The Wright Brothers' Engines and Their Design Part 3

Their father, Bishop Wright, was the recorder of their satisfaction over its initial performance, but what he noted was probably the afterglow of the ineffable feeling of deep satisfaction that is the reward that comes to every maker of a new engine when it first comes to life and then throbs. They obtained 13 hp originally: later figures went as high as almost 16, but as different engine speeds were utilized it is rather difficult to settle on any single power figure.

The most realistic is probably that given in the _Papers_ as having been attained later, after an accurate check had been made of the power required to turn a set of propellers at a given rpm. This came out at approximately 12 hp, the design goal having been 8. Following exactly the procedure that exists to this day, the engine went through an extended development period, and it was the end of September 1903 before it was taken, with the airplane, to Kitty Hawk where the historic flights, which have had such a profound effect on the lives of all men, were made on 17 December 1903.

The Engines With Which They Mastered The Art of Flying

Two more engines of this first general design were built but they differed somewhat from each other as well as from the original.

Together with a third 8-cylinder engine these were begun right after the first of the year in 1904, shortly after the Wrights' return from Kitty Hawk. In planning the 8-cylinder engine they were again only being forehanded, but considerably so, in providing more power for increased airplane performance beyond that which might possibly be obtained from the 4-cylinder units. Progress with the 4-cylinder engines was such that they fairly quickly concluded that the 8-cylinder size would not be necessary, and it was abandoned before completion. Exactly how far it was carried is not known. The record contains only a single note covering the final sc.r.a.pping of the parts that had been completed; and apparently there were no drawings, so that even its intended appearance is not known with any exactness. It was probably a 90 V-type using their original basic cylinder construction.

The changes carried through in the two 4-cylinder engines were not major. The water-cooled area of the cylinder barrel was increased by nearly ten percent but the head remained only partially cooled. In hindsight, this consistent avoidance of complete cylinder-head cooling presents the one most inexplicable of the more important design decisions they made, as it does not appear logical. In the original engine, where the factors of time and simplicity were of paramount importance, this made sense, but now they were contemplating considerably increased power requirements, knowing the effect of temperature on both the cylinder and the weight of cylinder charge, and knowing that valve failure was one of their most troublesome service problems. Nor does it seem that they could have been avoiding complete cylinder cooling through fear of the slightly increased complexity or the difficulty of keeping the water connections and joints tight, for they had faced a much more severe problem in their first engine, where their basic design required that three joints be kept tight with only two sets of threads, and had rather easily mastered it; so there must have been some much more major but not easily discernible factor which governed, for they still continued to use the poorly cooled head, even carrying it over to their next engine series. Very probably they did not know the effect on detonation of a high-temperature fuel-charge.

One of the new engines was intended for use in their future experimental flying and has become known as _No. 2._ It had a bore of 4-1/8 in., incorporated an oil pump, and at some time shortly after its construction a fuel pump was added. The fuel pump was undoubtedly intended to provide a metering system responsive to engine speed and possibly also to eliminate the small inherent variation in flow of the original gravity system.

This engine incorporated a cylinder compression release device not on the original. The exact reason or reasons for the application of the compression release have not been determined, although the record shows it to have been utilized for several different purposes under different operating conditions. Whatever the motivation for its initial application, it was apparently useful, as it was retained in one form or another in subsequent engine models up to the last 6-cylinder design. Essentially it was a manually controlled mechanism whereby all the exhaust valves could be held open as long as desired, thus preventing any normal charge intake or compression in the cylinder. Its one certain and common use was to facilitate starting, the open exhaust valves easing the task of turning the engine over by hand and making priming easy. In flight, its operation had the effect of completely shutting off the power. The propellers would then "windmill" and keep the engine revolving. One advantage stated for this method of operation was that when power was required and the control released, the engine would be at fairly high speed, so that full power was delivered immediately fuel reached the engine. It is also reported to have been used both in making normal landings and in emergencies, when an instant power shutdown was desired. Although it is not clear whether the fuel shutoff c.o.c.k was intended to be manipulated when the compression release was used for any of these reasons, over the many years of its availability, undoubtedly at one time or another every conceivable combination of operating conditions of the various elements was tried. Because of the pumping power required with at least one valve open during every stroke, the windmilling speed of the engine was probably less than with any other method of completely stopping power output, but whether this difference was large enough to be noticeable, or was even considered, is doubtful.

Since a simple ignition switch was all that was required to stop the power output, regardless of whether a fuel-control valve or a spark-advance control was used, it must be concluded that the primary function of the compression release was to facilitate starting, and any other useful result was something obtained at no cost. The compression release was later generally abandoned, and until the advent of the mechanical starter during the 1920s, starting an engine by "pulling the propeller through" could be a difficult task. With the Wrights' demonstrated belief that frugality was a first principle of design, it is hardly conceivable that they would have accepted for any other reason the complication of the compression-release mechanism if a simple ignition switch would have sufficed.

The compression-release mechanism was kept relatively simple, considering what it was required to accomplish. A small non-revolving shaft was located directly under the rocker arm rollers that actuated the exhaust valves. Four slidable stops were placed on this shaft, each in the proper location, so that at one extreme of their travel they would be directly underneath the rocker roller and at the other extreme completely in the clear. They were positioned along the shaft by a spring forcing them in one direction against a shoulder integral with the shaft, and the shaft was slidable in its bearings, its position being determined by a manually controlled lever. When the lever was moved in one direction the spring pressure then imposed on the stops would cause each of them to move under the corresponding rocker roller as the exhaust valve opened, thus holding the exhaust valve in the open position. When the shaft was moved in the other direction the collar on the shaft would mechanically move the stop from underneath the roller, allowing the valve to return to normal operation.

[Ill.u.s.tration: _Figure 8._--Development engine No. 3, 1904-1906, showing auxiliary exhaust port, separate one-piece water-jacket block.

(Photo by author.)]

If the 1903 engine is the most significant of all that the Wrights built and flew, then certainly the _No. 2_ unit was the most useful, for it was their sole power source during all their flying of 1904 and 1905 and, as they affirmed, it was during this period that they perfected the art, progressing from a short straightaway flight of 59 seconds to a flight controllable in all directions with the duration limited only by the fuel supply. It is to be greatly regretted that no complete log or record was kept of this engine.

The Wrights again exhibited their engineering mastery of a novel basic situation when, starting out to make flight a practical thing, they provided engine _No. 3_ to be used for experimental purposes. In so doing they initiated a system which continues to be fundamental in the art of providing serviceable aircraft engines to this day--one that is expensive and time consuming, but for which no subst.i.tute has yet been found. Their two objectives were: improvement in performance and improvement in reliability, and the engine was operated rather continuously from early 1904 until well into 1906. Unfortunately, again, no complete record exists of the many changes made and the ideas tested, although occasional notes are scattered through the diaries and notebooks.

In its present form--it is on exhibition at the Engineers Club in Dayton, Ohio--the _No. 3_ engine embodies one feature which became standard construction on all the Wright 4-cylinder models. This was the addition of a number of holes in a line part way around the circ.u.mference of the cylinder barrel so that they were uncovered by the piston at the end of its stroke toward the shaft, thus becoming exhaust ports (see Figure 9). This arrangement, although not entirely novel, was just beginning to come into use, and in its original form the ports exhausted into a separate chamber, which in turn was evacuated by means of a mechanically operated valve, so that two exhaust valves were needed per cylinder. Elimination of this chamber and the valve arrangement is typical of the Wrights' simplifying procedure, and it would seem that they were among the very first to use this form.[14]

[Footnote 14: Rankin Kennedy, _Flying Machines--Practice and Design_, 1909.]

The primary purpose of the scheme was to reduce, by this early release and consequent pressure and temperature drop, the temperature of the exhaust gases pa.s.sing the exhaust valve, this valve being one of their main sources of mechanical trouble. It is probable that with the automatic intake valves being used there was also a slight effect in the direction of increasing the inlet charge, although with the small area of the ports and the short time of opening, the amount of this was certainly minor. With the original one-piece crankcase and cylinder jacket construction, the incorporation of this auxiliary porting was not easy, but this difficulty was overcome in the development engine by making different castings for the crankcase itself and for the cylinder jacket and separating them by several inches, so that room was provided between the two for the ports.

This engine demonstrated the most power of any of the flat 4s, eventually reaching an output of approximately 25 hp, which was even somewhat more than that developed by the slightly larger 4-1/8-in.-bore flight engine, with which 21 hp was not exceeded.

Indicative of the development that had taken place, the performance of the _No. 3_ engine was twice the utilized output of the original engine of the same size, an increase that was accomplished in a period of less than three years.

The Wrights were only twice charged with having plagiarized others'

work, a somewhat unusual record in view of their successes, and both times apparently entirely without foundation. A statement was published that the 1903 flight engine was a reworked Pope Toledo automobile unit, and it was repeated in an English lecture on the Wright brothers. This was adequately refuted by McFarland but additionally, it must be noted, there was no Pope Toledo company or car when the Wright engine was built. This company, an outgrowth of another which had previously manufactured one-and two-cylinder automobiles, was formed, or reformed, and a Pope license arrangement entered into during the year 1903.

The other incident was connected with Whitehead's activities and designs. Whitehead was an early experimenter in flying, about the time of the Wrights, whose rather extraordinary claims of successful flight were published in the 1901-1903 period but received little attention until very much later. His first engines were designed by a clever engineer, Anton Pruckner, who left at the end of 1901, after which Whitehead himself became solely responsible for them. It was stated that the Wrights visited the Whitehead plant in Bridgeport, Connecticut, and that Wilbur remained for several days, spending his time in their machine shop. This was not only categorically denied by Orville Wright when he heard of it but it is quite obvious that the 1903 or any other of the Wright engine designs bears little resemblance to Pruckner's work. In fact, its princ.i.p.al design features are just the opposite of Pruckner's, who utilized vertical cylinders, the 2-stroke cycle, and air-cooling, which Whitehead at some point changed to water-cooling.[15]

[Footnote 15: Considerable doubt surrounds Whitehead's actual flight accomplishments, but Pruckner's engines were certainly used, as several were sold to early pioneers, including Charles Wittemann. It is probable that the specific power output was not very great, for the air-cooled art of this time was not very advanced and Pruckner had a rather poor fin design. But the change to water cooling eliminated this trouble, and the engines were most simple, should have been relatively quite light, and with enough development could probably have been made into sufficiently satisfactory flying units for that period.]

The Four-Cylinder Vertical Demonstration Engine and the First Production Engine

In 1906, while still doing general development work on the flat experimental engine, the Wrights started two new engines, and for the first time the brothers engaged in separate efforts. One was "a modification of the old ones" by Wilbur and the other, "an entirely new pattern" by Orville. There is no record of any of the features of Wilbur's project or what was done in connection with it. Two months after the experimental operation of the two designs began, an entry in Wilbur's diary gives some weight and performance figures for the "4" x 4" rebuilt horizontal," and since Orville's design was vertical the data clearly refer to Wilbur's; but since the output is given only in test-fan rpm it does not serve to indicate what had been accomplished and there is no further mention of it.

Orville's design became the most used of any model they produced. It saw them through the years from 1906 to 1911 or 1912, which included the crucial European and United States Army demonstrations, and more engines of this model were manufactured than any of their others including their later 6-cylinder. Although its ancestry is traceable to the original 1903 engine, the design form, particularly the external configuration, was considerably altered. Along with many individual parts it retained the basic conception of four medium-size cylinders positioned in line and driving the propellers through two sprocket wheels. From the general tenor of the record it would seem, despite there being no specific indication, that from this time on Orville served as the leader in engine design, although this occurred with no effect whatsoever on their finely balanced, exactly equal partners.h.i.+p which endured until Wilbur's death in 1912.

The first major change from the 1903 design, putting the engine in an upright instead of flat position, was probably done primarily to provide for a minimum variation in the location of the center of gravity with and without a pa.s.senger. Whether or not it had any influence, the vertical cylinder arrangement was becoming predominant in automobile powerplants by this time, and the Wright engines now began to resemble this prevailing form of the internal combustion engine--a basic form that, in a wide variety of uses, was to endure for a long time.

Over the years, the Wrights seem to have made many changes in the engine: the bore was varied at different times, rod a.s.sembly methods were altered, and rod ends were changed from bronze to steel.

Chenoweth states that on later engines an oil-control ring was added on the bottom of the piston, necessitating a considerable increase in the length of the cylinder barrel. This arrangement could not have been considered successful, as it apparently was applied to only a limited number of units and was not carried over to the later 6-cylinder engine model. There was much experimentation with cam shapes and most probably variations of these got into production.

With the crankcase, they did not go all the way to the modern two-piece form but instead retained the one-piece construction.

a.s.sembly was effected through the ends and a detachable plate was provided on one side for access to the interior. It is clear that they regarded this ability to get at the interior of the case without major disa.s.sembly as a valuable characteristic, and later featured it in their sales literature. They were apparently willing to accept the resultant weakening of the case and continued the construction through their last engine model. The integrally cast cylinder water jackets were abandoned and the top of the crankcase was machined flat to provide a mounting deck for individual cylinders. The use of aluminum alloy was continued, and the interior of the case was provided with strengthening webs of considerable thickness, together with supporting ribs. The cam shaft was supported directly in the case.

The individual cylinder design was of extreme simplicity, a single iron casting embodying everything except the water jacket. The valves seated directly on the cast-iron cylinder head and the guides and ports were all contained in an integral boss on top of the head. The exhaust valve location on the side of the engine opposite the pilot was a decided advantage over that of the 1903 design, where the exhaust was toward the pilot. A four-cornered f.l.a.n.g.e near the bottom of the cylinder provided for fastening it to the crankcase, and a threaded hole in the top of the head received a vertical eyebolt which served as the rocker-arm support. The cylinder was machined all over; two f.l.a.n.g.es, one at the bottom and the other about two-thirds of the way down provided the surfaces against which the water jacket was shrunk. The jacket was an aluminum casting incorporating the necessary bosses and double shrunk on the barrel; that is, the jacket itself was shrunk on the cylinder-barrel f.l.a.n.g.es and then steel rings were shrunk on the ends of the jacket over the f.l.a.n.g.es. The jacket thickness was reduced by machining at the ends, making a semigroove into which the steel shrink rings fitted. These rings insured the maintenance of a tight joint despite the tendency of the aluminum jacket to expand away from the cast-iron barrel.

[Ill.u.s.tration: _Figure 9._--4-Cylinder vertical engine: a, magneto side; b, valve port side with intake manifold removed; c, flywheel end of engine at Carillon Park Museum, Dayton, Ohio; d, magneto side with crankcase cover removed. (Photos: a, Smithsonian A-3773; b, d, Pratt & Whitney D-15003, 15007; c, by A. L. Rockwell.)]

Why the one-piece crankcase and cylinder jacket combination of the 1903 engine was abandoned for the individual cylinder construction can only be surmised. The difference in weight was probably slight, as the inherent weight advantage of the original crankcase casting was largely offset by the relatively heavy valve boxes, and the difference in the total amount of machining required, because of the separate valve boxes, cages, and attaching parts, also was probably slight.

Although the crankcase had shown itself to be structurally weak, this could have been cared for by proper strengthening. The 1903 design did have some fundamental disadvantages: it required a fairly complex pattern and expensive casting, plus some difficult machining, part of which had to be very accurate in order to maintain both gas and water joints tight; and the failure of any one cylinder that affected the jacket meant a complete crankcase replacement.

It seems probable that a change was initially made mandatory by their intention to utilize the ported exhaust feature, the value of which they had proved in the experimental engine. The separate one-piece water jacket construction they had arrived at in this engine was available, but once the decision to change was made, the individual cylinder with its shrunk-on jacket had much to commend it--simplicity, cost, ease of manufacture and a.s.sembly and attachment, and serviceability. The advantages of the auxiliary, or ported, exhaust were not obtained without cost, however, as the water jacket around the barrel could not very easily be extended below the ports. Thus, even though the water was carried as high as possible on the upper end, a large portion of the barrel was left uncooled, and the lack of cooling at the lower end, in conjunction with the uncooled portion of the head, meant that only approximately half the entire cylinder surface was cooled directly.

The piston was generally the same as in the 1903 engine, except that six radial ribs were added on the under side of the head, tapering from maximum thickness at the center to nothing near the wall. They were probably incorporated as an added path for heat to flow from the center of the piston toward the outside, as their shape was not the best use of material for strength. The piston pin was locked in the piston by the usual set screw, but here no provision was made for the alternate practice of clamping the rod on the pin. This piston-pin setscrew construction had become a standard arrangement in automobile practice. The piston rings were the normal wide design of that time, with what would now be considered a low unit pressure.

Quite early in the life of this engine model the practice was initiated of incorporating shallow grooves in the surface of the more highly loaded thrust face of the piston below the piston pin to provide additional lubrication. This development apparently proceeded haphazardly. Figure 10c shows three of the pistons from an engine of low serial number--the first of this model to be delivered to the U.S.

Navy--and it will be noted that one has no grooves, another has one, and the other has three. The eventual standardized arrangement provided three of these grooves, approximately 1/16 in. wide, extending halfway around the piston, and, although the depth was only a few thousandths of an inch, the amount of oil carried in them was apparently sufficient to a.s.sist in the lubrication of the face, as they were used in both the 4-and 6-cylinder engines.

Each cylinder was fastened to the crankcase by four nuts on studs driven into the aluminum case. Valves and rocker arms were similar to those of the early engines, the automatic inlet valve being retained.

The continued use of the two-piece valve is not notable, even though one-piece forgings were available and in use at this time; the automobile continued for many years to use this construction. The camshaft was placed at the bottom of the engine, inside the crankcase, and the rocker arms were actuated by pushrods which were operated by hinged cam followers. The pushrod was fastened in the rocker by a pin, about which it operated, through its upper end and was positioned near the bottom by a guide in the crankcase deck. The lower end of the rod bore directly on the flat upper surface of the cam follower, and valve clearance adjustment was obtained by grinding this end. The camshaft and magneto were driven by the crankshaft through a three-member train of spur gears (see Figures 9, 10 and 11).

The built-up construction of the connecting rod was carried over from the first engine, and in the beginning apparently the same materials were used, except that the big end was babbited. Later the rod ends were changed from bronze to steel. The big end incorporated a small pointed scupper on one side for lubrication, as with the original, and this was sometimes drilled to feed a groove which carried oil to the rod bearing, but where the drilling was omitted, the only function the scupper then could perform was, as in the original engine, to throw a small amount of oil on the cylinder wall.

The crankshaft and flywheel were similar in design to those on the 1903 engine, except that the sharp corners at the top and bottom of the crank cheeks were machined off to save weight (see Figure 10f). An oil pump and a fuel pump were mounted side by side in bosses cast on the valve side of the crankcase; they were driven from the camshaft by worm gears and small shafts crossing the case.

[Ill.u.s.tration: _Figure 10._--4-Cylinder vertical engine: a, cylinder a.s.sembly with valve mechanism parts; b, cylinder disa.s.sembled, and parts; c, pistons and connecting rods; d, bottom side of piston; e, crankshaft, flywheel and crankcase end closure; f, crankcase, with compression release parts. (Pratt & Whitney photos D-14996, 15001, 14998, 14994, 14999, 14989, respectively.)]

The camshaft construction was considerably altered from the 1903 design. Although the reason is not entirely clear, one indication suggests that breakage or distortion of the shaft may have been encountered: whereas in the 1903 engine there had been no relations.h.i.+p between the location of the cams and the camshaft bearings, in this engine the exhaust valves were carefully positioned so that all cams were located very close to the supporting bearings in the crankcase.

Also, the camshaft was solid, although it would seem that the original hollow shaft construction could have provided equal stiffness with less weight. The final decision was possibly determined by the practicality that there existed no standard tubing even approximating the size and wall thickness desired.

There still was no carburetor, a gear pump metering the fuel in the same manner as on the 1904-1905 engine. Basically, the intake charge was fed to the cylinders by a round gallery manifold running alongside the engine. This was split internally by a baffle extending almost from end to end, so that the fuel mixture entering the manifold on one side of the baffle was compelled to travel to the two ends before it could return to the inside cylinder, this feature being a copy of their 1903 general intake arrangement. Apparently various shapes and positions of entrance pipes with which to spray the fuel into the manifold were used; and the injection arrangement seems also to have been varied at different times. The fuel pump was not necessarily always used, as the engine in some of the ill.u.s.trations did not incorporate one, the fuel apparently being fed by gravity, as on the original engine. Chenoweth describes an arrangement in which exhaust heat was applied to the inlet manifold to a.s.sist the fuel vaporization process, but it is believed that this was one of the many changes made in the engine during its lifetime and not necessarily a standard feature.

A water circulation pump was provided, driven directly by the crankshaft through a two-arm universal joint intended to care for any misalignment between the shaft and the pump. The water was piped to a horizontal manifold running along the cylinders just below the intake manifold, and a similar manifold on the other side of the engine collected it for delivery to the radiator. It is a little difficult to understand why it was not introduced at the bottom of the water jackets.

The crankcase was a relatively strong and well proportioned structure with three heavy strengthening ribs running from side to side, its only weakness being the one open side. A sheet-iron sump was fastened to the bottom by screws and it would appear from its design, method of attachment, and location of the engine mounting pads that this was added some time after the crankcase had been designed; but if so it was apparently retrofitted, as engines with quite low serial numbers have this part.

The ignition was by high-tension magneto and spark plug and this decision to change from the make-and-break system was undoubtedly the correct one, just as adoption of the other form originally was logical under the circ.u.mstances that existed then. The high-tension system was simpler and had now collected more service experience. The magneto was driven through the camshaft gear, and a shelf, or bracket, cast as an integral part of the case, was provided for mounting it. The spark advance control was in the magneto and, since spark timing was the only means of regulating the engine power and speed, a wide range of adjustment was provided.

The engine had the controllable compression release which had been added to the _No. 2_ and _No. 3_ flat engines, although mechanically it was considerably altered from the original design. Instead of the movable stop operating directly on the rocker roller to hold the exhaust valve open, it was located underneath a collar on the pushrod.

This stop was hinged to the crankcase and actuated by a small rod running along and supported by the crankcase deck. Longitudinal movement of this rod in one direction would, by spring pressure on each stop, push them underneath the collars as the exhaust valves were successively opened. A reverse movement of the rod would release them (see Figure 10f). Why they retained the method of manually operating the compression release, which was the same as had been used in the 1904-1905 engine, is not quite clear. That is, the mechanism was put into operation by pulling a wire running from the pilot to a lever actuating the cam which moved the control rod. When normal valve operation was subsequently desired, the pilot was compelled to reach with his hand and operate the lever manually, whereas a second wire or push-pull mechanism would have obviated the necessity for both the awkward manual operation of the lever and the gear guard which was added to protect the pilot's hand, the lever being located close to the camshaft gear.