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23-650: The first design from the Detroit-based Stinson Aircraft Syndicate was the Stinson SB-1 Detroiter , a four-seat cabin biplane with novel features such as cabin heating, individual wheel brakes and electric starter for the nose-mounted 220 hp (164 kW) Wright J-5 Whirlwind engine. It made its first flight on Jan 25th, 1926. The Harley Davidson brakes were demonstrated on a snowy maiden flight requiring wheel chains to be added to prevent skidding. This aircraft

46-562: A SM-1FS with a crew of three reached Bermuda from New York City , the first flight ever to the islands. Getting there the aircraft had to land twice, once because of darkness and later after running out of fuel. With a wing strut damaged, it was shipped back to New York. In 1928 Stinson developed the smaller SM-2 Junior model to appeal to private owners. General characteristics Performance Related development Aircraft of comparable role, configuration, and era Wright J-5 Whirlwind The Wright R-790 Whirlwind

69-415: A power cycle every five strokes. The engine only exists as a prototype. Six-stroke engines complete a power cycle every six strokes, which means a power cycle is completed every three crankshaft revolutions. The stroke length is how far the piston travels in the cylinder, which is determined by the cranks on the crankshaft . Engine displacement is calculated by multiplying the cross-section area of

92-431: A power cycle is completed with every crankshaft revolution. Two-stroke engines are commonly used in (typically large) marine engines, outdoor power tools (e.g. lawnmowers and chainsaws) and motorcycles. Four-stroke engines complete a power cycle every four strokes, which means a power cycle is completed every two crankshaft revolutions. Most automotive engines are of a four-stroke design. Five-stroke engines complete

115-603: A single Whirlwind J-5C. During Lindbergh's flight, the engine ran continuously for 33.5 hours. Lindbergh's achievement greatly boosted the Whirlwind's already good reputation. Some other historic long-duration flights made in aircraft powered by the J-5 Whirlwind: Charles L. Lawrance , who developed the original Whirlwind series and became president of Wright, won the 1927 Collier Trophy for his work on air-cooled radial aircraft engines. The J-5 Whirlwind

138-406: A total of eight. Fixed rods hold together all pistons, and they share one combustion chamber. These rods press against plates that have an oscillating wave-like design, allowing the rods to press and release the pistons in a synchronized, smooth process. The engine, known as the e-REX creates 4 times more power events per revolution than a conventional 4 Stroke and twice more than a 2 Stroke. Although

161-603: A version of the J-1 with slightly enlarged bore and displacement. However, Lawrance decided the J-1 was large enough, and the J-2 never went into production; only two examples were built. Over the next two years, Wright gradually refined the J-1 engine, introducing the J-3, J-4, J-4A, and J-4B. The changes improved the engine's reliability, cooling, and fuel consumption, but the basic design, dimensions, and performance were unaltered. The J-4

184-546: A wide range of U.S. civil aircraft, including the earliest versions of the Fokker Trimotor and Ford Trimotor airliners. The reliability of J-5 Whirlwind engines also led aviators to use them for a number of record-setting distance and endurance flights. The most famous of these is Charles Lindbergh 's solo transatlantic flight from New York City to Paris on May 20–21, 1927, in the Spirit of St. Louis , powered by

207-407: Is the first phase in a four-stroke (e.g. Otto cycle or Diesel cycle ) engine. It involves the downward movement of the piston , creating a partial vacuum that draws an air-fuel mixture (or air alone, in the case of a direct injection engine) into the combustion chamber. The mixture enters the cylinder through an intake valve at the top of the cylinder. The compression stroke is the second of

230-404: Is the third phase, where the ignited air-fuel mixture expands and pushes the piston downwards. The force created by this expansion is what creates an engine's power. The exhaust stroke is the final phase in a four stroke engine. In this phase, the piston moves upwards, squeezing out the gasses that were created during the combustion stroke. The gasses exit the cylinder through an exhaust valve at

253-627: The Lawrance Aero Engine Company for the U.S. Navy. The Navy was very enthusiastic about air-cooled engines, which it considered better suited for naval use than liquid-cooled ones. Lawrance was a small company, though, and the Navy doubted it could produce enough engines for its needs. Despite urgings from the Navy, the major U.S. aircraft engine makers, Wright and Curtiss , were satisfied with their liquid-cooled engines and showed no interest in building air-cooled engines. Since

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276-442: The 350 200 hp Whirlwind Engines available that year. The J-5 was the last of the original nine-cylinder Whirlwinds. In 1928, it was replaced by the seven-cylinder Whirlwind J-6 . Many Whirlwind engines were used in U.S. Navy aircraft, mostly in trainers, but also in some ship-based observation and fighter aircraft. As the engines were refined and their reputation for reliability grew, their use expanded to U.S. Army trainers and

299-527: The J-5 Whirlwind as the R-790, but it did not apply this designation to the older engines. All these engines had a bore of 4.5 in (11.4 cm), a stroke of 5.5 in (14.0 cm), and a displacement of 788 in (12.91 L). In a 1928 report on transcontinental aviation, the author disclosed the cost of a typical five-seat commercial aircraft as $ 12,500, of which $ 5,000 was for one of

322-536: The Navy was already a major buyer of Wright engines, it pressured Wright into purchasing Lawrance and building the J-1 itself, by informing the company that the Navy would buy no more of its existing engines or spare parts. To retain the Navy's business, Wright complied in 1923 and the Lawrance J-1 became the Wright J-1. By the time Lawrance merged with Wright, it had already developed the more powerful J-2,

345-509: The Whirlwind J-5 ; dimensions from "Model Designations of U.S.A.F. Aircraft Engines" Related development Related lists Stroke (engine) In the context of an internal combustion engine , the term stroke has the following related meanings: Commonly used engine phases or strokes (i.e. those used in a four-stroke engine) are described below. Other types of engines can have very different phases. The induction stroke

368-497: The e-REX is called a one-stroke engine there is debate that says it is actually a two-stroke engine, it is called a one-stroke because each piston executes two strokes (i.e., compression/combustion and exhaust/intake) in half an engine revolution, then by INNengine's logic, two strokes multiplied by half a revolution is what gave it the Patented 1 Stroke name. Two-stroke engines complete a power cycle every two strokes, which means

391-434: The four stages in a four-stroke engine. In this stage, the air-fuel mixture (or air alone, in the case of a direct injection engine) is compressed to the top of the cylinder by the piston. This is the result of the piston moving upwards, reducing the volume of the chamber. Towards the end of this phase, the mixture is ignited, by a spark plug for petrol engines or by self-ignition for diesel engines. The combustion stroke

414-586: The military R-790 equivalents) on display: Also on display at the San Francisco International Airport, International Terminal. Older Whirlwinds on display are harder to find. The National Museum of Naval Aviation has two J-4s, one of which is a cutaway. The New England Air Museum in Windsor Locks , Connecticut , has a Lawrance J-1 , the Whirlwind's direct predecessor. Data from Type certificate data sheet for

437-638: The top of the cylinder. At the end of this phase, the exhaust valve closes and the intake valve opens, which then closes to allow a fresh air-fuel mixture into the cylinder so the process can repeat itself. The thermodynamic cycle used by a piston engine is often described by the number of strokes to complete a cycle. The most common designs for engines are two-stroke and four-stroke. Less common designs include one-stroke engines, five-stroke engines , six-stroke engines and two-and-four stroke engines . A Granada, Spain-based company, INNengine invented an opposed-piston engine with four pistons on either side to make

460-536: Was a series of nine-cylinder air-cooled radial aircraft engines built by Wright Aeronautical Corporation , with a total displacement of about 790 cubic inches (12.9 L) and around 200 horsepower (150 kW). These engines were the earliest members of the Wright Whirlwind engine family. The R-790 Whirlwind began as the Lawrance J-1 , a nine-cylinder air-cooled radial developed in 1921 by

483-669: Was built by Hispano-Suiza in France . The Whirlwind J-5 was also produced under license in Poland by several makers. Among these were Polskie Zakłady Skody , the Polish branch of Škoda Works , which built about 350 to 400 engines from 1929 to 1931, and the Polish firm Avia , which manufactured a further 300 engines from 1935 to 1938. Polish-built J-5s were used in numerous Polish aircraft, mostly in military training, observation, and liaison aircraft. Some museums which have J-5 Whirlwinds (or

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506-715: Was soon developed into the six-seat Stinson SM-1D Detroiter , a braced high-wing monoplane version which ultimately made quite a number of significant long-range flights. The aircraft was soon a success and it enabled Stinson to get $ 150,000 in public capital to incorporate the Stinson Aircraft Corporation on 4 May 1926. Seventy-five of the Wright J-5-powered versions were built, followed by 30 Wright J-6-powered aircraft. From 1928, SM-1 aircraft were used on scheduled services by Paul Braniff's Braniff Air Lines and by Northwest Airways . In 1930

529-507: Was the first engine to bear the Whirlwind name; previous engines used only the alphanumeric code. The J-5 Whirlwind, introduced in 1925, was a complete redesign of the engine with greatly improved cooling and breathing, further increasing its reliability and reducing fuel consumption. Among the visible changes was the much wider separation between the valves, for better cooling airflow, and completely enclosed, instead of exposed pushrods and rocker arms . The U.S. government later designated

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