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Thread: Before it was Rare Bear

  1. #191

    Default Re: Before it was Rare Bear

    I'm still here and will contribute if I think I can add to the conversation.

  2. #192
    Join Date
    Sep 2012
    Location
    Whanganui, NZ
    Posts
    212

    Default Re: Before it was Rare Bear

    A silent but very grateful reader here.

  3. #193

    Default Re: Before it was Rare Bear

    Maybe John will come back if someone asks why the airplane has T-33 brakes and wheels?

  4. #194
    Join Date
    Jul 2003
    Location
    Maui, Hawaii
    Posts
    842

    Default Re: Before it was Rare Bear

    I've been told that the vertical is taller than a stock Bearcat.

  5. #195

    Default Re: Before it was Rare Bear

    Quote Originally Posted by Reever View Post
    I've been told that the vertical is taller than a stock Bearcat.
    I've never heard that. But the original F8F-1 had a shorter vertical that was lengthened on the F8F-2, amongst other improvements.

  6. #196

    Default Re: Before it was Rare Bear

    This has been a fascinating thread.

  7. #197
    Join Date
    Jul 2003
    Location
    Maui, Hawaii
    Posts
    842

    Default Re: Before it was Rare Bear

    Quote Originally Posted by knot4u View Post
    I've never heard that. But the original F8F-1 had a shorter vertical that was lengthened on the F8F-2, amongst other improvements.
    Okay, that's probably what I heard. Thank you.

  8. #198

    Default Re: Before it was Rare Bear

    Quote Originally Posted by Reever View Post
    Okay, that's probably what I heard. Thank you.
    I'm pretty sure Dreadnought has raced with two different verticals, unfortunately the taller, more preferable version was damaged in an incident a few years ago and the smaller one has been installed ever since then. The only reason I think I know any of this is because of this forum.

  9. #199

    Default Re: Before it was Rare Bear

    BCIV complains that no one's interested in this thread and then he doesn't post? I still want to hear the story about Lyle letting it all hang out. That's a story I've never been privy to. Such a tease.
    Last edited by knot4u; 01-02-2022 at 09:16 PM.

  10. #200

    Default Re: Before it was Rare Bear

    Quote Originally Posted by wingman View Post
    I'm still here, and still interested. Here's a rerun of a post from a couple of pages back:

    And I still have questions about that first engine. It came from a scrap heap -- never sealed up or preserved. So were the cylinders still usable? What about accessories -- pumps and hoses and such. How much support was provided during build up from AC&T? Was the work done in Hangar F-8? Did Cliff Putnam do most of the engine work?

    When did Mel Gregoire get involved with the program?

    What was done about ADI? These engines did have ADI in airline service, didn't they? I understand that ADI was installed but not working during that first Reno.

    This Birch Matthews photo of the first Reno is the best I've ever seen. Does anybody have color shots they could share?

    Neal
    I recall seeing an engine sitting outside at AC Cylinder. Don't know if this was the engine first used? John may know. Cliff was the crew chief and had lots of R-3350/DC 7 experience. George from Los Alamitos NAS was I believe a P2V mechanic as well.

    We had to make almost everything fwf since it was a one off new installation. Lyle had acquired a stock new Bearcat QEC less engine that was parts were used if applicable. All the major work was done in Hangar F 8 at Compton. The initial engine runs, etc. accomplished at Compton. Then it was towed to LGB (airport mgr wouldn't approve flight due to Mike Carol P-39 crash) and ultimately SNA (engine runs to get the DC-7 prop to cycle) for first flight to Chino about a week before Reno 1969.

    Randy Difani (T6 Race 18 ret.)

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