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[Thunda]

Just a ten second internet search produces this: (I know its wiki, but seems to have been written by somebody who knows what they are talking about):

The design (Jumo 213) added two features, a pressurized cooling system that required considerably less cooling fluid that allowed the engine to be built smaller and lighter, and a number of improvements that allowed it to run at higher RPM. Although these changes may sound fairly minor, they boosted power by over 500 hp and made the 213 one of the most sought-after engine designs in the late-war era.

http://en.wikipedia.org/wiki/Junkers_Jumo_213

The article does talk about a 'lengthy teething period' whilst design flaws were worked out, but this all happened pre 'Dora'.

The only serviceablity problems would be due to the lack of spares at that point in the war, due to the Allies repeatedly bombing the production lines, but the Jumo 213 was a fine engine, and reliable too. More info:

http://www.hugojunkers.pytalhost.com/ju_jumo213_a1.htm

"Due the good reputation of the Jumo 213 from the Fw190D series, this engine was also selected on the Ta152. While Ta152A and B were equipped with Jumo 213A or E's, the Jumo 213E-1 was selected on all Ta 152 by subseries E."

[JimmyBlonde]

So you dont have a source then

It's hard to pin down any specific reference to the impact that the late-war decline in German industrial infrastructure had on the Fw-190D-13 or Junker-Jumo 213 specifically.

I'm only extrapolating a logical conclusion from the generally known fact that late war German engines were made from inferior alloys to those that were available to their allied contemporaries, that they were lubricated with synthetic oils and that they ran on sub-standard fuel. Combine these factors with a highly complicated engine that was probably more powerful than any other of it's kind at the time and you don't have to be Sherlock Holmes to deduce that there were problems with short operational life-spans and general serviceability.

I don't have a source that says, in so many words, that units operating the D-13 experienced frequent engine problems but my conclusions make sense. If you're interested in the operational history of the units which operated the type, and drawing some conclusions of your own, then I would ask here:

http://www.luftwaffe-experten.org

[Phas3e]

So you made it up then, thats good to know

[JimmyBlonde]

So you made it up then, thats good to know

Hypothesised is the correct term.

[Thunda]

I think we are getting two different arguments mixed up here. The question of whether the engine was a reliable design in general is one thing, the effect of allied bombing on the availability of spares, poor quality metals/fuel and lubricants that affected day to day servicability of the aircraft is entirely another. I have also read that industrial sabotage was a big problem in aircraft production towards the end of the war due to the use of forced labour.
However, from what I have gathered, it seems that you could answer like this: was the Jumo 213 a good, reliable engine? Yes. Was its reliability and serviceability affected during the last months of the war? Also yes, but not because it was a poor engine, more that other outside factors forced a situation that made it impossible to manufacture and maintain it to its required spec. A reflection on how well allied strategic bombing was doing its job as opposed to any negative aspects of the engine design.

By the way, the 'luftwaffe-experten.org' link above is an excellent website that I would recommend to anyone interested in WWII German aircraft.

[congo]

So you dont have a source then

It's hard to pin down any specific reference to the impact that the late-war decline in German industrial infrastructure had on the Fw-190D-13 or Junker-Jumo 213 specifically.

I'm only extrapolating a logical conclusion from the generally known fact that late war German engines were made from inferior alloys to those that were available to their allied contemporaries, that they were lubricated with synthetic oils and that they ran on sub-standard fuel. Combine these factors with a highly complicated engine that was probably more powerful than any other of it's kind at the time and you don't have to be Sherlock Holmes to deduce that there were problems with short operational life-spans and general serviceability.

I don't have a source that says, in so many words, that units operating the D-13 experienced frequent engine problems but my conclusions make sense. If you're interested in the operational history of the units which operated the type, and drawing some conclusions of your own, then I would ask here:

http://www.luftwaffe-experten.org

JB

You are spot on with your deduction, another perfect example was the 004,s with an initial service life of 10 hrs and no more than 300 or so by the end of the war mostly due to a lack of strategic materials. You can see all the magnesium parts in the photo in one of the earlier post as they are all the ones covered in white powder. The powerplant like its rival DB,s did have some innovative design features that helped from the standpoint of maintenance. Inverted mounting and externally mounted superchargers to name a few. I believe that the first video was shot at Doug Champlins facility and the hand cranked inertia starter was used for the sake of drama as most of these powerplants had a motor driven option for the inertia starter as well as the hand crank.

Congo

[crazywolf]

from what I've heard, the local Dora 13 (owned by the Flying Heritage Collection) is not going to be restored to full flight status, but will at least be taxiable. It may not be fully airworthy, but to watch her taxi around the field is better than nothing (and something I can live with seeing as their A-5 still flies with its original BMW 801)

[JimmyBlonde]

the hand cranked inertia starter was used for the sake of drama as most of these powerplants had a motor driven option for the inertia starter as well as the hand crank.

Congo

I got a real big smile when the old beast finally did fire up in that vid.

[congo]

the hand cranked inertia starter was used for the sake of drama as most of these powerplants had a motor driven option for the inertia starter as well as the hand crank.

Congo

I got a real big smile when the old beast finally did fire up in that vid.

Yes I agree but for me the great conundrum is to decide which sound I like best, the big inlines or the big radials. Interesting fact about Champlins D-9 is that it lived most of its life with the wrong wing installed as at some point it was assembled with the one from the Air Force Museum.

[Thunda]

Ive got to say, last time I was at Duxford airshow (couple of years ago), I thought the F8F Bearcat's P&W R-2800-34W Double Wasp stood out as sounding fantastic, but then so do Sea Fury's Centaurus XV's. Totally different to the various V12's which sound fantastic too. As you say, congo, a great conundrum!

[congo]

Ive got to say, last time I was at Duxford airshow (couple of years ago), I thought the F8F Bearcat's P&W R-2800-34W Double Wasp stood out as sounding fantastic, but then so do Sea Fury's Centaurus XV's. Totally different to the various V12's which sound fantastic too. As you say, congo, a great conundrum!

Dont you just love those sleeve valve powerplants? Some shots you might find interesting!

Cheers Congo

First three photos are disassembly of J1N1, notice that it is sitting in basket dollies also of interest is the uncomplicated firewall not many things to disconnect before you unmount, at this stage  custom fixtures were built for the fuselage and both wings. They all were able to be built so they attached seperately from the main assembly points. One is a rear shot of powerplant while it was suspended in the horizontal. Both main and drag spar attachments are finger joints and the spars are boxed I-beam on the main and simple I-beam on the drag spar. Wing bolts run parallel to the fuselage and are loaded in shear. When looking at the rear of the powerplant the carb is on top then two mags underneath, motor inertia starter in center, generator is driven off side pad at 9:00, Ductwork you see is for oil cooler. Smaller tube is for oil fill to aux resevoir behind firewall.







This one is a cleanup on a DB-603 for a Heinkel 219. Rocker covers have been removed, injector in center of Vee along with prop drive motor. If you notice this is a Cam in head powerplant rather than a true overhead cam. Water pump is at bottom of photo, you can also see the roller rockers on the right hand side.



The next three are in reversed order first is diassembly, R-2800 in Shop and reassembly after treatment. Interesting point in the last shot is the wing attach points for the outboard panels, Flight loads in shear and landing loads in tension.
You  can also see the massive ductwork and housing for the turbocharger unit in all the 2800 photos.







These are self expanetory.





Last three are big ass Chrysler Hemi V-16 for XP-47, R-2600 and R-4360

[JimmyBlonde]

Listening to the lumpy sound of a Centaurus in a Sea Fury at Avalon Airshow when I was 18 is still one of the high-points of my life.