Terry Harper

Wayne, I always look forward to your comments and I greatly appreciate the wealth and depth of your knowledge (especially about Model "T"s) as well as your ability to share that knowledge in such a clear and concise manner. Thank you!

906 would be Michigan

Knowing what you are doing and, may I add, being willing to listen and learn are key along with gaining familiarity - in other words knowing what sounds, vibrations etc. are normal and good versus bad - i.e. being tuned into the machine. This is critical with steam power - whether its a 10hp Stanley or a 500,000 lb locomotive. It may be a simple technology with a limited number of moving parts but its a complex system that needs patience, understanding and respect. As for this particular Stanley it would indeed be a great entry into the community. However, join the club. Meet the people, build relationships and spend as much time as possible in and under a Stanley - be a student. Watch and listen - You won't regret it! In my limited involvement some of the nicest people you could ever meet!

Unlike a locomotive type boiler with stayed flat crown sheet and side sheets, that can and have given away catastrophically in low water situations, a Stanley boiler ends up being scorched with tubes leaking like a sieve. The most tragic accident was when one using propane burst into flames. amazing technology and wonderful automobiles as long as you enjoy tinkering and putting in the time to understand all the systems and components including the boiler, feedwater and fuel pump, pilot light and burner. The engines unless severely abused are nearly bullet proof. the condensing 740 is wonderful but isn’t nearly as peppy as the earlier non-condensing models. It’s much heavier and the average pace will be “sedate” though with proper management they get along just fine and of course the incomparable Stanley experience more than compensates. Another Isue with all condensing Stanley’s is the residual steam cylinder oil returning to the tank can also shorten the life and efficiency of the boiler. Thus quite a few now run with the condenser bypassed. As for this one? I love it!

Correct. It’s difficult today to get over the mindset that engine speed needs to be controlled at will. Back then It was easier to let the engine run at a near constant RPM suitable with its power output and apply the control further down stream. This may also help to explain why more than a few early vehicles of that era featured a belt drive system. You could slip the belt and engage and disengage regardless of engine speed simply by using belt tension. It was a principle well understood at the time being widely used in machine shop and factory line shaft systems to drive looms, milling machines, lathes etc. and of course farm equipment - threshers etc. As an aside, one item on the use of a make or break ignition system which, as with Joe I doubt was used to control this particular engine, is that the system was used as a governor to maintain constant RPM - not vary RPM. (though there is an exception to that in regards to WW1 era rotary engines) This was critical with stationary engines belted to drive Machinery. Some systems interrupted the spark, others prevented the automatic intake valve from opening - later of course, they worked on the mixer butterfly. Early marine engines tended to overwhelmingly be two stoke designs though the early Robert’s marine engine, which this engine shares some similarities with, was a four stroke. It featured an igniter type ignition running off battery but was not used to govern speed. Engine speed could be controlled to a very, very limited degree using a needle valve on the mixer. Lean the mixture and the engine speeds up, Richen the mixture and it slows down but only to a very limited degree. The size and pitch of the prop was the ultimate regulator of engine speed. As mentioned above "hit or miss" was used to maintain constant RPM. The exception would be the famous rotary engines used in the Great War such as the LeRhone, Gnome, Cleget etc. These allowed the pilot to "buzz" the engine by grounding out the ignition to different groups of cylinders. Thus slowing the engine since there was no throttle control as we know it.

Looking at the photo it looks like the valves are operated via open eccentrics. If that is the case than varying the valve events would be a distinct possibility using a slip eccentric which were relatively common in the steam engine world. of course the other means of control would be by interrupting the igniter as was common practice in stationary and marine engines. If it’s a hot bulb ignition engine than the above wouldn’t apply of course

I cannot comment on the price but this is really neat! Facebook: https://www.facebook.com/marketplace/item/334613279238559/?ref=search&referral_code=null&referral_story_type=post&tracking=browse_serp%3Ab651fdad-88df-42b4-9b30-a64788e87457 Sellers Description: "1919 Oldsmobile Model T Economy Truck. -ALL OFFERS CONSIDERED! -From long time collector. -Highly original. -Runs and drives. -New Oil Pump w/10 PSI on gauge while running! -Rebuilt Water Pump -NOS Distributor Cap, Rotor, Points and Spark Plugs -New "Switch for the Ignition" -New Ignition Coil -New AGM 6V Battery -Extremely scarce. -$22,500 -PM with interest."

The Mack is awesome! Looks like a good value!

Neat Truck and cool project but the price is rather dear considering there is quite a bit of work to be done. Lot of potential though! My guess is the rattle can paint job was simply to get paint on it.

For Sale 1929 Lasalle Phaeton $27,500.00, Fort Edward, NY.(Not Mine) Facebook: https://www.facebook.com/marketplace/item/2164117973785965?ref=search&referral_code=null&referral_story_type=post&tracking=browse_serp%3A646d8b2a-b757-4119-90ef-45e4efa1cc71 Sellers Description: "1929 Lasalle 328 V8 Phaeton Been in a Museum since 1961. Hasn’t been started since then. Have a set of correct 6 buffalo wire wheels with new tubes and tires"

Just wonderful Dave! And so thoughtful of you to share with your friend. Such a simple act of kindness can really make a difference!

I have an autographed copy of his autobiography. Amazing person and life. I share examples from his life with my students - especially in regards to work ethic.

White Ash is excellent for steam bending and forming as well. Light, tight, straight grain and able to absorb a lot of punishment. unfortunately, like the once stately Elm, At least here in the northeast, Ash are fast falling victim to invasive insects and diseases - in this case the Emerald Ash Borer. as for other automobiles that used a wood main frame similar to Franklin the interesting but short lived Parenti comes to mind.

Here are the photos and the very, very brief write-up: 1935 Hupmobile hupp $8,000 Listed 2 weeks ago in Barnesville, MN 1935 Hupmobile the engine cranks over . Power to coil but no spark it a inline 6 cylinder SN D 6643

Mainely Magneto is just up the road from me. Never been to the shop though!

A few more from today. We had the big beast out and about.

Hello Phil, the ramp is used to drag logs from the mill pond into the mill which is fully functional. here is a video from today’s event:

Yesterday the University of Maine Construction Engineering students began Installing clerestory windows in the Lombard bay. There will be seven windows in total which will go a long way in improving the visitor experience. We are off grid with no lighting in the Lombard bay so without the windows its a bit gloomy. First rough opening cut! They installed two windows yesterday - five more to go! We will have the beasts out roaming about and many other activities and demonstrations during our Living History Days event on October 7th & 8th. https://www.maineforestandloggingmuseum.org/events/

This cropped up on Youtube. I thought it was pretty neat - camping and hunting with a 1922 Studebaker!

Check with JV Puleo and Edinmass - both long time forum members. They have used Frank Casey for metal stitching. By all accounts he does fantastic work and is very reasonable in regards to price.

Yesterday, as part of a professional development day I had the opportunity to meet with the Director of the University of Maine, School of Engineering Technology as well as work with the faculty and students from their Construction Engineering Technology program. As part of their senior capstone experience, the students are working on several projects at the Maine Forest & Logging Museum including new roofing for the Bateaux and Pitsaw shelters, installing windows in Machinery Hall and working to complete the log hauler road. They also have additional projects going on with a number of other organizations in the area. The log hauler road complex which includes the road, logging sled pavilion and a handicap accessible trail started in 2021 as a capstone project. Last year, focus was on the trail while this years work focuses on completing the road which will be used to demonstrate our collection of steam and gas powered Lombard log haulers and associated equipment during winter and summer events. As built in 2021, they had some alignment issues with saving a few very nice mature White pine trees and avoiding rock outcroppings and large boulders. Unfortunately the road ended up being a bit tight in places. In addition, the students ran out of time in regards to placing the finish material and final grading. The road itself was designed by students at the Presque Isle Tech Center. The major work includes the reducing of a sizeable boulder and adjusting the alignment to ease the radius of the curve at what we call Mast Pine corner. As a bit of historical background - from the early colonial period until the revolutionary war Maine, which at that time was part of the Massachusetts colony, was a primary supplier of old growth White Pine for the use as masts by the British navy. To protect that resource the British enacted the hated Broad Arrow act. In fact later, in 1838, it was the cutting of Pine in the "disputed" territory (claimed by Maine and the British) that lead to the Aroostook War which in turn lead to the Webster-Ashburton treaty which finally settled the location of the northern border. Anyway... here is Herb having a go with the jack hammer. Once the loose weathered material is removed the students will use expansive grout to break it into manageable pieces. Yes, a decent size excavator could take care of it in about a minute. However, the students work with equipment borrowed from various sources. Its always a roll of the dice in regards to what they can source. Here we have 270 yards of 2" minus gravel for the finish surface. Since the museum has a major event coming up in a few weeks there is a big rush to get the work done so they can have the parking lot back. I couldn't resist bringing out the 1928 Lombard dump truck to place at least one (albeit small) load. Though at 8 tons and a capacity of 4 cubic yards flush with the side boards, watching the wheeled loader etc. zipping around it became very obvious why the market for these machines was very short lived.

Great work! A small ball peen hammer works great for tapping out gaskets and the holes. Simply lay the gasket material over the part - tap around the edges of the part to cut the material then use the round end to tap out the holes. Much faster than cutting out with scissors or knife. As for the JB weld repair.... I would look into metal stitching.

That would be a Linn made in Morris, NY.