That engine was the basis of the Wright Turbo Compound that had the equivalent efficiency of a diesel engine. I am sure the gas turbine had some influence in shutting down that plant.
I recon the need of 130 or so Octane Avgas and tendency to catch fire or otherwise call off sick had a little bit to do with it as well.
Last leg of my return home from 'nam, August of '68, I'm off military wings and onto a voucher, Untied Airfines. Time to depart Orchard Road, we're a quarter hour overdue, then a half hour, then an hour and long-since all dripping sweat. Guys in white coveralls periodically wandering in and out of the crockpit at intervals, wheeled scaffolding under one engine nacelle.
What's afoot?
Chief Stew finally comes on the horn with an announcement:
"We apologize for the delay. Captain Anderson is trying to determine if the aircraft is safe to fly."
Commendable of the man. Not exactly comforting, regardless.
Few minutes later, scaffolding is wheeled away, he starts winding up the rubber bands.
Over-age-in-grade Super-G Connie climbs out on four of those turbo-compounded ce-ment mixers, pulls its feet up, shuts down number four at the same time.
Long final, Pittsburgh, drops the gear, fired it up again with a great belch of smoke and a bit of flames, just in case he needed it for a go-around.
Wasn't Wright's fault. Nor Lockheed.
We called them "Untied" Airlines for damned good reason. Never seemed to have a klew where the money for maintenance had gotten off to.
IRRC, Untied have done three or four bankruptcies since, elected to make that their primary line of business rather than running an airline, and the maintenance has never improved.