Nowhere better to use a big-block!
01-28-2004, 07:29 PM
#12
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In CB where I used to live, they had a local Confed Airforce wing. A sweet P-51 called Gunfighter called it home. When I was taking flying lessons Duncan Aviation was doing part of the restoration of the only b-29 still flying. I went out the day it flew home and it was a sweet sight.
01-28-2004, 08:22 PM
#14
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Dave,
Photo #1 is a good friend of mine and Paul's. Dan was down with West Nile 2 years ago he is still in recovery.
He loves his planes. Don't know if he will ever fly again
Mark
Photo #1 is a good friend of mine and Paul's. Dan was down with West Nile 2 years ago he is still in recovery.
He loves his planes. Don't know if he will ever fly again
Mark
01-28-2004, 08:39 PM
#15
Stupid question, but how does an auto motor work in planes? Is the lubrication pressurized?
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Some people are like Slinkies - Not really good for anything, but they
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Some people are like Slinkies - Not really good for anything, but they
bring a smile to your face when pushed down the stairs.
01-29-2004, 06:59 AM
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Wet sump oil systems are the norm for most aircraft. Lots of aircraft approved for aerobatics have wet sumps. If you're going to do negative G aerobatic work the aircraft would be equipped with inverted oil and fuel systems, meaning these systems will work under positive or negative G loading.
An aircraft in unaccelerated straight and level flight has a G load of 1 G, the same as it has sitting on the ground.
An aircraft in unaccelerated straight and level flight has a G load of 1 G, the same as it has sitting on the ground.
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01-29-2004, 09:17 PM
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A long time ago I used to do a lot of aircraft sheet metal and rebuilding work. Although I never did much work on the Stangs, I did quite a bit of work on the Hawker Sea Fury. These British carrier-based aircraft were introduced at the very end of WWII, and were used in Korea. They fell out of favor rapidly with the coming of the jet fighter, but were still an incredible performer.
They used radial sleeve-valve Bristol Centarus 18 engine-
18 cylinders (two rows of 9)
3270 CID (53.6 liters)
2485 horsepower (or 3220 @2800 RPM with water/methanol injection)
dry weight 2695 lbs.
I did quite a bit of work on these engines as well- there is no engine with more thrashing going on internally than one of these. Check out the link for some pics of this behemoth. No valves, no tappets, no pushrods, no springs...........
If you REALLY need to know how this works, I will try to explain in a different post.
http://www.enginehistory.org/buckel_galleries.htm
They used radial sleeve-valve Bristol Centarus 18 engine-
18 cylinders (two rows of 9)
3270 CID (53.6 liters)
2485 horsepower (or 3220 @2800 RPM with water/methanol injection)
dry weight 2695 lbs.
I did quite a bit of work on these engines as well- there is no engine with more thrashing going on internally than one of these. Check out the link for some pics of this behemoth. No valves, no tappets, no pushrods, no springs...........
If you REALLY need to know how this works, I will try to explain in a different post.
http://www.enginehistory.org/buckel_galleries.htm
