Restoration of NA-64 Yale 3383 and 3456

b747cf · **Posted:** Mon Jan 18, 2010 12:14 pm

Thanks Bdk I'll get it right one day.

Mark Fidler

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

What kind of tailwheel you have on yours Pat.

I have gooten myself confused about or mayb wonderous of all the different ypes.

Did an annual on a SNJ-5 a few weeks ago and it had the kind with the handle on the left to lock or unlock and a pin that is easily broken off by mean pilots.

I just dug out my tail wheel assemby it is a maule type in that it has dog ears pointed down that if you push the rudder all the way left or right it brings the dog up over a plate that disengages a locking push down spring above the plate and once the wheel is straight again it relocks. But the cockpit has the locking handle. I was told that this type of tail wheel assy was the kind that the South Africans had.

I haven't worked on a P-51 style. But Lance told me they have all the parts to convert my spindle and yoke assy to that type sans a couple of doublers for the rear bulkhead which can be copied.

I searched in here for threads talking about the types of assemblies but the "tailwheel" subject is so broad it is hard to find a thread talking about it.

bdk · **Joined:** Sun May 02, 2004 1:16 am **Posts:** 11324

b747cf wrote:

Thanks Bdk I'll get it right one day.

Glad to help since they are such interesting photos. You just need to make sure that for whatever photo link you put in there the URL ends in ".jpg". Yours was for the page, not the photo itself.

warbird_patrick · **Posted:** Tue Jan 19, 2010 5:09 pm

TheAviator wrote:

What kind of tailwheel you have on yours Pat.

I have gooten myself confused about or mayb wonderous of all the different ypes.

Did an annual on a SNJ-5 a few weeks ago and it had the kind with the handle on the left to lock or unlock and a pin that is easily broken off by mean pilots.

I just dug out my tail wheel assemby it is a maule type in that it has dog ears pointed down that if you push the rudder all the way left or right it brings the dog up over a plate that disengages a locking push down spring above the plate and once the wheel is straight again it relocks. But the cockpit has the locking handle. I was told that this type of tail wheel assy was the kind that the South Africans had.

I haven't worked on a P-51 style. But Lance told me they have all the parts to convert my spindle and yoke assy to that type sans a couple of doublers for the rear bulkhead which can be copied.

I searched in here for threads talking about the types of assemblies but the "tailwheel" subject is so broad it is hard to find a thread talking about it.

Hello TheAviator,

The tail wheel assembly in my NA-64 is the steerable type, and does include a locking spring above the assembly that allows the wheel to break loose when the tail wheel is kicked around past center.. It will lock again once straight. From what i understand this is the type that is fitted to the MKII Harvard's and was added to the Yale's later on in service. I also do not have a locking handle inside the cockpit for the tail wheel. I'll try to get you some pictures of the assembly tomorrow when I go over to the hanger. I have worked on the tail wheel assembly of a P-51 Mustang, and it is locked from inside the cockpit via cable, here are some pictures of the P-51's tail wheel:

Patrick

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Hey Pat. Picked up a log book today for logging work like u said.
Great Pictures....

So glad you put those P-51 tailwheel mechanism up. I heard the mechanism on the T-6G is like the P-51 but not exactly. I haven't worked on one other than the cabled and sprung forward side pin mechanism till now. I think I am ok with anything anyway understanding gyroscopic precession and wind over the tail/power changes/crosswind differences. But always nice to have the best in case someone else flying so they have the best equip to work with.

Here's what I got on mine that was originally on my plane that was converted to SNJ in 1957 Pensacola but still has the tail wheel lock handle on the side rail and is now unused and the lower picture is another one I have on my shelf which I haven't seen on an airplane before.

This pic just for fun Merlin 622 Auto Press Control and P-63 stacks

RobC · **Posted:** Wed Jan 20, 2010 9:25 pm

Patrick, you made brief mention of blueprints. Do you have the blueprints for the Yale? Can you describe the process for optaining them - is this through NASM? The reason I ask is that I am looking for blueprints for another North American type (the BC-1). Also, would you be willing to make a copy of the Yale PDF (I will pay you for it)? Thanks.

warbird_patrick · **Posted:** Fri Jan 22, 2010 2:53 am

RobC wrote:

Patrick, you made brief mention of blueprints. Do you have the blueprints for the Yale? Can you describe the process for optaining them - is this through NASM? The reason I ask is that I am looking for blueprints for another North American type (the BC-1). Also, would you be willing to make a copy of the Yale PDF (I will pay you for it)? Thanks.

Hello Rob,

The blueprints I have are for the BT-9 and BT-14, there is a total of 14 rolls of Micro Film and guessing around 14,000 drawings. These did come from the NASM Museum. As soon as I get them all scanned in ill get you a copy of the PDF's and TIFF's. I wont charge you, don't mind helping out a fellow restorer.

Patrick

RobC · **Posted:** Mon Jan 25, 2010 8:37 am

Patrick, I want to thank you for your kind and generous offer. I have sent you a PM as well.

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Hey Pat. How's it going. I look here every day for inspiration.

I haven't done anything but move mine in position because I'm studying for the start of OE at a job I hired on flying 737.n

Get this the name of the company is Sky King and the call sign is Songbird.

Out of the Blue of the Western Sky comes Sky King....!

There is one girl as pretty as Penny. Bout the right age as well.

http://www.youtube.com/watch?v=0LBEJiOZKNs

[yt]0LBEJiOZKNs[/yt] ..... oh, you can't insert a youtube video on this forum

warbird_patrick · **Posted:** Mon Feb 01, 2010 7:53 pm

TheAviator wrote:

Hey Pat. How's it going. I look here every day for inspiration.

I haven't done anything but move mine in position because I'm studying for the start of OE at a job I hired on flying 737.n

Get this the name of the company is Sky King and the call sign is Songbird.

Out of the Blue of the Western Sky comes Sky King....!

There is one girl as pretty as Penny. Bout the right age as well.

http://www.youtube.com/watch?v=0LBEJiOZKNs

[yt]0LBEJiOZKNs[/yt] ..... oh, you can't insert a youtube video on this forum

Hello Mike,

I have been doing well, still working on the flap and throttle controls and collecting parts. This past week I have been working on removing the jugs off of the R-975 to clean all the corrosion out of the exhaust ports and get the dirt off of them.
So far so good, the engine internally looks great. I am going to cover the cleaned and removed cylinders in fog oil and package them up and set them on the shelf for now.
I decided to do this after noticing a large build up of mud inside one of the exhaust ports and after talking with a couple guys from Radial Engines decided to remove and clean them to prevent further corrosion. Ill post some pictures this week. The lower end is staying together and also being covered up and stored.

Patrick

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Luckily mine on the engine which hasn't run for many many years other than turning it over are chrome but I have another set I forgot about that were standard and not chrome that were oiled but they have some surface corrosion under the oil becuase I found them in my trailer. darn. I oiled them 10 years ago.

I haven't got any answers what a 985 or 1340 cylinder overhaul would be. An uncle used to send two at a time every couple of months to spread out the cost.

But I have to imagine 800 a cylinder.

I am hearing 7k for a 1340 lower end overhaul. I would rather take it apart myself and call it repaired.

But if i were to give rides under 91.147 I don't think the standard 135 overhaul and SB requirements apply to 91.147 and I am going to have to be able to give a ride without someone trying to or even have to think about being construed as a charter.

warbird_patrick · **Posted:** Tue Feb 02, 2010 1:46 pm

TheAviator wrote:

Luckily mine on the engine which hasn't run for many many years other than turning it over are chrome but I have another set I forgot about that were standard and not chrome that were oiled but they have some surface corrosion under the oil becuase I found them in my trailer. darn. I oiled them 10 years ago.

I haven't got any answers what a 985 or 1340 cylinder overhaul would be. An uncle used to send two at a time every couple of months to spread out the cost.

But I have to imagine 800 a cylinder.

I am hearing 7k for a 1340 lower end overhaul. I would rather take it apart myself and call it repaired.

But if i were to give rides under 91.147 I don't think the standard 135 overhaul and SB requirements apply to 91.147 and I am going to have to be able to give a ride without someone trying to or even have to think about being construed as a charter.

Radial Engines quoted me 1,200 per R-975 cylinder.

bdk · **Joined:** Sun May 02, 2004 1:16 am **Posts:** 11324

TheAviator wrote:

I am hearing 7k for a 1340 lower end overhaul. I would rather take it apart myself and call it repaired.

You can't do the blower section legally.

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

bdk wrote:

TheAviator wrote:

I am hearing 7k for a 1340 lower end overhaul. I would rather take it apart myself and call it repaired.

You can't do the blower section legally.

I know you must have thought i said overhauled.
You mean if I were to do it under my A&P IA that I can't do the blower section and call the blower section overhauled.... right? Repaired. Not overhauled.

Of course this is my engine on my airplane not to be sold. I want it done right inside to my standards. (My Father's Standards) The paperwork has to be right but more importantly I want to know it is done impeccably inside and not be able to blame anything on anyone but myself.

As an A&P I have repaired JT3D-3B and -7 and JT8D-9 through -17 to overhaul standards but we called them repaired. Not overhauled. I mean complete. Mag, Zyglo, Machine Shop, plating and milling everything. I was the dimensional and test cell inspector as well as previously was the dissy and sub and final assembly mechanic as well as assembly instructor. The guy at the engine shop ain't no different from u and me. I know cause I was one of those guys and I have a lot to learn and don't do anything without doing the best possible to learn everything required.

Also overhauled GTC85's and Boeing 502's and those pesky little flat engines. And grew up black from head to toe on 3350's, 2800's and 1830's. engine to airframe structure heat treating to forming I'vwe been there. I have the radial engine tools but not the fixtures but this will be my first time inside the bottom end of a radical engine. Wish Pop were till here.

Mike Robinson · **Joined:** Fri Jan 01, 2010 9:26 am **Posts:** 76

Legendofaces wrote:

Radial Engines quoted me 1,200 per R-975 cylinder.

Was that including new piston rings valves and chrome? I know I should call them myself. oops that's right they do Wright not Pratt.

Just got off the phone with Rob of Covington. About the same price...... if all the parts are ok.....

This is going to be alot of money. But hey that's what dreams are made of.

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Restoration of NA-64 Yale 3383 and 3456

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