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25-427: T40 or T-40 may refer to: Aviation [ edit ] Allison T40 , an American turboprop engine Lockheed T-40 JetStar , a proposed American jet trainer McGehee Catfish Restaurant Airport , Love County, Oklahoma, United States Turner T-40 , an American homebuilt aircraft Automobiles [ edit ] Covini T40 , an Italian sports car JAC T40 ,

50-445: A Flying LST ( landing craft ). In practice, it was discovered that it was almost impossible for the pilots to hold the aircraft steady and nose on to the beach while the aircraft was loaded or unloaded. The aircraft were converted into tankers for the inflight refueling role. They had a short service life due to unsolvable reliability problems of their Allison T40 turboprop engines, a fate common to most T40-powered aircraft, such as

75-620: A 10 ft (3.05 m) port-side access hatch, and redesigned engine nacelles to accept improved T40-A-10 engines. Cabin soundproofing and air conditioning were added for pressurized accommodation for 103 passengers or 24 tons of cargo. As a medevac aircraft, 92 stretcher cases could be carried. A total of eleven aircraft were built. The first two prototypes built were in P5Y configuration, armed with 8,000 lb (3,600 kg) of munitions (bombs, mines, depth charges, torpedoes) and five pairs of 20 mm cannon in fore and aft side emplacements and

100-423: A Chinese SUV T-40 (tractor) , a Soviet farm tractor Weapons and armour [ edit ] T-40 tank , a Soviet amphibious tank T40/M9 tank destroyer , an American gun motor carriage T40/M17 Whizbang , an American tank-based rocket launcher MKEK T-40 , a Turkish grenade launcher Other uses [ edit ] T40 (classification) , a disability sport classification IBM ThinkPad T40 ,

125-679: A common reduction gearbox powering contra-rotating propellers . Similar in layout to the Armstrong Siddeley Double Mamba , the T40 differed in that each engine drove both the forward and the rear propellers, unlike the Double Mamba, where each Mamba power section drove either the front or the rear propeller separately. The T38-A-1 power sections each contained 17-stage compressors giving a pressure ratio of 6.3:1, eight combustion chambers, and four-stage turbines. A combining reduction gearbox

150-515: A fixed wing aircraft, in November 1954. Continuing concerns over propellers and the poor payload and performance precluded further development. Some flying was carried out with the Hiller X-18 but most research was carried out with the aircraft attached firmly to a force measuring platform, that could be raised hydraulically, to gather data on ground cushion effects. Limited flying was carried out by

175-497: A laptop [REDACTED] Topics referred to by the same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=T40&oldid=1240143950 " Category : Letter–number combination disambiguation pages Hidden categories: Short description

200-509: A passenger and cargo aircraft. One of the XP5Y-1 prototypes was lost in a non-fatal accident on 15 July 1953, while design and development continued on the passenger and cargo version of the aircraft. The transport and cargo version was designated the R3Y-1 Tradewind and first flew on 25 February 1954. Major changes were the removal of all armament and of the tailplane dihederal, the addition of

225-438: A power section in the event of failure worked successfully. During a run in a test cell one power section developed a major oil leak and an attempt to shut it down failed because the engine carried on running on the leaking oil. After many attempts to shut it down the offending power section could only be shut down by destroying the compressor with debris thrown down the intake, proving the de-coupling system. First flight test of

250-421: A sleek body with a single-step hull and a slender high-lift wing with fixed floats. The Navy ordered two prototypes on 27 May 1946. Designated XP5Y-1 , the first aircraft first flew on 18 April 1950 at San Diego . In August the aircraft set a turboprop endurance record of eight hours six minutes. The Navy decided not to proceed with the patrol boat version, instead directing that the design should be developed into

275-512: A tail turret. The next five were built as R3Y-1 aircraft, intended for troop transport and inflight refueling tanker service. The final six were built as the R3Y-2 variant with a lifting nose and high cockpit (similar in concept to the C-5 Galaxy 's nose and cockpit) for heavier transport and landing-ship duties. The front-loading R3Y-2 aircraft with a hinged nose and high cockpit were intended to be

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300-550: Is different from Wikidata All article disambiguation pages All disambiguation pages Allison T40 The T40 concept originated at Allison in 1944, where design studies were carried out on a 4,000 shp (2,983 kW) turboprop engine. Taking advantage of this effort, the US Navy awarded Allison a contract for the design and development of a 4,100 shp (3,057 kW) turboprop engine. The resulting T40 combined two Allison T38-A-1 power sections side-by-side with

325-484: The Douglas A2D Skyshark attack aircraft. The R3Y set a transcontinental seaplane record of 403 mph (649 km/h) in 1954 by utilizing the speed of high-altitude jetstream winds. This record still stands. After service trials the aircraft were delivered to a U.S. Navy air transport squadron, VR-2, on 31 March 1956. Problems with the engine/propeller combination led to the ending of Tradewind operations and

350-654: The Douglas A3D Skywarrior . The most notable successes of the T40 were in the field of vertical take-off aircraft, being used to power three different types, the Convair XFY-1 Pogo , Lockheed XFV-1 and the Hiller X-18 tilt-wing research aircraft. Fitted with the more powerful 7,100shp YT40-A-6 the XFY-1 flew the first full flight from vertical take-off to horizontal flight and back to vertical flight for landing, of

375-555: The T40 was in the Convair XP5Y flying boat on 18 April 1950 fitted with four T40-A-4 developing 5,250 shp (3,915 kW). Service use of the T40 revealed problems with integrity of the propellers and gearboxes with at least one instance each of a propeller breaking free and a gearbox separation. One unusual problem was discovered during ground running of the Republic XF-84H Thunderscreech turboprop powered fighter;

400-615: The T40 was the Convair XP5Y-1 patrol aircraft prototype. As flying boat patrol aircraft became redundant, the US Navy changed the role of the aircraft from Anti-Submarine Warfare to Transport. Modifications to the XP5Y-1 (such as provision of air conditioning and pressurisation) produced the Convair R3Y Tradewind , which was to become the only aircraft using the T40 to actually enter service. These large four-engined flying boats served primarily between NAS Alameda and Hawaii during

425-502: The engine was stopped. Anti-icing for the air intakes was supplied by compressor bleed air. The contra-rotating propeller consisted of two 14 ft (4.3 m) three-bladed Aeroproducts propellers fitted to concentric shafts. Testing of the XT40 began on 4 June 1948. There was a vibration problem in the reduction gearbox due to the coincidence of tooth-meshing frequencies which required a redesign. The de-coupling system, designed to disconnect

450-503: The gearbox, it was intended in most instances that the aircraft could cruise on one half of the engine and only engage the second power-section when there was need. In practice the system did not work well. Failure to recognize that one of the T38s had failed, and its compressor was devouring power produced by the other section, led to the loss of the first prototype Douglas XA2D-1 and its pilot on 14 December 1950. The first aircraft to fly with

475-549: The mid-1950s (replacing the Martin Mars flying boats). There were numerous problems with the T40s. One resulted in near disaster in 1956, when an R3Y managed to land with a runaway engine, resulting in a collision with a seawall. This event gave the US Navy one more reason to ground the R3Y, which it did soon after. The only other aircraft to be produced in any quantity to be powered by the T40

500-408: The special transonic 3-bladed single propeller set up harmonics that proved to be harmful to humans within a certain distance from the aircraft. The major problems of the T40 included gearbox failures, and the propeller control system (all the engine accessories were powered by a vacuum system which used 25 hoses), and the engine was far from reliable. As the individual power plants were clutched into

525-542: The two Republic XF-84H Thunderscreech turboprop fighter aircraft, but the continuing difficulties with the T40 engine, supersonic propeller, not to mention performance completely overshadowed by contemporary rivals led to cancellation of production plans. Data from: Data from Aircraft engines of the World 1953 Turbojet History and Development 1930–1960 vol.2 Related development Comparable engines Related lists Convair XP5Y The Convair R3Y Tradewind

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550-404: The unit was disbanded on 16 April 1958. The six R3Y-2s were converted into four-point in-flight tankers using the probe-and-drogue method. In September 1956 one example was the first aircraft to successfully refuel four others simultaneously in flight in 1956, refueling four Grumman F9F Cougars . The program was halted after thirteen aircraft were built, the reason being the unreliability of

575-590: Was an American 1950s turboprop -powered flying boat designed and built by Convair . Convair received a request from the United States Navy in 1945 for the design of a large flying boat using new technology developed during World War II , especially the laminar flow wing and still-developing turboprop technology. Their response was the Model 117. It was a large high-wing flying boat with Allison T40 engines driving six-bladed contra-rotating propellers . It had

600-408: Was driven via extension shafts from the power sections. Each transmission shaft incorporated a clutch to allow the power sections to be run independently. Accessories included a Master Control Unit, mounted above the compressors, and an air driven starter on the gearbox. The compound reduction gear had an overall reduction ratio of 15.75:1 and incorporated an airscrew brake to prevent windmilling when

625-546: Was the Douglas A2D-1 Skyshark . Of the sixteen examples built, the twelve used for evaluation suffered similar problems to the R3Y. Propeller control problems and gearbox failures were among the more common problems. The T40 was also fitted to the North American A2J-1 Super Savage but the poor performance of the aircraft and continuing difficulties with the engines forced cancellation in favour of

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