Rotary engine - Revision history

Red marquis at 16:13, 25 December 2010

2010-12-25T16:13:46Z

← Older revision		Revision as of 16:13, 25 December 2010
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	* [[Nutating disc engine]]		* [[Nutating disc engine]]
	* [[Wankel engine\|Wankel rotary engine]]		* [[Wankel engine\|Wankel rotary engine]]

			{{Piston engine configurations}}

	==External links==		==External links==
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	*[http://www.youtube.com/watch?v=RaWwgQDrGMw&feature=related Video of 1909 Gnome Omega Engine - Run April 2009]		*[http://www.youtube.com/watch?v=RaWwgQDrGMw&feature=related Video of 1909 Gnome Omega Engine - Run April 2009]
	*[http://www.saintjohn.nbcc.nb.ca/~Heritage/bricklin/Rotary.htm Bricklin-Turner Rotary Vee Engine]		*[http://www.saintjohn.nbcc.nb.ca/~Heritage/bricklin/Rotary.htm Bricklin-Turner Rotary Vee Engine]

	~~{{Piston engine configurations}}~~

	[[Category:Engine technology]]		[[Category:Engine technology]]
	[[Category:Piston engine configurations]]		[[Category:Piston engine configurations]]
	[[Category:Engines]]		[[Category:Engines]]

Red marquis: /* External links */

2009-08-22T00:56:52Z

External links

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	[[Category:Engine technology]]		[[Category:Engine technology]]
	[[Category:Piston engine configurations]]		[[Category:Piston engine configurations]]
			[[Category:Engines]]

Red marquis: /* See also */

2009-08-05T10:22:49Z

Red marquis: /* Use in cars and motorcycles */

2009-08-05T10:21:24Z

Use in cars and motorcycles

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	<!-- Please actually READ the article before editing this section. This is NOT about the pistonless [[Wankel]] engine used in [[Mazda]] cars. -->		<!-- Please actually READ the article before editing this section. This is NOT about the pistonless [[Wankel]] engine used in [[Mazda]] cars. -->

	Although rotary engines were mostly used in aircraft, a few cars and motorcycles were built with rotary engines. The most famous motorcycle (probably because of winning many races) is the [[Megola]], which had a rotary engine inside the front wheel. Another motorcycle with a rotary engine was [[Charles ~~Benjamin~~ Redrup~~\|Charles Redrup]]~~'s 1912 [[Redrup Radial]], which was a three-cylinder 303cc rotary engine fitted to a number of motor-cycles by Redrup.		Although rotary engines were mostly used in aircraft, a few cars and motorcycles were built with rotary engines. The most famous motorcycle (probably because of winning many races) is the Megola, which had a rotary engine inside the front wheel. Another motorcycle with a rotary engine was Charles Redrup's 1912 Redrup Radial, which was a three-cylinder 303cc rotary engine fitted to a number of motor-cycles by Redrup.

	In 1904 the [[Barry engine]], also designed by Redrup, was built in Wales: a rotating 2-cylinder boxer engine weighing 6.5 kg<ref name="Barry">{{cite web\|url=http://www.fairdiesel.co.uk/Redrup.html \| title = Charles Benjamin Redrup\| accessdate=2008-04-11}}</ref> was mounted inside a motorcycle frame.		In 1904 the Barry engine, also designed by Redrup, was built in Wales: a rotating 2-cylinder boxer engine weighing 6.5 kg<ref name="Barry">{{cite web\|url=http://www.fairdiesel.co.uk/Redrup.html \| title = Charles Benjamin Redrup\| accessdate=2008-04-11}}</ref> was mounted inside a motorcycle frame.

	In the 1940s [[Cyril Pullin]] developed the [[Powerwheel]], a wheel with a rotating [[single cylinder engine\|one-cylinder engine]], [[clutch]] and [[drum brake]] inside the hub, but it never entered production.		In the 1940s Cyril Pullin developed the Powerwheel, a wheel with a rotating [[single cylinder engine\|one-cylinder engine]], [[clutch]] and [[drum brake]] inside the hub, but it never entered production.

	Cars with rotary engines were built by American companies [[Adams-Farwell]], [[~~Bailey (car)\|~~Bailey]], [[Balzer]] and [[Intrepid]], amongst others.		Cars with rotary engines were built by American companies [[Adams-Farwell]], [[Bailey]], [[Balzer]] and [[Intrepid]], amongst others.

	==Other rotary engines==		==Other rotary engines==

Red marquis: /* Postwar */

2009-08-05T10:18:59Z

Postwar

← Older revision		Revision as of 10:18, 5 August 2009
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	==Postwar==		==Postwar==

	By the time the war ended, the rotary engine had become obsolete, and it disappeared from use quite quickly. The British Royal Air Force probably used rotary engines for longer than most other operators - the RAF's standard post-war fighter, the Sopwith Snipe, used the [[Bentley BR2]] rotary, and the standard trainer, the Avro 504K, had a universal mounting to allow the use of several different types of low powered rotary, of which there was a large surplus supply. However, the cheapness of war-surplus engines had to be balanced against their poor [[fuel efficiency]] and the operating expense of their total loss lubrication system.		By the time the war ended, the rotary engine had become obsolete, and it disappeared from use quite quickly. The British Royal Air Force probably used rotary engines for longer than most other operators - the RAF's standard post-war fighter, the Sopwith Snipe, used the Bentley BR2 rotary, and the standard trainer, the Avro 504K, had a universal mounting to allow the use of several different types of low powered rotary, of which there was a large surplus supply. However, the cheapness of war-surplus engines had to be balanced against their poor [[fuel efficiency]] and the operating expense of their total loss lubrication system.

	By the mid-1920s, rotaries had been more or less completely displaced even in British service, largely by the new generation of air-cooled radials.		By the mid-1920s, rotaries had been more or less completely displaced even in British service, largely by the new generation of air-cooled radials.

Red marquis: /* World War I */

2009-08-05T10:18:19Z

World War I

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	The favourable [[power-to-weight ratio]] of the rotaries was their greatest advantage. While larger, heavier aircraft relied almost exclusively on conventional in-line engines, many fighter aircraft designers preferred rotaries right up to the end of the war.		The favourable [[power-to-weight ratio]] of the rotaries was their greatest advantage. While larger, heavier aircraft relied almost exclusively on conventional in-line engines, many fighter aircraft designers preferred rotaries right up to the end of the war.

	Rotaries had a number of disadvantages, notably very high fuel consumption, partially because the engine was typically run at full throttle, and also because the valve timing was often less than ideal. The rotating mass of the engine also made it, in effect, a large [[gyroscope]]. During level flight the effect was not especially apparent, however under turning it was far more pronounced. Due to the direction of the force left-turns required some degree of effort and happened relatively slowly, combined with a tendency to nose-up, while right-turns were almost instantaneous, with a tendency for the nose to drop.<ref name="AEHS">{{cite web \|url=http://www.enginehistory.org/Gnome%20Monosoupape.pdf \|title=Gnome Monosoupape Type N Rotary \|accessdate=2008-05-01 \|last=McCutcheon \|first=Kimble D. \|format=PDF \|publisher=Aircraft Engine Historical Society }}</ref> In some aircraft this could be advantageous in situations such as dogfights while the [[Sopwith Camel]] suffered to such an extent that it required left rudder for both left and right turns and could be extremely hazardous if full power was used over the top of a loop at low airspeeds. Trainee Camel pilots were warned to attempt their first hard right turns only at altitudes above ~~{{convert\|1000\|~~ft~~\|abbr=on}}~~.<ref>{{cite book \| last = Abzug \| first = Malcolm J. \| authorlink = \| coauthors = E. Eugene Larrabee \| title = Airplane Stability and Control \| publisher = Cambridge University Press \| year = 2002 \| location = \| pages = 9 \| url = \| doi = \| id = \| isbn = 0521809924}}</ref>		Rotaries had a number of disadvantages, notably very high fuel consumption, partially because the engine was typically run at full throttle, and also because the valve timing was often less than ideal. The rotating mass of the engine also made it, in effect, a large gyroscope. During level flight the effect was not especially apparent, however under turning it was far more pronounced. Due to the direction of the force left-turns required some degree of effort and happened relatively slowly, combined with a tendency to nose-up, while right-turns were almost instantaneous, with a tendency for the nose to drop.<ref name="AEHS">{{cite web \|url=http://www.enginehistory.org/Gnome%20Monosoupape.pdf \|title=Gnome Monosoupape Type N Rotary \|accessdate=2008-05-01 \|last=McCutcheon \|first=Kimble D. \|format=PDF \|publisher=Aircraft Engine Historical Society }}</ref> In some aircraft this could be advantageous in situations such as dogfights while the Sopwith Camel suffered to such an extent that it required left rudder for both left and right turns and could be extremely hazardous if full power was used over the top of a loop at low airspeeds. Trainee Camel pilots were warned to attempt their first hard right turns only at altitudes above 1,000 ft (300 m).<ref>{{cite book \| last = Abzug \| first = Malcolm J. \| authorlink = \| coauthors = E. Eugene Larrabee \| title = Airplane Stability and Control \| publisher = Cambridge University Press \| year = 2002 \| location = \| pages = 9 \| url = \| doi = \| id = \| isbn = 0521809924}}</ref>

	Even before the First World War attempts were made to overcome the inertia problem of rotary engines. As early as 1906 [[Charles Benjamin Redrup]] had demonstrated to the [[Royal Flying Corps]] at [[Hendon]] a 'Reactionless' engine in which the [[crankshaft]] rotated in one direction and the cylinder block in the opposite direction, each one driving a propeller. A later development of this was the 1914 reactionless 'Hart' engine designed by Redrup in which there was only one propeller connected to the crankshaft, but it rotated in the opposite direction to the cylinder block, thereby largely cancelling out rotational inertia. This proved too complicated for the Air Ministry and Redrup changed the design to a static radial engine which later flew in ~~[[Vickers F.B.12\|~~Vickers F.B.12b]] and ~~[[Vickers~~ F.B.16~~\|F.B.16]]~~ aircraft. <ref>{{cite book \| title = The Knife and Fork Man - The Life and Works of Charles Benjamin Redrup \| author = William Fairney \| publisher = Diesel Publishing \| year = 2007 \| isbn = 978-0-9554455-0-7}}</ref>		Even before the First World War attempts were made to overcome the inertia problem of rotary engines. As early as 1906 Charles Benjamin Redrup had demonstrated to the Royal Flying Corps at Hendon a 'Reactionless' engine in which the [[crankshaft]] rotated in one direction and the cylinder block in the opposite direction, each one driving a propeller. A later development of this was the 1914 reactionless 'Hart' engine designed by Redrup in which there was only one propeller connected to the crankshaft, but it rotated in the opposite direction to the cylinder block, thereby largely cancelling out rotational inertia. This proved too complicated for the Air Ministry and Redrup changed the design to a static radial engine which later flew in Vickers F.B.12b and F.B.16 aircraft. <ref>{{cite book \| title = The Knife and Fork Man - The Life and Works of Charles Benjamin Redrup \| author = William Fairney \| publisher = Diesel Publishing \| year = 2007 \| isbn = 978-0-9554455-0-7}}</ref>

	As the war progressed, aircraft designers demanded ever increasing amounts of power. Inline engines were able to meet this demand by improving their upper rev limits, which meant more power. Improvements in valve timing, ignition systems, and lightweight materials made these higher revs possible, and by the end of the war the average engine had increased from 1,200 rpm to 2,000. The rotary was not able to do the same due to the drag of the rotating cylinders through the air. For instance, if an early-war model of 1,200 rpm increased its revs to only 1,400, the drag on the cylinders increased 36%, as air drag increases with the square of velocity. At lower rpm, drag could simply be ignored, but as the rev count rose, the rotary was putting more and more power into spinning the engine, with less remaining to provide useful thrust through the propeller.		As the war progressed, aircraft designers demanded ever increasing amounts of power. Inline engines were able to meet this demand by improving their upper rev limits, which meant more power. Improvements in valve timing, ignition systems, and lightweight materials made these higher revs possible, and by the end of the war the average engine had increased from 1,200 rpm to 2,000. The rotary was not able to do the same due to the drag of the rotating cylinders through the air. For instance, if an early-war model of 1,200 rpm increased its revs to only 1,400, the drag on the cylinders increased 36%, as air drag increases with the square of velocity. At lower rpm, drag could simply be ignored, but as the rev count rose, the rotary was putting more and more power into spinning the engine, with less remaining to provide useful thrust through the propeller.

	One clever attempt to rescue the design was made by [[Siemens AG]]. The crankcase (with the propeller still fastened directly to the front of it) and cylinders spun counterclockwise at 900 rpm, as seen externally from a "nose on" viewpoint, while the crankshaft and other internal parts spun clockwise at the same speed. This was achieved by the use of bevel gearing at the rear of the crankcase, resulting in the [[Siemens-Halske Sh.III]], running at 1800 rpm with little net torque. It was also apparently the only rotary engine to use a normal carburetor, which could be controlled by a conventional throttle, just as in an in-line engine. Used on the [[Siemens-Schuckert D.IV]] fighter, the new engine created what is considered by many to be the best [[fighter aircraft]] design of the war.		One clever attempt to rescue the design was made by Siemens AG. The crankcase (with the propeller still fastened directly to the front of it) and cylinders spun counterclockwise at 900 rpm, as seen externally from a "nose on" viewpoint, while the crankshaft and other internal parts spun clockwise at the same speed. This was achieved by the use of bevel gearing at the rear of the crankcase, resulting in the Siemens-Halske Sh.III, running at 1800 rpm with little net torque. It was also apparently the only rotary engine to use a normal carburetor, which could be controlled by a conventional throttle, just as in an in-line engine. Used on the Siemens-Schuckert D.IV fighter, the new engine created what is considered by many to be the best fighter aircraft design of the war.

	One new rotary powered aircraft, Fokker's own ~~[[Fokker~~ D.VIII~~\|D.VIII]]~~, was designed at least in part to provide some use for the Oberursel factory's backlog of otherwise redundant ~~{{convert\|~~110\|hp~~\|abbr=on}} [[Oberursel Ur.II\|~~Ur.II]] engines, themselves clones of the [[Le Rhône 9J]] rotary.		One new rotary powered aircraft, Fokker's own D.VIII, was designed at least in part to provide some use for the Oberursel factory's backlog of otherwise redundant 110 hp (82 kW) Ur.II engines, themselves clones of the Le Rhône 9J rotary.

	==Postwar==		==Postwar==

Red marquis: /* Other rotary engines */

2009-08-05T10:14:16Z

Other rotary engines

← Older revision		Revision as of 10:14, 5 August 2009
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	==Other rotary engines==		==Other rotary engines==

	Besides the configuration described in this article with cylinders moving around a fixed crankshaft, several other very different engine designs are also called rotary engines. The most notable [[pistonless rotary engine]], the [[Wankel engine\|Wankel rotary engine]] has also been used in cars (notably by [[NSU Motorenwerke AG\|NSU]] in the [[NSU Ro 80\|Ro80]] and by [[Mazda]] in a variety of cars such as the RX-series which includes the popular [[RX-7]] and [[RX-8]]), as well as in some experimental aviation applications.		Besides the configuration described in this article with cylinders moving around a fixed crankshaft, several other very different engine designs are also called rotary engines. The most notable [[pistonless rotary engine]], the [[Wankel engine\|Wankel rotary engine]] has also been used in cars (notably by [[NSU Motorenwerke AG\|NSU]] in the [[NSU Ro 80\|Ro80]] and by [[Mazda]] in a variety of cars such as the RX-series which includes the popular [[Mazda RX-7\|RX-7]] and [[Mazda RX-8\|RX-8]]), as well as in some experimental aviation applications.

Red marquis: /* Gnôme */

2009-08-05T10:13:32Z

Gnôme

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	===Gnôme===		===Gnôme===

	The Gnôme engine was the work of the three Seguin brothers, Louis, Laurent and Augustin. They were gifted engineers and the grandsons of famous French engineer [[Marc Seguin]]. In 1906 the eldest brother, Louis, had formed the ~~[[Gnome et Rhône\|~~Société des Moteurs Gnôme]] to build [[stationary ~~engine]]s~~ for industrial use, having licensed production of the '''Gnom''' single-cylinder stationary engine from [[Motorenfabrik Oberursel]].		The Gnôme engine was the work of the three Seguin brothers, Louis, Laurent and Augustin. They were gifted engineers and the grandsons of famous French engineer Marc Seguin. In 1906 the eldest brother, Louis, had formed the Société des Moteurs Gnôme to build stationary engines for industrial use, having licensed production of the '''Gnom''' single-cylinder stationary engine from [[Motorenfabrik Oberursel]].

	Louis was joined by his brother Laurent who designed a rotary engine specifically for aircraft use, using '''Gnom''' engine cylinders. The brothers' first experimental engine was a 5-cylinder model which developed 34 hp (25 kW), and which was a radial rather than a rotary. They then turned to rotary engines in the interests of better cooling, and the first production engine, the 7-cylinder, 50 hp (37 kW) "Omega" was shown at the 1908 Paris automobile show. (The Gnôme Omega No.1 still exists, having been acquired and preserved by the late USMS retired Rear Admiral Lauren S. McCready, its last private owner, and is now in the collection of the Smithsonian's National Air and Space Museum.) The Seguins used the highest strength material available - recently developed nickel steel alloy - and kept the weight down by machining components from solid metal; the cylinder wall of a 50 hp Gnôme was only 1.5 mm thick, while the connecting rods were milled with deep central channels to reduce weight. While somewhat low powered in terms of horsepower per litre, its power to weight ratio was an outstanding 1 hp (0.75 kW) per kg.		Louis was joined by his brother Laurent who designed a rotary engine specifically for aircraft use, using '''Gnom''' engine cylinders. The brothers' first experimental engine was a 5-cylinder model which developed 34 hp (25 kW), and which was a radial rather than a rotary. They then turned to rotary engines in the interests of better cooling, and the first production engine, the 7-cylinder, 50 hp (37 kW) "Omega" was shown at the 1908 Paris automobile show. (The Gnôme Omega No.1 still exists, having been acquired and preserved by the late USMS retired Rear Admiral Lauren S. McCready, its last private owner, and is now in the collection of the Smithsonian's National Air and Space Museum.) The Seguins used the highest strength material available - recently developed nickel steel alloy - and kept the weight down by machining components from solid metal; the cylinder wall of a 50 hp Gnôme was only 1.5 mm thick, while the connecting rods were milled with deep central channels to reduce weight. While somewhat low powered in terms of horsepower per litre, its power to weight ratio was an outstanding 1 hp (0.75 kW) per kg.

	The following year, 1909, the inventor [[Roger Ravaud]] fitted one to his ''Aéroscaphe'', a combination [[hydrofoil]]/aircraft, which he entered in the motor boat and aviation contests at Monaco. However, it was [[Henry Farman]]'s use of the Gnôme at the famous Rheims aircraft meet that year which brought it to prominence, when he won the Grand Prix for the greatest non-stop distance flown - 180 kilometres (110 mi) - and also created a world record for endurance flight.		The following year, 1909, the inventor Roger Ravaud fitted one to his ''Aéroscaphe'', a combination hydrofoil/aircraft, which he entered in the motor boat and aviation contests at Monaco. However, it was Henry Farman's use of the Gnôme at the famous Rheims aircraft meet that year which brought it to prominence, when he won the Grand Prix for the greatest non-stop distance flown - 180 kilometres (110 mi) - and also created a world record for endurance flight.

	The very first successful seaplane flight, of [[Henri Fabre]]'s ~~[[Fabre Hydravion\|~~''Le Canard'']], was powered by a Gnôme Omega on March 28, 1910 near Marseille.		The very first successful seaplane flight, of Henri Fabre's ''Le Canard'', was powered by a Gnôme Omega on March 28, 1910 near Marseille.

	Production of Gnôme rotaries increased rapidly, with some 4,000 being produced before World War I, and the Omega's power output was increased to 80 hp (60 kW), and eventually to 110 hp (82 kW). By the standards of other engines of the period, the Gnôme was considered not particularly temperamental, and was considered reliable, being credited as the first engine able to run for ten hours between overhauls.		Production of Gnôme rotaries increased rapidly, with some 4,000 being produced before World War I, and the Omega's power output was increased to 80 hp (60 kW), and eventually to 110 hp (82 kW). By the standards of other engines of the period, the Gnôme was considered not particularly temperamental, and was considered reliable, being credited as the first engine able to run for ten hours between overhauls.

Red marquis: /* Gnôme */

2009-08-05T10:07:46Z

Gnôme

← Older revision		Revision as of 10:07, 5 August 2009
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	The Gnôme engine was the work of the three Seguin brothers, Louis, Laurent and Augustin. They were gifted engineers and the grandsons of famous French engineer [[Marc Seguin]]. In 1906 the eldest brother, Louis, had formed the [[Gnome et Rhône\|Société des Moteurs Gnôme]] to build [[stationary engine]]s for industrial use, having licensed production of the '''Gnom''' single-cylinder stationary engine from [[Motorenfabrik Oberursel]].		The Gnôme engine was the work of the three Seguin brothers, Louis, Laurent and Augustin. They were gifted engineers and the grandsons of famous French engineer [[Marc Seguin]]. In 1906 the eldest brother, Louis, had formed the [[Gnome et Rhône\|Société des Moteurs Gnôme]] to build [[stationary engine]]s for industrial use, having licensed production of the '''Gnom''' single-cylinder stationary engine from [[Motorenfabrik Oberursel]].

	Louis was joined by his brother Laurent who designed a rotary engine specifically for aircraft use, using '''Gnom''' engine cylinders. The brothers' first experimental engine was a 5-cylinder model which developed ~~{{convert\|~~34\|hp~~\|abbr=on}}~~, and which was a radial rather than a rotary. They then turned to rotary engines in the interests of better cooling, and the first production engine, the 7-cylinder, ~~{{convert\|~~50\|hp~~\|abbr=on}}~~ "Omega" was shown at the 1908 Paris automobile show. (The Gnôme Omega No.1 still exists, having been acquired and preserved by the late ~~[[United States Maritime Service\|~~USMS]] retired Rear Admiral [[Lauren S. McCready]], its last private owner, and is now in the collection of the Smithsonian's [[National Air and Space Museum]].) The Seguins used the highest strength material available - recently developed nickel steel alloy - and kept the weight down by machining components from solid metal; the cylinder wall of a 50 hp Gnôme was only 1.5 mm thick, while the connecting rods were milled with deep central channels to reduce weight. While somewhat low powered in terms of horsepower per litre, its power to weight ratio was an outstanding ~~{{convert\|~~1\|hp~~\|abbr=on}}~~ per kg.		Louis was joined by his brother Laurent who designed a rotary engine specifically for aircraft use, using '''Gnom''' engine cylinders. The brothers' first experimental engine was a 5-cylinder model which developed 34 hp (25 kW), and which was a radial rather than a rotary. They then turned to rotary engines in the interests of better cooling, and the first production engine, the 7-cylinder, 50 hp (37 kW) "Omega" was shown at the 1908 Paris automobile show. (The Gnôme Omega No.1 still exists, having been acquired and preserved by the late USMS retired Rear Admiral Lauren S. McCready, its last private owner, and is now in the collection of the Smithsonian's National Air and Space Museum.) The Seguins used the highest strength material available - recently developed nickel steel alloy - and kept the weight down by machining components from solid metal; the cylinder wall of a 50 hp Gnôme was only 1.5 mm thick, while the connecting rods were milled with deep central channels to reduce weight. While somewhat low powered in terms of horsepower per litre, its power to weight ratio was an outstanding 1 hp (0.75 kW) per kg.

	The following year, 1909, the inventor [[Roger Ravaud]] fitted one to his ''Aéroscaphe'', a combination [[hydrofoil]]/aircraft, which he entered in the motor boat and aviation contests at Monaco. However, it was [[Henry Farman]]'s use of the Gnôme at the famous Rheims aircraft meet that year which brought it to prominence, when he won the Grand Prix for the greatest non-stop distance flown - ~~{{convert\|~~180~~\|km\|~~mi}} - and also created a world record for endurance flight.		The following year, 1909, the inventor [[Roger Ravaud]] fitted one to his ''Aéroscaphe'', a combination [[hydrofoil]]/aircraft, which he entered in the motor boat and aviation contests at Monaco. However, it was [[Henry Farman]]'s use of the Gnôme at the famous Rheims aircraft meet that year which brought it to prominence, when he won the Grand Prix for the greatest non-stop distance flown - 180 kilometres (110 mi) - and also created a world record for endurance flight.

	The very first successful seaplane flight, of [[Henri Fabre]]'s [[Fabre Hydravion\|''Le Canard'']], was powered by a Gnôme Omega on [[March 28]], [[1910]] near [[Marseille]].		The very first successful seaplane flight, of [[Henri Fabre]]'s [[Fabre Hydravion\|''Le Canard'']], was powered by a Gnôme Omega on March 28, 1910 near Marseille.

	Production of Gnôme rotaries increased rapidly, with some 4,000 being produced before World War I, and the Omega's power output was increased to ~~{{convert\|~~80\|hp~~\|abbr=on}}~~, and eventually to ~~{{convert\|~~110\|hp~~\|abbr=on}}~~. By the standards of other engines of the period, the Gnôme was considered not particularly temperamental, and was considered reliable, being credited as the first engine able to run for ten hours between overhauls.		Production of Gnôme rotaries increased rapidly, with some 4,000 being produced before World War I, and the Omega's power output was increased to 80 hp (60 kW), and eventually to 110 hp (82 kW). By the standards of other engines of the period, the Gnôme was considered not particularly temperamental, and was considered reliable, being credited as the first engine able to run for ten hours between overhauls.

	In 1913 the Seguin brothers introduced the new [[Monosoupape ~~engine\|Monosoupape]]~~ ("single valve") series, which eliminated the cylinder inlet valves, and had a single exhaust valve in each cylinder head which doubled as an air intake. Each cylinder had transfer ports of the type used on [[two-stroke engine]]s at its bottom which connected with the crankcase. The engine speed was controlled by varying the opening time and extent of the exhaust valves using levers acting on the valve tappet rollers, a system which was later abandoned due to causing burning of the valves. The weight of the Monosoupape was slightly less than the earlier two-valve engines and it used less lubricating oil. The 100 hp Monosoupape was built with 9 cylinders, and developed its rated power at 1,200 rpm.<ref>{{cite book \| last = Vivian \| first = E. Charles \| authorlink = \| coauthors = \| title = A History of Aeronautics \| publisher = Kessinger Publishing \| year = 2004 \| location = \| pages = 255 \| url = \| doi = \| id = \| isbn = 1419101560}}</ref>		In 1913 the Seguin brothers introduced the new Monosoupape ("single valve") series, which eliminated the cylinder inlet valves, and had a single exhaust valve in each cylinder head which doubled as an air intake. Each cylinder had transfer ports of the type used on [[two-stroke engine]]s at its bottom which connected with the crankcase. The engine speed was controlled by varying the opening time and extent of the exhaust valves using levers acting on the valve tappet rollers, a system which was later abandoned due to causing burning of the valves. The weight of the Monosoupape was slightly less than the earlier two-valve engines and it used less lubricating oil. The 100 hp Monosoupape was built with 9 cylinders, and developed its rated power at 1,200 rpm.<ref>{{cite book \| last = Vivian \| first = E. Charles \| authorlink = \| coauthors = \| title = A History of Aeronautics \| publisher = Kessinger Publishing \| year = 2004 \| location = \| pages = 255 \| url = \| doi = \| id = \| isbn = 1419101560}}</ref>

	Rotary engines produced by the [[Clerget]] and [[Le Rhône]] companies used conventional pushrod-operated valves in the cylinder head, but used the same principle of drawing the fuel mixture through the crankshaft, with the Le Rhônes having prominent copper intake tubes running from the crankcase to the top of each cylinder to admit the intake charge.		Rotary engines produced by the Clerget and Le Rhône companies used conventional pushrod-operated valves in the cylinder head, but used the same principle of drawing the fuel mixture through the crankshaft, with the Le Rhônes having prominent copper intake tubes running from the crankcase to the top of each cylinder to admit the intake charge.

	The 80 hp (60 kW) Gnôme was the standard at the outbreak of World War I, as the Gnôme Lambda, and it quickly found itself being used in a large number of aircraft designs. It was so good that it was licensed by a number of companies, including the German [[Motorenfabrik Oberursel]] firm who designed the original Gnom engine. Oberursel was later purchased by [[Fokker]], whose 80 hp Gnôme Lambda copy was known as the Oberursel U.0. It was not at all uncommon for French Gnômes, as used in the earliest examples of the [[Bristol Scout]] biplane, to meet German versions, powering [[Fokker E.I]] Eindeckers, in combat, from the latter half of 1915 on.		The 80 hp (60 kW) Gnôme was the standard at the outbreak of World War I, as the Gnôme Lambda, and it quickly found itself being used in a large number of aircraft designs. It was so good that it was licensed by a number of companies, including the German [[Motorenfabrik Oberursel]] firm who designed the original Gnom engine. Oberursel was later purchased by Fokker, whose 80 hp Gnôme Lambda copy was known as the Oberursel U.0. It was not at all uncommon for French Gnômes, as used in the earliest examples of the Bristol Scout biplane, to meet German versions, powering Fokker E.I Eindeckers, in combat, from the latter half of 1915 on.

	==World War I==		==World War I==

Red marquis: /* Adams-Farwell */

2009-08-05T09:59:57Z

Adams-Farwell

← Older revision		Revision as of 09:59, 5 August 2009
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	===Adams-Farwell===		===Adams-Farwell===

	The [[Adams-Farwell]] was another early US rotary engine which was being manufactured for use in automobiles by 1901. [[Emil Berliner]] sponsored its development as a lightweight power unit for his unsuccessful helicopter experiments. Adams-Farwell engines later powered fixed-wing aircraft in the US after 1910. It has also been asserted that the Gnôme design was derived from the Adams-Farwell, since an Adams-Farwell car is reported to have been demonstrated to the French Army in 1904. In contrast to the later Gnôme engines, the Adams-Farwell rotaries had conventional exhaust and inlet valves mounted in the cylinder heads.<ref name=nahum/>		The [[Adams-Farwell]] was another early US rotary engine which was being manufactured for use in automobiles by 1901. Emil Berliner sponsored its development as a lightweight power unit for his unsuccessful helicopter experiments. Adams-Farwell engines later powered fixed-wing aircraft in the US after 1910. It has also been asserted that the Gnôme design was derived from the Adams-Farwell, since an Adams-Farwell car is reported to have been demonstrated to the French Army in 1904. In contrast to the later Gnôme engines, the Adams-Farwell rotaries had conventional exhaust and inlet valves mounted in the cylinder heads.<ref name=nahum/>

	===Gnôme===		===Gnôme===

← Older revision		Revision as of 10:22, 5 August 2009
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	==See also==		==See also==
	* [[Petrol engine]]		* [[Petrol engine]]
	* [[Monosoupape engine]]
	* [[Manley-Balzer engine]]
	* [[Nutating disc engine]]		* [[Nutating disc engine]]
	* [[Turbine]]
	* [[Wankel engine\|Wankel rotary engine]]		* [[Wankel engine\|Wankel rotary engine]]



	==External links==		==External links==