This is the shape taken by the famous air-cooled rotary engines of which the much-discussed Gnome is the best known make. In this rotary motor the cylinders and crankcase revolve about the crankshaft which is stationary. Authorities are divided over the Gnome, which has many severe critics as well as many enthusiastic supporters. Its lightness is certainly an advantage. The ordinary Gnome has seven cylinders and develops fifty horsepower while the newest models have fourteen cylinders and develop 100 and 140 horsepower. A brief description of the motor here will suffice to show the general principle of the rotary engine. The stationary crankshaft is hollow, and through it the gasoline vapour passes from the carbureter at the rear to the cylinders. Of course the inlet valves in the pistons are made to work automatically. The magneto is also placed behind the motor and the segments revolve on the crankcase. Wires extend from the segments to the spark plugs in the cylinders, and revolve with them. The cylinders are turned out of solid steel and the whole engine is conceded by experts to be one of the most wonderfully ingenious ever built. The cylinders and crankcase themselves serve as flywheel, thereby eliminating the dead weight of the usual heavy flywheel in the other types of motors, and the rotation serves to cool the engine perfectly. Again, the rotary motor is light and small, while it develops a tremendously high power. Aviators also claim for it other advantages too technical for consideration here. Many authorities, in fact, declare that the rotary engine is the aeroplane motor of the future. It is very popular among the French aviators and at present holds a great many speed records. It was with one of these high-power Gnomes that Claude Grahame-White, the English flier, won the Gordon Bennett race at Belmont Park in the fall of 1910, and Weyman again in England in 1911.