Nope. The TIO-540 series powering the NavajoCR/Chieftain is a direct-drive engine without a reduction gearbox, so the whole engine, and its magneto and accessories, rotate the opposite way, and the redesigned engine becomes an LTIO-xxx (Left-hand rotation, Turbocharged, fuel Injection, horizontally Opposed.

The standard engine, like most American powerplants, has what is termed Right-Hand Rotation (clockwise, upper propeller blade moving to the right, as seen from behind). Of course, when the airframe designer decides to equip contra-rotating engines, usually to address the problems of "critical" engine failure, it is the right-installed engine which undergoes the change. Hence, the left-side engine of a Chieftain has right-hand rotation, and the right-side engine has left rotation, and a left-hand prop.

Thank you very much to all responders. And thread drifts are welcome -- they're what bring forth other interesting topics and tidbits.

With the exception (sole, I think) of the 700P variant of the Aerostar, which had outward-rotating props and so the LTSIO-540 is the left engine.

Using criteria previously mentioned, the Westland Whirlwind must count.
The Rolls-Royce Peregrines were designed from the outset to be handed. Not just with an idler gear, the whole engine rotated in the opposite direction.

Having it tried with the Peregrine, Rolls-Royce concluded it was a b***** stupid idea and never did it again.

With the A400 isn't it something like the inboard props rotate top blade outwards and the outboard props rotate top blade inwards? Noisy bugger whatever...

Good thread indeed and educational!

A400M props are "CACA" ie. Clockwise, Anticlockwise, Clockwise, Anticlockwise, when viewed from behind.
In French caca means pooh!

If you can include the B36, then you can also include The Avro Lancastrian

https://planehistoria.com/wp-content...018a6ef1_o.jpg

Didn't the P38 have two critical engines?

Yes and no.
Both engines turning outward gives the stronger “P-factor” slipstream on the side of the rudder deflection in case of an engine out.
As far as I recall.

The B36 was a production aeroplane but the mixed-power Lancastrian was a one-off conversion, to be an FTB for the Ghost engine

What definiition of "critical engine" would allow that to be true?

FAA definition - "Critical engine means the engine whose failure would most adversely affect the performance or handling qualities of an aircraft."

The definintion requires loss of one engine to have a more adverse effect than loss of the other.

The C-123K and KC-97L also carried a pair of turbojets to boost take off performance.

There's a piccie of an Indian Air Force C-119G sporting a dorsal Orpheus on the cover of Air Pictorial, August '63.

Medic 022 and Nord 1500 Griffon II both powered with turbo jet and ram jet.

No end of types with auxiliary jets, and then there's JATO/RATO ...

Trident 3
3 proper engines and an oversize and unbelievably noisy APU boost engine or must t be a mix of jet and prop.


Also from the real past the Fairey Rotadyne, another fuel to noise unit
Two RR Tynes on the wings-such as theywere- and ducted air sinning the monster rotor

If you're going to count APUs as well, then the T3 had 5 engines (as did most 4-holers).

Not sure about the 4 holers.
B707/720, DC-8, CV880/990, VC-10, DH Comet, didn't have APUs.
4 holers with APUs - B747, A340, any others?
OK, the RAF VC-10s did and I saw a VIP 707 with one.
There was a 5 engined Vulcan.

I believe the TWA Fairchild was called “Ontos”.

I flew the A340-200 and -300. These aircraft were considered to have four hair driers and one APU.