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in-line aircraft engine that, although it fell short of the promised horse-power, was still superior to all contemporary engines for light aircraft. Most importantly it was a true aircraft engine at a time when its competitors were more often than not motorcycle engines adapted to running at high altitude. The engine secured, de
Havilland Aircraft commenced manufacture of the D.H.60 Moth and the combination of reliable powerplant – the
299:
and the propeller could not be placed too low lest it would plough into the ground on hard landings or bumpy fields. The solution came as several pilots boasted that they would be able to fly their Moth upside down for as long as they wanted if it were not for the carburettor and fuel tank now being inverted. Halford decided to test this by mounting a Gipsy engine upside down and then inverting its
288:
221:
start its own engine factory. Geoffrey de
Havilland again went to his old friend Halford and this time asked him to design a completely new aircraft engine of weight and performance comparable to the latest version of the Cirrus. At much the same time Cirrus Aero Engines was formed to continue manufacture of the Cirrus engines, from scratch.
298:
For all of this the new engine still had one drawback: its cylinders were still built on top of the crankshaft and therefore were sticking out of the top of the fuselage, right in the pilot's field of vision. Lowering the engine was impossible as the crankshaft was directly connected to the propeller
315:
Building on the success of the D.H.60, de
Havilland now started building other sports aircraft and trainers, all of which were powered by its own Gipsy engines. The company now produced Gipsy engines for other manufacturers as well and the Gipsy Major in particular became the engine of choice for
220:
By 1927 however, the Moth threatened to become a victim of its own success as continuing demand was depleting the stockpiles of surplus
Renaults needed to build its Cirrus engine. The Moth now having provided a solid financial cushion, de Havilland Aircraft decided to take the problem head-on and
303:
so it was now right side up again. The design proved to run just as flawlessly as the regular Gipsy engine and soon the Gipsy I and II were replaced on the production lines by the Gipsy III inverted four-cylinder engine. The Moth with this new engine became the D.H.60 G-III; as the Gipsy III was
248:
trainer and with this aircraft gain more than its share of fame.) What the D.H.71 did not accomplish in racing successes, it did accomplish in developing the new engine and by the time the career of the D.H.71 was over, the 100 hp (75 kW) production version of its engine, now named the
212:
air-cooled V8, but with half the weight and half the power. Halford gave it to him by building a four-cylinder crankcase and adding to it half of the
Renault's cylinders, several other of the Renault's components, and standard parts used in car engines. The result was a 60 hp (45 kW)
235:
Halford and de
Havilland quickly agreed on a 135 hp (101 kW) test engine later to be de-rated to 100 hp (75 kW) for production models. While Halford went to build the engine, de Havilland designed its test-bed: the diminutive
207:
In 1925 Geoffrey de
Havilland was looking for a reliable cheap engine for use in a light sports aircraft. More particularly, he was looking for something like his favourite First World War aircraft engine: the 240 hp (180 kW)
244:, their racing career was rather uneventful. Their only notable claim to fame came in capturing a world speed record of 186 mph (299 km/h) for their weight class. (The name Tiger Moth would later be used again for the
1121:
257:
Like the Cirrus, the new Gipsy was an air-cooled four-cylinder in-line engine weighing a mere 300 pounds and rated at 98 hp (73 kW) at 2,100 rpm. The cylinders had a
360:
A smaller inverted four-cylinder in-line engine, derived from the Gipsy III, intended for light sporting aircraft. Forerunner of Gipsy Minor. Power 82 hp (61 kW).
1118:
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of 5 in (130 mm) for a displacement of 319 cu in (5.23 L). It was soon developed further into the 120 hp (89 kW)
273:. The new engine proved itself to be docile, easy to maintain and, as demonstrated in many long distance flights by the new Gipsy Moth, reliable.
150:
The Gipsy went on to become one of the most popular sport aircraft engines of the inter-war period and was the engine of choice for various other
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1429:
1424:
1226:
193:. The origins and early history of both the Cirrus and Gipsy series of engines were linked through de Havilland's D.H.60 Moth.
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scores of light aircraft designs, British as well as foreign. Most notably it was the engine of the famous World War II
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Further development of the Gipsy III. Originally 130 hp (92 kW) later 141 and 145 hp (105, 110 kW)
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as a manufacturer of light aircraft, it also established the company as an engine manufacturer in its own right.
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217:– and reliable training craft – the Moth – marked the start of serious sports flying in Britain.
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Stroke increased to 5.5 in (140 mm). Power 120 hp (90 kW) at 2,300 rpm. 309 built
166:, British as well as foreign, until long past World War II. Apart from helping to establish the
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light biplane. Initially developed as an upright 5 litre (300 cubic inch)
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racer. Two D.H.71s were built and although in a bout of over-confidence named
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185:, the Gipsy was born as a collaboration between aircraft manufacturer
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Preserved de
Havilland Gipsy engines are on public display at the:
401:
Application list from
Lumsden. Gipsy Minor and Major not included.
376:
Further development of the Gipsy IV. Power 90 hp (67 kW).
785:
remain on the
British register. Not all are currently airworthy.
173:
Gipsy engines remain in service powering vintage light aircraft.
725:
526:
521:
453:
287:
392:
Licence production in the United States of the Gipsy I
1187:. Marlborough, Wiltshire: Airlife Publishing, 2003.
1139:"Aircraft Engines 2 « Old Rhinebeck Aerodrome"
781:As of October 2010 approximately 17 Gipsy-powered
340:Gipsy II on display at the Shuttleworth Collection
1172:. Shrewsbury, UK: Airlife Publishing Ltd., 1991.
1416:
1207:de Havilland Gipsy at the Royal Air Force Museum
386:. 135 hp (100 kW) at 2,850 rpm.
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818:
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1185:British Piston Engines and their Aircraft
1128:www.caa.co.uk. Retrieved: 10 October 2010
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927:Petrol (Aviation grade fuel not required)
332:Original production version. 1,445 built.
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921:Zenith carburettor with altitude control
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335:
291:de Havilland Gipsy III preserved at the
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14:
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1087:
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517:de Havilland DH.60T Gipsy Moth Trainer
444:de Havilland DH.60T Gipsy Moth Trainer
249:Gipsy, was ready to start its career.
127:is a British air-cooled four-cylinder
1215:
975:de Havilland Aircraft Heritage Centre
788:
1170:The Tiger Moth Story, Fourth Edition
449:de Havilland D.H.71 Tiger Moth racer
308:, the D.H.60 G-III was baptised the
269:; both types were to be used in the
100:de Havilland D.H.71 Tiger Moth racer
27:1920s British piston aircraft engine
771:de Havilland DH.71 Tiger Moth racer
304:quickly developed further into the
261:of 4.5 in (110 mm) and a
57:Four-cylinder inline piston engine
24:
25:
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1200:
661:de Havilland DH.60GIII Moth Major
354:As Gipsy II, inverted. 611 built.
196:
676:de Havilland DH.82A Tiger Moth I
40:
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96:de Havilland D.H.60G Gipsy Moth
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946:85 hp at 1,900 rpm (sea level)
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803:Royal Air Force Museum Cosford
651:de Havilland DH.60G Gipsy Moth
512:de Havilland DH.60G Gipsy Moth
439:de Havilland DH.60G Gipsy Moth
13:
1:
1430:1920s aircraft piston engines
1425:De Havilland aircraft engines
1036:
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384:de Havilland DH.71 Tiger Moth
231:de Havilland DH.71 Tiger Moth
168:de Havilland Aircraft Company
798:de Havilland Aircraft Museum
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131:aircraft engine designed by
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413:The DH.71 Tiger Moth racer
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1109:Lumsden 2003, pp. 136–138
759:de Havilland Swallow Moth
746:Westland-Hill Pterodactyl
666:de Havilland Leopard Moth
48:
39:
34:
1124:22 November 2015 at the
1041:
1031:List of aircraft engines
987:de Havilland Gipsy Major
819:Specifications (Gipsy I)
783:de Havilland DH.60 Moths
656:de Havilland Hornet Moth
283:de Havilland Gipsy Major
277:Birth of the Gipsy Major
116:de Havilland Gipsy Minor
112:de Havilland Gipsy Major
833:General characteristics
813:Old Rhinebeck Aerodrome
808:Shuttleworth Collection
736:Saro-Percival Mailplane
293:Shuttleworth Collection
141:de Havilland DH.60 Moth
135:in 1927 to replace the
1345:Turboprops/turboshafts
992:de Havilland Gipsy Six
845:piston aircraft engine
841:4-cylinder air-cooled
671:de Havilland Puss Moth
580:
492:
414:
341:
295:
225:DH.71 Tiger Moth racer
177:Design and development
1399:Geoffrey de Havilland
960:Power-to-weight ratio
646:de Havilland Fox Moth
616:Blackburn-Saro Meteor
606:Blackburn Bluebird IV
575:
507:Blackburn Bluebird IV
487:
429:Blackburn Bluebird IV
412:
339:
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253:Technical description
187:Geoffrey de Havilland
872:318.1 cu in (5.21 L)
562:Spartan Three Seater
189:and engine designer
1100:Lumsden 2003, p.71.
1084:Bransom 1991, p.29.
1075:Bransom 1991, p.28.
1066:Bransom 1991, p.26.
1057:Bransom 1991, p.25.
981:Related development
878:40.5 in (1028.5 mm)
827:Bransom and Lumsden
1145:on 6 February 2015
998:Comparable engines
890:29.9 in (759.5 mm)
789:Engines on display
681:de Havilland T.K.1
581:
493:
488:The Gipsy-powered
415:
389:Wright-Gipsy L-320
382:Racing engine for
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318:D.H.82A Tiger Moth
296:
271:D.H.60G Gipsy Moth
125:de Havilland Gipsy
91:Major applications
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951:Compression ratio
899:285 lb (129.3 kg)
854:4.5 in (114.3 mm)
121:
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16:(Redirected from
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474:Westland Widgeon
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1168:Bransom, Alan.
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1295:Gipsy Twelve
1270:Gipsy Junior
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1162:Bibliography
1147:. Retrieved
1143:the original
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893:
887:
881:
875:
868:Displacement
866:
857:
848:
838:
826:
823:
822:
792:
780:
636:Comper Swift
591:Arrow Active
542:Short Mussel
400:
397:Applications
314:
309:
297:
266:
256:
245:
241:
234:
219:
206:
180:
172:
149:
124:
122:
76:de Havilland
29:
18:Wright Gipsy
1290:Gipsy Queen
1280:Gipsy Major
1275:Gipsy Minor
938:Performance
706:Klemm Kl 32
701:Klemm Kl 27
696:Klemm Kl 26
631:Cierva C.24
626:Breda Ba.33
621:Bloch MB.90
601:Bartel BM-4
434:Breda Ba.15
424:Bartel BM-4
372:Gipsy Minor
364:Gipsy Major
306:Gipsy Major
301:carburettor
1419:Categories
1300:Gipsy King
1149:6 February
1119:CAA G-INFO
1037:References
1019:Menasco C4
1004:ADC Cirrus
933:Air-cooled
925:Fuel type:
911:Valvetrain
904:Components
895:Dry weight
721:Pander P-3
711:Miles Hawk
596:Avro Avian
576:Preserved
502:Avro Avian
419:Avro Avian
310:Moth Major
242:Tiger Moth
215:ADC Cirrus
210:Renault 8G
203:ADC Cirrus
183:ADC Cirrus
137:ADC Cirrus
82:First run
1392:Designers
1314:Turbojets
1285:Gipsy Six
964:0.3 hp/lb
824:Data from
777:Survivors
568:Gipsy III
351:Gipsy III
320:trainer.
181:Like the
164:air taxis
49:Gipsy II
1122:Archived
969:See also
753:Gipsy IV
480:Gipsy II
357:Gipsy IV
345:Gipsy II
324:Variants
267:Gipsy II
156:trainers
145:capacity
1383:Spectre
1366:Rockets
888:Height:
876:Length:
765:Gipsy R
405:Gipsy I
379:Gipsy R
329:Gipsy I
139:in the
129:in-line
1373:Sprite
1326:Goblin
1191:
1176:
882:Width:
859:Stroke
843:inline
726:PZL.19
263:stroke
246:D.H.82
238:D.H.71
35:Gipsy
1352:Gnome
1331:Gyron
1321:Ghost
1265:Gipsy
1260:Ghost
1042:Notes
839:Type:
527:RWD-4
522:PZL.5
454:PZL.5
85:1927
54:Type
1305:Iris
1189:ISBN
1174:ISBN
1151:2015
850:Bore
259:bore
162:and
123:The
1357:Gem
955:5:1
1421::
1089:^
1050:^
312:.
158:,
154:,
1235:e
1228:t
1221:v
1195:.
1180:.
1153:.
962::
953::
913::
897::
870::
861::
852::
829:.
20:)
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