correct prop?
05-31-2005 | 09:29 AM
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From: BONAIRE,
GA
RE: correct prop?
Ya'll obviously have the prop and spinner figured out, but what about the starter, and where in the world do you attach the Ni-starter? [X(]
Has this engine been broken in correctly for a ringed, or ABC engine? [:-]
Are you adding extra castor to the fuel?
Does it take a wrench to adjust the needle valve? [:-]
Have you tach'ed it out to adjust slightly to the rich side so as not to lean it out causing it to over-heat and dead-stick on ya?
Just a couple of thoughts.
Has this engine been broken in correctly for a ringed, or ABC engine? [:-]
Are you adding extra castor to the fuel?
Does it take a wrench to adjust the needle valve? [:-]
Have you tach'ed it out to adjust slightly to the rich side so as not to lean it out causing it to over-heat and dead-stick on ya?
Just a couple of thoughts.
05-31-2005 | 11:44 AM
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05-31-2005 | 01:28 PM
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From: BONAIRE,
GA
RE: correct prop?
ORIGINAL: William Robison
Ed Stefan:
No worry on rich running, this engine not only has onboard mixture control, it has an "Autorich" setting.
Haw.
Bill.
Ed Stefan:
No worry on rich running, this engine not only has onboard mixture control, it has an "Autorich" setting.
Haw.
Bill.
05-31-2005 | 01:48 PM
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From: Mary Esther, Florida, FL
RE: correct prop?
Hobbsy:
Not to worry, the Wright R-1820 is only nine cylinders. If you had picked an R4D/C-47/DC-3 with the Pratt and Whitney power there would be fourteen cylinders to set. On each engine.
Haw.
Bill.
Not to worry, the Wright R-1820 is only nine cylinders. If you had picked an R4D/C-47/DC-3 with the Pratt and Whitney power there would be fourteen cylinders to set. On each engine.
Haw.
Bill.
05-31-2005 | 02:42 PM
#16
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RE: correct prop?
downunder
Well let's see....1450HP should drive a MAS 12x6 at approximately....ummm....*mutter mutter*...oh I'd say roughly 31,456,739 RPM....yep, that should work
Well let's see....1450HP should drive a MAS 12x6 at approximately....ummm....*mutter mutter*...oh I'd say roughly 31,456,739 RPM....yep, that should work
Na!!
It will only manage 121,071 RPM on this prop.
This is a real measly engine.
It will not hover at half throttle, with only 8,575.6 lbs thrust...
Beside, you could break the prop if you don't ream it carefully...
And these cylinders have tapered bores, despite the ringed pistons...
05-31-2005 | 02:44 PM
#17
RE: correct prop?
"Notes: "Kilo Sierra" was built with 1200-HP, P&W R1830-90C's with two-speed blowers. I'm not sure when she was converted to Wright R1820's. A 1988, FAA Form 337 shows the installation of Wright R1820-76B, 1425-HP engines per a one-time STC. The STC application indicates the removal of R1820-72 engines, which are 1350-HP. The owner at the time was Galaxy 1, Inc., of Marion, AR and the STC is in their name.
Some "experts" will tell you that C-47's can't have the Wright engines. Well, this is one of three genuine C-47/R4D-6's that I flew over the years with 1820's, from 1200 to 1425-HP. Obviously, all had been converted from the original R1830's."
Some "experts" will tell you that C-47's can't have the Wright engines. Well, this is one of three genuine C-47/R4D-6's that I flew over the years with 1820's, from 1200 to 1425-HP. Obviously, all had been converted from the original R1830's."
Jim
05-31-2005 | 02:53 PM
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From: Mary Esther, Florida, FL
RE: correct prop?
Jim:
Until your last post I had not noticed the little prop on the shaft. Enlarging the picture I can tell the owner has selected Master Air Screw as the brand, but I was not able to read the size.
Almost all of this series plane that had the Pratt&Whitney r-1830 were military, commercial versions almost exclusively had the Wright.
When I was with Piedmont, many years ago, we had only one DC-3 with the P&W engines. It was an ex-Navy bird that also had the "Super 3" conversion.
Bill.
Until your last post I had not noticed the little prop on the shaft. Enlarging the picture I can tell the owner has selected Master Air Screw as the brand, but I was not able to read the size.
Almost all of this series plane that had the Pratt&Whitney r-1830 were military, commercial versions almost exclusively had the Wright.
When I was with Piedmont, many years ago, we had only one DC-3 with the P&W engines. It was an ex-Navy bird that also had the "Super 3" conversion.
Bill.
05-31-2005 | 05:38 PM
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From: Mary Esther, Florida, FL
RE: correct prop?
Expanding the earlier post -
Douglas offered the DC-3 with the option of the Wright R-1820 or the Pratt & Whitney R-1830 engines.
Since the Wright was a nine cylinder single row engine and the P&W was a two bank fourteen cylinder, commercial operators almost without exception chose the Wright engine. Half as many cylinders was thought, with reason, to mean half as much maintenance cost. Fuel burn rate was similar.
I don't know why, but the US military bought the planes with the Pratt engines. During WW II if you saw a C-47 or an R4D with a Wright it was one that had been taken from the civilian fleet.
With the cowlings on the two versions look almost identical, differing only in the longer cowlings on the Pratt version, and seeing only seven cylinders when you look in the front of the nacelle.
i don't remember any difference in the flight characteristics, but I only had one short hop in a P&W version from ORF to RDA where Piedmont had its major maintenance facility.
Bill.
Douglas offered the DC-3 with the option of the Wright R-1820 or the Pratt & Whitney R-1830 engines.
Since the Wright was a nine cylinder single row engine and the P&W was a two bank fourteen cylinder, commercial operators almost without exception chose the Wright engine. Half as many cylinders was thought, with reason, to mean half as much maintenance cost. Fuel burn rate was similar.
I don't know why, but the US military bought the planes with the Pratt engines. During WW II if you saw a C-47 or an R4D with a Wright it was one that had been taken from the civilian fleet.
With the cowlings on the two versions look almost identical, differing only in the longer cowlings on the Pratt version, and seeing only seven cylinders when you look in the front of the nacelle.
i don't remember any difference in the flight characteristics, but I only had one short hop in a P&W version from ORF to RDA where Piedmont had its major maintenance facility.
Bill.
06-01-2005 | 12:16 AM
#21
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RE: correct prop?
ORIGINAL: Hughes500E
personally, I don't think you should use that engine [:-]
personally, I don't think you should use that engine [:-]
You notice I didn't recommend a helicopter for hovering ?
(part of the kinder, gentler RCU Mod guidelines.
)FBD.
06-04-2005 | 10:46 PM
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From: Colorado Springs, CO
RE: correct prop?
Jim,
OK...I just couldn't resist! First, you bought a new engine and didn't even open the instruction booklet. [>:]Next, you crank up the computer, find RC Universe and post on the engine forum to ask all the obvious questions. (How do I run this thing?, What kind of engine is it? How much nitro do I use? Do I use castor oil or synthetic? Is this ABC, ABN or ringed? Does OS still make the Wright engine? How many turns does my high speed needle valve have to be out? What glow plug should I be using?) So...get out the instruction booklet that came with the engine and start reading!!!!
I currently have two of those same engines that I bought from Tower back in 1971. The engines are currently mounted on a surplus Army Air Corps C-47 converted to "3D". For each engine on the aircraft, here are the stats:
9 OS "F" glow plugs
92% nitro with just a smidge of castor oil
High Speed Needle out 2 1/2 turns
12 X 4 3 bladed props (turning 119,000 RPM...just a little lower than DarZeelon calculated)
145 gallon Dubro fuel tank (centered 1/2 inch BELOW the carbs)
Medium size fuel tubing
and a 2 1/2 inch Tru-Turn spinner
The C-47 doesn't hover very good but the real thrill is watching all the spectators eyeballs protruding from their sockets when she starts wavering and does a "tail-touch". You just couldn't ask for better entertainment! Enjoy your new engine but for crying-out-loud...read the instruction manual!!!
OK...I just couldn't resist! First, you bought a new engine and didn't even open the instruction booklet. [>:]Next, you crank up the computer, find RC Universe and post on the engine forum to ask all the obvious questions. (How do I run this thing?, What kind of engine is it? How much nitro do I use? Do I use castor oil or synthetic? Is this ABC, ABN or ringed? Does OS still make the Wright engine? How many turns does my high speed needle valve have to be out? What glow plug should I be using?) So...get out the instruction booklet that came with the engine and start reading!!!!
I currently have two of those same engines that I bought from Tower back in 1971. The engines are currently mounted on a surplus Army Air Corps C-47 converted to "3D". For each engine on the aircraft, here are the stats:
9 OS "F" glow plugs
92% nitro with just a smidge of castor oil
High Speed Needle out 2 1/2 turns
12 X 4 3 bladed props (turning 119,000 RPM...just a little lower than DarZeelon calculated)
145 gallon Dubro fuel tank (centered 1/2 inch BELOW the carbs)
Medium size fuel tubing
and a 2 1/2 inch Tru-Turn spinner
The C-47 doesn't hover very good but the real thrill is watching all the spectators eyeballs protruding from their sockets when she starts wavering and does a "tail-touch". You just couldn't ask for better entertainment! Enjoy your new engine but for crying-out-loud...read the instruction manual!!!
06-04-2005 | 11:04 PM
#25
