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My engines instructor at A&P school ...., and he said the heavies were flying longer missions than the engine designers ever envisioned, and the engine oil tanks weren't big enough for the consumption they were experiencing.
Cheers,
Wes
The French put the hub-mounted HS-7/HS-9 in service in 1933 in the Dewoitine D.501. The same basic engine and gun setup was used in the M.S.406, which was later upgraded to the HS-404. The D.501's armament was terrifying in 1933, and even in 1936: who else had cannon-armed fighters in wide service? It was definitely the best available bomber-killer in its prime.I would even dispute that, since the system would have worked if the engine was inverted or upright.
The main differences between the DBs and the Merlin and V-1710 were the placement (and size) of the supercharger and the intake manifolding.
These are what make the hub gun possible, not the inverted layout.
I would have though the inverted V was in order to gain better view for the pilot, especially downwards at the front.
And on radials the clearance between the valve stem and guide allows a lot of oil to leak from the rocker hats into the induction and exhaust systems. This is one of the reasons for pulling through and checking for hydraulic lock before starting.Big difference! Air cooled engines (such as radials) must operate at a wide range of cylinder temperatures, thus requiring looser tolerances in pistons and rings, which increases oil consumption significantly. Liquid cooled engines, on the other hand are able to keep their cylinder temperatures pretty constant, allowing tighter tolerances, more efficiency, and reduced oil consumption.
Cheers,
Wes
It's all about the w I d e temperature range they have to operate under.And on radials the clearance between the valve stem and guide allows a lot of oil to leak from the rocker hats into the induction and exhaust systems. This is one of the reasons for pulling through and checking for hydraulic lock before starting.
right up until you're putting it back together and drop the washer... Putting the top end back together with gravity working against you is a job best left to someone else.It also seems like maintenance in the field might be easier. The inverted vee puts the "top end" of the engine on the bottom and thus is easier to reach from the ground.
Well, at least you won't have to stand on a ladder to do itright up until you're putting it back together and drop the washer... Putting the top end back together with gravity working against you is a job best left to someone else.
So is dropping the 3/8 (or 10mm) socket....and dropping a washer when your standing on a ladder is a real pain in the ass.
especially when that socket or 3/8 or 7/16 nut drops into a spark plug hole. @!#$%^&*(So is dropping the 3/8 (or 10mm) socket.
At least with an inverted engine, the socket won't sound like a pachinko ball as it goes down under the engine and subframe on it's way to the exact center of the vehicle...
As long as you don't drop a socket into one of the coolant passages!Regarding removal of the head of a V-12 to work on it, it's done reasonably regularly, and is easier than having to remove the whole