Quote:
Originally Posted by JtD
The V1710-33 as used on the H81's had no automatic boost regulation. This means it essentially was up to the pilot to control the boost, up to full throttle at nearly all altitudes. It was therefore extremely easy to totally overboost the engine when flying at low altitude and getting a lot of extra power out of it. This, of course, would cause mechanical failures of all sorts rather quickly.
|
That's not what I mean at all. I don't mean that common failures were encountered. I mean that specific things happened which were common to the planes the AVG had, that suggest this is the case.
I'm not really going to argue about it; this isn't my opinion formed aver an hour or two online. This is what I turned up over years of looking at reference. As such, I term it a thing that "suggests" strongly that this was the case.
Regarding that engine, well the biggest one entrusted to me was a Lycoming opposed 6 so a big Alison was definitely never under my wrench, and I don't know every nuance of their operation. But I do know that the records we can research are kind of muddled on these aircraft and all their equipment.
For example, Curtiss wasn't even sure what precise
model planes went to Rangoon. H81A-2? H81-A2? H81A-3? H81-3A? Depending on the source, different designations may be found referenced. Maybe typos at Curtiss? Nobody knows. Alison thought the engines were V 1710 C 15s, according to a letter from an Alsion rep in Rangoon in Sept. 1941. Curtiss thought the planes were equivalent to Tomahawk MKIs. The equipment suggests the MKII variant instead. But some had equipment that suggests neither specific model. The pilot's manuals' info is slightly suspect because the manuals may not have actually been for those precise model planes.
And on it goes