Douglas AD-6 attack aircraft powered by a 18 cylinder double row Wright engine
of 2700 hp turning a 4 bladed 13.5 foot propeller as described below by the pilot.

Starting, take off and flying with the wonderful radial powered aircraft (an AD-6)

Radial Starting (3350 engine on an AD-6)
Be sure you drain both the sumps. (You can fill your Zippo lighter while you do this)
Look out the left side of the oily cockpit canopy and notice a very nervous person holding a huge fire bottle. Nod to this person.
1. Crack throttle about one-quarter of an inch.
2. Battery on
3. Mags on
4. Fuel boost on
5. Hit starter button (The four bladed 13' 6' prop will start a slow turn)
6. Begin to bounce your finger on top of the primer button.
a. This act requires finesse and style. It is much like a ballet performance. The engine must be seduced and caressed into starting.
7. Act one will begin: Belching, banging, rattling, backfiring, spluttering, flame and black smoke from the exhaust shooting out about three feet. (Fire bottle person is very pale and has the nozzle at the ready position)
8. When the engine begins to "catch" on the primer. Move the mixture to full rich.
The flames from the exhaust will stop and white smoke will come out. (Fire bottle guy relaxes a bit) You will hear a wonderful throaty roar that is like music to the ears..
a. Enjoy the macho smell of engine oil, hydraulic fluid and pilot sweat.
9. Immediately check the oil pressure and hydraulic gages.
10. The entire aircraft is now shaking and shuttering from the torque of the engine and RPM of prop.
a. The engine is an 18 cylinder R-3350 that develops 2,700 HP.
11. Close cowl flaps to warm up the engine for taxi.
12. Once you glance around at about 300 levers, gauges and gadgets, call the tower to taxi to the duty runway.

Take off in the AD-6
1. Check both magnetos
2. Exercise the prop pitch
3. Cowl flaps open.
4.. Check oil temp and pressure.
5. Crank 1.5 degrees right rudder trim to help your right leg with the torque on takeoff.
6. Tell the tower you are ready for the duty runway.
7. Line the bird up and lock the tail wheel for sure.
8. Add power slowly because the plane (with the torque of the monster prop and engine power definitely wants to go left).
9. NEVER add full power suddenly! There is not enough rudder in the entire world to hold it straight.
10. Add more power and shove in right rudder till your leg begins to tremble.
11. Expect banging, belching and an occasional manly fart as you roar down the runway at full power.
(I have found that the engine can make similar noises)
12. Lift the tail and when it "feels right" pull back gently on the stick to get off the ground.
13. Gear up
14. Adjust the throttle for climb setting
15. Ease the prop back to climb RPM
16. Close cowl flaps and keep an eye on the cylinder head temp.
17. Adjust the power as needed as you climb higher or turn on the super charger.

Flying with the round engine.
1. Once your reach altitude which isn't very! high (about 8000 feet) you reduce the throttle and prop to cruise settings.
2. The next fun thing is to pull back the mixture control until the engine just about quits. Then ease it forward a bit and this is best mixture..
3. While cruising the engine sounds like it might blow or quit at any time. This keeps you occupied scanning engine gauges for the least hint of trouble.
4. Moving various levers around to coax a more consistent sound from the engine concentrates the mind wonderfully.
5. At night or over water a radial engine makes noises you have never heard before.
6. Looking out of the front of the cockpit the clouds are beautiful because they are slightly blurred from the oil on the cockpit canopy.
7. Seeing lightning in the clouds ahead increases the pucker factor by about 10.
a. You can't fly high enough to get over them and if you try and get under the clouds----you will die in turbulence.
b. You tie down everything in the cockpit that isn't already secured, get a good grip on the stick, turn on the deicers, tighten and lock your shoulder straps and hang on.
c. You then have a ride to exceed any "terror" ride in any amusement park ever built. You discover the plane can actually fly sidewise while inverted.
8. Once through the weather, you call ATC and in a calm deep voice advise them that there is slight turbulence on your route.
9. You then scan your aircraft to see if all the major parts are still attached. This includes any popped rivets.
10. Do the controls still work? Are the gauges and levers still in proper limits?
11. These being done you fumble for the relief tube, because you desperately need it. (Be careful with your lower flight suit zipper)

The jet engine and aircraft

Start a jet
1. Fuel boost on.
2. Hit the start button
3. When the JPT starts to move ease the throttle forward.
4. The fire bottle person is standing at the back of the plane and has no idea what is going on.
5. The engine lights off---and---
6. That's about it.

Take off in the jet
1. Lower flaps
2. Tell the tower you are ready for takeoff.
3. Roll on to the duty runway while adding 100% power.
4. Tricycle gear---no tail to drag---no torque to contend with.
5. At some exact airspeed you lift off the runway.
6. Gear up
7. Milk up the flaps and fly.
8. Leave the power at 100%


Flying the jet
1. Climb at 100%
2. Cruise at 92%
3. It is silent in the plane.
4. You can't see clouds because you are so far above them.
5. You look down and see lightning in some clouds below and pity some poor fool that may have to fly through that mess.
6. The jet plane is air conditioned!! Round engines are definitely not. If you fly in tropical areas, this cannot be stressed enough.
7. There is not much to do in a jet, so you eat your flight lunch at your leisure.
8. Few gauges to look at and no levers to adjust. This leaves you doodling on your knee board.
9. Call some girl friends on their cell phones: "Guess where I am etc"

Some observed differences in round engines and jets
1. To be a real pilot you have to fly a tail dragger for an absolute minimum of 500 hours.
2. Large round engines smell of gasoline (115/145), rich oil, hydraulic fluid, man sweat and are not air-conditioned.
3. Engine failure to the jet pilot means something is wrong with his air conditioner.
4. When you take off in a jet there is no noise in the cockpit. (This does not create a macho feeling of doing something manly)
5. Landing a jet just requires a certain airspeed and altitude---at which you cut the power and drop like a rock to the runway. Landing a round engine tail dragger requires finesse, prayer, body English, pumping of rudder pedals and a lot of nerve.
6. After landing, a jet just goes straight down the runway.
7. A radial tail dragger is like a wild mustang---it might decide to go anywhere. Gusting winds help this behavior a lot.
8. You cannot fill your Zippo lighter with jet fuel..
9. Starting a jet is like turning on a light switch---a little click and it is on.
10. Starting a round engine is an artistic endeavor requiring prayer (curse words) and sometimes meditation.
11. Jet engines don't break, spill oil or catch on fire very often which leads to boredom and complacency.
12. The round engine may blow an oil seal ring, burst into flame, splutter for no apparent reason or just quit. This results in heightened pilot awareness at all times.
13. Jets smell like a kerosene lantern at a girl scout camp out.
14. Round engines smell like God intended engines to smell and the tail dragger is the way God intended for man to fly

Pass this on to real pilots.

I can only imagine managing 2-4- or 6 of these roaring, spitting beasts!!

Cheers,

Round engines sound better.

Keith

so funny

PAUL,

You must know Bill Jones who has collected most of the Famous Rifles!! That has to be fun....if these old rifles could only talk!!

I have fired Jack O'Connor's original pre-64 Model 70 270 Featherweight!! A real tack driver!!....actually missing the festivities at the JOC Center in Lewiston this weekend...but I do have 10 tickets for the Clone of Jack's 375H&H by Roger Biesen....Al Biesen's son, who built most of Jack's rifles...
Cheers,

Yes sir, I do know Bill Jones and have had the privilege of shooting his famous rifles and listening to his safari stories. He is active in our SCI chapter and generous with letting people not only hold the rifles but shoot them. My 14 year old son also shot the Hemingway .577 and F. C. Selous' .256. Best,

Paul,

HOLY SMOKE....you have one TOUGH 14 Year Old!!

Watch out, the future may be as hard to control as a Round Engine!!

Cheers,

470EDDY

A few questions...

As a WWII airplane buff, I have always thought the following. IF I was a combat fighter pilot, I have always believed that I would have prefered a plane with the radial engine.

I have heard stories that they could be shot up a little, and still fly on, where if one of the water cooled engines, takes one round in the water jacket, it was all over...

Have you read all of the stories about the B-17's in WWII?? They took all kinds of flack and direct hits and kept on going .....

I think you are right!

Cheers,

I have actually been a B-17.

Did not get to fly in it but spend quite a bit of time in it with the pilot, who gave me the grand tour.

Made me appreciate even more what those aircrews went through in WWII.

The radial engines on it were made by Studebaker, if I remember correctly.

Don't think I have ever seen an AD-6 but had a friend Dieter Dengler who flew AD-4's out of NAS LEMOORE and he let me sit in his once. I never miss a round engine. The sound is unique and I can tell when the B-17 is taking rides out of Tucson because that sound gets me out of the house to watch it as it passes. My Daughter -in-law's brother was co-pilot on the Collings foundation B-17 for a while. He enjoyed it.

Yep, those big radial engines get your attention. Last year in Birmingham we got to see Fifi the B29 at the airport. Later that day while my daughter and I were at her softball practice we heard the plane long before we saw it, Birmingham is very hilly. Anyway, it came right over the softball field it was so great seeing it on the ground and then flying over.

A few years ago I flew a SNJ and it was awesome. I guess that was about 800 or 900 horsepower. I can't even imagine 2,700 HP.

Paul- SNJ and Texans had a Wright 600hp 9 Cylinder engine....great old birds...always fire breathing on start up....one of the first round engines I flew at the FBO in the mid-60's.

FUN!!

Always fun to watch the T-6 SNJ/Texan heats at Reno air races.... and of course the Bearcats, and other round engines in the Main heats...hot contenders against the Mustangs!!

We will be enjoying the FIFI B-29 at the Olympia Fighter Museum airshow next weekend....hope to see her flying. I missed her at Houston when I was there for DSC and HSC shows in January....didn't know she was there until visiting Midland TX- Homebase of CAF!!

Cheers,

quote:

Paul- SNJ and Texans had a Wright 600hp 9 Cylinder engine

Close but no cigar. The AT-6/SNJ runs a Pratt & Whitney R-1340 which produces 600 HP not a Wright. I dead stick landed one, an SNJ-4 to be exact, once after the master rod snapped and the engine seized right after take off. Definitely a P&W.

I also landed an L-18 Lodestar one night in San Marcos Texas with it's number 2 engine, a Wright 1820 on fire. So I am about even on P&W vs Wright engine failures.

so - have you flown a waco??? it's kinda like that but a lot less hp

YOU BET...great planes including the new construction WACO's of today with Jacobs. Stearman too with the old Lycoming and Super Stearman with R-985...just like the Beaver...and another favorite the Twin Beech-18, double the fun!!
Like the old song- "What a Beautiful NOISE"...
Bet you can't keep from looking up when any one of these flies over??!!

OMG...JUST WENT TO heaven AND back....CAF B-29 flight in the cockpit!! What a fantastic trip, those 18foot fans with 8800hp driving them really gives you a good snap when they release brakes....and the beautiful sound of those 3350's starting up and just easily spinning out the window...WOW!! Cruise at about 190kts 26"MP and 1800 RPM's....real smooth and comfortable....I highly recommend the flights and keeping these old war birds flying!!

Interestingly for those pilots out there....this aircraft the Flight Engineer manages all of the engines and power settings throughout the flight right to flare out and communications with pilot or co-pilot who literally points and steers and flares the big ship!! Different!!

Spent the day on Sunday at the Olympic Air Museum war birds show....about every type of round engine you can imagine from Yaks and Sukoi to T-6, T-28, Twin Beech C-45's, Japanese ZERO, and the museums brand spanking rebuild Corsair....flown by none other than Bud Granley...a master in all birds. What a show!!
Still on Cloud nine....and to top it off FIFI just flew by the house enroute Boeing Field and Museum of Flight...

Cheers,

Awesome that you went up in FIFI! I just got to sit in the cockpit and that was great. It was also great seeing it fly over our softball park at low altitude.

For all the DHC-2 Beaver aficionados ...



Turn up the volume, relax and appreciate.



https://www.youtube.com/embed/3w_v0k57KhE



Enjoy .... J