Warbird Information Exchange

Very purty indeed!

So how do you all handle the overheating problem from days of old? Larger cowl flaps?

Obviously, you are flying with substantially less weight and overall power settings, but have you ever come across a situation where you had to shut down one of FiFi's engines because of overheating?

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S.

These later model engines have substantially better (and more) cooling fins. As a matter of fact, I would bet that they'll have more trouble getting the cylinders up to temp, rather than them overheating. As a matter of fact, on the Sea Fury (with the 3350 installed), the only times I've ever seen, or heard of, the cylinder temps actually getting into the lower areas of the green band are when they're at high power settings down low, such as for low level aerobatics, on the course at Reno, etc.

As far as turning the old engines off on FIFI back in the old days, John Schauer (b29flteng here on WIX) would have more experience with this than me, but the only time I ever had to shut any down while taxiing, was because of prop clearance vs. taxi lights. This was particularly an issue in northern states, where they get lots of snow...which in turn means they put extensions on the taxi light poles to get them up above the snow level.
A B-29 prop wouldn't even slow down while mowing those over, so we'd shut down the outboards in those cases.

Gary

I've never had to shut one down due to overheating except for an engine fire. The Flight Manual states not to start takeoff roll with a cylinder head temp (CHT) above 170 deg. C. as the CHTs may exceed the max of 232 deg. C. We've found out with experience that we can take off with a CHT of 180 deg. C. and still keep the temp at or below 232 deg. C. Once airborne the temps lower rapidly to a more easily managed 200 deg. C. while climbing. Once at cruise we normally see 150 deg. C. with the cowl flaps closed ( they act as a large speed brake). The higher altitude you fly the less dense air to cool with so you need to open the cowl flaps more as you fly higher. The original B-29s had a longer cowl flap but flight testing proved that a shorter cowl flap cooled better and most if not all B-29s have the shorter cowl flaps, about 2 inches shorter. Look at a photo of an early B-29 and compare a photo of a later one and you can see the difference in cowl flap length.

Thanks for the info, B29FltEng,

That filled in some of the gaps on my knowledge of the cowl flap designs.

For those that haven't read the NACA report on B-29 cowl flap designs, it will keep you on the edge of your seats:
http://ntrs.nasa.gov/archive/nasa/casi. ... 093279.pdf

So, does anyone know at what production blocks the 13 inch cowl flaps became standard, also if the modified 16 inch cowl flaps with the kicked out nacelles were ever put into production, and whether or not the original 16 inch cowl flaps were all retrofitted in the field to the 13 inch style?

I had at one time a B-29 Field Service News that showed how to modify the longer cowl flaps. It basically showed how to cut the trailing edge and rivet the new edge together.

Well I won't hold my breath but this week should see some positive progress and get the new, #3 engine hung on "FIFI". We have had a few snags that are expected on a new engine and first time on this airframe. I'll post some pics when shes going on!!

Dave

Fantastic Dave, we cannot wait!!!!

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S.

Today was a GOOOOOD day! Maybe if you ask Dave nicely he might put up some pictures

Chris

Pretty please with sugar on top???

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Rod Schneider
Ball Ground, Ga

Yes, today we achieved a great milestone in the life of "FIFI"! Make no mistake though, there are many more to come. Today at 11:15am, with the tremendous help of Mark Russell, Shorty Dewitt and Chris Trobridge, we completed the first "hanging" of 4 new engines, on this most deserving, B-29!
Here is the slideshow;
First step was to install the the lift equipment. This I've shown you before so I won't go into any detail.








Once the lift equipment is on, we have to get just the right amount of weight off the engine to get it out of the Whiting stand.








Then once the engine is free of the stand, it's brought into position for the
airplane. Then it's raised and carefully moved upto the nacelle where the bolts are awaiting the mount.






Now the mount is on the bolts, nuts and washers installed, torqued and cotter pinned.



You may notice that there is a comealong attached to the lift rig? That is there to rotate the engine about 2 degrees because the engine isn't hanging the same as the airplane is sitting. Remember, the wing has a slight positive dyhedral.





While we are doing that, Shorty is starting to attach the cowl flap drive flanges.


Now it's time to remove the lift equipment.




It's Miller Time! Isn't it beautful?


Like I said, Much more to come!

Dave

Rodney would probably say, "Being hung is a good thing".

Oooooh! Oooooh! Oooooh!

Amen to that!

Dave

This is certainly a day for which we've all been waiting. Many kudos to the entire crew!

Any current news you can share on when the other motors are expected?

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It was a good idea, it just didn't work.

Best guess, 2 months for engine #2. We have alot of work to do right now to get the engine we have, running and proven on the airframe.

Dave