Lynn Hunt wrote:
There are several other things to consider if you are thinking of going to a -82 installation in an Albatross. The -82 version was called a CSR110 and was built originally for Canada because of their installed base of -82's in their Tracker fleet. It was also later sold to Japan. When they started the G-111 project around 1980, the CSR-110 was the natural choice because of reduced cabin noise coming from a slower-turning propeller on a slower turning nose case. Best guy to talk to is Andy McFee who did a conversion on Reid Dennis' Albatross. Props for the CSR-110 are virtually impossible to find and hugely expensive. Andy installed the -82's into the -76 QEC. The QEC for the G-111 was completely different and if you don't already have some, don't go down that path. Everything is different and again, extremely hard to find. You will need to modify exhaust for the wedge cylinders. Also, oil cooler air and carb air inlets that usually take air from between the mushroom cylinders on a -76 will need to be changed. Another difference with the -82 are the second-order balance weights that make it a 2800rpm engine. Lastly, the -82's are a great engine with lots of suds that make the Albatross a safer ( and more fun) airplane to fly. Call Andy.
Hey Lynn, are you still "on" this forum? I thought I remembered seeing another thread recently in which someone was asking if your outfit was still operating up in Santa Rosa and I haven't seen any other posts more recent than the ones on this old thread.
I just came across this old thread (again) while doing some more recent research about the Grumman G-111 conversions that were done between 1978* and 1983 or so. Your comment that the Canadian model
CSR-110 being the "natural choice" as the basis for those conversions because of the slower-turning and therefore quieter R-1820-82 engine installations got me to wondering - 'cuz only 7 of the 13 "G-111" conversions were done using ex-Canadian RCAF CSR-110 or ex-Japanese JMSDF UF-2 aircraft that came off of the Grumman assembly line with the -82 engines as "original equipment." And as it turns out, only 2 were actually ex-RCAF model CSR-110 aircraft; the other 5 were ex-JMSDF UF-2 aircraft.
So, are you telling me that the earlier models that were also converted as "G-111" aircraft under TC no. A22SO were also "upgraded" to the bulged-cowling -82 engine installations as part of that conversion and re-certification? Now, I'm just going to have to go back and study a bunch more photos!
And does that mean that the Wright
R-1820-82 (which is a military model designation) is essentially the same thing as the "civilian"
982C9HE3 series engines listed on the G-111 type certificate? (There is BTW only that one "approved" engine listed on the TC.) I guess I could look up the answer to that myself by just digging up the relevant engine TCDS.
*Note: the G-111 series Albatrosses were produced in two separate batches at two separate Grumman facilities in FL. The first four aircraft were "built" by Grumman Aerospace Corp. at Stuart, FL under PC no. 23 and a licensing agreement that was dated March 9, 1978:
OEM s/n G-460; USN UF-2 (Bu. 148325) contract for JMSDF as no. 9052; became G-111 N116FB
OEM s/n G-462; USN UF-2 (Bu. 148327) contract for JMSDF as no. 9054; became G-111 N115FB
OEM s/n G-463; USN UF-2 (Bu. 148328) contract for JMSDF as no. 9055; became G-111 N112FB
OEM s/n G-464; USN UF-2 (Bu. 148329) contract for JMSDF as no. 9056; became G-111 PK-PAM / N26PR / N42MY*
(*note registration of
N42MY was recently cancelled in the US as of March 20, 2013 so a new registration in Australia may be pending.)
The remaining nine aircraft were "built" by Grumman St. Augustine Corp. in (you guessed it) St. Augustine, FL under PC no. 1050 and a licensing agreement dated Dec. 22, 1981:
OEM s/n G-331; USAF SA-16A s/n 51-7243; USCG HU-16E s/n 7243; became G-111 N120FB
OEM s/n G-332; USAF SA-16A s/n 51-7244; USAF HU-16B; became G-111 N113FB
OEM s/n G-339; USAF SA-16A s/n 51-7249; USCG HU-16E s/n 7249; became G-111 N121FB
OEM s/n G-218; USAF SA-16A s/n 51-7168; USAF HU-16B; became G-111 N122FB
OEM s/n G-374; USN UF-1 Bu. no. 137901; USN HU-16D; became G-111 N2660L and N51ZD
OEM s/n G-432; USN UF-1 Bu. no. 141282; USN HU-16D; became G-111 N125FB
OEM s/n G-461; USN UF-2 Bu. no. 148326 contract for JMSDF as no. 9053; became G-111 N117FB
OEM s/n G-452; RCAF CSR-110 as no. 9304; became G-111 N118FB
OEM s/n G-456; RCAF CSR-110 as no. 9308; became G-111 N119FB
I've started to see some evidence that they are listed in that order because that is actually the order in which they were converted as G-111 aircraft.
In any case, of the 13 Grumman G-111 Albatrosses built, six originally left the factory with -76 series engines:
OEM s/n G-218 was USAF SA-16A (s/n 51-7168) later converted as long-wing USAF HU-16B; became G-111 N122FB
OEM s/n G-331 was USAF SA-16A (s/n 51-7243) later converted as long-wing USCG HU-16E; became G-111 N120FB
OEM s/n G-332 was USAF SA-16A (s/n 51-7244) later converted as long-wing USAF HU-16B; became G-111 N113FB
OEM s/n G-339 was USAF SA-16A (s/n 51-7249) later converted as long-wing USCG HU-16E; became G-111 N121FB
OEM s/n G-374 was US Navy UF-1 (s/n 137901) later converted as long-wing USN HU-16D; became N2660L and N51ZD
OEM s/n G-432 was US Navy UF-1 (s/n 141282) later converted as long-wing USN HU-16D; became G-111 N125FB
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