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28-567: The follow-on M-2 was substantially the same as the M-1. The prototype M-1 was originally powered by a Hispano-Suiza 8A , but production examples featured a variety of engines in the same general power range, with the Wright J-4 B chosen for nine of the sixteen M-1s built, and the prototype later refitted with this engine. According to Cassagneres, "Dimensions allowed for a front cockpit that could accommodate two passengers side by side, or one passenger and

56-459: A rotary engine of equivalent power. This empty weight does not include the radiator and coolant fluid. Generally, air-cooled engines are lighter than their equivalent horsepower water-cooled counterparts. For example, the Bentley BR.2 rotary put out 230 hp (170 kW) and weighed 220 kg (490 lb), Clerget 9B rotary 130 hp (97 kW), 173 kg (381 lb). The new engine

84-579: A 4.5 hp single-cylinder and the 7.5-horsepower twin-cylinder Cuadra Centauroune, which in 1901 traveled 1,000 km without incident. He filed his first mechanical patents but the company went bankrupt. Marc Birkigt founded with the financier Juan Castro de La Cuadra in November 1902 the Juan Castro s.en.c Fabrica Hispano-Suiza de Automóviles in Barcelona. They manufactured automobiles with internal combustion engines,

112-468: A clockwise (viewed from in front, otherwise known as a left hand tractor) rotation propeller. Related development Comparable engines Related lists Marc Birkigt Marc Birkigt (8 March 1878, Geneva – 15 March 1953, Versoix ) was a Swiss engineer , automotive and aviation pioneer, and co-founder of Hispano-Suiza in 1904. He lived in Barcelona , Spain when he

140-478: A company manufacturing machines and tools for watchmaking. During his military service in Switzerland, he served as gunsmith. Aged 21, he joined Carlos Vellino (engineering school friend) in 1899 in Barcelona (industrial capital of Catalonia ) and worked unsuccessfully on a prototype electric omnibus for Barcelona for the company “La Cuadra”. He then designed and manufactured two models of gasoline powered carts:

168-445: A power output of 140 hp at 1,900 rpm. In spite of the similarities with the original design, the engine had been substantially refined. The crankshaft was machined from a solid piece of steel. The cylinder blocks were cast aluminium and of monobloc type that is, in one piece with the SOHC cylinder heads. The inlet and exhaust ports were cast into the blocks, the valve seats were in

196-802: A sack of mail, or just mail sacks and no passenger. Dual controls were provided, so a passenger flying up front could get in some 'stick time' if he wished. The M-1 cowling had a feature that was to become almost a trademark on all subsequent Ryan models up to the ST. This was the distinctive 'engine-turning' or 'jeweling' effect achieved by burnishing the aluminum. A M-1 was flown in the 1926 Ford National Reliability Air Tour . Pacific Air Transport operated J-4B-powered M-1s and M-2s on their demanding Seattle – San Francisco – Los Angeles mail route, while Hispano-Suiza-powered machines flew with Colorado Airways between Cheyenne and Pueblo and Yukon Airways between Whitehorse and Dawson City . One M-2 (named Bluebird )

224-712: Is a water-cooled V8 SOHC aero engine introduced by Hispano-Suiza in 1914 that went on to become the most commonly used liquid-cooled engine in the aircraft of the Entente Powers during the First World War. The original Hispano-Suiza 8A was rated at 140 hp (100 kW) and the later, larger displacement Hispano-Suiza 8F reached 330 hp (250 kW). Hispano-Suiza 8 engines and variants produced by Hispano-Suiza and other companies under licence were built in twenty-one factories in Spain, France, Britain, Italy, and

252-1078: The Hispano-Suiza 12Y version, produced under license and developed in Czechoslovakia , Spain , Switzerland and the USSR . The Hispano-Suiza HS-404 aircraft gun was also designed and widely adopted by the British and American armed forces during World War II. At the end of World War II , the factories of Bois-Colombes and Tarbes were in ruins and looted. It then relaunched in the manufacture of aircraft reactors ( Rolls-Royce ), aviation accessories (thrust reversers, gas turbines, landing gear, diesel engines ...) Marc Birkigt married Eugénie Brachet in Geneva on November 23, 1901. From their union were born Louis in 1903 and Yvonne in 1905. He lived in Versoix Geneva, Switzerland, since 1930 in his sumptuous “Rive-bleu” residence on

280-709: The Ryan NYP Spirit of St Louis . The M-1 prototype was restored to flying condition between 1980 and 1984 and is preserved in the Museum of Flight in Seattle . The seventh aircraft is preserved in airworthy condition in Pacific Air Transport markings at the Historic Aircraft Restoration Museum at Creve Coeur airport, Missouri. A replica of an M-1 using a small number of parts from serial number 11

308-658: The SPAD S.VII plane of the Stork Squadron ace Georges Guynemer ; and so the stork is now associated with Hispano-Suiza. At the end of the war Marc Birkigt returned to Paris. He devoted himself to luxury automobiles such as the Hispano-Suiza H6 , to take advantage of the new fortunes made during the war. In 1923, the French subsidiary acquired its independence and was baptized Hispano-Suiza . Birkigt joined forces with Michelin in

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336-446: The 10 hp, 1,873 cc twin-cylinder and the 14 hp, 2,535 cc 4-cylinder chassis. At the beginning of 1904, production was again suspended for lack of money. The Spanish businessmen Damian Mateù and Francisco Seix then finance on June 14, 1904, the new company Hispano-Suiza Fabrica de Automóviles SA in Barcelona. King Alfonso XIII of Spain ordered a 20/24 hp Hispano-Suiza chassis and assured the company of his full support. He awarded Birkigt

364-558: The 1907 show: a 4-cylinder 40/45 hp and an imposing 6-cylinder 60/75 hp with 11 litres of displacement decorated with the brand's emblem: two wings (symbol of speed), in the center a white cross (Swiss symbol) on the Spanish colors. In January 1911, Marc Birkigt moved to Paris with a new factory in Levallois and then in Bois-Colombes in 1914 with agencies all over the world. King Alfonso XIII

392-467: The 1930s to create a railcar: the famous Micheline . After having built more than 2,500 chassis, Hispano Suiza was nationalized by the French state in 1936. Marc Birkigt stopped manufacturing automobiles and devoted himself to aircraft engines and automatic weapons for French national defense. The result is the Hispano-Suiza 12X engine derived from the V8; one of the first engines of the 1000 hp (750 kW) class in

420-518: The U.S. Derivatives of the engine were also used abroad to power numerous aircraft types and the engine can be considered as the ancestor of another successful engine by the same designer, the Hispano-Suiza 12Y (and Soviet Klimov V12 derivative aero-engines) which was in service during the Second World War. At the beginning of World War I, the production lines of the Barcelona based Hispano-Suiza automobile and engine company were switched to

448-555: The conventional system of Hispano-Suiza(engine manufacturer) 8(no of cylinders) A(engine series) b(variant) r(attribute), thus Hispano-Suiza 8Abr . The 8B , 8Ba and 8Bb were used (a) to power the earliest versions of the S.E.5a , (b) along with the 8Bd , the SPAD S.XIII , (c) front-line active versions of the Sopwith Dolphin , and (d) several other Allied aircraft types, with its gear reduction easily identifiable in vintage World War I photos, from its use of

476-548: The luxurious Hispano-Suiza H6 car in the 1920s. He also won fame for the aircraft engines and guns he designed as chief engineer at Hispano-Suiza, the former including the liquid-cooled V8 engine that powered the famous French SPAD VII and SPAD XIII World War I fighters, and the British Sopwith Dolphin and S.E. 5a , whilst in the field of ordnance he created the Hispano-Suiza HS.404 20mm autocannon , which

504-719: The new rotary engines under development did not appeal to aircraft designers. French officials ordered production of the 8A to be started as soon as possible and issued a requirement for a new single-seat high-performance fighter aircraft using the new engine. The Louis Béchereau -designed SPAD VII was the result of this requirement and allowed the Allies to regain air superiority over the Germans. Some data from: British Piston Engines and their Aircraft Note: Hispano-Suiza company type numbers were prefixed by HS- or written in full as Hispano-Suiza Type 31 , but military designations used

532-522: The production of war materiel. Chief engineer Marc Birkigt led work on an aircraft engine based on his successful V8 automobile engine. The resulting engine, called the Hispano-Suiza 8A (HS-31), made its first appearance in February 1915. The first 8A kept the standard configuration of Birkigt's existing design: eight cylinders in 90° Vee configuration, a displacement of 11.76 litres (717.8 cu in) and

560-620: The title of Knight of Isabella the Catholic in 1908. A new factory was built in Sagrera and sales offices were created in Geneva and Paris , then in the rest of Europe . A sales license was granted to the Swiss company SAG (Société d'automobiles à Genève) of Lucien Pictet and Paul Piccard . The latter marketed the Hispano-Suiza models under this name until 1908 . Marc Birkigt presented two new chassis at

588-743: The top face of the steel cylinder liners, which were screwed into the blocks. Using a rotating bevel gear -driven tower shaft coming up from the crankcase along the rear end of each cylinder bank, with the final drive for each cylinder bank's camshaft accommodated within a semicircular bulge at the rear end of each valve cover. Aluminium parts were coated in vitreous enamel to reduce leakage. All parts subject to wear, and those critical for engine ignition were duplicated: spark plugs for dual ignition reliability, valve springs, magnetos , etc. Engine reliability and power to weight ratios were major problems in early aviation. The engine and its accessories weighed 185 kg (408 lb), making it 40% lighter than

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616-566: Was built by Andy King in 2001, powered by a Lycoming R-680 and also painted in Pacific Air Transport #7's scheme. Serial number 11 is owned and faces a full restoration by John Norman, who crafted the most accurate reproduction of the Spirit of St. Louis ever built. A replica M-1 is exhibited in the San Diego Air & Space Museum . Data from "Ryan M-1" General characteristics Performance Hispano-Suiza 8A The Hispano-Suiza 8

644-440: Was built with a fully enclosed cabin for the pilot and four passengers, foreshadowing Ryan's highly successful Brougham series. The standard M-2, meanwhile, was Charles Lindbergh 's first choice for his transatlantic flight. His list of requirements for the aircraft soon made it apparent, however, that rather than modifying an M-2, it would be more effective to build an all-new design along the same general lines, which resulted in

672-415: Was despite being the most common type, then in use, for most aircraft. Also, rotary engines were getting close to the limits of their development at this time. Rotary engines of increased power generally had increased weight, which in turn increased the already serious gyroscopic torque generated by the engine's rotation. A further increase in torque was considered unacceptable, and the power to weight ratio of

700-615: Was hired by Emilio de la Cuadra in 1898 to work as an automobile engineer in Cuadra's firm La Cuadra. After several bankruptcies and changes in ownership, the firm was reborn in 1904 as the luxury automobile company Hispano-Suiza with Birkigt as chief engineer. Later he co-founded the Dewoitine company along with Émile Dewoitine . Birkigt was nominated for the Car Engineer of the Century prize for

728-574: Was of great importance in WW II as the main fighter gun of the RAF from 1941 onwards. Marc was born on March 8, 1878, in Geneva , Switzerland . Son of a tailor in rue Rousseau, his mother died when he was 2 and his father when he was 12. He was raised by his grandmother. Marc entered the Geneva Mechanical School at the age of 17 from where he graduated as an engineer at the age of 20 and then worked in

756-713: Was presented to the French Ministry of War in February 1915, and tested for 15 hours at full power. This was standard procedure for a new engine design to be admitted into military service. However, because of lobbying by French engine manufacturers, the Spanish-made engine was ordered to undergo a bench test that no French-made engine had yet passed: a 50-hour run at full speed. The HS-31 was therefore sent back to Chalais-Meudon on July 21, 1915, and tested for 50 hours, succeeding against all expectations. The design also promised far more development-potential than rotary engines. This

784-626: Was then one of the main shareholders of the brand . In 1914 when the First World War broke out, the factories were placed under the control of the company Gnome et Rhône . Marc Birkigt then developed a light aircraft engine in Barcelona for the Spanish government. The 150 hp Hispano-Suiza 8 a 90° V8 engine introduced the innovative concept of light alloy cylinder blocks. From 1915 the French air force successfully equipped itself with 40,000 of these engines, which enabled them to fight on equal terms with their German counterparts. This machine powered

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