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The Gipsyqueen II
Part 1: Development of Well-Known Range of de Havilland Engines,
Design Features,  Machining Operations on the Crankcase, Cylinder, Barrel and Head

By J. A. Oates, A.M.I.E.I., M.Inst.Met

A very important part is played in both civil and service aviation by the low-power types of aircraft engines, and below we give the first of a series of articles reviewing the methods employed during the manufacture of the well-known de Havilland Gipsyqueen II, a development of the Gipsy Six I. This six-cylinder, inverted, in-line air-cooled engine, capable of developing 210 bhp at 2,400 rpm is fitted to some of the important types of aircraft at present in service.

This article first appeared in the Volume 6, Number 72 (October, 1944) issue of Aircraft Production magazine, and is presented here through the kind permission of Flight International. Thanks also to Bruce Vander Mark for furnishing volumes of Aircraft Production for scanning.



Under present conditions there is a tendency to think only of the high-power aircraft engines and overlook the important part played by the smaller types. Apart from their pre-war development that made possible the present high-power types, every pilot receives his initial training in machines fitted with such engines; also, they power the many reconnaissance, transport and ferry aircraft giving such useful service to our Forces at the present time. In postwar civil aviation they will, of course, again come into prominence.

One of the best-known types of low-power engine is the de Havilland Gipsy in-line series developed over the past 18 years by Major Halford. The first, the 120 hp Gipsy One, created something of a stir by establishing a world speed record for light aircraft of 187 mph when fitted to a DH 71 racer. This engine was followed by the 200 hp V-8 Gipsy Ghost-comprising a double Gipsy One, the Gipsy Two, and then the inverted Gipsy Three. In 1931 was introduced the 75 hp four-cylinder Gipsy Minor, which was fitted to the Swallow Moth two-seater monoplane.

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