Stuart Engine
 

Hi Guys

I have had a malfunction with my stuart 7 cyclinder radial.. If any one knows of an engine or parts please let me know

Tim

What's the malfunction, Tim?

I will bet you......
 

.... the 7 cylinders are all "inline" now....


Sounds like a big job...

Boob

oops
 

Sorry to hear that Tim, it's the reason I let my Stuart go in the end (with a spare engine)

My engine failed in a loud, spectacular and flame shooting manner in front of hundreds of spectators at a veterans reunion here in Western Australia.

Not a very nice experience at all... :eek:

Cheers and good luck

Phill

Malfunction = Much noise and a large vibration.. drove straight back into the shed and switched engine off.. Then unloaded a crew of Max's canadians.
We have turned the engine over with the crank, either a piston or a conrod I think is the drama

Tim

Sorry, Tim, but can't help with any parts -(only Guiberson NOS bits) should be still a few motors around in Aussie.

Wonder what this chap did with all his parts? Phil
http://www.milweb.net/features/m3a1_stuart_tank.php

I just phoned them and the chap to speak to is in on Monday. www.rrservices.co.uk/ Aparantly they have spare engines and parts. Tim I can phone him next week if you want. But in view of the distance for shipping it will pay to scour Oz first. Ron

M3A1 Stuart
 

Tim,
Sorry to hear about your engine. I have a few misc. engine parts. What do you need?
Steve :)

Hi Ron

It would be interesting to know how much..

Steve not sure what we need yet, as we have not pulled it out or down yet.

vibration and noisy

Tim

stuart engine
 

I have a spare 7cyl engine core here in UK if that helps. PM me if required.

Thanks Carl


I might be on the trail of an engine here.. Will be in touch if need be

Tim

Engine
 

Let an Aircraft Mechanic Have a Look at it .During the war Radials were made for Tanks and Lancasters.The Nanton Museam of Flight has one on display.
The Continental 4and 6cyl out of Cessna Planes are the same tech as the V.W bug engines.
Jeff davis

Lancasters used 12-cylinder Rolls Royce Merlin liquid-cooled engines, not radials. Tim's Stuart engine is actually an American 7-cylinder down-tuned prewar aircraft radial which nowadays is more prevalent in land applications than air. Tim is advised to strip the one he has, diagnose the faults, and rebuild it from there - he and his engine man will probably know more about it than almost any aircraft mechanic, anywhere.

Radials
 

Take another look and wikipedia you will find otherwise
http://en.wikipedia.org/wiki/Avro_Lancaster
http://en.wikipedia.org/wiki/Wright_R-975

Jeff

Geoff is right about the Lancaster
 

You'll note the straight pipes out of the engine housing. Definately not radials.

Cheers
Adam

lancs
 

Only 300 of the Lancaster B II fitted with Bristol Hercules engines were constructed; this was a stopgap modification caused by a shortage of Merlin engines as fighter production was of higher priority.

http://50-61squadron.com/images/lanc%20radialCook.jpg

http://www.aviation-history.com/avro/683.html

Despite the minor details, I agree with Jiff regarding aeroengine mech.

What surprises me is how such a tiny diameter crankshaft can put out 220-250HP or so.

Regards

Alex

send me a pm if you get in a jam.
might be of assistance to make your search easier.

Alex
 

Maybe the reason is in the design, in that each power stroke happens one cyl after the next, and so is more of a continuious "Push" on the big end? (does this line of thought make any sense?) (I have never seen the internals of one) Weight saving would have been one of the main reasons that moved aero engine designers to a radial.

Radials
 

Hi Lynn,
Maybe - good thought - although the firing order on all radials AFAIK is odd numbered cylinders from 1 and then even numbers - 1, 3, 5 7, 2, 4, 6, 1,...
The rotary aero engine and conventional crank inline engines preceded the radial. It was the rotary that offerred the weight saving through air cooling, but large horsepower rotary's (c. 200HP) were a heavy revolving mass that dangerously affected the pilots ability to control their machine. I think that's what inspired design thought toward the radial's reversed concept of fixed engine with revolving crank.

It's been commonly written that the Sopwith Camel having the pilot, fueltank and rotary engine grouped close together was a deadly design for novice pilots, but had certain turning advantages in the hands of practiced pilots due to the gyroscopic effect of the engine.
I read an article years ago by Gene DeMarco about a Sopwith Camel replica (possibly Cole Palen's) where I think he wrote that at that time he'd never flown a loop in it because by about 3/4 the way through he was flying at right angles to the direction from which he first entered the loop. It's amazing what Gene and his crew at TVAL in New Zealand are doing for Great War aircraft. And I gather that it was amazing what Cole could do too.

Regards

Alex

Hi Alex
 

I Knew in my gut that I was putting my foot in my mouth with that post.
You know that thing about the guy who shuts up as listens to all the fools.
Why dont I learn from him?
Your obviously quite knowledgeable about these things. I have no clue as to who Gene is, or Marco, or what TVAL is.
Are these guys tied up with Peter Jackson by any chance? Would you fill in the gaps,for me please?
Having thought about the firing order, they still fire in a circular fashion, just that its on every 2nd cylinder, as the one between the bangs is coming to the top of the exhaust/start of induction. (assuming the cylinders are numbered in a circular fashion, and there is only one bigend journal, shared by the seven conrods)

No foul Lynn.
Gene DeMarco seems to have formed The Vintage Aviator Limited (TVAL) and it is I think (not having been there) not far from the Movie Director, Peter Jackson's, aviation museum. I think Gene used to fly some of Cole Palen's WW1 airplane collection at 'Old Rhinebeck' in New York state. See http://www.oldrhinebeck.org/ or Google it. Cole's life story is entertaining, just as he was.
TVAL seem to be at the pinnacle of quality and authenticity in WW1 aircraft restoration and reproduction.

No1 cylinder, top one, has the Master Rod. The remaining cylinders have knuckle rods on pivot or wrist pins arranged around the remaining web of the Master rod big end, adjacent to the crank journal. So there's a bit of oscillation in the paths of the knuckle rods as the crank rotates. I think the Curtiss Conquerer V12 had a Master Rod for each cylinder down one bank, and a knuckle rod for each cylinder down the other bank, on each crank journal. Most V motors use either two, half and half, or in some designs tongue and fork, combining of conrod bigends on the same crank journal.

The original Rotary engine had the crankcase and pots rotating about a fixed crankshaft. So the crank was bolted to the (wooden!?) firewall or longerons, and the rear crankshaft was hollow and was the induction path for the fuel and air. No sump or dry sump meant no traditional oil capacity for lubrication so castor oil was mixed with the fuel and was a total loss lubrication system. The scarfs some of the brave dashing young men wore were said to be for wiping the oil off their goggles as well as allowing them to turn their necks in their uniform collars. Not sure which - heavy drinking (understandable) or castor oil ingestion or air sickness resulted in the most stomach contents emptied over friend and foe and maybe cows alike.

I'll try and post a pic of a master rod.

Regards

Alex

Possible Lead
 

Hi Tim - check your PMs.

Bob