Mustang51 you are correct in what you say. In the Swedish archives we have found fits and clearances for the overhaul of the Fiat A-74 engine, in German, not available anywhere else. In Swedish, maintenance documents for the J11, in English for the aircraft and the Gabelli compressor, in Italian training manual detail of fabric covering, different to any other system.
The major problem is parts, very few in peoples attics, sheds, garages, etc. They do exist but tracking them down is difficult.

Thanks for quick response.
A80RC41 was the big brother to the A74. These are the engines that powered the BR-20 and CR-42 that were brought down over the Suffolk coast in November 1940.

Hi Creaking Door
Can you please tell me what items are covered for Italian a/c, might be something to help us with the CR-42.

Has the feel of an overseas staging post, maybe Middle East. Don’t be fooled by the uniform, worn in the winter months in some overseas locations. Were they just staging through with time on their hands?

You can bet your life that once Mildenhall becomes populated,
there will be complaints about noise from Lakenheath.

Rumour mill has it that Marshalls will move in from Cambridge A/P. Plenty of big hangars to fill

Hi thanks for the link to the externals of the aircraft. Have their been any cockpit photos? Just wondering what condition it’s in as regards dials, levers, etc, etc? A friend of mine is working on creating a 3D cockpit and any images would be really useful to see 🙂

[ATTACH=CONFIG]249486[/ATTACH] [ATTACH=CONFIG]249487[/ATTACH] [ATTACH=CONFIG]249488[/ATTACH]

Your friend is doing a great job. PM me to arrange a visit for you both.

Piston engine fuels, top end, 100-130 (green) and 115 -145 (red).
FEAF carried out trials using 100U oil on a couple of Beverleys at Seletar circa 1963 in place of OM270. Then reverted back to OM270. Reasons I know not.
With the introduction of 100LL it was anticipated in the Historic a/c world there would be problems but I do not believe they manifested themselves as max TO power or max cruise was very rarely used.
My personal opinion is that overhaul and maintenance knowledge has diminished over the years and the fact that the correct inhibiting procedures are not followed when aircraft are inactive.

What was the modification?

The engine was designed to run on 87 octane gasoline and castor oil but this was found to be incompatible with the use of fuel whose anti-detonation properties were obtained with high percentages of tetraethyl lead, and caused rapid deposit of crustaceans on the valves stems. This caused frequent valve blockages when, during take-off with the engine well warmed up, the rapid cooling of the valve covers and seats could cause the seizing of the encrusted valve stems, especially the induction ones, with the possibility of dangerous flame blowback.
In order to change over to mineral oil, it was found necessary to change the cylinder barrel material from carbon steel to chrome-molybdenum steel: this was effected from engines A74RC38 no. 324 (MM26111) and A74R1C38 n. 1052 (MM33156). Engines modified for mineral oil were identified with an “M” painted in red on the reduction gearbox.
The Cr-Mo steel barrels had to be internally rectified before being screwed on the cylinder head, and therefore the coupling barrel-head was slightly different, making the two engines non identical.
Between June and July 1942 there was a heavy crisis due to the supply of oil rings made by RIV-Nova Ferroxe, which gave unacceptable oil consumption levels. These were replaced by rings also made by RIV but under Goetze license”