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I heard they had it secured with some kind of release mechanism to hold it till full power was established. Any chance you can describe how it was held, and released. The climb profile etc. Have never heard much about the record, I believe it still stands. ThanksQuote:
Originally Posted by BellCobraIV
These stories are awesome. Truly a treasure. Thank you gentlemen. Keep ?em coming.
Quote:
Originally Posted by wingman
When Lyle bought the Bearcat in Valparaiso, Indiana one if the first order of getting it home was to separate the cockpit and wing center section from the rear fuselage. The rear fuselage was put on a pallet and shipped airfreight on TWA as Lyle worked for TWA and could arrange for discounted shipping from Chicago to Los Angeles. The cockpit and wing center section were a different deal, so Lyle found an old travel trailer and demolished the "house portion" of the trailer getting down to the bare chassis. Lyle had a couple of support sections welded onto the trailer to support the outer portion of the wings. Note there were no outer folding tips on the plane at this point. Thick carpeting was attached to the supports and a crane was used to place the center section gear up onto the repurposed trailer chassis. At this point he aft fuselage was removed and placed on a pallet for shipping. The aft fuselage was delivered to Aero Sport at Chino airport. The center section and trailer were moved by road pulled by a brand new green 1/2 Chevrolet truck Lyle purchased. The color wasn't important and the dealership was ready to sell the truck when Lyle walked in and bought it. At this point with the aft fuselage on it's way and Lyle out of time he took the center section to Earl Reinert's for storage unit he could bid his next time off from TWA to return to pickup the plane.
Lyle returned picked up the center section and drove it out to Los Alamitos, California via Brownfield, Texas where his parents lived this also avoiding increased snow on the northern route even though he did hit a little snow in New Mexico. The wing center section arrived in Los Alamitos and sat behind our condominium in the alley for a couple of weeks. This was when Lyle told me I was part of the crew and it was my job to guard the plane in the alley. I did get into a fight with some bigger kids when they wanted to play on it and I pushed them off.
Lyle found brand new hangars being built at Compton airport. He got there in time to choose hangar number F8 for his hulk of an airplane with it's assorted parts and pieces. Cliff Putnam from Lyle's travels at TWA had become interested in the project at this point and helped to make the jungle Jim assembly you see in the pictures. In December of 1968 Lyle and Cliff were working on trying to get the center section off the trailer and onto the jungle gym stand made of angle iron. Enter in another life changing moment a young Bill Hickle.
Bill said that he had a hangar two rows down from the F row and he passed by and spotted this "Hulk of a fighter plane" with a couple of guys scratching their heads trying to get it up on this angle iron stand. Bill talked with them and understood that they had not properly designed the stand so that the gear could be lowered, which meant when the time came for gear testing the landing gear would not be able to be tested. Bill jumped in and became the 3rd adult member of the team that would ultimately become family to me. Bill helped redesign and modify the stand by doing the welding to put the stand to use. By the end of the day ( night) the center section was resting on it's stand......and Lyle Shelton, Cliff Putnam and Bill Hickle had started a great adventure.
Now for the engine mount, Bill is a structural engineer. Lyle, had decided from the beginning to use the big Wright 18 cylinder radial. The version that initially was to be used was a -24W, this shared the same Dyna-Focal set up as the early Constellation engine so Lockheed had an on the shelf ring for the engine using six Dyna-Focal mounts to contain the engines thrust from running off the front of the plane. The original engine mount attach forgings were Re heat treated and attached to a mount designed by Bill Hickle that brought the thrust line of the airplane and the engine closer together. There was a welder who worked for either TWA or American Airlines that was an aviation certified welder Bill could not recall his first name however his last name was Hyman, bill not sure of the spelling. That engine mount was used through the whole program that Lyle used the airplane. An engineer for the Lord mount company did load calculations on it and we raced with it, bounced across rough deserts with it, bellied the airplane onto a runway in Mojave with it. Went really fast with it. After the runway at Mojave we had it magnaflux inspected and x-rayed, it was in great shape no damages noted. The engine mount performed flawless, and a major component of the future fastest piston engined airplane was in place.....and Bill Hickle was hooked.
I asked Bill if he ever stopped to realize that less than 9 months later they would be in the test flying stage? Bill said that everyone at that point was taking this project just as seriously as if they were building the Apollo rocket. It was becoming a tighter knit project and Cliff was leading the mechanical end while Lyle was out in deserts and swamps and warehouses buying F8 parts when he wasn't in Compton putting in huge hours.
More to come, Neal if you can find the pictures of the rear of the cockpit section repair I have some of that story next. I remember a before, during and after picture series.
John, this stuff is priceless! I think I can speak for everyone who hangs here... Please keep sharing!!!!!
Sorry for not getting back to you on phone! Going crazy trying to stay awake enough to get a bunch of stuff I've got going on finished....
But again, please keep it up!!!
I remember Bill Hickle once told me he'd flown an airplane straight and level BACKWARDS! I respected Bill and didn't want to question him so I just went back to work correcting whatever it was that we'd done that didn't meet his high standards. I'd been training for my PPL for a bit and as I was removing zip-ties and adding adel clamps or redoing ugly safety wire I was ruminating about flying backwards. At the end of just another long hot night at Van Nuys I questioned him about it, because he was Bill Hickle he explained that if you're flying a J-3 in windy conditions you might point the nose into the wind and reduce your airspeed and you'll end up going backwards. He was all smiles telling me about it, although he did warn that it was a fairly disconcerting visual if I ever attempted it.
Great post, John. I don't have any Behenna shots of the center section from behind. My Behenna collection is limited -- I never had time to print it all and I don't think I got sent all his negs anyway. I just printed what was obviously important or interesting. You don't have a copy of that shot either?
So the fuselage was intact from the firewall back, but bent? Where was the major damage -- in the rear fuselage or center section? There was wing spar damage too, wasn't there?
Didn't Richard Tracy have input into designing the engine mount? Dell Rourk talks about both Bill and Dr. Tracy being involved in its design at that point...
Neal
If this were a book, it would be an air race fans dream.
After Lyle passed away several items of his were stolen. Included among those items were his picture collection of the Bearcat's build up by Pete Behenna. There were eight volumes of invaluable pictures. I know some of those items have made their way out into the hands of collectors because I have been told that so and so has this item, and so and so has that item.Quote:
Originally Posted by wingman
Deleted.
Would be nice to see something like that come out of this.. We've never done a book, unsure of fees and such, suspect that as with all air race stuff, the audience is limited thus is the market for any product out of it..Quote:
Originally Posted by Reever
Hopefully this little electronic field of play which seems to have dragged in some pretty cool players will satiate the need... come back often LOL!!
Answers like the last one are forcing me to dig a little deeper, don't worry I am going back in to the caves of the past. C'Ya soon.Quote:
Originally Posted by AAFO_WSagar
In the meanwhile I'll post another Pete Behenna photo or two. So back in 1969 Lyle had an airplane shell, a remarkable crew coalescing, and parts coming in from around the country. He still needed an engine. According to Dell Rourk, Lyle went to see George Byard at Aircraft Cylinder and Turbine in Sun Valley, Ca.
AC&T had an old R3350 in the open out back of the shop -- it was scheduled for salvage and had been sitting back there in the weather with no plugs or stacks and rainwater in the cylinders. George donated the engine to Lyle's project. George Putman cleaned out the sticks, birdsnests, and other crap and with some help from the mechanics at AC&T managed to rebuild the motor.
John -- what was the timeline of all this? When did Lyle move the kit into the hangar? When was the fuselage more or less complete? When did Putnam get his hands on the engine and when was it actually hung on the airplane?
Neal
Man, apparently Pete had an eye. That second image is gorgeous. So this is the first motor? Well, the first 3350 to be mounted to this airframe? Had there been another 3350 on a Bearcat at that point? A scrapheap motor on a scrapheap airframe. Talk about humble beginnings to basically the most beloved air racer of all time. Especially to Reno-ites. It sure was nice to be able to drive out and peek through window and see The Bear. I miss it.
WOW. Classic 3350 photos. Thanks for sharing.:thumbsup:
Did the engine in the photos have the slow nose case?
No -- I think that first engine was quite stock. They ran decently in 1969, though with systems problems. They ran better, with all systems working in 1970 -- til they blew up the engine due to bad advice on fuel mixing. They then built up their first "hybrid" 3350 for Cape May in 1971. Apparently that was an ex-airline motor with supercharger and other modifications done largely by Bill Coulter and Mel Gregoire at AC&T. I think that was the first motor with the "slow" nose case. BCIV obviously knows far more about this than I -- I hope we'll get there in the future...
Neal
I haven't disappeared, I've just been buried in a couple of projects at home. I should get some time to answer some questions this weekend.
So which weekend was that, John? I just wanted to bring this thing up front again -- there are things I'm curious about
This thread has been fun.
Neal,Quote:
Originally Posted by wingman
It was like the lost weekend, I was dealing with multiple people that I couldn't say "no" to. I had to get introspection into what was actually going on with all of it. In the end I am learning to say "not now" because that is slightly different than no.
I came here and started to go over past history, because it was fun. Then forces in the universe decided I needed to do things I didn't want to do, so this personal enjoyment was the fuse. Once again I could put it on hold. I'm finally learning to say "not now." Eventually I will graduate to prioritizing my projects and being able to do magic for others. So back to our story. It was "The Long Weekend in the sense of getting my head more together and cleaning up loose ends, I didn't have any moving out or arguing with my lovely wife in that aspect. Anyway the weekend is over, and there wasn't any May Pang involved.
" forces in the universe decided I needed to do things I didn't want to do "
I really dislike those particular forces. I've encountered them a lot the last few years. It only gets worse as you get older.
" John -- what was the timeline of all this? When did Lyle move the kit into the hangar? When was the fuselage more or less complete? When did Putnam get his hands on the engine and when was it actually hung on the airplane? "
I'm still interested in this -- I've never seen such a timeline and I've always been blown away by how quickly this all came together -- broken(literally) stripped shell and trashed run out engine core to on the course at Reno.
Did that first engine come to Lyle with any accessories and such? What did you do for carb, supercharger, fuel pumps and so on. The magnitude of what was done in that year is just amazing.
When did you first meet Mel Gregoire?
Neal
That's funny, right there....as while I was reading your comment "#9 Dream" was playing on the radio in the background.Quote:
Originally Posted by BellCobraIV
Neal,Quote:
Originally Posted by wingman
Okay I am going to have to try to create that timeline, it will take me a little bit, I may have to make a couple of calls. So in the meantime I'm going to go back to the last couple of pictures I have not commented on yet and fill in that part of the story.
Brad,
It was May Pang's voice saying "John" and then in the second bridge saying "nhoJ" in #9 Dream. Good on ya for that eerie experience.
I had to Google "May Pang" to even begin to understand the reference. Does that mean I have to give up my membership in the Baby Boomer Trivia association?
Neal
I'm right there with ya', Neal. Had no idea. But then...I was far too heavily involved with wrapping my head around "Battle of Evermore" and "In the Court of King Crimson."Quote:
Originally Posted by wingman
What? I've never heard of and don't understand those two either. There are clearly whole worlds out there that I just don't comprehend -- I think I'll just crawl back into my Photoshop and clarity filters and curves tools and color wheels and such easy stuff that I can understand.
Maybe this is what I get for never having been on Facebook...
Neal
Be strong grashopper, you can resist the force of the farce.... :woot:Quote:
Originally Posted by wingman
I just looked up That Evermore Zeppelin song, and I can see how a person could get sucked in. I don't remember much Zeppelin after Stairway to Heaven. When the Evermore song apparently happened I was otherwise engaged -- chasing nurses, avoiding personnel sergeants carrying orders to faroff places, and wondering about the young guys dying of strange tropical diseases on my watch in the hospital. I don't remember much music or music news during that time. Of course like many Baby Boomers there are other reasons why I don't remember a lot of that time, but better not to go there. The nurses sure were fun, though.
That's my excuse for such ignorance, anyway. I forget that a bunch of you guys are 10 or 15 years younger than I am.
Neal
Truly should have worded that...Quote:
Originally Posted by AAFO_WSagar
Be strong Obi-Wan, you can resist the force of the farce....:worship:
Neal, Neal, Neal, how ironic you should say that after "Stairway to Heaven" you don't remember much Led Zeppelin, on the actually not named Led Zeppelin IV the fourth track is "Stairway to Heaven" following the third track which is the "Battle of Evermore." The Battle of Evermore was based on J.R.R. Tolkens "Lord of the Rings". Let me tell you if you had to keep up with my daughter and Brad playing music trivia you'd study as well. My daughter when she was twelve shredded a guy once with the facts when he said Yoko broke up the Beatles. Nope afraid not dude, read better history. (Not my comment to youQuote:
Originally Posted by wingman
, That was my comment to the 40+ year old guy that she shredded.)
Now back to Air Racing....I promise.
I told you my memories of those days are a bit jumbled, and clearly not all quite in order. I guess I must have been listening to Stairway in Mill Valley and not in Ann Arbor -- 1973 and not 1968. It does all seem so long ago. I still don't remember that song.
I agree -- back to Air Racing.
Neal
Yea... this ain't Facebook... LOL
Love it you guys!
One of the things I've missed here is the exchange of some of you... excuse me, "old timers"
Used to be a lot of banter among crew/pilot.. I think it all sort of felt "inside" and sheltered here (ads but none shoved up your keyster... that I'm aware of!) but it still came off as pretty private..
So anyway, you two were around BEFORE IT WAS RARE BEAR so your cross talk is extremely entertaining..
Neal, John I know how memories fade, these chats run some mental dental floss between those forgotten portions...
Again, keep it up please!
Photo via Bill Kientz
" Early 70?s. In 1974 he would become Lyle Shelton?s crew chief on Rare Bear. "
My recollection of Reno 1969 Able Cat crew pictured as follows:Quote:
Originally Posted by Lon Moer
Bottom left to right. George (Navy Los Alamitos)?, Randy Difani (grunt), Dennis Buehn (Navy Crew Chief), George (Navy Los Alamitos)?, Pete Behena (AA A&P, Photographer).
Top left to right: Bill Kientz (TWA PIlot, electrical expert), Bill Hickle (China Lake?), Lyle Shelton (TWA Pilot/Navy Reserve, Expert Air Racer), Cliff Putnam (TWA Pilot, Mechanical Expert & Crew Chief), Harry Smith (AA A&P).
Most repair/restoration work accomplished Hangar F8 Compton, CA. Towed to Santa Ana, CA. First flight to Chino, CA, where yellow zinc chromate painted, approx. one week prior to Reno. Took 5th place 1969 Reno Gold Unlimited. Great fun and extraordinary experience. We stayed at the Mapes Hotel, downtown Reno. Possibly John can add details.
Randy Difani (T6 Racer #18 "Thunderbolt" ret.)
PS Recall Lyle returning from reserve duty overflying Compton in an A4 Skyhawk, with drop tanks, prior to landing at Los Alamitos.
Just additional information on the crew in 1969;Quote:
Originally Posted by Racer 18
Top left to right: Bill Kientz (TWA PIlot, electrical expert), Bill Hickle (China Lake/later Flight Systems Mojave), Lyle Shelton (TWA Pilot/Navy Reserve, Expert Air Racer), Cliff Putnam (TWA Pilot, Mechanical Expert & Crew Chief), Harry Smith (American Airlines A&P).
Bottom left to right. Austin Cranston (Navy Navy Chief, Los Alamitos), Randy Difani (grunt), Dennis Buehn (Navy Crew Chief), George Williamson (Navy Los Alamitos), Pete Behena (American Airlines A&P, Photographer).
Randy, since you are on here and may have a better memory of the dates, Neal was inquiring about the timeline of the events as they unfolded. I have been going through what archives we have as I can get to them and have not found Lyle's yellow 11x14 pages from 1969 yet. We have his Daytimers sorted out but they only start in 1970 from what I've been able to find.
This thread has uncovered a lot of information and I have to dig to get at it now. My Mom is now 90 years old and can't remember what car we are in anymore, let alone what the white and purple airplane is in the pictures on the wall.
"John -- what was the timeline of all this? When did Lyle move the kit into the hangar? When was the fuselage more or less complete? When did Putnam get his hands on the engine and when was it actually hung on the airplane?
Neal"
For reference.
Found another one......
John,Quote:
Originally Posted by BellCobraIV
Unfortunately, I do not know anything about Lyle's timeline for procuring, transporting, etc. of Able Cat. I arrived on the scene approximately late spring/early summer 1969. Saw a funny airplane (first thought it was P-51) on it's gear, sans firewall forward, driving by Compton. I stopped in and this guy was cleaning/stripping a part on the ramp. I asked if he knew who owed it and he said I do...I asked if he could use help and he said yes. I didn't know anything about working on aircraft...but the rest is an amazing exciting history for me. Many many volunteers helped get Able Cat to Reno in 1969. However, the technical/mechanical spark plug/leader of the repair effort was Cliff Putnam. Also, he was a super nice guy along with all the people I worked with. Of course Lyle was traveling the country gathering up the needed parts, etc. to get Able Cat flying.
Randy
Another thing I'm curious about is this exhaust system, which is apparently quite unique. There's been a lot of talk here over the years that this 2 into 1 setup was worth 200-300 horsepower, and that one of the huge mistakes by the Texans was to replace it with a more conventional system. Why did this work so well, and who came up with the design?
Pete Behenna photo...
I'm not sure that the exhaust system in that photo is the version that was installed during the Bearcats glory days but I'd be happy to be corrected. The good exhaust was a nightmare to work on. I can recall questioning why anyone would put together a puzzle that cantankerous and being told it was "tuned", the pipe from each cylinder would join the pipe from a cylinder preceding in the timing order to help exhaust gas scavenging and contribute a small amount of thrust. The exhaust exits also worked as a venturi (exhaust augmenter), the exhaust actually helped to cool the engine (unless part of it failed) by motivating the air under the pressure cowl to exit. That system had gone through so many heat cycles that it was almost beyond repair and anytime it was disassembled it was a nightmare to reassemble because nothing fit, nothing would line up and you'd have to start taking it apart again. With all of that said, it should've been replicated not scrapped.Quote:
Originally Posted by wingman
Thank you very much for the detailed post, knot4u. I'm not an engineer, or a mechanic, so can't evaluate in detail much of the tech side of this, but what you are saying makes sense and could well explain some of what I saw over the last few years of Rare Bear racing efforts. It would be interesting to find out whether the developed system you describe does date from the beginning or from a later point in Bear history. Some of it sounds a lot like Dave Cornell thinking, but when I think of the really remarkable thinking that went in early on, like thrust line changes and that remarkable canopy I can only marvel at what these guys were doing right from the beginning.
Stuff like this makes me glad not to be a mechanic. Thank you again for the post.
Another Pete Behenna photograph:
I can recall a long ago conversation in a mini van amongst friends, I was still a fairly young man and I pondered whether a female named after her mother should be called Junior? It quickly turned into an interrogation regarding my private activities, but I've still never gotten an answer to that question. If someone names their daughter after the mother can that child be considered a Junior?