Not only do you read the instructions, you must understand them
 

Many moons ago at Ft Eustis, Virginia the first H-34 AMOC (Aviation Maintenance Officers Course) had just completed a teardown and build-up of an R-1820 engine. The engine was installed on a test stand and a test club (a wooden prop that acted as an air brake on the engine) was mounted on the shaft. Although the club was to be mounted on an 1820 engine the engine was assumed to have a geared reduction. This engine did not and when they ran the engine up to 2100 RPM the test club was overstressed and it exploded the engine over reved and tore itself apart. The exploding club destroyed an adjacent APU and a piece of wood hit an observer several hundred feet away putting him in the hospital.

:eek:

Lu,
Happens elsewhere as well.
Just three days ago watched with dismay as an R1820 was mounted on the number 4 position of a DC4 for a ground test run...with a DC4 prop installed (yes it fits, but not recommended).
Run up to takeoff power, the engine went bang....two cylinders separated from the case.
Expensive study....in what not to do.:rolleyes:

R1820 engines
 

Perhaps Lu, you could steer me in the direction of which dash# R1820 was direct drive, as I can find no mention of such a version in the material at my disposal.
Thanks, HectorusRex

Direct drive
 

To: HectorusRex

The R-1820 used in the H-34 (S-58) was direct drive. The gear reduction took place in the main transmission. I believe the R-1340 and R-1300 used in the S-55 were also direct drive.


:cool:

Great info regarding British and US radials but has anyone had any dealings with the German Siemens 7 cyl radial with dual carbys and compressed air start. I think mainly used on Fockewulf Stietzler a/c.
Any hint or tips would be greatly appreciated.
I was once told by an old T6/Harvard driver that due to the large moment arm at the prop tip and turning the prop by hand it was possible to do more damage if you encounted a hyd lock than with the starter motor which had a resonably low set clutch, he was only a short arse and I assumed he just could'nt reach. R985 engine.

According to the info I have, the R1820 F-50/60 DD was also used in the Curtiss Shrike A-12, F-11C, Helldiver SBC, the Grumman F-3F1, BF-2C, the Northrop Delta II, the Vultee V-11 and the Douglas P2D-1.

nicholas_hosties the Siemens was also used in the Bucker Jungmeister. There's one being restored in Spanhoe with the original engine. Why is the valvegear open I ask myself? Is it to make sure that a sufficient amount of oil gets onto the airframe :confused:

Nicolas.
The device used for tuning the engine by hand to break the hydraulic lock is called your fingers.
The prop blade is very sharp and believe me if there is any resisitance, torque slippage is caused by the level of pain that you can withstand.:D ;)

Lu,
mentioning the P&W Aeronautical Vest-pocket Book, I dragged mine out and there were the list of engines together with the font of aeonautical knowledge.
I notice mine was dated 1966 !!:eek:
Did they produce one later ??

Very nice ref source:D

Date of publication
 

To: GotTheTshirt

Mine is the twenty-first edition. First printing dated May 1990

:cool:

PS: If anyone is interested in getting one you will either have to finagle one from your local P&W rep or, you can buy one from P&W customer relations. The part number is P&W079500. They are fantastic and have a lot of engineering info.

Direct drive R-1820's
 

Thanks Lu.
Not enough lateral thinking on my part, as I had ignored such vehicles that have their wing surface travelling faster than the fuselage:O

Thanks Pigboat.
My source, Allied Aircraft Piston Engines of WWll, ISBN 1 85310 734 4, does not specify any dash F-50/60 DD, as the references make no mention of a "DD", and neither do they reference any rotary winged aircraft.
Many thanks for the 'heads up':O