USO Canteen FReeper Style ~ FlashBack Friday ~ March 14 2003

Friends of The Canteen

[LaDivaLoca]

THANK YOU, Tom, for the wonderful pics of our heroes!

[snippy_about_it]

Tired. Haven't seen you for a day or so, how are you? Jim's address will be up next Thursday, does he have any special requests for his care package?

[LaDivaLoca]

THANK YOU, Kathy, for all the pics and bits of news of our heroes.

[snippy_about_it]

LOL, great pic. I've watched the rabbits in my backyard eat their veggies this way, and they are really fast. My very own weedeaters!

[LaDivaLoca]

From my brother - good read.

A Short History of WWIII

[snippy_about_it]

Diva, this is your brother? It was a good read. I also read his 3/9/03 "script" for West Wing, that was funny. He's a fine writer.

[PhilDragoo]

Engine oil had been filtered and re-used until even the rugged Allison engines in the battered P-40s choked on it.

[Dubya]

Leprechaun in Pot of Gold

HAPPY St. PADDY DAY EVERYONE.

[fatima]

I saw it there yesterday,thank you.It said,Mary's friend-daughter of Fatima.I showed it to Mary.So far he wants home baked stuff,double A batteries and some special pens and pencils.Mary and I picked up the pens and pencils.He is still thinking but really misses home bake cakes,cookies,etc.snippy,I come on later at night because Mary has been working on a school project and needed to be online.I learned a few more things to do with animation but will practice when I have more time.We have a St Patrick's day party tom. night and today we were watching 5 children at our thrift store and had to get ready for the fire inspector-we passed:)

[Kathy in Alaska]

DELIVERY AT SEA

PUMA helicopters transit stores to the USS Harry S. Truman as the USS Donald Cook follows. U.S. Navy photo by Photographer's Mate Airman Ryan O'Connor

Cargo is transferred from the USNS Spica across cargo lines to the USS Harry S. Truman. The Truman and Carrier Air Wing 3 are on a six-month deploymenty in support of Operation Enduring Freedom. U.S. Navy photo by Photographer's Mate Airman Ryan O'Connor

[Kathy in Alaska]

DELIVERY AT SEA

Aircraft directors direct helicopters carrying stores onto the flight deck of the USS Harry S. Truman while flight deck personnel stand by to take the supplies to aircraft elevator number four during an underway replenishment with the USNS Spica. U.S. Navy photo by Photographer's Mate Third Class Danny Ewing Jr.

Flight deck personnel grab a quick nap after transporting supplies onto aircraft elevator number four as helicopters refuel during an underway replenishment with the USNS Spica. U.S. Navy photo by Photographer's Mate Third Class Danny Ewing Jr.

[snippy_about_it]

Good night

USS Tarawa LHA-1

God Bless our Armed Forces, the Bravest and Best fighting force on Earth!


Thank you for volunteering to protect us. Godspeed as we await your safe return.

[snippy_about_it]

Good night Canteeners. NEED SLEEP....zzzzzzz

[SAMWolf]

You're Welcome, LaDivaLoco.

[SAMWolf]

Thanks you, LaDivaLoca

[PhilDragoo]

In school we toured the Allison plant in Indianapolis, a motorhead's dream.

Key Specifications

Model V-1710 G6R/L (V-1710-143/-145)
Application All models: Major production included P-37, P-38, P-39, P-40, P-46, P-47, P-51A, P-63, P-82
Engine Type V-12 Piston Aero Engine, 60° "V" (angle between banks)
Material Aluminum heads, water jacket, crankcase; Steel cylinder liners; Forged aluminum alloy pistons; Magnesium oil pan
Bore x Stroke 5.5" x 6.0"
Compression Ratio 6.00:1
Supercharger type Two stage engine driven supercharger, 10.25" engine impeller, 12.1875" auxiliary impeller
Supercharger Ratio 7.48 engine stage, 8.087 (R) and 8.03 (L) auxiliary stage
Anti-detonation 50:50 water-methanol injection anti-detonation injection (ADI)
Fuel System Bendix-Stromberg SD-400D3 speed/density injection
Weight 1,595 lbs
Power 2,250 hp war emergency rating (WER) at 3,200 RPM & 101" Hg (35 psig) boost "wet" (w/ADI) and 115/145 PN fuel
Performance 325 psi BMEP (brake mean effective pressure)
Max. Piston Speed: 3,200 ft/min
Firing Order RH turning: 1L-2R-5L-4R-3L-1R-6L-5R-2L-3R-4L-6R
LH turning: 1L-6R-5L-2R-3L-4R-6L-1R-2L-5R-4L-3R
Timing Ignition: Intake fires 28° BTDC, Exhaust 34° BTDC, Sparkplug gap = 0.012-0.015"
Intake: Valve opens 48° BTDC, Closes 62° ABDC, 0.015" clearance (cold), 0.533" lift
Exhaust: Valve opens 76° BBDC, Closes 26° ATDC, 0.020" clearance (cold), 0.533" lift
Total Manufactured 70,033 total, from #1 manufactured Aug 13, 1931 through s/n A-074125 completed June 2, 1948

P-40 Tomahawk/Kittyhawk/Warhawk (Curtiss)

This conventional fighter airplane was designed with best known practices of the 1930's. It was also the first airplane to make large-scale use of the V-1710. Its ancestor was the R-1830 powered Curtis P-36A, which was converted to the P-40 by swapping the Allison engine for the Pratt and Whitney radial. Performance consistent with 1930's era's fighters but was not awe-inspiring by WWII standards, especially when compared to contemporary British and German fighters.

The prototype flew in 1938 and the U.S.A.A.C placed an order for 524 planes in 1939, which was the largest contract issued for planes since WWI. The British were first to use the P-40, using planes they began receiving in early 1941. The planes were originally intended for French use, but were redirected to the British after the German occupation of France. The lackluster performance and lack of armor-plating and self-sealing fuel tanks, which were not required by the French, caused the British to transfer these planes out of the European theatre. The British transferred the planes to North Africa where they performed well against Italian and Luftwaffe planes.

Clair Chennault's American Volunteer Group and his small band of pilots made the P-40 memorable. Chennault's 'Flying Tigers' campaigned ex-British P-40 Tomahawks in China and Burma.

At the time of the Pearl Harbor attack, the P-40's were the best fighter in the Army Air Corp inventory. While obsolete by 1941-1942 standards, these planes bridged a critical gap between the rise in tensions and the delivery of more advanced fighters which were underdevelopment at the start of the 1940's. The P-40 was responsible for defending the Pacific at the start of hostilities, and performed admirably in the theatres not dominated by advanced fighters. It was also deployed by a remarkable array of Allied countries, including Australia, Canada, China, Egypt, France, the Netherlands East Indies, New Zealand, South Africa, Turkey, the UK, and USSR. A total of 13,732 were produced in two major series (P-40, P-40D/E).

[Kathy in Alaska]

LOL!! You are so cute. VERY BUSY TODAY, but job well done. Well, almost done.

[snippy_about_it]

It would probably help if I would remember to add your name in the To: line if I am speaking to you.

Geez, I am tired. Brian, post 252 is for you and the gang. Just scroll up a little from here.

Now I really have proven I must get some sleep. :)

[SAMWolf]

ALLISON ENGINE
FIELD SERVICE MEMORANDUM
FAR EAST NO.2
RANGOON, BURMA
September 26, 1941

To: Col. C. T. Chien.
From: Tye. M. Lett, Jr.
SUBJECT; STARTING PROCEDURE, ALLISON MODEL V 1710 C 15 ENGINES

1. The Starting procedure described below is the latest as recommended by Allison for the V 1710 C 15 Engine.

2. It is observed that several methods of starting subject engine are in use at various points.

3. To provide specific instructions regarding procedure it is suggested that this information be relayed to all pilots and ground personnel concerned with the operation of Allison Engines.


1. PROPER STARTING PROCEDURE
The priming system on all Allison engines is independent of the carburetor, and pumping the carburetor throttle will not discharge fuel into the engine, as all fuel is injected by the fuel discharge nozzle to the supercharger inlet, where it is mixed with the air passed through the carburetor throttle openings.

(a) Set propellor [sic] to manual low pitch.

(b) Carburetor Heat Control should be in the OFF position.

(c) Set throttle at position corresponding to 1000-1200 R.P.M.

(d) Set carburetor manual mixture control in IDLE-CUT-OFF POSITION, and operate the wobble pump to maintain a fuel pressure of 4 lbs./sq in.

(e) Energize starter.

(f) Prime a COLD engine with not over two strokes for a large size primer, or four for a small size primer. For a WARM engine, one stroke with large primer; or two with a small size primer is sufficient.

(g) Turn on ignition switch and engage starter. When propellor turns, maintain fuel pressure by wobbling; and as engine starts firing, move the carburetor manual mixture control to Automatic-Rich position.

Should engine stop, return the manual mixture control to IDLE-CUT-OFF position to avoid flooding the engine with fuel, as the fuel pressure will build up to normal operating pressure (12-14 lbs./sq in.) when engine starts firing. Another start can be made using the same procedure, and using priming charge only if necessary, and the engine is not over-primed.

(h) IF OIL PRESSURE is not established within 15 seconds after starting, stop engine by setting manual mixture control in IDLE-CUT-OFF and investigate oil pressure failure. If oil pressure is established at start, continue to warm engine up at 900-1000 R.P.M. as too low idling and warm-up speeds will result in oil and fuel load fouling of the spark plugs.

Warm-up speed can be increased up to 1400 R.P.M. as oil and coolant temperatures rise, and oil pressure is stabilized.


2. STARTING
(a) With Ignition Switch "OFF" pull engine through several revolutions, turning propellor by hand, with throttle open.

(b) Carburetor Heat in "OFF" or "COLD" position.

(c) Radiator flap position as required.

(d) Throttle 1/10 open, or 1000-1200 R.P.M.

(e) Mixture control in "IDLE-CUT-OFF".

(f) Electric and Propellor switches "ON".

(g) Propellor in Manual "Low Pitch".

(h) Fuel tank selector on "Reserve".

(i) Pump up, and maintain 4 lb fuel pressure.

(j) Start energizing starter.

(k) Prime "COLD" engine 3 strokes - "WARM", 1 stroke--close and lock primer.

(l) Turn ignition switch to "BOTH ON" position.

(m) Engage starter, and when engine starts firing, move mixture control to Automatic-Rich position.

(n) After engine starts, IDLE at 600 R.P.M. and if oil pressure is not established within 15 seconds, stop engine and investigate oil pressure failure.

(o) Start warming-up by operating the engine at 900-1000 R.P.M. gradually increasing to 1400 R.P.M. as the temperatures rise, and oil pressure stabilizes.

With throttle closed the Klaxon horn will be silent, if landing gear is locked down.


2. UNDERPRIMING AND OVERPRIMING
(a) Underpriming is sometimes caused by leaking primer lines and connections, or defective primer pump packing. The fuel supply to the primer, wobble or electric fuel supply pump, if so equipped, should be checked.

(b) Overpriming is first indicated by very weak combustion, followed by black smoke discharge from the exhaust. Excessive priming is evidence by wet spark plugs and fuel appearing at the exhaust stacks.

(c) As the prime fuel is injected directly into the intake manifolds of each cylinder, excess fuel will not be carried off by the supercharge scroll drain which relieves the scroll housing of excess fuel delivered only by the discharge nozzle which has opened, either by too high fuel pressure being wobbled with carburetor manual mixture control out of IDLE-CUT-OFF position, or by leakage of the discharge nozzle. Check nozzle for leakage, or holding open due to dirt or foreign material.

(d) Overprining [sic] constitutes a dangerous fire hazard, as well as a detriment to the oil film lubrication of the pistons, rings, and cylinder walls of the engine.

(e) Extreme CAUTION should be taken to aboid [sic] overpriming on either a HOT or COLD engine.

(f) To relieve overpriming, crank engine several revolutions, with switch in OFF position, throttle wide-open, and carburetor manual mixture control in IDLE-CUT-OFF position. This can also be accomplished by turning propellor by hand in direction of rotation.

(g) Loss of compression (check by rotating propellor by hand in direction of rotation) due to over priming may require lubrication of pistons, rings, and cylinder walls with oil through the valve ports or spark plug holes.

NOTE: IT IS RECOMMENDED THAT ALL PERSONNEL BECOME FAMILIAR WITH THE SUGGESTIONS ON "GROUND TEST" AND "GROUND CHECK" AS DESCRIBED IN ALLISON TROUBLE SHOOTING AND MAINTENANCE MANUAL RECENTLY RELEASED.

/s/ TYE. M. LETT, JR.
Far Eastern Representative
ALLISON DIVISION

[PhilDragoo]

Allison Developing 1,475 HP at 3,000 RPM with a weight of 1,595 pounds, this engine had an outstanding performance at low altitudes. It was used in aircraft such as the P38 Lightning, P39 Airocobra, P40 Kittyhawk and P63 Kingcobra.

The only American liquid-cooled engine put into mass production during the Second World War, the Allison V-1710 is most closely associated in Canada with the Curtiss-Wright P-40 Kittyhawk.

It was a sturdy and reliable engine but lacked performance at high altitude. The answer was turbocharging, however, the lack of wartime capacity to create key parts requiring tungsten limited turbo superchargers to bombers and certain other designs. Very few turbocharged V-1710s were produced.

The V-1710 went on to a considerable post-war career as a favourite for Unlimited Class racing aircraft, as well as in other performance applications such as in hydroplanes.

~~~

Used by Arfons brothers in drag and LSR applications. viz. Green Monster(s).