No it doesn`t. The Merlin is mounted backwards when installed in an aircraft.

Now I am confused!

Which is the ‘front’ of a Merlin?

I would have said the reduction gear end. I know usually the camshaft drive is regarded as being at the ‘front’ of an engine (even transverse) but the Merlin couldn’t have been designed to go in ‘backwards’.

How confusing! Front of aircraft not the same as front of engine! :confused:

And what about the Griffon?

The camshaft drive is at the…er…’front’…so…Merlin backwards, Griffon forewards?

In air conflicts there is usually great uncertainty as to the number of ‘enemy’ aircraft brought down.

History shows the ‘over-claiming’ is common irrespective of nationality and tends to increase as actual evidence of ‘kills’ decreases.

Post war research of the Falklands war is very detailed and all aircraft losses are pretty much accounted for. Ethell and Price are pretty much bang-on (and more credit to them as I think they were the earliest to do so – the Government white-paper is fantasy in comparison).

I don’t know who wrote to the Daily Mail (one of the 1982 crew of HMS Cardiff perhaps) or what evidence they have.

Maybe what we have here is the number of Sea Dart missiles fired by HMS Cardiff (that number would sound about right to me).

But then ‘missiles fired’ doesn’t equal enemy aircraft shot-down.

Also let me add that I’m in no way criticising any of the crew of HMS Cardiff of belittling in any way the contribution that they made to the eventual victory and liberation of the islands.

To paraphrase Dr Price – The main point of anti-aircraft defences is to protect your assets from attack; any shot-down aircraft are a bonus.

There is little doubt that the Royal Navy protected the ground forces before, during and after the landings and as usual this was done at great cost to themselves.

WA$.

I think the Meteor output coupling to the tank gearbox (at the rear of the tank, driving the rear sprockets) is taken from the rear of the crankshaft (where the supercharger on a Merlin would go).

Well, completely wrong about that! :rolleyes:

Looked it up for the Cromwell / Meteor and the tank gearbox is connected to the front of the engine not the back.

The capacity of the coolant system is 14 gallons by the way (but the Cromwell was notorious for overheating in its earlier marks).

WA$.

Is it possible to convert a Meteor engine into a Merlin? I mean fitting a Merlin reduction gear to drive the propeller etc.?

The crankshafts are different.

I think the Meteor output coupling to the tank gearbox (at the rear of the tank, driving the rear sprockets) is taken from the rear of the crankshaft (where the supercharger on a Merlin would go).

This may depend on the type of tank of course; Meteor engines were first fitted in 1943 and the Royal Marines have just replaced their last one!

WA$.

You may want to check out these crazy b@stards!

http://www.pistonheads.com/gassing/topic.asp?p=1&f=23&t=245424&h=0

Looks like they’ve enough practical experience to help you ‘size’ your radiators.

WA$.

Is your Meteor sump ‘dry’ like the Merlin?

Another way to extend ‘short period’ cooling would be a big oil reservoir in the fuselage (in addition to the fuselage ‘coolant reservoir’), or failing that an oil cooler of course.

…have only run for engine for about 30 secs as i dont have any cooling…

Is there no coolant in it or are you re-circulating coolant without a radiator?

The coolant system should be set up to circulate coolant only around the block until the engine reaches operating temperature and then start circulating it through the radiators (or other coolant reservoir) also.

Accurate temperature gauges will give you an idea how long you can run it without radiators.

You’re planning to run the prop hydraulically to taxi. How are you going to cool the hydraulic oil?

WA$.

Looks like you’ve tried that already with the jerry-can! 😀

It all depends on how long your ‘short periods’ are but I can’t see any real problem with doing this.

As for something to fit into the wings you could try the intercoolers from a large turbo-charged diesel engine. They are usually a better shape (long, square section) and would add a useful extra volume to the total coolant system.

Don’t forget to leave at least 5% free volume in the system for expansion.

WA$.

Does anyone know how the Meteor was cooled?

Desperately need a Rad for one or what sort of capacity is required to keep the Beast cool?

Your Meteor looks like it’s out of a Centurion tank.

The main coolant radiators for these were made by COVRAD Heat Transfer Limited (the former Coventry Radiator Company).

Not sure about capacity but they (there are two) are not a good shape to fit into an aircraft.

Where will you fit them, under the wings?

WA$.