Every round engine I ever saw or worked on had an odd number of
cylinders for each row. The total number of cylinders would be even in a
double row engine like the PW R2800 CB16. On a PW 985 there are nine
cylinders, similar to the R1340 seen on a lot of ag planes. The sikorsky
S51 had a special R985 that was mounted flat with the scavage pump
Which brings up a good question - How did the oil scavenge system
work when there were pistons on the "bottom" of the engine? How do
you keep all the oil from the crank bearings and the piston crown oil
cooling jets of the upper cylinders from pooling down there and
overloading the oil rings?
I can see a catch pan inside the crankcase over the lower cylinders
with a slot for the connecting rod to go through, but you still have
to scavenge the excess oil that gets below that point.
Probably why the horizontally opposed and Vee designs won out...
I used to fly from Oakland to Honolulu, in 11 hours. Prop.
Go to bed, get up and at the break of dawn - fly 11 1/2 hours on to work.
The killer part - the engine hum and sometimes an off balance in one with a
harmonic setup. We were fed like pigs being fattened - no movies nothing.
Books and magazines were it. Writing letters and talking helped some of the
Now it is a 3 or 4 hour trip for an afternoon and night.
I like the prop - and flew from 2 props (AA) (drove the flying tank C-47) liked
DC-8's and flew in a Connie once (charter). Flew the big and small jets as well.
Dad flew lots of different war birds. During and after the war. He liked the
for the sound and the B-52 for power. He was into Bomber Radar before being
switched to missiles and space.
@ home at Lions' Lair with our computer lionslair at consolidated dot net
NRA LOH & Endowment Member
NRA Second Amendment Task Force Charter Founder
Daniel A. Mitchell wrote: