On display in the National Air Museum, Smithsonian Institution, is the
first oil-burning engine to power an airplane. Its label reads: "Packard
Diesel Engine--1928--This first compression-ignition engine to power an
airplane developed 225 hp at 1950 revolutions per minute. It was
designed under the direction of L. M. Woolson. In 1931, a production
example of this engine powered a Bellanca airplane to an 84 hour and 33
minute nonrefueled duration record which has never been
equalled.--Weight/power ratio: 2.26 lb per hp--Gift of Packard Motor Car
Co."
[Illustration: Figure 1 (left).--Front view of first Packard diesel,
1928. Note hoop holding cylinders in place and absence of venturi
throttles. This engine was equipped with an air pressure starting
system. (Smithsonian photo A2388.)]
[Illustration: Figure 2 (right).--Left side view of first Packard
diesel, 1928. Heywood starter (air) fitting shown on the head of the
next to lowest cylinder. (Smithsonian photo A2388C.)]
This revolutionary engine was created in the short time of one year.
Within two years of its introduction in 1928, airplane diesel engines
were being tested in England by Rolls-Royce, in France by Panhard, in
Germany by Junkers, in Italy by Fiat, and in the United States by
Guiberson. Packard had demonstrated to the world the remarkable economy
and safety of the airplane diesel engine, and the response was immediate
and favorable. The novelty and performance of the Packard diesel assured
it a large and attentive audience wherever it was exhibited. Yet in
spite of its performance record the engine was doomed to failure by
reason of its design, and it was further handicapped by having been
rushed into production before it could be thoroughly tested.