-DB-610-engine-rearSide view of the DB 610 illustrates the relative ease with which the spark plugs on the outer cylinder banks can be accessed. However, one can imagine the extreme difficulty of accessing the spark plugs of the inner cylinder banks. The bolts on the upper side of the crankcase are the transverse bolts that pass through the main bearing caps.https://oldmachinepress.com/wp-content/uploads/2021/07/daimler-benz-db-606-engine-front.jpgDaimler-Benz-DB-606-engine-frontThe Daimler-Benz doppelmotoren (double engines) were quite literally formed by combining two separate engines. The DB 606 was made from two DB 601 engines. The levers attached to the combining gear reduction housing controlled the coupling and decoupling of the separate engine sections.https://oldmachinepress.com/wp-content/uploads/2021/07/daimler-benz-db-606-engine-bottom-eng.jpgDaimler-Benz-DB-606-engine-bottom-engBottom view of a DB 606 illustrates the separate engine sections. Note the rear engine mount which joined the two engine sections. The fuel injection pump for each engine section can be seen in the Vee between the cylinder banks.https://oldmachinepress.com/wp-content/uploads/2021/07/daimler-benz-db-606-engine-rear.jpgDaimler-Benz DB 606 engine rearRear view of a DB 606 displays the mirrored accessories on the back of each engine section. The left engine (X-Motor) had the standard accessory housing and supercharger. The accessory section of the right engine (W-Motor) was unique to the doppelmotor. The square mounting pad for the cannon can be seen at the center of each engine section, but this was not used on the doppelmotoren.2024-06-13T00:19:49+00:00monthlyhttps://oldmachinepress.com/2021/06/05/junkers-jumo-222-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ju-288-v9.jpgJunkers-Jumo-222-Ju-288-V9The Ju 288 V9 (B-series, four-man crew) with standard spinners in flight. Just visible is the annular radiator mounted inside the cowling. Note the lower rows of exhaust stacks under the cowling.https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ju-52-testbed.jpgJunkers-Jumo-222-Ju-52-testbedA Jumo 222 installed in the nose of a Junkers Ju 52 transport test bed. The engine was equipped with exhaust manifolds to duct the fumes away from the cockpit. Note how the Jumo 222’s engine nacelle appears no larger than those for the Ju 52’s standard 725 hp (541 kW) engines.https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ef-left-side.jpgJunkers-Jumo-222-EF-left-sideThe 2,500 hp (1,864 kW) Jumo 222 E displayed at the Deutsches Museum in Munich. The two-stage supercharger added to the engine’s overall length. Note the revised induction system that incorporated aftercoolers and new intake manifolds. (Deutsches Museum image)https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ef-front.jpgJunkers-Jumo-222-EF-frontThis Jumo 222 E was captured and sent to the United States for testing. It was most likely the engine that Wright Field planned to test in late 1946. The engine was returned to Germany in 1978. Note the starter mounted above the gear reduction housing. (Deutsches Museum image)https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ab-installtion.jpgJunkers-Jumo-222-AB-installtionA 2,000 hp (1,491 kW) Jumo 222 A/B-1 installed in a Junkers Ju 288 engine nacelle. Note the individual exhaust stacks protruding from the cowling.https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ab-2-3-side.jpgJunkers-Jumo-222-AB-2-3-sideA Jumo 222 A/B-2 or -3 engine with an extended gear reduction housing. Note the revised intake manifolds with a balance pipe joining the two at their center. Two engine mounting pads are visible between the upper cylinder banks.https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ab-1-rear.jpgJunkers-Jumo-222-AB-1-rearRear view of the Jumo 222 A/B-1 illustrating the supercharger and its two-sided inlet. Note how the intake manifold branches to serve two adjacent cylinder banks. The engine’s magnetos are mounted to the upper cylinder banks, and the oil pump is mounted under the supercharger.https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ab-1-front.jpgJunkers-Jumo-222-AB-1-frontA Junkers Jumo 222 A/B-1 engine with a short gear reduction housing. First run in 1939, the Jumo 222 represented what was believed to be the next generation of German aircraft engines. Note the coolant pump below the gear reduction housing and the fuel injection pump between the intake manifolds. https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-ab_ju288_v5.jpgJunkers-Jumo-222-AB_Ju288_V5The Ju 288 V5 (A-series, three-man crew) was the first of the type to fly with Jumo 222 engines. The cowling incorporated an annular radiator that was fed via a ducted spinner. Subsequent prototypes powered by Jumo 222 engines used standard spinners.https://oldmachinepress.com/wp-content/uploads/2021/05/junkers-jumo-222-sectional.jpgJunkers-Jumo-222-sectionalSectional view of the Jumo 222 with a master connecting rod in an upper cylinder bank. This is most likely a Jumo 222 A/B-1 engine, as it appears to have an early H-beam articulated connecting rod design. Later variants had the master connecting rods in the lower banks and I-bean articulated connecting rods. Note the wedge-shaped combustion chambers. 2025-01-24T09:03:27+00:00monthlyhttps://oldmachinepress.com/2012/12/05/heinkel-he-119/https://oldmachinepress.com/wp-content/uploads/2016/05/heinkel-he-119-v4-front.jpgHeinkel He 119 V4 frontMany sources identify this aircraft as the He 119 V2. However, the wing root intake for the supercharger and lower lip of the radiator do not match those found on V2. The features do match those found on V3. Therefore, this aircraft is most likely the He 119 V4.https://oldmachinepress.com/wp-content/uploads/2016/05/daimler-benz-db-606.jpgDaimler-Benz DB 606The Daimler-Benz DB 606 engine was comprised of two DB 601 engines joined to a common gear reduction.https://oldmachinepress.com/wp-content/uploads/2016/04/heinkel-he-119-nose-radiator.jpgHeinkel He 119 nose radiatorA good view of the He 119’s glazed cockpit is provided in this image. Most sources state this aircraft is V4, but it possesses the exhaust ports of V1. Note the extended radiator.https://oldmachinepress.com/wp-content/uploads/2016/04/heinkel-he119-v1-side-e1460598803787.jpgHeinkel He119 V1 sideHeinkel He 119 V1 prototype with the hastily installed radiator to augment the evaporate cooling system.https://oldmachinepress.com/wp-content/uploads/2016/04/heinkel-he-119-v3-b.jpgHeinkel He 119 V3 bThe Heinkel He 119 V3 seaplane taxiing under its own power. This aircraft was to be used on an attempt to set a new 1000 km (621 mi) seaplane record, but such plans were cancelled after the other He 119’s crash.https://oldmachinepress.com/wp-content/uploads/2012/12/heinkel-he-119-v3-side.jpgHeinkel He 119 V3 sideSide view of the He 119 V3. The updated wing used on the V3 and all further He 119 aircraft can be seen as well as tail modifications to increase the seaplanes stability. https://oldmachinepress.com/wp-content/uploads/2012/12/heinkel-he-119-v2.jpgHeinkel He 119 V2Heinkel He 119 V2 with windows in the rear fuselage for the radio operator. https://oldmachinepress.com/wp-content/uploads/2012/12/heinkel-he-119-v2-japanese.jpgHeinkel He 119 V2 JapaneseHeinkel He 119 V2 with the Japanese Naval delegation. The sliding roof panel for the pilot's cockpit access can clearly be seen. https://oldmachinepress.com/wp-content/uploads/2012/12/diamler-benz-db-606.jpgDiamler-Benz DB 606Diamler-Benz DB 606 engine comprised for two DB 601 engines joined to a common gear reduction.2023-11-01T00:34:39+00:00monthlyhttps://oldmachinepress.com/2018/07/20/daimler-benz-db-604-x-24-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/06/daimler-benz-db-604-side1.jpgDaimler-Benz DB 604 sideThe DB 604 was a rather compact design. A magneto can be seen at the front of the engine between the exhaust ports of the upper and lower cylinder banks. Note the supercharger at the rear of the engine. (Evžen Všetečka image via www.aircraftengine.cz)https://oldmachinepress.com/wp-content/uploads/2018/06/daimler-benz-db-604-right.jpgDaimler-Benz DB 604 rightSome of the fuel injection equipment is just visible in the engine’s upper Vee. The sole surviving DB 604 engine is on display at the Flugausstellung L.+ P. Junior museum in Hermeskeil, Germany. (Evžen Všetečka image via www.aircraftengine.cz)https://oldmachinepress.com/wp-content/uploads/2018/06/daimler-benz-db-604-left.jpgDaimler-Benz DB 604 leftDespite a number of X-24 aircraft engines being made, none truly were produced beyond the prototype phase, and the DB 604 was no exception. Note that the two intake manifolds between the upper (and lower) cylinder banks were connected at the front of the engine to equalize pressure. (Evžen Všetečka image via www.aircraftengine.cz)https://oldmachinepress.com/wp-content/uploads/2018/06/daimler-benz-db-604.jpgDaimler-Benz DB 604The Daimler-Benz DB 604 was designed in 1939 to power the next generation of German fast bombers under the Bomber B program. However, the engine was not selected for production.2021-07-20T15:38:18+00:00monthlyhttps://oldmachinepress.com/2012/12/11/yokosuka-kugisho-r2y1-keiun/https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun.jpgYokosuka R2Y1 KeiunThe standard image of the Yokosuka R2Y1 Keiun. It is belived the first scoop on the side of the aircraft provided cooling air for the engine's internal exhaust baffling. The second, larger scoop provided induction air for the turbocharger-less Aichi [Ha-70] engine in the prototype. The final two ports were for the engine's exhaust.https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun-taxi.jpgYokosuka R2Y1 Keiun taxiYokosuka Keiun undergoing taxi tests in May 1945.https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun-takeoff.jpgYokosuka R2Y1 Keiun TakeoffYokosuka R2Y1 Keiun taking off for its one an only flight on May 29, 1945.https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun-ground.jpgYokosuka R2Y1 Keiun GroundA good view of the R2Y1's nose. A radiator inlet can be seen under the wing and in front of the main gear. The ventral scoop was to be inlet air for the turbocharger and intercooler but these were not installed on the prototype.https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun-ground-run.jpgYokosuka R2Y1 Keiun Ground RunYokosuka R2Y1 undergoing a ground run.https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun-drawing-side.jpgYokosuka R2Y1 Keiun Drawing sideScale drawing of the Yokosuka R2Y1 Keiun with the Aichi [Ha-70] engine ghosted in above the wing. The large square under the canopy was an access door for the radio operator / navigator, and the rectangles forward of the door were windows. Note the anti-tailstrike tailwheel.https://oldmachinepress.com/wp-content/uploads/2012/12/yokosuka-r2y1-keiun-construction.jpgYokosuka R2Y1 Keiun ConstructionThe second R2Y1 prototype as seen unfinished at the end of WWII. Note the wing root and ventral intakes.2021-07-20T15:36:17+00:00monthlyhttps://oldmachinepress.com/2021/06/20/planet-satellite-light-aircraft/https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-farnborough-cockpit.jpgPlanet-Satellite-Farnborough-cockpitA good view illustrating access to the passenger cabin. Doors on each side of the aircraft folded down, and the armrest on the door became a step. The window panel above the door slid up. Note the long windscreen, and the landing light in the nose.https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-cockpit-mockup.jpgPlanet-Satellite-cockpit-mockupThe cockpit mockup of the Planet Satellite on display in 1948. The major difference from the prototype is how the window panels above the door hinged up on the mockup, rather than sliding up as seen on the actual aircraft. https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-cockpit-construction.jpgPlanet-Satellite-cockpit-constructionThe Satellite’s forward fuselage section under construction. The firewall around the engine is visible. Baggage compartments that were accessible in flight existed behind the rear bench seat and on each side of the engine. The many rivets of the prototype would have given way to a welded structure on production aircraft.https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-redhill-derelict.jpgPlanet-Satellite-Redhill-derelictThe Satellite sits derelict in a hangar at Redhill. The aircraft wears its G-ALOI registration, and a scoop to augment the intake of cooling air has been installed. The scoop was probably fitted after the first round of ground tests. Note that the gear doors are closed despite the landing gear being deployed. This did not appear to be possible from the Farnborough images. Perhaps the gear doors seen at Farnborough were mockups or a redesign occurred.https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-firth-fh1.jpgPlanet-Satellite-Firth-FH1The fuselage of the second Satellite prototype was used for the Firth FH.01/4 helicopter, which never flew. The helicopter was donated to the College of Aeronautics at Cranfield in 1955, which is probably when the image above was taken.https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-farnborough-rear.jpgPlanet-Satellite-Farnborough-rearRear view of the Satellite illustrates the aircraft’s Y tail. The line where the front and rear fuselage sections joined is visible just behind the wing’s trailing edge. The inlet for engine cooling air can be seen atop the fuselage.https://oldmachinepress.com/wp-content/uploads/2021/06/planet-satellite-farnborough-front.jpgPlanet-Satellite-Farnborough-frontThe Satellite on display at the SBAC Farnborough Show in September 1948. The aircraft was not registered at the time, and was painted blue with a red accent. The main landing gear appears spindly and collapsed after the aircraft’s first hop.2021-07-19T16:07:40+00:00monthlyhttps://oldmachinepress.com/2016/08/05/deissner-paradox-rotary-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2016/07/deissner-paradox-ad1-e1468864344616.jpgDeissner Paradox Ad1910 advertisement for the Paradox engine expressing its many virtues over other rotary engines. The pricing for the 70 hp (52 kW) engine is given, although the 30 hp (22 kW) engine is illustrated in the photograph. The price of the 70 hp (52 kW) engine was increased to £460 in March 1911. (via www.aviationancestry.co.uk)https://oldmachinepress.com/wp-content/uploads/2016/07/paradox-induction-exhaust.jpgParadox Induction ExhaustParadox Induction Exhausthttps://oldmachinepress.com/wp-content/uploads/2016/07/paradox-engine-sectional.jpgParadox engine sectionalSectional view of the 30 hp (22 kW) Paradox engine. The valves can be seen on the front of the L-head cylinders. Below the valves are the pushrods actuated by counter-weighted rockers. The rockers are driven by a short camshaft extending on each side of a pinion. The pinon rotates as its teeth mesh with a gear fixed to a stationary shaft at the front of the engine.https://oldmachinepress.com/wp-content/uploads/2016/07/deissner-paradox-running.jpgDeissner Paradox runningCharles (Carl) Deissner stands next to the 30 hp (22 kW) Paradox engine during a test run. The frame around the engine enabled it to be run in such demonstrations and was not needed when the engine was installed in an aircraft (which probably never happened). Note the carburetor at the front of the engine. https://oldmachinepress.com/wp-content/uploads/2016/07/paradox-side.jpgParadox sideParadox side2021-07-04T16:54:19+00:00monthlyhttps://oldmachinepress.com/2021/07/05/lear-fan-limited-lf-2100/https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e001-in-flight-rear.jpgLear-Fan-E001-in-flight-rearE-001 with its updated paint, which it still wears today. The two ducts under the aircraft were the inlet and exhaust for oil coolers. An open cooling air exit door is seen between the propeller and ventral fin. Subsequent prototypes used a fixed duct. Most images of E-001 in flight are without a spinner. https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e001-and-e003-in-flight-side.jpgLear-Fan-E001-and-E003-in-flight-sideE-001 (right) and E-003 (left) in flight together. Note the fixed cooling air duct on E-003 between the propeller and ventral fin. E-001 had a different setup with a movable door. The “windows” for both aircraft were at least painted on in the photograph. https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-impact-test-1999.jpgLear-Fan-impact-test-1999The second of two incomplete Lear Fan airframes owned by the FAA. The aircraft is pictured after its impact test on 15 October 1999. Off frame to the right is the concrete surface where the airframe made initial contact. It then slid onto the grass (note the red marker lines) and through the plywood barrier. A dirt berm was built-up on the left side of the plywood. Cracks in the fuselage can be seen near the plywood. The left engine cover with its integral duct have separated from the airframe. (NASA/Langley Research Center image)https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e009-stead.jpgLear-Fan-E009-SteadThe third Lear Fan prototype, E-009, seen outside the Lear Fan hanger at the Stead Airport. E-009 appears to have had all of its windows from the start. Although not quite apparent from the image, its colors were dark green and yellow on white.https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e009-frontiers-of-flight.jpgLear-Fan-E009-Frontiers-of-FlightE-003 hangs on display in Frontiers of Flight Museum at Love Field in Dallas, Texas. Black pneumatic de-icing boots covered the Lear Fan’s leading edges. Hot exhaust from the engines would prevent the buildup of ice on the propeller. https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e009-faa-okc.jpgLear-Fan-E009-FAA-OKCE-009 on display at the FAA’s Civil Aerospace Medical Institute in Oklahoma City, Oklahoma. The aircraft was previously in outside storage at the FAA facility and underwent a restoration starting in 2012. The new paint scheme was applied during the restoration. A dedication ceremony for the restored E-009 was held on 29 September 2015.https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e003-in-flight-rear.jpgLear-Fan-E003-in-flight-rearThe second Lear Fan prototype E-003 was the primary aircraft for gathering fight test data. E-003 is seen here with its original N-number and blue paint. The number on the ventral fin signified the flight number. Note the data boom on the nose.https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e003-in-flight-green.jpgLear-Fan-E003-in-flight-greenE-003 with its revised green paint and new N-number. The green paint was applied in honor of the Zoysia Corporation, the project’s major financial backer at the time. The number on the ventral fin indicates that this is the aircraft’s 298th flight. A spin chute is installed between the V tail. Although spin testing was never conducted, if needed, a shaped charge would have blown off the propeller before the chute was deployed.https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e003-in-flight-bottom.jpgLear-Fan-E003-in-flight-bottomThe underside of the Lear Fan as perhaps its least photogenic side. Even so, the view of E-003 illustrates the aircraft’s clean aerodynamic form, even with what appears to be a hydraulic leak from the right main gear. This was the aircraft’s 50th flight.https://oldmachinepress.com/wp-content/uploads/2021/07/lear-fan-e001-museum-of-flight-kaiser.jpgLear-Fan-E001-Museum-of-Flight---KaiserE-001 on display in the Museum of Flight in Seattle, Washington. The aircraft is in good company with the likes of a Douglas DC-3, Boeing 80, Gee Bee Z, and Lockheed M-21/D-21 in the background. (Josh Kaiser image via airliners.net)2021-07-23T22:17:30+00:00monthlyhttps://oldmachinepress.com/2019/08/05/napier-nomad-compound-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-ii-rear.jpgNapier Nomad II rearThe 12-stage turbine was mounted in a tube frame behind the engine. The housing above the turbine contained the variable-speed coupling that linked the crankshaft to the turbine shaft. Note the single spark plug (used for starting) in each cylinder. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-ii-prop-test.jpgNapier Nomad II prop testThe Nomad II setup for tests with a 13 ft (3.96 m) propeller. Note that two spark plugs appear to be installed in each cylinder. Although not finalized, the top-mounting system made it fairly easy to install or remove the engine. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-ii-parts-1.jpgNapier Nomad II partsVarious components of the Nomad II. Clockwise from the upper left: compressor and compressor housing, parts of the turbine, the Beier variable-speed fluid coupling, two connecting rods, and a piston with its stainless steel crown. (Napier images)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-ii-front.jpgNapier Nomad II frontThe Napier Nomad II was a simpler engine and was improved in every way compared to the Nomad I. Note the single rotation propeller shaft and simplified exhaust system. The compressor can be seen under the engine. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-ii-cutaway.jpgNapier Nomad II cutawayThe cutaway view of the Nomad II reveals that the engine was still very complex compared to a conventional piston engine. Note the gearset at the front of the engine that powered the propeller shaft, fuel injection cams (upper), and quill shafts (lower) to the variable-speed coupling. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-i-side.jpgNapier Nomad I sideThe Nomad I’s original (upper) and revised (lower) exhaust system and turbine can be compared in these images. In the lower image, the compressor’s intake can be seen near the front of the engine. The polished duct between the compressor and supercharger is where the intercooler would have been installed. (Napier images)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-i-org-exhaust-rear.jpgNapier Nomad I org exhaust rearRear view of the Nomad I with its original exhaust manifold illustrates the complexity of the system with its many pipes and flexible joints. The round housing for the supercharger impeller can be seen in front of the turbine. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-i-front.jpgNapier Nomad I frontThe Napier Nomad I was perhaps the most complex aircraft engine ever built. Of the contra-rotating propellers, the front set was driven by the turbine, and the rear set was driven by the 12-cyinder diesel engine. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-i-avro-lincoln-install.jpgNapier Nomad I Avro Lincoln installThe Nomad I installed in the nose of the Avro Lincoln test bed. The installation required significant modifications to the aircraft. Note the engine’s intake duct and the reversable-pitch propeller. (Napier image)https://oldmachinepress.com/wp-content/uploads/2019/08/napier-nomad-i-avro-lincoln-feathered.jpgNapier Nomad I Avro Lincoln featheredThe Napier Nomad I had enough power to keep the Avro Lincoln aloft with the four Rolls-Royce Merlin engines shut down and feathered. (Napier image)2024-03-17T13:40:21+00:00monthlyhttps://oldmachinepress.com/2019/12/20/lorraine-dietrich-w-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-12eb-no-mags.jpgLorraine 12Eb no magsA direct-drive 12E-series engine with exposed valves and overhead camshafts. Unseen are the magnetos positioned at the rear of the engine.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-12eb-museaum.jpgLorraine 12Eb museaumA 12Eb engine with the magnetos driven from the front of the engine. Power from the magnetos was taken to the distributors, which were driven by the back of the left and right cylinder bank camshafts. (Pline image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-24g.jpgLorraine 24GWith a new crankcase, crankshaft, and camshafts, the 24-cylinder 24G of 1919 was more than just two 12F engines coupled together. Note the ignition system driven from the propeller shaft.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-18k.jpgLorraine 18KThe 18K engine had the same construction as the 12E engines but used individual cylinders. Note that each carburetor fed two inductions pipes—one supplied the left cylinder bank and the other the center bank. The two one-piece magneto/distributor units are driven from the camshaft drive.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-18ga.jpgLorraine 18GaThe 18Ga Orion combined the 18-cylinder 18K engine with the modern construction of the 12F-series. Note that the outer cylinder banks have intake and exhaust ports on the same side, while the center cylinder bank has intake and exhaust ports on opposite sides.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-18g-supercharged.jpgLorraine 18G superchargedThe supercharged 18G Orion that was debuted in November 1934. Note the appearance of the new cylinder banks, which included four valves per cylinder.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-12fb.jpgLorraine 12FbThe 12Fb had a simplified induction system with one carburetor and three intake manifolds. However, unequal fuel distribution was an issue.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-12fa.jpgLorraine 12FaWith its enclosed valves and monobloc cylinder banks, the 12Fa Courlis was a modern engine design when it appeared in 1929. The gear reduction mounted to the crankcase in place of the direct-drive propeller shaft housing. The rest of the engine, including the crankshaft, was the same between the direct drive and geared variants.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-12f.jpgLorraine 12FThe Lorraine 12F of 1919 was the first of the company’s W-12 engines and followed the design outlined in the 1918 patent. Note the exposed pushrods and enclosed valves.https://oldmachinepress.com/wp-content/uploads/2019/12/lorraine-12ed.jpgLorraine 12EdThe 12Ed engine with a propeller gear reduction was the same basic engine as the 12Eb. The early engines had a smooth gear reduction housing, but ribs were added later for extra strength.2021-06-15T04:25:12+00:00monthlyhttps://oldmachinepress.com/2012/11/09/curtiss-h-1640-chieftain-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2012/11/curtiss-chieftain-h-1640-2.jpgCurtiss Chieftain H-1640 2The Curtiss H-1640 Chieftain "hexagon" or "inline-radial" engine. On the left image, in front of each cylinder pair is the housing for the vertical shaft that drove the overhead camshafts. In the right image, note the baffle at the rear of each exhaust Vee of the engine that forced cooling air into the intake Vee.https://oldmachinepress.com/wp-content/uploads/2012/11/thomas-morse-xp13-h-1640.jpgThomas Morse XP13 H-1640Side view of the Thomas Morse XP-13 Viper with the Curtiss Chieftain engine and revised cowl.https://oldmachinepress.com/wp-content/uploads/2012/11/curtiss-chieftain-vs-d-12.jpgCurtiss Chieftain vs D-12An engine installation comparison of the air cooled Chieftain-powered XO-18 Falcon and a liquid-cooled D-12-powered Falcon. Note that while the Chieftain is a wider engine, it blends well with the fuselage and is shorter and more narrow than the D-12.https://oldmachinepress.com/wp-content/uploads/2012/11/curtiss-xo-18.jpgCurtiss XO-18The Curtiss O-1B Falcon that was redesignated XO-18 while it served as the test-bed for the Chieftain engine.https://oldmachinepress.com/wp-content/uploads/2012/11/curtiss-xoc3.jpgCurtiss XOC3The second Curtiss XF8C-1 reengined with the H-1640 and redesignated XOC3.https://oldmachinepress.com/wp-content/uploads/2012/11/curtiss-chieftain-h-1640.jpgCurtiss Chieftain H-1640The Curtiss H-1640 Chieftain "hexagon" or "inline-radial" engine. On the left image, in front of each cylinder pair is the housing for the vertical shaft that drove the overhead camshafts. In the right image, note the baffle at the rear of each exhaust Vee of the engine that forced cooling air into the intake Vee. https://oldmachinepress.com/wp-content/uploads/2012/11/thomas-morse-xp13-cowl-compare.jpgThomas Morse XP13 cowl compareA comparison of the original cowling on the XP-13 at left and the updated cowling at right.https://oldmachinepress.com/wp-content/uploads/2012/11/thomas-morse-xp13-new-cowl.jpgThomas Morse XP13 new cowlDetail view of the modified cowling on the Thomas Morse XP-13. The front of the cowling has been extended and angled out. The block-off plates in between the openings have been angled to funnel air into the enlarged openings.2021-06-05T15:09:50+00:00monthlyhttps://oldmachinepress.com/2015/05/28/dobrynin-m-250-vd-3tk-and-vd-4k-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2015/05/dobrynin-m-250-e1432661070914.jpgDobrynin M-250Dobrynin M-250https://oldmachinepress.com/wp-content/uploads/2015/05/tupolev-tu-85.jpgTupolev Tu-85Tupolev Tu-85https://oldmachinepress.com/wp-content/uploads/2015/05/tupolev-tu-85-side.jpgTupolev Tu-85 sideTupolev Tu-85 sidehttps://oldmachinepress.com/wp-content/uploads/2015/05/tu-4ll-dobrynin-vd-3tk.jpgTu-4LL Dobrynin VD-3TKTu-4LL Dobrynin VD-3TKhttps://oldmachinepress.com/wp-content/uploads/2015/05/dobrynin-vd-4k.jpgDobrynin VD-4KDobrynin VD-4Khttps://oldmachinepress.com/wp-content/uploads/2015/05/dobrynin-vd-4k-cpo-saturn.jpgDobrynin VD-4K CPO SaturnDobrynin VD-4K CPO Saturnhttps://oldmachinepress.com/wp-content/uploads/2015/05/dobrynin-vd-3tk.jpgDobrynin VD-3TKDobrynin VD-3TK2021-06-05T15:09:25+00:00monthlyhttps://oldmachinepress.com/2020/12/05/sncm-130-and-137-24-cylinder-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2020/12/sncm-130-137-construction.jpgSNCM-130-137-constructionTwo images of the SNCM 130 / 137 under construction at the former Lorraine factory. On the left, the valve train is apparent between each cylinder bank pair. Note the diagonal split on the end of the crankcase, which illustrates the crankcase’s two halves. On the right, the rear of the completed engine with its supercharger and intake runners. Note the arched valve train covers.https://oldmachinepress.com/wp-content/uploads/2020/12/sncm-130-137-test-run.jpgSNCM-130-137-test-runThe SNCM 130 / 137 undergoing tests in early 1940. Note the exhaust stacks protruding directly above each cylinder bank and the robust, three-point engine mount. The water pump is visible attached to the front of the lower camshaft.https://oldmachinepress.com/wp-content/uploads/2020/12/sncm-130-137-patent-drawings.jpgSNCM-130-137-patent-drawingsLeft, French patent 870,367 drawing showing the four Vee engine sections and the valve train for each cylinder bank pair. Note that the induction was illustrated under the camshaft, which was not the case on the engine as built. Right, French patent 870,359 drawings showing two views of the engine’s combustion chamber. Ports e1 and e2 opposite of the inclined valves were for the spark plugs. Port f was for the fuel injector.https://oldmachinepress.com/wp-content/uploads/2020/12/sncm-130-137-mockup-display.jpgSNCM-130-137-mockup-displayThe SNCM 130 / 137 displayed at the Argenteuil factory in mid-1939. This engine was either a mockup or incomplete, but it was outfitted with the envisioned cowling to make it complete power package. The radiator would be housed between the ducted spinner and engine. Note the induction scoop positioned above the engine and how the valve train covers form part of the cowling. The holes in the cowling were individual exhaust ports.2021-06-05T15:08:36+00:00monthlyhttps://oldmachinepress.com/2021/03/20/wright-h-2120-hexagonal-engine/https://oldmachinepress.com/wp-content/uploads/2021/01/wright-h-2120-no-2-nasm-sectional.jpgWright-H-2120-No-2-NASM-sectionalThe second H-2120, Manufacture’s No. 11692 / BuNo 0121, neatly sectioned and displaying its internals. Note the four valves per cylinder and odd connecting rods. (NASM image)https://oldmachinepress.com/wp-content/uploads/2021/01/wright-h-2120-no-1-rear.jpgWright-H-2120-No-1-rearRear view of the engine shows the downdraft carburetor, two magnetos, generator, and starter. Water pumps were located at the bottom of the engine.https://oldmachinepress.com/wp-content/uploads/2021/01/wright-h-2120-no-1-nasm-front-left.jpgWright-H-2120-No-1-NASM-front-leftThe first H-2120, Manufacture’s No. 11691 / BuNo 0120 appears to be complete. It is not known if it was repaired after its rear connecting rod failure. (NASM image)https://oldmachinepress.com/wp-content/uploads/2021/01/wright-h-2120-no-1-left.jpgWright-H-2120-No-1-leftSide view of the first H-2120 illustrates the relatively short length of the engine. Note the supercharger housing and the intake manifolds.https://oldmachinepress.com/wp-content/uploads/2021/01/wright-h-2120-no-1-front-left.jpgWright-H-2120-No-1-front-leftThe liquid-cooled Wright H-2120 was developed from the air-cooled Curtiss H-1640 Chieftain. The engine was designed when experiments with two-row radials had just begun and concerns existed about air-cooling being sufficient for the rear cylinders.https://oldmachinepress.com/wp-content/uploads/2021/01/wright-h-2120-no-1-front.jpgWright-H-2120-No-1-frontWith six cylinder banks, the front view of the H-2120 illustrates its hexagonal shape. Note the coolant manifolds at the front of the engine.2024-02-03T22:02:19+00:00monthlyhttps://oldmachinepress.com/2015/09/26/junkers-jumo-223-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-with-turbo.jpgJunkers Jumo 223 with turboJunkers Jumo 223 with turbohttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-test-run.jpgJunkers Jumo 223 test runJunkers Jumo 223 test runhttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-split-case.jpgJunkers Jumo 223 split caseJunkers Jumo 223 split casehttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-rear.jpgJunkers Jumo 223 rearJunkers Jumo 223 rearhttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-front.jpgJunkers Jumo 223 frontJunkers Jumo 223 fronthttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-cranks-gear.jpgJunkers Jumo 223 cranks gearJunkers Jumo 223 cranks gearhttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-central-gear.jpgJunkers Jumo 223 central gearJunkers Jumo 223 central gearhttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-204.jpgJunkers Jumo 204Junkers Jumo 2042023-07-03T12:06:04+00:00monthlyhttps://oldmachinepress.com/2015/10/03/junkers-jumo-224-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2015/10/junkers-jumo-224-side.jpgJunkers-Jumo-224-sideSide sectional views of the Junkers Jumo 224 engine. Note in the side view how the turbochargers feed the supercharger/blower mounted in the “square” of the engine. The front of the crankshafts engage gears for the propellers, supercharger, and fuel injection camshafts.https://oldmachinepress.com/wp-content/uploads/2015/10/junkers-jumo-224-gears.jpgjunkers-jumo-224-gearsGearing schematic of the Jumo 224 showing left and right propeller rotation. The drawing indicates the number of teeth (z) and their height (m) on each gear.https://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-224-advert-e1443382849219.jpgJunkers Jumo 224 advertJunkers Jumo 224 adverthttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-224-installation.jpgJunkers Jumo 224 installationJunkers Jumo 224 installationhttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-224.jpgJunkers Jumo 224Junkers Jumo 224https://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-224-gears.jpgJunkers Jumo 224 gearsJunkers Jumo 224 gearshttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-223-with-prop.jpgJunkers Jumo 223 with propJunkers Jumo 223 with prophttps://oldmachinepress.com/wp-content/uploads/2015/09/junkers-jumo-207c.jpgJunkers Jumo 207CJunkers Jumo 207C2023-05-26T07:38:54+00:00monthlyhttps://oldmachinepress.com/2018/02/20/bristol-hydra-16-cylinder-radial-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/01/bristol-hydra-hawker-harrier-side.jpgBristol Hydra Hawker Harrier sideThe Hydra-powered Harrier completely cowled and with its three-blade flight propeller. The aircraft was flown in this configuration during 1933, but engine vibration issues at critical RPMs limited the testing.https://oldmachinepress.com/wp-content/uploads/2018/01/bristol-hydra-hawker-harrier.jpgBristol Hydra Hawker HarrierHydra engine installed in the sole Hawker Harrier. Note the baffling on the engine. The four-blade test club propeller was fitted for ground runs.https://oldmachinepress.com/wp-content/uploads/2018/01/bristol-hydra-front.jpgBristol Hydra frontThe Bristol Hydra was an odd radial engine utilizing two inline rows of eight cylinders. The engine suffered from vibration issues due to a lack of crankshaft support. Note the dual overhead camshafts for each front and rear cylinder pair.https://oldmachinepress.com/wp-content/uploads/2018/01/bristol-hydra-display.jpgBristol Hydra displayA preserved Bristol Hydra engine held by the Bristol Branch of the Rolls-Royce Heritage Trust. Note the extensive finning on the aluminum cylinders. (Brain Perkins image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2018/01/bristol-hydra-16-cylinder.jpgBristol Hydra 16-cylinderFront and side view of the Hydra. Note the exhaust stacks protruding slightly above the cylinders.https://oldmachinepress.com/wp-content/uploads/2018/01/bristol-hydra-side-drawing-perkins.jpgBristol Hydra side drawing PerkinsA sectional view of the Hydra created by Brian Perkins and based on a drawing found in the Bristol archives. The numbers in the drawing relate to the number of gear teeth. Note the unsupported crankshaft center section that joined the front and rear crankshaft sections. (Brain Perkins drawing via the Aircraft Engine Historical Society)2023-09-04T01:12:59+00:00monthlyhttps://oldmachinepress.com/2013/12/23/menasco-2-544-unitwin/https://oldmachinepress.com/wp-content/uploads/2013/12/vega-starliner-single-tail-1939.jpgVega Starliner single tailThe Menasco Unitwin-powered Vega Starliner with a single tail. Note the updated paint job with "Starliner" on the engine cowl.https://oldmachinepress.com/wp-content/uploads/2013/12/menasco-unitwin.jpgMenasco UnitwinThe Menasco Unitwin engine with the air-cooling baffles in-place. Note the intake manifold: on a standard Buccaneer engine, this manifold was on the opposite side. On the Unitwin, both engine sections had the intake manifold on the outside of the engine.https://oldmachinepress.com/wp-content/uploads/2013/12/menasco-unitwin-rear.jpgMenasco Unitwin rearRear view of the Menasco Unitwin showing the separate superchargers, carburetors, magnetos, and starters.https://oldmachinepress.com/wp-content/uploads/2013/12/menasco-unitwin-front.jpgMenasco Unitwin frontThis front view of the Unitwin illustrates the slight contrary angle of the Buccaneer engine sections. Visible are the brackets that bolt the two crankcases together to make the Unitwin more rigid. The Note the oil supply lines on each side of the gear case for spraying oil on the freewheeling clutches. https://oldmachinepress.com/wp-content/uploads/2013/12/vega-starliner.jpgVega StarlinerThe two-piece windscreen and twin-tail of the Vega Starliner gave it a similar appearance to contemporary Lockheed transports.https://oldmachinepress.com/wp-content/uploads/2013/12/vega-starliner-single-tail.jpgVega Starliner single tailThe Menasco Unitwin-powered Vega Starliner with a single tail. Note the updated paint job with "Starliner" on the engine cowl.https://oldmachinepress.com/wp-content/uploads/2013/12/vega-altair-unitwin.jpgVega Altair UnitwinTwo views of the Vega-built Altair serving as a test bed for the Manasco Unitwin. 2023-02-12T00:01:51+00:00monthlyhttps://oldmachinepress.com/2018/04/20/lycoming-o-1230-flat-12-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-o-1230-sectional-and-side.jpgLycoming-O-1230-sectional-and-sideTop: Drawing of the O-1230 from US patent 2,119,879 for a proposed fuel injection system that can be seen in the induction manifold. The drawing shows details of the engine’s construction including the split crankcase and overhead camshaft. Bottom: Intended for installation buried in an aircraft’s wing, the O-1230’s height was kept to a minimum. The long nose case would aid in streamlined wing installations. Note that the supercharger’s diameter was slightly in excess of the engine’s height.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-o-1230-mount.jpgLycoming-O-1230-mountThe O-1230 with one style of engine mount that was secured between the camshaft housing and cylinders. Note the induction manifold and individual runners atop the engine.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-o-1230-hyper-cylinder.jpgLycoming-O-1230-Hyper-CylinderLycoming's Hyper cylinder was developed into the cylinder used on the O-1230. Note the studs for attaching the camshaft housing.https://oldmachinepress.com/wp-content/uploads/2018/03/lycoming-o-1230-vultee-xa-19a-rear.jpgLycoming O-1230 Vultee XA-19AThe O-1230-powered Vultee XA-19A before it arrived at Wright Field. The scoop above the cowling brought air into the engine’s carburetor. Louvered panels allowed heat generated by the exhaust manifold to escape the cowling.https://oldmachinepress.com/wp-content/uploads/2018/03/lycoming-o-1230-side.jpgLycoming O-1230 sideIntended for installation buried in an aircraft’s wing, the O-1230’s height was kept to a minimum. The long nose case would aid in streamlined wing installations. Note that the supercharger’s diameter was slightly in excess of the engine’s height. https://oldmachinepress.com/wp-content/uploads/2018/03/lycoming-o-1230-front.jpgLycoming O-1230 frontWhen built, the Lycoming O-1230 was twice as large as and three times more powerful than any other aircraft engine the company had built. Lycoming essentially achieved the hyper engine goals originally set for the O-1230, but other engine developments had made the engine obsolete by the time it would have entered production.https://oldmachinepress.com/wp-content/uploads/2018/03/lycoming-o-1230-display.jpgLycoming O-1230 displayThe restored O-1230 on display at the New England Air Museum. The engine’s electric starter is mounted vertically just in front of the supercharger. (Daniel Berek image via Flickr.com)https://oldmachinepress.com/wp-content/uploads/2018/03/lycoming-o-1230-vultee-xa-19a-side.jpgLycoming O-1230 Vultee XA-19A sideThe XA-19A is seen with its Wright Field markings. The aircraft’s tail was modified to compensate for the larger and longer nose needed to house the O-1230. The radiator positioned under the engine added bulk to the O-1230’s installation. Note the large exhaust outlet.2021-05-24T02:57:23+00:00monthlyhttps://oldmachinepress.com/2021/05/20/delage-12-gvis-and-12-cdirs-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2021/04/delage-12-cdirs-back.jpgDelage-12-CDirs-backRear view of the 12 CDirs displaying the two vertical magnetos, two Roots-type superchargers, and the Y intake pipe. The right water pump can be seen under the supercharger. Note the brace extending from the valve covers to the rear of the engine.https://oldmachinepress.com/wp-content/uploads/2021/04/delage-12-gvis-side-cowling.jpgDelage-12-GVis-side-cowlingThe 12 GVis as displayed at the 1932 Salon de l'Aéronautique. The engine and cowling represented a complete installation package that could be quickly attached to an aircraft. The access panels covering the magento and generator are removed. Note the valve cover protruding from the cowling and the oil cooler mounted above the engine.https://oldmachinepress.com/wp-content/uploads/2021/04/delage-12-gvis-side.jpgDelage-12-GVis-sideThe Delage 12 GVis seen with its Elektron crankcase side covers removed, revealing the magneto and generator. The engine is equipped with double helical propeller reduction gears. The lower engine support can be seen extending from the valve covers to the rear mount.https://oldmachinepress.com/wp-content/uploads/2021/04/delage-12-gvis-front-back.jpgDelage-12-GVis-front-backLeft, front view of the 12 GVis illustrating the engine compact structure. The barometric valve can be seen on the intake manifold between the cylinder banks. Right, rear view of the 12 GVis displaying the engine’s twin Roots-type supercharger. Note how the rear of the engine bolts to the mount.https://oldmachinepress.com/wp-content/uploads/2021/04/delage-12-gvis-crankcase.jpgDelage-12-GVis-crankcaseThe 12 GVis crankcase as it would be installed with the crankshaft at top: A) gear reduction mounting flange, B) camshaft housing, C) crankshaft mount, D) one of the four bolts extending through the crankcase, E) magneto mount, F) generator mount, G) studs for mounting the cylinder head, H) barely visible hole to receive a cylinder barrel, and I) pass through holes for the valvetrain’s pushrods.https://oldmachinepress.com/wp-content/uploads/2021/04/delage-12-cdirs-front.jpgDelage-12-CDirs-frontThe Delage 12 CDirs was a direct development from the larger 12 GVis. The engine had a more conventional crankcase without compartments for accessories. The large pipe on the crankcase was the outlet for the cooling water, and another outlet was present on the opposite side.2021-06-16T00:49:27+00:00monthlyhttps://oldmachinepress.com/2021/05/05/kellner-bechereau-28vd-air-racer/https://oldmachinepress.com/wp-content/uploads/2021/04/kellner-bechereau-28vd-vernhol.jpgKellner-Bechereau-28VD-VernholThe Kellner-Béchereau 28VD (KB-28) seen perhaps right before what may have been its last flight. The 28VD was the only aircraft to fly with a Delage engine. Capitaine Maurice Vernhol sits low in the cockpit, illustrating the aircraft’s limited forward visibility. Jacques Kellner is at left, standing next to Louis Delâge. Albert Lory can be seen on the other side of the cockpit. Kellner joined the French Resistance during World War II and was executed by the Nazis on 21 March 1942. Delâge’s automotive company was a victim of the Great Depression and was sold off in April 1935. He died nearly destitute in 1947. Lory went on to design the SNCM 130 and 137 aircraft engines and then worked for Renault after the war.https://oldmachinepress.com/wp-content/uploads/2021/04/kellner-bechereau-28vd-right.jpgKellner-Bechereau-28VD-rightThe newly completed 28VD is rolled out of the hangar for testing. The aircraft’s streamlining and slim fuselage are apparent. This image provides a good view of the landing gear’s arched supports. For retraction, the top of the gear leg slid toward the wingtip, and the lower gear leg pivoted around the arched support.https://oldmachinepress.com/wp-content/uploads/2021/04/kellner-bechereau-28vd-maintenance.jpgKellner-Bechereau-28VD-maintenanceThe 28VD undergoing final touches. This image gives a good view of how the surface radiators wrapped around the wing’s leading edge. Note the large Ratier metal propeller. Intakes to the engine’s superchargers can just been seen on the cowling’s undersides.https://oldmachinepress.com/wp-content/uploads/2021/04/kellner-bechereau-28vd-crash.jpgKellner-Bechereau-28VD-crashThe remains of the 28VD after its forced lading. The landing gear and engine have been ripped away, and the fuselage is broken at a right angle behind the wing. The surface radiators under the outer wing are visible. The circular openings seen in the wing’s underside are the dump valves for two of the three fuel tanks.https://oldmachinepress.com/wp-content/uploads/2021/04/kellner-bechereau-28vd-construction.jpgKellner-Bechereau-28VD-constructionThe Kellner-Béchereau 28VD under construction. The cowling attached to the very front of the aircraft contained the surface oil cooler. The top of the coolant tank is visible just behind the fairing atop the engine. Note the fuel tanks forward and aft of the cockpit.https://oldmachinepress.com/wp-content/uploads/2021/04/kellner-bechereau-28vd-top.jpgKellner-Bechereau-28VD-topElevated view of the 28VD illustrates the surface radiators covering the upper wings. Note the vents in the wing’s trailing edge fairing. The race number “5” has been applied to the fuselage. This image was most likely taken on 14 May 1933, the day of the accident, as the aircraft is prepared for its qualification flight.2021-05-20T15:06:05+00:00monthlyhttps://oldmachinepress.com/2020/12/20/hawker-tornado-fighter/https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tornado-p5224-in-flight.jpgHawker-Tornado-P5224-in-flightP5224 in flight displaying the aircraft’s aggressive appearance and enlarged tail. Note the carburetor intake atop the engine cowling.https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tornado-p5224-front.jpgHawker-Tornado-P5224-frontThe second Tornado prototype P5224 with the chin radiator and windows behind the pilot to help improve vision. The aircraft now resembles a Typhoon, with which it shared many components.https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tornado-p5219-rear.jpgHawker-Tornado-P5219-rearAnother shot of the newly completed P5219 displays the aircraft’s original short tail. Note the opaque fairing behind the cockpit that blocked the pilot’s vision. https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tornado-p5219-front.jpgHawker-Tornado-P5219-frontThe first Hawker Tornado prototype P5219 in its original form with the belly radiator. The Vulture’s two rows of exhaust stacks are evident. The aircraft’s resemblance to the Hurricane is apparent.https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tornado-cr-props.jpgHawker-Tornado-CR-propsThe first and only production Typhoon, R7936, was used as a propeller testbed after its initial flight testing. The aircraft is seen here with Rotol contra-rotating propellers, which had a smaller diameter than the standard, single-rotation propellers used on the Tornado and Typhoon. Note that the aircraft did not have the windows behind the pilot like the second prototype.https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tempest-hg641-side-org.jpgHawker-Tempest-HG641-side-orgTyphoon HG641 was built to serve as a testbed for the Bristol Centaurus engine. Seen here with its original three-blade propeller, cowling, and single large exhaust manifold. The silhouette of the oil cooler can just be seen between the main landing gear.https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tempest-hg641-side-mod.jpgHawker-Tempest-HG641-side-modHG641 with the new four-blade propeller and revised cowling. The oil cooler was located in the large duct under the engine.https://oldmachinepress.com/wp-content/uploads/2020/12/hawker-tempest-hg641-rear-mod.jpgHawker-Tempest-HG641-rear-modSide view of HG641 with the new cowling. The aircraft did not have the windows behind the pilot and used hinged doors on the landing gear to completely conceal the main wheels. This was also tried on the prototypes before switching to a separate inner door.2024-09-04T02:58:14+00:00monthlyhttps://oldmachinepress.com/2021/01/05/rolls-royce-vulture-x-24-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2021/01/rolls-royce-vulture-ii-iv-installation-drawing.jpgRolls-Royce-Vulture-II-IV-Installation-DrawingInstallation Diagram for the Vulture II and IV engines. The main difference between the two variants was that the Vulture II drive an auxiliary gearbox via a right-angle drive mounted vertically behind the 'A' cylinder bank.https://oldmachinepress.com/wp-content/uploads/2021/01/vickers-warwick-k8178-rolls-royce-vulture.jpgVickers-Warwick-K8178-Rolls-Royce-VultureThe Vickers Warwick prototype (K8178) was the only example of the type fitted with Vulture engines. https://oldmachinepress.com/wp-content/uploads/2021/01/rolls-royce-vulture-rear.jpgRolls-Royce-Vulture-rearRear view of the Vulture shows the coolant pumps flanking the supercharger. All of the cylinder banks were spaced at 90 degrees.https://oldmachinepress.com/wp-content/uploads/2021/01/rolls-royce-vulture-mount.jpgRolls-Royce-Vulture-mountThe mounting of the Vulture in the Manchester was similar to other installations—two pads on each side of the engine attached it to a tubular steel frame. The mounting pads were in the Vee formed by the upper and lower banks.https://oldmachinepress.com/wp-content/uploads/2021/01/rolls-royce-vulture-crash.jpgRolls-Royce-Vulture-crashThe shattered remains of a Vulture II engine from Manchester R5779 shot down on 9 March 1942 near Oranje, Netherlands. The engine is actually on its side, and the view is of the induction manifold on the bottom of the engine. Note the severe deformation of the cylinder bank. The engine is displayed at the Luchtoorlogmuseum (Aerial Warfare Museum) Fort Veldhuis in Heemskerk.https://oldmachinepress.com/wp-content/uploads/2021/01/rolls-royce-vulture.jpgRolls-Royce-VultureThe Rolls-Royce Vulture X-24 was an attempt to create a 2,000 hp (1,491 kW) aircraft engine. A number of difficulties arose that complicated the engine’s development, leaving history to record the Vulture as a failure.https://oldmachinepress.com/wp-content/uploads/2021/01/hawker-tornado-r7936-dh-cr-props.jpgHawker-Tornado-R7936-DH-cr-propsThe sole-production Tornado (R7936) seen in 1943 with a Vulture engine turning de Havilland contra-rotating propellers. The aircraft was also used to test Rotol contra-rotating propellers.https://oldmachinepress.com/wp-content/uploads/2021/01/hawker-tornado-p5224.jpgHawker-Tornado-P5224The second Hawker Tornado prototype (P5224) with its Vulture V engine. The Vulture was relatively well-behaved during testing of the Tornado, which was very similar to the Sabre-powered Typhoon.https://oldmachinepress.com/wp-content/uploads/2021/01/hawker-henley-k5115-rolls-royce-vulture-ii.jpgHawker-Henley-K5115-Rolls-Royce-Vulture-IIThe Hawker Henley testbed (K5115) was the first aircraft to fly with a Vulture engine. The large scoop under the aircraft accommodated the coolant radiator and oil cooler.https://oldmachinepress.com/wp-content/uploads/2021/01/blackburn-b-20.jpgBlackburn-B-20The Blackburn B-20 was an experimental aircraft which tested a retractable hull to improve the aerodynamics of flying boats. With a top speed of over 300 mph (483 km/h), the B-20 showed potential, but it was lost during an early test flight.2025-03-04T04:37:18+00:00monthlyhttps://oldmachinepress.com/2021/04/20/guidobaldi-1939-tilting-body-prototype-racer/https://oldmachinepress.com/wp-content/uploads/2021/01/guidobaldi-right-side.jpgGuidobaldi-right-sideSide view of Guidobaldi’s restored car illustrates the cooling air scoops just behind the front wheel and on the side of the engine compartment. Note the numerous louvers and vertical exhaust stacks. The fuel filler cap is just behind the driver’s headrest. (Cyril de Plater image)https://oldmachinepress.com/wp-content/uploads/2021/01/guidobaldi-rear.jpgGuidobaldi-rearRear view of the “Guidomobile” shows the car with a slight lean into a right turn. Note the different angles of the left and right rear suspension arms. Just visible at the top of the car is the rubber damper system for the rear suspension. (Cyril de Plater image)https://oldmachinepress.com/wp-content/uploads/2021/01/guidobaldi-front-left.jpgGuidobaldi-front-leftFrancois Guidobaldi started work on his race car in 1939, and it took two decades to finish. Looking similar to a late 1930s Auto Union Grand Prix racer, the car’s body hides its unusual suspension system that enabled the chassis to lean into turns and its custom two-stroke, air-cooled, eight-cylinder radial engine. (Cyril de Plater image)https://oldmachinepress.com/wp-content/uploads/2021/01/guidobaldi-engine.jpgGuidobaldi-engineThe “Guidomobile’s” engine package being tested. Laying a radial engine flat provided a low center of gravity, but it also complicated the drive arrangement. The two Bugatti superchargers on the left were driven via a single shaft from the engine. Note the individual exhaust stacks above the frame rail. https://oldmachinepress.com/wp-content/uploads/2021/01/guidobaldi-car-1956.jpgGuidobaldi-car-1956The bodiless “Guidomobile” on display at the Exposition Automobile de Nice in 1956. An aged Francois Guidobaldi stands at center holding his hat. The triangular suspension structures are apparent, as is the low-mounted engine. The circular mounts near the top of the suspension structures are the pivot points for the chassis, allowing it to swing.https://oldmachinepress.com/wp-content/uploads/2021/01/guidobaldi-1955-1.jpgGuidobaldi-1955This picture appeared in a French newspaper in 1951. However, if Francois Guidobaldi is in the driver’s seat, he is much too young for the picture to have been taken in 1951. It is possible that the picture was taken much earlier and near the start of the car’s construction in 1939. Note the angle of the chassis and rear tires as they lean into the turn.2022-01-15T18:16:02+00:00monthlyhttps://oldmachinepress.com/2021/04/05/curtiss-xp-23-yp-23-hawk-biplane-fighter/https://oldmachinepress.com/wp-content/uploads/2021/01/curtiss-xp-23-rear-left.jpgCurtiss-XP-23-rear-leftThe drag-inducing installation of the side mounted turbosupercharger is illustrated in this rear view of the XP-23. Note the reduced span of the lower wing.https://oldmachinepress.com/wp-content/uploads/2021/01/curtiss-xp-23-left.jpgCurtiss-XP-23-leftSide view of the XP-23 illustrated the aircraft’s rather smooth, all-metal finish. Note the machine gun port just under the engine’s exhaust and the left-handed (counterclockwise) propeller. The image was dated 12 April 1932, four days before the aircraft was accepted by the AAC.https://oldmachinepress.com/wp-content/uploads/2021/01/curtiss-xp-23-front-left.jpgCurtiss-XP-23-front-leftThe Curtiss XP-23 Hawk with an unidentified individual (contact us if you can ID). Visible is the large turbosupercharger, its intake, and the two exhaust pipes feeding the turbine. Note the engine coolant radiator between the main gear.https://oldmachinepress.com/wp-content/uploads/2021/01/curtiss-yp-23-left-radiator.jpgCurtiss-YP-23-left-radiatorA new cowling was made for the YP-23 that did not incorporate gun ports below the engine’s exhaust stacks. Note the intake atop the cowling and the Wright “Arrowhead” painted on the fuselage. The aircraft as pictured is similar in appearance to the proposed V-1800-powered XP-23.https://oldmachinepress.com/wp-content/uploads/2021/01/curtiss-yp-23-left-no-radiator.jpgCurtiss-YP-23-left-no-radiatorThe YP-23 in its final form with the radiator removed and serving as the AAC’s last biplane fighter design. While the aircraft exhibits an exceptionally clean appearance, its flight endurance was very short with its total-loss cooling system.https://oldmachinepress.com/wp-content/uploads/2021/01/curtiss-yp-23-front-left-radiator.jpgCurtiss-YP-23-front-left-radiatorThe YP-23 with the turbosupercharger removed and a two-blade propeller installed. It also appears that either a support was installed between the main wheels or that a fairing was installed over the existing brace wires.2021-04-08T00:18:34+00:00monthlyhttps://oldmachinepress.com/2014/10/14/hawker-fury-i-sabre-powered/https://oldmachinepress.com/wp-content/uploads/2021/03/hawker-fury-sabre-la610-rear.jpgHawker-Fury-Sabre-LA610-rearThis rear view of the LA610 Fury shows how well the 3,055 hp (2,278 kW) Sabre-engine was fitted to the airframe, enabling the aircraft to exceed 480 mph (775 km/h). Note the large 13 ft 3 in (4.0 m) four-blade propeller.https://oldmachinepress.com/wp-content/uploads/2014/10/hawker-tempest-i-hm599-flight.jpgHawker Tempest I HM599 flightThe Hawker Tempest I (HM599), with its close-fitting cowl and wing radiators, was a stepping stone to the Fury I.https://oldmachinepress.com/wp-content/uploads/2014/10/hawker-tempest-i-hm5991.jpgHawker Tempest I HM599Hawker Tempest I HM599https://oldmachinepress.com/wp-content/uploads/2014/10/hawker-fury-sabre-vp207.jpgHawker Fury Sabre VP207Hawker Fury Sabre VP207https://oldmachinepress.com/wp-content/uploads/2014/10/hawker-fury-sabre-la610.jpgHawker Fury Sabre LA610Hawker Fury Sabre LA610https://oldmachinepress.com/wp-content/uploads/2014/10/hawker-fury-sabre-la610-taxi.jpgHawker Fury Sabre LA610 taxiHawker Fury Sabre LA610 taxihttps://oldmachinepress.com/wp-content/uploads/2014/10/hawker-fury-sabre-la610-rear.jpgHawker Fury Sabre LA610 rearHawker Fury Sabre LA610 rearhttps://oldmachinepress.com/wp-content/uploads/2014/10/hawker-fury-griffon-la610.jpgHawker Fury Griffon LA610Hawker Fury Griffon LA6102023-06-10T21:33:27+00:00monthlyhttps://oldmachinepress.com/2017/09/20/irving-napier-golden-arrow-lsr-car/https://oldmachinepress.com/wp-content/uploads/2021/03/irving-napier-golden-arrow-under-construction.jpgIrving-Napier-Golden-Arrow-under-constructionThis image of the Golden Arrow being built shows just how closely the cowling fit over the Napier Lion engine. The front two screw jacks can be seen passing through the car’s body. The holes and fins on the brake drums were to help dissipate heat. Note the stout frame rail.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-segrave-radiator.jpgIrving-Napier Golden Arrow Segrave radiatorA close-up of Segrave in the Golden Arrow shows details of the surface radiators, the telescopic sight, and Segrave’s rudimentary crash helmet. The cockpit side panels are not attached. Note that “Irving Napier Special” is painted behind the cockpit.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-segrave-front.jpgIrving-Napier Golden Arrow Segrave frontFront view of the Golden Arrow as the car and Segrave pose for photographers. The exhaust stacks for the Lion’s side banks were on the bottom of the cowling. Segrave did not have any issues with exhaust fumes entering the cockpit.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-segrave-daytona.jpgIrving-Napier Golden Arrow Segrave DaytonaSegrave poses in the Golden Arrow on Daytona Beach. The telescopic sight has been installed in front of the cockpit, and the fore sight has been installed on the front of the top cowling. These sights were removed after the car’s first practice run. Note the aerodynamic wheel covers.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-run-south.jpgIrving-Napier Golden Arrow run southSegrave and the Golden Arrow making their south run on Daytona Beach at 231.214 mph (372.103 km/h). Few images of the car at speed exist despite numerous photographers attending the record attempt. At the time, photographers had little experience capturing high-speed subjects. Note that the original sights have been removed.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-museum.jpgIrving-Napier Golden Arrow museumA fantastic image of the Golden Arrow as it sits in the British National Motor Museum. The holes for the front screw jacks can be seen as well as the separate drag links for the front wheels. (Brian Snelson image via flickr.com).https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-model.jpgIrving-Napier Golden Arrow modelJohn Samuel Irving holds a model of the Irving-Napier Special / Golden Arrow. Irving was responsible for the car’s design, as well as the previous car Henry Segrave used to break the 200 mph (322 km/h) mark, the Sunbeam 1,000 hp Mystery Slug.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-crate.jpgIrving-Napier Golden Arrow crateThe Golden Arrow was carefully packed for its trip across the Atlantic. The covers over the surface radiators were regularly used when the car was not being run. Note the black “aiming” stripe on the upper engine cowling. The car’s narrow cockpit was designed especially for Segrave, and the cockpit side panels were attached after Searave was in the driver’s seat.https://oldmachinepress.com/wp-content/uploads/2017/08/irving-napier-golden-arrow-construction.jpgIrving-Napier Golden Arrow constructionThis image of the Golden Arrow being built shows just how closely the cowling fit over the Napier Lion engine. The front two screw jacks can be seen passing through the car’s body. The holes and fins on the brake drums were to help dissipate heat. Note the stout frame rail.2021-03-17T17:42:56+00:00monthlyhttps://oldmachinepress.com/2021/02/20/eldridge-fiat-mephistopheles-lsr-car/https://oldmachinepress.com/wp-content/uploads/2021/01/fiat-sb-4-nazzaro-1908.jpgFIAT-SB-4-Nazzaro-1908Felice Nazzaro sits behind the wheel of the original FIAT SB4 built for George Abercromby in 1908. A leather panel could be added to enclose the side of the very open racer.https://oldmachinepress.com/wp-content/uploads/2021/01/fiat-mephistopheles-goodwood.jpgFIAT-Mephistopheles-GoodwoodFIAT Mephistopheles as seen at the Goodwoood Festival of Speed in 2011. The car is owned by Fiat and normally kept at the Centro Storico Fiat (Fiat Historic Center) in Turin, Italy. (Fiat image)https://oldmachinepress.com/wp-content/uploads/2021/01/fiat-mephistopheles.jpgFIAT-MephistophelesFIAT Mephistopheles on display giving a glimpse at the car’s A.12 engine. While not the original engine installed by Eldridge, the power plant is more than enough to push Mephistopheles to speeds beyond that at which any sane person would travel. (Fiat image)https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-thomas-brooklands-july-1925.jpgEldridge-Thomas-Brooklands-July-1925Thomas (left) and Eldridge (right) shake hands after the match race. Both men were the epitome of the sportsman. The cowling of Mephistopheles is in the foreground.https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-fiat-mephistopheles-thomas-leyland-brooklands-july-1925.jpgEldridge-FIAT-Mephistopheles-Thomas-Leyland-Brooklands-July-1925Eldridge and Ames in Mephistopheles leads John Godfrey Parry-Thomas in his Leyland-Thomas racer at Brooklands on 11 July 1925. Thomas would come back to win the three-lap match race, which involved both cars operating beyond their limits. Thomas set a Brooklands lap record during the race. (Brooklands Museum image)https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-fiat-mephistopheles-new-radiator-cowl.jpgEldridge-FIAT-Mephistopheles-new-radiator-cowlEldridge with the new radiator cowling installed on Mephistopheles. Note the engine’s 12 open exhaust stacks. The car was run in this configuration at Montlhéry in 1925.https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-fiat-mephistopheles-arpajon-record-run.jpgEldridge-FIAT-Mephistopheles-Arpajon-record-runMephistopheles streaks along the public road in Arpajon as it makes a record attempt. The road had a 4.5-mile (7.2-km) straight. https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-fiat-mephistopheles-arpajon-close.jpgEldridge-FIAT-Mephistopheles-Arpajon-closeEldridge and Jim Ames in Mephistopheles at Arpajon, France for an LSR attempt. Note the chain drive.https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-fiat-mephistopheles-arpajon.jpgEldridge-FIAT-Mephistopheles-ArpajonMephistopheles about to make a record run at Arpajon. Eldridge always did an excellent job handling the car’s power, and only the tires suffered.https://oldmachinepress.com/wp-content/uploads/2021/01/eldridge-fiat-300-hp-brooklands-1924.jpgEldridge-FIAT-300-hp-Brooklands-1924Ernest Eldridge sits in the highly-modified FIAT SB4, now lengthened and powered by a 300 hp (223 kW) A.12bis engine. The car is pictured at Brooklands in 1924.2021-03-07T01:48:03+00:00monthlyhttps://oldmachinepress.com/absolute-land-speed-record-cars/2021-02-20T19:38:01+00:00weekly0.6https://oldmachinepress.com/2019/05/20/blue-bird-lsr-car-part-1-350hp-sunbeam-1924-1925/https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-blue-bird-pendine-1924.jpgSunbeam 350HP Blue Bird Pendine 1924The 350HP Blue Bird on Pendine Sands in September 1924. Note the elongated tail, large fairing by the rear wheel, absence of the exhaust pipe, and new paint job. The rear hood strap is unfastened. The new windscreen was later removed.https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-blue-bird-pendine-1925.jpgSunbeam 350HP Blue Bird Pendine 1925With no leather head covering, Campbell was most likely driving for the press and not making an actual run. Even so, intense concentration can be seen on his face. The shape of the new nose is shown to advantage. Note the small fairing by the rear wheel and that the engine cowling has been painted blue.https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-blue-bird-pendine-2015.jpgSunbeam 350HP Blue Bird Pendine 2015On 21 July 2015, the restored Sunbeam 350HP Blue Bird returned to Pendine Sands to commemorate the 90th anniversary of Campbell breaking the 150 mph (241 km/h) mark. The car was driven by Don Wales, Malcolm Campbell’s grandson, and is very close to its 1924 appearance. The 350HP is displayed at the British National Motor Museum in Beaulieu. (National Motor Museum image)https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-thomas.jpgSunbeam 350HP ThomasRené Thomas in the 350HP at the Gaillon Hill Climb. Note that wire wheels have been fitted. The hill climb required the car to carry a passenger. The exhaust pipe was moved so that an additional seat with a fairing could be attached to the left side of the car. However, it appears that lead ballast took the place of a passenger for the actual run up the hill. (Bibliothèque nationale de France, Gallica image)https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-thomas-front-rear.jpgSunbeam 350HP Thomas front rearFront and rear views of the 350HP with Thomas in the driver’s seat. The starting shaft can be seen below the radiator. Note the lack of a windscreen, the tapered front ends of the exhaust pipes, and the car’s narrow tail. The handbrake is now on the outside of the exhaust. (Bibliothèque nationale de France, Gallica image)https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-shop.jpgSunbeam 350HP shopThe Sunbeam 350HP shortly after its completion. The engine cowling is bare of the “SUNBEAM” name later applied, and the car is supported on wooden wheels. Note the small windscreen on the scuttle panel. It does not appear that the car was ever run with this screen. The handbrake can be seen extending between the body and exhaust.https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-m-d-campbell-1925.jpgSunbeam 350HP M-D Campbell 1925https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-guinness.jpgSunbeam 350HP GuinnessKenelm Lee Guinness sits in the 350HP at Brooklands in 1921 or 1922. A flat windscreen has now been added in front of the cockpit. Fillers for the oil and fuel tanks in the tail can easily be seen.https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-frame.jpgSunbeam 350HP frameThe 350HP became Campbell’s first “Blue Bird” LSR car. Most likely, the image is from 1924, when the 350HP was heavily modified. Note the separate cylinder blocks making up each bank and the fairing on the handbrake. The car’s body is leaning up against the wall on the left, and the cockpit section is leaning on the windows. At right appears to be a young (25) Leo Villa diligently working.https://oldmachinepress.com/wp-content/uploads/2019/04/sunbeam-350hp-campbell.jpgSunbeam 350HP CampbellMalcolm Campbell in the 350HP on Saltburn Beach in June 1922. The car appears to be in the same configuration as when it was run by Guinness at Brooklands.2021-10-13T14:36:36+00:00monthlyhttps://oldmachinepress.com/2020/03/05/cobb-napier-railton-endurance-racer/https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-bonneville-1936.jpgNapier-Railton-Bonneville-1936Cobb starting an attempt for the 1-hour record in 1936. The electric starting motor can be seen just before the rear tire. The driver would pull the lever that pressed the roller against the tire. The electric motor would then be turned on, driving the entire car forward. With a little bit of speed, the clutch could be let out, forcing the ever-reliable Lion engine to turn over and fire. https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-parachute-test.jpgNapier-Railton-parachute-testThe Napier-Railton being utilized by the GQ Parachute Company to test aircraft braking parachutes. The pylon atop the rear of the car could automatically retract the parachute and store it for reuse. The streamlined nose was made for the 1951 film Pandora and the Flying Dutchman and was removed in the mid-1950s.https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-current.jpgNapier-Railton-currentThe Napier-Railton in its current form enjoying some sun. The car has been mostly returned to how it appeared for its various runs at Brooklands and is occasionally run at special events. (Dave Rogers image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-completed.jpgNapier-Railton-completedA builder and team photo of the Napier-Railton at Brooklands. Cobb is in the driver’s seat; Ken Taylor is on the far left; Ken Thomson is third from left; Reid Railton is fourth from left. Note the single vertical bar on the radiator housing.https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-cobb.jpgNapier-Railton-CobbJohn Cobb sits behind the wheel of the Napier-Railton at the Brooklands track. The exhaust system with mufflers was a requirement for Brooklands and did a good job of muting the engine. Note the vertical bars covering the radiator.https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-chassis.jpgNapier-Railton-ChassisThe chassis of the Napier-Railton with its Napier Lion engine and three-speed transmission. The two levers by the transmission were for the gear shift and driveshaft brake. The oil tank can be seen extending below the driveshaft and under what would become the cockpit.https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-brooklands-jump.jpgNapier-Railton-Brooklands-jumpCobb takes flight as the Napier-Railton transitions over the River Wey to the Railway Straight and Brooklands. The bridge over the river created a bump that caused faster cars to become airborne, an indication of how Brooklands was a rough track. The image illustrates both the enlarged scuttle and the rear shield added to protect the driver. Note the bar-less radiator housing.https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-brooklands-grille.jpgNapier-Railton-Brooklands-grilleAt 6 ft 3 in and around 240 lb, Cobb was one of the few that could make the large Napier-Railton look almost normal-size by comparison. The leather straps that secured the engine cowling passed through the humps covering the left and right cylinder banks.https://oldmachinepress.com/wp-content/uploads/2020/03/napier-railton-bonneville-config.jpgNapier-Railton-Bonneville-configThe Napier-Railton in front of Gus F. Koehler’s Hudson dealership in Salt Lake City in 1935. The Hudson Motor Car Company provided courtesy vehicles to Cobb and his team. In its Bonneville configuration the Napier-Railton had a larger fuel tank, individual exhaust stacks, and its engine side covers removed. American and British flags were painted atop the radiator housing. The anti-glare shield appears in place on the left side of the car, but the windscreen is missing.2021-02-20T18:10:26+00:00monthlyhttps://oldmachinepress.com/2020/03/20/eyston-eldridge-speed-of-the-wind-flying-spray/https://oldmachinepress.com/wp-content/uploads/2019/12/speed-of-the-wind-1937-eyston.jpgSpeed of the Wind 1937 EystonThe taller tail and nose mounted vane are clearly visible as Speed of the Wind passes the camera at Bonneville in late 1937.https://oldmachinepress.com/wp-content/uploads/2019/12/speed-of-the-wind-1937-eyston-service.jpgSpeed of the Wind 1937 Eyston serviceSpeed of the Wind is serviced in 1937 as Eyston sits in the Cockpit. Note the surface radiator and taller tail.https://oldmachinepress.com/wp-content/uploads/2019/12/speed-of-the-wind-1936-group.jpgSpeed of the Wind 1936 groupA group photo from August 1936 shows Eyston in the cockpit and Eldridge on the far right. The spark ignition engine reinstalled, the car was once again Speed of the Wind. Note that the nostrils are nearly covered, new intake scoops have been added to the engine cowling, and the enclosed canopy has been discarded.https://oldmachinepress.com/wp-content/uploads/2019/12/speed-of-the-wind-1935-getty-637472104.jpgSpeed of the Wind 1935 Getty 637472104The “nostrils” on the front of the car seldom held lights and were often at least partially covered. The caps for the left and right fuel tanks are visible on the car’s sides, just in front of the tires. (Getty image)https://oldmachinepress.com/wp-content/uploads/2019/12/speed-of-the-wind-1935-getty-637451646.jpgSpeed of the Wind 1935 Getty 637451646The recently completed, but yet to be painted, Speed of the Wind. The exhaust system and mufflers were used for the early-morning tests at Brooklands. Note the surface radiator in front of the cockpit. (Getty image)https://oldmachinepress.com/wp-content/uploads/2019/12/ricardo-diesel-kestrel-rr-d.jpgRicardo Diesel Kestrel RR-DThe Rolls-Royce Kestrel-derived diesel engine built by Harry Ricardo. The side cover is removed to reveal the gearset that drove the sleeve valves. Note the fuel injectors positioned atop the cylinder bank.https://oldmachinepress.com/wp-content/uploads/2019/12/flying-spray-april-1936.jpgFlying Spray April 1936With the Ricardo Diesel engine installed, the car became Flying Spray. At Bonneville in April 1936, the car now had an enclosed cockpit. Not seen is the cockpit cover. Note the disc wheel covers used to make the wire wheels more aerodynamic.https://oldmachinepress.com/wp-content/uploads/2019/12/flying-spray-april-1936-run.jpgFlying Spray April 1936 runFlying Spray being serviced before a record attempt in April 1936. Note that the nostrils are completely covered.2021-02-20T18:09:31+00:00monthlyhttps://oldmachinepress.com/2021/01/20/blackburn-b-20-experimental-flying-boat/https://oldmachinepress.com/wp-content/uploads/2021/01/blackburn-b20-right-side-water.jpgBlackburn-B20-right-side-waterThe B-20 providing a good view of the wing float design. Note the Short Sunderland and what appears to be a Short Empire framed nicely between the B-20’s hull and fuselage. https://oldmachinepress.com/wp-content/uploads/2021/01/blackburn-b20-rear-water.jpgBlackburn-B20-rear-waterRear view of the B-20 helps visualize the defense the four .303 machine guns in the turret would have provided. https://oldmachinepress.com/wp-content/uploads/2021/01/blackburn-b20-left-side-beached.jpgBlackburn-B20-left-side-beachedThis side view of the B-20 illustrates how the hull moved forward as it was extended. The rear member of each of the four hull mounts was a hydraulic cylinder that actuated the extension and retraction of the hull.https://oldmachinepress.com/wp-content/uploads/2021/01/blackburn-b20-left-front-beached.jpgBlackburn-B20-left-front-beachedAn excellent view of the Blackburn B-20 highlighting the aircraft’s extended hull, retracted wingtip floats, and well-engineered cowlings for the Vulture engine.https://oldmachinepress.com/wp-content/uploads/2021/01/blackburn-b20-front-water.jpgBlackburn-B20-front-waterThe B-20 on the water looked a little ungainly with its hull extended. Note the access ladder between the hull and the fuselage.2021-01-20T05:55:35+00:00monthlyhttps://oldmachinepress.com/2021/02/05/lockheed-model-1249-turboprop-super-constellation/https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-super-constellation-ad-1.jpgLockheed-1249-Super-Constellation-adAn ad for the turboprop Super Constellation as Lockheed made a light push to interest airlines in the concept. There were no takers, and Lockheed developed the L-188 Electra instead.https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-r7v-2-no-wing-tanks.jpgLockheed-1249-R7V-2-no-wing-tanksSide view of the R7V-2 shows the reinforcements on the rear fuselage above and below the large cargo door. The turboprop aircraft used standard Super Constellation fuselages, and most were reused on piston-powered aircraft once their days of testing were over. https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-r7v-2-in-flight-no-wing-tanks.jpgLockheed-1249-R7V-2-in-flight-no-wing-tanksThe first R7V-2 (BuNo 131630) seen on a test flight without the wingtip fuel tanks. The Constellation-series of aircraft is known as one of the more graceful airframes, and the turboprop engines made the aircraft that much more impressive.https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-131631-4132-elation.jpgLockheed-1249-131631-4132-ElationLockheed serial 4132, the second R7V-2 (BuNo 131631), fitted with Allison 501-D engines to test their installation for the L-1888 Electra. Known as the Elation, the aircraft flew more with the Allisons than it did with its original Pratt & Whitney engines. Note the four-blade propellers. https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-yc-121f-131660-over-pacific-palisades.jpgLockheed-1249-YC-121F-131660-over-Pacific-PalisadesThe first YC-121F, still with Navy BuNo 131660 painted on the tail, seen on a test flight over Pacific Palisades, just north of Santa Monica, California. Note the large, removable wingtip fuel tanks.https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-yc-121f-58-8258.jpgLockheed-1249-YC-121F-58-8258The second YC-121F, Air Force serial number 53-8158, seen with flaps and gear extended. Note the exhaust outlet at the rear of the engine nacelles.https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-r7v-2-under-wing.jpgLockheed-1249-R7V-2-under-wingInstallation of the Pratt & Whitney T34 turboprop engines onto the Super Constellation airframe was well-executed. The tight-fitting cowling was much smaller than those needed to cover the larger-diameter R-3350 piston engine. The aircraft’s main gear was unchanged, which resulted in an awkward hump under the No. 2 and 3 engines. Note the wide cord of the three-blade propeller. https://oldmachinepress.com/wp-content/uploads/2021/01/lockheed-1249-r7v-2-super-constellation.jpgLockheed-1249-R7V-2-Super-ConstellationThe Lockheed Model 1249 was a turboprop-powered Super Constellation originally ordered by the US Navy as the R7V-2. The aircraft was the fastest of the Constellation series by far, but other turboprop and jet aircraft were favored by all parties.2024-05-13T22:43:22+00:00monthlyhttps://oldmachinepress.com/2016/06/11/martin-baker-mb3-fighter/https://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-right-rear.jpgMartin-Baker MB3 right rearMany sources claimed that the MB3 was fitted with a bubble canopy after its first flight. This belief stems from a doctored image of the MB3 with a bubble canopy meant to illustrate what the production version of the aircraft would look like. A bubble canopy was never installed on the MB3.https://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-left.jpgMartin-Baker MB3 leftThe MB3 during its brief flight testing career at RAF Wing. Note the retractable stirrup and fold-down door for cockpit entry.https://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-with-captain-v-h-baker.jpgMartin-Baker MB3 with Captain V H BakerCaptain Valentine H. Baker posses with the MB3 shortly before a test flight. The engine seized on the MB3’s 10th flight, and Captain Baker was killed in the subsequent crash landing.https://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-left-side.jpgMartin-Baker MB3 left sideThe MB3 during its brief flight testing career at RAF Wing. Note the retractable stirrup and fold-down door for cockpit entry.https://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-rear.jpgMartin-Baker MB3 rearMartin-Baker MB3 rearhttps://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-runup.jpgMartin-Baker MB3 runupMartin-Baker MB3 runuphttps://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-right.jpgMartin-Baker MB3 rightMartin-Baker MB3 righthttps://oldmachinepress.com/wp-content/uploads/2016/06/martin-baker-mb3-denham-guns.jpgMartin-Baker MB3 Denham gunsMartin-Baker MB3 Denham guns2021-01-05T15:55:05+00:00monthlyhttps://oldmachinepress.com/2012/09/03/douglas-xa-26d-and-xa-26e-invaders/https://oldmachinepress.com/wp-content/uploads/2012/09/douglas-xa-26d-41-39543-4-blade.jpgDouglas XA-26D 41-39543 4-bladeThe second XA-26D aircraft with four-blade propellers. Note the first Douglas XB-42 Mixmaster prototype in the background. https://oldmachinepress.com/wp-content/uploads/2012/09/douglas-xa-26d-41-39543.jpgDouglas XA-26D 41-39543The second XA-26D, serial number 41-39543, is seen here with three-blade propellers. Note the spinners and revised cowlings.2020-12-26T18:30:32+00:00monthlyhttps://oldmachinepress.com/2015/01/17/breguet-bugatti-32a-and-32b-quadimoteurs/https://oldmachinepress.com/wp-content/uploads/2015/01/breguet-bugatti-32a-test.jpgBreguet-Bugatti 32A testBreguet-Bugatti 32A testhttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-bugatti-32a.jpgBreguet-Bugatti 32ABreguet-Bugatti 32Ahttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-type-xxi-and-32b.jpgBreguet Type XXI and 32BBreguet Type XXI and 32Bhttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-type-xxi-and-32a.jpgBreguet Type XXI and 32ABreguet Type XXI and 32Ahttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-type-xx-and-32a.jpgBreguet Type XX and 32ABreguet Type XX and 32Ahttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-bugatti-32b-side.jpgBreguet-Bugatti 32B sideBreguet-Bugatti 32B sidehttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-bugatti-32b-rear.jpgBreguet-Bugatti 32B rearBreguet-Bugatti 32B rearhttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-bugatti-32b-gear-drive.jpgBreguet-Bugatti 32B gear driveBreguet-Bugatti 32B gear drivehttps://oldmachinepress.com/wp-content/uploads/2015/01/breguet-bugatti-32b-front.jpgBreguet-Bugatti 32B frontBreguet-Bugatti 32B front2021-10-16T22:09:07+00:00monthlyhttps://oldmachinepress.com/2017/05/05/rumpler-loutzkoy-taube-aircraft/https://oldmachinepress.com/wp-content/uploads/2017/05/rumpler-loutzkoy-taube-engines.jpgRumpler Loutzkoy-Taube enginesA basic drawing of the engine installation in the Loutzkoy-Taube.https://oldmachinepress.com/wp-content/uploads/2017/05/rumpler-loutzkoy-taube-argus-engines.jpgRumpler Loutzkoy-Taube Argus enginesDetailed right and left views of the Loutzkoy-Taube’s twin-Argus engine installation. Note the size difference of the propellers. The extension shaft and chain drive from the second engine to the larger propeller can clearly be seen.https://oldmachinepress.com/wp-content/uploads/2017/05/rumpler-loutzkoy-taube-rear.jpgRumpler Loutzkoy-Taube rearThis rear view of the Loutzkoy-Taube illustrates the aircraft’s similarity, with the exception of the double propellers, to a standard Taube. Note the fuel tanks attached to the cabane strut above the cockpit.https://oldmachinepress.com/wp-content/uploads/2017/05/rumpler-loutzkoy-taube-patent.jpgRumpler Loutzkoy-Taube patentA drawing from Loutzkoy’s patent shows the basic engine layout that was used in the Loutzkoy-Taube aircraft and includes a change-over gearbox. The gearbox was meant to provide braking after touchdown by reversing the rotation of the second propeller. However, such a gearbox was never installed in the aircraft.https://oldmachinepress.com/wp-content/uploads/2017/05/rumpler-loutzkoy-taube-front.jpgRumpler Loutzkoy-Taube frontThis drawing of the Loutzkoy-Taube illustrates the aircraft’s similarity to a standard Taube. The obvious differences include the double propellers and two main gear wheels.https://oldmachinepress.com/wp-content/uploads/2017/05/rumpler-loutzkoy-taube-front-ground.jpgRumpler Loutzkoy-Taube front groundThe tandem-engine Rumpler Loutzkoy-Taube employed coaxial propellers that rotated the same direction. The second engine can just be seen behind the first engine and between the wings. Note the aircraft’s double main wheels.2020-11-25T20:10:57+00:00monthlyhttps://oldmachinepress.com/2014/11/14/christie-inline-race-cars/https://oldmachinepress.com/wp-content/uploads/2014/11/christie-1903-auto-side.jpgChristie 1903 Auto sideChristie 1903 Auto sidehttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1903-auto-front.jpgChristie 1903 Auto frontChristie 1903 Auto fronthttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-vanderbilt.jpgChristie 1906 VanderbiltChristie 1906 Vanderbilthttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-vanderbilt-start.jpgChristie 1906 Vanderbilt startChristie 1906 Vanderbilt starthttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-touring-car.jpgChristie 1906 touring carChristie 1906 touring carhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1905-twin-engine-racer.jpgChristie 1905 twin engine racerChristie 1905 twin engine racerhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1905-racer-engine.jpgChristie 1905 racer engineChristie 1905 racer enginehttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1905-racer-and-robertson.jpgChristie 1905 racer and RobertsonChristie 1905 racer and Robertsonhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1904-racer.jpgChristie 1904 racerChristie 1904 racerhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1904-racer-engine.jpgChristie 1904 racer engineChristie 1904 racer engine2022-11-29T14:20:34+00:00monthlyhttps://oldmachinepress.com/2017/01/20/vought-v-173-flying-pancake-zimmers-skimmer/https://oldmachinepress.com/wp-content/uploads/2017/01/zimmerman-proof-of-concept-test-aircraft.jpgZimmerman-proof-of-concept-test-aircraftThe proof-of-concept aircraft built to test Zimmerman’s theories. This image illustrates the aircraft’s 7 ft (2.1 m) wingspan. Due to trouble with synchronizing the engines/propellers, the aircraft was not flown.https://oldmachinepress.com/wp-content/uploads/2017/01/zimmerman-three-place-aircraft.jpgzimmerman-three-place-aircraftDrawings from Charles Zimmerman’s 1935 patent showing his low-aspect ratio, flying wing aircraft. Note the three occupants lying in a prone position. The aircraft’s layout was very similar to the Vought V-173. The power transfer shaft (22) can been seen connecting the two propeller shafts.https://oldmachinepress.com/wp-content/uploads/2017/01/zimmerman-test-aircraft.jpgzimmerman-test-aircraftThe proof-of-concept aircraft built to test Zimmerman’s theories. The image illustrates the aircraft’s 7 ft (2.1 m) wingspan. Due to trouble with synchronizing the engines/propellers, the aircraft was not flown.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-v-173-wind-tunnel-side.jpgvought-v-173-wind-tunnel-sideThe Vought V-173 in the Langley wind tunnel. Note the forward rake on the two-blade propellers. The rake (or cone angle) was adjustable, and three-blade propellers of the same type were soon fitted to the aircraft.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-v-173-wind-tunnel-front.jpgvought-v-173-wind-tunnel-frontUnderside view of the V-173 shows the windows in the aircraft’s leading edge. The hinge line for the control surfaces between the tails can just be seen near the aircraft’s trailing edge. The surfaces were omitted when the aircraft first flew, but stabilizing flaps were later installed in their place.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-v-173-runup.jpgvought-v-173-runupThe V-173 undergoing an engine run. The engine cooling air intakes can be seen in the aircraft’s leading edge. The canopy is open, and the cockpit access hatch on the aircraft’s underside is also open. Note that the stabilizing flaps are deflected up and that streamlined fairings have been fitted to cover the wheels.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-v-173-restored.jpgvought-v-173-restoredPainstakingly restored by volunteers, the V-173 is currently on display in the Frontiers of Flight Museum in Dallas, Texas. The aircraft is on loan from the National Air and Space Museum until at least 2022. (Frontiers of Flight Museum image)https://oldmachinepress.com/wp-content/uploads/2017/01/vought-v-173-rear.jpgvought-v-173-rearThe V-173 is shown with redesigned ailavators and the stabilizing flaps installed. The cooling air exit flaps can be seen near the cockpit. The two ports forward of each cooling air exit flap were for engine exhaust.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-v-173-in-flight.jpgvought-v-173-in-flightView of the V-173 on an early test flight that shows no stabilizing flaps between the tails. Note the deflection angle of the ailavator; the V-173 always flew at a nose-high angle because it was underpowered.2020-11-14T20:17:05+00:00monthlyhttps://oldmachinepress.com/2019/07/20/fisher-general-motors-p-75-eagle-fighter/https://oldmachinepress.com/wp-content/uploads/2019/07/fisher-xp-75a-44-32165-side.jpgFisher XP-75A 44-32165 sideXP-75A 44-32165 with the new (and final) large, angular tail and horizontal stabilizer. However, the aircraft retained the rounded wings. Note the ventral strake behind the belly scoop, and the wide H-blade propellers. The same modifications were applied to 44-32166. The stenciling under the canopy says “Aeroproducts Flight Test Ship No 4.”https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-xp-75-43-46950.jpgFisher XP-75 43-46950The Fisher P-75 Eagle was supposed to be quickly and inexpensively developed by utilizing many existing components. However, many resources were expended on the aircraft. The first XP-75 (43-46950) had a uniquely pointed rear canopy. It was also the only example that used a relatively unaltered Douglas A-24 empennage. Note the fixed tailwheel and the fairings that covered the machine gun barrels in the aircraft’s nose.https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-xp-75a-long-range-side.jpgFisher XP-75A long-range sideAircraft 44-32162 was the fourth of the XP-75-series and the second XP-75A with additional wing fuel tanks. Note the revised canopy and tail compared to the first prototype. The aircraft has narrow A-blade propellers, and the 10-gun armament appears to be installed.https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-xp-75a-assembly.jpgFisher XP-75A assemblyThis image shows either 44-32165 or 44-32166 being completed in the Cleveland plant. These two aircraft, the last of the XP-75As, had a bubble canopy, retractable tailwheel, and a new, tall ruder and vertical stabilizer. Note the P-40-style rounded wings. (Mike Veselenak image via Tom Veselenak)https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-xp-75a-44-32161-crash.jpgFisher XP-75A 44-32161 crashThe empennage (left) and inverted wings and fuselage (right) of XP-75A 44-32161 after its crash on 5 August 1944. An engine explosion and inflight fire led to the empennage separating from the rest of the aircraft. Russell Weeks, the pilot, was able to bail out of the stricken aircraft. (Mike Veselenak images via Tom Veselenak)https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-xp-75-line.jpgFisher XP-75 lineThe top image shows at least five XP-75A aircraft under construction. The middle image, from right to left, shows the first two XP-75 aircraft (43-46950 and 43-46951) and the first two XP-75A aircraft (44-32161 and 44-32162). The second XP-75 (second from the right) has the wide H-blade propellers installed, while the other aircraft have the narrow A-blade propellers. The bottom image is a P-75A under construction. Note the V-3420 engine. (Mike Veselenak images via Tom Veselenak)https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-p-75a-usafm.jpgFisher P-75A USAFMFisher P-75A 44-44553 has been preserved and is on display in the National Museum of the US Air Force. (US Air Force image)https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-p-75a-top.jpgFisher P-75A topA top view of 44-44550 provides a good illustration of the square wingtips and horizontal stabilizer. The wings were only slightly extended, but the area of the ailerons was increased by a good amount. The square extensions to the horizontal stabilizer increased its area significantly. Note that the machine gun armament is installed.https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-p-75a-side.jpgFisher P-75A sideThe pilot under 44-44550’s bubble canopy helps illustrate the aircraft’s rather large size. The P-75’s sluggish handling and lateral instability did not endear the aircraft to test pilots. Note the nearly-wide-open rear shutter of the belly scoop.https://oldmachinepress.com/wp-content/uploads/2019/06/fisher-p-75a-runup.jpgFisher P-75A runupP-75A 44-44550 with the new (and final) square tail and horizontal stabilizer. Note the two-section belly scoop and the F4U main landing gear.2023-01-01T09:31:04+00:00monthlyhttps://oldmachinepress.com/2020/11/05/alfa-romeo-1101-28-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/11/caproni-vizzola-mct-alfa-romeo-1101.jpgCaproni-Vizzola-MCT-Alfa-Romeo-1101A composite drawing of the Caproni Vizzola MCT (Monoposto Caccia Trigona / single seat fighter, designed by Emmanuele Trigona) with the 1101 engine installed in the fuselage.https://oldmachinepress.com/wp-content/uploads/2020/11/alfa-romeo-1101-test-side.jpgAlfa-Romeo-1101-test-sideThe 1101 mounted on what appears to be a test bed. This image gives a good view to the spacing of the intake and exhaust ports. Note the two dynafocal mounts on the back of each cylinder bank. It is not clear if the remote supercharger has been omitted or is just obscured by the mounting frame.https://oldmachinepress.com/wp-content/uploads/2020/11/alfa-romeo-1101-supercharger-side.jpgAlfa-Romeo-1101-supercharger-sideThe 1101’s aftercooler was to be incorporated into the induction pipe between the supercharger and the ring manifold. Note the shaft housing extending back from the engine to power the supercharger.https://oldmachinepress.com/wp-content/uploads/2020/11/alfa-romeo-1101-supercharger-rear.jpgAlfa-Romeo-1101-supercharger-rearThe Alfa Romeo 1101 28-cylinder engine with its remote, two-speed supercharger. Note the induction system from the supercharger to the cylinders. The fuel injection pump and magnetos can be seen on the back of the engine. One cylinder bank has a seemingly restrictive exhaust manifold attached.https://oldmachinepress.com/wp-content/uploads/2020/11/alfa-romeo-1101-front.jpgAlfa-Romeo-1101-frontFront view of the 1101 illustrates the vertical drives for the camshafts. The four mounts on the front of the gear reduction are visible. A sump is positioned between the two lower cylinder banks.2022-01-21T09:48:13+00:00monthlyhttps://oldmachinepress.com/2020/10/20/martin-xb-51-attack-bomber/https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-color.jpgMartin-XB-51-colorThe first XB-51 with flaps down and its wing at an incidence of 7.5 degrees. Note that only one of the wingtip outrigger gears is touching the ground. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-two-ship-plant.jpgMartin-XB-51-two-ship-plantThe second (left) and first (right) XB-51 aircraft at the Martin plant in Middle River. Both aircraft have the bullet tail fairings, and the second prototype (right) has RATO bottles attached. The Martin plant in the background still has the camouflage paint scheme applied during World War II. Compare the different flap and wing positions between the two aircraft. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-two-ship-pass.jpgMartin-XB-51-two-ship-passThe second (right) and first (left) XB-51 aircraft make a low pass over Martin Field on 11 October 1950. Note the shadows of the aircraft on the runway. (Martin/USAF image) https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-takeoff.jpgMartin-XB-51-takeoffThe XB-51 executing a high-performance takeoff provides a good view of the aircraft’s leading-edge slats and large flaps. No RATO bottles are fitted. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-rollout.jpgMartin-XB-51-rolloutThe XB-51 with its flaps up and its wing at an incidence of three degrees as the aircraft is rolled out on 4 September 1949. The circle on the side of the fuselage just behind the cockpit is a side window for the radio operator. There is no window mirrored on the left side of the aircraft. Note that the intake for the fuselage-mounted engine has its cover rotated closed. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-ordinance.jpgMartin-XB-51-ordinanceOrdinance for the XB-51 that would fit in the bomb bay. From left to right, four 1,600 lb (726 kg) bombs, eight 5 in (127 mm) High Velocity Aircraft Rockets (HAVR), one 4,000 lb (1,814 kg) bomb, four 2,000 lb (907 kg) bombs, four 1,000 lb (454 kg) bombs, and nine 500 lb (227 kg) bombs. The 4,000 lb (1,814 kg) bomb required an enlarged bomb bay door. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-ground.jpgMartin-XB-51-groundThe first XB-51 undergoing an engine run. The bullet fairing has been added to the tail. Note the covered ports in the nose for the 20 mm cannons. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-flight-top.jpgMartin-XB-51-flight-topThe Martin XB-51 was a unique attack bomber designed at the dawn of the jet age. The first prototype is seen here with its original tail. Note the inlet for the fuselage-mounted engine. The dark square behind the canopy is a window over the radio operator. (Martin/USAF image)https://oldmachinepress.com/wp-content/uploads/2020/10/martin-xb-51-flight.jpgMartin-XB-51-flightAnother image of the first XB-51 with its bullet tail fairing. Note the RATO bottles attached to the rear fuselage. The shield painted under the cockpit says “Air Force Flight Test Center.” (Martin/USAF image)2020-10-29T05:59:03+00:00monthlyhttps://oldmachinepress.com/2020/04/20/continental-xi-1430-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/04/continental-xi-1430-front-and-rear.jpgContinental-XI-1430-front-and-rearFront and rear views of the XI-1430 illustrate the engine’s rather compact configuration. On the front of the engine, the housings for the camshaft drives can just be seen between the accessory drive and the circular covers on the cylinder banks. Note the size of the supercharger housing on the rear view.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-right-front.jpgContinental-XI-1430-right-frontThe Continental XI-1430 was a compact, high-performance aircraft engine capable of producing an impressive amount of power but also suffered from reliability issues. The mounting pads on the front accessory case, below the nose case, were for the starter and generator.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-xp-67.jpgContinental-XI-1430-XP-67The XP-67 had an impressive appearance with its nacelles and fuselage blended into the wings. However, the XI-1430 engines did not deliver their expected power, and the XP-67’s top speed was 405 mph (652 km/h), well below the expected 448 mph (721 km/h). The XP-67 originally had a guaranteed speed of 472 mph (760 km/h) at 25,000 ft (7,620 m) with a gross weight of 18,600 lb (8,437 kg). Once its weight had increased to 22,500 lb (10,206 kg), the expected speed was reduced to 448 mph (721 km/h).https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-xp-49.jpgContinental-XI-1430-XP-49The Lockheed XP-49 was obviously a development of the P-38, with the airframes sharing many common parts. However, the XP-49 as built offered no advantage over the P-38, and the aircraft was used mostly as an XI-1430 test bed.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-underside-xp-67.jpgContinental-XI-1430-underside-XP-67Underside of an XI-1430-17 installed in the McDonnell XP-67 wing section for tests at the Langley Memorial Aeronautical Laboratory in September 1943. The tests were conducted to evaluate the cooling ducts of the XP-67’s radical blended design. Illustrated is the engine’s intake manifold and two coolant radiators. Note the generator and starter installed on the front accessory drive. The air-cooled jackets surrounding the engine’s exhaust manifolds are also visible. (LMAL image)https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-left-right-nasm.jpgContinental-XI-1430-left-right-NASMThe two XI-1430 engines held by the Smithsonian Air and Space Museum, with the -11 at top and the -15 at bottom. Both examples rotate counterclockwise (left-handed). The engines are currently in storage and not on display. (NASM images)https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-left-rear.jpgContinental-XI-1430-left-rearThe induction pipe can be seen extended from the bottom of the supercharger housing and to the inverted Vee between the cylinder banks. Note how the camshaft housing was attached to each individual cylinder.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-front-rear.jpgContinental-XI-1430-front-rearFront and rear views of the XI-1430 illustrate the engine’s rather compact configuration. On the front of the engine, the housings for the camshaft drives can just be seen between the accessory drive and the circular covers on the cylinder banks. Note the size of the supercharger housing on the rear view.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-9-clockwise-geartrain.jpgContinental-XI-1430-9-clockwise-geartrainThe gear train of a clockwise-turning (right-handed) XI-1430-9. Unlike with the O-1430 in which a few gears could be swapped for clockwise vs counterclockwise rotation, the XI-1430 had a different gear train that incorporated various idler gears for counterclockwise rotation.2020-10-10T18:30:50+00:00monthlyhttps://oldmachinepress.com/2019/01/22/americas-round-engine-airliners/https://oldmachinepress.com/wp-content/uploads/2018/10/americas-round-engine-airliners-cover.jpgAmerica's Round-Engine Airliners cover2020-10-09T23:58:05+00:00monthlyhttps://oldmachinepress.com/2020/08/20/napier-h-16-rapier-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/08/fairey-seafox-1.jpgFairey-SeafoxThe Fairey Seafox reconnaissance float plane was powered by the Rapier VI engine, and 66 examples of the aircraft were built.https://oldmachinepress.com/wp-content/uploads/2020/08/short-maia-mercury-composite.jpgShort-Maia-Mercury-CompositeThe Short S.20 Mercury (top) and Short S.21 Maia (bottom) seaplane composite. Although originally fitted with four Rapier V engines, the Mercury had Rapier VIs installed for its service flights. The Maia was powered by four nine-cylinder Bristol Pegasus radial engines.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-rapier-vi-front-and-rear.jpgNapier-Rapier-VI-front-and-rearFront and rear views of the Rapier VI. Internally, the engine used fork-and-blade connecting rods and had a cylinder compression ratio of 7.0 to 1. It was the most powerful of the Rapier engines.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-rapier-vi.jpgNapier-Rapier-VIThe Rapier VI had a revised, magnesium crankcase, a separate gear reduction housing, and used a downdraft carburetor. Otherwise, its structure was similar to that of the Rapier IV.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-rapier-iv.jpgNapier-Rapier-IVThe Rapier IV was very similar to the Rapier II but with decreased supercharging. The baffles helped direct cooling air through the cylinder’s fins. Note the magneto mounted vertically from the accessory case.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-rapier-i-rear-and-front.jpgNapier-Rapier-I-rear-and-frontRear and front views of the Rapier I. On the left, the upper “Y” intake pipe can be seen behind the spark plug wires. On the right, the intake manifolds can be seen atop the inner side of the cylinder banks, just under the valve rocker housings.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-rapier-ii.jpgNapier-Rapier-IIThe Rapier II had a revised cylinder with intake and exhaust ports on its outer sides. The supercharger housing was also modified with four outlets serving individual intake manifolds for each cylinder bank. Note the crankcase’s horizontal parting line.https://oldmachinepress.com/wp-content/uploads/2020/08/napier-rapier-i.jpgNapier-Rapier-IThe Napier Rapier I with its intake and exhaust ports mounted on opposite sides of the cylinder, Note the magnetos mounted to the rear of the engine and the external oil line on the crankcase.https://oldmachinepress.com/wp-content/uploads/2020/08/de-havilland-dh77.jpgDe-Havilland-DH77The Havilland DH.77 prototype fighter monoplane was initially powered by a Rapier I engine, but a Rapier II was later installed. Note the individual exhaust stacks and the machine gun installed on the side of the aircraft.2020-09-20T15:04:57+00:00monthlyhttps://oldmachinepress.com/2017/10/20/fairey-p-24-monarch-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2017/10/fairey-p24-monarch-battle-uncowled.jpgFairey P24 Monarch Battle uncowledUncowled view of the P.24 installed in the Battle. Note the supercharger, intake manifold, and front engine mount.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-monarch-engine.jpgFairey P24 Monarch engineThe Fairey P.24 Monarch was a final attempt by Fairey Aviation to produce a piston aircraft engine. The engine proved to be reliable and had some unique features, but nothing about it was revolutionary. Both Britain and the United States passed at the opportunity to produce the engine.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-monarch-battle-us-side.jpgFairey P24 Monarch Battle US sideThe P.24 was flown extensively in the US, but the AAF was mostly interested in the contra-rotating propeller. The Battle retained its serial number, but the British roundels were painted over, and US markings were applied. Note the star under the wing and the stripes on the tail. Some contend the Battle was designed to be powered by the P.24. However, the Battle’s origin can be traced to 1933, and the P.24’s design was initiated over two years later, in 1935. An early design of the Battle was powered by the Fairey P.12 Prince.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-monarch-battle-gb-side.jpgFairey P24 Monarch Battle GB sideThis side view of the P.24 engine installed in Fairey Battle K9370 illustrates the very large radiator installed under the aircraft. It is easy to understand why the engine, with its 16 prominent exhaust stacks, is often thought to be an H-16. Note that the propellers do not have a complete spinner, which was installed later.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-monarch-battle-gb-front.jpgFairey P24 Monarch Battle GB frontA well circulated image of the P.24-powered Battle in Britain. Taken at the same time is another image that shows the front propeller turning (left side of the engine running). A doctored set of these images had the exhaust stacks removed to keep the engine’s configuration a secret. Note the complete spinner.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-integral-passageways.jpgFairey P24 integral passagewaysDrawings taken from British patent 463,501 illustrate the integral passageways of the P.24’s induction system. The drawn configuration was nearly identical to that used on the actual engine. The sectional view on the right illustrates the numerous sharp turns the air/fuel mixture made on its way into the cylinders.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-engine-configurations.jpgFairey P24 engine configurationsA variety of P.24 engine configurations were illustrated in US patent 2,470,155. All of the different configurations are reminiscent of what Allison envisioned for the V-1710 and V-3420. Note the bevel gear drives for the power shafts.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-u-24-marine-engine.jpgFairey U-24 marine engineFor marine use, Forsyth mounted the four banks of the P.24 on a new crankcase to create a U-24 engine. This drawing from US patent 2,389,663 shows the engine and how it would drive a contra-rotating propeller. The bevel drive to the supercharger is shown by number 10.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-with-compressors.jpgFairey P24 with compressorsAs the jet age dawned, Forsyth looked to incorporate the new technology into the P.24. The top drawing is from British patent 591,048 and describes a single compressor (H) mounted behind the engine (A) and supercharger (F). Induction pipes (34) lead from the supercharger to the engine. The bottom drawing is from British patent 591,189 and describes a compressor (M) mounted behind each engine section. Both configurations allow the engine to drive the propellers, the compressor, or both. In addition, fuel could be injected and ignited into combustion chambers (I top and S bottom) for additional thrust. The patents were applied for in 1944 and granted in 1947.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p24-valves.jpgFairey P24 valvesAnother drawing from British patent 463,501 details the induction, valves, and exhaust. Although the drawing has two exhaust valves per cylinder, the P.24 as built only had one exhaust valve. Note that each bank of six cylinders only has four exhaust stacks. This gave a total of 16 stacks for the P.24 engine, which is why it is occasionally mistaken for an H-16.2025-01-27T04:19:41+00:00monthlyhttps://oldmachinepress.com/2015/03/21/napier-heston-racer/https://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-left.jpgNapier-Heston Racer leftThe rather small size of the Napier-Heston Racer is illustrated in this photo. The radiator's intake duct can be seen under the aircraft, and its exit duct under the horizontal stabilizer. Note the bulges in the cowling to allow clearance for the Sabre's cylinder banks.https://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-left-side.jpgNapier-Heston Racer left sideNapier-Heston Racer left sidehttps://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-left-3-4.jpgNapier-Heston Racer left 3-4Napier-Heston Racer left 3-4https://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-front.jpgNapier-Heston Racer frontNapier-Heston Racer fronthttps://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-front-3-4.jpgNapier-Heston Racer front 3-4Napier-Heston Racer front 3-4https://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-front-3-4-2.jpgNapier-Heston Racer front 3-4 2Napier-Heston Racer front 3-4 2https://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-right-side.jpgNapier-Heston Racer right sideNapier-Heston Racer right sidehttps://oldmachinepress.com/wp-content/uploads/2015/03/napier-heston-racer-rear-3-4.jpgNapier-Heston Racer rear 3-4Napier-Heston Racer rear 3-42023-08-24T08:31:47+00:00monthlyhttps://oldmachinepress.com/2013/07/29/martin-baker-mb2/https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-with-short-tail.jpgMartin-Baker MB2 with short tailThe MB2 with the revised small stub tail to provided better directional control over the original design having no tail. However, this tail configuration was still insufficient.https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-marked-as-m-b-1.jpgMartin-Baker MB2 marked as M-B-1An early photo of the Martin-Baker MB2 when marked as M-B-1.https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-flight.jpgMartin-Baker MB2 flightThe Martin-Baker MB2 in flight with the final tail configurations. Note the opening for the oil cooler on the left main gear fairing.https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-final-tail.jpgMartin-Baker MB2 final tailThe Martin-Baker MB2 eight-gun fighter with its final tail configuration.https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2.jpgMartin-Baker MB2From left to right, Captain Valentine Baker, James Martin, and Francis Francis, who provided funding for the Martin-Baker Aircraft Company, stand next to the MB2.https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-transport.jpgMartin-Baker MB2 transporthttps://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-pylon.jpgMartin-Baker MB2 pylonThe MB2 with the crash pylon extended above the cockpit canopy. Note that the canopy can provide a 360 degree view.https://oldmachinepress.com/wp-content/uploads/2013/07/martin-baker-mb2-nose.jpgMartin-Baker MB2 nose2020-09-20T14:56:12+00:00monthlyhttps://oldmachinepress.com/2020/07/20/cobb-railton-land-speed-record-car/https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1938-body.jpgRailton-1938-bodyRear view of the Railton shortly after its completion in 1938. Once the one-piece body was quickly removed, nearly all of the car’s components were accessible. The large water tank is on the left, and the air brake can be seen forward of the rear tires.https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1838-no-body.jpgRailton-1838-no-bodyFront view of the Railton on the Salt Flats in 1938. The open covers at the bottom of the car allowed access for two of the body’s eight mounts. Note the air brake has been removed, as Cobb found the driveshaft brakes more than adequate.https://oldmachinepress.com/wp-content/uploads/2020/07/railton-museum.jpgRailton-museumThe Railton on display at the Thinktank, Birmingham Science Museum. Although fitting, the name “Dunlop” was never painted on the car while it was breaking records. (Geni image via Wikimedia Commons) https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1947-top.jpgRailton-1947-topA serious Cobb peers out the windscreen of the Railton. The slits forward of the canopy brought in air to the cockpit. A steel and asbestos panel behind the upper exhaust stacks protected the car’s body from heat damage. https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1947-side.jpgRailton-1947-sideThe Railton on the wide expanses of the Salt Flats in 1947. The various exhaust manifolds can be seen above and below the body. Note the two streams of water pouring out the underside of the car from the total-loss cooling system. https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1947-run.jpgRailton-1947-runJohn Cobb and the Railton streak across the Bonneville Salt Flats in 1947. The car was the first to go over 400 mph (644 km/h). https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1947-no-body.jpgRailton-1947-no-bodyCobb sits in the bodyless Railton in 1947. This image illustrates the tight fit under the body of the two Lion engines, various tanks, and other components. The twin belts, pulley, and shaft of the anti-stalling device can be seen between the cockpit and rear engine, which drove the front wheels.https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1947-body.jpgRailton-1947-bodyWhile the body could be lifted by six men, many hands make light work. The oil tank is just forward of the rear wheel, followed by the relocated (in 1939) water and header tank. Many Dzus fasteners used to secure the body can be seen on the undershield. Note the very forward position of the driverhttps://oldmachinepress.com/wp-content/uploads/2020/07/railton-1939-run.jpgRailton-1939-runCobb and the Railton making a run on the Salt Flats in 1939. The trip that year was quite successful, but the start of World War II overshadowed the records.https://oldmachinepress.com/wp-content/uploads/2020/07/railton-1939-body.jpgRailton-1939-bodyThe Railton being prepared at Bonneville in 1939. The fuel tank has been relocated to the car’s port side, and a large ice tank has been added at the back of the car. The man by the body is painting the Gilmore Red Lion on the nose of the car.2020-08-20T16:46:33+00:00monthlyhttps://oldmachinepress.com/2019/04/20/caproni-ca-90-heavy-bomber/https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-rear.jpgCaproni Ca90 rearThe four-blade rear propeller and two-blade front propellers are visible in this rear view of the Ca.90. Note the dorsal gunner positions in the upper fuselage. The structures on the gear struts are oelo-rubber shock absorbers.https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-frame.jpgCaproni Ca90 frameThe partially finished airframe of the Ca.90. The cylindrical tanks are for fuel, with 11 in the nose, one visible in wing center section, and four vertically mounted between the rear engines. The open space in the middle of the fuselage is the bomb bay. An oil tank can be seen between the engines. The radiator for the rear engine is in place. Note the radiator under the struts for the center engines.https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-close.jpgCaproni Ca90 closeClose-up view of the Ca.90’s nose illustrates the corrugated aluminum sheets covering the nose, fuselage under the cockpit, and top of the fuselage between the nose and cockpit. Note the large access door. The three holes under each engine are carburetor intakes.https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-top.jpgCaproni Ca90 topTop view of the Ca.90 shows the gunner position in the upper wing. It is not clear how the position was reached. Note the aerodynamic fairings on the main wheels and that the aircraft is being pushed and pulled by a team of at least 30 men.https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-takeoff.jpgCaproni Ca90 takeoffA rare image of the Ca.90 airborne shortly after takeoff. A slight trail of dark smoke is visible from the engines, perhaps from a rich mixture.https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-side.jpgCaproni Ca90 sideThe Caproni Ca.90 was a huge aircraft. The aircraft’s tires are taller than the bystanders. Note the servo tab trailing behind the aileron used to balance the aircraft’s controls. Note the radiators for the front engines immediately behind the propellers.https://oldmachinepress.com/wp-content/uploads/2019/03/caproni-ca90-side-paint.jpgCaproni Ca90 side paintThe Ca.90 in its final form with a (blue) painted nose, side gunner positions, and aerodynamic fairings for the main wheels. Note the new servo tab on the rudder. Another Caproni aircraft (Ca.79?) can be seen flying in the background.2020-08-15T04:23:29+00:00monthlyhttps://oldmachinepress.com/2015/12/30/de-havilland-dh-91-albatross/https://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-faraday-early-1.jpgde-Havilland-DH91-Faraday-earlyThe first Albatross prototype. Note its original tail and how close the vertical stabilizers are to the fuselage. This mailplane version would later be named 'Faraday.'https://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-franklin-1.jpgde-Havilland-DH91-FranklinThe two Albatross mailplanes served as transports during World War II, and both were lost in separate landing accidents at Reykjavik, Iceland. 'Franklin,' the second mailplane  is seen above in its wartime camouflage.https://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-franklin.jpgde Havilland DH91 Franklinde Havilland DH91 Franklinhttps://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-fortuna.jpgde Havilland DH91 Fortunade Havilland DH91 Fortunahttps://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-forbisher-side.jpgde Havilland DH91 Forbisher sidede Havilland DH91 Forbisher sidehttps://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-forbisher-rear.jpgde Havilland DH91 Forbisher rearde Havilland DH91 Forbisher rearhttps://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-forbisher-front.jpgde Havilland DH91 Forbisher frontde Havilland DH91 Forbisher fronthttps://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-forbisher-flight.jpgde Havilland DH91 Forbisher flightde Havilland DH91 Forbisher flighthttps://oldmachinepress.com/wp-content/uploads/2015/12/de-havilland-dh91-faraday-early.jpgde Havilland DH91 Faraday earlyde Havilland DH91 Faraday early2020-08-15T03:17:06+00:00monthlyhttps://oldmachinepress.com/2016/09/20/savoia-marchetti-s-65-schneider-racer/https://oldmachinepress.com/wp-content/uploads/2016/09/savoia-marchetti-s65-dal-molin-calshot.jpgsavoia-marchetti-s65-dal-molin-calshotTommaso Dal Molin poses in front of the S.65. Note the longer windscreen and the side windows just above the oil cooler. Each rectangular port on the cowling leads to a carburetor. Also visible are the louvers that cover the cowling.https://oldmachinepress.com/wp-content/uploads/2016/09/savoia-marchetti-s65-calshot.jpgsavoia-marchetti-s65-calshotThe S.65 as seen at Calshot, England. The long windscreen has now been installed. The lower trailing edge of the rudder is now rounded, and the wingtips now possess handholds. This image gives a good view of the surface radiators that cover nearly all of the wings. Also visible is the rectangular cover of the exhaust ports between the cylinder banks.https://oldmachinepress.com/wp-content/uploads/2016/09/savoia-marchetti-s65-calshot-runup.jpgsavoia-marchetti-s65-calshot-runupThe rear engine of the S.65 is being run-up at Calshot. The oil radiator is clearly seen between the two engines, and it gives some perspective as to just how small the cockpit was. Note the various engine accessories mounted to the extended gear reduction case.https://oldmachinepress.com/wp-content/uploads/2016/09/savoia-marchetti-s65-2nd-config.jpgsavoia-marchetti-s65-2nd-configThe S.65 has been modified with an additional strut extending from each float to the tail. The tail and rudder have also been extended below the horizontal stabilizer. Note that the windscreen has not changed, that the rudder has a rather square lower trailing edge, and that there are no handholds in the wingtips.https://oldmachinepress.com/wp-content/uploads/2016/09/isotta-fraschini-1-500-s65-engine.jpgisotta-fraschini-1-500-s65-engineThe 1,050 hp (783 kW) Isotta Fraschini Asso 1-500 engine. It is unclear much this engine differed internally from a standard Asso 500 engine. The three cantilever mounts and the nearly-flush rear of the engine can clearly be seen. The exhaust ports have been relocated from the outer side of the cylinder head to the Vee side. A water pump and magneto are just visible on the extended gear reduction case. The vertical ribbing on the lower crankcase served to increase its strength.https://oldmachinepress.com/wp-content/uploads/2016/09/savoia-mrachetti-s65-recovery.jpgsavoia-mrachetti-s65-recoveryThe remains of the S.65 after it was recovered from Lake Garda and placed onboard the Artigilo. The rear engine is in the foreground. Note what appear to be exhaust ports along the sides of the cowling. The aircraft’s fuselage seems to be rather undamaged. Reportedly, the S.65 sank quickly, and some sources claim that Dal Molin could not swim.https://oldmachinepress.com/wp-content/uploads/2016/09/savoia-mrachetti-s65-orig-config.jpgsavoia-mrachetti-s65-orig-configThe Savoia-Marchetti S.65 in its original configuration. Note the single strut extending from each float to the tail, the short tail and rudder, and the short windscreen.2022-02-20T00:41:22+00:00monthlyhttps://oldmachinepress.com/2015/08/18/curtiss-xp-40q/https://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-2.jpgCurtiss XP-40Q-2Curtiss XP-40Q-2https://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-1.jpgCurtiss XP-40Q-1Curtiss XP-40Q-1https://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-1-front.jpgCurtiss XP-40Q-1 frontCurtiss XP-40Q-1 fronthttps://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-3-side.jpgCurtiss XP-40Q-3 sideCurtiss XP-40Q-3 sidehttps://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-3-front.jpgCurtiss XP-40Q-3 frontCurtiss XP-40Q-3 fronthttps://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-2a-side.jpgCurtiss XP-40Q-2A sidehttps://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-2a-race-82.jpgCurtiss XP-40Q-2A Race 82Curtiss XP-40Q-2A Race 82https://oldmachinepress.com/wp-content/uploads/2015/08/curtiss-xp-40q-2a-flight.jpgCurtiss XP-40Q-2A flightCurtiss XP-40Q-2A flight2025-04-02T15:37:44+00:00monthlyhttps://oldmachinepress.com/2012/10/14/fiat-as-6-aircraft-engine-for-the-mc-72/https://oldmachinepress.com/wp-content/uploads/2012/10/fiat-as6-rear-view1.jpgFIAT AS6 rear viewFIAT AS.6https://oldmachinepress.com/wp-content/uploads/2012/10/fiat-as6-side-view1.jpgFIAT AS6 side viewFIAT AS.6https://oldmachinepress.com/wp-content/uploads/2012/10/mc72-agello.jpgMC72 Agellohttps://oldmachinepress.com/wp-content/uploads/2012/10/as6-mc72-test.jpgAS6 MC72 testhttps://oldmachinepress.com/wp-content/uploads/2012/10/fiat-as6-gears-shafts.jpgFIAT AS6 gears shaftshttps://oldmachinepress.com/wp-content/uploads/2012/10/fiat-as6-gear-sectional.jpgFIAT AS6 gear sectionalSectional view of the FIAT AS.6.https://oldmachinepress.com/wp-content/uploads/2012/10/fiat-as6-centro-rear.jpgFIAT AS6 Centro rearhttps://oldmachinepress.com/wp-content/uploads/2012/10/mc72-as6-museum.jpgMC72 AS6 MuseumFIAT AS.6 displayed alongside the MC.72 at the 2024-04-30T04:14:33+00:00monthlyhttps://oldmachinepress.com/2014/07/23/fiat-as-8-engine-and-cmasa-cs-15-racer/https://oldmachinepress.com/wp-content/uploads/2014/07/cmasa-cs15.jpgCMASA CS15CMASA CS15https://oldmachinepress.com/wp-content/uploads/2014/07/fiat-as8-v-16-side.jpgFIAT AS8 V-16 sideFIAT AS8 V-16 sidehttps://oldmachinepress.com/wp-content/uploads/2014/07/fiat-as8-rear.jpgFIAT AS8 rearFIAT AS8 rearhttps://oldmachinepress.com/wp-content/uploads/2014/07/fiat-as8-front.jpgFIAT AS8 frontFIAT AS8 fronthttps://oldmachinepress.com/wp-content/uploads/2014/07/fiat-as8-bank.jpgFIAT AS8 bankFIAT AS8 bank2020-07-26T22:08:29+00:00monthlyhttps://oldmachinepress.com/2020/07/05/eyston-thunderbolt-land-speed-record-car/https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1937-service.jpgEyston-Thunderbolt-1937-serviceThis view of the Thunderbolt being serviced with body panels removed shows the car’s inner frame. Part of the engine’s supporting cradle can be seen just under the engine. Note the coolant lines extending above the front axles.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1937-rear.jpgEyston-Thunderbolt-1937-rearThunderbolt at Bonneville in 1937. Note the fixed vertical tail. The dual rear wheels are visible, as is the outline of the retracted air brake. Eyston did not use the air brakes in 1937.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1937-bonneville.jpgEyston-Thunderbolt-1937-BonnevilleGeorge Eyston in the Thunderbolt on the Bonneville Salt Flats in 1937. Note the short headrest fairing and the clearance bulges in the body panels above the wheels and engine.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-construction-top.jpgEyston-Thunderbolt-construction-topThis top view of the Thunderbolt under construction illustrates the car’s layout. Note the track difference of the two front sets of wheels. The header water tank for each engine can be seen by the cockpit. The exhaust for the inner banks is at the center of the car. Only a single wheel is mounted on each side of the rear axle. The airbrakes are deployed and being skinned.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-construction-getty-517297960.jpgEyston-Thunderbolt-construction-Getty-517297960Nearing completion at Bean Industries, the Thunderbolt goes through an engine test run. Compressed air was used to start the engines. A cover is installed on only one of the engine intake scoops. Note the eight-sided radiator. (Getty image) https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1939-ny-fair.jpgEyston-Thunderbolt-1939-NY-FairThunderbolt at the New York World’s Fair in 1939. This image illustrates the car in its final record-setting configuration. Note the covered nose, small scoops behind the nose, and the small bulges above the front set of wheels. The black section on the car’s side had a yellow circle at its center. The cockpit canopy and outer cylinder bank manifold are also visible. At this point, the R engines had been removed and mockups installed in their place. The Union Jack on the nose (and the rear body at one point) was added after the final record run.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1938-tail-black-sides.jpgEyston-Thunderbolt-1938-tail-black-sidesAfter the timing camera failed to trigger, Thunderbolt had its sides painted black with matte paint to add contrast with the bright landscape. It was in this configuration that the car set its second LSR.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1938-tail.jpgEyston-Thunderbolt-1938-tailThunderbolt in 1938 with its new nose with rounded radiator opening, new intake scoops, and an extended tail. The headrest fairing has been extended back to the exhaust stacks, and the panels covering the wheels no longer have bulges. Barely visible are the shutters for radiator air exit on the car’s upper body between the first set of front wheels.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1938-no-tail-run.jpgEyston-Thunderbolt-1938-no-tail-runEyston and Thunderbolt setting their third LSR. The black, high-contrast section by the second front wheel is visible. Note the lack of a vertical tail.https://oldmachinepress.com/wp-content/uploads/2020/07/eyston-thunderbolt-1938-no-tail-rear.jpgEyston-Thunderbolt-1938-no-tail-rearTo beat Cobb, Thunderbolt’s vertical tail was removed and its nose faired over. This image shows the car with its tail removed. Also visible are the sliding canopy and the exhaust manifolds for the outer cylinder banks—all added for 1938. Note that the car’s sides are no longer black.2022-06-06T07:33:49+00:00monthlyhttps://oldmachinepress.com/2012/10/01/mercedes-benz-t80-type-80/https://oldmachinepress.com/wp-content/uploads/2012/10/mercedes-benz-t80.jpgMercedes-Benz T80Mercedes-Benz T80 (Mercedes-Benz image)https://oldmachinepress.com/wp-content/uploads/2012/10/mercedes-benz-t80-silver-arrow-display.jpgMercedes-Benz T80 silver arrow displayMercedes-Benz T80 in the Silver Arrow display at the Mercedes-Benz Museum. (Mercedes-Benz image)https://oldmachinepress.com/wp-content/uploads/2012/10/mercedes-benz-t80-frame.jpgMercedes-Benz T80 frameThe framework of the T80's body is shown here, illustrating how much longer the body was than the chassis. (Mercedes-Benz image)https://oldmachinepress.com/wp-content/uploads/2012/10/mercedes-benz-t80-display.jpgMercedes-Benz T80 displayThe T80 as it looks now in the Mercedes-Benz Museum. (Mercedes-Benz image)https://oldmachinepress.com/wp-content/uploads/2012/10/mercedes-benz-t80-chassis.jpgMercedes-Benz T80 chassisChassis of the T80 with the DB 603 engine connected to the transmission. Note the fuel tank. (Mercedes-Benz image)2021-03-03T18:02:02+00:00monthlyhttps://oldmachinepress.com/2020/08/05/piaggio-p-7-piaggio-pegna-pc-7-schneider-racer/https://oldmachinepress.com/wp-content/uploads/2020/07/piaggio_pegna_p7_in_hangar.jpgPiaggio_Pegna_P7_in_hangarThe P.7 surrounded by contemporaries at Desenzano. At left is the Macchi M.39. At right is the Savoia-Marchetti S.65. The Macchi M.52 is in the foreground. Note the P.7’s exhaust stacks protruding above the engine.https://oldmachinepress.com/wp-content/uploads/2020/07/pegna-pc-7-drawing.jpgPegna-Pc-7-DrawingThe Schneider Trophy Contest inspired a number of extraordinary designs, but the Piaggio P.7 / Pegna-Piaggio Pc.7 was the most radical to be built. Its hydrovanes were much smaller and lighter than floats, offering the aircraft a distinct advantage if it could get airborne. Note the water rudder behind the water propeller.https://oldmachinepress.com/wp-content/uploads/2020/07/piaggio-penga-pc-7-rest-water.jpgPiaggio-Penga-Pc-7-rest-waterThe P.7 on Lake Garda for tests. A simple structure connected to hardpoints above the wing was used to raise and lower the aircraft out of the water. More so that most Schneider Trophy racers, the P.7 could only be operated on calm waters.https://oldmachinepress.com/wp-content/uploads/2020/07/piaggio-penga-pc-7-drawing.jpgPiaggio-Penga-Pc-7-drawingA view of the P.7’s internal layout. A and B are the drive shaft clutches. C is the lever that engages and disengages the air propeller; when disengaged, it locks the propeller in a horizontal position and closes the main carburetor inlets. D is the lever that engages and disengages the water propeller; when disengaged, it feathers the water propeller. E is not recorded, but it appears to be a bulkhead and support for the propeller shaft. F is a rubber diaphragm operated by the air propeller lever that seals the propeller shaft when the air propeller was disengaged.https://oldmachinepress.com/wp-content/uploads/2020/07/piaggio-penga-pc-7-construction.jpgPiaggio-Penga-Pc-7-constructionThe nearly complete P.7 without its engine or hydrovanes. The original carburetor inlets are visible on the side of the aircraft. Note the pipes for the surface radiators on the wings.https://oldmachinepress.com/wp-content/uploads/2020/07/piaggio-pegna_pc7.jpgpiaggio-pegna_pc7The completed P.7 supported by a hoist illustrates the aircraft’s sleek design. The pilot sat quite far aft, and landings would have been a challenge.https://oldmachinepress.com/wp-content/uploads/2020/07/pegna-pc-racing-seaplanes-2.jpgPegna-Pc-racing-seaplanes-2Giovanni Pegna’s previous racing seaplane designs. The engine and propeller of Pc 1 pivoted up to clear the water for takeoff, landing, and while operating on the water’s surface. Pc 2 and Pc 3 were fairly conventional designs but were advanced for their 1923 time period. Pc 4 had tandem engines in a push/pull configuration and a single, central float. Wing floats would have been incorporated into the design. Pc 5 and Pc 6 both used a retractable hull that was extended for takeoff and landing. Pc 6 also had tandem engines in a push/pull configuration.2022-05-05T04:09:57+00:00monthlyhttps://oldmachinepress.com/2013/03/22/wright-aeronautical-r-4090-cyclone-22/https://oldmachinepress.com/wp-content/uploads/2013/03/wright-r-4090-left-rear1.jpgWright R-4090 left rearThe R-4090 was very close to the same power and weight as the Pratt & Whitney R-4360 at this stage of development.(Aircraft Engine Historical Society image)https://oldmachinepress.com/wp-content/uploads/2013/03/wright-r-4090-side.jpgWright R-4090 sideThe 22-Cylinder Wright R-4090 engine. (Aircraft Engine Historical Society image)https://oldmachinepress.com/wp-content/uploads/2013/03/wright-r-4090-rear.jpgWright R-4090 rearRear view of the R-4090 showing the suppercharger and accessory section that appears to be the same as that found on the R-3350. (Aircraft Engine Historical Society image)https://oldmachinepress.com/wp-content/uploads/2013/03/wright-r-4090-front.jpgWright R-4090 frontFront of view of the Cyclone 22 showing the 22 R-3350 cylinders tightly packed around the forged steel crankcase. (Aircraft Engine Historical Society image)2020-07-10T01:51:45+00:00monthlyhttps://oldmachinepress.com/2020/02/05/latecoere-631-flying-boat-airliner/https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-08.jpgLatecoere 631-08Laté 631-08 (F-BDRE) is seen here with its updated registration of F-WDRE. Laté 631-08 was the only aircraft that operated as an air freighter.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-08-france-hydro.jpgLatecoere 631-08 France-HydroLaté 631-08 while in service with France Hydro. The aircraft crashed in a storm on 10 September 1955; this was the last flight of any Laté 631. The remaining aircraft were later scrapped. Note the open door on the bow and the open hatch forward of the cockpit that led to a cargo hold.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-06-air-france.jpgLatecoere 631-06 Air FranceLaté 631-06 (F-BDRC) made its first flight on 9 November 1947. It was the third (and final) aircraft to be received by Air France. On 1 August 1948, Laté 631-06 disappeared over the Atlantic with the loss of all 52 on board. Air France withdrew its remaining Laté 631 aircraft as a result. Note the access hatch atop the fuselage. Another hatch existed behind the wings.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-05.jpgLatecoere 631-05Laté 631-05 (F-BDRB) first flew on 22 May 1947. The aircraft was slated to be converted into a cargo transport, but that never occurred. The aircraft was damaged beyond economical repair during a hanger collapse in February 1956.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-04.jpgLatecoere 631-04The Latécoère 631 was one of the most impressive flying boats ever built. Unfortunately, its time had already passed before the aircraft could enter service. Laté 631-04 (fourth aircraft) F-BDRA is seen here, and it was the second of the type in service for Air France. Note the configuration of the flaps and ailerons.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-03.jpgLatecoere 631-03Laté 631-03 (F-BANU) was the third aircraft completed. Its first flight was on 15 June 1946, and it crashed during a test flight on 28 March 1950 while investigating the loss (in-flight break up) of Laté 631-06 on 1 August 1948. Investigation of Laté 631-03’s crash revealed vibration issues with the engines and wings, and led to a solution to prevent further accidents.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-02-stripes.jpgLatecoere 631-02 stripesLaté 631-02 (F-BANT) was finished at the end of the war and painted with invasion stripes for (hopefully) easy identification. The aircraft is at Biscarrosse undergoing tests, probably around the time of its first flight on 6 March 1945. Like on the prototype, the passenger windows are covered, but the windows were later added. Note the retractable float and that engine No. 5 is running.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-02-brazil.jpgLatecoere 631-02 BrazilLaté 631-02 at Rio de Janeiro, Brazil in late October 1945. Note the open nacelle platforms, which were accessible through a wing passageway. A Brazilian flag is attached to the forward antenna mast.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-01-german-63-11.jpgLatecoere 631-01 German 63-11Laté 631-01 (F-BAHG) in German markings as 63+11. The openings for the large passenger windows existed in the airframe but were covered on Laté 631-01. The prototype aircraft was destroyed during an allied attack while in German hands on Lake Constance in April 1944.https://oldmachinepress.com/wp-content/uploads/2019/12/latecoere-631-cockpit.jpgLatecoere 631 cockpitThe cockpit of the Laté 631 was rather spacious. Note the six throttle levers suspended above the pilot’s seat. The copilot could not reach the levers, but the flight engineer had another set of throttles. The central pylon contained the trim wheels and controls for the floats and flaps. At left in the foreground is the navigation station, and the radio station is at right.2021-04-06T13:23:09+00:00monthlyhttps://oldmachinepress.com/2015/12/17/deperdussin-de-feure-model-2/https://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-avialogs.jpgDeperdussin-de Feure AvialogsThe completed Deperdussin-de Feure with revised wing at Chamdry, France. Note the various trusses above and below the wings, and a second landing skid has been added. The two two-blade contra-rotating propellers are still present. (Image via <a href="http://www.avialogs.com/index.php/avialogs/100-years-old-unpublished-deperdussin-photos-found-at-garage-sale.html" target="_blank">Avialogs.com</a>)https://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-rear-chambry.jpgDeperdussin-de Feure rear ChambryDeperdussin-de Feure rear Chambryhttps://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-side-chambry.jpgDeperdussin-de Feure side ChambryThe Deperdussin-de Feure ready for a flight attempt. It is difficult to determine which propellers are installed on the aircraft in this photo.https://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-side.jpgDeperdussin-de Feure sideDeperdussin-de Feure sidehttps://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-store-front.jpgDeperdussin-de Feure store frontDeperdussin-de Feure store fronthttps://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-store-rear.jpgDeperdussin-de Feure store rearDeperdussin-de Feure store rearhttps://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-avialogs-1.jpgDeperdussin-de Feure Avialogs 1https://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-cockpit.jpgDeperdussin-de Feure cockpitDeperdussin-de Feure cockpithttps://oldmachinepress.com/wp-content/uploads/2015/12/deperdussin-de-feure-patent.jpgDeperdussin-de Feure patentDeperdussin-de Feure patent2020-07-04T20:46:59+00:00monthlyhttps://oldmachinepress.com/2015/11/23/hughes-d-2/https://oldmachinepress.com/wp-content/uploads/2018/07/hughes-d-2-construction-a.jpgHughes D-2 construction aThe Hughes D-2 under construction at the Hughes Airport in Culver City, California. Hughes can be seen looking over the engine installation as he hands his jacket to Glenn Odekirk, Hughes’ long-time mechanic, engineer, and assistant. Note the aircraft’s airframe and smooth Duramold skin. The large housing on the bench in front of the engine appears to be an exhaust manifold to expel gases from the turbosupercharger and its waste gate.https://oldmachinepress.com/wp-content/uploads/2018/07/hughes-d-2-construction-b.jpgHughes D-2 construction bHis jacket now hung on the engine, Hughes continues to look over its installation as Glenn Odekirk, Stanley Bell, and Kenneth Riley congregate on the other side. Perhaps they are discussing the proposed turbosupercharger installation. Note the construction of the D-2’s pressurized cockpit.https://oldmachinepress.com/wp-content/uploads/2015/11/hughes-d-2-construction-11.jpgHughes D-2 construction 1The Hughes D-2 under construction at the Hughes Airport in Culver City, California. Hughes can be seen looking over the engine installation as he hands his jacket to Glenn Odekirk, Hughes' long-time mechanic, engineer, and assistant. Note the aircraft's airframe and smooth Duramold skin. The large housing on the bench in front of the engine appears to be an exhaust manifold to take the gases from the turbosupercharger and its waste gate.https://oldmachinepress.com/wp-content/uploads/2015/11/hughes-xf-11-first-prototype1.jpgHughes XF-11 first prototypeHughes XF-11 first prototypehttps://oldmachinepress.com/wp-content/uploads/2015/11/hughes-xa-37.jpgHughes XA-37Hughes XA-37https://oldmachinepress.com/wp-content/uploads/2015/11/hughes-d-2-model.jpgHughes D-2 modelHughes D-2 modelhttps://oldmachinepress.com/wp-content/uploads/2015/11/hughes-d-2-hdl-side.jpgHughes D-2 HDL sideHughes D-2 HDL sidehttps://oldmachinepress.com/wp-content/uploads/2015/11/hughes-d-2-hdl-front.jpgHughes D-2 HDL frontHughes D-2 HDL fronthttps://oldmachinepress.com/wp-content/uploads/2015/11/hughes-d-2-drawing.jpgHughes D-2 drawingHughes D-2 drawinghttps://oldmachinepress.com/wp-content/uploads/2015/11/hughes-d-2-construction-2.jpgHughes D-2 construction 2Hughes D-2 construction 22020-07-04T20:46:34+00:00monthlyhttps://oldmachinepress.com/2017/08/20/sikorsky-s-67-blackhawk-attack-helicopter/https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-fan-in-tail-1.jpgSikorsky-S-67-Blackhawk-fan-in-tailA fan-in-fin anti-torque system was tested in the S-67. Note the rudders above and below the fan. No issues were encountered with the fan-in-fin, but the helicopter was converted back to a conventional tail rotor.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-colonge-germany-1972.jpgSikorsky S-67 Colonge Germany 1972The S-67 seen in the same configuration as the previous image. The helicopter is over Cologne, Germany on its European and Middle Eastern tour in 1972.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-top.jpgSikorsky S-67 Blackhawk tophttps://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-tail.jpgSikorsky S-67 Blackhawk tailThis image shows the S-67’s original tail that did not have any rudders. Note the tail’s camber. Air brakes can be seen on the upper wing surfaces. The main gear had a 7 ft (2.1 m) track.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-side.jpgSikorsky S-67 Blackhawk sideThe S-67’s rudders can be seen in this image. One is on the upper fin below the tail rotor, and the other is on the lower fin. Pylons have been installed on the wings’ hardpoints, with drop tanks mounted to the inner stations. The turret is installed with a M197 three-barrel 20 mm cannon.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-landing.jpgSikorsky S-67 Blackhawk landingNote the angle of the all-moving horizontal stabilizer as the S-67 comes in for a landing. The landing gear was found to be insufficient for operating from unimproved locations. The helicopter’s double main wheels sunk into soft ground, and the gear doors only had 9.75 in (248 mm) of clearance.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-inverted.jpgSikorsky S-67 Blackhawk invertedThe S-67 made hundreds of rolls in its lifetime, but they were always to the right. The square in the fuselage above the wing is the window in the new rear compartment access door. What appear to be two rectangular windows can be seen father aft. Note the helicopter’s rudders and deployed air brakes.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-fan-in-tail.jpgSikorsky S-67 Blackhawk fan-in-tailA fan-in-fin anti-torque system was tested in the S-67. Note the rudders above and below the fan. No issues were encountered with the fan-in-fin, but the helicopter was converted back to a conventional tail rotor.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-crash.jpgSikorsky S-67 Blackhawk crashThe S-67 tries to recover from a roll a split second before it impacts the ground. The helicopter’s low altitude left no room to recover from the roll, which was rushed and initiated in a flawed manner. The crash would ultimately kill the pilot and copilot and end the S-67 program.https://oldmachinepress.com/wp-content/uploads/2017/08/sikorsky-s-67-blackhawk-cockpit.jpgSikorsky S-67 Blackhawk cockpitAfter the fan-in-tail rotor tests, a small door was added on the right side of the fuselage to access the compartment behind the cockpit. Initially, access was gained (with some difficulty) via the door under the fuselage. The S-67 was then painted a light desert camouflage, and this was the helicopter’s final configuration.2020-06-28T18:10:58+00:00monthlyhttps://oldmachinepress.com/2018/07/05/pennsylvania-railroad-6-4-4-6-s1-locomotive/https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-featured-image.jpgPRR S1 featured imagehttps://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-color.jpgPRR S1 6100 colorThe S1 under power late in its life with all of its skirting removed. In addition, the trim is gone from the front of the engine, and the tender has been repainted without any striping. Note the separate cylinders connected to the drive wheels.https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-top.jpgPRR S1 6100 topThe Pennsylvania Railroad S1 engine 6100 in February 1939, shortly after completion. The S1 was the longest and heaviest rigid frame reciprocating steam passenger locomotive ever built. Note the dual stacks protruding slightly above the engine’s streamlined claddinhttps://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-raymond-loewy.jpgPRR S1 6100 Raymond LoewyRaymond Lowey proudly poses with the S1 at the 1939 New York World’s Fair. The engine is mounted on its display stand, and a roller can be seen under the front drive wheel.https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-nyc.jpgPRR S1 6100 NYCThe S1 moves east from Englewood Union Station as the “Trailblazer.” In service, the S1 began to lose some of its skirting and paneling, like the piece at the front of the engine. The panels were removed for access and often never replaced. A New York Central J-3a 4-6-4 Hudson occupies another track.https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-ny-fair.jpgPRR S1 6100 NY FairThe S1 atop its special display stand at the 1939 New York World’s Fair. The stand enabled the engine to operate daily at up to 60 mph (97 km/h). Note that the tender is painted as “American Railroads.” https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-no-skirts.jpgPRR S1 6100 no skirtsAll of the skirting has been removed from the S1’s drive wheels and trailing truck. While the S1 proved to be quite capable of pulling passenger trains at high speeds, it was too big for most tracks and suffered from wheel slip. https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-englewood-snow.jpgPRR S1 6100 Englewood snowEarly in its life, the S1 heads east from Englewood Union Station as the “Manhattan Limited.” The nameplate at the front of the engine says “Manhattan.” Note that all of the engine’s skirting and paneling is in place.https://oldmachinepress.com/wp-content/uploads/2018/06/prr-s1-6100-construction.jpgPRR S1 6100 constructionThe S1 under construction with its large firebox and boiler being attached to the engine’s huge cast steel frame. While mostly concealed, the single-piece frame can be seen supporting the leading and trailing truck2022-05-08T03:42:57+00:00monthlyhttps://oldmachinepress.com/2019/09/05/napier-deltic-opposed-piston-diesel-engine/https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-ct18-charge-cooled-cutaway.jpgNapier-Deltic-CT18-Charge-Cooled-cutawayCutaway view of a Deltic CT-18 charge-cooled and turbo-blown engine. Note the shaft through the center of the engine that powered the turbo-blower from the phasing gear. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-drive-end-section.jpgNapier-Deltic-drive-end-sectionSection drawing from the drive end of a Deltic engine. The air chamber surrounds the intake end of the cylinder, and the exhaust manifolds are mounted to the outer sides of the engine. Note the rotation of the crankshafts. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-t9-33-locomotive-rraction-engine.jpgNapier-Deltic-T9-33-Locomotive-Rraction-EngineA 1,250 hp (932 kW) turbo-blown nine-cylinder Deltic T9-33 (E198) under test at Napier’s factory in Acton. The engine was similar to those used in the Baby Deltic Locomotives. Note the low position of the output shaft. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-c18-5-compound-marine-engine.jpgNapier-Deltic-C18-5-Compound-Marine-EngineThe 5,500 hp (4,101 kW) compound Deltic C18 (E185) engine was the most powerful piston engine Napier ever built. Although it is covered, the intake can be seen in the upper part of the phasing gear housing. Exhaust was routed through the three-stage turbine, which powered the eight-stage compressor inside the engine’s triangle. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-assembly.jpgNapier-Deltic-assemblyNapier Deltic engine assembly, with phasing gear housings being built up in the lower right. At left is a completed phasing gear housing; note the two idler gears connecting the lower crankshaft to the central output shaft. Toward the center are Deltics in various stages of assembly. A completed engine without its blower installed is in the upper right. Note the opening in the center of the engine. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-18-triangle-case.jpgNapier-Deltic-18-Triangle-CaseThe assembled cylinder banks and crankcases of an 18-cylinder Napier Deltic engine seen from the free end. Note the open space between the cylinder banks. The stadium (oval) ports are to the air chambers. The bushings visible in the upper crankcases, at the triangle’s corners, supported the shafts that drove the blower. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-t18-37k-sections-display.jpgNapier-Deltic-T18-37K-sections-displayBasic sections of the Deltic (T18-37K) marine engine. From left to right are the blower section (turbo-blower in this case), D18-cylinder engine section, phasing gear housing, and the bi-directional gearbox. The Deltic was a powerful diesel engine for its size and weight. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-t18-37k-marine-engine.jpgNapier-Deltic-T18-37K-Marine-EngineThe 3,100 hp (2,312 kW) turbo-blown Deltic T18-37K (E239) engine was most widely used in Motor Torpedo Boats. Note the exhaust manifolds leading to the turbine with its large intake at the rear of the engine. The short duct connecting the blower to the upper cylinder bank is visible. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-e130-three-cylinder-test-engine.jpgNapier-Deltic-E130-Three-cylinder-test-engineThe Napier E130 three-cylinder test engine that validated the triangular engine arrangement. Each of the engine’s crankshafts had a flywheel on the drive end (left). The six intake chamber openings are visible on the free (non-drive) end (right). Note the vertical coolant pipes on top of the engine. (Napier/NPHT/IMechE image)https://oldmachinepress.com/wp-content/uploads/2019/09/napier-deltic-d18-e130-prototype.jpgNapier-Deltic-D18-E130-PrototypeFree end of the 2,500 hp (1,864 kW) Deltic D18-1 (E130) prototype engine. Note the two intakes, one for each side of the double-sided blower. Each cylinder bank had two, large exhaust manifolds. The transverse bolts threaded into the main bearings can be seen on the side of the upper crankcase. (Napier/NPHT/IMechE image)2023-12-09T09:25:12+00:00monthlyhttps://oldmachinepress.com/2013/09/29/mitsubishi-ki-83-heavy-fighter/https://oldmachinepress.com/wp-content/uploads/2013/09/mitsubishi-ki-83-hangar1.jpgMitsubishi Ki-83 hangarAnother early image of the Mitsubishi Ki-83 in Japanese markings. Curiously, there seem to be no oil coolers under the engine nacelles.https://oldmachinepress.com/wp-content/uploads/2013/09/mitsubishi-ki-83-rear1.jpgMitsubishi Ki-83 rearThe Ki-83 still in Japanese markings. The windows for the second crewman can be seen just above the tip of the horizontal stabilizer. Presumably this is an early photo of the Ki.83 because the brace for the horizontal stabilizer appears to be absent.https://oldmachinepress.com/wp-content/uploads/2013/09/mitsubishi-ki-83-guard.jpgMitsubishi Ki-83 guardMitsubishi Ki-83 guardhttps://oldmachinepress.com/wp-content/uploads/2013/09/mitsubishi-ki-83-front.jpgMitsubishi Ki-83 frontMitsubishi Ki-83 fronthttps://oldmachinepress.com/wp-content/uploads/2013/09/mitsubishi-ki-83-flight.jpgMitsubishi Ki-83 flightThe Mitsubishi Ki-83 on a test flight with US markings on the fuselage. The lower part of a brace from the horizontal stabilizer to the fuselage can barley be seen.https://oldmachinepress.com/wp-content/uploads/2013/09/mitsubishi-ki-83-side.jpgMitsubishi Ki-83 sideThe captured Ki-83 while still in Japan. The waste gate exhaust is visible at the rear of the nacelle, and the air intake can be seen on the outer nacelle just below the trailing edge of the wing.2020-06-05T15:00:54+00:00monthlyhttps://oldmachinepress.com/2020/05/20/kyushu-j7w1-shinden-interceptor-fighter/https://oldmachinepress.com/wp-content/uploads/2020/05/yokosuka_mxy6_glider.jpgYokosuka_MXY6_GliderOne of the Yokosuka MXY6 gliders that survived to the end of the war and was found by US forces. The glider validated the basic configuration that was later applied to the J7W1.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-tsuruno.jpgKyushu-J7W1-Shinden-TsurunoSix US Servicemen and four Japanese pose next to the J7W1. Masayoshi Tsuruno, the aircraft’s designer, is the fourth from the left. The men give a good indication of the aircraft’s tall stance and overall size.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-repair-right-side.jpgKyushu-J7W1-Shinden-repair-right-sideFollowing World War II, the J7W1 was repaired and then painted before the aircraft was shipped to the United States. The new panels are easily seen in this image prior to the aircraft being repainted. Note that there is no cockpit glass.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-rear.jpgKyushu-J7W1-Shinden-rearRear view of the J7W1 showing its six-blade propeller and the engine’s 12-blade cooling fan in the rear of the cowling. The exhaust augmenter outlet can be seen on the bottom of the cowling. Note the rudders extending the entire height of the vertical stabilizers.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-nasm.jpgKyushu-J7W1-Shinden-NASMToday, J7W1 is disassembled but fairly complete. However, the years of storage have led to many bent and dented parts. The aircraft was long stored in the Smithsonian National Air and Space Museum’s Paul E. Garber facility, but the cockpit and foreplanes are on display at the Steven F. Udvar-Hazy Center in Chantilly, Virginia.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-left-rear.jpgKyushu-J7W1-Shinden-left-rearKyushu J7W1 Shinden was an unorthodox fighter designed to intercept US bombers at high speed and high altitude. Although just two were completed, it was the only canard aircraft ordered into production during World War II. Exhaust from two cylinders flowed out the two ejector slits atop the engine cowling.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-left.jpgKyushu-J7W1-Shinden-leftThe wheels under the vertical stabilizers were added after the aircraft’s first flight attempt ended with bent propeller blades. Note the long landing gear’s relatively short wheel base.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-ha-43-42-engine.jpgKyushu-J7W1-Shinden-Ha-43-42-engineThe Mitsubishi [Ha-43] 42 engine installed in the J7W1 as seen post-war. The front of the aircraft is on the left. One of the two transversely-mounted, first-stage superchargers can be seen left of the engine. The oil cooler duct is in place and blocking the view of the extension shaft to the right of the engine. On the wing is the middle panel of the supercharger’s inlet scoop.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-front-left.jpgKyushu-J7W1-Shinden-front-leftThe various ducts on the side of the J7W1 are illustrated in this image. The flaps to reduce cooling air can be seen just before the oblique inlet on the side of the aircraft. The smaller scoop that fed air into the supercharger is mounted to the outside of the cooling air inlet. The oil cooler inlet can be seen just behind the tapered fairing for the induction scoop.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-front.jpgKyushu-J7W1-Shinden-frontThe prototype was unarmed, but four 30 mm cannons, each capable of firing 500 rounds per minute, were to be mounted in the nose. The projectile from each 30 mm shell weighed 12.3 oz / 5,401 grains (350 g).2025-03-10T16:18:44+00:00monthlyhttps://oldmachinepress.com/2020/01/20/yokosuka-ye2h-w-18-and-ye3b-x-24-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2020/01/yokosuka-ye3b-nasm-2010-tf-2-1.jpgYokosuka-YE3B-NASM-2010-TF-2Detail view of the supercharger mounted to the end of the YE3B. Note the updraft inlet for the supercharger. Camshaft drives can be seen extending from the supercharger housing to the cylinder banks. (Tom Fey image)https://oldmachinepress.com/wp-content/uploads/2020/01/yokosuka-ye3b-nasm-2010-tf-1.jpgYokosuka-YE3B-NASM-2010-TF-1Side view of the YE3B illustrates the engine’s loop intake manifold. Spark plug leads and fuel injector lines can be seen in the Vee between the cylinder banks. Note the camshaft-driven water pump mounted on the end of the lower cylinder bank. (Tom Fey image)https://oldmachinepress.com/wp-content/uploads/2019/12/kawanishi-e7k1-floatplane.jpgKawanishi E7K1 floatplaneThe Kawanishi E7K1 floatplane served into the 1940s and was powered by the Hiro Type 91 W-12 engine. The Type 91 was based on the Lorraine 12Fa Courlis.https://oldmachinepress.com/wp-content/uploads/2019/12/hiro-g2h1-bomber.jpgHiro G2H1 bomberThe Hiro G2H1 bomber was the only application for the company’s Type 94 W-18 engine. The engine was problematic, and only eight G2H1s were built. Note the exhaust manifold for the center bank.https://oldmachinepress.com/wp-content/uploads/2019/12/yokosuka-ye3b-side.jpgYokosuka YE3B sideSide view of the YE3B illustrates the engine’s supercharger and loop intake manifold. Note the updraft inlet for the supercharger. (Fred van der Horst image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2019/12/yokosuka-ye3b-front.jpgYokosuka YE3B frontThe drive end of the Yoskosuka YE3B gives a good view of the engine’s X configuration. The fuel injection pumps are below the output shaft. (Larry Rinek image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2019/12/yokosuka-ye2h-side.jpgYokosuka YE2H sideThe YE2H’s rear-facing intake scoop (far left) indicates the engine was to be installed in a pusher configuration. Note the intake manifolds extending from the supercharger housing. (Smithsonian Air and Space Museum image)https://oldmachinepress.com/wp-content/uploads/2019/12/yokosuka-ye2h-front.jpgYokosuka YE2H frontThe Yokosuka YE2-series was developed from the Hiro Type 94. The YE2H was built in the early 1940s, but no applications for the engine have been found. Note the output shaft on the front of the engine that is bare of its extension shaft. The vertical fuel injection pump is just above the horizontally-mounted magnetos. (Smithsonian Air and Space Museum image)2020-06-04T05:28:25+00:00monthlyhttps://oldmachinepress.com/2020/06/05/mitsubishi-ha-43-a20-ha-211-mk9-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/05/mitsubishi-ha-43-nasm-tf.jpgMitsubishi-Ha-43-NASM-TFThe [Ha-43] 11 engine with cooling fan in storage as part of the Smithsonian National Air and Space Museum’s collection. Note the rust on the steel cylinder barrels. The spark plug wires are disconnected and desiccant plugs have been installed to help preserve the engine. (Tom Fey image)https://oldmachinepress.com/wp-content/uploads/2020/05/mitsubishi-ha-43-nasm-no-fan.jpgMitsubishi-Ha-43-NASM-no-fanThe fanless [Ha-43] 11 engine held by the Smithsonian National Air and Space Museum. The fuel distribution pump with its 18 lines can be seen atop the rear of the engine. The small-diameter lines appear to be made of copper.https://oldmachinepress.com/wp-content/uploads/2020/05/mitsubishi-ha-43-front-and-left.jpgMitsubishi-Ha-43-front-and-leftFront and side views of the Mitsubishi [Ha-43] (A/20 / Ha-211 / MK9). The engine performed well but was underdeveloped. Its development and production were slowed by bombing raids and materiel shortages. The engine powered two of Japan’s best next-generation fighters, the A7M2 and Ki-83. While the aircraft were excellent, the war was already lost.https://oldmachinepress.com/wp-content/uploads/2020/05/mitsubishi-a7m2-reppu-ha-43.jpgMitsubishi-A7M2-Reppu-Ha-43The Mitsubishi A7M2 Reppu (Strong Gale) with its [Ha-43] 11 engine did not have a cooling fan like the A7M1. As a result, the cowling was redesigned with a larger opening and scoops for the intake (top) and oil cooler (lower). Note that the individual exhaust stacks were grouped together, mostly in pairs.https://oldmachinepress.com/wp-content/uploads/2020/05/kyushu-j7w1-shinden-ha-43-42-engine-1.jpgKyushu-J7W1-Shinden-Ha-43-42-engineThe [Ha-43] 42 (IJN MK9D) installed in the Kyushu J7W1 Shinden, pictured while the aircraft was in storage at the Smithsonian National Air and Space Museum’s Paul E. Garber facility. The front of the aircraft is on the left. One of the two transversely-mounted, first-stage superchargers can be seen left of the engine, and the ducts from both superchargers can be seen joining together as they feed the mechanically-driven supercharger at the rear of the engine. Note that the exhaust stacks are flowing toward the front of the engine (rear of the aircraft). https://oldmachinepress.com/wp-content/uploads/2020/05/tachikawa-ki-94-i-mockup.jpgTachikawa-Ki-94-I-mockupThe mockup of the Tachikawa Ki-94-I illustrated the aircraft unorthodox configuration. With its two [Ha-43] engines, the fighter had an estimated top speed of 485 mph (781 km/h). However, its complexity led to its cancellation and the pursuit of a more conventional design.https://oldmachinepress.com/wp-content/uploads/2020/05/tachikawa-ki-74.jpgTachikawa-Ki-74The high-altitude Tachikawa Ki-74 was built around a pressure cabin for high-altitude flight. The aircraft most likely has [Ha-43] engines with a 14-blade cooling fan. The [Ha-42] engine had a 10-blade cooling fan. The exhaust from the turbosupercharger can be seen on the right side of the image.https://oldmachinepress.com/wp-content/uploads/2020/05/mitsubishi-ki-83-turbo.jpgMitsubishi-Ki-83-turboThe turbosupercharger installed in the Ki-83’s left engine nacelle. The large duct on the right was for the exhaust after it passed through the turbosupercharger. The outlet at the end of the nacelle was from the wastegate. Both were positioned to provided additional thrust. The Ki-83 had a ceiling of 41,535 ft (12,660 m).https://oldmachinepress.com/wp-content/uploads/2020/05/mitsubishi-ki-83-ha-43.jpgMitsubishi-Ki-83-Ha-43Like the A7M2, the Mitsubishi Ki-83 also did not use a cooling fan on its [Ha-43] engine. However, the Ki-83 did have a turbosupercharger which helped it achieve its very impressive performance of at least 438 mph (705 km/h) at 29,530 ft (9,000 m). Note the sheet-metal baffles on the cylinder heads.2021-08-14T21:20:27+00:00monthlyhttps://oldmachinepress.com/2012/09/07/mcdonnell-aircraft-corporation-model-1/https://oldmachinepress.com/wp-content/uploads/2012/09/mcdonnell-model-1-tractor-flaps.jpgmcdonnell-model-1-tractor-flapsThis wind tunnel model illustrates the evolution of the Model 1 as it became the XP-67. Most likely the Model II, it shows the Model 1 fuselage with propellers mounted in a tractor configuration. The slim nacelles on the wings appear too small in house engines. The next version, known as the Model IIa, incorporated engines mounted on the wings and was the final step to the XP-67. https://oldmachinepress.com/wp-content/uploads/2012/09/mcdonnell-model-11.jpgMcDonnell Model 1Artwork of the McDonnell Model 1 with a four-gun nose.https://oldmachinepress.com/wp-content/uploads/2012/09/mcdonnell-model-1-ga.jpgMcDonnell Model 1 GAThree-view general arrangement drawing of McDonnell’s Model 1 from November 1939. The drawing seems to illustrate a five-gun nose: two machine guns housed in the fuselage sides, two more (or cannons) toward the nose, and one cannon (possibly 37 mm) in the center of the nose.https://oldmachinepress.com/wp-content/uploads/2012/09/mcdonnell_model_1_ad.jpgMcDonnell_Model_1_adMcDonnell Aircraft Corporation ad featuring the Model 1.https://oldmachinepress.com/wp-content/uploads/2012/09/mcdonnell_model_1_apr-6-40.jpgMcDonnell_Model_1_Apr-6-40McDonnell Model 1 cut-a-way dated April 6, 1940.2020-05-05T15:06:44+00:00monthlyhttps://oldmachinepress.com/2020/05/05/mcdonnell-aircraft-corporation-xp-67-fighter/https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67-top.jpgMcDonnell-XP-67-topThe unusual planform of the XP-67 is illustrated in this view. The two ports in the middle of each nacelle were the forward exit for the exhaust manifold cooling air. The rear exit is denoted by the white staining at the end of the nacelle. The outer wing section was detachable just outside of the nacelle.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67-right-front.jpgMcDonnell-XP-67-right-frontThe completed XP-67 with revised nacelle cooling ducts and after the horizontal stabilizer was raised 12 in (305 mm). The most noticeable duct modification was to the exhaust manifold cooling intake, which was changed to a scoop.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67-nacelle-lmal.jpgMcDonnell-XP-67-nacelle-LMALAn XI-1430-17 with a GE D-23 turbosupercharger installed in the McDonnell XP-67 wing section for tests at the Langley Memorial Aeronautical Laboratory in September 1943. The tests were conducted to evaluate the cooling ducts of the XP-67’s radical blended design. The top image illustrates the unusual ducting of the XP-67’s nacelles, which were duplicated on the opposite side. Closest to the spinner is the exhaust manifold cooling air duct. The large middle duct was for the coolant radiator and engine intake. The outer duct was for the oil cooler. The bottom image shows the turbosupercharger, which was installed so that the exhaust provided additional thrust. Note the radiator cooling air exit duct on the landing gear door and the cuffed propellers.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67-in-flight.jpgMcDonnell-XP-67-in-flightThe limited flight trials of the XP-67 indicated the aircraft handled fairly well. It was noted as underpowered and slightly unstable. Overall, visibility was said to be poor, with the engine and fairing blocking most of the view to the side and rear. Formation flying would have been difficult, as the pilot was unable to see their wingtips.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67-fire-front.jpgMcDonnell-XP-67-fire-frontThe XP-67 after the fire on 6 September 1944. Once on the ground, the fire from the right engine spread to the rear fuselage and left nacelle. The rear fuselage was nearly burned through and collapsed to the ground. An inglorious end to both the XP-67 and XI-1430 programs.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67e-model.jpgMcDonnell-XP-67E-modelA model of the XP-67E with its bubble canopy and mixed piston / turbojet power plants. It is not clear what engines (if any) are intended to be depicted by the model, but the nacelles were extended back to house the jet engine.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-xp-67-construction.jpgMcDonnell-XP-67-constructionThe McDonnell XP-67 nearly complete in mid-November 1943. Even though the nacelle’s duct design was found to be insufficient in the wind tunnel tests, the aircraft was not modified with a new design until later. Note the covered ports for 37 mm cannons on each side of the cockpit and that the propellers do not have their cuffs installed.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-model-2-revised.jpgMcDonnell-Model-2-revisedThe Model 2 was revised with the engines mounted forward of the wings with streamlined nacelles mounted mid-wing. This produced a more attractive aircraft, very similar to the Model 1. However, the relation to the XP-67 is clear.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-model-2-original.jpgMcDonnell-Model-2-originalThe McDonnell Model 2 as originally proposed was similar to the Model 1 but with Continental XI-1430 engines mounted under the wings. This configuration was found to create excessive drag.https://oldmachinepress.com/wp-content/uploads/2020/04/mcdonnell-model-2a-drawing.jpgMcDonnell-Model-2A-drawingThe Model 2A as originally proposed in May 1941 was essentially the latest Model 2 design but with large fairings that blended the fuselage and nacelles to the wing. This design was contracted as the XP-67.2020-05-06T20:23:33+00:00monthlyhttps://oldmachinepress.com/2020/04/05/continental-hyper-cylinder-and-the-o-1430-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2020/03/continental-hyper-cylinder-no-2-side-bottom.jpgContinental-Hyper-Cylinder-No-2-side-bottomTwo views of the same Hyper No. 2 cylinder after its 49-hour test run in August 1933. The exhaust port is on the same side as the coolant pipe.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-hyper-cylinder-no-2-sectional.jpgContinental-Hyper-Cylinder-No-2-sectionalSectional drawing of the Continental Hyper No. 2 cylinder from August 1933. The domed exhaust valve is on the left. The domed piston had recesses to provide clearance for the valves.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-xi-1430-left-right.jpgContinental-XI-1430-left-rightThe XI-1430 was the final development of the O-1430 and Hyper cylinder program. Although the engine exhibited impressive performance, achieving 2,100 hp (1,566 kW) in August 1944, it had reliability issues and came too late to have any impact in World War II.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-o-1430-mockup.jpgContinental-O-1430-mockupWooden mockup of the Continental O-1430 engine. The model was very detailed and closely matched the actual engine. The model survived and is in a private collection. Note the intake manifold and its individual runners atop the engine.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-o-1430-engine-top.jpgContinental-O-1430-engine-topTop view of the complete O-1430 engine shows the accessory section at the front of the engine with the starter and generator. Note the camshaft drives and the leads from the magnetos to the spark plugs.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-o-1430-engine.jpgContinental-O-1430-engineAlthough the O-1430 achieved its desired output of 1,000 hp (746 kW), its protracted development rendered the engine obsolete. Had it been completed in 1935, the O-1430 may have found an application and been put into production.https://oldmachinepress.com/wp-content/uploads/2020/03/continental-o-1430-drawing-1933.jpgContinental-O-1430-drawing-1933A drawing of the O-1430 included in U.S. patent 2,016,693 from October 1933 shows the engine’s basic layout. The cylinder appears to be nearly identical to that of Hyper No. 2, and the engine’s configuration matches what was ultimately built in 1938.2020-05-01T11:16:04+00:00monthlyhttps://oldmachinepress.com/2017/10/05/fairey-p-12-prince-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p12-engine-section.jpgFairey P12 engine sectionA drawing from British patent 406,118 illustrates the induction passageways (d, e, and f) cast integral with the engine’s crankcase and head. The drawing also shows the water circulation from the crankcase to up around the cylinders and into the cylinder head. Although the valve arrangement is not specified, it is easy to see how four valves per cylinder with dual overhead camshafts could be accommodated.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-fox-ii-p12-engine-run.jpgFairey Fox II P12 engine runThe Fairey Fox II was used as a testbed for the P.12 Prince engine. Unfortunately, little information has been found regarding the engine or its testing. Note the two exhaust stacks for each cylinder. The arrangement was similar to that used on the D-12/Felix engine.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-fox-bomber-d-12-felix.jpgFairey Fox bomber D-12 FelixThe Fairey Fox I light bomber was powered by the D-12/Felix engine. The aircraft was a private venture, and its performance surpassed other bombers and most fighters then in service. The British Air Ministry did not appreciate Fairey’s non-conformist attitude or the aircraft’s foreign power plant.https://oldmachinepress.com/wp-content/uploads/2017/08/curtiss-d-12-fairey-felix.jpgCurtiss D-12 Fairey FelixThe Curtiss D-12 so impressed Richard Fairey that he went to the United States and acquired a license to produce the engine. Named the Fairey Felix, the engine was actually never produced, but 50 D-12 engines were imported.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-u-engine.jpgFairey U engineSome sources state the P.16 engine was really two inline-eight engines coupled together as a U-16. While no drawings of a U-16 have been found, FAC and Forsyth did take out a British patent (no. 469,615) for a similar engine. This design was probably more of a stepping stone to the P.24 than a development of the P.16. Note the barrel (c) drawn between the cylinder banks.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p27-32.jpgFairey P27-32FAC’s proposal to specification P27/32 included two twin-engine aircraft powered by P.12 Prince engines. The Air Ministry wanted a single-engine aircraft and would not consider anything powered by FAC engines. The specification and design eventually became the Fairey Battle.https://oldmachinepress.com/wp-content/uploads/2017/08/fairey-p12-induction-side.jpgFairey P12 induction sideBritish patent 402,602 outlined how passageways cast into an engine’s crankcase could bring induction air into the cylinders. The patent also states how special oil lines (h) could traverse the passageway. This would help cool the oil and heat the incoming air/fuel mixture (which is not a good idea when higher levels of supercharging are applied to the engine).2020-04-14T21:07:09+00:00monthlyhttps://oldmachinepress.com/2015/10/27/armstrong-siddeley-dog-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2015/10/deerhound-engine-cowling-whitley.jpgDeerhound engine cowling WhitleyDeerhound engine cowling Whitleyhttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-hyena-aw16.jpgArmstrong Siddeley Hyena AW16Armstrong Siddeley Hyena AW16https://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-deerhound-iv.jpgArmstrong Siddeley Deerhound IVArmstrong Siddeley Deerhound IVhttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-deerhound-iii.jpgArmstrong Siddeley Deerhound IIIArmstrong Siddeley Deerhound IIIhttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-deerhound-ii-side.jpgArmstrong Siddeley Deerhound II sideArmstrong Siddeley Deerhound II sidehttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-deerhound-i-side.jpgArmstrong Siddeley Deerhound I sideArmstrong Siddeley Deerhound I sidehttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-deerhound-i-rear.jpgArmstrong Siddeley Deerhound I rearArmstrong Siddeley Deerhound I rearhttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-deerhound-construction.jpgArmstrong Siddeley Deerhound constructionArmstrong Siddeley Deerhound constructionhttps://oldmachinepress.com/wp-content/uploads/2015/10/armstrong-siddeley-36-cyl-mastiff.jpgArmstrong Siddeley 36-cyl MastiffArmstrong Siddeley 36-cyl Mastiffhttps://oldmachinepress.com/wp-content/uploads/2015/10/deerhound-ii-engine-whitley.jpgDeerhound II engine WhitleyDeerhound II engine Whitley2020-04-12T05:17:31+00:00monthlyhttps://oldmachinepress.com/2017/04/20/allison-v-3420-24-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2017/04/lockheed-xp-58-chain-lightning.jpgLockheed XP-58 Chain LightningThe Lockheed XP-58 was another program than inexplicably pressed on despite the many signs that it was heading nowhere. Somewhere between three to seven engines were selected before the V-3420-A was finally chosen to power the aircraft. It was not Lockheed’s fault; they had no control over which experimental engines would actually be produced. Lockheed also had no control over the constantly changing roles the AAF asked the XP-58 to fulfill.https://oldmachinepress.com/wp-content/uploads/2017/03/lockheed-xp-58-chain-lightning.jpgLockheed XP-58 Chain LightningThe Lockheed XP-58 was another program than inexplicably pressed on despite the many signs that it was heading nowhere. Somewhere between three to seven engines were selected before the V-3420-A was finally chosen to power the aircraft. It was not Lockheed’s fault; they had no control over which experimental engines would actually be produced. Lockheed also had no control over the constantly changing roles the AAF asked the XP-58 to fulfill.https://oldmachinepress.com/wp-content/uploads/2017/03/fisher-xb-39.jpgFisher XB-39The Boeing / Fisher XB-39 program is what put the V-3420 engine back on track to production. It was the most promising aircraft out of the four powered by the V-3420. Delayed by Fisher’s work on the XP-75, there was little point to the aircraft when it took to the air in December 1944. The image above shows the V-3420 engines being installed at the Fisher plant in Cleveland, Ohio. Fisher was producing various subassemblies for the B-29, which can be seen in the background. On the right side of the image, just behind the XB-39’s wing, is the fuselage of a P-75A.https://oldmachinepress.com/wp-content/uploads/2017/03/fisher-p-75a-eagle.jpgFisher P-75A EagleThe Fisher P-75A was the end of a very tumultuous fighter program. The original design consisted of various parts from other aircraft that, when combined, would somehow make an aircraft superior to all others. The reality was that the combined parts created an aircraft that was downright dangerous and needed to be redesigned. A partial redesign did not completely cure the problems, and problems still existed after a subsequent complete redesigned. Still, 2,500 aircraft were ordered before better judgment prevailed and the program was cancelled. The P-75 was the only aircraft flown with V-3420-B engines.https://oldmachinepress.com/wp-content/uploads/2017/03/douglas-xb-19a.jpgDouglas XB-19AWith V-3420-A engines installed, the Douglass XB-19A realized a boost in its performance. While the engines proved reliable, it was very time-consuming for Fisher to design and fabricate the new nacelles to house the V-3420. The same basic nacelle was also used on the XB-39.https://oldmachinepress.com/wp-content/uploads/2017/03/allison-v-3420-b-right-angle-drive.jpgAllison V-3420-B right-angle driveOne V-3420-B engine was built to be mounted in an aircraft’s fuselage. Extension shafts led through the wings to right angle drives that would connect to the propellers. This type of engine configuration would have been used in the McDonnell Model 1. Only one engine was built with this configuration.https://oldmachinepress.com/wp-content/uploads/2017/03/allison-v-3420-b-nmusaf.jpgAllison V-3420-B NMUSAFOn the V-3420-B engine, an idler gear kept the crankshafts in sync. The engine’s large crankcase can be seen in this image. The large aluminum casting had front and rear covers and a magnesium oil pan.https://oldmachinepress.com/wp-content/uploads/2017/03/allison-v-3420-b-nmusaf-rear.jpgAllison V-3420-B NMUSAF rearThis V-3420-B was the type installed in the Fisher XP-75. About 15 ft (4.6 m) of shafting separated the engine from the gear reduction. Note the large first stage of the V-3420-B’s two-stage supercharger and compare it to the image of the V-3420-A engine. Unlike the -A, the -B did not use a turbosupercharger. https://oldmachinepress.com/wp-content/uploads/2017/03/allison-v-3420-a-rear.jpgAllison V-3420-A rearRear view of the V-3420-A shows the supercharger mounted behind the right engine section and various accessories mounted behind the left engine section. The V-3420’s design enabled the engine to produce more power than its X-3420 progenitor.https://oldmachinepress.com/wp-content/uploads/2017/03/allison-v-3420-a-front.jpgAllison V-3420-A frontThe Allison V-3420 was much more than two V-1710 engines coupled together. However, as many V-1710 components were used as possible, resulting in only 340 new parts. This is a V-3420-A engine with an attached single-rotation gear reduction.2021-06-06T20:47:18+00:00monthlyhttps://oldmachinepress.com/2019/10/20/pratt-whitney-r-2060-yellow-jacket-20-cylinder-engine/https://oldmachinepress.com/wp-content/uploads/2019/10/pratt-whitney-r-2060-yellow-jacket-right.jpgPratt Whitney R-2060 Yellow Jacket rightThe 20-cylinder R-2060 was a fairly compact and light engine. Note the camshaft housings atop each cylinder bank and that the housing of the lower bank was deeper to serve as an oil sump. (Tom Fey image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2019/10/pratt-whitney-r-2060-yellow-jacket-rear.jpgPratt Whitney R-2060 Yellow Jacket rearRear view of the R-2060 illustrates the engine’s carburetor and supercharger housing. The annular manifold around the rear of the engine supplied cooling water to the five cylinder banks.https://oldmachinepress.com/wp-content/uploads/2019/10/pratt-whitney-r-2060-yellow-jacket-left-close.jpgPratt Whitney R-2060 Yellow Jacket left closeFor each cylinder bank, the inlet for the intake manifold was cast into the crankcase. Unfortunately, the intake manifold did not provide equal distribution of the air and fuel mixture to the cylinders and caused the engine to run rough. The electric starter can be seen mounted on the left.https://oldmachinepress.com/wp-content/uploads/2019/10/pratt-whitney-r-2060-yellow-jacket.jpgPratt Whitney R-2060 Yellow JacketThe Pratt & Whitney R-2060 Yellow Jacket was an experimental liquid-cooled engine. Note the annular coolant manifold around the front of the engine that delivered water to the water pumps.2020-04-03T03:46:56+00:00monthlyhttps://oldmachinepress.com/2015/09/10/yakovlev-yak-3-vk-108/https://oldmachinepress.com/wp-content/uploads/2015/09/klimov-vk-107a-engine.jpgKlimov VK-107A engineKlimov VK-107A enginehttps://oldmachinepress.com/wp-content/uploads/2015/09/yak-3-vk-108-side.jpgYak-3 VK-108 sideYak-3 VK-108 sidehttps://oldmachinepress.com/wp-content/uploads/2015/09/yak-3-vk-108-rear.jpgYak-3 VK-108 rearYak-3 VK-108 rearhttps://oldmachinepress.com/wp-content/uploads/2015/09/yak-3-vk-108-front.jpgYak-3 VK-108 frontYak-3 VK-108 fronthttps://oldmachinepress.com/wp-content/uploads/2015/09/yak-3-vk-108-3-view.jpgYak-3 VK-108 3-viewYak-3 VK-108 3-viewhttps://oldmachinepress.com/wp-content/uploads/2015/09/klimov-vk-108-valve-arrangement.jpgKlimov VK-108 valve arrangementKlimov VK-108 valve arrangement2020-03-21T18:51:20+00:00monthlyhttps://oldmachinepress.com/2019/01/20/cummins-diesel-indy-500-racers/https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-diesel-indy-cars-2019.jpgCummins Diesel Indy Cars 2019All five of the Cummins Diesel Indy Cars on display in May 2019 prior to the Indy 500 race. (Cummins image)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1934-5-amelia-island.jpgCummins 1934 5 Amelia IslandThe restored #5 in its Daytona configuration with a four-stroke, six-cylinder engine. The car was displayed for a time at the Auburn-Cord-Duesenberg Museum on account of its Duesenberg chassis. As seen above, #5 is at the Amelia Island Concours d'Elegance in April 2019. (The Southern Concours image)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1952-28-start.jpgcummins 1952 28 startAgabashian and #28 set off from the pits at Indy for a practice run. Unlike racers of today, the smoke at the back of the car is diesel smoke exhaust and not tire smoke. Note the indentation ahead of the front tire. The body was so wide that body indentations were needed for full lock tire clearance. (Cummins image)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1934-5-daytona-clessie.jpgcummins 1934 5 daytona clessieClessie Cummins stands by the two-stroke #5 racer at Indy in 1934 with Stubby Stubblefield and Bert Lustig in the cockpit. The Roots supercharger can be seen through the car’s grille. The racer’s 12th place finish is the best for a diesel-powered car in the Indy 500. (Indiana Public Media image via flickr.com)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1931-record-dc.jpgcummins 1931 record dcClessie Cummins in Washington D.C. on tour after setting the diesel speed record at 100.755 mph (162.150 km/h) on 7 February 1931 in Dayton Beach, Florida. The car was slightly modified and entered in the 1931 Indianapolis 500 race. (Indiana Public Media image via flickr.com)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1931-8-indy.jpgcummins 1931 8 indyClessie Cummins stands behind the Cummins Diesel Special #8 entered in the 1931 Indy 500. Dave Evans and Thane Houser are in the cockpit. Note the racer’s height. (IMS image)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1931-8-display.jpgcummins 1931 8 displayThe restored #8 displayed in the Indianapolis Motors Speedway Museum. Note the engine’s four individual cylinders. (Doctorindy image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1952-28-no-body.jpgcummins 1952 28 no bodyWith the body removed, the compact nature of #28’s chassis is revealed. The turbocharger can just be seen between the front tires. On the left side of the car, note the underside of the crankcase and the driveline extending to the rear. (Cummins image)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1952-28-indy.jpgcummins 1952 28 indyFreddie Agabashian and crew with the 1952 Cummins Diesel Special #28 at Indy. The engine installed on its side made the car a low and sleek racer. Compare #28’s height with that of the earlier racers. (IMS image)https://oldmachinepress.com/wp-content/uploads/2019/01/cummins-1952-28-goodwood.jpgcummins 1952 28 goodwoodAfter its 2016 restoration, #28 participated in the 2017 Goodwood Festival of Speed in Chichester, UK. Bruce Watson, a retired Cummins Engineer, is driving the racer and also led the car’s restoration. (Steve Siler / Car and Driver image)2022-12-13T01:36:36+00:00monthlyhttps://oldmachinepress.com/2018/10/05/fred-h-stewart-enterprise-smith-harkness-lsr-car/https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-build.jpgSmith Enterprise buildThe Enterprise under construction at Harkness & Hillier Engineering Works. Smith is sitting, with Harkness at his right. In front of the Napier Lion engine is Smith’s wife, Harriet. Note the screw jacks at the rear of the car, the leaf-spring rear suspension, and the size of the frame rails.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-beach.jpgSmith Enterprise BeachThe Enterprise running along Ninety Mile Beach with Dunlop road tires. With its radiator slightly out of frame, the car does not appear too odd.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-aaa-garage.jpgSmith Enterprise AAA garageThe Enterprise being towed out of the newly-constructed garage at Hukatere. The large, odd radiator truly spoiled the car’s looks and aerodynamics. Note the Dunlop road tires.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-wet-run.jpgSmith Enterprise wet runThis photo of Smith in the Enterprise, on what is most likely one of the 10-mile (16-km) runs, gives a good impression of the wet and less-than-ideal conditions on Ninety Mile Beach. The heavy rain created a couple of shallow streams that ran across the course, making it very unsuitable for a car traveling at high-speeds.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-tow.jpgSmith Enterprise towThe Enterprise without any front wheel fairings and with Smith in the cockpit. As designed, the Enterprise was a rather sleek machine. Note the brake link extending from the cockpit back to the rear wheel and the lack of brakes on the front wheels.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-slicks.jpgSmith Enterprise slicksSmith sits in the cockpit before making a 10-mile (16-km) record attempt on Ninety Mile Beach. The Enterprise is equipped with the Dunlop slicks. Note the fuel filler cap behind the cockpit and the fabric covering of the tail fins distorted by the steel frame.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-radiator.jpgSmith Enterprise radiatorThe Enterprise most likely seen arriving in Hukatere. The truck in the background transported the car from Awanui to Hukatere. The large radiator at the front of the car has been shrouded in a canvas cover. The new reservoir fairings are attached behind the front wheels, but the tail fins are not installed.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-harkness.jpgSmith Enterprise HarknessNorman “Wizard” Smith and Don Harkness pose with the nearly completed Fred H. Stewart Enterprise in 1931. Note how the body sloped up in front of the cockpit. This was done in an attempt to increase downforce at the center of the car to aid stability at high speeds.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-engine-fire.jpgSmith Enterprise engine fireThe damage to the Enterprise after the Napier Lion caught fire during the 5-mile (8-km) attempt was fairly isolated. The coolant line to the radiator extended from the center of the cowling. The return lines ran outside of each frame rail.https://oldmachinepress.com/wp-content/uploads/2018/10/smith-enterprise-debut.jpgSmith Enterprise debutAt its christening on 26 October 1931, the Enterprise was fitted with relatively small aerodynamic fairings behind the rear wheels. It is not clear if this was Harkness’ final vision for the car, as other photos show no front fairings at all. 2021-08-16T00:31:43+00:00monthlyhttps://oldmachinepress.com/2014/06/08/jenkins-duesenberg-special-mormon-meteor-ii/https://oldmachinepress.com/wp-content/uploads/2014/06/ab-jenkins-mormon-meteor.jpgAb Jenkins Mormon MeteorAb Jenkins Mormon Meteorhttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-duesenberg-special-pit.jpgJenkins Duesenberg Special pitJenkins Duesenberg Special pithttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-duesenberg-special-debut.jpgJenkins Duesenberg Special debutJenkins Duesenberg Special debuthttps://oldmachinepress.com/wp-content/uploads/2014/06/duesenberg-sj-mormon-meteor-special.jpgDuesenberg-SJ--Mormon-Meteor--SpecialDuesenberg-SJ--Mormon-Meteor--Specialhttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor.jpgJenkins Mormon MeteorJenkins Mormon Meteorhttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-pit.jpgJenkins Mormon Meteor pitJenkins Mormon Meteor pithttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-duesenberg-special.jpgJenkins Duesenberg SpecialJenkins Duesenberg Special2020-03-20T15:21:43+00:00monthlyhttps://oldmachinepress.com/2020/02/20/curtiss-xf14c-carrier-based-fighter/https://oldmachinepress.com/wp-content/uploads/2020/02/curtiss-xf14c-2-front-right.jpgCurtiss-XF14C-2-front-rightThe XF14C-2 had oil-coolers in the wing roots. Note the dihedral angle of the outer wing sections. The engine and propeller combination caused an unacceptable level of vibration.https://oldmachinepress.com/wp-content/uploads/2020/02/curtiss-xf14c-2-front-left.jpgCurtiss-XF14C-2-front-leftThe Curtiss XF14C-2 with its contra-rotating propellers and four 20 mm cannons appears as an imposing aircraft. However, its performance did not meet expectations. Note the stagger of the cannons and the glazed, rearward-sliding canopy.https://oldmachinepress.com/wp-content/uploads/2020/02/curtiss-xf14c-2-wings-folded.jpgCurtiss-XF14C-2-wings-foldedThe XF14C-2’s outer wing section folded up just outside of the cannons. Note the gap around the spinner for cooling the two-row, 18-cylinder R-3350 engine and that the second set of propeller blades have cuffs to aid cooling.https://oldmachinepress.com/wp-content/uploads/2020/02/curtiss-xf14c-2-right-side.jpgCurtiss-XF14C-2-right-sideSide profile of the XF14C-2 illustrates the large exhaust pipe from the turbosupercharger under the aircraft. The inscription under the diving figure on the cowling reads “Coral Princess.” Note the large wheel covers and the retracted tail hook.2020-06-24T16:56:34+00:00monthlyhttps://oldmachinepress.com/2018/05/05/lycoming-xh-2470-24-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2740-top.jpgLycoming XH-2740 topTop view of the XH-2470 shows the intake manifold positioned between the cylinder banks. The narrow engine could be installed horizontally (on its side) in an aircraft’s wing. Bell and Northrop pursued this installation for project aircraft, but the designs were not built.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2470-7-nasm.jpgLycoming XH-2470-7 NASMThe preserved XH-2470-7 is in storage at the Smithsonian National Air and Space Museum. Although the engine was never installed in any aircraft, at least it may be displayed one day. (NASM image)https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2470-2-drawing.jpgLycoming XH-2470-2 drawingThe XH-2470-2 and -4 were engines intended for the Navy. The -2 was similar to the AAF’s engine with a single propeller shaft. The -4 had contra-rotating propeller shafts and was similar to the -7.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2470-vultee-xp-54.jpgLycoming XH-2470 Vultee XP-54The Vultee XP-54 was a very large aircraft. Even so, the installation of the XH-2470 appears to be quite cramped. Note the large exhaust manifold linking the engine to the turbosupercharger, which was positioned behind the cockpit.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2470-vultee-xp-54-top.jpgLycoming XH-2470 Vultee XP-54 topThe two exhaust outlets protrude quite visibly behind the cockpit. The panel behind the exhaust was stainless steel, and hot exhaust burned the paint off the cowling on early flights. The upper cowling was later replaced with an unpainted stainless steel unit, and the rudders were painted around the same time. (Aerospace Legacy Foundation Archive image)https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2470-test-stand.jpgLycoming XH-2470 test standAn XH-2470 mounted on a test stand with a tractor propeller. Installed in the XP-54 as a pusher; the blades on the XH-2470 had their angle reversed. Note the individual exhaust stacks.https://oldmachinepress.com/wp-content/uploads/2018/04/lycoming-xh-2470-side.jpgLycoming XH-2470 sideThe design of the Lycoming XH-2470 started with the concept of mounting two O-1230 engines to a common crankcase. Note that the propeller shaft is raised above the centerline of the engine.2020-02-20T15:53:47+00:00monthlyhttps://oldmachinepress.com/2013/04/22/clerget-16-h-diesel-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2013/04/clerget-16-h-front.jpgClerget 16 H frontClerget 16 H fronthttps://oldmachinepress.com/wp-content/uploads/2013/04/latecoere-631-lionel-de-marmier.jpgLatecoere 631 Lionel de MarmierLatecoere 631 Lionel de Marmierhttps://oldmachinepress.com/wp-content/uploads/2013/04/clerget16-h-side.jpgClerget 16 H sideClerget 16 H sidehttps://oldmachinepress.com/wp-content/uploads/2013/04/clerget-16-h-rear.jpgClerget 16 H rearClerget 16 H rear2020-02-05T15:57:13+00:00monthlyhttps://oldmachinepress.com/2020/01/05/piaggio-p-119-experimental-fighter/https://oldmachinepress.com/wp-content/uploads/2019/12/piaggio-p119-engine.jpgPiaggio P119 engineNicolò Lana in the cockpit of the P.119 preparing for an engine run. The canopy has been removed, and only two machine guns are installed in the nose. The two left-side exhaust stack openings are visible in front of the open cowl flaps.https://oldmachinepress.com/wp-content/uploads/2019/12/piaggio-p119-construction.jpgPiaggio P119 constructionThe P.119 under construction at Finale Ligure. Note the tubular-steel center section of the engine mount and the frame of the aileron awaiting its fabric covering.https://oldmachinepress.com/wp-content/uploads/2019/12/piaggio-p119-rear.jpgPiaggio P119 rearRear view of the P.119 illustrates the aircraft’s relatively clean exterior. The aircraft is at Villanova d'Albenga, presumably before its first flight.https://oldmachinepress.com/wp-content/uploads/2019/12/piaggio-p119-painted.jpgPiaggio P119 paintedThe P.119 undergoing an engine run. Note the scoop that brought in cooling air for the engine. The aircraft had a fairly wide-track landing gear.https://oldmachinepress.com/wp-content/uploads/2019/12/piaggio-p119-noseover.jpgPiaggio P119 noseoverThe P.119 after it nosed over during landing on 2 August 1943. While the aircraft has been painted, it does not appear that the canopy cover has been installed. Note the deployed split flaps, and the intake scoop behind the cockpit.https://oldmachinepress.com/wp-content/uploads/2019/12/piaggio-p119-mockup.jpgPiaggio P119 mockupMockup of the Piaggio P.119 in the Finale Ligure plant. Note the guns in the wing. They appear to be 7.7 mm (.303-cal), but it is not clear. Only two machine guns are in the nose.2020-01-12T18:25:52+00:00monthlyhttps://oldmachinepress.com/2019/02/05/timossi-verga-laura-3-hydroplane/https://oldmachinepress.com/wp-content/uploads/2019/01/timossi-verga-laura-ii.jpgtimossi-verga laura iiThe Laura II used the same bodywork as the Laura I. However, the sponsons had no step between them and the hull, and the hull had larger fuel tanks. Note the engine’s eight exhaust stacks.https://oldmachinepress.com/wp-content/uploads/2019/01/timossi-verga-laura-3-top.jpgtimossi-verga laura 3 topTop view of the Laura 3 illustrates the long bodywork needed to enclose the two Typo 159 engines. The writing behind the cockpit reads Bi Motore Alfa Romeo 159 Scarfo Timossi, with “scafo” meaning “hull.”https://oldmachinepress.com/wp-content/uploads/2019/01/timossi-verga-laura-3-hoist.jpgtimossi-verga laura 3 hoistThe completed Laura 3 was an elegant hydroplane. Note the tail extending behind the cockpit. The rudder on the tail was ground-adjustable, and its angle could not be changed while the boat was in motion. https://oldmachinepress.com/wp-content/uploads/2019/01/timossi-verga-laura-3-front.jpgtimossi-verga laura 3 frontThe beautiful Laura 3 sits ready for a test run. Note the individual induction scoops for the Typo 159 engines.https://oldmachinepress.com/wp-content/uploads/2019/01/timossi-verga-laura-3-front-2.jpgtimossi-verga laura 3 front 2Mario Verga prepares to make a run in Laura 3. Note the “Mario Verga” text on the front of the boat.https://oldmachinepress.com/wp-content/uploads/2019/01/timossi-verga-laura-3-engines.jpgtimossi-verga laura 3 enginesThe two Typo 159 engines mounted in their frame, as the frame is installed in the Timossi-built Laura 3. The two-stage Roots-type supercharger can be seen on the front engine. Note the propeller shaft extending below the rear engine.https://oldmachinepress.com/wp-content/uploads/2019/01/abbate-verga-laura-i.jpgabbate-verga laura iThe Abbate-built Laura I was a sleek design. Aluminum bodywork covered the Alfa Romeo Typo 159 engine. Note the step between the sponson and the hull.2021-06-25T01:59:09+00:00monthlyhttps://oldmachinepress.com/2019/11/05/alexeyev-km-ekranoplan-caspian-sea-monster/https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-km-top.jpgAlexeyev KM topThe servicemen atop the KM help illustrate the craft’s immense size. Note the access hatches in the wings. This view also shows the ekranoplan’s large control surfaces. The nozzles of the left engines are in the down (boost/takeoff) position while the nozzles on the right are in the straight (cruise flight) position.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-km-rear.jpgAlexeyev KM rearThe KM, now with an “07” tail number, cruises above the water. Note the heat resistant panel on the rudder, just behind the exhaust of the cruise jet engines.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-km-front.jpgAlexeyev KM frontWhile at rest, the KM’s water-tight wings added to the craft’s stability on the water’s surface. Note the far-left engine’s open access panels. Covers are installed in all of the engine intakes.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-km-at-speed.jpgAlexeyev KM at speedThe KM (Korabl Maket) at speed on the Caspian Sea. Note the “04” tail number and the spray deflectors covering the cruise engine intakes on the vertical stabilizer.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-km-1979.jpgAlexeyev KM 1979The KM as seen in 1979 with the cruise engines relocated from the vertical stabilizer to a pylon above the cockpit. A radome is mounted above the engines. All of the engines have been fitted with spray deflectors.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-sm-8.jpgAlexeyev SM-8The SM-8 was a second 25-percent scale model of the KM and constructed after the loss of SM-5. Its configuration more closely matched that of the KM. The stack above the wings surrounded the intake for the front (booster) engine and deflected sea spray. The front engine was installed so that its exhaust traveled forward to the eight outlets (four on each side) behind the cockpit.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-sm-5.jpgAlexeyev SM-5The SM-5 was a 25-percent scale version of the KM. The craft followed the same basic configuration as the SM-2 but was more refined. The structure ahead of the dorsal intake was to deflect sea spray.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-sm-2.jpgAlexeyev SM-2The SM-2 was the first ekranoplan that possessed the same basic configuration later used on the KM. The nozzle of the bow (booster) engine is visible on the side of the SM-2. The intake for the rear (cruise) engine is below the vertical stabilizer. Note the three open cockpits.2019-12-11T09:52:01+00:00monthlyhttps://oldmachinepress.com/2019/12/05/lun-class-spasatel-ekranoplans/https://oldmachinepress.com/wp-content/uploads/2019/12/spasatel-ekranoplan-volga.jpgSpasatel Ekranoplan VolgaThe Spasatel in mid-2014 at the Volga Shipyard with a protective wrap to help preserve the craft. The wings and horizontal stabilizers are resting on the ekranoplan’s back. Note the machine’s reinforced spine. (rapidfixer image)https://oldmachinepress.com/wp-content/uploads/2019/12/spasatel-ekranoplan-volga-andrey-orekhov.jpgSpasatel Ekranoplan Volga Andrey OrekhovThe Spasatel seen in late 2018 at the Volga / Krasnoye Sormovo Shipyard in Nizhny Novgorod. The craft has been outside and exposed to the elements since 2016. Note the observation deck incorporated into the tail. (Андрей Орехов / Andrey Orekhov image)https://oldmachinepress.com/wp-content/uploads/2019/12/spasatel-ekranoplan-model.jpgSpasatel Ekranoplan ModelSpasatel model from 2017 depicting its new purpose as an artic rescue craft. It does not appear that any work has been performed on the actual machine, but who knows what the future may hold. (Valery Matytsin/TASS image via The Drive)https://oldmachinepress.com/wp-content/uploads/2019/12/lun-md-160-ekranoplan-ship.jpgLun MD-160 Ekranoplan shipWith flaps down, the Lun passes by a Soviet Navy ship. The rear gunner’s position is just visible at the rear of the craft.https://oldmachinepress.com/wp-content/uploads/2019/12/lun-md-160-ekranoplan-moored.jpgLun MD-160 Ekranoplan mooredThe missile-carrying Lun ekranoplan at rest on the Caspian Sea. The craft exhibits worn paint in the undated photo. Note the gunner’s station just below the first missile launcher. A Mil Mi-14 helicopter is in the background.https://oldmachinepress.com/wp-content/uploads/2019/12/lun-md-160-ekranoplan-kaspiysk.jpgLun MD-160 Ekranoplan KaspiyskView of the Lun in March 2009 as it sits slowly deteriorating at the Kaspiysk base on the Caspian Sea. The special dock was made for the Lun. The dock was towed out to sea and submerged to allow the Lun to either float free for launch or be recovered.https://oldmachinepress.com/wp-content/uploads/2019/12/lun-md-160-ekranoplan-kaspiysk-igor113.jpgLun MD-160 Ekranoplan Kaspiysk igor113An interesting view of the Lun sitting at Kaspiysk in late-2009. Note the downward angle of the jet nozzles, and the flaps appear to be disconnected. The elements have taken a toll on the ekranoplan. (igor113 image)https://oldmachinepress.com/wp-content/uploads/2019/12/lun-md-160-ekranoplan-cruiser.jpgLun MD-160 Ekranoplan cruiserLooking more like an alien ship out of a science fiction movie than a cold-war experiment, the Lun was an impressive sight. Note the chines on the bow to help deflect water from the engines.https://oldmachinepress.com/wp-content/uploads/2019/12/lun-md-160-ekranoplan-at-speed.jpgLun MD-160 Ekranoplan at speedThe Lun at speed traveling over the water’s surface. Note the contoured, heat-resistant surface behind each missile tube to deflect the exhaust of the launching missile. The large domes on the tail are evident in this image.2019-12-11T09:48:00+00:00monthlyhttps://oldmachinepress.com/2018/12/05/mathis-vega-42-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/11/mathis-vega-42-r-georges.jpgMathis Vega 42 R GeorgesRaymond Georges overlooks the Vega engine mounted on a test stand in 1939. The pipes above the Vega are taking hot water from the engine.https://oldmachinepress.com/wp-content/uploads/2018/11/mathis-vega-42-paris.jpgMathis Vega 42 ParisPoor quality image of the 42-cylinder Mathis Vega on display in Paris, France in 1945.https://oldmachinepress.com/wp-content/uploads/2018/11/mathis-vega-42-front.jpgMathis Vega 42 frontThe high-performance, 42-cylinder Mathis Vega aircraft engine. Note the camshaft-driven distributors attached to the front of each cylinder bank.https://oldmachinepress.com/wp-content/uploads/2018/11/mathis-vega-42-side.jpgMathis Vega 42 sideThe Vega was a relatively compact engine. Note the exhaust port spacing on the cylinder banks. Presumably, different exhaust manifolds would be designed based on how the engine was installed in an aircraft.https://oldmachinepress.com/wp-content/uploads/2018/11/mathis-vega-42-rear.jpgMathis Vega 42 rearRear view of the Vega displays the intake manifolds, single carburetor, and the seven-outlet water pump. On paper, the Vega was a light and powerful engine, but no details have been found regarding its reliability.2019-12-01T18:48:39+00:00monthlyhttps://oldmachinepress.com/2019/11/20/alexeyev-sm-6-and-a-90-orlyonok-ekranoplans/https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonok-front.jpgAlexeyev A-90 Orlyonok frontThe Orlyonok’s beaching gear allowed the craft to propel itself out of the water and onto a hard surface. The turning arc of the nose wheel has not been found, but with the main wheels under the wing, the Orlyonok may have been able to turn rather sharply on land.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-sm-6-square.jpgAlexeyev SM-6 squareAn undated image of the SM-6 on display at Lenin Square in Kaspiysk, Russia. The ekranoplan has since been removed, and its fate is unknown. However, another undated image shows the its derelict fuselage (hull) in a sorry state.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-sm-6-rear.jpgAlexeyev SM-6 rearThe SM-6 was a 50-percent scale proof-of-concept vehicle for the A-90 Orlyonok ekranoplan. First flown in 1971, testing of the SM-6 continued until the mid-1980s.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonoks.jpgAlexeyev A-90 OrlyonoksTwo production Orlyonoks at Kaspiysk on the Caspian Sea. Note the open over-wing doors and the open engine access panel of the first machine.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonok-top.jpgAlexeyev A-90 Orlyonok topThe A-90 Orlyonok cruising above the Caspian Sea. The jet intakes positioned atop the bow helped reduce the amount of water ingested into the engines and kept the craft rather streamlined.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonok-slow.jpgAlexeyev A-90 Orlyonok slowAt low speed, a fair amount of spray enveloped the Orlyonok. The circular markings on the sides of the craft designated over-wing access doors, which were actually rectangular.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonok-gks-13.jpgAlexeyev A-90 Orlyonok GKS-13The Orlyonok prototype flies past a Soviet Navy ship on the Caspian Sea. Unlike the SM-6, the Orlyonok’s rudder did not extend into the water when the craft was on the sea.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonok-cargo.jpgAlexeyev A-90 Orlyonok cargoThe entire front of the Orlyonok swung open to allow access to the cargo hold. A 22,708 lb (10,300 kg) BTR-60PB armored personnel carrier is seen loaded on the Orlyonok. Note the engine’s exhaust nozzle and the machine gun turret.https://oldmachinepress.com/wp-content/uploads/2019/11/alexeyev-a-90-orlyonok-2008.jpgAlexeyev A-90 Orlyonok 2008Orlyonok S-26 shortly after it was put on display at the Naval museum in Moscow. The wheels of the beaching gear are visible, although it appears the main set is missing two wheels. Sadly, the condition of the impressive ekranoplan has deteriorated over the years. (Alex Beltyukov image via Wikimedia Commons)2023-01-10T03:20:27+00:00monthlyhttps://oldmachinepress.com/2012/09/06/papin-rouilly-gyroptere-gyropter/https://oldmachinepress.com/wp-content/uploads/2012/09/papin-rouilly-test1.jpgPapin Rouilly testThe completed Gyroptere awaiting tests on Lake Cercey on March 31, 1915.https://oldmachinepress.com/wp-content/uploads/2012/09/papin-rouilly-motor.jpgPapin Rouilly motorThe Le Rhone engine https://oldmachinepress.com/wp-content/uploads/2012/09/papin-rouilly-blade.jpgPapin Rouilly bladeNozelhttps://oldmachinepress.com/wp-content/uploads/2012/09/papin-rouilly-popsci-1922-09.jpgPapin Rouilly - PopSci 1922-09The Papin-Rouilly Gyroptere as depicted on the cover of the September 1922 edition of Popular Science.2019-10-30T05:16:04+00:00monthlyhttps://oldmachinepress.com/2013/02/23/lockhart-stutz-black-hawk-lsr-car/https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-stutz-black-hawk-run.jpgLockhart Stutz Black Hawk runLockhart flys the Black Hawk down the beach during a run.https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-stutz-black-hawk-indy.jpgLockhart Stutz Black Hawk IndyLockhart sits in the Stutz Black Hawk LSR car during its unveiling at the Indianapolis Motor Speedway.https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-stutz-black-hawk-engine.jpgLockhart Stutz Black Hawk engineSeen here are the two Miller straight-eight engines mounted on a common crankcase that made up the Black Hawks U-16 engine. In this rear view, one can see the gears of the crankshafts are geared to the lower, central gear.https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-stutz-black-hawk-crash1.jpgLockhart Stutz Black Hawk crash1Spectators rush to the aid of Frank Lockhart after his car has rolled into the surf. Lockhart would have drowned had it not been for the spectators.https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-stutz-black-hawk-beach.jpgLockhart Stutz Black Hawk beachAn optimistic Lockhart in the cockpit of the Stutz Black Hawk on the beach at Daytona. https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-and-stutz-black-hawk.jpgLockhart and Stutz Black HawkFrank Lockhart and Stutz Black Hawk Special at Daytona Beach.https://oldmachinepress.com/wp-content/uploads/2013/02/lockhart-stutz-black-hawk-side.jpgLockhart Stutz Black Hawk sideLockhart pulls away from the crowd for a run at Dayton Beach.2021-06-26T15:52:48+00:00monthlyhttps://oldmachinepress.com/2012/11/01/bugatti-model-100p-racer/https://oldmachinepress.com/wp-content/uploads/2012/11/bugatti-110p-racer-top.jpgBugatti 110P Racer topThe elegant lines of the Bugatti 100P are well displayed in this image. (Hugh Conway Jr. image)https://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-tail-at-eaa.jpgBugatti 110P tail at EAABugatti 110P on display at the EAA AirVenture Museum in Oshkosh, Wisconsin.https://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-side-at-eaa.jpgBugatti 110P side at EAABugatti 110P on display at the EAA AirVenture Museum in Oshkosh, Wisconsin.https://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-construction.jpgBugatti 110P Constructionhttps://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-construction-2.jpgBugatti 110P Construction 2Bugatti 110P at EAAhttps://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-t50b-engines.jpgBugatti 110P T50B enginesBugatti 110P at EAAhttps://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-general-arrangment.jpgBugatti 110P general arrangmentBugatti 110P at EAAhttps://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-barn.jpgBugatti 110P Barnhttps://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-at-eaa.jpgBugatti 110P at EAABugatti 110P at EAAhttps://oldmachinepress.com/wp-content/uploads/2012/10/bugatti-110p-tail.jpgBugatti 110P tailBugatti 110P at EAA2021-04-22T01:04:00+00:00monthlyhttps://oldmachinepress.com/2012/09/21/deschamps-v-3050-diesel-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2012/09/deschamps-rotory-valve.jpgDeschamps rotary valveDeschamps rotary valve as outlined in U.S. patent 2,046,196. On the left is a transverse section view of the cylinder with the rotary valve below and feeding to the combustion chamber. On the right is a side view of the rotary valve for two cylinders revealing the various ports in the valve.https://oldmachinepress.com/wp-content/uploads/2012/09/deschamps-diesel-garber.jpgDeschamps Diesel GarberDeschamps Diesel in storage at the National Air and Space Museum’s Garber Facility in Silver Hill, Maryland. (Fred van der Horst image via the Aircraft Engine Historical Society) https://oldmachinepress.com/wp-content/uploads/2012/09/deschamps-diesel-front.jpgDeschamps Diesel FrontDeschamps V 3050 inverted V-12 aircraft diesel engine of 1934.https://oldmachinepress.com/wp-content/uploads/2012/09/deschamps-v-3050-sectional-view.jpgDeschamps V-3050 Sectional ViewSectional view of the Deschamps V 3050 diesel with the glow plug detailed on the lower left. https://oldmachinepress.com/wp-content/uploads/2012/09/deschamps-diesel-rear.jpgDeschamps Diesel RearRear view for the Deschamps diesel highlighting the two GE superchargers. The glow plugs are also visible on the right cylinder bank.2019-10-30T04:56:27+00:00monthlyhttps://oldmachinepress.com/2012/08/31/fairbanks-morse-model-32-stationary-engine/https://oldmachinepress.com/wp-content/uploads/2012/08/fairbanks-morse-32e-cutaway.jpgFairbanks-Morse 32E cutawaySectional view of a Fairbanks Morse 32E-14 engine illustrating the induction and exhaust.https://oldmachinepress.com/wp-content/uploads/2012/08/fairbanks-morse-32e-crankshaft.jpgFairbanks-Morse 32E crankshaftThe crankshaft and lower base for a four-cylinder 32E engine. The base for the individual cylinders mounted directly to the lower base.https://oldmachinepress.com/wp-content/uploads/2012/08/fairbanks-morse-32-14-engine.jpgFairbanks-Morse 32-14 engineFour-cylinder Fairbanks Morse 32E-14 engine.https://oldmachinepress.com/wp-content/uploads/2012/08/fm-32e-piston-and-rod.jpgFM 32E Piston and RodFairbanks Morse Model 32E piston sectional, piston, and connecting rod assembly.https://oldmachinepress.com/wp-content/uploads/2012/08/fm-32-14.jpgFM 32-14https://oldmachinepress.com/wp-content/uploads/2012/08/fm-32e-cutaway.jpgFM 32E cutaway2024-12-16T05:13:57+00:00monthlyhttps://oldmachinepress.com/2012/08/29/one-second-on-the-course-with-dreadnought-by-tom-fey/https://oldmachinepress.com/wp-content/uploads/2012/08/dscf2196-copy.jpgDSCF2196 copyBrian and Dennis Sanders' Pratt & Whitney R-4360 powered Hawker Sea Fury, Dreadnought.https://oldmachinepress.com/wp-content/uploads/2012/08/dscf1914-copy.jpgDSCF1914 copyWith the cowling removed one can see the tight fit of the R-4360 and the baffles to direct the cooling air over the cylinders.https://oldmachinepress.com/wp-content/uploads/2012/08/dscf1336-copy-1.jpgDSCF1336 copyDreadnought and Rare Bear on the course at Reno in 2012.https://oldmachinepress.com/wp-content/uploads/2012/08/dscf8815-copy.jpgDSCF8815 copyInstallation of the R-4360 required a longer cowling to cover the engine and a taller tail to counteract torque.https://oldmachinepress.com/wp-content/uploads/2012/08/dreadnought.jpgDreadnought R-4360Brian and Dennis Sanders Pratt & Whitney R-4360 powered Hawker Sea Fury, Dreadnought.https://oldmachinepress.com/wp-content/uploads/2012/08/dscf1336-copy.jpgDSCF1336 copyDreadnaught and Rare Bear on the course at Reno.2023-06-17T21:59:53+00:00monthlyhttps://oldmachinepress.com/2012/09/01/1935-monaco-trossi/https://oldmachinepress.com/wp-content/uploads/2012/09/monaco-trossi_1935_racer.jpgMonaco-Trossi_1935_RacerThis view clearly illustrates the Monaco Trossi's front end complexity. (Image by <a title="http://commons.wikimedia.org/wiki/File:Monaco-Trossi_1935_-_Flickr_-_exfordy.jpg" href="http://commons.wikimedia.org/wiki/File:Monaco-Trossi_1935_-_Flickr_-_exfordy.jpg" target="_blank">Brain Snelson via Flickr/Wikimedia Commons</a>)https://oldmachinepress.com/wp-content/uploads/2012/09/monaco-trossi1935-wiki.jpgMonaco-Trossi1935 WikiA clear view of the two four-pipe manifolds taking the exhaust to the rear of the car. Also note the spark plugs extending out of the engine cowl. (Image by <a title="http://en.wikipedia.org/wiki/File:Monaco-Trossi1935.jpg" href="http://en.wikipedia.org/wiki/File:Monaco-Trossi1935.jpg" target="_blank">Brain Snelson via Flickr/Wikimedia Commons</a>)https://oldmachinepress.com/wp-content/uploads/2012/09/1935-monaco-trossi-2.jpg1935 Monaco Trossi 2Rare view of the Monaco Trossi under its own power at Monza in 1935.https://oldmachinepress.com/wp-content/uploads/2012/09/1935-monaco-trossi.jpg1935 Monaco TrossiA vintage shot of the Monaco Trossi at Monza. A good view of the engine and its paired cylinders is given with the cowl removed to aid engine cooling.2022-01-16T12:38:25+00:00monthlyhttps://oldmachinepress.com/2012/09/02/na-98x-super-strafer/https://oldmachinepress.com/wp-content/uploads/2012/09/naa-na-98x-cowling.jpgNAA NA-98X cowlingA detailed look at the A-26 cowling covering the R-2800 engine installed on the NX-98X. https://oldmachinepress.com/wp-content/uploads/2012/09/na-98x-front.jpgNA-98X FrontFront view of the NA-98X Super Strafer with the 75mm cannon and squared wingtips clearly visible.https://oldmachinepress.com/wp-content/uploads/2012/09/na-98x-side.jpgNA-98X SideThe NA-98X. A B-25H-5, serial number 43-4406, modified with R-2800 engines, spinners, and squared wings.https://oldmachinepress.com/wp-content/uploads/2012/09/naa-super-strafer.jpgNAA Super StraferNAA B-25 based high performance attack bomber.2019-10-25T17:09:52+00:00monthlyhttps://oldmachinepress.com/2012/09/04/sikorsky-s-56-ch-37-mojave/https://oldmachinepress.com/wp-content/uploads/2012/09/ch-37-lift.jpgCH-37 liftWhen built, no helicopter could surpass the CH-37's lift capacity.https://oldmachinepress.com/wp-content/uploads/2012/09/ch-37-doors.jpgCH-37 doorsHead on shot of the CH-37 with the clam-shell doors open and distinctive engine pods visible.https://oldmachinepress.com/wp-content/uploads/2012/09/ch-37-deck.jpgCH-37 deckThe CH-37s on a carrier deck.https://oldmachinepress.com/wp-content/uploads/2012/09/ch-37_in_flight.jpgCH-37_in_flightCH-27B Mojave in flight.2023-04-05T15:42:45+00:00monthlyhttps://oldmachinepress.com/2012/09/22/argus-as-5-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2012/09/argus-as-5-right.jpgArgus As 5 rightThe 24-cylinder Argus As 5. (Polish Aviation Museum Krakow image)https://oldmachinepress.com/wp-content/uploads/2012/09/argus-as-5-left.jpgArgus As 5 LeftLeft view of the 1500 hp Argus As 5. (Štepán Obrovský / Zdeněk Kussior image)https://oldmachinepress.com/wp-content/uploads/2012/09/argus-as-5-top.jpgArgus As 5 topClose-up view of the top three cylinder banks of the Argus As 5. (Stanislaw Guzik image)2021-04-22T20:31:26+00:00monthlyhttps://oldmachinepress.com/2012/09/28/arsenal-vb-10-heavy-interceptor/https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-01-rear.jpgArsenal VB 10-01 rearThe Arsenal VB 10-01 prototype powered by two 860 hp (641 kW) Hispano-Suiza 12Y-31 V-12 engines. Note the obstructed rear view from the flush canopy.https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-c-1-production.jpgArsenal VB 10 C-1 productionThe size of the VB 10 is illustrated here by the crowd in front of the first production VB 10. The aircraft was powered by two Hispano-Suiza 12Z-15/16 engines. Note the 20 mm cannons and no machine guns.https://oldmachinepress.com/wp-content/uploads/2012/09/latecoere-299a-runup.jpgLatecoere 299A runupThe Latécoère 299A that served as an engine testbed for the Arsenal VB 10. The 229A was powered by two 860 hp (641 kW) Hispano-Suiza 12Y V-12 engines, same as the VB 10-01 prototype. Note the front propeller is not turning and the German markings.https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-02-under-construction.jpgArsenal VB 10-02 under constructionThe second prototype VB 10-02 under construction. Note the two 20 mm cannons and three .50-cal machine guns in each wing.https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-02-side-open.jpgArsenal VB 10-02 side openAnother image of the Arsenal VB 10-02 with the side panels removed. Note the bubble canopy.https://oldmachinepress.com/wp-content/uploads/2012/09/latecoere-299a.jpgLatecoere 299AThe Latécoère 299A which served as an engine test bed for the VB 10. The 229A was powered by two 860 hp Hispano-Suiza 12Y V-12 engines, same as the VB 10-01 prototype. Note the German markings.https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-02-side.jpgArsenal VB 10-02 sideAnother image of the Arsenal VB 10-02 with the side panels removed. https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-02-construction.jpgArsenal VB 10-02 ConstructionThe second prototype VB 10-02 under construction. Note the two 20 mm cannons and three .50-cal machine guns in each wing.https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-01.jpgArsenal VB 10-01The Arsenal VB 10-01 prototype powered by two 860 hp Hispano-Suiza 12Y-31 V-12 engines. Note the obstructed rear view.https://oldmachinepress.com/wp-content/uploads/2012/09/arsenal-vb-10-production.jpgArsenal VB 10 productionThe size of the VB 10 is illustrated here by the crowd in front of the first production VB 10; note the 20 mm cannons an no machine guns. Unfortunately this aircraft crashed on September 15, 1948.2019-10-25T16:53:58+00:00monthlyhttps://oldmachinepress.com/2012/09/24/petroczy-karman-zurovec-pkz-2-helicopter/https://oldmachinepress.com/wp-content/uploads/2012/09/pkz-2-hover-2.jpgPKZ 2 hover 2PKZ 2 in a tethered high hover with power provided by the 120 hp (89 kW) La Rhône engines on June 10, 1918.https://oldmachinepress.com/wp-content/uploads/2012/09/pkz-2-with-basket-3.jpgPKZ 2 with basket 3Follow-on to the PKZ 1, the Petróczy-Kármán-Žurovec PKZ 2 is shown here with the observation basket attached above the rotors. This image was taken after the PKZ 2 was modified in May 1918 and the 120 hp (89 kW) La Rhône engines are installed.https://oldmachinepress.com/wp-content/uploads/2012/09/pkz-2-engines-3.jpgPKZ 2 engines 3PKZ 2 rotary engine arrangement with the 100 hp (75 kW) Gnomes installed.https://oldmachinepress.com/wp-content/uploads/2012/09/pkz-2-crash-2.jpgPKZ 2 Crash 2Remains of the PKZ 2 after it crashed on June 10, 1918.https://oldmachinepress.com/wp-content/uploads/2012/09/pkz-2-takeoff2.jpgPKZ 2 Takeoff2PKZ 2 shown just off the ground and without the observation basket on April 5, 1918, powered by the 100 hp (75 kW) Gnome engines.2019-10-25T16:53:14+00:00monthlyhttps://oldmachinepress.com/2012/10/05/chrysler-a57-multibank-tank-engine/https://oldmachinepress.com/wp-content/uploads/2012/10/chrysler-a57-multibank-gears.jpgChrysler A57 Multibank gearshttps://oldmachinepress.com/wp-content/uploads/2012/10/chrysler-a57-multibank-production1.jpgChrysler A57 Multibank productionhttps://oldmachinepress.com/wp-content/uploads/2012/10/chrysler-a57-multibank-installation.jpgChrysler A57 Multibank installationhttps://oldmachinepress.com/wp-content/uploads/2012/10/chrysler-a57-multibank-front.jpgChrysler A57 Multibank frontChrysler A57 engine as displayed at the Walter P. Chrysler Museum.https://oldmachinepress.com/wp-content/uploads/2012/10/chrysler-a57-multibank-side.jpgChrysler A57 Multibank side2019-11-22T12:26:52+00:00monthlyhttps://oldmachinepress.com/2012/10/09/bellanca-28-92-tri-motor/https://oldmachinepress.com/wp-content/uploads/2012/10/bellanca-28-92-trimotor-39.jpgBellanca 28-92 trimotor 39https://oldmachinepress.com/wp-content/uploads/2012/10/bellanca-28-92-39.jpgBellanca 28-92 39https://oldmachinepress.com/wp-content/uploads/2012/10/bellanca-28-92-yr-aha.jpgBellanca 28-92 YR-AHAhttps://oldmachinepress.com/wp-content/uploads/2012/10/bellanca-28-92-papna.jpgBellanca 28-92 PapnaAlex Papana poses with the Bellanca 28-92. The Romanian registration can be seen on the wings but the name, “Alba Iulia 1918,” has not been applied. Note the propellers do not have spinners.https://oldmachinepress.com/wp-content/uploads/2012/10/bellanca-28-92-front.jpgBellanca 28-92 front2019-10-25T16:48:30+00:00monthlyhttps://oldmachinepress.com/2012/11/03/kawasaki-ki-78-ken-iii/https://oldmachinepress.com/wp-content/uploads/2013/05/ki-78-run-up-2.jpgKi-78 run-upThe freshly-painted Ki-78 running-up its DB 601A engine. Note the hinge in the outer gear door to account for extension of the gear strut.https://oldmachinepress.com/wp-content/uploads/2012/11/ki-78-finished-side.jpgKi-78 finished sideThe nearly complete and unpainted high-speed research aircraft, the Kawasaki Ki-78. https://oldmachinepress.com/wp-content/uploads/2012/11/ki-78-finished-front.jpgKi-78 finished frontFactory fresh and unpainted view of the Ki-78.https://oldmachinepress.com/wp-content/uploads/2012/11/ki-78-post-war-rear.jpgKi-78 post-war rearRear view of the Kawasaki Ki-78 as found by American troops after the war. Note the flat tail wheel and missing cockpit glass, flight instruments, and starboard tire. This view also displays the radiator exit door.https://oldmachinepress.com/wp-content/uploads/2012/11/ki-78-destruction.jpgKi-78 destructionThe sole Ki-78 being crushed by American forces at Gifu Air Field after the war in 1945.2019-10-25T16:46:16+00:00monthlyhttps://oldmachinepress.com/2012/11/23/rolls-royce-exe-boreas-and-pennine/https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-pennine-jones-cutaway.jpgRolls Royce Pennine Jones CutawayPennine sectional view drawn by Lyndon Jones. Note the annular fan and sleeve valve drives.https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-pennine-cowl.jpgRolls Royce Pennine cowlRear view of the Pennine engine and cowling. Note the baffling for each individual cylinder.https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-pennine.jpgRolls Royce PennineRolls-Royce Pennine engine shown without any exhaust stacks. The cylinders look very similar to those used by Bristol. The ring of studs around the propeller shaft are where the annular cooling fan would attach.https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-exe.jpgRolls Royce ExeClear view of the Rolls-Royce Exe and the baffling around each cylinder to direct air for proper cooling. The baffling appears to be an updated version compared to the other image. Also note how the spur reduction gear has elevated the propeller thrust line.https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-exe-side.jpgRolls Royce Exe SideSide view of the Rolls-Royce Exe engine. The cylinder baffling in the image is of a simple construction when compare to the other engine image. It appears to be the same baffling as seen on the engine installed in the Battle.https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-exe-engine-battle.jpgRolls Royce Exe Engine BattleA great image of the Exe installed in the Battle with the cowling removed. Note early version of the cylinder baffling. https://oldmachinepress.com/wp-content/uploads/2012/11/rolls-royce-exe-battle.jpgRolls Royce Exe BattleRolls-Royce Exe installed in Fairey Battle K9222. Note the cooling air intake under the spinner and exit by the exhaust stacks. The Exe continued to fly long after it was cancelled.2023-07-06T02:06:26+00:00monthlyhttps://oldmachinepress.com/2012/11/16/fokker-f-xx-zilvermeeuw/https://oldmachinepress.com/wp-content/uploads/2012/11/fokker-fxx.jpgFokker FXXThe F.XX with the gear doors removed and lengthened engine nacelles.https://oldmachinepress.com/wp-content/uploads/2012/11/fokker-fxx-takeoff.jpgFokker FXX takeoffThe F.XX probably undergoing early flight tests with the large gear doors still installed.https://oldmachinepress.com/wp-content/uploads/2012/11/fokker-fxx-front.jpgFokker FXX frontImage of the Fokker F.XX with the large gear doors still installed.https://oldmachinepress.com/wp-content/uploads/2012/11/fokker-fxx-construction.jpgFokker FXX constructionThe Fokker F.XX under constructions in 1933.https://oldmachinepress.com/wp-content/uploads/2012/11/fokker-fxx-cammo.jpgFokker FXX CammoThe Fokker F.XX in service with the Spainish Nationalists and with a camouflage paint scheme as seen at a French airfield in 1937.https://oldmachinepress.com/wp-content/uploads/2012/11/fokker-fxx-inflight.jpgFokker FXX inflightInflight image of the Fokker F.XX showing its graceful lines.2019-10-25T16:39:58+00:00monthlyhttps://oldmachinepress.com/2012/12/22/napier-cub-e66-first-1000-hp-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2012/12/napier-cub-e66-rear.jpgNapier Cub E66 rearThe Napier Cub was the first aircraft engine to exceed 1,000 hp (746 kW). These rear views illustrate the cylinder bank angles, the four magnetos on the back of the engine, the housings for the camshaft drive, and the exposed valves.https://oldmachinepress.com/wp-content/uploads/2012/12/napier-cub-e66-engine.jpgNapier Cub E66 engineThe 1,000 hp (746 kW), 16-cylinder Napier Cub. Below the propeller gear reduction are the two duplex carburetors with an induction pipe leading to each cylinder bank.https://oldmachinepress.com/wp-content/uploads/2012/12/napier-cub-e66-front.jpgNapier Cub E66 FrontThe 1,000 hp, 16-cylinder Napier Cub. Below the propeller gear reduction are the two duplex carburetors with an induction pipe leading to each cylinder bank.https://oldmachinepress.com/wp-content/uploads/2012/12/avro-aldershot-ii1.jpgAvro Aldershot IINapier Cub-powered Avro Aldershot II (J6852). This was the first Aldershot prototype, originally powered by a 650 hp Rolls-Royce Condor V-12 engine. To support the Cub, the aircraft had its main gear doubled to four wheels. After three years of Cub-power, the aircraft was re-engined with an 800 hp Beardmore Typhoon (straight-six semi-diesel). https://oldmachinepress.com/wp-content/uploads/2012/12/blackburn-cubaroo-n166.jpgBlackburn Cubaroo N166The massive Napier Cub-powered Blackburn Cubaroo (N166).https://oldmachinepress.com/wp-content/uploads/2012/12/blackburn-cubaroo-n166-flight.jpgBlackburn Cubaroo N166 flightThe first Blackburn Cubaroo (N166) in flight. The 1,000 hp Cub seemed to be quite adequate for the aircraft.https://oldmachinepress.com/wp-content/uploads/2012/12/napier-cub-rear.jpgNapier Cub RearThe Napier Cub was the first aircraft engine to exceed 1,000 hp. This rear view illustrates the four magnetos on the back of the engine, the housings for the camshaft drive, and the exposed vales. https://oldmachinepress.com/wp-content/uploads/2012/12/napier-cub-parts.jpgNapier Cub PartsVarious parts of the Napier Cub: 1) Connecting rod assembly with one articulated rod attached to the bearing cap. 2) Four-throw crankshaft with roller bearings and spur reduction gear. 3) Propeller shaft with large spur reduction gear. 4) Two of the Cub's cylinders with the valve ports visible on the left cylinder and the water-cooling ports visible on the right cylinder.https://oldmachinepress.com/wp-content/uploads/2012/12/napier-cub-front.jpgNapier Cub FrontThe 1,000 hp, 16-cylinder Napier Cub. Below the propeller gear reduction in the carburetor with an induction pipe leading to each cylinder bank. https://oldmachinepress.com/wp-content/uploads/2012/12/blackburn-cubaroo-n167.jpgBlackburn Cubaroo N167The second Blackburn Cubaroo (N167) with the revised radiator to cool the Napier Cub.2019-10-25T16:36:08+00:00monthlyhttps://oldmachinepress.com/2013/02/14/fma-iae-30-nancu/https://oldmachinepress.com/wp-content/uploads/2013/02/fma-iae30-namcu-ground-run.jpgFMA IAe30 Namcu ground runThe IAe 30 during a ground run of its Merlin engines.https://oldmachinepress.com/wp-content/uploads/2013/02/fma-iae30-namcu-flight.jpgFMA IAe30 Namcu flightin flight displaying is resemblance to a de Havilland Hornet.https://oldmachinepress.com/wp-content/uploads/2013/02/fma-iae30-namcu-color.jpgFMA IAe30 Namcu colorA rare color image of the IAe 30.https://oldmachinepress.com/wp-content/uploads/2013/02/fma-iae30-namcu.jpgFMA IAe 30 NamcuThe sleek Argentine FMA IAe30 Namcu with what appears to be a damaged aileron.2019-10-25T16:33:28+00:00monthlyhttps://oldmachinepress.com/2013/01/23/beardmore-cyclone-typhoon-and-simoon/https://oldmachinepress.com/wp-content/uploads/2013/01/avro-aldershot-beardmore-typhoon1.jpgAvro Aldershot Beardmore TyphoonThe Typhoon in the Avro 549C Aldershot IV during an engine run.https://oldmachinepress.com/wp-content/uploads/2013/01/beardmore-simoon-engine.jpgBeardmore Simoon EngineThe 1,100 hp (820 kW), 5528 cu in (90.6 L), inverted, straight-eight, Beardmore Simoon aircraft engine.https://oldmachinepress.com/wp-content/uploads/2013/01/beardmore-typhoon.jpgBeardmore TyphoonThe Beardmore Typhoon inverted engine.https://oldmachinepress.com/wp-content/uploads/2013/01/beardmore-typhoon-diesel.jpgBeardmore Typhoon DieselReportedly, this image is of the 750 hp (559 kW), semi-diesel Beardmore Typhoon.https://oldmachinepress.com/wp-content/uploads/2013/01/beardmore-cyclone.jpgBeardmore CycloneThe 4207 cu in (68.9 L), straight-six Beardmore Cyclone.https://oldmachinepress.com/wp-content/uploads/2013/01/avro-aldershot-beardmore-typhoon-air.jpgAvro Aldershot Beardmore Typhoon airThe Beardmore Typhoon-powered Avro 549C Aldershot IV flown by Bert Hinkler during a flight demonstration on 24 January 1927. The inverted engine allows a good view from the cockpit.2023-04-05T00:40:32+00:00monthlyhttps://oldmachinepress.com/2013/03/09/duesenberg-w-24-marine-engine/https://oldmachinepress.com/wp-content/uploads/2016/03/duesenberg-w-24-1996-copy.jpgDuesenberg W-24 1996 copyThe surviving Duesenberg W-24 engine owned by Gerard Raney as seen in 1996. On the cylinder bank nearest the camera, note the gap between the two four-cylinder blocks and that the one-piece camshaft housings extend the length of the engine. (Pat O'Connor image)https://oldmachinepress.com/wp-content/uploads/2013/03/notre-dame-1-perry.jpgNotre Dame 1 PerryClell Perry in the first W-24-powered Notre Dame.https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-build.jpgDuesenberg W-24 buildFront view of the Duesenberg W-24 under construction.https://oldmachinepress.com/wp-content/uploads/2013/03/dodge-delphine-v.jpgDodge Delphine VHorace Dodge Jr. stands on Delphine V as it is being towed back in after engine trouble on Lake Montauk in New York.https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-side.jpgDuesenberg W-24 sideSide view of the J. Paul Miller-developed Duesenberg W-24 engine.https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-rear.jpgDuesenberg W-24 rearRear of the 24-cylinder Duesenberg showing two two-barrel carburetors feeding the supercharger. Note the Bosch magnetos mounted driven by the camshafts.https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-notre-dame-3-arena.jpgDuesenberg W-24 Notre Dame 3 ArenaDan Arena (standing) preparing to run the W-24-powered Notre Dame with his brother Gene as the riding mechanic, as Bert MacKenzie makes final preparations. https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-install.jpgDuesenberg W-24 installThe W-24 being installed in in the Arena-designed Notre Dame by Gene Arena, Walter Schmid, and Bert MacKenzie.https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-gears.jpgDuesenberg W-24 gearsThe complex gear-drive arrangement for the camshafts at the rear of the 24-cylinder Duesenberg.https://oldmachinepress.com/wp-content/uploads/2013/03/duesenberg-w-24-color.jpgDuesenberg W-24 colorThe surviving Duesenberg W-24 engine, location and image credit unknown.2024-07-22T14:29:42+00:00monthlyhttps://oldmachinepress.com/2013/05/12/beech-aircraft-company-xa-38-grizzly/https://oldmachinepress.com/wp-content/uploads/2013/05/beech-xa-38-grizzly-air-2.jpgBeech XA-38 Grizzly air 2Both XA-38 aircraft in flight. The dummy turrets can be see on the first XA-38 to fly (furthest from camera).https://oldmachinepress.com/wp-content/uploads/2013/05/beech-xa-38-grizzly-air1.jpgBeech XA-38 Grizzly airBeech XA-38 Grizzly airhttps://oldmachinepress.com/wp-content/uploads/2013/05/beech-xa-38-grizzly-above1.jpgBeech XA-38 Grizzly aboveBeech XA-38 Grizzly abovehttps://oldmachinepress.com/wp-content/uploads/2013/05/beech-xa-38-grizzly-06.jpgBeech XA-38 Grizzly 06Beech XA-38 Grizzly 06https://oldmachinepress.com/wp-content/uploads/2013/05/xa-38-75-mm-cannon.jpgXA-38 75 mm cannonThe T15E1 (M10) 75 mm cannon from the XA-38 as displayed in the National Naval Aviation Museum at Pensacola, Florida. (Tom Fey image)2025-03-13T19:17:37+00:00monthlyhttps://oldmachinepress.com/2013/04/02/duesenberg-12-cylinder-marine-engine-and-the-disturber-iv/https://oldmachinepress.com/wp-content/uploads/2013/04/duesenberg-inline-12-marine-engine.jpgDuesenberg Inline-12 Marine engineDuesenberg Inline-12 Marine enginehttps://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-1915-race.jpgDisturber IV 1915 RaceDisturber IV 1915 Racehttps://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-1914.jpgDisturber IV 1914The Disturber IV being launched on he Chicago River 2 July 1914. (Image DN-0063061, Chicago Daily News negatives collection, Chicago History Museum) https://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-1914-trials.jpgDisturber IV 1914 trialshttps://oldmachinepress.com/wp-content/uploads/2013/04/duesenberg-iinline-12-crankcase.jpgDuesenberg Straight-12 CrankcaseDuesenberg Straight-12 aluminum crankcasehttps://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-pugh.jpgDisturber IV Pughhttps://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-oct-1914.jpgDisturber IV Oct 1914https://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-july-1914.jpgDisturber IV July 1914Disturber IV July 1914https://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-duesenberg.jpgDisturber IV DuesenbergDisturber IV Duesenberghttps://oldmachinepress.com/wp-content/uploads/2013/04/disturber-iv-1915.jpgDisturber IV 1915Disturber IV 19152025-01-13T16:26:44+00:00monthlyhttps://oldmachinepress.com/2013/06/24/piaggio-p-23m-transport-prototype/https://oldmachinepress.com/wp-content/uploads/2013/06/piaggio-p-23m-side.jpgPiaggio P.23M sidePiaggio P.23M sidehttps://oldmachinepress.com/wp-content/uploads/2013/06/piaggio-p-23m-rear.jpgPiaggio P.23M rearPiaggio P.23M rearhttps://oldmachinepress.com/wp-content/uploads/2013/06/piaggio-p-23m-front.jpgPiaggio P.23M frontPiaggio P.23M fronthttps://oldmachinepress.com/wp-content/uploads/2013/06/piaggio-p-23m-front-2.jpgPiaggio P.23M front 2Piaggio P.23M front 22019-10-25T04:51:11+00:00monthlyhttps://oldmachinepress.com/2013/06/16/allison-x-4520-24-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2013/06/huff-daland-xhb-11.jpgHuff-Daland XHB-1Huff-Daland XHB-1https://oldmachinepress.com/wp-content/uploads/2013/06/allison-x-4520-rrhtab-rear.jpgAllison X-4520 RRHTAB rearThe restored Allison X-4520 on display at the Rolls-Royce Heritage Trust Allison Branch in Indianapolis, Indiana.https://oldmachinepress.com/wp-content/uploads/2013/06/allison-x-4520-rrhtab-front.jpgAllison X-4520 RRHTAB frontAllison X-4520 RRHTAB fronthttps://oldmachinepress.com/wp-content/uploads/2013/06/allison-x-4520-aas-early-side-sm.jpgAllison X-4520 AAS Early side smAllison X-4520 AAS Early side smhttps://oldmachinepress.com/wp-content/uploads/2013/06/allison-x-4520-aas-early-front-rear-sm.jpgAllison X-4520 AAS Early front-rear smhttps://oldmachinepress.com/wp-content/uploads/2013/06/allison-x-4520-neam.jpgAllison X-4520 NEAMhttps://oldmachinepress.com/wp-content/uploads/2013/06/allison-x-4520-baffles.jpgAllison X-4520 bafflesAllison X-4520 baffles2020-07-29T03:00:22+00:00monthlyhttps://oldmachinepress.com/2013/05/24/bolkhovitinov-s-2m-103-sparka/https://oldmachinepress.com/wp-content/uploads/2013/05/bolkhovitinov-s-skis.jpgBolkhovitinov S skisThe single engined Bolkhovitinov S on skis.https://oldmachinepress.com/wp-content/uploads/2013/05/bolkhovitinov-s-m-103.jpgBolkhovitinov S M-103Engine bay view of the two Kimlov M-103 engines.https://oldmachinepress.com/wp-content/uploads/2013/05/bolkhovitinov-s-m-103-2.jpgBolkhovitinov S M-103 2https://oldmachinepress.com/wp-content/uploads/2013/05/kimlov-m-103-x-2.jpgKimlov M-103 x 2Schematic of the paired Kimlov M-103 engines installed in the Bolkhovitinov Sparka with the rear engine's drive shaft through the Vee of the front engine.https://oldmachinepress.com/wp-content/uploads/2013/05/bolkhovitinov-s-2m-103.jpgBolkhovitinov S-2M-103A good view of the twin engine Bolkhovitinov Sparka. Note the plexiglass glazing for the bombardier's downward view.https://oldmachinepress.com/wp-content/uploads/2013/05/bolkhovitinov-s-2m-103-side.jpgBolkhovitinov S-2M-103 sideIn this side view, the glazing on the bottom of the Sparka can clearly be seen. https://oldmachinepress.com/wp-content/uploads/2013/05/bolkhovitinov-s-2m-103-rear.jpgBolkhovitinov S-2M-103 rearRear view of the Sparka showing the defensive machine gun installation. 2019-10-25T04:50:05+00:00monthlyhttps://oldmachinepress.com/2013/08/17/klockner-humboldt-deutz-khd-dz-700-dz-710-and-dz-720/https://oldmachinepress.com/wp-content/uploads/2019/04/khd-dz-710-test-stand.jpgKHD Dz 710 test standThe horizontally opposed 16-cylinder KHD Dz 710 engine on a test stand in Oberursel, Germany. Note the exhaust pipes both above and below the cylinder bank.https://oldmachinepress.com/wp-content/uploads/2013/08/khd-dz-700-front.jpgKHD Dz 700 frontKHD Dz 700 fronthttps://oldmachinepress.com/wp-content/uploads/2013/08/khd-dz-720-side.jpgKHD Dz 720 sideKHD Dz 720 sidehttps://oldmachinepress.com/wp-content/uploads/2013/08/khd-dz-720-front.jpgKHD Dz 720 frontKHD Dz 720 fronthttps://oldmachinepress.com/wp-content/uploads/2013/08/khd-dz-710-test.jpgKHD Dz 710 testKHD Dz 710 testhttps://oldmachinepress.com/wp-content/uploads/2013/08/khd-dz-710-side.jpgKHD Dz 710 sideKHD Dz 710 side2019-10-25T04:49:14+00:00monthlyhttps://oldmachinepress.com/2013/07/25/hispano-suiza-18r-and-18sb-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2013/07/nieuport-delage-nid-650.jpgNieuport-Delage NiD-650Both Nieuport-Delage NiD-450s became NiD-650s, an example of which is seen here. Note how the side cylinder bank was housed in its own fairing, completely separate of the low-mounted wing. https://oldmachinepress.com/wp-content/uploads/2013/07/hispano-suiza-18sbr.jpgHispano-Suiza 18SbrFront view of a Hispano-Suiza 18Sbr. The tube on the front of each cylinder bank supplied oil to the overhead camshaft.https://oldmachinepress.com/wp-content/uploads/2013/07/hispano-suiza-18sbr-musc3a9e-de-lair-et-de-lespace.jpgHispano-Suiza 18Sbr Musée de l'Air et de l'EspaceHispano-Suiza 18Sbr on display in the Musée de l'Air et de l'Espace in Le Bourget, France. The 18Sb was essentially a detuned 18R. Note the carburetors on the sides of the cylinder banks and that each carburetor feeds two cylinder.https://oldmachinepress.com/wp-content/uploads/2013/07/ford-14-at.jpgFord 14-ATFord 14-AThttps://oldmachinepress.com/wp-content/uploads/2013/07/bernard-hv140.jpgBernard HV140Bernard HV140 had the side banks of the Hispano-Suiza 18R faired into the wings. It is because of this that the carburetors for the lower cylinder banks were mounted under the banks. 2019-10-25T04:47:48+00:00monthlyhttps://oldmachinepress.com/2013/08/24/navy-wright-nw-1-and-nw-2-racers/https://oldmachinepress.com/wp-content/uploads/2013/08/navy-wright-nw-21.jpgNavy-Wright NW-2The NW-2 at the Isle of Wight and ready for the Schneider race.https://oldmachinepress.com/wp-content/uploads/2013/08/navy-wright-nw-2-rear.jpgNavy-Wright NW-2 rearNavy-Wright NW-2 rearhttps://oldmachinepress.com/wp-content/uploads/2013/08/navy-wright-nw-2-tow.jpgNavy-Wright NW-2 towNavy-Wright NW-2 towhttps://oldmachinepress.com/wp-content/uploads/2013/08/navy-wright-nw-1-pulitzer-rear.jpgNavy-Wright NW-1 Pulitzer rearNavy-Wright NW-1 Pulitzer rearhttps://oldmachinepress.com/wp-content/uploads/2013/08/navy-wright-nw-1-pulitzer.jpgNavy-Wright NW-1 PulitzerNavy-Wright NW-1 Pulitzerhttps://oldmachinepress.com/wp-content/uploads/2013/08/navy-wright-a-6544.jpgNavy-Wright A-6544Navy-Wright A-65442025-11-04T22:38:53+00:00monthlyhttps://oldmachinepress.com/2013/09/03/miller-1113-cu-in-v-16-marine-engine/https://oldmachinepress.com/wp-content/uploads/2013/09/miller-v-16s-in-wood-miss-america-viii-oct-19311.jpgMiller V-16s in Wood Miss America VIII Oct 1931Miller V-16s in Wood Miss America VIII Oct 1931https://oldmachinepress.com/wp-content/uploads/2013/09/miller-v-16-wood-miss-america-viii1.jpgMiller V-16 Wood Miss America VIIIMiller V-16 Wood Miss America VIIIhttps://oldmachinepress.com/wp-content/uploads/2013/09/miller-v-16-wood-miss-america-viii-complete1.jpgMiller V-16 Wood Miss America VIII completeMiller V-16 Wood Miss America VIII completehttps://oldmachinepress.com/wp-content/uploads/2013/09/miller-v-16s-in-wood-miss-america-viii.jpgMiller V-16s in Wood Miss America VIIIMiller V-16s in Wood Miss America VIIIhttps://oldmachinepress.com/wp-content/uploads/2013/09/miller-v-16-wood-miss-america-viii-at-speed.jpgMiller V-16 Wood Miss America VIII at speedMiller V-16 Wood Miss America VIII at speedhttps://oldmachinepress.com/wp-content/uploads/2013/09/miller-1113-v-16-wood-miss-america-viii.jpgMiller 1113 V-16 Wood Miss America VIII2022-04-14T03:06:04+00:00monthlyhttps://oldmachinepress.com/2013/10/28/general-airmotors-moore-three-valve-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2013/10/scanton-three-valve-engine.jpgScanton three valve engineScanton three valve enginehttps://oldmachinepress.com/wp-content/uploads/2013/10/moore-three-valve-engine.jpgMoore three valve engineMoore three valve enginehttps://oldmachinepress.com/wp-content/uploads/2013/10/moore-three-valve-top.jpgMoore three valve topMoore three valve sectionhttps://oldmachinepress.com/wp-content/uploads/2013/10/moore-three-valve-section.jpgMoore three valve sectionMoore three valve sectionhttps://oldmachinepress.com/wp-content/uploads/2013/10/moore-three-cylinder-head-rocker.jpgMoore three cylinder head rockerMoore three cylinder head rocker2023-09-21T15:50:32+00:00monthlyhttps://oldmachinepress.com/2013/10/18/alcor-duo-4-duo-6-and-c-6-1-transports/https://oldmachinepress.com/wp-content/uploads/2013/10/alcor-duo-4-front.jpgAlcor Duo-4 frontThe Duo-4 with "Olympic" written on the nose. Note the propeller tip clearance.https://oldmachinepress.com/wp-content/uploads/2013/10/alcor-c-6-1-flight1.jpgAlcor C-6-1 flightAlcor C-6-1 on a fight over San Francisco Bay. The San Francisco Bay Toll-Bridge (now San Mateo–Hayward Bridge) can be seen in the background. Note the absence of spinners on the otherwise sleek aircraft.https://oldmachinepress.com/wp-content/uploads/2013/10/alcor-duo-6-lockheed.jpgAlcor Duo-6 LockheedThe Alcor Duo-6 on its trip back east with Allan Lockheed in front.https://oldmachinepress.com/wp-content/uploads/2013/10/alcor-duo-4-pancho-barnes.jpgAlcor Duo-4 Pancho BarnesThe Olympic Duo-4 at Muroc Dry Lake with Pancho Barnes. Note that "Olympic" no longer appears on the nose and the propeller tip clearance.https://oldmachinepress.com/wp-content/uploads/2013/10/alcor-c-6-1-top.jpgAlcor C-6-1 topThis unique top view of the C-6-1 doing an engine run shows how the engine nacelles were blended into the nose and wings.https://oldmachinepress.com/wp-content/uploads/2013/10/alcor-c-6-1-side.jpgAlcor C-6-1 sideSide view of the Alcor C-6-1 complete with spinners.2019-10-25T04:04:11+00:00monthlyhttps://oldmachinepress.com/2013/12/17/republic-xp-47j-superbolt/https://oldmachinepress.com/wp-content/uploads/2013/12/republic-xp-47j-right.jpgRepublic XP-47J rightThis side view of the XP-47J reveals its distinct intercooler air and exhaust exits under the rear fuselage.https://oldmachinepress.com/wp-content/uploads/2013/12/republic-xp-47j-rear.jpgRepublic XP-47J rearThe Republic XP-47J, now with the Superman nose art. Some differences from a standard P-47 are the additional plexiglass panel behind the pilot and the lack of intercooler exhaust doors on the sides of the rear fuselage.https://oldmachinepress.com/wp-content/uploads/2013/12/republic-xp-47j-left.jpgRepublic XP-47J leftRepublic XP-47J lefthttps://oldmachinepress.com/wp-content/uploads/2013/12/republic-xp-47j-front.jpgRepublic XP-47J frontRepublic XP-47J fronthttps://oldmachinepress.com/wp-content/uploads/2013/12/republic-xp-47j-front-left.jpgRepublic XP-47J front leftRepublic XP-47J front lefthttps://oldmachinepress.com/wp-content/uploads/2013/12/republic-xp-47j-run-up.jpgRepublic XP-47J run-upRepublic XP-47J run-up2019-10-25T04:03:05+00:00monthlyhttps://oldmachinepress.com/2013/11/22/djelmo-land-speed-record-car/https://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-foresti-pendine-sands.jpgDjelmo Foresti Pendine SandsDjelmo Foresti Pendine Sandshttps://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-foresti-dark-blue.jpgDjelmo Foresti Dark BlueDjelmo Foresti Dark Bluehttps://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-engine-pendine.jpgDjelmo engine PendineDjelmo engine Pendinehttps://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-djelaleddin-foresti-1924.jpgDjelmo Djelaleddin Foresti 1924Djelmo Djelaleddin Foresti 1924https://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-crash-foresti-eject.jpgDjelmo crash Foresti ejectDjelmo crash Foresti ejecthttps://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-before-foresti-crash.jpgDjelmo before Foresti crashDjelmo before Foresti crashhttps://oldmachinepress.com/wp-content/uploads/2013/11/djelmo-after-foresti-crash.jpgDjelmo after Foresti crashDjelmo after Foresti crash2019-10-25T04:01:54+00:00monthlyhttps://oldmachinepress.com/2013/11/04/beardmore-tornado-diesel-airship-engine/https://oldmachinepress.com/wp-content/uploads/2013/11/beardmore-tornado-mk-iii-section.jpgBeardmore Tornado Mk III sectionBeardmore Tornado Mk III sectionhttps://oldmachinepress.com/wp-content/uploads/2013/11/beardmore-tornado-powered-r101.jpgBeardmore Tornado-powered R101The 777 ft (237 m) long R101 airship.https://oldmachinepress.com/wp-content/uploads/2013/11/beardmore-tornado-mk-iii.jpgBeardmore Tornado Mk IIIBeardmore Tornado Mk IIIhttps://oldmachinepress.com/wp-content/uploads/2013/11/beardmore-tornado-mk-1.jpgBeardmore Tornado Mk 1The Beardmore Tornado Mark 1 engine. Note the circular intake ports and access covers on the crankcase.https://oldmachinepress.com/wp-content/uploads/2013/11/beardmore-tornado-in-r101-car.jpgBeardmore Tornado in R101 carBeardmore Tornado in the engine car for the R101 airship. The propeller flange on the right was at the rear of the car. Note the varying lengths of exhaust pipes on the far side. Also, the intake ports and access covers are now oblongs.https://oldmachinepress.com/wp-content/uploads/2013/11/beardmore-tornado-from-r101-at-sm.jpgBeardmore Tornado from R101 at SMThe salvaged Beardmore Tornado engine from R101 airship. This engine is currently on display at the Science Museum in London.2025-02-15T16:40:02+00:00monthlyhttps://oldmachinepress.com/2014/01/25/sud-ouest-sncaso-so-8000-narval/https://oldmachinepress.com/wp-content/uploads/2014/01/sud-ouest-so8000-side.jpgSud-Ouest SO8000 sidehttps://oldmachinepress.com/wp-content/uploads/2014/01/sud-ouest-so8000-rear.jpgSud-Ouest SO8000 rearhttps://oldmachinepress.com/wp-content/uploads/2014/01/sud-ouest-so8000-narval.jpgSud-Ouest SO8000 Narvalhttps://oldmachinepress.com/wp-content/uploads/2014/01/sud-ouest-so8000-ground.jpgSud-Ouest SO8000 groundSud-Ouest SO8000 groundhttps://oldmachinepress.com/wp-content/uploads/2014/01/sud-ouest-so8000-front.jpgSud-Ouest SO8000 front2019-10-25T03:59:18+00:00monthlyhttps://oldmachinepress.com/2014/01/12/nordberg-stationary-radial-engine/https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-11-cylinder-radial-engine-cutaway.jpgNordberg 11-cylinder radial engine cutawayA cutaway drawing of a Nordberg 11-cylinder radial engine.https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-12-cylinder-radial-diesel.jpgNordberg 12-cylinder radial dieselA 12-cylinder Nordberg diesel radial engine. This engine displaced 29,556 cu in (484.3 L) and produced around 2,000 hp (1,500 kW).https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-12-cylinder-radial-crankshaft.jpgNordberg 12-cylinder radial crankshaftThe crankshaft arrangement for the 12-cylinder Nordberg radial. Compare with the image of the 11-cylinder's crankshaft.https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-11-cylinder-radial-engines-alcoa.jpgNordberg 11-cylinder radial engines Alcoa40 Nordberg 11-cylinder spark-ignition engines in one of seven powerhouses at the Aluminum Company of America plant in Port Lavaca, Texas.https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-11-cylinder-radial-engine-fl.jpgNordberg 11-cylinder radial engine FLAn 11-cylinder Nordberg radial diesel engine retired from pumping duties and now on display at John Stretch Park in Lake Harbor, Florida. https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-11-cylinder-radial-crankshaft.jpgNordberg 11-cylinder radial crankshaftThe crankshaft arrangement of the 11-cylinder Nordberg radial engine. All the connecting rods are attached to the master gear, which is not labeled in the image.https://oldmachinepress.com/wp-content/uploads/2014/01/nordberg-12-cylinder-radial-spark-ignition.jpgNordberg 12-cylinder radial spark ignitionA number of 12-cylinder spark-ignition engines are loaded into a barge in Milwaukee, Wisconsin.2025-06-17T13:26:39+00:00monthlyhttps://oldmachinepress.com/2014/02/24/michel-opposed-piston-diesel-engines/https://oldmachinepress.com/wp-content/uploads/2014/02/michel-2-cylinder-rotary-b.jpgMichel 2-cylinder rotary BSection drawings of the Michel 2-cylinder engine that was built in 1921. Like the patent drawings, the cylinder group was stationary and the cam ring rotated. Attached to the front of the cam ring housing was a drive shaft mounted in bearings.https://oldmachinepress.com/wp-content/uploads/2014/02/michel-cam-engines.jpgMichel Cam enginesMichel Cam engineshttps://oldmachinepress.com/wp-content/uploads/2014/02/michel-cam-rings.jpgMichel cam ringsMichel cam ringshttps://oldmachinepress.com/wp-content/uploads/2014/02/michel-section.jpgMichel sectionMichel sectionhttps://oldmachinepress.com/wp-content/uploads/2014/02/michel-12-cylinder.jpgMichel 12-cylinderMichel 12-cylinderhttps://oldmachinepress.com/wp-content/uploads/2014/02/michel-3-cylinder.jpgMichel 3-cylinderMichel 3-cylinderhttps://oldmachinepress.com/wp-content/uploads/2014/02/michel-3-cylinder-section.jpgMichel 3-cylinder sectionMichel 3-cylinder sectionhttps://oldmachinepress.com/wp-content/uploads/2014/02/michel-2-cylinder-rotary.jpgMichel 2-cylinder rotaryMichel 2-cylinder rotary2019-10-24T21:34:40+00:00monthlyhttps://oldmachinepress.com/2014/02/17/skoda-kauba-v4-sk-257-and-v5/https://oldmachinepress.com/wp-content/uploads/2014/02/skoda-kauba-v5-mock-up.jpgSkoda-Kauba V5 mock-upSkoda-Kauba V5 mock-uphttps://oldmachinepress.com/wp-content/uploads/2014/02/skoda-kauba-v4.jpgSkoda-Kauba V4Skoda-Kauba V4https://oldmachinepress.com/wp-content/uploads/2014/02/skoda-kauba-v4-and-sk-257.jpgSkoda-Kauba V4 and SK 257Skoda-Kauba V4 and SK 257https://oldmachinepress.com/wp-content/uploads/2014/02/skoda-kauba-sk-257-wing-vhu.jpgSkoda-Kauba SK 257 wing VHUSkoda-Kauba SK 257 wing VHUhttps://oldmachinepress.com/wp-content/uploads/2014/02/skoda-kauba-sk-257-accident.jpgSkoda-Kauba SK 257 accidentSkoda-Kauba SK 257 accident2021-09-02T00:53:58+00:00monthlyhttps://oldmachinepress.com/2014/03/26/myasishchev-m-50-m-52-bounder/https://oldmachinepress.com/wp-content/uploads/2014/03/myasishchev-m-50-flyby.jpgMyasishchev M-50 flybyMyasishchev M-50 flybyhttps://oldmachinepress.com/wp-content/uploads/2014/03/myasishchev-m-50-bottom.jpgMyasishchev M-50 bottomMyasishchev M-50 bottomhttps://oldmachinepress.com/wp-content/uploads/2014/03/myasischev_m-50__central_air_force_museum-omp.jpgMyasischev_M-50_@_Central_Air_Force_Museum OMPMyasischev_M-50_@_Central_Air_Force_Museum OMPhttps://oldmachinepress.com/wp-content/uploads/2014/03/myasishchev-m-52-mock-up.jpgMyasishchev M-52 mock-upMyasishchev M-52 mock-uphttps://oldmachinepress.com/wp-content/uploads/2014/03/myasishchev-m-50-rear.jpgMyasishchev M-50 rearMyasishchev M-50 rearhttps://oldmachinepress.com/wp-content/uploads/2014/03/myasishchev-m-50-ground-hatch.jpgMyasishchev M-50 ground hatchMyasishchev M-50 ground hatch2024-04-12T00:09:33+00:00monthlyhttps://oldmachinepress.com/2014/03/09/lancia-v-12-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2017/12/lancia-v-12-aircraft-engine-stand.jpgLancia V-12 aircraft engine standTwo technicians stand next to the Tipo 4 engine. Note the straight exhaust stacks. This is thought to be the prototype Tipo 4, and it closely resembles the engine that is preserved in the FIAT/Lancia archives.https://oldmachinepress.com/wp-content/uploads/2017/12/caproni-ca37-lancia-tipo-4.jpgCaproni Ca37 Lancia Tipo 4The Caproni Ca 37 was the first aircraft powered by the Lanica Tipo 4 V-12 engine. The Ca 37 first flew in the summer of 1916. Note the engine’s exhaust tips. The Ca 37 had a top speed of 103 mph (165 km/h.)https://oldmachinepress.com/wp-content/uploads/2014/03/lancia-v-12-aircraft-engine-section.jpgLancia V-12 aircraft engine SectionSectional view of the Lancia Tipo 5 V-12 aircraft engine showing a 53-degree angle between the cylinder banks. Note the long rocker arms, horizontal valves, and small space above the combustion chambers. This configuration was very similar to the Tipo 4 and early Duesenberg engines.https://oldmachinepress.com/wp-content/uploads/2014/03/lancia-v-12-aircraft-engine-rear.jpgLancia V-12 aircraft engine rearLancia V-12 aircraft engine rearhttps://oldmachinepress.com/wp-content/uploads/2014/03/caproni-ca-38-front.jpgCaproni Ca 38 frontThe Caproni Ca 38’s fuselage and tail booms were more rounded and streamlined compared to those of the Ca 37, but the aircraft were otherwise very similar. The Ca 38 flew in 1917 and had a top speed of 106 mph (170 km/h). The Ca 37 and Ca 38 never entered production. They are the only known applications of the Lancia Tipo 4 engine.https://oldmachinepress.com/wp-content/uploads/2014/03/lancia-v-12-aircraft-engine.jpgLancia V-12 aircraft engineThe Lancia Tipo 4 V-12 aircraft engine displaying its individual cylinders and unique valve train. The engine was configured for pusher installations, which is why exhaust was expelled toward the propeller.https://oldmachinepress.com/wp-content/uploads/2014/03/lancia-v-12-aircraft-engine-top.jpgLancia V-12 aircraft engine topA good view of the Lancia Tipo 4 showing the two magnetos, open gear train, coolant manifolds, and hand crank at the rear of the engine used for starting.https://oldmachinepress.com/wp-content/uploads/2014/03/lancia-v-12-aircraft-engine-side.jpgLancia V-12 aircraft engine sideSide view of the Lancia Tipo 4 illustrating the two carburetors and intake manifolds on the side of the engine. Note the two spark plugs for each cylinder.2019-10-24T21:31:34+00:00monthlyhttps://oldmachinepress.com/2014/04/14/savoia-marchetti-s-64-and-s-64-bis/https://oldmachinepress.com/wp-content/uploads/2014/04/savoia-marchetti-s64-bis.jpgsavoia-marchetti s64 bissavoia-marchetti s64 bishttps://oldmachinepress.com/wp-content/uploads/2014/04/savoia-marchetti-s64-bis-landing.jpgsavoia-marchetti s64 bis landingsavoia-marchetti s64 bis landinghttps://oldmachinepress.com/wp-content/uploads/2014/04/savoia-marchetti-s64-bis-flight.jpgsavoia-marchetti s64 bis flightsavoia-marchetti s64 bis flighthttps://oldmachinepress.com/wp-content/uploads/2014/04/carlo-del-prete-memorial.jpgCarlo Del Prete memorialCarlo Del Prete memorialhttps://oldmachinepress.com/wp-content/uploads/2014/04/savoia-marchetti-s64-take-off.jpgsavoia-marchetti s64 take offsavoia-marchetti s64 take offhttps://oldmachinepress.com/wp-content/uploads/2014/04/savoia-marchetti-s64-ferran-del-prete.jpgsavoia-marchetti s64 ferran del pretesavoia-marchetti s64 ferran del pretehttps://oldmachinepress.com/wp-content/uploads/2014/04/savoia-marchetti-s64-brazil.jpgsavoia-marchetti s64 Brazilsavoia-marchetti s64 Brazil2019-10-24T21:30:14+00:00monthlyhttps://oldmachinepress.com/2014/04/22/short-swallow-silver-streak/https://oldmachinepress.com/wp-content/uploads/2014/04/short-silver-streak.jpgShort Silver StreakShort Silver Streakhttps://oldmachinepress.com/wp-content/uploads/2014/04/short-silver-streak-side.jpgShort Silver Streak sideShort Silver Streak sidehttps://oldmachinepress.com/wp-content/uploads/2014/04/short-silver-streak-olympia.jpgShort Silver Streak OlympiaShort Silver Streak Olympiahttps://oldmachinepress.com/wp-content/uploads/2014/04/short-silver-streak-front.jpgShort Silver Streak frontShort Silver Streak front2020-02-17T12:31:57+00:00monthlyhttps://oldmachinepress.com/2014/05/17/northrop-n-23-pioneer-and-n-32-yc-125-raider/https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-yc-125-air.jpgNorthrop YC-125 airA Northrop YC-125B on a flight by the coast. Note the redesigned empennage compared to the N-23.https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-n-23-take-off.jpgNorthrop N-23 take offThe Northrop N-23 performing a short field take off from a remote dirt strip in Southern California. The Pioneer's short field performance enabled it to operate out of airfields normally limited to small aircraft. Note that the fuselage has been modified with passenger windows.https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-n-23-pioneer.jpgNorthrop N-23 PioneerThe Northrop N-23 Pioneer seen shortly after its rollout at Hawthorne, California and before its registration (NX8500H) was applied. Note the sole window along the fuselage.https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-yc-125b-nmusaf.jpgNorthrop YC-125B NMUSAFThe Northrop YC-125B of the National Museum of the United States Air Force.https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-yc-125a-pima.jpgNorthrop YC-125A PimaThe Northrop YC-125A of the Pima Air & Space Museum. This aircraft was donated by Robert A. Gallaher.https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-yc-125-raider.jpgNorthrop YC-125 RaiderRaiders on the Northrop production line. Not the various engine access panels. The wing leading edge panels allowed access to fuel lines, control cables, and wiring.https://oldmachinepress.com/wp-content/uploads/2014/05/northrop-yc-125-jato.jpgNorthrop YC-125 JATOA Northrop YC-125 Raider uses six JATO bottles to take off fully loaded in under 500 ft.2019-10-24T20:14:37+00:00monthlyhttps://oldmachinepress.com/2014/05/22/hispano-suiza-type-86-railcar-engine/https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-ga.jpgHispano-Suiza Type 86 GASide and top view drawings of the Type 86 engine.https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-head-and-cyl-bank.jpgHispano-Suiza Type 86 head and cyl bankAt top is a complete cylinder bank assembly for the Type 86 engine. The middle image shows the same assembly as it would bolt on to the crankcase. At bottom is the flathead. Note the recessed space adjacent to the cylinder barrel for the side valves and spark plugs.https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-engine.jpgHispano-Suiza Type 86 engineThe Hispano-Suiza Type 86 railcar engine. From the left across the top of the engine is the fuel pump, air compressor, carburetor (another on the opposite side), two magnetos with a speed governor, and two starters above the housing on the right. The oil cooler is positioned under the cylinder head.https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-crankcase.jpgHispano-Suiza Type 86 crankcase.The two-piece crankcase for the Type 86 engine. Note the 14 long studs used to secure each cylinder bank to the engine.https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-crank-and-rods.jpgHispano-Suiza Type 86 crank and rodsThe crankshaft and fork-and-blade connecting rods for the Type 86 engine. Note the blade rod using a tongue and groove connection for the big end. https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-cam-piston-and-lifter.jpgHispano-Suiza Type 86 cam piston and lifterWhile not to scale the camshaft, piston, and roller lifter for the Type 86 engine can be seen in the above image. Not the adjustment rod to provide proper valve clearance on the roller lifter.https://oldmachinepress.com/wp-content/uploads/2014/05/hispano-suiza-type-86-intake-and-water-pump.jpgHispano-Suiza Type 86 intake and water pumpThe downdraft carburetor, manifold, and water pump (not to scale) used on the Type 86 engine.2019-10-24T20:13:55+00:00monthlyhttps://oldmachinepress.com/2014/06/11/jenkins-mormon-meteor-iii/https://oldmachinepress.com/wp-content/uploads/2019/01/jenkins-mormon-meteor-iii-indy-in.jpgjenkins mormon meteor iii indy inThe newly completed Mormon Meteor III at the Indianapolis Motor Speedway in 1938. Note the original exhaust manifold that was later replaced by individual stacks.https://oldmachinepress.com/wp-content/uploads/2019/01/jenkins-mormon-meteor-iii-bonneville-ut.jpgjenkins mormon meteor iii bonneville utAb Jenkins and the Mormon Meteor III on the Bonneville Salt Flats. Note the individual exhaust stacks for the Curtiss Conqueror engine.https://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-ab-marv-mormon-meteor-iii.jpgJenkins Ab Marv Mormon Meteor IIIJenkins Ab Marv Mormon Meteor IIIhttps://oldmachinepress.com/wp-content/uploads/2014/06/alcor-c-6-1-side-2.jpgAlcor C-6-1 side 2Alcor C-6-1 side 2https://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-iii-nbc.jpgJenkins Mormon Meteor III NBCJenkins Mormon Meteor III NBChttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-iii-restored.jpgJenkins Mormon Meteor III restoredJenkins Mormon Meteor III restoredhttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-iii-loading.jpgJenkins Mormon Meteor III loadingJenkins Mormon Meteor III loadinghttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-iii-indy.jpgJenkins Mormon Meteor III IndyJenkins Mormon Meteor III Indyhttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-iii-d-x.jpgJenkins Mormon Meteor III D-XJenkins Mormon Meteor III D-Xhttps://oldmachinepress.com/wp-content/uploads/2014/06/jenkins-mormon-meteor-iii-bonneville.jpgJenkins Mormon Meteor III BonnevilleJenkins Mormon Meteor III Bonneville2019-10-24T20:11:17+00:00monthlyhttps://oldmachinepress.com/2014/07/14/bennie-railplane/https://oldmachinepress.com/wp-content/uploads/2014/07/bennie-railplane-test.jpgBennie Railplane testBennie Railplane testhttps://oldmachinepress.com/wp-content/uploads/2014/07/bennie-railplane-poster.jpgBennie Railplane posterBennie Railplane posterhttps://oldmachinepress.com/wp-content/uploads/2014/07/bennie-railplane-interior.jpgBennie Railplane interiorBennie Railplane interiorhttps://oldmachinepress.com/wp-content/uploads/2014/07/bennie-railplane-four-blade.jpgBennie Railplane four bladeBennie Railplane four bladehttps://oldmachinepress.com/wp-content/uploads/2014/07/bennie-railplane.jpgBennie RailplaneBennie Railplane2019-10-24T19:41:16+00:00monthlyhttps://oldmachinepress.com/2014/08/17/general-motors-electro-motive-16-184-diesel-engine/https://oldmachinepress.com/wp-content/uploads/2014/08/gm-em-16-184-maintenance.jpgGM EM 16-184 maintenanceGM EM 16-184 maintenancehttps://oldmachinepress.com/wp-content/uploads/2014/08/gm-16-184-crankcase.jpgGM 16-184 crankcaseGM 16-184 crankcasehttps://oldmachinepress.com/wp-content/uploads/2014/08/gm-em-16-184.jpgGM EM 16-184GM EM 16-184https://oldmachinepress.com/wp-content/uploads/2014/08/gm-em-16-184-x-section.jpgGM EM 16-184 x sectionGM EM 16-184 x sectionhttps://oldmachinepress.com/wp-content/uploads/2014/08/gm-em-16-184-production.jpgGM EM 16-184 productionGM EM 16-184 productionhttps://oldmachinepress.com/wp-content/uploads/2014/08/gm-em-16-184-installed.jpgGM EM 16-184 installedGM EM 16-184 installedhttps://oldmachinepress.com/wp-content/uploads/2014/08/gm-16-338.jpgGM 16-338GM 16-3382022-04-28T18:36:20+00:00monthlyhttps://oldmachinepress.com/2014/08/24/alkett-vskfz-617-nk-101-minenraumer/https://oldmachinepress.com/wp-content/uploads/2014/08/alkett-vskfz-617-nk-101.jpgAlkett VsKfz 617 NK-101Alkett VsKfz 617 NK-101https://oldmachinepress.com/wp-content/uploads/2014/08/alkett-vskfz-617-nk-101-side.jpgAlkett VsKfz 617 NK-101 sideAlkett VsKfz 617 NK-101 sidehttps://oldmachinepress.com/wp-content/uploads/2014/08/alkett-vskfz-617-nk-101-kubinka-rear.jpgAlkett VsKfz 617 NK-101 Kubinka rearAlkett VsKfz 617 NK-101 Kubinka rearhttps://oldmachinepress.com/wp-content/uploads/2014/08/alkett-vskfz-617-nk-101-kubinka-front.jpgAlkett VsKfz 617 NK-101 Kubinka frontAlkett VsKfz 617 NK-101 Kubinka front (Kubinka Tank Museum image)https://oldmachinepress.com/wp-content/uploads/2014/08/alkett-vskfz-617-nk-101-front.jpgAlkett VsKfz 617 NK-101 frontAlkett VsKfz 617 NK-101 front2019-10-24T19:37:42+00:00monthlyhttps://oldmachinepress.com/2014/09/28/marchetti-cam-action-engines/https://oldmachinepress.com/wp-content/uploads/2014/09/nordwick-marchetti-cam-engine-patents.jpgNordwick Marchetti cam engine patentsNordwick Marchetti cam engine patentshttps://oldmachinepress.com/wp-content/uploads/2014/09/marchetti-motor-patents.jpgMarchetti Motor PatentsMarchetti Motor Patentshttps://oldmachinepress.com/wp-content/uploads/2014/09/marchetti-mp-m-ii-arrow.jpgMarchetti MP M-II ArrowMarchetti MP M-II Arrowhttps://oldmachinepress.com/wp-content/uploads/2014/09/marchetti-mp-m-ii-arrow-advert-e1411854046762.jpgMarchetti MP M-II Arrow advertMarchetti MP M-II Arrow adverthttps://oldmachinepress.com/wp-content/uploads/2014/09/marchetti-mp-info.jpgMarchetti MP infoMarchetti MP infohttps://oldmachinepress.com/wp-content/uploads/2014/09/marchetti-mp-cam-action.jpgMarchetti MP Cam ActionMarchetti MP Cam Actionhttps://oldmachinepress.com/wp-content/uploads/2014/09/marchetti-mp-cam-action-side.jpgMarchetti MP Cam Action sideMarchetti MP Cam Action side2019-10-24T19:36:24+00:00monthlyhttps://oldmachinepress.com/2014/10/25/roberts-motor-company-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2014/10/roberts-4-x-rotary-distributor.jpgRoberts 4-X Rotary DistributorThe tubular distributor sleeve of a Roberts 4-X engine. The ports at the center of the tube aligned with the carburetor.https://oldmachinepress.com/wp-content/uploads/2014/10/roberts-6-x-gears-weeks.jpgRoberts 6-X gears WeeksRoberts 6-X gears Weekshttps://oldmachinepress.com/wp-content/uploads/2014/10/roberts-6-x-engine-side.jpgRoberts 6-X engine sideRoberts 6-X engine sidehttps://oldmachinepress.com/wp-content/uploads/2014/10/roberts-6-x-1913-rear.jpgRoberts 6-X 1913 rearRoberts 6-X 1913 rearhttps://oldmachinepress.com/wp-content/uploads/2014/10/roberts-4-x-engine-smithsonian.jpgRoberts 4-X engine SmithsonianRoberts 4-X engine Smithsonianhttps://oldmachinepress.com/wp-content/uploads/2014/10/roberts-6-xx-engine.jpgRoberts 6-XX engineRoberts 6-XX enginehttps://oldmachinepress.com/wp-content/uploads/2014/10/roberts-6-x-weeks.jpgRoberts 6-X WeeksOne of the two Roberts 6-X replica engines built for Kermit Weeks. The engines were built to power a replica Benoist XIV flying boat. The Benoit was a pusher which is why the outlet for the coolant pipe was toward the propeller shaft. Note the brass grease cups for lubricating the crankshaft main bearings. The cover on each cylinder is for the cellular by-pass. (Fantasy of Flight image)https://oldmachinepress.com/wp-content/uploads/2014/10/roberts-6-x-parts-weeks.jpgRoberts 6-X parts WeeksRoberts 6-X parts Weeks2019-10-24T18:32:53+00:00monthlyhttps://oldmachinepress.com/2014/11/23/christie-v-4-engine-1906-racer/https://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-v-4-strang-vanderbilt.jpgChristie 1906 V-4 Strang VanderbiltChristie 1906 V-4 Strang Vanderbilthttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-v-4-push-ventnor-beach.jpgChristie 1906 V-4 push Ventnor BeachChristie 1906 V-4 push Ventnor Beachhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-v-4-push-empire.jpgChristie 1906 V-4 push EmpireChristie 1906 V-4 push Empirehttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-v-4-engine-ormond-beach.jpgChristie 1906 V-4 engine Ormond BeachChristie 1906 V-4 engine Ormond Beachhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-v-4-crash-vanderbilt.jpgChristie 1906 V-4 crash VanderbiltChristie 1906 V-4 crash Vanderbilthttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1906-v-4-wheel-ormond-beach.jpgChristie 1906 V-4 wheel Ormond BeachChristie 1906 V-4 wheel Ormond Beach2019-10-24T18:31:47+00:00monthlyhttps://oldmachinepress.com/2015/01/08/brennan-helicopter/https://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-complete.jpgBrennan Helicopter completeBrennan’s helicopter ready for outside tests at Farnborough. Note the square-shaped auxiliary rotors.https://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-flight.jpgBrennan Helicopter flightBrennan Helicopter flighthttps://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-flight-rear.jpgBrennan Helicopter flight rearBrennan Helicopter flight rearhttps://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-flight-front.jpgBrennan Helicopter flight frontBrennan Helicopter flight fronthttps://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-early.jpgBrennan Helicopter earlyBrennan Helicopter earlyhttps://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter.jpgBrennan HelicopterBrennan’s helicopter ready for outside tests at Farnborough. One of the square-shaped auxiliary rotors can be seen in the middle of the photo.https://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-tethered.jpgBrennan Helicopter TetheredBrennan Helicopter Tetheredhttps://oldmachinepress.com/wp-content/uploads/2015/01/brennan-helicopter-patent.jpgBrennan Helicopter PatentBrennan Helicopter Patent2022-10-01T18:30:34+00:00monthlyhttps://oldmachinepress.com/2014/12/22/christie-v-4-engine-1909-racer/https://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-law-old-motor.jpgChristie 1909 V-4 Law Old MotorChristie 1909 V-4 Law Old Motorhttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-oldfield-beachey.jpgChristie 1909 V-4 Oldfield BeacheyOldfield chased by Lincoln Beachey on the Ascot track in Los Angeles, California in 1913.https://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-racer.jpgChristie 1909 V-4 racerChristie 1909 V-4 racerhttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-racer-oldfield.jpgChristie 1909 V-4 racer OldfieldChristie 1909 V-4 racer Oldfieldhttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-racer-oldfield-ims.jpgChristie 1909 V-4 racer Oldfield IMSChristie 1909 V-4 racer Oldfield IMShttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-racer-firestone.jpgChristie 1909 V-4 racer FirestoneChristie 1909 V-4 racer Firestonehttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-racer-drive.jpgChristie 1909 V-4 racer driveChristie 1909 V-4 racer drivehttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-racer-details.jpgChristie 1909 V-4 racer detailsChristie 1909 V-4 racer detailshttps://oldmachinepress.com/wp-content/uploads/2014/12/christie-1909-v-4-ormond-roberts.jpgChristie 1909 V-4 Ormond RobertsChristie 1909 V-4 Ormond Roberts2019-10-24T18:29:28+00:00monthlyhttps://oldmachinepress.com/2014/12/06/christie-v-4-engine-1907-racer/https://oldmachinepress.com/wp-content/uploads/2014/12/christie-1907-v-4-front-cowl.jpgChristie 1907 V-4 front cowlChristie’s V-4 racer with its full engine cowling. It seems the cowling’s grill was quickly cut away to increase airflow through the radiator. Each cylinder had short exhaust stacks, and the front cylinders expelled their exhaust through the top of the cowl.https://oldmachinepress.com/wp-content/uploads/2014/12/christie-1907-v-4-oldfield.jpgChristie 1907 V-4 OldfieldBarney Oldfield in the 1907 Christie V-4 racer. It is not known when or where this photo was taken, but a new engine cowling has been installed and the cross shaft has been reinstalled.https://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-engine.jpgChristie 1907 V-4 engineChristie 1907 V-4 enginehttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-depalma-clark.jpgChristie 1907 V-4 DePalma ClarkChristie 1907 V-4 DePalma Clarkhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-build.jpgChristie 1907 V-4 buildChristie 1907 V-4 buildhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-blakely-ormond.jpgChristie 1907 V-4 Blakely OrmondChristie 1907 V-4 Blakely Ormondhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-late.jpgChristie 1907 V-4 lateChristie 1907 V-4 latehttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-late-track.jpgChristie 1907 V-4 late trackChristie 1907 V-4 late trackhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-gp-racer.jpgChristie 1907 V-4 GP racerChristie 1907 V-4 GP racerhttps://oldmachinepress.com/wp-content/uploads/2014/11/christie-1907-v-4-french-grand-prix.jpgChristie 1907 V-4 French Grand PrixChristie 1907 V-4 French Grand Prix2024-04-04T01:44:07+00:00monthlyhttps://oldmachinepress.com/2015/02/09/short-s-14-sarafand/https://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-fly-past.jpgShort Sarafand fly pastShort Sarafand fly pasthttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-mooring.jpgShort Sarafand mooringShort Sarafand mooringhttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-taxi.jpgShort Sarafand taxiShort Sarafand taxihttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-shore.jpgShort Sarafand shoreShort Sarafand shorehttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-rear.jpgShort Sarafand rearShort Sarafand rearhttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-moor.jpgShort Sarafand moorShort Sarafand moorhttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-front.jpgShort Sarafand frontShort Sarafand fronthttps://oldmachinepress.com/wp-content/uploads/2015/02/short-sarafand-flight.jpgShort Sarafand flightShort Sarafand flight2023-07-19T05:15:03+00:00monthlyhttps://oldmachinepress.com/2015/02/24/curtiss-xf6c-6-page-navy-racer/https://oldmachinepress.com/wp-content/uploads/2015/02/curtiss-f6c-3-marine-race-page.jpgCurtiss F6C-3 Marine Race PageCurtiss F6C-3 Marine Race Pagehttps://oldmachinepress.com/wp-content/uploads/2015/02/curtiss-xf6c-6-page-navy-racer.jpgCurtiss XF6C-6 Page Navy RacerCurtiss XF6C-6 Page Navy Racerhttps://oldmachinepress.com/wp-content/uploads/2015/02/curtiss-xf6c-6-page-navy-racer-rear-scoop.jpgCurtiss XF6C-6 Page Navy Racer rear scoopCurtiss XF6C-6 Page Navy Racer rear scoophttps://oldmachinepress.com/wp-content/uploads/2015/02/curtiss-xf6c-6-page-navy-racer-front-scoop.jpgCurtiss XF6C-6 Page Navy Racer front scoopCurtiss XF6C-6 Page Navy Racer front scoophttps://oldmachinepress.com/wp-content/uploads/2015/02/curtiss-xf6c-6-page-navy-racer-cockpit.jpgCurtiss XF6C-6 Page Navy Racer cockpitCurtiss XF6C-6 Page Navy Racer cockpithttps://oldmachinepress.com/wp-content/uploads/2015/02/curtiss-xf6c-6-page-navy-racer-18-08-1930.jpgCurtiss XF6C-6 Page Navy Racer 18-08-1930Curtiss XF6C-6 Page Navy Racer 18-08-19302019-10-24T18:26:07+00:00monthlyhttps://oldmachinepress.com/2015/03/28/dorand-gyroplane-g-20-g-ii/https://oldmachinepress.com/wp-content/uploads/2015/03/dorand-gyroplane-g20-complete-1947.jpgDorand Gyroplane G20 complete 1947The completed Dorand G.20 after World War II. With the machine guns no longer part of the design, nothing is left to interrupt the helicopter's sleek lines. Note the long gear door.https://oldmachinepress.com/wp-content/uploads/2015/03/dorand-gyroplane-g20-org-drawing.jpgDorand Gyroplane G20 org drawingAn early drawing of the Dorand G.20 showing what appears to be a three-man crew. Note the turret on the rotor mast and the side-mounted machine gun (pointed toward the rear).https://oldmachinepress.com/wp-content/uploads/2015/03/dorand-gyroplane-g20.jpgDorand Gyroplane G20Dorand Gyroplane G20https://oldmachinepress.com/wp-content/uploads/2015/03/dorand-gyroplane-g20-org-drw.jpgDorand Gyroplane G20 org drwDorand Gyroplane G20 org drwhttps://oldmachinepress.com/wp-content/uploads/2015/03/breguet-g11e.jpgBreguet G11EBreguet G11E2019-10-24T18:24:45+00:00monthlyhttps://oldmachinepress.com/2015/04/14/sunbeam-sikh-i-ii-and-iii-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2015/04/sunbeam-sikh-i-ad-copy.jpgSunbeam Sikh I Ad copySunbeam Sikh I Ad copyhttps://oldmachinepress.com/wp-content/uploads/2015/04/sunbeam-sikh-ii.jpgSunbeam Sikh IISunbeam Sikh IIhttps://oldmachinepress.com/wp-content/uploads/2015/04/sunbeam-sikh-i.jpgSunbeam Sikh ISunbeam Sikh Ihttps://oldmachinepress.com/wp-content/uploads/2015/04/sunbeam-sikh-i-olympia-1920.jpgSunbeam Sikh I Olympia 1920Sunbeam Sikh I Olympia 1920https://oldmachinepress.com/wp-content/uploads/2015/04/sunbeam-sikh-iii.jpgSunbeam Sikh IIISunbeam Sikh III2019-10-24T18:24:05+00:00monthlyhttps://oldmachinepress.com/2015/04/29/new-york-central-m-497-black-beetle/https://oldmachinepress.com/wp-content/uploads/2015/04/nyc-m-497-tow.jpgNYC M-497 towNYC M-497 towhttps://oldmachinepress.com/wp-content/uploads/2015/04/nyc-m-497-run.jpgNYC M-497 runNYC M-497 runhttps://oldmachinepress.com/wp-content/uploads/2015/04/nyc-m-497-rear.jpgNYC M-497 rearNYC M-497 rearhttps://oldmachinepress.com/wp-content/uploads/2015/04/nyc-m-497-premod.jpgNYC M-497 premodNYC M-497 premodhttps://oldmachinepress.com/wp-content/uploads/2015/04/nyc-m-497-front.jpgNYC M-497 frontNYC M-497 fronthttps://oldmachinepress.com/wp-content/uploads/2015/04/nyc-m-497-crew.jpgNYC M-497 crewNYC M-497 crew2019-10-30T10:56:08+00:00monthlyhttps://oldmachinepress.com/2015/06/16/commonwealth-aircraft-corporation-ca-15-kangaroo/https://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15-side1.jpgCAC CA-15 sideThis photo of the CA-15 illustrates the tailplane’s 10 degrees of dihedral and the relatively good view the pilot had over the nose of the aircraft.https://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15-taxi.jpgCAC CA-15 taxiCAC CA-15 taxihttps://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15-rear.jpgCAC CA-15 rearCAC CA-15 rearhttps://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15-r-2800-57.jpgCAC CA-15 R-2800-57CAC CA-15 R-2800-57https://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15-r-2800-21.jpgCAC CA-15 R-2800-21CAC CA-15 R-2800-21https://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15-flight.jpgCAC CA-15 flightCAC CA-15 flighthttps://oldmachinepress.com/wp-content/uploads/2015/06/cac-ca-15.jpgCAC CA-15CAC CA-152021-12-03T07:21:48+00:00monthlyhttps://oldmachinepress.com/2015/07/26/duesenberg-milton-land-speed-record-car/https://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-daytona-beach.jpgDuesenberg Milton LSR Daytona BeachDuesenberg Milton LSR Daytona Beachhttps://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-daytona.jpgDuesenberg Milton LSR DaytonaDuesenberg Milton LSR Daytona Engineshttps://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-daytona-engines.jpgDuesenberg Milton LSR Daytona EnginesDuesenberg Milton LSR Daytona Engineshttps://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-daytona-chassis.jpgDuesenberg Milton LSR Daytona ChassisDuesenberg Milton LSR Daytona Chassishttps://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-build.jpgDuesenberg Milton LSR buildDuesenberg Milton LSR buildhttps://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-beverly-hills-murphy.jpgDuesenberg Milton LSR Beverly Hills MurphyDuesenberg Milton LSR Beverly Hills Murphyhttps://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-1924.jpgDuesenberg Milton LSR 1924Duesenberg Milton LSR 1924https://oldmachinepress.com/wp-content/uploads/2015/07/duesenberg-milton-lsr-indy.jpgDuesenberg Milton LSR IndyDuesenberg Milton LSR Indy2019-10-24T18:19:24+00:00monthlyhttps://oldmachinepress.com/2015/07/30/wedell-williams-model-45/https://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45-jimmie.jpgWedell-Williams Model 45 JimmieJimmie Wedell stands by the Model 45.https://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45-early.jpgWedell-Williams Model 45 earlyThis photo of the Model 45 was taken shortly after the aircraft was built in Patterson, Louisiana. Note the smooth cowling covering the R-985 engine. Jimmie Wedell stands by the side of the aircraft.https://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45-front.jpgWedell-Williams Model 45 frontThe Model 45 as seen in 1934. https://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45-cleveland-side.jpgWedell-Williams Model 45 Cleveland sideThe Model 45 at the National Air Races in Cleveland, Ohio in 1934.https://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45.jpgWedell-Williams Model 45Wedell-Williams Model 45https://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45-side.jpgWedell-Williams Model 45 sideWedell-Williams Model 45 sidehttps://oldmachinepress.com/wp-content/uploads/2015/07/wedell-williams-model-45-replica.jpgWedell-Williams Model 45 replicaThe Wedell-Williams Model 45 replica in the Wedell-Williams Aviation and Cypress Sawmill Museum in Patterson, Louisiana. (Steffen Kahl image via Flikr)2023-03-09T12:41:09+00:00monthlyhttps://oldmachinepress.com/2015/11/29/piaggio-p-16-bomber/https://oldmachinepress.com/wp-content/uploads/2015/11/piaggio-p16-1932.jpgPiaggio P16 1932Piaggio P16 1932https://oldmachinepress.com/wp-content/uploads/2015/11/piaggio-p16.jpgPiaggio P16Piaggio P16https://oldmachinepress.com/wp-content/uploads/2015/11/piaggio-p16-side.jpgPiaggio P16 sidePiaggio P16 sidehttps://oldmachinepress.com/wp-content/uploads/2015/11/piaggio-p16-rear.jpgPiaggio P16 rearPiaggio P16 rearhttps://oldmachinepress.com/wp-content/uploads/2015/11/piaggio-p16-rear-gunner.jpgPiaggio P16 rear gunnerPiaggio P16 rear gunnerhttps://oldmachinepress.com/wp-content/uploads/2015/11/piaggio-p16-display.jpgPiaggio P16 displayPiaggio P16 display2019-10-24T18:12:46+00:00monthlyhttps://oldmachinepress.com/2016/01/14/hispano-suiza-24y-type-82-and-type-90/https://oldmachinepress.com/wp-content/uploads/2016/01/hispano-suiza-24y-type-82-front-2.jpgHispano-Suiza 24Y Type 82 front 2Hispano-Suiza 24Y Type 82 front 2https://oldmachinepress.com/wp-content/uploads/2016/01/hispano-suiza-24y-type-82-side.jpgHispano-Suiza 24Y Type 82 sideHispano-Suiza 24Y Type 82 sidehttps://oldmachinepress.com/wp-content/uploads/2016/01/hispano-suiza-24y-type-82-rear.jpgHispano-Suiza 24Y Type 82 rearHispano-Suiza 24Y Type 82 rearhttps://oldmachinepress.com/wp-content/uploads/2016/01/hispano-suiza-24y-type-90-rear.jpgHispano-Suiza 24Y Type 90 rearHispano-Suiza 24Y Type 90 rearhttps://oldmachinepress.com/wp-content/uploads/2016/01/hispano-suiza-24y-type-90-side.jpgHispano-Suiza 24Y Type 90 sideHispano-Suiza 24Y Type 90 side2019-10-24T18:10:19+00:00monthlyhttps://oldmachinepress.com/2016/01/24/idroscivolanti-and-the-raid-pavia-venezia/https://oldmachinepress.com/wp-content/uploads/2016/01/1935-gorini-bertoli-lsar-ar1.jpg1935 Gorini-Bertoli LSAR-ARThe other Laboratorio Sperimentale Regia Aeronautica/Alfa Romeo driven by Goffredo Gorini and Francesco Bertoli in th3 1935 Raid Pavia-Venezia. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1935-donati-borromeo-lsar-ar1.jpg1935 Donati-Borromeo LSAR-ARRenato Donati and Federico Borromeo in the in Laboratorio Sperimentale Regia Aeronautica powered by an Alfa Romeo Lynx in 1935. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1938-freri-flamini-cna-ar.jpg1938 Freri-Flamini CNA-ARFor the 1937 Raid Pavia-Venezia, Prospero Freri and Salvatore Flamini had a 9-cylinder Alfa Romeo D.2 engine with a three-blade propeller and a Townend ring installed. The pair took second place in 1937, 1938 and 1939. This photo show the 1938 race.https://oldmachinepress.com/wp-content/uploads/2016/01/1936-mussolini-ruspoli-siai-farina.jpg1936 Mussolini Ruspoli SIAI-FarinaVito Mussolini and Carlo Maurizio Ruspoli competing in the 1936 Raid Pavia-Venezia in the SIAI/Farina idroscivolante. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1934-biseo-donati-siai-farina.jpg1934 Biseo-Donati SIAI-FarinaAttilio Biseo and Renato Donati competing in the 1934 race which they won. The SIAI idroscivolante was powered by a Farina T.58 engine. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1934-salom-celli-celli-spa.jpg1934 Salom-Celli Celli-SPAThe Celli hydroplane powered by an SPA 6A engine in a pusher configuration. Aldo Salom and Dino Celli campaigned this boat in 1933 and 1934. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1934-rossi-cattaneo-siai-if.jpg1934 Rossi-Cattaneo SIAI-IFTheo Rossi and Guido Cattaneo paired up to compete in the Raid Pavia-Veneziain in this SIAI idroscivolante powered by an IF Asso 200 engine. This photo was most likely taken in 1934. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1932-biseo-bertoli-siai-fiat.jpg1932 Biseo-Bertoli SIAI-FIATAttilio Biseo and Gino Bertoli won the 1932 Raid Pavia-Venezia in this SIAI idroscivolante powered by a FIAT A50 engine. (image via Three Point Hydroplanes)https://oldmachinepress.com/wp-content/uploads/2016/01/1930-mazzotti-cattaneo-siai-if.jpg1930 Mazzotti-Cattaneo SIAI-IFThe Isotta Fraschini Asso 200-powered SIAI hydroplane that Franco Mazzotti and Guido Cattaneo piloted to victory in the 1930 and 1931 Raid Pavia-Venezia.https://oldmachinepress.com/wp-content/uploads/2016/01/2007-t-108-freri-siai-ar.jpg2007 T-108 Freri SIAI-ARThe idroscivolante driven by Prospero Freri and Salvatore Flamini to second place in 1937, 1938, and 1939. It was restored to its 1939 Raid Pavia-Venezia configuration in 2007. (image via Dalla Pietà Yatch)2019-10-24T18:09:22+00:00monthlyhttps://oldmachinepress.com/2016/02/13/hispano-suiza-24z-type-95/https://oldmachinepress.com/wp-content/uploads/2016/02/hispano-suiza-24z.jpgHispano-Suiza 24ZHispano-Suiza 24Zhttps://oldmachinepress.com/wp-content/uploads/2016/02/hispano-suiza-24z-right.jpgHispano-Suiza 24Z rightHispano-Suiza 24Z righthttps://oldmachinepress.com/wp-content/uploads/2016/02/hispano-suiza-24z-left.jpgHispano-Suiza 24Z leftHispano-Suiza 24Z lefthttps://oldmachinepress.com/wp-content/uploads/2016/02/sud-est-580-hs-24z.jpgSud-Est SE 580 HS 24ZSud-Est SE 580 HS 24Zhttps://oldmachinepress.com/wp-content/uploads/2016/02/hispano-suiza-48z-late-133.jpgHispano-Suiza 48Z Late 1332019-10-24T18:08:16+00:00monthlyhttps://oldmachinepress.com/2016/02/25/arsenal-24h-and-24h-tandem/https://oldmachinepress.com/wp-content/uploads/2016/02/arsenal-24h-front-2.jpgArsenal 24H front 2Arsenal 24H front 2https://oldmachinepress.com/wp-content/uploads/2016/02/arsenal-24h-tandem.jpgArsenal 24H TandemArsenal 24H Tandemhttps://oldmachinepress.com/wp-content/uploads/2016/02/arsenal-24h-side.jpgArsenal 24H sideArsenal 24H sidehttps://oldmachinepress.com/wp-content/uploads/2016/02/arsenal-24h-se-161-languedoc.jpgArsenal 24H SE 161 LanguedocArsenal 24H SE 161 Languedochttps://oldmachinepress.com/wp-content/uploads/2016/02/arsenal-24h-se-161-languedoc-cowling.jpgArsenal 24H SE 161 Languedoc cowlingArsenal 24H SE 161 Languedoc cowlinghttps://oldmachinepress.com/wp-content/uploads/2016/02/arsenal-24h-rear.jpgArsenal 24H rearArsenal 24H rear2021-02-16T16:01:06+00:00monthlyhttps://oldmachinepress.com/2016/03/10/sud-est-sncase-se-580-fighter/https://oldmachinepress.com/wp-content/uploads/2016/02/sud-est-580-model.jpgSud-Est SE 580 modelSud-Est 580 modelhttps://oldmachinepress.com/wp-content/uploads/2016/02/sud-est-580-front.jpgSud-Est SE 580 frontSud-Est SE 580 fronthttps://oldmachinepress.com/wp-content/uploads/2016/02/sud-est-580-cowling.jpgSud-Est SE 580 cowlingSud-Est SE 580 cowlinghttps://oldmachinepress.com/wp-content/uploads/2016/02/sud-est-580-rear.jpgSud-Est 580 rearRear of the SE 580. Not the cooling air exit flap under the fuselage.2020-04-28T03:30:59+00:00monthlyhttps://oldmachinepress.com/2016/03/24/fkfs-gruppen-flugmotor-a-c-and-d/https://oldmachinepress.com/wp-content/uploads/2016/03/kamm-60-cylinder-compound-diesel.jpgKamm 60-cylinder compound-dieselThe Kamm-designed 60-cylinder compound-diesel engine incorporating five V-12 engine sections around a central turbine. The engine's concept was similar to that of the Napier Nomad.https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-a-mockup-copy1.jpgFKFS Gruppen-Flugmotor A mockup copyCrankcase mockup of the FKFS Gruppen-Flugmotor A with Hirth HM 512 cylinders. Visible on the side of the engine is a mockup of the axial supercharger. (Kevin Kemmerer image)https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppenmotor-48-zyl-copy.jpgFKFS Gruppenmotor 48-Zyl copyThis drawing dated October 1943 depicts a 48-cylinder engine and lists its displacement as 37.6 L (2,294 cu in). The engine’s bore and stoke appear to be the same but are not listed on the drawing. A 100 mm (3.94 in) bore and stroke would give a displacement of 37.70 L (2,300 cu in). It is not clear how this engine design fits into the overall history of the Gruppen-Flugmotoren, but its design is similar to the other engines. (Kevin Kemmerer image)https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-d-cylinder-copy.jpgFKFS Gruppen-Flugmotor D Cylinder copyThe 122 cu in (2.0 L) cylinder used on the Gruppen-Flugmotor D. The triangular cover conceals the camshaft drive for the valves. The baffle around the cylinder helped direct air for efficient cooling. (Kevin Kemmerer image) https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-d-copy.jpgFKFS Gruppen-Flugmotor D copyDrawing of the 48-cylinder Gruppen-Flugmotor D. Note the cooling fan, contra-rotating propeller drive, and fork-and-blade connecting rods. One five-stage axial supercharger can be seen on the right side of the drawing. The engine was estimated to produce 5,920 hp (6,000 ps / 4,415 kW). (Kevin Kemmerer image)https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-a-crankcase-copy.jpgFKFS Gruppen-Flugmotor A crankcase copyTwo views of the Gruppen-Flugmotor A's crankcase. In the left image, note the rear accessory drive housing with provisions to power the axial supercharger. Also note the large roller bearing in the nose case. In the right image, note the crankshaft and camshaft position for each engine section. Crankcase finning is also visible in both images. (Kevin Kemmerer images)https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-a-complete-copy.jpgFKFS Gruppen-Flugmotor A complete copyThe complete 48-cylinder Gruppen-Flugmotor A. Note the intake manifolds leading from the axial supercharger to the two adjacent V-12 engine sections. The four Bosch magnetos are visible at the rear of the engine. (Kevin Kemmerer image)https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-a-axial-supercharger-housing-copy.jpgFKFS Gruppen-Flugmotor A axial supercharger housing copyThe housing for an axial supercharger used on the Gruppen-Flugmotor A. Visible are the four stators rows. Each blade was inserted into a dovetail grove and then held in place by a screw, visible on the outside of the housing. (Kevin Kemmerer image)https://oldmachinepress.com/wp-content/uploads/2016/03/fkfs-gruppen-flugmotor-c.jpgFKFS Gruppen-Flugmotor CThis drawing of the Gruppen-Flugmotor C illustrates how the engine design was a link between the Gruppen-Flugmotor A and D engines. Note the cooling fan and side-by-side connecting rods. ("Wunibald I. E. Kamm – Wegbereiter der modernen Kraftfahrtechnik" image)2019-10-24T18:06:04+00:00monthlyhttps://oldmachinepress.com/2016/04/10/ford-15p-personal-aircraft/https://oldmachinepress.com/wp-content/uploads/2016/04/ford-15p-mockup.jpgFord 15p mockupFord 15p mockuphttps://oldmachinepress.com/wp-content/uploads/2016/04/ford-15p-front.jpgFord 15P frontFord 15P front (image via The Aviation Legacy of Henry & Edsel Ford)https://oldmachinepress.com/wp-content/uploads/2016/04/ford-15p-engine.jpgFord 15P engineFord 15P engine (image via The Aviation Legacy of Henry & Edsel Ford)https://oldmachinepress.com/wp-content/uploads/2016/04/ford-15p-rear-aerofiles.jpgFord 15P rear aerofilesFord 15P rear (image via Aerofiles.com)2019-10-24T18:05:11+00:00monthlyhttps://oldmachinepress.com/2016/04/24/commonwealth-aircraft-corporation-ca-14a-fighter/https://oldmachinepress.com/wp-content/uploads/2016/04/cac-ca-14a-front.jpgCAC CA-14A frontCAC CA-14A fronthttps://oldmachinepress.com/wp-content/uploads/2016/04/cac-ca-14-left-side.jpgCAC CA-14 left sideCAC CA-14 left sidehttps://oldmachinepress.com/wp-content/uploads/2016/04/cac-ca-14-front.jpgCAC CA-14 frontCAC CA-14 fronthttps://oldmachinepress.com/wp-content/uploads/2016/04/cac-ca-14-and-ca-14a.jpgCAC CA-14 and CA-14ACAC CA-14 and CA-14Ahttps://oldmachinepress.com/wp-content/uploads/2016/04/cac-ca-14a-left-side.jpgCAC CA-14A left sideCAC CA-14A left side2021-07-14T04:23:47+00:00monthlyhttps://oldmachinepress.com/2016/05/07/republic-xp-69-fighter/https://oldmachinepress.com/wp-content/uploads/2016/05/republic-xp-69-15-sept-1941-inboard-drawing.jpgRepublic XP-69 15-Sept-1941 inboard drawingThis XP-69 drawing dated 15 September 1941 clearly shows the Wright Tornado installed in the nose of the aircraft, with the turbosupercharger and its ancillary equipment mounted behind the cockpit. While the leading edge is distorted, the trailing edge shows the inner wing section perpendicular to the fuselage, then tapering toward the wing tip. <a href="http://www.weakforcepress.com/XP-69/index.html" target="_blank">This drawing</a> was discovered in the National Archives by Kimble McCutcheon of the <a href="http://www.enginehistory.org/" target="_blank">Aircraft Engine Historical Society</a>.https://oldmachinepress.com/wp-content/uploads/2016/04/republic-xp-69-drawing-15-sept-1941.jpgRepublic XP-69 drawing 15-Sept-1941The XP-69 drawing dated 15 September 1941 that clearly shows the Wright Tornado installed in the nose of the aircraft, with the turbosupercharger and its ancillary equipment mounted behind the cockpit. While the leading edge is distorted, the trailing edge shows the inner wing section perpendicular to the fuselage then it tapers toward the wing tip. This drawing was discovered by Kim McCutcheon of the Aircraft Engine Historical Society.https://oldmachinepress.com/wp-content/uploads/2016/04/republic-xp-69-top.jpgRepublic XP-69 topTop view of the XP-69 model illustrates the aircraft's relatively narrow fuselage and that the wings had a continuous taper. Note the 75 gallon drop tank mock ups on the left of the image and the Douglas XB-19 model on the right.https://oldmachinepress.com/wp-content/uploads/2016/04/republic-xp-69-side.jpgRepublic XP-69 sideThe Republic XP-69 model undergoing wind tunnel tests. Note the revised belly scoop and the air exits on the rear fuselage. The man pictured at the bottom of the photo gives some scale to the large size of the model, which was 3/4-scale.https://oldmachinepress.com/wp-content/uploads/2016/04/republic-xp-69-nose.jpgRepublic XP-69 noseNose of the XP-69 model displays the propellers that were powered by two 25 hp motors for the wind tunnel tests. Also, note the complex segmentation of the belly scoop inlet. https://oldmachinepress.com/wp-content/uploads/2016/04/republic-xp-69-flaps.jpgRepublic XP-69 flapsThe XP-69 model with it flaps fully deployed at 40 degrees. The slotted flaps extended aft and down. Note the air exits on the side of the fuselage.https://oldmachinepress.com/wp-content/uploads/2016/04/republic-ap-12-rocket.jpgRepublic AP-12 RocketThe AP-12 Rocket was Republic's entry into the R40-C fighter competition. Note the mid-fuselage-mounted Wright R-2160 engine. 2019-10-24T18:03:55+00:00monthlyhttps://oldmachinepress.com/2016/05/28/antoinette-levavasseur-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-engines-circa1907.jpgAntoinette engines circa1907The basic specifications of various Antoinette engines available circa 1907.https://oldmachinepress.com/wp-content/uploads/2016/05/bleroit-ix-50hp-v-16-19081.jpgBleroit IX 50hp V-16 1908A Bléroit IX aircraft under construction in 1908 with a 50 hp (37 kW) Antoinette V-16 installed in its frame. From left to right, the Bléroit mechanics are Louis Peyret, Louis Paragot, M. Pelletier, Alfred Bertrand, and Julien Mamet.https://oldmachinepress.com/wp-content/uploads/2016/05/latham-antoinette-vii-100hp-v-16-ny-1910.jpgLatham Antoinette VII 100hp V-16 NY 1910Latham's 100 hp (75 kW) V-16-powered Antoinette VII aircraft at Belmont Park, New York in October 1910 for the Gordon Bennett Cup. Note the length of the condenser, which extends some 13 ft (4 m) along the side of the aircraft.https://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-50hp-v-8-london-science-museum.jpgAntoinette 50hp V-8 London Science MuseumThis 50 hp (37 kW) Antoinette V-8 engine is on display at the Science Museum in London and may have been used by Cody in 1908 for the first flight in Britain. Note the aluminum cylinder heads, brass water jackets, and copper water manifolds. The fuel distributor can be seen on each vertical intake pipe. (Warbird Tails image)https://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-50hp-v-8-london-science-museum-rear.jpgAntoinette 50hp V-8 London Science Museum rearAntoinette 50hp V-8 London Science Museum rearhttps://oldmachinepress.com/wp-content/uploads/2016/05/cody-antoinette-50hp-v-8-nulli-secundus-1907.jpgCody Antoinette 50hp V-8 Nulli Secundus 1907A 1907 image of Samuel Cody with a 50 hp (37 kW) Antoinette V-8 in the framework of the "Nulli Secundus," Britain's first airship.https://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-50hp-v-8-close-up.jpgAntoinette 50hp V-8 close upAntoinette 50hp V-8 close uphttps://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-50hp-v-8-engine-krakow1.jpgAntoinette 50hp V-8 engine KrakowAntoinette 50hp V-8 engine Krakowhttps://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-vii-with-50hp-v-8-musee-du-bourge.jpgAntoinette VII with 50hp V-8 Musee du BourgeAntoinette VII with 50hp V-8 Musee du Bourgehttps://oldmachinepress.com/wp-content/uploads/2016/05/antoinette-v-24-marine-engine.jpgAntoinette V-24 marine engineThe 360 hp (268 kW) Antoinette V-24 marine engine of 1906. Unlike the V-16 engines, the V-24 appears to be comprised of V-8 engine sections. The engine is labeled as follows: A) air intake pipe; B) exhaust; C) cooling water outlet; D) aluminum cylinder head; E) steel cylinder covered with a brass water jacket sleeve; F and G) ignition distributors; H) spark plug; h) cylinder head bolts; I) fuel distributor to the intake valve; J) cooling water inlet; K) cylinder mounting bolt; P) engine mounting flange; S and T) gears for the ignition distributors; U) crankshaft gear; V) camshaft gear.2021-07-21T03:38:06+00:00monthlyhttps://oldmachinepress.com/2016/06/26/perrier-cadillac-41-75-tank-engine/https://oldmachinepress.com/wp-content/uploads/2016/06/australian-cruiser-tank-mark-iii.jpgAustralian Cruiser Tank Mark IIIThe Australian Cruiser Tank Mark III (AC3) powered by the Perrier-Cadillac 41-75 engine. Only one AC3 was fully assembled, and that tank is currently preserved at the Australian War Memorial in Campbell, Australia. (Australian War Memorial image)https://oldmachinepress.com/wp-content/uploads/2016/06/perrier-cadillac-41-75-front.jpgPerrier-Cadillac 41-75 frontFront view of the Perrier-Cadillac 41-75 engine illustrates the odd cylinder bank arrangement. Note the single output shaft and how each exhaust manifold collects exhaust from three cylinder banks. A water pump and generator are driven from a belt at the front of each engine section.https://oldmachinepress.com/wp-content/uploads/2016/06/perrier-cadillac-41-75-crankcase.jpgPerrier-Cadillac 41-75 crankcaseRear view of the triangular, welded-steel crankcase of the Perrier-Cadillac engine. After the power from all three engine sections was combined at the rear of the engine, a single output shaft passed though the large, circular openings in the crankcase.https://oldmachinepress.com/wp-content/uploads/2016/06/ac4-quad-gipsy-engine.jpgAC4 QuadGipsy engineThe 16-cylinder, QuadGipsy engine would provide around 510 hp (380 kW) for the Australian Cruiser Tank Mark IV. Lighter and more powerful that the Perrier-Cadillac, the engine would have been built in Australia by General Motors-Holden. Concealed in the shroud around the output shaft was a fan to force air through the cylinders’ cooling fins. Various accessories were mounted on top the engine. https://oldmachinepress.com/wp-content/uploads/2016/06/ac1-clover-leaf-cadillac.jpgAC1 Clover leaf CadillacThe "clover leaf" Cadillac drive system of the Australian Cruiser Tank Mark I. The rear engine (top of image) is not visible, but its long drive shaft can be seen passing between the other two engines. All three drive shafts connect to the transfer box (bottom of image).https://oldmachinepress.com/wp-content/uploads/2016/06/perrier-cadillac-41-75-rear.jpgPerrier-Cadillac 41-75 rearRear view of the 397 hp (296 kW) Perrier-Cadillac engine. Behind the cover at the center of the engine is where the individual engine sections are connected to the single output shaft.2019-10-24T18:00:45+00:00monthlyhttps://oldmachinepress.com/2016/07/13/fiat-cr-42-db-fighter/https://oldmachinepress.com/wp-content/uploads/2016/07/fiat-cr42-db.jpgfiat-cr42-dbThe FIAT CR.42 DB undergoing an engine run. Its Daimler-Benz DB 601 engine made the aircraft the fastest biplane ever built. However, its performance could not match contemporary monoplane fighters.https://oldmachinepress.com/wp-content/uploads/2016/06/fiat-cr42-p.jpgFIAT CR42 PThe two-place, DB 601-powered CR.42. Some sources refer to the aircraft as the CR.42 R. However, the drawing appears to be labeled R.42 P. The “CR” stood for Caccia (Fighter) Rosatelli. Rosatelli was the aircraft’s designer, Celestino Rosatelli. Since the two-place aircraft was not a fighter, it would make sense that the “Caccia” designation would not be used.https://oldmachinepress.com/wp-content/uploads/2016/06/fiat-cr42-db-right.jpgFIAT CR42 DB rightThe CR.42 DB with its lower wing removed. The removed bottom panel exposes some of the aircraft’s structure. https://oldmachinepress.com/wp-content/uploads/2016/06/fiat-cr42-db-front.jpgFIAT CR42 DB frontThis heavily retouched image of the FIAT CR.42 DB closely matches the actual aircraft. The real aircraft had a larger spinner, a more rounded radiator duct, and a slightly different induction scoop.https://oldmachinepress.com/wp-content/uploads/2016/06/fiat-cr42-db-color.jpgFIAT CR42 DB colorThis image shows the wing root scoop for the oil cooler and the induction scoop for the DB 601 engine. The CR.42 DB is shown at Caselle airfield in May 1941.2020-11-21T12:27:12+00:00monthlyhttps://oldmachinepress.com/2016/07/20/koolhoven-fk-55-fighter/https://oldmachinepress.com/wp-content/uploads/2016/06/lorraine-petrel-and-sterna-engine-cr-props.jpgLorraine Petrel and Sterna engine CR propsThe Lorraine Pétrel engine (top) and the Sterna (bottom). Note how the front propeller rotates clockwise on the Pétrel but counterclockwise on the Sterna. Roughly translated, the sign under the Sterna reads "The engine Lorraine Sterna 900 hp; Has offset reducer and double propellers; Dutch Koolhoven FK.55 in flight since 1938."https://oldmachinepress.com/wp-content/uploads/2016/06/koolhoven-fk55-prototype-front.jpgKoolhoven FK55 prototype frontThe FK.55 prototype was an odd and awkward aircraft, especially when compared to the mockup. Note the fixed landing gear and that the front propeller turned clockwise (when viewed from the rear).https://oldmachinepress.com/wp-content/uploads/2016/06/koolhoven-fk55-prototype-engine-run.jpgKoolhoven FK55 prototype engine runWhen viewed from the side, the FK.55 prototype had a rather “pregnant” appearance. Note the unblended appearance of the wing. This image illustrates how the pilot was positioned between several heat sources.https://oldmachinepress.com/wp-content/uploads/2016/06/koolhoven-fk55-mockup.jpgKoolhoven FK55 mockupSuspended on stands, the FK.55 mockup was an impressive sight. Note the tail skid and the aluminum covers over the openings for the slot-spoilers.https://oldmachinepress.com/wp-content/uploads/2016/06/koolhoven-fk55-mockup-gear.jpgKoolhoven FK55 mockup gearThe elaborate FK.55 mockup being built at the Koolhoven factory. The very long main gear posed problems when adapted to the prototype.https://oldmachinepress.com/wp-content/uploads/2016/06/koolhoven-fk55-mockup-front.jpgKoolhoven FK55 mockup frontThe sleek lines of the Koolhoven FK.55 can be seen in this image of the mockup at the 1938 Paris Salon de l’Aviation. Note the machine guns mounted in the wings and the radiators in the aircraft’s nose. The outline of the aircraft’s main gear is just visible under the wings.2022-11-09T20:56:35+00:00monthlyhttps://oldmachinepress.com/2016/08/20/archdeacon-buchet-aero-motocyclette/https://oldmachinepress.com/wp-content/uploads/2016/08/ac3a9ro-motocyclette-archdeacon-anzani.jpgAéro-motocyclette Archdeacon Anzani Archdeacon (far left) speaking with Anzani (far right) as two others look on. The holes in the aluminum propeller are just visible through its parchment covering.https://oldmachinepress.com/wp-content/uploads/2016/08/ac3a9ro-motocyclette-archdeacon-anzani-run.jpgAéro-motocyclette Archdeacon Anzani runArchdeacon supports the aéro-motocyclette as Anzani prepares to start off. This image clearly shows the installed carburetor, the fuel tank relocated to in front of the seat, and that the starting wheel has been removed from the propeller shaft. There also appears to be a clutch mechanism installed on the engine’s output shaft.https://oldmachinepress.com/wp-content/uploads/2016/08/ac3a9ro-motocyclette-archdeacon-anzani-pose.jpgAéro-motocyclette Archdeacon Anzani poseErnest Archdeacon (middle left) and Alessandro Anzani (middle right) pose with the propeller-driven aéro-motocyclette before Anzani heads down the straight, narrow, tree-lined road behind them.https://oldmachinepress.com/wp-content/uploads/2016/08/ac3a9ro-motocyclette-drive.jpgAéro-motocyclette driveDetailed view of the aéro-motocyclette engine and drive system. The carburetor is missing; it would be installed between the engine and rear wheel. The image is labeled as follows: A) propeller shaft; B) propeller shaft support frame; C) motorcycle frame; E) propeller shaft pulley connected to the engine’s output shaft by a V-belt; F) brake; G) handlebars; H) footrest; M) Buchet engine; R) fuel tank (later relocated); S) engine mount; V) starting wheel (later removed); a and b) ignition controls; and c) bag for the battery ignition.2019-10-24T17:56:00+00:00monthlyhttps://oldmachinepress.com/2016/10/05/tips-aero-motor-rotary-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2018/05/tips-tandem-18-cylinder-engine.jpgTips Tandem 18-cylinder engineThe Tips Tandem engine consisted of two nine-cylinder engines coupled together. An inverted tooth chain between the engines delivered power to the propeller shaft. (Tips Family Archive via Vincent Jacobs)https://oldmachinepress.com/wp-content/uploads/2018/05/tips-18-cylinder-engine-crankcase.jpgTips 18-cylinder engine crankcaseMaurice Tips stands next to the unfinished crankcase casting for the 18-cylinder differential rotary engine. The holes in the crankcase’s outer diameter were for the rotary valves. The holes in the crankcase’s face were for water radiators, and the holes inside of the crankcase were for the cylinders. It is not known if a complete engine was built. (Tips Family Archive via Vincent Jacobs)https://oldmachinepress.com/wp-content/uploads/2018/05/tips-9-cylinder-rear.jpgTips 9-cylinder rearRear view of the nine-cylinder Tips “valveless” rotary engine. Air was drawn in through the hollow extension to the crankshaft where it mixed with fuel. Ports in the crankshaft extension led to a distribution chamber at the back of the engine. The air/fuel mixture was drawn into the suction tube behind each cylinder and then into the combustion chamber. (Tips Family Archive via Vincent Jacobs)https://oldmachinepress.com/wp-content/uploads/2018/05/maurice-and-eo-tips-gerard-monplane.jpgMaurice and EO Tips Gerard monoplaneMaurice and Ernest Oscar Tips by Henri Gérard’s monoplane. The aircraft was powered by a 25 hp (19 kW) seven-cylinder Tips “valveless” rotary engine. Note the spark plug protruding from the center of each cylinder. (Tips Family Archive via Vincent Jacobs)https://oldmachinepress.com/wp-content/uploads/2016/09/tips-1917-18-cylinder-rotary-engine.jpgtips-1917-18-cylinder-rotary-engineThe 18-cylinder Tips engine of 1917 was far more complex than the earlier engines. Note the paired cylinders separated by the rotary valve (24). The propeller shaft (10) was geared to the crankshaft (7) via reduction gears (8 and 9). The crankcase was geared to the propeller shaft via a countershaft (16).https://oldmachinepress.com/wp-content/uploads/2016/09/tips-1917-18-cylinder-rear.jpgtips-1917-18-cylinder-rearRear view of the 480 hp (358 kW) Tips engine shows the extensive fining (22) that covered the engine. The fining and air passages (23) combined to turn the whole engine into a radiator to cool the water that flowed through the engine via thermosyphoning and centrifugal force.https://oldmachinepress.com/wp-content/uploads/2016/09/tips-1913-and-1914-rotary-engines.jpgtips-1913-and-1914-rotary-enginesThe 1913 (left) and 1914 (right) versions of the Tips rotary engine. The major changes were to the suction tube drive and rotary valve. The small tube (no. 14 on the 1913 engine and no. 40 on the 1914 engine) in the stationary crankshaft extension provided oil to the crankshaft and connecting rod.https://oldmachinepress.com/wp-content/uploads/2016/09/tips-1912-7-cylinder-rotary-engine.jpgtips-1912-7-cylinder-rotary-engineDrawings of the 25 hp (19 kW) Tips engine of 1912. Air was drawn through the rotating suction tubes (5) which enable the intake port (14) and exhaust port (13) to align with the cylinder. The suction tubes were geared (9 and 10) to the stationary crankshaft (4).https://oldmachinepress.com/wp-content/uploads/2016/09/tips-1908-biplane.jpgtips-1908-biplaneRear view of Maurice and Earnest Oscar Tips’ 1908 biplane pusher. The aircraft was unable to fly with its original Pipe V-8 engine, but the lighter Gnome rotary enabled the aircraft to takeoff. Note the central gearbox that provided power to the shafts that turn the propellers via right-angle drives.https://oldmachinepress.com/wp-content/uploads/2016/09/tips-engine-ad-1913.jpgtips-engine-ad-1913A 1912 advertisement for the Tips seven-cylinder engines. The ad is titled “The new rotary engines without valves,” and includes the more powerful 50 hp (37 kW) and 70 hp (52 kW) models.2021-06-01T19:52:56+00:00monthlyhttps://oldmachinepress.com/2016/10/20/kawasaki-ki-64-experimental-fighter/https://oldmachinepress.com/wp-content/uploads/2016/10/kawasaki-ki-64-in-flight.jpgkawasaki-ki-64-in-flightA poor image, but perhaps the only one, showing the Ki-64 in flight. The lightning bolt has been painted on the fuselage.https://oldmachinepress.com/wp-content/uploads/2016/10/kawasaki-ki-64-engine-run.jpgkawasaki-ki-64-engine-runThe Ki-64 appears to be preparing for an early test flight. The front engine’s intake scoop can be seen just above the exhaust stacks. Note the exhaust stains from the front engine and that the lightning bolt has not yet been painted on the fuselage.https://oldmachinepress.com/wp-content/uploads/2016/10/kawasaki-ki-64-ground.jpgkawasaki-ki-64-groundAnother image of the Ki-64 doing a ground run. Note the aircraft’s resemblance to a Ki-61 Hein. Exhaust for the rear engine was collected in a manifold that exited the fuselage just above where the trailing edge of the wing joined the fuselage. That exit can just barley be discerned in this image.https://oldmachinepress.com/wp-content/uploads/2016/10/kawasaki-ki-64-hangar.jpgkawasaki-ki-64-hangarThe Kawasaki Ki-64 fighter undergoing gear retraction tests in a hangar in Gifu. Note the exhaust stacks for the front engine and the dorsal air intake scoop for the rear engine.https://oldmachinepress.com/wp-content/uploads/2016/10/kawasaki-ki-64-at-gifu.jpgkawasaki-ki-64-at-gifuThe K-64 as discovered by American forces at the end of World War II. The engines had been removed, and the aircraft was in a rather poor state. Note the canopy frame sitting on the wing.2019-10-24T17:53:03+00:00monthlyhttps://oldmachinepress.com/2016/11/05/pander-s-4-postjager-trimotor-mailplane/https://oldmachinepress.com/wp-content/uploads/2016/10/pander-s4-ground-side.jpgpander-s4-ground-sideThis side view of the S.4, now named Panderjager, shows the aircraft as it appeared in the MacRobertson Race. Note the “park bench” aileron extending above the wing.https://oldmachinepress.com/wp-content/uploads/2016/10/pander-s4-engine-run.jpgpander-s4-engine-runThe Pander S.4 Postjager displays its clean lines. The trimotor aircraft was purpose-built as a mail carrier to fly from Amsterdam to Batavia.https://oldmachinepress.com/wp-content/uploads/2016/10/pander-s4-and-dh88-black-magic.jpgpander-s4-and-dh88-black-magicThe S.4 sits at Allahabad, India with bent propellers on its front and left engines. The de Havilland DH 88 Comet “Black Magic” suffered engine trouble, and work to repair its engine was underway as it sat next to the S.4. The S.4 never left Allahabad.https://oldmachinepress.com/wp-content/uploads/2016/10/pander-s4-underside.jpgpander-s4-undersideThis underside view of the S.4 shows its PH-OST registration. Also visible are the external ailerons attached to the wings’ upper surfaces. The aircraft’s slot flaps (not visible) extended from the engine nacelle to near the wingtip.https://oldmachinepress.com/wp-content/uploads/2016/10/pander-s4-takeoff.jpgpander-s4-takeoffOn paper, the S.4 appeared to be an impressive, purpose-built aircraft that could improve airmail service for the Netherlands. In practice, the aircraft never had an opportunity to fully demonstrate it capabilities without outside difficulties hindering its performance.https://oldmachinepress.com/wp-content/uploads/2016/10/pander-s4-rear.jpgpander-s4-rearThis rear view of the S.4 shows the external brace on the horizontal stabilizer and the elevators’ trim tabs. The image also provides a good view of the “park bench” ailerons. 2024-01-20T15:22:35+00:00monthlyhttps://oldmachinepress.com/2016/11/20/mercedes-benz-w154-record-car/https://oldmachinepress.com/wp-content/uploads/2016/11/mercedes-benz-w154-record-front.jpgmercedes-benz-w154-record-frontThis low view of the M154’s front illustrates how the fairings wrapped around to the underside of the car. Note the extra space in the front wheel fairings to allow a limited amount of steering. The intake in the nose of the car led directly to the carburetor. https://oldmachinepress.com/wp-content/uploads/2016/11/mercedes-benz-w154-record-car.jpgmercedes-benz-w154-record-carThe streamlined M154 record-breaker showing the extensive fairings that covered the car’s wheels, suspension, and cockpit sides.https://oldmachinepress.com/wp-content/uploads/2016/11/mercedes-benz-w154-1938.jpgmercedes-benz-w154-1938The 1938 Mercedes-Benz W154 Grand Prix racer. Each of the hand-built cars was unique, and they underwent modifications throughout the 1938 race season. For 1939, the nose of the car was extended and a new grille was installed.https://oldmachinepress.com/wp-content/uploads/2016/11/mercedes-benz-w125-rekordwagen.jpgmercedes-benz-w125-rekordwagenThe W125 Rekordwagen and the DAB V-12 engine were used to set Class B records in 1938. In 1939, a M154 engine was installed and the car set Class D records in the flying kilometer and mile. https://oldmachinepress.com/wp-content/uploads/2016/11/mercedes-benz-w154-record-start.jpgmercedes-benz-w154-record-startRudolf Caracciola sits in the W154 at the start of a record attempt. Swastikas (Hakenkreuz) appeared on the W125 and W154 record cars. Because of their very negative connotations and the fact that the symbol is illegal in present-day Germany, the swastikas have been removed from most images.https://oldmachinepress.com/wp-content/uploads/2016/11/mercedes-benz-w154-record-run.jpgmercedes-benz-w154-record-runA small amount of tire smoke and dust can be seen by the crowd as the M154 sets off to set standing start records in the 1 km (.6 mi) and 1 mile (1.6 km) distances. The runs were made on a special section of the Autobahn south of Dessau. Note how the overpass does not have any center supports and the median is paved over. These features gave record challengers more space to operate.2019-10-24T17:50:53+00:00monthlyhttps://oldmachinepress.com/2017/01/05/fiat-a-38-a-40-and-a-44-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2016/12/fiat-a40-x-24-engine.jpgfiat-a40-x-24-engineThe FIAT A.40 was a 2,000 hp (1,491 kW) X-24 that had the same bore and stroke as the A.38. Two A.40 engines were built, but they were never tested, because of shifting priorities during World War II. Note the cannon installed in the upper Vee on the side view drawing.https://oldmachinepress.com/wp-content/uploads/2016/12/fiat-a38-powered-g55.jpgfiat-a38-powered-g55The FIAT G.55 fighter was designed to use the A.38 engine originally with contra-rotating propellers (top), but then altered for a single-rotation propeller (bottom). Delays with the A.38 led to the Daimler-Benz DB 605 being installed in the G.55.https://oldmachinepress.com/wp-content/uploads/2016/12/fiat-a38-test-cell.jpgfiat-a38-test-cellThe AC.38 in a test cell. The supercharger arrangement greatly increased the engine’s otherwise small frontal area. The 1,200 hp (895 kW) engine could have sufficed with a single-rotation propeller, but the contra-rotating unit would eliminate asymmetrical torque.https://oldmachinepress.com/wp-content/uploads/2016/12/fiat-a38-rc15-45-v-16-engine.jpgfiat-a38-rc15-45-v-16-engineThe FIAT A.38 RC15-45 was a 2,118 cu in (34.7 L) inverted V-16. The supercharger was mounted between the cylinder banks to decrease the engine’s length. Note the magnetos and contra-rotating propeller shafts.https://oldmachinepress.com/wp-content/uploads/2016/12/fiat-cr44-f-b-a44.jpgfiat-cr44-f-b-a44The FIAT CR.44 fighter/bomber was planned around the 2,400 hp (1,790 kW) FIAT A.44 engine. The A.44 X-32 engine was essentially two V-16 engines mounted together. The A.44 engine would have shared most parts with the A.38, except the crankcase. Neither the A.44 or the CR.44 were built.2023-02-08T23:12:27+00:00monthlyhttps://oldmachinepress.com/2017/02/05/vought-xf5u-flying-flapjack/https://oldmachinepress.com/wp-content/uploads/2017/02/vought-xf5u-with-f4u-4-propellers.jpgVought XF5U with F4U-4 propellersThe completed XF5U ready for primary engine runs with F4U-4 propellers. The aircraft was completed over a year before the articulating propellers were finished. Had the propellers been ready sooner, it is likely the XF5U would have been transported to Edwards Air Force Base for testing in late 1945.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-side.jpgvought-xf5u-sideThis side view of the XF5U shows how the propeller blades were staggered. Note the balance weights on the ailavator, the hump on the gear door, and the slightly open engine cooling air exit flap on the upper fuselage. Strangely, the tail markings appear to have been removed from the photo.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-x-2.jpgvought-xf5u-x-2The two XF5U’s under construction. The left airframe was used for static testing, and the right airframe was the test flight aircraft. The engine cooling fans and oil tanks can be seen on the right airframe.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-with-f4u-4-props.jpgvought-xf5u-with-f4u-4-propsThe completed XF5U ready for primarily engine runs with F4U-4 propellers. The aircraft was completed over a year before the articulating propellers were finished. Had the propellers been ready sooner, it is likely the XF5U would have been transported to Edwards Air Force Base for testing in late 1945.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-rear.jpgvought-xf5u-rearRear view of the XF5U shows padding taped to the aircraft to protect its Metalite surface. The engine cooling air exit flaps are open. The intercooler doors have been removed, which aided engine cooling during ground runs. Note the tail markings on the aircraft.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-powerplant.jpgvought-xf5u-powerplantThe complex power drive of the XF5U was the aircraft’s downfall. The system was unlikely to work flawlessly, and the Navy chose to use its post-war budget on jet aircraft rather than testing the XF5U. The inset drawing is from Zimmerman’s patent that outlines the propeller drive.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-mockup.jpgvought-xf5u-mockupThe XF5U mockup was finished in June 1943. Note the gun ports by the cockpit. The mockup had three-blade propellers and single main gear doors, items that differed from what was ultimately used on the prototype. The acrylic panel under the nose was most likely to improve ground visibility, like the glazing on the V-173. However, test pilots reported that it was not useful.https://oldmachinepress.com/wp-content/uploads/2017/01/vought-xf5u-front.jpgvought-xf5u-frontThe XF5U with its special, wide-cord, articulating propellers installed. Note the winged Vought logo on the propellers. The purpose of the bottles under the fuselage is not clear. The aircraft used compressed air for emergency landing gear and tail hook extension. Perhaps that system was being tested. Note that the inner main gear doors have been removed.https://oldmachinepress.com/wp-content/uploads/2017/01/zimmerman-1940-patent.jpgzimmerman-1940-patentCharles Zimmerman’s fighter aircraft from a patent application submitted in 1940. Although the drawing had fixed horizontal stabilizers (45/50) and skewed ailerons (34/36), the patent also coverd the configuration used on the Vought XF5U. Note the prone position of the pilot and the guns around the cockpit.https://oldmachinepress.com/wp-content/uploads/2017/01/xf5u-jet-engine-v-341.jpgxf5u-jet-engine-v-341To bring the XF5U into the jet age, Vought designed the turbine-powered VS-341. The aircraft had the same basic layout as the XF5U. Note the power cross shaft extending from the gearbox toward the other engine.2019-10-24T17:44:53+00:00monthlyhttps://oldmachinepress.com/2017/02/20/daimler-benz-db-602-v-16-diesel-airship-engine/https://oldmachinepress.com/wp-content/uploads/2017/08/daimler-benz-lof-6-db602-v-16-diesel-engine.jpgDaimler-Benz LOF-6 DB602 V-16 diesel engineOriginally called the LOF-6, the Daimler-Benz DB 602 was a large 16-cylinder diesel engine built to power the largest German airships. Note the three-pointed star emblems on the front valve covers. Propeller gear reduction was achieved through bevel planetary gears.https://oldmachinepress.com/wp-content/uploads/2017/02/lz-129-hindenburg.jpglz-129-hindenburgThe ill-fated LZ 129 Hindenburg on a flight in 1936. The airship used four DB 602 engines housed in separate cars in a pusher configuration. Note the Olympic rings painted on the airship to celebrate the summer games that were held in Berlin.https://oldmachinepress.com/wp-content/uploads/2017/02/daimler-benz-of-2-diesel-engine.jpgdaimler-benz-of-2-diesel-engineThe Daimler-Benz OF-2 diesel engine was very similar to the spark ignition F-2. Note the dual overhead camshafts in the Elektron housing above the individual cylinders. This was one of the OF-2’s features that was not incorporated into the LOF-6.https://oldmachinepress.com/wp-content/uploads/2017/02/daimler-benz-lof-6-db602-diesel-rear.jpgdaimler-benz-lof-6-db602-diesel-rearThis view of a display-quality DB 602 engine shows the four Bosch fuel injection pumps at the rear of the engine. The individual valve covers for each cylinder can also be seen.https://oldmachinepress.com/wp-content/uploads/2017/02/daimler-benz-lof-6-db602-diesel-engine-e1501646821262.jpgdaimler-benz-lof-6-db602-diesel-engineOriginally called the LOF-6, the Daimler-Benz DB 602 was a large 16-cylinder diesel engine built to power the largest German airships. Note the three-pointed star emblems on the front valve covers. Propeller gear reduction was achieved through bevel planetary gears.https://oldmachinepress.com/wp-content/uploads/2017/02/daimler-benz-db602-zeppelin-museum.jpgdaimler-benz-db602-zeppelin-museumRear view of the DB 602 engine on display in the Zeppelin Museum in Friedrichshafen, Germany. A water pump on each side of the engine provided cooling water to a bank of cylinders. (Stahlkocher image via Wikimedia Commons) https://oldmachinepress.com/wp-content/uploads/2017/02/daimler-benz-db602-musee-de-l-air-et-de-l-espace.jpgdaimler-benz-db602-musee-de-l-air-et-de-l-espaceFront view of the DB 602 engine in the Musée de l'Air et de l'Espace, in Le Bourget, France. Above the engine are the cooling water outlet pipes. In the Vee of the engine is the induction manifold, and the pushrod tubes for the front cylinders can be seen. Note the finning on the bottom half of the crankcase. (Stephen Shakland image via flickr.com) 2019-10-24T17:43:51+00:00monthlyhttps://oldmachinepress.com/2017/03/20/cta-ita-heliconair-hc-i-convertiplano/https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-heliconair-convertiplano.jpgCTA - ITA Heliconair ConvertiplanoDrawings of how the completed HC-Ib was anticipated to look reveal a pretty compact aircraft, considering the engine installation and associated shafting. The R-3350 engine took up the space intended for a passenger compartment in the Double Mamba-powered HC-I. The Double Mamba would have been installed aft of the passenger compartment.https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-convertiplano-side.jpgCTA - ITA Convertiplano sideThe Heliconair HC-Ib Convertiplano sits nearly finished in a hangar. The slit behind the cockpit was the intake for air used to cool the fuselage-mounted R-3350 engine. The scoop on the upper fuselage brought air to the engine’s carburetor. Note the Spitfire wings and main gear.https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-convertiplano-rear.jpgCTA - ITA Convertiplano rearThe C-Ib sits rotting in outside storage without an engine. The opening in the rear fuselage is the cooling air exit. It appears a piece of wood is placed through the fuselage where the rear gearbox would go.https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-convertiplano-hc-ii.jpgCTA - ITA Convertiplano HC-IIThe C-II Convertiplano had a GE T58 engine mounted directly to each of its four rotors. Otherwise, it retained the configuration of the original HC-I.https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-convertiplano-engine-test-rig.jpgCTA - ITA Convertiplano engine test rigThe test rig for the engine, transmission, gearboxes, shafts, right-angle drives, and rotors illustrates the complexity of the HC-Ib’s power system. The R-3350 engine did not have any Power Recovery Turbines, which means it was not a Turbo Compound engine.https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-convertiplano-engine-hoist.jpgCTA - ITA Convertiplano engine hoistGiven the state of the aircraft and the surrounding unchecked growth of vegetation, it can be assumed this image is of the R-3350 engine being removed sometime after the HC-Ib project was cancelled. The image does give proof that the engine was installed in the airframe at one point.https://oldmachinepress.com/wp-content/uploads/2017/03/cta-ita-convertiplano-components.jpgCTA - ITA Convertiplano componentsThe HC-Ib sits in the background with the front and rear gearboxes and rotor drives in the foreground. The rotor blades, the only surviving component of the Convertiplano project, are not seen in the image.2019-10-24T17:42:08+00:00monthlyhttps://oldmachinepress.com/2017/04/05/dekker-fokker-c-i-rotary-propellers/https://oldmachinepress.com/wp-content/uploads/2017/03/fokker-dekker-ci-captured-germans.jpgFokker Dekker CI captured GermansTwo views of Dekker’s C.I after it was captured by German forces. The right image clearly shows six blades on the front rotor and seven blades on the rear rotor.https://oldmachinepress.com/wp-content/uploads/2017/03/fokker-dekker-ci-ground-run.jpgFokker Dekker CI ground runWith its contra-rotating rotary propellers spinning, Dekker’s C.I undergoes an engine warm-up before taxi tests at Ypenburg airfield.https://oldmachinepress.com/wp-content/uploads/2017/03/fokker-dekker-ci-taxi.jpgFokker Dekker CI taxiRegistered PH-APL, Dekker’s heavily modified Fokker C.I bears little resemblance to a standard C.I; the wings and tail are about all the aircraft have in common. Note how the fuselage shape tapers the diameter of the large propeller hub back to the tail.https://oldmachinepress.com/wp-content/uploads/2017/03/fokker-dekker-ci-front.jpgFokker Dekker CI frontDekker’s finished C.I with its large rotary propellers. Note the complex airfoil shape of the blades.https://oldmachinepress.com/wp-content/uploads/2017/03/dekker-propeller-construction.jpgDekker propeller constructionConstruction images of the Dekker rotary propeller. The images are mainly the hub and blades of the front set of rotors. (www.hdekker.info image)https://oldmachinepress.com/wp-content/uploads/2017/03/dekker-patent-rotary-propellers.jpgDekker patent rotary propellersDrawings from Adriaan Dekker’s rotary propellers patent. The direction of rotation was actually opposite of the unit that was built and installed on a Fokker C.I. Note the airfoil sections of the blades.2026-03-15T22:05:01+00:00monthlyhttps://oldmachinepress.com/2017/05/20/krupp-80-cm-schwerer-gustav-dora-railway-gun/https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-1-destruction.jpgSchwerer Gustav 1 destructionThe first Schwerer Gustav gun was destroyed by German troops on 14 April 1945 to prevent its capture by US forces. Some sources state that the gun was recovered by the Soviets. A US soldier poses in front of the gun’s cradle. The girders attached to the cradle were used for transporting and mounting the cradle to the rest of the gun. The circular pad behind the soldier is a trunnion mount.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-shooting-curve-e1495314822791.jpgSchwerer Gustav shooting curveWhile it was a powerful weapon, the Schwerer Gustav required a tremendous amount of resources for its construct and deployment. Its size and complexity severely limited where and when the gun could be deployed and also made it very susceptible to aerial attack.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-hoists.jpgSchwerer Gustav hoistsShells and propellant for the gun were delivered by rail and hoisted up to the firing deck. The shell is on the far side, and the case with powder bags is in front of it (to the right). It took 20 to 45 minutes to reload the gun and prepare it for firing.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-firing.jpgSchwerer Gustav firingThe Schwerer Gustav could fire a 15,653 lb (7,100 kg) AP shell 23.6 miles (38 km) or a 10,582 lb (4,800 kg) HE shell 29.2 miles (47 km). A spotter aircraft directed fire and assessed the results.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-firing-test.jpgSchwerer Gustav firing testThe Krupp 80 cm Kanone (E) Schwerer Gustav / Dora being readied for a test firing on 19 March 1943 at Rügenwalde, Germany. Albert Speer (right), Adolf Hitler (second from right), and a number of other officials observed the firing. Hitler referred to the impractical gun as “meine stählerne faust (my steel fist).”https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-firing-position.jpgSchwerer Gustav firing positionThe gun was positioned on a shooting curve to allow for horizontal aiming. Rectangular braces were positioned on both sides of the inner rails to protect the tracks from the forces of firing the gun.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-cradle-assymbly-e1495314589206.jpgSchwerer Gustav cradle assymblyNicknamed Dora by its crew, the massive gun was broken down into 25 pieces and transported by rail to its firing location. Two gantry cranes were used to reassemble the gun. Here, the cradle is being positioned into the carrier. Note the three normal railroad tracks and the special track for the cranes.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-captured-shell.jpgSchwerer Gustav captured shellAllied soldiers pose in front of a captured projectile (left) and an obturation case (right). The projectile had a ballistic nose cone made of aluminum.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-assymbly-tracks.jpgSchwerer Gustav assymbly tracksThis image gives a good view of the tracks needed to assemble the Schwerer Gustav. One pair of D 311 locomotives is positioned in front of the gun.https://oldmachinepress.com/wp-content/uploads/2017/05/schwerer-gustav-2-destruction.jpgSchwerer Gustav 2 destructionGermans destroyed part of the second Schwerer Gustav on 19 April 1945 to prevent its capture. A US soldier gives scale to the gun’s barrel. The second gun’s cradle, which was blown up, can be seen on the left.2024-11-04T19:08:48+00:00monthlyhttps://oldmachinepress.com/2017/06/05/isotta-fraschini-zeta-x-24-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2017/05/caproni-f6z-if-zeta.jpgCaproni F6Z IF ZetaThe Caproni Vizzola F.6MZ was the only aircraft to fly with a Zeta engine. The close-fitting cowl can be seen bulging around the engine’s cylinder banks, and the removed panels show just how tight of a fit the cowling was. Note the gap around the propeller for cooling air.https://oldmachinepress.com/wp-content/uploads/2017/05/isotta-fraschini-zeta-sm79.jpgIsotta Fraschini Zeta SM79These four images show the Zeta RC24/60 engine installed in the nose of a SM.79. Once tested, this installation would be applied to the Reggiane RE 2004. Note how the exhaust stack arrangement was completely different from that used on the F.6MZ.https://oldmachinepress.com/wp-content/uploads/2017/05/isotta-fraschini-zeta-sm79-cowling.jpgIsotta Fraschini Zeta SM79 cowlingThe Zeta installation for the RE 2004 (as seen on the SM.79) was fairly clean but somewhat spoiled by the large oil cooler under the cowling. Note the cooling air exit gap at the rear of the cowling.https://oldmachinepress.com/wp-content/uploads/2017/05/isotta-fraschini-zeta-rear.jpgIsotta Fraschini Zeta rearAll of the Zeta’s accessories were driven at the rear of the engine. A camshaft housing spanned all of the cylinders for one cylinder bank. Note the two spark plug leads for each cylinder extending from the top of the camshaft housing. The pipes for the air starter can been seen on the upper cylinder bank.https://oldmachinepress.com/wp-content/uploads/2017/05/isotta-fraschini-zeta-front.jpgIsotta Fraschini Zeta frontThe Isotta Fraschini Zeta used many components from the Gamma V-12 engine. The air-cooled, X-24 Zeta had its cylinder banks at 90 degrees, and cooling the rear cylinders proved to be a problem.https://oldmachinepress.com/wp-content/uploads/2017/05/caproni-vizzola-f6z-e1495470641622.jpgCaproni Vizzola F6ZThe F.6MZ was first flown on 14 August 1943. The two rows of exhaust stacks can be seen near the cylinder bank bulges. The cooling air exit flaps can just be seen at the rear of the cowling.2019-10-24T17:25:37+00:00monthlyhttps://oldmachinepress.com/2017/07/05/spa-faccioli-opposed-piston-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2017/06/faccioli-n3-aircraft.jpgFaccioli N3 aircraftMario Faccioli sits on the Faccioli N.3 aircraft in 1910. Note the covers over the N.2 engine’s cross shaft bevel gears. Since the propellers rotated in opposite directions, when one was vertical, the other was horizontal.https://oldmachinepress.com/wp-content/uploads/2017/06/spa-faccioli-n4-rear.jpgSPA-Faccioli N4 rearThis rear view of the N.4 engine shows how the cross shaft also acted as the camshaft and directly drove the pushrods. The valves in the foreground are for the intake. The port for the intake manifold can just be seen at the center of the engine. Note the mounts for the magnetos and that the engine is upside-down in its display stand. (Museum of Applied Arts & Sciences image)https://oldmachinepress.com/wp-content/uploads/2017/06/spa-faccioli-n4-front.jpgSPA-Faccioli N4 frontThe SPA-Faccioli N.4 was the final refinement of the Faccioli engine line. The magnetos can be seen behind the engine; each was driven from the rear of a crankshaft. Note the two spark plugs per cylinder pair. (W. R. Pearce image)https://oldmachinepress.com/wp-content/uploads/2017/06/spa-faccioli-n3-rear.jpgSPA-Faccioli N3 rearThis rear view of the SPA-Faccioli N.3 shows many features common with the N.2 engine. However, note the 20 degree cylinder angle extending from the crankshafts. The camshaft was driven from the cross shaft and extended through the engine. Two pushrods extend from both the top and bottom of the camshaft. The black plugs in the center of the cylinders cover ports for spark plugs. (W. R. Pearce image)https://oldmachinepress.com/wp-content/uploads/2017/06/spa-faccioli-n3-front.jpgSPA-Faccioli N3 frontThe N.3 engine’s intake manifold can be seen on the left side of the image; the exhaust ports are also visible to the right of the valves. Note the camshaft extending through the engine, and the pushrods that actuated the valves. The front side of the engine still has its two spark plugs.https://oldmachinepress.com/wp-content/uploads/2017/06/spa-faccioli-n2.jpgSPA-Faccioli N2This rear view of the SPA-Faccioli N.2 illustrates that the engine was much more refined than the N.1. Note the magneto driven above the cross shaft and the gear train driven below.https://oldmachinepress.com/wp-content/uploads/2017/06/spa-faccioli-n1.jpgSPA-Faccioli N1The SPA-Faccioli N.1 engine with its four cylinders, each housing two opposed pistons. At the rear of the engine (bottom of image) is the cross shaft linking the two crankshafts. Note the gear on the cross shaft that drove the camshaft.https://oldmachinepress.com/wp-content/uploads/2017/06/faccioli-n4-aircraft.jpgFaccioli N4 aircraftThe Faccioli N.4 aircraft was originally powered by the SPA-Faccioli N.2 engine. In 1911, the eight-cylinder SPA-Faccioli N.3 engine was installed. This image was taken in June 1911, with the N.3 engine installed and Mario in the aircraft.2019-10-24T17:24:08+00:00monthlyhttps://oldmachinepress.com/2017/08/05/douglas-xb-42-mixmaster-attack-bomber/https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-no1-in-flight1.jpgDouglas XB-42 no1 in flightThe Douglas XB-42 Mixmaster had a unique design that provided very good performance. However, it was too late for World War II and too slow compared to jet aircraft. The first prototype (43-50224) is seen with its short tail on an early test flight.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-no2-gear-retract1.jpgDouglas XB-42 no2 gear retractA unique view of the second prototype (43-50225) that displays the aircraft’s slotted flaps and uncommon main gear retraction that required the legs to rotate 180 degrees into the fuselage sides. Also visible are the wing guns and revised leading edge inlets, both features exclusive to the second prototype.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42a-low-pass.jpgDouglas XB-42AThe XB-42A makes a low pass over Muroc Air Base during an early test flight. Note the exhaust stains above the wing and the oil stains below the wing. The aircraft was outclassed by other jet aircraft, including its XB-43 cousin.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-wing-guns.jpgDouglas XB-42 wing gunsThe guns in the left wing are seen aimed 30 degrees up and 25 degrees inboard. Only the second aircraft was fitted with the guns, and they were never tested. Note the snap-action doors that covered the guns. When open, the doors increased the XB-42’s directional stability, resulting in additional rudder force to give the desired yaw.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-no2-with-canopy.jpgDouglas XB-42 no2 with canopyFront view of the second prototype illustrates the aircraft’s revised canopy. The canopy on production aircraft would have been similar but more refined. Again, note the tail clearance and wing guns.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-no2-rear.jpgDouglas XB-42 no2 rearRear view of the second prototype shows the ventral tail and rudder. Note the oleo-pneumatic bumper on the tail and its minimal ground clearance. The wing guns and new canopy are just barely visible.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-no1-nose.jpgDouglas XB-42 no1 noseNose view of the first prototype shows the twin bubble canopies to advantage. Both aircraft were originally built with the canopies, but they were disliked. The second aircraft was later modified with a more conventional canopy.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42-allison-engine-test.jpgDouglas XB-42 Allison engine testTwo Allison V-1710 engines connected to the V-3420 remote gear reduction for the contra-rotating propellers as used on the XB-42. The power system accumulated over 600 hours on the test stand and never caused serious issues during the XB-42 program.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-dc-8-skybus.jpgDouglas DC-8 SkybusAlthough visually similar to the XB-42, the Douglas DC-8 Skybus was an entirely new design. The aircraft’s excellent performance and great single-engine handling was not enough to justify its expense over more conventional designs.https://oldmachinepress.com/wp-content/uploads/2017/08/douglas-xb-42a-rear.jpgDouglas XB-42A rearRear view of the XB-42A illustrates the notches in the new flaps to avoid the jet exhaust. The rest of the aircraft remained relatively unchanged from the XB-42 configuration. The cooling air exit can be seen on the right wing. Note the various Douglas aircraft in the background.2023-01-01T04:28:11+00:00monthlyhttps://oldmachinepress.com/2017/09/05/sunbeam-1000-hp-mystery-slug-lsr-car/https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-top.jpgSunbeam 1000 hp Mystery Slug topThe Sunbeam 1,000 hp Mystery Slug as it appears today. Note the side exhaust for the front engine and the individual stacks for the rear engine. https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-test.jpgSunbeam 1000 hp Mystery Slug testThe Slug being tested at the Sunbeam works. The steel guards over the tires and chain can be seen. Many pipes were needed to bring in cool water and take away hot water and exhaust. The front engine’s four magnetos can be seen between the front tires.https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-seagrave-beach.jpgSunbeam 1000 hp Mystery Slug Seagrave beachSegrave stands by the Slug on Daytona Beach. The larger scoops for the rear radiator have been installed. The rear wheel covers have been removed, and wheel discs cover the spokes on the rear wheels. The removed cover behind the rear engine gave access to the fuel tank. At the front of the car, part of the underbody is visible.https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-run.jpgSunbeam 1000 hp Mystery Slug runSeagrave and the Slug are seen racing down Dayton Beach on the second (south) record run. The marker flag is similar to those that Segrave hit on his first pass. The relative positions between the photographer and the flag give a sense of how narrow the course was. https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-press.jpgSunbeam 1000 hp Mystery Slug pressSegrave sits in the 1,000 HP Sunbeam. The louvers on the front of the car allowed heat to escape the front engine bay. The “Co” painted on the side of the racer was changed to “CAR.” With the rear wheel cover removed, both “CAR” and “ENGLAND” were cut off. https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-display.jpgSunbeam 1000 hp Mystery Slug displayThe Sunbeam 1,000 hp Mystery Slug on display in the British National Motor Museum. While the car has been preserved, the rear radiator scoops and rear tire covers seem to have been lost. Note the bulge in front of the cockpit meant to deflect some air away from the driver’s face. Segrave had much trouble with the wind trying to rip his goggles and helmet off. (David Chief image via Wikimedia Commons)https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-debut.jpgSunbeam 1000 hp Mystery Slug debutWhen first shown to the press, the Slug had wheel covers over its rear tires. These were removed for the record run. Note the louvered scoop for the rear radiator. Airflow proved inadequate, and a larger scoop was fitted. Segrave is looking into the car.https://oldmachinepress.com/wp-content/uploads/2017/08/sunbeam-1000-hp-mystery-slug-beach.jpgSunbeam 1000 hp Mystery Slug beachGiven the cleanliness of the car, this image was probably taken before the record run. Note how the removal of the wheel covers chopped off “CAR” and “ENGLAND.” The large rear radiator scoops must have created a fair amount of drag.2019-10-24T17:18:32+00:00monthlyhttps://oldmachinepress.com/2017/11/05/dubois-riout-ornithopter/https://oldmachinepress.com/wp-content/uploads/2017/08/dubois-riout-rear.jpgDubois Riout rearThe ornithopter’s rudder can be seen in this rear view. Note the large control wheel in the cockpit and the fabric gap between the wings and fuselage.https://oldmachinepress.com/wp-content/uploads/2017/08/dubois-riout-front.jpgDubois Riout frontFront view of the DuBois-Riout ornithopter with the three-cylinder Viale engine. The engine cylinders can be seen protruding above the cowling. The wings are positioned around 20 degrees above horizontal. Note the quarter-turn belt drive for the wheel axle.https://oldmachinepress.com/wp-content/uploads/2017/08/dubois-riout-front-wings-down.jpgDubois Riout front wings downThe ornithopter’s wings in the down position were about 20 degrees below horizontal, which was enough to make them contact the ground. This is why wing flapping would only be initiated after the aircraft was airborne, having been propelled to takeoff speed by the wheels. A shroud can be seen covering the top part of the drive belt.https://oldmachinepress.com/wp-content/uploads/2017/08/riout-1911-patent.jpgRiout 1911 PatentDrawings from René Riout’s US patent of 1911. Fig 1 shows the ornithopter design, which had a passing similarity to the aircraft built in 1913. Fig 2 and Fig 3 show the wing flapping mechanism. Fig 4 and Fig 5 show the wing in a gliding position. Fig 6 and Fig 7 show the wing warped for thrust.https://oldmachinepress.com/wp-content/uploads/2017/08/dubois-riout-side.jpgDubois Riout sideSide view of the DuBois-Riout ornithopter illustrates the vertical stabilizer under the fuselage and the elongated horizontal stabilizer. Note the large pulley on the wheel’s axle.2019-10-24T17:02:49+00:00monthlyhttps://oldmachinepress.com/2017/11/20/riout-102t-alerion-ornithopter/https://oldmachinepress.com/wp-content/uploads/2017/08/riout-102t-frame-restoration.jpgRiout 102T frame restorationThe frame of the ornithopter consisted of small diameter steel tubes that were welded together. The aluminum wing supports may not be original. The Riout 102T is currently on display in the Espace Air Passion Musée Régional de l'Air. (Jean-Marie Rochat image via flikr.com)https://oldmachinepress.com/wp-content/uploads/2017/08/riout-102t-wings-up.jpgRiout 102T wings upCompleted, the Riout 102T ornithopter resembled a dragonfly. An engine cylinder and its exhaust stack can be seen behind the rear wing. Note the enclosed cockpit; the rear section slides forward for entry.https://oldmachinepress.com/wp-content/uploads/2017/08/riout-102t-wing-frame.jpgRiout 102T wing frameThe nearly-finished Riout 102T Alérion is just missing the fabric covering for its wings and tail. Note the wing structure and how the spars are mounted to the fuselage.https://oldmachinepress.com/wp-content/uploads/2017/08/riout-102t-wind-tunnel.jpgRiout 102T wind tunnelOn 12 April 1938, the wings of the 102T failed during a wind tunnel test. Stronger wings could have been designed and fitted, but the impractically of the ornithopter left little incentive to do so. The landing gear was removed for the tests. Note the engine cylinder behind the rear wing.https://oldmachinepress.com/wp-content/uploads/2017/08/riout-102t-frame.jpgRiout 102T frameRestoration efforts provide a good view of the Riout 102T’s frame. Note how neatly the landing gear folded into the fuselage. The ornithopter’s aluminum body was saved, but the original wings were lost. (Shunn311 image via airport-data.com)2024-07-10T04:24:28+00:00monthlyhttps://oldmachinepress.com/2017/12/05/versuchs-schnellboot-5-vs-5-semi-submersible-attack-boat/https://oldmachinepress.com/wp-content/uploads/2017/08/engelmann-vs-5-rear.jpgEngelmann VS 5 rearThe chine on the superstructure can easily be seen in this image of the VS 5. The VS 5 had a severe list under full power, an issue that would have been corrected if other ships of the same type had been built. The VS 5 combined elements of both a fast boat and a submarine but did not really offer any advantages over other types of ships.https://oldmachinepress.com/wp-content/uploads/2017/08/engelmann-vs-5-front.jpgEngelmann VS 5 frontThe VS 5 in dry-dock, most likely before it was launched in January 1941. The completed ship looked very much like a submarine with an odd sail. Note the chines on the superstructure. Engelmann stated in his patents that the top of the superstructure could be built with an overhang so that its leading edge was angled back to the hull. This configuration would further reduce the tendency of waves to pass over the superstructure.https://oldmachinepress.com/wp-content/uploads/2017/08/engelmann-vs-5-side.jpgEngelmann VS 5 sideFor normal operation, the hull of the VS 5 was completely submerged, and only the superstructure sat above the waterline. The 12 ft 6 in (3.8 m) tall and 66 ft (20 m) long superstructure was a small target for enemy ships to detect and hit.https://oldmachinepress.com/wp-content/uploads/2017/08/man-lz-19-30-engine-side.jpgMAN LZ 19-30 engine sideThe VS 5 was powered by four MAN L11Z 19/30 double-acting, two-stroke, 11-cylinder engines. Note the upper and lower exhaust manifolds separated by the single intake manifold. The gap under the lower exhaust manifold is where the two fuel injectors for the lower combustion chamber were installed. A covered connecting rod passed through the center of each gap. (Hermann Historica image)https://oldmachinepress.com/wp-content/uploads/2017/08/engelmann-vs-5-drawing.jpgEngelmann VS 5 drawingA drawing of the Versuchs Schnellboot 5 (VS 5) shows the ship’s profile as very similar to what was depicted in Engelmann’s second and third patents. Note how the ship narrowed at the waterline, which is where the hull and superstructure joined.https://oldmachinepress.com/wp-content/uploads/2017/08/engelmann-patent-drawings.jpgEngelmann patent drawingsRudolf Engelmann’s original concept of a semi-submersible ship is illustrated in Fig 3 and Fig 4 from his first patent (651,390). Fig 10 shows the updated design from his second patent (651,892), with the exception of line 14. Line 14 indicates the chines that were added in the third patent (651,893).2019-10-24T17:00:35+00:00monthlyhttps://oldmachinepress.com/2018/01/05/north-american-xa2j-super-savage-medium-bomber/https://oldmachinepress.com/wp-content/uploads/2017/12/naa-xa2j-super-savage-top.jpgNAA XA2J Super Savage topThe Super Savage over the desert of California. The Allison T40 engine created trouble for every aircraft in which it was installed.. The jet exhaust divider between the T38 engine sections can just be seen at the rear of the engine nacelle. Both propellers installed on the aircraft have square cuffs.https://oldmachinepress.com/wp-content/uploads/2017/12/naa-xa2j-super-savage-in-flight.jpgNAA XA2J Super Savage in flightThe Super Savage had an aggressive appearance that gave the impression that the aircraft could live up to its name. However, it was outclassed by the Douglas A3D (A-3) Skywarrior and had performance on par with the AJ Savage it was intended to replace.https://oldmachinepress.com/wp-content/uploads/2017/12/naa-xa2j-super-savage-ground.jpgNAA XA2J Super Savage groundThe XA2J Super Savage as built only had turboprop engines. In this image, the wide propellers installed on the aircraft have different cuff styles. Markings on the propeller installed on the right engine would seem to indicate that the propeller (rounded cuff) is being tested. Note the cockpit entry side door and open bomb bay doors.https://oldmachinepress.com/wp-content/uploads/2017/12/naa-xa2j-super-savage-apr-1949.jpgNAA XA2J Super Savage Apr 1949Concept drawing of the XA2J Super Savage from April 1949. Note how the aircraft bears little resemblance to the AJ Savage. The intake for the jet engine can be seen just before the vertical stabilizer. The pilot sat alone under the canopy, and the co-pilot/bombardier and gunner sat in the fuselage behind and below the pilot.https://oldmachinepress.com/wp-content/uploads/2017/12/naa-aj-savage.jpgNAA AJ SavageTypical example of a production North American AJ-1 Savage, with its R-2800 engines on the wings and J33 jet in the rear fuselage. The intake for the jet was just before the vertical stabilizer and was closed when the jet was not in use.2024-12-16T07:41:19+00:00monthlyhttps://oldmachinepress.com/2018/02/05/sgp-sla-16-porsche-type-203-x-16-tank-engine/https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-general-arrangement-rear.jpgSGP Sla 16 X-16 general arrangement rearGeneral arrangement drawing of the Sla 16 engine.https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-test.jpgSGP Sla 16 X-16 testThe Sla 16 engine under test in late 1944 without cooling fans or turbochargers. However, the test equipment most likely provided forced induction. https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-stand.jpgSGP Sla 16 X-16 standThe left image (engine inverted) shows the camshaft drives at the rear of the engine. In the center image (engine upright), the engine’s output can be seen below the crankshaft. The right image (engine almost inverted) displays the cylinder’s valves. The exhaust ports on the side of the cylinders are easily seen, while the intake ports on the top of the cylinders have been covered.https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-section.jpgSGP Sla 16 X-16 sectionTransverse cross section of the Sla 16 illustrates the engine’s X configuration and the drive for the cooling fans. Note the master and articulated connecting rods and the four exhaust manifolds in the left side of the drawing.https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-rear.jpgSGP Sla 16 X-16 rearWithout all of the engine’s accessories, the drive for the cooling fans can be seen protruding from the back of the Sla 16 engine. The push rod tubes and fuel injectors are visible on the far cylinder bank. The four passageways in the rear baffle are for the exhaust manifolds.https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-front.jpgSGP Sla 16 X-16 frontFront view of the basic Simmering-Graz-Pauker Sla 16 engine without the airbox, turbochargers, or cooling fans. The intake manifolds and some baffling can be seen in the 45-degee Vee formed by the cylinders. Note that the intake ports are on the top of the cylinders.https://oldmachinepress.com/wp-content/uploads/2018/01/sgp-sla-16-x-16-fans-rear.jpgSGP Sla 16 X-16 fans rearRear view of the complete Sla 16. The airbox on the top of the engine fed air into the turbochargers via a bifurcated manifold. Note the oil coolers and cooling fans. The enclosed drive shafts for the cooling fans can been seen below the turbocharger exhaust outlets. 2022-08-06T16:58:55+00:00monthlyhttps://oldmachinepress.com/2018/01/20/otto-langen-atmospheric-engine/https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-atmospheric-engine.jpgOtto-Langen Atmospheric EngineOtto-Langen Atmospheric Enginehttps://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-repro-complete.jpgOtto-Langen repro completeGrenning’s completed Otto-Langen reproduction is a fantastic display of a modern-day master-craftsman’s appreciation of old-world engineering. After spending years researching the Otto-Langen, it took Grenning 14 months to build his reproduction engine. (Wayne Grenning image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-no1-technikum.jpgOtto-Langen no1 TechnikumThe first Otto-Langen engine is on display in the Deutz Technikum Engine Museum in Cologne, Germany. This engine has no governor, and the safety slide valve was removed sometime after the engine was built. The gas accumulator bag is on the right. (Wayne Grenning image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-1866-drawing.jpgOtto-Langen 1866 drawingDrawing of the Otto-Langen engine circa 1866. Note the piston (K) and its rack (X) in the cylinder (A). The drawing also shows an early version of the over-running clutch (S).https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-rough-tumble-engineers-top.jpgOtto-Langen Rough Tumble Engineers topTop view of the Otto-Langen engine at the Rough and Tumble Engineers Historical Association in Kinzers, Pennsylvania. It is the oldest internal combustion engine in the Americas. Installed on the main drive shaft (top) from left to right are the flywheel, main drive gear, over-running clutch, and belt drive. Installed on the accessory shaft (bottom) from left to right are the accessory drive gear, secondary eccentric, main eccentric, and ratcheting gear. (Rough and Tumble Engineers image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-reproduction-pawl.jpgOtto-Langen reproduction pawlGrenning’s full-size reproduction of a .5 hp (.37 kW) Otto-Langen engine under power. The accessory shaft is in the foreground, and the pawl in the center of the image is about to engage the ratcheting gear. The ratcheting gear will then drive the eccentrics. (Wayne Grenning image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-reproduction-base.jpgOtto-Langen reproduction baseThe base of Grenning’s Otto-Langen reproduction shows the safety slide valve (with brass connector) and the main slide valve behind it. The main slide valve was operated by the secondary eccentric. The rod with the coiled spring is the governor-controlled exhaust valve. Later engines did not have the safety slide valve, and the governor controlled the pawl’s engagement. (Wayne Grenning image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-repro-piston-rack.jpgOtto-Langen repro piston rackOther reproduction parts built by Wayne Grenning. The piston with its rack attached are shown outside of the cylinder housing column. The piston and rack weigh around 80 lb (36 kg). The studs seen at the base of the column are where the slide valve mounts. (Wayne Grenning image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-repro-overrunning-clutch.jpgOtto-Langen repro overrunning clutchA reproduction of the over-running clutch built by Wayne Grenning of Grenning Models. Counterclockwise movement of the gear brings the shoes to their stops and allows the gear to rotate free from the inner hub. When the gear rotates clockwise, the shoes slide on their rollers until they are wedged between the gear and the inner hub, locking the two together. The clutch was originally designed by Franz Reuleaux, and later clutches used on the Otto-Langen had three shoes. (Wayne Grenning image)https://oldmachinepress.com/wp-content/uploads/2018/01/otto-langen-repro-drive.jpgOtto-Langen repro driveView of the accessory shaft on Grenning’s engine. The left side of the shaft drives the flyball governor. In the background are the black gas accumulator bag and copper water reservoir. (Wayne Grenning image)2019-10-24T16:43:42+00:00monthlyhttps://oldmachinepress.com/2018/03/20/nakajima-ha-54-ha-505-36-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-no-turbo.jpgNakajima HA-54 no turboA fully-cowled model of the [Ha-54] with ram-air (no fan) cooling for the front engine section and reverse cooling for the rear engine section. Note how the cooling air for both engine sections exited the cowl flaps at the center of the nacelle. Also, the engine depicted did not use a turbosupercharger and had nine exhaust stacks protruding from the cowling.https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-engine-mount.jpgNakajima HA-54 engine mountThis model of the [Ha-54] illustrates the significant structure proposed to mount the engine. Such a mounting system would make engine maintenance very difficult, with the entire engine needing to be pulled to change a cylinder on the rear engine section. Note the exhaust collector ring and its outlet, which would lead to a turbosupercharger. https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-project-z.jpgNakajima Project ZThe final version of the original Nakajima Project Z bomber with its six [Na-54] engines. Development of the [Na-54] was forecasted to take too long, so [Na-44] engines were substituted, and the aircraft was scaled-down as the Nakajima G10N Fugaku. As Japan’s prospects for an offensive victory faded, the project was cancelled, and resources were reallocated to defense.https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-with-baffles.jpgNakajima HA-54 with bafflesNakajima tests indicated that cooling the [Ha-54] engine would be difficult. This model shows one of the final cooling configurations and matches the above drawing. Air flowed through the cylinders of the front engine section and exited at the center of the engine. Air that flowed over the front cylinders was directed down to flow through the cylinders of the rear engine section.https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-two-impellers.jpgNakajima HA-54 two impellersThis drawing of the [Ha-54] shows some of the engine mount positions. Note that there are two supercharger impellors depicted. In this version of the engine, each impeller provided induction air to one engine section.https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-section.jpgNakajima HA-54 sectionSectional drawing of what is believed to be the final configuration of the [Ha-54] engine. A single-rotation propeller is depicted. Note the cooling fan at the front of the engine, the annular intake manifold at the middle of the engine, and the supercharger impeller at the rear of the engine. Induction manifolds are shown at the top of the drawing, and exhaust manifolds are at the bottom.https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-engine-front.jpgNakajima HA-54 engine frontThe 36-cylinder, 5,000 hp (3,728 kW) Nakajima [Ha-54] was an ambitious engine program. The engine was needed long before it would be ready. The project was cancelled to reallocate resources to more urgent needs.https://oldmachinepress.com/wp-content/uploads/2018/01/nakajima-ha-54-engine-cooling-flow.jpgNakajima HA-54 engine cooling flowThis drawing depicts the cooling air flow of the [Ha-54] engine. This was the proposed configuration, but sufficient cooling for the rear cylinders was never achieved. Note the cooling fan at the front of the engine and the intake manifold ring at the center of the engine.2022-08-08T04:32:38+00:00monthlyhttps://oldmachinepress.com/2018/06/20/vickers-type-432-high-altitude-fighter/https://oldmachinepress.com/wp-content/uploads/2018/05/vickers-type-432-left-side.jpgVickers Type 432 left sideDuring its initial taxiing tests at Farnborough, the Type 432 exhibited tracking issues and snaked from side-to-side. The landing gear was moved aft 3 in (76 mm) to improve handling. Flight tests revealed other undesirable characteristics, and modifications were made to the aircraft’s ailerons and tail to improve its handling.https://oldmachinepress.com/wp-content/uploads/2018/05/vickers-type-432-in-flight.jpgVickers Type 432 in flightThe Type 432 made only 28 flights in its two-year life. The aircraft was noted as having some handling deficiencies that were never completely resolved, because the project was a dead end. Note the slight forward sweep of the Type 432’s outer wing panels.https://oldmachinepress.com/wp-content/uploads/2018/05/vickers-type-432-front-right.jpgVickers Type 432 front rightThe Vickers Type 432 prototype DZ217 appears shortly after its completion at Foxwarren. The bystander gives some indication to the aircraft’s size. Note the bubble canopy.https://oldmachinepress.com/wp-content/uploads/2018/05/vickers-type-432-rear-right.jpgVickers Type 432 rear rightRear view of the Type 432 displays the aircraft’s long engine nacelles and ventral pod for the six 20-mm cannons. Note how the aircraft’s tail resembles that of a de Havilland Mosquito. The completed aircraft was disassembled at Foxwarren and taken to Farnborough for flight testing.2019-10-24T16:35:59+00:00monthlyhttps://oldmachinepress.com/2018/06/05/sunbeam-silver-bullet-lsr-car/https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-test.jpgSunbeam Silver Bullet testThe Silver Bullet chassis with both engines installed undergoing a test run. By all accounts, there was no time for any serious testing of the engines or the car before it was shipped to the United States. The reinforced structure on the right sits just before the cockpit. https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-supercharger.jpgSunbeam Silver Bullet superchargerDetail view of the Silver Bullet’s single supercharger. The two carburetors are on the left, with the steering box just below. Note the relatively sharp bends of the induction pipe.https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-rear.jpgSunbeam Silver Bullet rearOn first glance, the Silver Bullet gives the impression of a sleek and powerful vehicle that is ready to set speed records. On closer inspection, one begins to wonder just how much drag was created by the complex drag link covers, elaborate exhaust ducting, irregular body panels, and exposed fasteners. https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-rear-air-brake.jpgSunbeam Silver Bullet rear air brakeRear view of the Silver Bullet illustrates the air brake in the deployed position. It is interesting to consider how much drag the horizontal member created when it was in its normal position.https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-no-body.jpgSunbeam Silver Bullet no bodyThe incomplete Silver Bullet with engines installed. Note the routing of the induction pipe from the supercharger and around the rear (left) engine. The empty space in front of the forward (right) engine was for the ice tank. The steering drag link for the right wheel can be seen on the outside of the right frame rail.https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-jack-field-getty.jpgSunbeam Silver Bullet Jack Field GettyJack Field campaigning the Silver Bullet on Southport beach in 1934. Note the individual exhaust stacks protruding from the engine cowling. Field did not have any better luck than Don, and the Silver Bullet soon caught fire. (Getty image)https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-debut-kaye-don.jpgSunbeam Silver Bullet debut Kaye DonThe Sunbeam Silver Bullet with Kaye Don in the cockpit during the car’s public debut in February 1930. Exhaust from the engines was collected in the long black manifold that ran along the side of the cockpit. The bulge along the lower side of the body covered the steering drag link.https://oldmachinepress.com/wp-content/uploads/2018/05/sunbeam-silver-bullet-daytona-14-03-1930.jpgSunbeam Silver Bullet Daytona 14-03-1930Don sits in the Silver Bullet on Daytona Beach. The image was taken on 14 March 1930, before any real issues with the car had been encountered. Note the slight exhaust staining just before the tail fin. It is doubtful that the wheel fairings improved aerodynamics much, given their distance from the tires.2019-10-24T16:35:05+00:00monthlyhttps://oldmachinepress.com/2018/04/05/vef-i-16-light-fighter-aircraft/https://oldmachinepress.com/wp-content/uploads/2018/02/vef-i-14.jpgVEF I-14The VEF I-14 was developed as a military trainer and was powered by a 200 hp (149 kW), air-cooled, six-cylinder Menasco B6S Buccaneer engine. The I-14 had an estimated top speed of 186 mph (300 km/h), but a crash prevented the completion of flight tests. https://oldmachinepress.com/wp-content/uploads/2018/02/vef-i-12-international-expo-1938.jpgVEF I-12 International Expo 1938The VEF I-12 was a light sport plane and a follow-on to the I-11 aircraft. Powered by a 90 hp (67 kW), air-cooled, four-cylinder Cirrus Minor engine, the I-12 had a top speed of 143 mph (230 km/h).https://oldmachinepress.com/wp-content/uploads/2018/02/vef-i-16-rear-left.jpgVEF I-16 rear leftThe completed I-16 with German markings during an engine runup in 1941. The sleek aircraft resembled similar light fighters developed in France (Caudron) and Italy (Ambrosini) during the same period.https://oldmachinepress.com/wp-content/uploads/2018/02/vef-i-16-front-right.jpgVEF I-16 Front rightThe two intake scoops for the engine are visible on the top of the I-16’s cowling, with the left gun port immediately below. Armament was never installed in the aircraft, but VEF did have possession of the Browning machine guns until they were removed by Soviet occupying forces. Note the streamlined fairings covering the gear.https://oldmachinepress.com/wp-content/uploads/2018/02/vef-i-16-construction.jpgVEF I-16 constructionThe VEF I-16 was a continuation of Kārlis Irbītis’ light, sleek monoplane design. The aircraft was the only monoplane fighter designed and built in Latvia. The wooden, fixed-pitch propeller was considered temporary. The cockpit canopy hinged open toward the right.https://oldmachinepress.com/wp-content/uploads/2018/02/vef-i-15a.jpgVEF I-15aThe VEF I-15a on skis to enable flight testing during the Latvian winter. The I-15A carried the Latvian military serial number 190, while the I-15b carried 191. 2019-10-24T16:27:45+00:00monthlyhttps://oldmachinepress.com/2018/08/05/kirkham-williams-seaplane-racer-1927/https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-landplane-front.jpgKirkham-Williams Racer landplane frontWilliams reported making four emergency landings in the racer at Mitchel Field, but the causes of the forced landings have not been found. The aircraft was fitted with the same direct-drive X-2775 engine as the seaplane. The intake of the upper Vee engine section can just be seen above the cowling.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-front.jpgKirkham-Williams Racer frontThe Kirkham-Williams Racer was built to compete in the 1927 Schneider Trophy contest and to capture the world speed record. Note how the large Packard X-24 engine dictated the shape of the aircraft.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-wing-radiator.jpgKirkham-Williams Racer wing radiatorThe racer had some 690 sq ft (64.1 sq m) of surface radiators covering its wings. Fluid flowed from a distributor line at the wing’s leading edge, through the tubes, and into a collector line at the wing’s trailing edge. Tests later indicated that the protruding radiator tubes doubled the drag of the wings.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-starter.jpgKirkham-Williams Racer starterThe Packard X-2775 engine barely fit into the racer. The engine cowling mounted to arched supports running from the cylinder banks to a ring around the propeller shaft. The Hucks-style starter, powered by four electric motors, is connected to the propeller hub. Note that the forward float strut is mounted to the engine’s crankcase.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-runup.jpgKirkham-Williams Racer runupWilliams is in the cockpit running up the X-2775 engine. The registration X-648 has been applied to the tail. The fuselage was painted blue, with the wings, floats, and rudder painted gold. Note the rather imperfect finish of the fuselage, just before the tail.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-no-cowl.jpgKirkham-Williams Racer no cowlWilliams stand on the float, with work going on presumably to clear air from the cooling system, which was a reoccurring issue. The copper radiators covered almost all of the wing’s surface area. Note that the interplane struts protruded slightly above the wings.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-launch.jpgKirkham-Williams Racer launchLt. Al Williams prepares the racer for a test on Manhassest Bay. The cockpit was designed around Williams, and he was the only one to taxi or fly the aircraft. Note the support running between the vertical and horizontal stabilizers.https://oldmachinepress.com/wp-content/uploads/2018/06/kirkham-williams-racer-landplane.jpgKirkham-Williams Racer landplaneIn landplane form, the Kirkham-Williams Racer had a more streamlined nose and an added tailskid. The machine looked every bit a racer and was one of the fastest aircraft in the world, even at only 287 mph.2019-10-24T16:23:43+00:00monthlyhttps://oldmachinepress.com/2018/08/20/williams-mercury-seaplane-racer-1929/https://oldmachinepress.com/wp-content/uploads/2018/08/packard-x-2775-nasm.jpgPackard X-2775 NASMThe Packard X-2775 engine installed in the Williams Mercury Racer was actually the same engine originally installed in the Kirkham-Williams Racer. It has been updated with a propeller gear reduction, new induction system, and other improved components. This engine is in storage at the Smithsonian National Air and Space Museum. (NASM image)https://oldmachinepress.com/wp-content/uploads/2018/08/williams-mercury-racer-taxi.jpgWilliams Mercury Racer taxiWilliams taxis the racer in a wash of spray, most likely damaging the propeller again. Note how the floats are almost entirely submerged, especially the left float. The aircraft being very overweight severely hampered its water handling.https://oldmachinepress.com/wp-content/uploads/2018/08/williams-mercury-racer-rear.jpgWilliams Mercury Racer rearThe racer being offloaded from the tug and onto beaching gear at the Naval Academy in Annapolis, Maryland. The rudder extended below the aircraft and blended with the ventral fin. Note how the fairings for the lower cylinder banks blended into the float supports.https://oldmachinepress.com/wp-content/uploads/2018/08/williams-mercury-racer-packard-x-2775.jpgWilliams Mercury Racer Packard X-2775Lt. Al Williams sits in the cockpit of the Williams Mercury Racer during an engine test. The Hucks-style starter is engaged to the propeller hub of the geared Packard X-2775 engine. Note the ducts above and below the spinner that deliver ram air into the intake manifolds situated in the engine Vees.https://oldmachinepress.com/wp-content/uploads/2018/08/williams-mercury-racer-model.jpgWilliams Mercury Racer modelR. Smith, chief draftsman of the wind tunnel at the Washington Navy Yard, holds a model of the original landplane version of the Williams Mercury Racer. Lt. Al Williams was originally not focused on the Schneider Trophy contest but was later convinced to enter the event.https://oldmachinepress.com/wp-content/uploads/2018/08/williams-mercury-racer-al-williams.jpgWilliams Mercury Racer Al WilliamsThe Williams Mercury Racer being towed in after another disappointing test on Chesapeake Bay. Williams stands in the cockpit, knowing his chances of making the 1929 Schneider contest are quickly fading. Note the low position of the floats in the water.https://oldmachinepress.com/wp-content/uploads/2018/08/williams-mercury-racer.jpgWilliams Mercury RacerThe completed racer was a fantastic looking aircraft. A top speed of 340 mph (547 km/h) was anticipated, which would have given the British some competition for the Schneider race. However, the speed was probably not enough to win the event.2019-10-24T16:22:27+00:00monthlyhttps://oldmachinepress.com/2018/10/20/mitsubishi-ha-50-22-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/10/mitsubishi-ha-50-cylinders.jpgMitsubishi Ha-50 cylindersLeft—An [Ha-50] aluminum cylinder head still attached to the cylinder barrel. Note the valve in the intake port. Right—Detailed view of a cylinder barrel illustrates the cooling fins cut into its middle and the threaded portion at the top for cylinder head attachment. (Rob Mawhinney images via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2018/10/mitsubishi-ha-50-side.jpgMitsubishi Ha-50 sideThe [Ha-50] had a substantial amount of space between the first and second cylinder rows. Note the pistons frozen in their cylinders. (Rob Mawhinney image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2018/10/mitsubishi-ha-50-rear.jpgMitsubishi Ha-50 rearThe supercharger and accessory case completely rotted off the [Ha-50] during its near 40-year interment. Note the threads cut into the top of the steel cylinder barrels. (Rob Mawhinney image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2018/10/mitsubishi-ha-50-front.jpgMitsubishi Ha-50 frontFront view of the [Ha-50] illustrates the ample space between the front-row cylinders, enabling air to reach the rear-row cylinders. Note the single rotation propeller shaft. (Rob Mawhinney image via the Aircraft Engine Historical Society)https://oldmachinepress.com/wp-content/uploads/2018/10/mitsubishi-ha-50-campns.jpgMitsubishi Ha-50 campnsAlthough in a sorry state, the Mitsubishi [Ha-50] preserved at the Museum of Aviation Science in Narita, Japan gives valuable insight into a lost generation of Japanese aircraft engines and 22-cylinder aircraft engines. Nearly all of the non-steel components have rotted away. (campns.jp image)2024-04-22T13:51:58+00:00monthlyhttps://oldmachinepress.com/2018/09/20/smith-harkness-anzac-lsr-car/https://oldmachinepress.com/wp-content/uploads/2018/09/smith-harkness-anzac-test.jpgSmith Harkness Anzac testFinished, the Anzac is taken on a test run by Smith and Harkness. The name “the Anzac” was not painted on the car until later. It is not clear when the name was assigned to the car. Note that both front tires are essentially off the ground.https://oldmachinepress.com/wp-content/uploads/2018/09/smith-harkness-anzac-nearly-complete.jpgSmith Harkness Anzac nearly completeThe nearly-finished Anzac LSR car sits outside of the Harkness & Hillier Engineering Works in Five Dock. The car is missing its windscreen, seats, and gold paint. An additional louver was added under each exhaust stack, and the Australian flag painted on the tail would later be moved higher with “Advance Australia” written under it. Don Harkness is on the extreme right; he is looking at Norman “Wizard” Smith, who is holding one of the two black shop cats that, for a time, made the Anzac their home.https://oldmachinepress.com/wp-content/uploads/2018/09/smith-harkness-anzac-model.jpgSmith Harkness Anzac modelFull of hope, Smith and Harkness celebrate as they sail from Australia to New Zealand. The men hold a floral model of the car with “Anzac” written behind the rear wheel.https://oldmachinepress.com/wp-content/uploads/2018/09/smith-harkness-anzac-mobil.jpgSmith Harkness Anzac MobilSmith looks on as Harkness pours oil into the Anzac’s tank during this publicity shot. Note the Vacuum Oil Company’s Mobiloil BB (SAE 50) oil can with the gargoyle logo. The Vacuum Oil Company was one of the few minor sponsors of the Anzac. When Vacuum merged with the Standard Oil Company of New York (Socony) in 1931, the “Mobil” name was retained for the oil, but Socony’s red Pegasus was used as the logo.https://oldmachinepress.com/wp-content/uploads/2018/09/smith-harkness-anzac-beach-run.jpgSmith Harkness Anzac beach runThe Anzac in its final paint makes a test run on Ninety Mile Beach in New Zealand. The filler cap for the fuel tank can be seen on the rear of the car.https://oldmachinepress.com/wp-content/uploads/2018/09/smith-harkness-anzac-beach-group.jpgSmith Harkness Anzac beach groupSmith and Harkness, both on the far left, pose with others and the Anzac on Ninety Mile Beach. Note the louvers added under the exhaust stacks. The Firestone Tire and Rubber Company provided the tires for the record runs.2019-10-24T16:19:20+00:00monthlyhttps://oldmachinepress.com/2018/11/05/hitachi-nakajima-ha-51-22-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/11/hitachi-nakajima-ha-51-rear.jpgHitachi Nakajima Ha-51 rearRear view of a [Ha-51] engine as found by US troops at Hitachi’s Tachikawa plant. The engine was fairly complete, with the exception of the supercharger and accessory section. This engine was reportedly reassembled at the request of the US military.https://oldmachinepress.com/wp-content/uploads/2018/10/hitachi-nakajima-ha-51-drawing.jpgHitachi Nakajima Ha-51 drawingDrawing of the [Ha-51] with details of the cylinder intake and exhaust valves. The angle between the intake and exhaust valves was fairly narrow for a radial engine, a necessity to fit 11 cylinders around the engine while keeping its diameter as small as possible.https://oldmachinepress.com/wp-content/uploads/2018/10/hitachi-nakajima-ha-51-side.jpgHitachi Nakajima Ha-51 sideThe 22-cylinder Hitachi/Nakajima [Ha-51] engine had a general similarity to the Nakajima [Ha-45]. Note the cooling fan on the front of the engine and the dense nature of the cylinder positioning.2019-10-24T16:18:12+00:00monthlyhttps://oldmachinepress.com/2018/11/20/hughes-kellett-xh-17-heavy-lift-helicopter/https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-28-mockup.jpgHughes XH-28 mockupFull-scale mockup of the Hughes XH-28, which was planned as a larger, more capable heavy-lift helicopter than the XH-17. Vehicles could be driven onto the platform and secured, eliminating the need for the load to be suspended from the helicopter. (LIFE image via Google)https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-17-side.jpgHughes XH-17 sideThe massive Hughes XH-17 sits at rest before its first public flight on 23 October 1952. The notches in the rotor blade are where jets of pressurized air exit the rotor. (LIFE image via Google) https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-17-rear.jpgHughes XH-17 rearRear view of the XH-17 illustrating the helicopter’s tube frame construction and relatively small tail rotor. (LIFE image via Google)https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-17-hover-side.jpgHughes XH-17 hover sideThe blades of the XH-17 operating at 88 rpm were easily distinguished, even when the helicopter was in flight. Note the glow of the tip burners and the size of the GE J35 engine. (LIFE image via Google)https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-17-hover-front.jpgHughes XH-17 hover frontThe XH-17 was a rather awkward-looking machine, and it is easy to see why it was referred to as “Monster.” The glowing spots on the rotor blade’s tip are the pressure-jet burners. (LIFE image via Google)https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-17-group.jpgHughes XH-17 groupFrom left to right: Rea Hopper, Howard Hughes, Clyde Jones, Warren Reed, Colonel Carl Jackson, Gale Moore, Chalmer Bowen, and Marion Wallace. (LIFE image via Google)https://oldmachinepress.com/wp-content/uploads/2018/11/hughes-xh-17-front.jpgHughes XH-17 frontThe XH-17’s wide stance was to facilitate positioning equipment under the helicopter. Note the large horn balance on the rotor’s leading edge. The stress and vibration of operating the 130 ft (39.62 m) rotor gave the blades a very short life. (LIFE image via Google)2019-10-24T05:00:57+00:00monthlyhttps://oldmachinepress.com/2018/12/20/hughes-xf-11-photo-reconnaissance-aircraft/https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no2-top.jpgHughes XF-11 no2 topTop view of the second XF-11 illustrates the aircraft’s layout, which was similar to that of a Lockheed P-38. However, the XF-11 was a massive aircraft. Note that the rear of the fixed canopy has been removed. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no2-top-rear.jpgHughes XF-11 no2 top rearThe trailing edge of the XF-11’s wing had a flap between the tail booms. Long flaps extended from the outer side of the tail booms almost to the wing tips. Note the relatively small ailerons at the wing tips. The wing spoilers are visible just in front of the outer flaps. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no2-front.jpgHughes XF-11 no2 frontWith the exception of its propellers, the second XF-11 was essentially the same as the first aircraft. The bulges on the nacelles under the wings were the exhaust outlets for the inner turbosuperchargers. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no2-flight.jpgHughes XF-11 no2 flightThe second XF-11 on an early test flight. The aircraft was later fitted with spinners. Note the turbosupercharger’s exhaust just under the wing and the oil cooler’s air exit at the end of the scoop. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no2-1948.jpgHughes XF-11 no2 1948The second XF-11 sometime in 1948 with the revised (red stripe) Air Force insignia. The aircraft has recently taken off and the very large nose gear doors are just closing. Note the underwing pylons. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no1-taxi.jpgHughes XF-11 no1 taxiHoward Hughes taxies the first XF-11 out for its first and last flight. The nose of the aircraft accommodated a variety of camera equipment. Note the cowl flaps and the large scoops under the engine nacelles. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no1-front.jpgHughes XF-11 no1 frontThe Hughes XF-11 was an impressive and powerful aircraft intended for the photo-reconnaissance role. The eight-blade, contra-rotating propellers were over 15 ft (4.6 m) in diameter. Note the deployed flaps between the tail booms. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no1-first-flight.jpgHughes XF-11 no1 first flightOne of the very few images of the first XF-11 in flight as it takes off from Hughes Airport in Culver City, California on 7 July 1946. Note the rural background that is now completely developed. (UNLV Libraries image)https://oldmachinepress.com/wp-content/uploads/2018/12/Hughes-XF-11-no1-cockpit-crash.jpgHughes XF-11 no1 cockpit crashThe cockpit of the crashed XF-11 illustrates how lucky Hughes was to have survived. Hughes crawled out through the melted Plexiglas and was aided by residents who had witnessed the crash. Note the armored seat. The XF-11 had 350 lb (159 kg) of cockpit armor and self-sealing fuel tanks. (UNLV Libraries image)2019-10-24T04:58:29+00:00monthlyhttps://oldmachinepress.com/2019/01/05/thomas-leyland-x-8-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2019/01/Thomas-X-8-engine-1.jpgThomas X-8 engineThe Thomas (Leyland) X-8 engine was made from aluminum and had many interesting features. At the rear of the engine, the handle is attached to a dynamo for starting. Just above the dynamo is the crankshaft-driven water pump. The engine’s carburetors are mounted on either side of the water pump. Note the integral passageways leading from the carburetor to the cylinders. The oil sump tank is positioned in the lower engine Vee.https://oldmachinepress.com/wp-content/uploads/2019/01/Thomas-X-8-drawing.jpgThomas X-8 drawingPatent drawing of the X-8’s crankshaft with its inline crankpins. The water pump (4) housed the crankshaft-driven impeller (9). Water was pumped through an inlet (11), through a passageway (10), and into the pipe built-up in the hollow crankshaft. The water then flowed through the propeller shaft (36) to cool oil in an adjacent passageway (45).https://oldmachinepress.com/wp-content/uploads/2019/01/Thomas-leaf-spring-valves.jpgThomas leaf spring valvesWhile not of the X-8 engine, this drawing does depict the leaf spring valves, similar to the setup used in the X-8 engine. The leaf spring (5) held the valves (3 and 4) closed. Lobes (11) on the camshaft (12) acted on the rockers (9 and 10) to open the valves. The leaf spring mount (8) could move up and down to add tension on the closed valve for a tighter seal.https://oldmachinepress.com/wp-content/uploads/2019/01/Parry-Thomas-at-Brooklands-Getty.jpgParry Thomas at Brooklands GettyThomas behind the wheel of his Leyland-Thomas racer at Brooklands on 4 October 1926. (Getty image)2019-10-24T04:57:20+00:00monthlyhttps://oldmachinepress.com/2019/02/20/daimler-mercedes-d-vi-w-18-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2019/01/mercedes-d.vi-3.jpgmercedes d.vi (3)Front view of the D VI illustrates the water pump mounted directly in front of the center cylinder bank. Note the direct drive crankshaft. (Evžen Všetečka image via www.aircraftengine.cz)https://oldmachinepress.com/wp-content/uploads/2019/01/mercedes-d.vi-2.jpgmercedes d.vi (2)The preserved Daimler-Mercedes D VI W-18 engine. The individual cylinders on each bank were linked by a common overhead camshaft housing. Note the water-jacketed copper intake manifolds. (Evžen Všetečka image via www.aircraftengine.cz)https://oldmachinepress.com/wp-content/uploads/2019/01/mercedes-d.vi-1.jpgmercedes d.vi (1)The D VI engine had mounts cast integral with the upper crankcase, but the engine was never installed in any aircraft. Note the pedestal pads onto which the cylinders were mounted. (Evžen Všetečka image via www.aircraftengine.cz)https://oldmachinepress.com/wp-content/uploads/2019/01/daimler-mercedes-d-vi-back.jpgdaimler-mercedes d vi backRear view of the D VI shows the engine’s induction stemming from the lower crankcase housing and feeding into the three carburetors. 2019-10-24T04:52:00+00:00monthlyhttps://oldmachinepress.com/2019/03/20/lwf-model-h-owl-mail-plane-bomber/https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-crash-1921.jpgLWF H Owl crash 1921The Owl on its nose in the marshlands just short of the runway at Langley Field on 3 June 1921. The nose-over kept the tail out of the water and probably prevented more damage than if the tail had been submerged.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-crash-1920.jpgLWF H Owl crash 1920The Model H was heavily damaged following the loss of aileron control and subsequent hard landing on 30 May 1920. However, the booms, central nacelle, and tail suffered little damage.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-bolling-1923.jpgLWF H Owl Bolling 1923The Owl on display at Bolling Field in September 1923. Note the windscreen protruding in front of the cockpit. The large aircraft dwarfed all others at the display.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-rear.jpgLWF H Owl rearIn the original configuration, the Owl’s cockpit was just behind the trailing edge of the wing, and visibility was rather poor. Note the aircraft’s two horizontal stabilizers and three rudders. The smooth surface finish of the booms is well illustrated.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-rear-1923.jpgLWF H Owl rear 1923The new cockpit position just behind the engine can be seen in this rear view of the updated Owl. In addition, the gunner’s position is visible at the rear of the central nacelle.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-nose.jpgLWF H Owl noseThe LWF Model H Owl in its original configuration with six main wheels. The engine on the central nacelle has a spinner, a single service platform, and a separate radiator. Note the numerous drag inducing struts and braces for the wings, nacelle, and booms.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-nose-1923.jpgLWF H Owl nose 1923The Owl in its final configuration with four main wheels. On the central nacelle, note the new radiator, lack of a spinner, service platforms on both sides of the engine, and the opening for the bombsight under the nacelle. A bomb shackle is installed under the wing on the aircraft’s centerline.https://oldmachinepress.com/wp-content/uploads/2019/02/lwf-h-owl-in-flight.jpgLWF H Owl in flightThe Owl was a somewhat sluggish flier and reportedly underpowered. However, its flight characteristics were manageable. It was the largest aircraft in the United States at the time.2019-10-24T04:48:58+00:00monthlyhttps://oldmachinepress.com/2019/05/05/iam-m-44-v-12-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2019/04/tupolev-tb-6-12m-34frn-1.jpgTupolev TB-6 12M-34FRNWith the M-44 cancelled, the 12-engine TB-6 12M-34FRN was designed to preserve the aircraft’s capabilities with reliable engines. However, one would question the practicality of such an aircraft. Note the set of tandem engines that was placed above each wing.https://oldmachinepress.com/wp-content/uploads/2019/04/tupolev-tb-6-6m-44-side.jpgTupolev TB-6 6M-44 sideThis rear view of the TB-6 6M-44 illustrates the tandem engines mounted above the fuselage.https://oldmachinepress.com/wp-content/uploads/2019/04/iam-m-44-sectional-view.jpgIAM M-44 sectional viewSectional drawing of the IAM M-44 reveals some of the engine’s inner workings. The design was fairly conventional, just extremely large. Unfortunately, no images or other drawings of the engine have been found.https://oldmachinepress.com/wp-content/uploads/2019/04/tupolev-tb-6-6m-44-top.jpgTupolev TB-6 6M-44 topModel of the Tupolev TB-6 6M-44 with its six M-44 engines. Gunner stations are seen outside of the outer engines and in the wing’s trailing edge.2023-05-14T19:06:23+00:00monthlyhttps://oldmachinepress.com/2019/06/05/blue-bird-lsr-part-2-napier-campbell-1927-1929/https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-1927-m-d-campbell.jpgNapier-Campbell 1927 M-D CampbellMalcolm Campbell sits in the cockpit of the newly-completed Napier-Campbell as a serious-looking Donald prepares for his own record-braking future.https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1929.jpgNapier-Campbell Blue Bird 1929The Napier-Campbell with its third body fresh out of the Arrol-Aster shop. Note the revised wheel fairings, cockpit, and tail fin. The “bird cage” radiator opening was soon revised. The lettering on the tail reads “Napier-Arrol-Aster.”https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1929-r-f.jpgNapier-Campbell Blue Bird 1929 r-fViews of the Napier-Arrol-Aster Blue Bird before (left) and after (right) its adventure at Verneuk Pan. Note the then flag of South African on the car’s nose and the revised radiator opening, which has been damaged. Pictures from Verneuk Pan show the smaller opening undamaged. Most likely, the thin aluminum nose was damaged while the car was on tour in South Africa. The rod protruding from the nose was used as a sight while at speed on the large open lake bed. https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1928-villa.jpgNapier-Campbell Blue Bird 1928 VillaLeo Villa, Malcolm Campbell, and the Napier-Campbell racer on the beach at Daytona. The sliding side of the cockpit can be seen in the down position. Note the Blue Bird logo on the car’s nose.https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1928-getty.jpgNapier-Campbell Blue Bird 1928 GettyCampbell demonstrating the Napier-Campbell at Brooklands on 9 April 1928, after returning from Daytona Beach. The front wheel fairings are installed, as is the smaller tail fin. Note the space under the cowling between the new updated Lion engine and the car’s new body.https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1928-daytona.jpgNapier-Campbell Blue Bird 1928 DaytonaThe Napier-Campbell Blue Bird at Daytona Beach. The angle gives a good view of the two surface radiators on each side of the car, the rear wheel fairings, and the steering links. The front wheel fairings are not installed.https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1927-pendine-record.jpgNapier-Campbell Blue Bird 1927 Pendine RecordCampbell running at Pendine Sands in late January or early February 1927. The Napier-Campbell now has louvers on the cowling, a larger windscreen, wind deflectors by the cockpit, and vents on both sides of the tail. Note the single exhaust stack for the center bank protruding from the bulge in the cowling. Another stack is located on the other side of the car.https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1927-pendine-early.jpgNapier-Campbell Blue Bird 1927 Pendine earlyThe Napier-Campbell at Pendine Sands in early January 1927. The engine cowling has no louvers. A small windscreen sits ahead of the cockpit, and there are no wind deflectors by the cockpit sides. Note the water on the sand.https://oldmachinepress.com/wp-content/uploads/2019/05/napier-campbell-blue-bird-1927-no-body.jpgNapier-Campbell Blue Bird 1927 no bodyView of the bodyless Napier-Campbell Blue Bird at Pendine Sands. Note the exhaust manifold for the center cylinder bank, the coolant (water) tank above the steering column, the size of the gearbox, and the oil and fuel tanks behind the rear axle.2019-10-24T04:43:28+00:00monthlyhttps://oldmachinepress.com/2019/06/20/blue-bird-lsr-car-part-3-campbell-napier-railton-1931-1932/https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-malcolm-1931.jpgCampbell-Napier-Railton Blue Bird Malcolm 1931Malcolm Campbell in the newly completed Campbell-Napier-Railton Blue Bird in January 1931. The car was powered by a 1,450 hp (1,010 kW) Napier Lion VIID W-12 engine.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-brooklands-track-1931.jpgCampbell-Napier-Railton Blue Bird Brooklands track 1931Campbell demonstrates the Blue Bird at Brooklands on 24 May 1931. Note that the disc covering the rear wheel has been removed. The exhaust ports for the upper and left cylinder banks of the Napier Lion are visible.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-brooklands-side-1932.jpgCampbell-Napier-Railton Blue Bird Brooklands side 1932Campbell sits in the Campbell-Napier-Railton Blue Bird at Brookland on 28 March 1932. The revised nose was somewhat sleeker and well-matched with the rest of the large car’s aerodynamic body. Note the Thomson & Taylor sign in the background. https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-brooklands-1932.jpgCampbell-Napier-Railton Blue Bird Brooklands 1932https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-daytona-pier-1931.jpgCampbell-Napier-Railton Blue Bird Daytona Pier 1931Again in 1931, the cowl-mounted tachometer has been removed and covered. Note the opening between the radiator housing and the car’s body. The Daytona Beach pier is in the background, as is the Austin that Campbell drove to a Class H (under 750 cc / 45 cu in) record of 94.031 mph on 6 February 1931. https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-daytona-beach-1931.jpgCampbell-Napier-Railton Blue Bird Daytona Beach 1931Campbell sits in the Blue Bird on Daytona Beach in 1931. Note the cowl-mounted tachometer just in front of the engine. The aircraft in the background was hired by Campbell to fly Leo Villa from the start of the course to the turnaround after the first run. As the event played out, Villa watched the Blue Bird on the return run from the aircraft since Campbell did not stop between runs.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-daytona-1932.jpgCampbell-Napier-Railton Blue Bird Daytona 1932Campbell and the Blue Bird rocket north along Daytona Beach on 24 February 1932. The revised nose was somewhat sleeker and well-matched with the rest of the large car’s aerodynamic body.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-build-rear-1931.jpgCampbell-Napier-Railton Blue Bird build rear 1931The body panels of the Campbell-Napier-Railton were removable, except for the tail fin. A screw jack can be seen supporting the car. Note the “Napier-Campbell” lettering on the fin.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-napier-railton-blue-bird-build-1930.jpgCampbell-Napier-Railton Blue Bird build 1930The Campbell-Napier-Railton being built in the Thomson & Taylor shop at Brooklands. Note the offset of the gearbox and driveshaft. From left to right are Ken Thomson, Malcolm Campbell, Reid Railton, Ken Taylor, and Leo Villa.2019-10-24T04:42:29+00:00monthlyhttps://oldmachinepress.com/2019/07/05/blue-bird-lsr-car-part-4-campbell-railton-rolls-royce-1933-1935/https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1933-rear.jpgCampbell-Railton-R-R 1933 rearMalcolm Campbell in the Blue Bird’s cockpit. The right-side exit for the radiator cooling air is visible in front of the engine.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1933-no-body.jpgCampbell-Railton-R-R 1933 no bodyWith the Rolls-Royce R engine fitted, the chassis of the Campbell-Railton-Rolls-Royce Blue Bird is shown nearly completed in December 1932. It was fundamentally the same as when powered by the Napier Lion. Note the new coolant tank (just forward of the engine) shaped to fill up the empty space in the car’s body.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1933-malcolm-donald.jpgCampbell-Railton-R-R 1933 Malcolm DonaldMalcolm Campbell and his son Donald pose next to the completed Blue Bird on 9 January 1933. Note the car’s new nose and the cowling humps for the engine’s cylinder banks. The intake for the engine stuck out prominently from above the radiator.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1933-donald.jpgCampbell-Railton-R-R 1933 DonaldDonald Campbell in the Blue Bird’s cockpit. The lettering “Campbell Special” can be seen above the Union Jack. Note the screw jack mounting point by the left rear tire. https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1933-daytona.jpgCampbell-Railton-R-R 1933 DaytonaThe Blue Bird arriving at Daytona Beach in 1933. The jack screws are installed. Campbell’s crew is behind the engine and in while coveralls. From left to right are Harry Leech, Steve MacDonald (Dunlap), Alf Poyser (Rolls-Royce), and Leo Villa.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-2013-national-motor-museum.jpgCampbell-Railton-R-R 2013 National Motor MuseumThe restored Blue Bird at the British National Motor Museum at Beaulieu in 2013. Note the original engine intake, not the extended version used at Bonneville.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1935-scottish-motor-show.jpgCampbell-Railton-R-R 1935 Scottish Motor ShowAfter setting the record at 301.129 mph (484.620 km/h), the Blue Bird was displayed in various locations. Seen here at the Scottish Motor Show in Glasgow in November 1935, the car is in the same condition as when it left the Bonneville Salt Flats. Note the extended engine intake and the front left body damage from the burst tire. The radiator slot is closed, and a Rolls-Royce R engine is in the background. https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1935-debut.jpgCampbell-Railton-R-R 1935 debutThe newly completed Blue Bird making its debut on 9 January 1935. The car’s streamlining was much improved. Note the relative positions of the cooling-air exit slot and the engine’s intake—this would later result in turbulent airflow into the intake. The right air brake can be seen behind the double-rear tires.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1935-debut-front.jpgCampbell-Railton-R-R 1935 debut frontFront view of the Blue Bird illustrates the car’s reworked lines. The radiator intake slot is open, and its shutter door can be seen below the opening.https://oldmachinepress.com/wp-content/uploads/2019/06/campbell-railton-r-r-1935-daytona.jpgCampbell-Railton-R-R 1935 DaytonaCampbell in the Blue Bird speeding along Daytona Beach on 7 March 1935. The thick, black line of diesel oil marked the center of the course.2019-10-24T04:41:23+00:00monthlyhttps://oldmachinepress.com/2019/08/20/fairbanks-morse-diamond-opposed-piston-marine-engine/https://oldmachinepress.com/wp-content/uploads/2019/08/fairbanks-morse-diamond-stress-test.jpgFairbanks Morse Diamond stress testThe welded crankcase of the Diamond engine undergoing stress tests before final assembly. The crankshafts and pistons are installed, and the output shaft is visible just below the engine’s center. Note the mounting pads at the top of the engine for the two centrifugal blowers. The blowers fed air into the center of the engine via the two large holes. (Fairbanks Morse image)https://oldmachinepress.com/wp-content/uploads/2019/08/fairbanks-morse-diamond-sectional.jpgFairbanks Morse Diamond sectionalSectional drawing of the Fairbanks Morse Diamond engine shows the arrangement of its four crankshafts and opposed-piston cylinders. The output shaft is drawn with a six-hole flange and is just below the center of the engine. (Fairbanks Morse image)https://oldmachinepress.com/wp-content/uploads/2019/08/fairbanks-morse-38e-5.25.jpgFairbanks Morse 38E 5.25The Fairbanks Morse 38E5-1/4 had characteristics common to other 38-series opposed-piston engines and was a basis for the 24-cylinder Diamond engine. (Fairbanks Morse image)https://oldmachinepress.com/wp-content/uploads/2019/08/fairbanks-morse-diamond-test-stand.jpgFairbanks Morse Diamond test standThe engine undergoing tests. Note the two centrifugal blowers providing air for scavenging and combustion. (Fairbanks Morse image)2020-08-04T10:40:08+00:00monthlyhttps://oldmachinepress.com/2019/09/20/farman-18t-18-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2019/09/farman-18t-paris-air-show-1932.jpgFarman 18T Paris Air Show 1932The 18T was proudly displayed as part of the Farman exhibit at the Salon de l’Aéronautique in November 1932. Note that the supercharger housing extended above the crankcase, which was otherwise the engine’s highest point.https://oldmachinepress.com/wp-content/uploads/2019/09/farman-18t-paris-air-show-1932-display.jpgFarman 18T Paris Air Show 1932 displayThe display at the air show in Paris announced the 18T’s 1,200 hp (895 kW) continuous rating.https://oldmachinepress.com/wp-content/uploads/2019/09/farman-18t-engine.jpgFarman 18T engineThe Farman 18T was specifically designed for installation in the Bernard flying boat. The unusual 18-cylinder engine had no other known applications.https://oldmachinepress.com/wp-content/uploads/2019/09/bernard-farman-18t-schneider-3-view.jpgBernard - Farman 18T Schneider 3-viewPowered by two 18T engines, the Bernard flying boat racer had an estimated top speed of over 435 mph (700 km/h). This speed was substantially faster than the Supermarine S.6B that won the 1931 Schneider race at 340.08 mph (547.31 km/h), but the estimated specifications of unconventional aircraft often fall short of what is actually achieved.2019-10-24T04:34:24+00:00monthlyhttps://oldmachinepress.com/2014/09/04/r-e-p-fan-semi-radial-engines/https://oldmachinepress.com/wp-content/uploads/2014/09/rep-5-cylinder-type-d.jpgREP 5-cylinder Type DREP 5-cylinder Type Dhttps://oldmachinepress.com/wp-content/uploads/2014/09/rep-1-with-7-cylinder-engine.jpgREP 1 with 7-cylinder engineREP 1 with 7-cylinder enginehttps://oldmachinepress.com/wp-content/uploads/2014/09/vickers-rep-in-antarctica.jpgVickers REP in AntarcticaVickers REP in Antarcticahttps://oldmachinepress.com/wp-content/uploads/2014/09/rep-10-cylinder-side.jpgREP 10-cylinder sideREP 10-cylinder sidehttps://oldmachinepress.com/wp-content/uploads/2014/09/rep-10-cylinder-back.jpgREP 10-cylinder backREP 10-cylinder backhttps://oldmachinepress.com/wp-content/uploads/2014/09/rep-7-cylinder.jpgREP 7-cylinderREP 7-cylinderhttps://oldmachinepress.com/wp-content/uploads/2014/09/rep-7-cylinder-section.jpgREP 7-cylinder sectionREP 7-cylinder section2019-10-24T04:31:13+00:00monthlyhttps://oldmachinepress.com/2015/08/31/reggiane-re-101-to-re-105-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-105-rc100-and-h-243.jpgReggiane Re 105 RC100 and H-24Top—rear and top views of the Re 105 RC100 engine. Note the two-stage supercharger arrangement. The outline around the front of the engine was for a proposed long gear reduction that added 6 in (.15 m) to the engine's length. Bottom—front and side views of the H-24 engine. Note the crankshafts rotated counterclockwise (when viewed from the rear), just like the Re 103 and Re 105 engines. However, the propeller shaft rotated clockwise.https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-103-april-1942.jpgReggiane Re 103 April 1942Picture of the Re 103 engine from April 1942 before spark plug wires and fuel lines have been added.https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-103-3-view.jpgReggiane Re 103 3-viewUndated three-view drawing of the Re 103 RC50 I engine. Note that its listed as "18 Cilindri a M" referring to an M-18 engine configuration.https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-2005.jpgReggiane RE 2005The Reggiane RE 2005 fighter was a potential candidate to be powered by the Re 103 engine. Only about 48 examples of the aircraft were built, and they were powered by the 1,475 hp (1,100 kW) FIAT RA 1050 RC58 I (licensed built Daimler-Benz DB 605).https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-103-right-side-1943.jpgReggiane Re 103 right side 1943The complete Reggiane Re 103 RC50 I engine in October 1943. The 18-cylinder engine produced 1,740 hp (1,298 kW) for takeoff.https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-103-left-side-1943.jpgReggiane Re 103 left side 1943Left side of the Re 103 engine displaying the supercharger mounted in a very similar manor to that on the DB 600 series engines.https://oldmachinepress.com/wp-content/uploads/2015/08/reggiane-re-103-front-back-1943.jpgReggiane Re 103 front-back 1943Front and rear of the Re 103 engine. On the front view, note how the intake manifold feeds the individual cylinder banks. On the rear image, note the fuel injector distribution pump and the various lines leading to each cylinder.2025-12-02T01:31:05+00:00monthlyhttps://oldmachinepress.com/2018/09/05/packard-x-2775-24-cylinder-aircraft-engine/https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-nasm-left1.jpgPackard X-2775 NASM leftThe first X-2775 engine was reworked with a propeller gear reduction, new cylinders, new valve housings, and a new induction system. This engine was installed in the Williams Mercury Racer. (NASM image)https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-nasm-front1.jpgPackard X-2775 NASM frontThe revised X-2775 took advantage of ram-air induction. Intakes directly behind the Williams Mercury Racer’s spinner fed air into manifolds at the base of the cylinder Vees. Note the spark plugs on both sides of the cylinders. (NASM image)https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-nasm-top1.jpgPackard X-2775 NASM topTop view of the X-2775 illustrates the two sets of two carburetors, with each carburetor attached to a manifold for three cylinders. The intake manifold can be seen running under the carburetors. (NASM image)https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-front-and-back.jpgPackard X-2775 front and backFront and rear views of the original X-2775 illustrate that the engine was narrow but rather tall. The ring around the propeller shaft was a fixed attachment point for the engine cowling. https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-section.jpgPackard X-2775 sectionSectional view of the X-2775 engine. The engine mount is depicted on the left, and the landing gear or float mount is on the right. Note the spark plug position. The revised engine had provisions for four spark plugs—two on each side of the cylinder.https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-no-2-supercharged.jpgPackard X-2775 no 2 superchargedThe second X-2775 incorporated a Roots-type supercharger driven from the propeller shaft. Difficulty was encountered with fuel metering since the carburetors were positioned on the pressure side of the supercharger. The supercharged engine was never installed in an aircraft.https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-manifold-and-valve-spring.jpgPackard X-2775 manifold and valve springUpper image is the valve port arrangement that was integral with the valve and camshaft housing. The drawing includes the ports to circulate hot exhaust gases around the intake manifold to ensure fuel vaporization. The lower image is the unique valve spring arrangement designed by Lionel Woolson. Helically-twisted guides (left) held the seven small springs (center) to make the complete spring set (right). https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-front.jpgPackard X-2775 frontThe original Packard X-2775 (1A-2775) was a direct-drive engine installed in the Kirkham-Williams Racer. A housing extended the propeller shaft to better streamline the engine. Two mounting pads were integral with the crankcase, and a third was part of the timing gear cover at the rear of the engine. Note the vertical intake in the center of the upper Vee.https://oldmachinepress.com/wp-content/uploads/2018/09/packard-x-2775-case-drive-rod-crank.jpgPackard X-2775 case drive rod crankThe X-2775’s hexagonal, barrel-type crankcase, timing gear drive and housing, connecting rods, and crankshaft. Note the walls inside of the crankcase, and the crankshaft’s large cheeks that acted as main journals. 2020-05-16T00:35:52+00:00monthlyhttps://oldmachinepress.com/wanted/2019-03-02T17:41:44+00:00weekly0.6https://oldmachinepress.com/2018/11/12/studebakers-xh-9350-and-their-involvement-with-other-aircraft-engines/https://oldmachinepress.com/wp-content/uploads/2018/11/studebaker-xh-9350-sample-3.jpgStudebaker XH-9350 Sample 3https://oldmachinepress.com/wp-content/uploads/2018/11/studebaker-xh-9350-final-front-cover-sm.jpgStudebaker XH-9350 Final front cover smhttps://oldmachinepress.com/wp-content/uploads/2018/10/studebaker-xh-9350-sample-2.jpgStudebaker XH-9350 Sample 2https://oldmachinepress.com/wp-content/uploads/2018/10/studebaker-xh-9350-sample-1.jpgStudebaker XH-9350 Sample 12019-01-22T23:31:04+00:00monthlyhttps://oldmachinepress.com/2012/08/29/duesenberg-aircraft-engines-a-technical-description/https://oldmachinepress.com/wp-content/uploads/2012/08/duesenberg-motors-new-york-aero-show.jpgDuesenberg Motors New York Aero ShowA recently discovered image of the Duesenberg Motors Corporation display at the New York Aeronautical Exhibition, held in Madison Square Garden from 1 to 15 March 1919. From left to right is a complete King-Bugatti U-16 engine built by Duesenberg, the Duesenberg Model H V-16 engine with gear reduction, the sixteen-valve four-cylinder Duesenberg engine with gear reduction, and a partially assembled King-Bugatti engine.https://oldmachinepress.com/wp-content/uploads/2012/08/duesenberg-aircraft-engines-sample-3.jpgDuesenberg Aircraft Engines sample 3https://oldmachinepress.com/wp-content/uploads/2012/08/duesenberg-aircraft-engines-sample-2.jpgDuesenberg Aircraft Engines sample 2https://oldmachinepress.com/wp-content/uploads/2012/08/duesenberg-aircraft-engines-sample-1.jpgDuesenberg Aircraft Engines sample 1https://oldmachinepress.com/wp-content/uploads/2012/08/duesenberg-aircraft-engines.jpgDuesenberg Aircraft Engines2018-10-28T04:39:14+00:00monthlyhttps://oldmachinepress.com/books/2018-10-28T03:05:31+00:00weekly0.6https://oldmachinepress.com/stationary-engines/2017-04-03T20:55:15+00:00weekly0.6https://oldmachinepress.com/contact/2017-01-30T17:41:15+00:00weekly0.6https://oldmachinepress.com/mywot5b691ca534bcd57dc631-html/2017-01-18T20:06:58+00:00weekly0.6https://oldmachinepress.com/rail/2016-11-04T02:30:59+00:00weekly0.6https://oldmachinepress.com/aircraft-post-world-war-ii/2016-11-04T01:51:01+00:00weekly0.6https://oldmachinepress.com/rotorcraft/2016-11-04T01:48:46+00:00weekly0.6https://oldmachinepress.com/marine/2016-11-04T01:48:33+00:00weekly0.6https://oldmachinepress.com/diesel-engines/2016-11-04T01:48:20+00:00weekly0.6https://oldmachinepress.com/automotive/2016-11-04T01:48:10+00:00weekly0.6https://oldmachinepress.com/aircraft-world-war-ii/2016-11-04T01:48:01+00:00weekly0.6https://oldmachinepress.com/aircraft-through-world-war-i/2016-11-04T01:47:50+00:00weekly0.6https://oldmachinepress.com/aircraft-between-the-wars/2016-11-04T01:47:41+00:00weekly0.6https://oldmachinepress.com/aircraft-engines-world-war-ii/2016-11-04T01:47:31+00:00weekly0.6https://oldmachinepress.com/aircraft-engines-through-world-war-i/2016-11-04T01:47:21+00:00weekly0.6https://oldmachinepress.com/aircraft-engines-post-world-war-ii/2016-11-04T01:47:11+00:00weekly0.6https://oldmachinepress.com/aircraft-engines-between-the-wars/2016-11-04T01:46:59+00:00weekly0.6https://oldmachinepress.com/aircraft-engines/2016-11-04T01:46:49+00:00weekly0.6https://oldmachinepress.com/air-racing-and-records/2016-11-04T01:46:39+00:00weekly0.6https://oldmachinepress.com/aircraft/2016-11-04T01:39:48+00:00weekly0.6https://oldmachinepress.com/2015/06/28/air-racing-was-like-this-by-roscoe-turner/https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-gilmore-lockheed-w-w-44-19321.jpgRoscoe Turner Gilmore Lockheed W-W 44 1932Turner poses with his Gilmore Oil Company sponsored Lockheed Air Express (NR3057) and Wedell-Williams Model 44 (Race 121, NR61Y) racer in 1932. At the time, the Model 44 had its original 535 hp (399 kW) Pratt & Whitney R-985 Wasp Jr engine. A replica of the racer is at the Wedell-Williams Aviation and Cypress Sawmill Museum in Patterson, Louisiana.https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-wedell-williams-44-1933.jpgRoscoe Turner Wedell-Williams 44 1933Roscoe Turner Wedell-Williams 44 1933https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-gilmore-1930.jpgRoscoe Turner Gilmore 1930Roscoe Turner Gilmore 1930https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-boeing-247-1934.jpgRoscoe Turner Boeing 247 1934Roscoe Turner Boeing 247 1934https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner.jpgRoscoe TurnerRoscoe Turnerhttps://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-turner-laird-1938.jpgRoscoe Turner Turner-Laird 1938Roscoe Turner Turner-Laird 1938https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-lockheed-vega-1929.jpgRoscoe Turner Lockheed Vega 1929Roscoe Turner Lockheed Vega 1929https://oldmachinepress.com/wp-content/uploads/2015/06/roscoe-turner-howard-bendix-1933.jpgRoscoe Turner Howard Bendix 1933Roscoe Turner Howard Bendix 19332019-08-04T20:05:59+00:00monthlyhttps://oldmachinepress.com/2013/01/02/inside-the-cylinder-of-a-diesel-engine-by-harry-ricardo/https://oldmachinepress.com/wp-content/uploads/2012/12/bosch-diesel-combustion-1-ubk-15615.jpgBosch Diesel Combustion 1-UBK-15615Fuel being burnt as it is injected into a diesel cylinder. (Bosch image)https://oldmachinepress.com/wp-content/uploads/2012/12/diesel-combustion-sequence.jpgDiesel Combustion SequenceView of a diesel combustion chamber showing the combustion sequence (ASOC: After Start of Combustion).https://oldmachinepress.com/wp-content/uploads/2012/12/sir-harry-ricardo-1955.jpgSir Harry Ricardo 1955Sir Harry Ricardo as seen in 1955 at age 70.2018-09-06T04:18:44+00:00monthlyhttps://oldmachinepress.com/articles/2013-02-20T22:11:55+00:00weekly0.6https://oldmachinepress.comdaily1.02026-03-15T22:05:01+00:00