31:
145:. It was an inline, water-cooled 4-cylinder piston engine with characteristic Green features: cast-steel single-piece cylinders and cylinder heads, two valves per cylinder driven by an overhead camshaft, white metal crankshaft bearings and copper water jackets, rubber-sealed to allow for differential expansion.
222:
Green's engines were noted for their reliability, and Green reinforced that reputation with entries into
Government competitions; in 1910 the D.4 won the £1.000 prize donated to the winner by Patrick Alexander. There was a maximum power test, the D.4 achieving 67.8 hp at 1,210 rpm, but the
242:
The
British Empire Michelin Trophies (no.1 for speed and no.2 for distance) between 1910 and 1913 were also all-British aircraft competitions. Six of the seven winners were powered by Green engines, showing their dominance and reliability. The winners of all four of the 1910-11 contests, three of
169:
was fitted to the output shaft. Thin cylindrical copper water jackets surrounded the cylinders almost to their base, where a rubber ring, located by a circumferential groove in the cylinder, provided a sliding water seal that allowed for the differential thermal contraction of copper and steel.
253:
Circuit of
Britain competition, a distance of 1,010 miles. That engine, flown over 7,000 miles, was exhibited at the 1913 Olympia Aero Show. Despite its pre-war success, neither the Green D.4 nor other Green models played a part in the war, in which the lighter, air-cooled French engines of
226:
Up to 1912 the Green D.4 was the only all-British aircraft engine capable of producing 60 hp, so when prizes were offered for flights or races for all-British aircraft, the Green was the only choice. The best known example is that of
148:
Increases in bore and stroke gave the D.4 more than twice the swept volume of the C.4 and roughly doubled its power. The cast-steel cylinders, individually machined inside and out, were mounted separately onto a flat-sided aluminium
223:
emphasis was on endurance: the engine had to produce two non-stop 12 hr runs and average more than 58.5 hp. In the event, the D.4 averaged 61.6 hp with few signs of wear on inspection afterwards.
189:
on the right; the plugs, also set in the cylinder walls, were on the same side, below and angled to the inlets. The exhaust ports were on the left side, angled forwards. A crankshaft driven
170:
Cooling water was fed to these jackets by an engine-driven pump via a horizontal tube on the low right side of the engine, assuming a tractor orientation, and fed to the
214:
The D.4 was usually described as a 50-60 hp engine, sometimes as 60 hp, 65 hp or 60-70 hp. The type designation D.4 was rarely used at the time.
211:
Lubricating oil was mechanically pumped through cast-in channels in the crankcase to all the crankshaft bearings. The camshaft was contained in an oil tight sleeve.
228:
30:
911:
975:
846:
821:
663:
631:
980:
904:
121:
in 1909. It produced about 60 hp (45 kW) and played an important role in the development of
British aviation before
741:
544:
897:
389:
275:
A long stroke (152 mm) development gave 65 hp (48 kW) at 1250 rpm, but seems not to have flown.
368:
153:. They were fastened down by long bolts between them, which reached into the crankcase to support the four inner
352:
599:
107:
404:
399:
394:
430:
414:
880:
792:
769:
692:
162:
419:
157:
bearings. The main bearings were in the crankcase ends, and the ball race was designed to allow either
383:
797:
774:
697:
263:
158:
409:
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482:
378:
232:
178:
939:
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425:
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297:
138:
842:
817:
737:
733:
659:
627:
556:
190:
725:
373:
312:
193:
239:
prize in 1910 for a circular 1 mile flight by a
British pilot in an all-British aeroplane.
923:
920:
473:
114:
61:
534:
fully forced, with cast-in channels to bearings and via hollow crankshaft to end bearings
186:
142:
71:
51:
969:
726:
464:
204:
and a vertical shaft at the rear of the engine. The camshaft operated the valves by
182:
110:
363:
358:
302:
572:
50 hp (37 kW) at 1,050 rpm, 70 hp (52 kW) at 1,200 rpm for short periods
540:
water, with rubber sealed spun copper jackets around each cylinder, engine pumped
307:
255:
246:
122:
104:
889:
507:
491:
205:
201:
154:
954:
944:
347:
342:
337:
150:
134:
91:
197:
171:
166:
137:, a 30-35 hp engine used by some early aviators in the UK, such as
259:
208:
with rollers on their camshaft ends and adjusting screws at the other.
711:
ENV, who offered a 60 hp motor, were a joint Anglo-French concern
512:
two poppet valves per cylinder driven by overhead camshaft via rockers
243:
Cody's aircraft plus Moore
Brabazon's Short S.2, were D.4 powered.
626:(2nd ed.). Wellingborough: Patrick Stephens Ltd. p. 74.
196:
at the rear provided the plugs' high voltage supply. The overhead
460:
4-cylinder watercooled inline upright poppet valve piston engine
893:
496:
259 lb (117 kg) bare; 302 lb (137 kg) with accessories
118:
816:(2nd ed.). London: Putnam Publishing. p. 260.
884:, March 12, 1910 - "British Flight Engines: The Green".
249:
D.4 also powered his entry to fourth place in the 1911
732:. Atglen, PA, USA: Schiffer Publishing Ltd. pp.
41:
4-cylinder water-cooled inline upright piston engine
133:The Green D.4 was a natural development of the
787:
785:
656:British Piston Aero-engines and their Aircraft
905:
724:Goodall, Michael H.; Tagg, Albert E. (2001).
584:0.175 lb/hp/hr (0.107 kg/kW/hr) at 62 hp
578:0.590 lb/hp/hr (0.359 kg/kW/hr) at 62 hp
8:
860:
858:
756:
687:
685:
683:
681:
679:
677:
675:
285:
912:
898:
890:
886:Covers both the C.4 and D.4 engine types.
841:. London: Putnam Publishing. p. 64.
658:. Shrewsbury: Airlife. pp. 154–156.
649:
647:
645:
643:
617:
615:
814:The Aeroplanes of the Royal Flying Corps
200:was also driven from the crankshaft via
864:
793:"Aeronautical Engines at Olympia, 1914"
770:"Aeronautical Engines at Olympia, 1913"
611:
522:carburettor with separate float chamber
445:
289:
719:
717:
20:
728:British Aircraft before the Great War
549:none; direct right hand tractor drive
7:
837:Barnes, C.H.; James, D. N. (1987).
624:World Encyclopaedia of Aero Engines
355:(damaged in taxi trials, not flown)
14:
174:by another tube on the top left.
839:Handley Page Aircraft since 1907
29:
1:
976:1900s aircraft piston engines
369:George & Jobling biplane
62:Green Engine Co. Ltd, London
997:
390:Howard Wright 1910 Biplane
353:Edwards Rhomboidal biplane
181:carburettor with a remote
930:
28:
23:
701:: 166. 26 February 1912.
600:List of aircraft engines
405:Humphreys monoplane No.3
400:Humphreys monoplane No.2
395:Humphreys monoplane No.1
386:(possibly not completed)
778:: 151. 8 February 1913.
757:Goodall & Tagg 2001
452:General characteristics
286:Goodall & Tagg 2001
266:were extensively used.
981:Green aircraft engines
654:Lumsden, Alec (1994).
622:Gunston, Bill (1989).
487:549 cu in (9.0 litres)
431:Sonoda Tractor Biplane
415:Northern Aircraft PB.1
185:fed a double branched
801:: 269. 14 March 1914.
235:, winning the £1,000
123:World War I
812:Bruce, J.M. (1992).
528:petrol, 40-50 octane
422:(probably not flown)
103:was a four-cylinder
379:Handley Page Type B
233:Short Biplane No. 2
218:Operational history
426:Short Biplane No.2
298:ASL monoplane No.2
963:
962:
693:"Alexander Prize"
576:Fuel consumption:
420:Poynter monoplane
97:
96:
988:
914:
907:
900:
891:
868:
862:
853:
852:
834:
828:
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789:
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731:
721:
712:
709:
703:
702:
689:
670:
669:
651:
638:
637:
619:
582:Oil consumption:
478:5.75 in (146 mm)
469:5.51 in (140 mm)
384:Harper monoplane
374:Grahame-White XV
313:Blackburn Type E
113:produced by the
88:
48:
33:
21:
996:
995:
991:
990:
989:
987:
986:
985:
966:
965:
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926:
921:Green Engine Co
918:
877:
872:
871:
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856:
849:
836:
835:
831:
824:
811:
810:
806:
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723:
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691:
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673:
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621:
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608:
591:
566:
538:Cooling system:
503:
454:
440:
435:
282:
272:
220:
131:
115:Green Engine Co
86:
47:National origin
46:
17:
12:
11:
5:
994:
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984:
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875:External links
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545:Reduction gear
541:
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529:
523:
518:1× single jet
513:
502:
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479:
470:
461:
453:
450:
439:
438:Specifications
436:
434:
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428:
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410:Megone biplane
407:
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303:ASL Valkyrie C
300:
294:
292:, p. 155
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268:
229:Moore-Brabazon
219:
216:
187:inlet manifold
143:Short Brothers
130:
127:
95:
94:
89:
87:Developed from
83:
82:
79:
75:
74:
72:Gustavus Green
69:
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52:United Kingdom
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848:0-85177-803-8
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830:
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823:0-85177-854-2
819:
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665:1-85310-294-6
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635:
633:1-85260-163-9
629:
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605:
601:
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595:
594:Related lists
588:
583:
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574:
571:
570:Power output:
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183:float chamber
180:
177:A single jet
175:
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165:operation. A
164:
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156:
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146:
144:
140:
136:
128:
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111:piston engine
109:
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93:
90:
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84:
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58:Manufacturer
57:
56:
53:
50:
45:
44:
40:
37:
36:
32:
27:
22:
19:
949:
924:aero engines
881:
865:Lumsden 1994
838:
832:
813:
807:
796:
773:
764:
752:
727:
707:
696:
655:
623:
593:
592:
581:
575:
569:
552:
543:
537:
531:
525:
516:Fuel system:
515:
506:
490:
483:Displacement
481:
472:
463:
457:
448:, p. 74
446:Gunston 1989
442:
441:
364:Flanders F.3
359:Flanders F.2
290:Lumsden 1994
283:
280:Applications
250:
245:
241:
236:
225:
221:
213:
210:
176:
147:
132:
100:
98:
18:
564:Performance
532:Oil system:
333:Cody No.III
328:Cody No.IIC
323:Cody No.IIB
318:Cody No.IIA
308:Avro Type G
105:watercooled
970:Categories
743:0764312073
606:References
526:Fuel type:
508:Valvetrain
501:Components
492:Dry weight
251:Daily Mail
237:Daily Mail
202:worm gears
155:crankshaft
78:First run
553:Ignition:
443:Data from
348:Dunne D.8
343:Dunne D.7
338:Dunne D.5
151:crankcase
135:Green C.4
101:Green D.4
92:Green C.4
68:Designer
867:, Part 4
589:See also
284:Sources:
270:Variants
256:Le Rhône
198:camshaft
172:radiator
167:flywheel
141:and the
559:magneto
555:Single
260:Clerget
231:in his
206:rockers
194:magneto
163:tractor
117:in the
940:260 hp
882:Flight
845:
820:
798:Flight
775:Flight
740:
698:Flight
662:
630:
520:Zenith
474:Stroke
288:&
247:Cody's
179:Zenith
159:pusher
129:Design
108:inline
16:Engine
935:80 hp
734:84–85
557:Bosch
458:Type:
264:Gnome
191:Bosch
81:1909
38:Type
843:ISBN
818:ISBN
738:ISBN
660:ISBN
628:ISBN
465:Bore
262:and
99:The
24:D.4
955:E.6
950:D.4
945:C.4
161:or
139:Roe
972::
857:^
795:.
784:^
772:.
736:.
716:^
695:.
674:^
642:^
614:^
258:,
125:.
119:UK
913:e
906:t
899:v
851:.
826:.
746:.
668:.
636:.
547::
510::
494::
485::
476::
467::
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