The P&W R 1830 Twin Wasp and the Consolidated B 24 (The POOR MAN's HANGAR TOUR Episode 3)

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This is Episode 3 of our 10-episode Poor Man’s Hangar Tour series. This Series highlights the evolution of the MAJOR radial aircraft engines and the best-known aircraft each powered. In this episode we continue our climb up the horsepower food chain and highlight the development and evolution of the 14-cylinder Pratt & Whitney R-1820 Twin Wasp, and showcase one of its most well-known applications, the Consolidated B-24 Liberator heavy bomber of World War II, to honor the combat crews who paid the ultimate price. Planned subsequent episodes will move further up the horsepower ladder culminating with the 3,800 horsepower, 28-cylinder Pratt & Whitney R-4360 Wasp Major that powered the C-124C Globemaster II and the Convair B-36J Peacemaker strategic bomber that were both dominant in the 1950s.
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Please contact me, John A. Reed with any useful information or simply if you want to discuss vintage aviation topics at
John A. Reed
j.reed3930@sbcglobal.net

Опубликовано:

7 окт 2024

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Комментарии : 11

@LetsFixItRight Год назад

Outstanding episode of the evolution of the 14-cylinder Pratt & Whitney R-1820/30 and its incorporation into the WWII B-24 Liberator heavy bomber. Includes great footage of an actual flight of a B-24A, Diamond Lil, taken from the inside of the B-24 and an accompanying B-29 Fi Fi and B-26 Invader that flew in formation with the B-24A.

@TKMechlin 10 месяцев назад

Terrific video! Visited Collings B-24 several times in Florida. KPBI and KSUA. Great memories. RIP. To “909”.

@AeroDinosaur 10 месяцев назад

Thanks--glad you seem to have enjoyed it! Yes, 909 was a total shocker, as was Texas Raiders.J.A. Reed

@chrisscott4896 10 месяцев назад

Thanks John! Terrific description of the Twin Wasp and its predecessors. At risk of repeating myself, I did a mere 500 hrs P2 on C-47 Dakotas as a rookie co-pilot for a small airline (Morton Air Services) out of London-Gatwick in the late 1960s. Nearly all freight, although one was in pax configuration. Four of the Daks employed the R1830-92, which had a single-speed supercharger, the fifth a/c (often used for calibration flights) having the Dash-90C which, IIRC, had a two-speed blower. Of course I had no idea that they have 5.5" 'square' pots! During that short time I had two engine failures, the first being in the early hours in the cruise with the skipper right down the back making coffee. The second was not strictly speaking an engine failure and, fortunately, happened on the ground during the engine run-up. While checking the feathering pump, the associated relay must have failed in the closed position because the pump continued to cycle the airscrew between feathered and full fine after we'd released the feathering button. Not something you want during take-off... Re the B-24 in the passenger role, you may remember that General Sikorsky, the leader of the Polish government in exile during WW2, and his entourage were killed in a B-24 accident on take-off from Gibraltar. The only survivor was the Czechoslovak skipper. he and his crew had flown the Sikorsky group from the UK to Cairo for a conference and, on the return journey to the UK, Sikorsky had stopped off in Gibraltar for about 24 hours for further liaison. There have been conspiracy theories about the accident which I won't mention here, but a good friend of the skipper (they'd flown RAF Hurricanes for a Czech air squadron in the Battle of Britain) was one of the captains I flew with on those C-47s 25 years later. He was first-rate.

@AeroDinosaur 10 месяцев назад

Thank you Chris, glad you enjoyed it. Thanks for sharing actual experiences with the Dak that I never had! You seem to have a lot of them. I did not previously know about the unfortunate takeoff crash at Gibraltar. I do know that the C-109 Liberator fuel tankers blew up a lot over India and China during the war lifting fuel over "The Hump." J.A. Reed

@chrisscott4896 10 месяцев назад

@@AeroDinosaur Well John, the relative fragility of large reciprocating engines with numerous cylinders is highlighted by my later experience on jet equipment. In my 30 years or so on a wide variety of types, only one engine quit. That B-24 crash at Gibraltar is covered pretty well in this obituary to the skipper, Eduard Prchal, on the Free Czechoslovak Airforce heritage website: fcafa.com/2012/02/01/eduard-prchal/ The obituary also covers Prchal's remarkable escape from Prague with two fellow pilots and their families in 1950. One of them, Jo Rechka, was that guy I often flew with on Daks (and Herons) with Morton's in the late 1960s. Oh, and here's a 6-second clip of one of our Daks, Romeo Alpha, many years later in the livery of Air Atlantique, a Jersey and then Coventry (England)-based company which had acquired several of them in the 1980s for a wide variety of work and intermittently operated DC-6s - among other types: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-gtj8NjWPWx0.html

@AeroDinosaur 10 месяцев назад

@@chrisscott4896 Thanks for the update, Chris, I will check these two links out! You are right about the complex recips--don't know how anybody could put up with their relative complexity and their low reliability compared to turbines, other than we didn't know any better. However, I know a former US Navy crewman with several thousand hours on a P2V Neptune and he only had one R-3350 inflight shutdown the whole time!