Engines and Propellers

CF-TGE certainly had an impressive looking set of engines - but,.... inside those nacelles - was nothing!

A phony steel support structure was created to hold the propellers.  But, the engine mounts were all there.

Unlike many airplanes with big radial engines, which show a lot of "corncob" looking in the front, the Connie had a very tightly cowled nacelle, with a double spinner assembly, that effectively covered the inlet, and allowed the deception to go largely unnoticed.

Actually, there was an engine - of sorts - sadly sitting on a skid in the mud and snow.

Later, at Empire Aero, we gave it a good look-over.  The PRT's actually rotated - sort of, and the throttle valve moved very smoothly, almost like brand new!

This engine will be cosmetically restored for ground display by the students at the Mohawk Valley Community College, next to Empire Aero at Griffiss Airfield.


And -- here it is after the cleanup for static display purposes.  Great work by the students at the MVCC and to Walt Constantini

"New" Engines

CF-TGE was delivered as an L-1049C airplane and was equipped with Curtiss Wright R3350 972TC18DA-1 engines.  When the airplane was upgraded to L-1049G standard, about 1956, the engines were upgraded to 972TC18DA-3.

Our ultimate goal is to have an airplane with engines.  To achieve this, we, of course, need new engines. (duh!)

To this end, we have been greatly helped by the people at Butler Aircraft in Redmond, Oregon.  They have recently donated to the Museum four Curtiss-Wright R-3350 engines, which are now in Seattle.  These engines were removed from DC-7 water bomber aircraft flown by Butler.  Although not airworthy, these engines will allow us to ultimately  present a more accurate airplane.



Although not airworthy, these engines are in very good condition, from our point of view.  They are missing most accessories and build-up (EBU) items, but that will not detract from their usability, and they may, in fact, be acquired over time.

Our main need now are vibration isolators that  connect the engine mount ring to the engine case support fittings (seen in the above lower right photo.)  The Part Number is  Lord Dynafocal  WG 50049-0   MR 43-28.
If you know of the availability of these Lord isolators - please email me.  They need not be airworthy.

Our plan is to display the airplane with the existing steel support structure.  Over time, as we acquire the missing bits and pieces, we will attempt to install one engine at a time, until the airplane again has its engines.

Our sincere thanks to Barry Sandberg and  Nan Garnick  Of Butler Aircraft for donating these engines.


Connie props came in two flavors - Hamilton Standard hydraulic with 43E60-9 hubs and 6903A-0 blades.  They had fluid anti-icing, hydromatic hydraulic feathering and reverse pitch. The props were slender and had round tips.  Most airlines and USAF/USN picked these.

The other prop was the Curtiss Electric - it had a C634S-C502 hub and 858-C24-0 blades.  This was reversible, with fluid anti-icing.  Seaboard, KLM, QANTAS, Air India and Pakistan picked this prop.  It had wider chord hollow steel blades with flat tips.  This could also be ordered with electric anti-icing, in which case it used a C634S-C504 hub.  Only Trans-Canada bought this configuration.

Both Ham Std and Curtiss props had the same diameter - 15 ft 2 inches.


The four props with this airplane thus represent a very rare breed -  Curtiss electric props with electric deicing.

They were pretty sorry looking units.......

Someone, during those many forelorn years, had gone hog-wild with a stick welder - in this case welding the blade root pinion gears to the hub, and the attachment splines to a steel pipe.

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Copyright 2007 - 2008 Robert Bogash.  All Rights Reserved

Revised 11 Dec 2007
                 12 Jul 2008
                 24 Jul 2008