Crown stays have to be steel because of the length. The crown stays nearest to the seams have to be riveted rather than nutted to allow access to...
At this stage, they would probably be smaller pilot holes which would be enlarged later for tapping.
6106 certainly has Monel stays but the GWS haven't used Monel stays since, to my knowledge. It's tough stuff to machine! The Bluebell Railway's Q...
Probably easier than oiling up a Castle without a pit, Ian? Bold!
The change from steel to copper occurs at about 3/4" dia. Above this, the poor conductivity of steel means that they just erode away. For Monel,...
46100 is ex-Skegness. It is actually No. 6152 The King's Dragoon Guardsman with which it swapped identity in 1933 because of an upcoming visit to...
Not quite true. SNCF found it advantageous to remove syphons from 141Rs but found the reverse with 141Ps. Most (if not all) surviving 141Rs still...
A heat pipe with a fan is probably more suitable, as used for most (all?) computer processors. A Peltier is much less efficient but has the...
Franklin's penultimate valve gear project also ended in failure, although, again it wasn't due to the company. C&O had had good results with Type...
Except that poppet valve gear's main advantage is at high speed which the P2 was not intended for. In France, where passenger trains at the time...
The problem with all these Franklin designs is that they appeared at the end of steam in the USA and therefore their use was very limited....
The cam is part no 55a in sheet 4 of US2441199A.
Taper is probably the wrong description. Franklin B is probably analogous to automotive VTEC as here:...
For completeness, here are the patent details for Franklin A: Drive system: US2183327A.pdf Reverse Gear: US2385957A.pdf Just out of interest,...
No, I couldn't see any obvious taper. I'll have another look tomorrow - too late tonight!
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