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As troublesome as the new jet engines are; I'll wager they are a dream compared to the old multi layer radials that the airlines used.
The R4360 used on the Connie was a 28 cylinder engine, for a total of 112 cylinders on the airplane. And, remember, aircraft engines always have 2 plugs per cylinder (redundancy), so, that is 224 spark plugs to change :oI imagine it takes a while to check/set the valve clearance on all 224 valves too.
I believe the engines on the Lockheed Constellation were Wright R-3350's. 18 cyl. two rows of 9. Later models of the ship had the 3350's with the 3 power recovery turbines. Gave them another 500 hp. When they worked.
This is incorrect, in my opinion. An aircraft gas turbine engine is a far cry from anything simple. The bleed system on the Pratt and Whitney engines is complicated. The variable inlet guide vanes on the GE engines that does the same thing as the bleed valves on the Pratt's is another troublesome thing to rig correctly. And if it's rigged wrong on the GE's and the compressor stalls, just bring it back to the gate, take the passengers off and get the engine change crew out there. One compressor stall and the engine has to go almost every time. The pneumatic system on either engine that supplies the air con. and cabin pressurization is very maintenance intensive. Ask any airline mechanic how much he enjoys changing the Pressure regulating and shutoff valve in either engine pylon of a B767. Sorry to rant here, but I just retired after 42 yrs. working on these engines and I miss them like a dirty shirt. I don't even want the SOB's flying over my house. They just_look_simple. And as troublesome as the old radials were, there's no other sound like all 4 P&W 18 cyl. R2800s on a DC-6 full power maintenance run with the throttles at the forward stop when the water/meth switches are thrown. Now, that's mechanic's music.
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