I stumbled on this older documentary on airplane restoration. I was talking to my nephew about flying during our recent visit to Illinois. I think I need to try and get to EAA this year. I don't really have an interest in flying but the mechanical aspect is so so interesting to me. There is something about the construction of these functional objects and the historical significance of these objects that I feel is important to know. It was interesting to hear a pilot mention that not enough WWII history is taught in our schools. Keep in mind this documentary was filmed long ago. On a different note, it makes you realize that the lack of knowledge in the past has been an ongoing issue in our country.
Regardless, this was an interesting watch. I feel like the skills that I am teaching in school would be perfect for someone wanting to get into the field of airplane restoration. "Making something from nothing" at its best.
Another good video showing the casting of an aluminum engine block. This would be good inspiration for my dream of making a replica Miller racer and making the engine from scratch...
During my research into the Wright engines, I stumbled onto this. All I can say is... WOW! This place looks like a shop that I could spend some time in.
Charlie Taylor (the Wright Brother's mechanic) is a fascinating individual. I am not certain why he doesn't get more credit for the work he did as he seems like he was a necessary component to most all of the Wright's major accomplishments.
Thinking about the making of this engine with the tools that were available is daunting to me and makes me realize how education in some ways has digressed over the years. If the following doesn't make you think about how little you and I know, then I'm not sure what will. The except from Bob Taylor from this site recounts Charlie's making of the first engine for the first successful airplane to be flown. It's amazing to think of this work being completed in six weeks. Serious RESPECT!
I want to describe in some detail how Charles Taylor made the engine, so you can appreciate the craftsman he was. The first problem that Charlie and the Wrights faced was how to design the crankcase. The case had to be light and strong. Aluminum was still a rare metal in those days, and getting a good sound casting was difficult. John Hoban, foreman of Buckeye Iron and Brass Foundry in Dayton, took on the job of making the crankcase using the strongest aluminum alloy he had. The cylinders were turned from fine-grain gray cast iron and had a bore of 4 inches. The top and bottom of the cylinders were threaded so they could be screwed into the crankcase and a water jacket could be screwed onto them.
Charlie’s next major task was making the crankshaft. Being a mechanic most of my life, I would never even try to take on a project of making a crankshaft with the equipment that Charles Taylor had-a drill press, a lathe (both run by a natural gas engine), and hand tools.
Charlie secured a plate of high-carbon tool steel that measured 15/8 inches thick, 6 inches wide, and 31 inches long. On the plate, he traced an outline of the crankshaft and carefully, painstakingly drilled hundreds of holes along the outline of the crankshaft. This weakened the plate enough so he could knock the excess material away with a hammer and metal chisel.
Once he had done this, he had the rough-cut crankshaft ready for the lathe and the finish cut. With the small natural gas engine chugging away at full power and driving the large, wide leather belts that turned the lathe, Charlie turned out a nearly perfect crankshaft to the thousandth of an inch.
The next part that Charlie worked on was a flywheel made from a solid block of cast iron. Charlie carefully thought out the connecting rods, intake valves, exhaust valves, pistons, valve guides, rocker arm, and numerous other parts that made up the complete engine and tailored them to fit the operation of the engine. Charlie painstakingly assembled the engine part by part, fitting and refitting each piece with the meticulous care of a jeweler making a watch. He scrutinized every detail. He assembled and disassembled the parts, time and time again, making sure of their operation until all the parts were working in harmony.
Building the engine took a lot of genius and ingenuity, and it was finally complete and assembled in February 1903. It was mounted on a test stand and ran well, producing 8 horsepower at 670 rpm and 11 horsepower at 1,000 rpm.
As a result of getting an engine that produced 12 horsepower at full rpm, the Wright brothers were able to add another 150 pounds to the aircraft, which allowed them to strengthen the wings and framework. The engine drove two counterrotating pusher propellers by means of chains. The Wright brothers designed and tested propellers in the wind tunnel and built several propellers that could be used for their first successful flight.
Charlie also made all of the metal parts, including the metal fittings used to join the wooden struts and to which the spruce spars and Roebling truss wires were attached.
On Sept. 23, 1903, the Wright brothers left Dayton for Kitty Hawk to start preparation for their first powered flights, and the Flyer followed them on September 25. They assembled the Flyer and installed the engine on November 2. To reduce the danger of the engine falling on the pilot in a wreck, they placed the engine on the lower wing to the right of center. When they started the engine, the vibration from the irregular firing caused the prop shaft extensions to fail. Charlie made new shafts out of solid steel, which held up during the first flights.
I mentioned earlier that I'm working on a project for my old employer (from when I got out of graduate school). I assume that I don't have a huge readership and really this blog just functions as a diary of sorts for me, so I figure it's safe to disclose a few more details.
I am currently in mid stream working on creating some high touch scale models of air planes that will be housed with some new exhibits at the Smithsonian Air & Space Museum. They are comprised of CNC machined aluminum components and hand fabricated details that bring all the components together. This past week I was working on two Wright Brothers gliders and their first plane. I guess I really hadn't given these planes much thought over the years as I have always been interested in the WWII warplanes primarily. As I have been working on these, I've been researching the original information on theses gliders and planes. The story behind the Wright Brothers and their mechanic Charlie Taylor is fascinating. The shots of the gliders from above are really captivating to me.
Jill and I are planning a trip to Kitty Hawk too since we are somewhat close and we have some artist friends that live in the area. One of the friends even mentioned that his great aunt helped the Wright Brothers sew the fabric on the wings of one of their planes. I guess you can take a flight in a replica glider year round if you visit Kitty Hawk I really would love to even build a replica like this sometime. Maybe I could get a group of builders together to do this. I have a friend who lives close to Kitty Hawk, that is a woodworker and has a woodshop. He builds canoes and he's already mentioned that he would be up for this. How cool would that be?
Anyway, I think the idea of flight before it got more complicated is very intriguing. There is something elemental about it. Kind of like a basic no frills rudimentary motorcycle. Just strap into it and let the mechanical prosthetic take over. Eric dabbled with the sensation of flight during his undergraduate thesis. I think this is worth coming back to especially after seeing these gliders and learning a bit more about them. They are like giant kites with people attached. Think about that for a second....
Michael just sent me info about "That's All Brother"; the first plane into Normandy. He has helped out with this plane and tours at EAA. What an amazing story! It would be awesome to see it in Normandy. Basler in Oshkosh did the restoration on the airframe. The NY Times did a story on it. Looks like the plane was almost lost. Such a great story!
Michael asked around and we located Sam Taber's hanger and he was kind enough to show us the progress on the Corsair. The complexity of the Corsair drawings have been evident from the start of this project, but viewing the interior sections of the Corsair makes it more evident the extreme complexity of the machine. I was so glad we could look the plane over. Sam told us that the wings should be close to being completed by mid fall so that will open the opportunity for the ailerons to be completed and fitted.
