Round Engines

Dudley

Guess you never flew the P-80 A/B?

The boost pump was the main fuel pump from the P-59. Was a monster
that pulled something like 20+ amps.

Once you got an indication of TPT you used both hands and pulled the
throttle back just into edge of idle cut off and then pushed out to
the idle position. This cycling let you keep the TPT from exceeding
limits as engine spooled up to idle. As the RPM rose you reached a
point where the starter dropped out and the TPT kept staying in limits
without cycling the throttle and as RPM stabilized in idle you also
had the idle TPT.

Flying that early small engine (3850 lbs thrust), if you had to go
around in the pattern it took over 20 seconds from idle to full power.
Really had to stay ahead of bird in pattern. Lot of 51/47 jocks
checking out had trouble with this.

Shut down was easy. Let idle for a minute or two to stabilize temps
and then go to idle cut off and clean cockpit up.

At Willie (first jet school) we had the 'Captive Air'. This was a
P-80A mounted on supports (concrete/steel) with gear not touching
ground. This trainer let us put a student in cockpit and standing on
wing talk him through an engine start and simulated flight. (Start
engine and then cycle gear and flaps like would happen on a real
flight.) Last time I was at Willie for a reunion (they then had
T-38's) the Captive Air facility across the field had been torn down
and not saved for posterity (

Been a long time since I thought about the early jets. We killed at
least one student a month and a instructor every quarter at Willie
when we started student jet training for Korea.

Big John
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On Thu, 19 Jan 2006 16:29:53 GMT, "Dudley Henriques"
wrote:


"Big John" wrote in message
.. .
Dudley

Those were the good old days but we only realize it now )

The biggest I fired up was the R2800 (P-47D).

Looking back I think I remember it sounded like a 'Harly Hog' today
for those who haven't heard one start and run.

Hundreds of hours behind a R1340.


Big John

I have a few hours in the Jug (N) and some time in the Bearcat. Preferred
the 51 for show work, but the cat was a real ride coming off the deck with
some excess power to convert :-))
Never flew the 4360, but I had a friend who had one in his Corsair. He used
to laugh like hell when he told me that it sometimes took him more time to
get it started than it did to make the flight he started it for.
I've always wondered what the hell everybody thought was so damn hard about
flying the jets. That little list of humor you posted is just about right
on.
In the T38, you climb in; push the start buttons and watch the temps rise,
then you point it where you want it to go and hang on. (of course it helps
if you actually HAVE it pointed where you want it to go when you hit the
burners :-).
You can fly the T38 all day long without touching the rudder pedals, and
that includes aerobatics!!
It's great to be able to look back on all that fun. :-)))
Dudley