RAF Preference for in line engines vs radials in WW2
As a Licensed Engineer/Mechanic I'd expect to allocate around 1 manhour to remove, clean, inspect, test and refit the 8 plugs on a small Cessna. By extrapolation, I'd make that about 42 manhours just to service the plugs of a B-36. That's a man-week. Compression checks and troubleshooting mag-drops must have been a hoot.
Think you will find that your "B-29" was actually a B-50. No B-29 was ever fitted with the R-4360 engines, and I suspect the aircraft you viewed had the extremely tall fin/rudder assembly which was vital to all B-50s. Perhaps the person at the museum was not too well informed on American military aircraft of the 1950s, and just got it wrong with their caption. A B-50 is still rather B-29 (ish) after all!
Because Congress was reluctant to continue funding wartime projects, the B-29D was redesignated B-50 to make it appear completely new. Congress fell for the trick, and the B-29D was kept alive, even though no planes flew under the original designation.
As a Licensed Engineer/Mechanic I'd expect to allocate around 1 manhour to remove, clean, inspect, test and refit the 8 plugs on a small Cessna. By extrapolation, I'd make that about 42 manhours just to service the plugs of a B-36. That's a man-week. Compression checks and troubleshooting mag-drops must have been a hoot.
D-D/BPF,didn`t the F/Engineers panel have a selector and instrument to check each engine`s plugs for misfiring or failure...?
Thanks stevef,think the Beverley may have had similar...
And yet the USN fighters such as the Corsair,Wildcat, Hellcat, Bearcat and Tigercat all used radials. Were radials more reliable than in-line engines for over-sea ops?.
"Blimey, Jet engines must have been a doddle compared to a 4-row radial!"
they were - and thus FE's gradually disappeared
Read anything about trying to run an major airline in the '50's and it always comes back to the problems of the big engines.
they were - and thus FE's gradually disappeared
Read anything about trying to run an major airline in the '50's and it always comes back to the problems of the big engines.
One of them is Jaguar-Land Rover Solihull these days. NB apparently Bristol itself refused to have them make whole engines, only sub-assemblies Bristol would finish itself.
My former instructor and dear friend Sqn Ldr Desmond Mock flew Catalinas from Lough Erne in Northern Ireland. He recalled that the Merlin was highly valued and it wasn't done to admit that coolant leaks were often a problem. He and his colleagues much preferred their pair of P&W Twin Wasps when on an 18-hour Atlantic patrol. I remembered Desmond years later when I was in and out of Scottish Aviation at Prestwick, collecting and delivering parts for overhaul, and more than once saw an ex-Dakota Twin Wasp which had blown off a cylinder head and still kept going as long as all the oil didn't leak away.
Some of the really big US four-row jobs were manufactured from an alloy of magnesium and thorium, which was both radioactive and would burn through the main spar in the event the overheating problem reached its logical conclusion and caused a fire.
Read anything about trying to run an major airline in the '50's and it always comes back to the problems of the big engines