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Everything posted by Howard_P

  1. It should be noted that the B-36 flying with the B-50 is no ordinary B-36--note the lack of the normal bubble canopy for the crew. That is the NB-36 testing the use of nuclear reactors to supplement the power of the normal engines. That different front is a 11 ton lead-lined compartment protecting the crew from radiation. Nothing much seemed to come from the tests. Read about it at http://www.aviation-history.com/articles/nuke-american.htm
  2. If you can find the serial number, you may be able to order the lineset ticket from the archives--I'm not sure if they go back that far. It will tell you the components it was built with. It's $20 from askmccormick@wisconsinhistory.org.
  3. The serial number should be stamped into the driver's side frame rail near the front. However, it may take a lot of scraping and cleaning to find it. Without a VIN tag, that would be the only other place to find the number.
  4. The speed on the ice is limited to less than 15 mph or greater than 25 to avoid breaking the ice. Not sure I fully understand it but the wave created is a problem between 15 and 25.
  5. There is a Flickr page of Chicago Midway Airport photos going back to the 1920s. Lots of pictures of what air travel used to look like. https://www.flickr.com/photos/twa1049g/page1 You can scroll through the photostream and when you see something of interest, clicking on it will bring up a larger version often with a description of what it is.
  6. The #44 diesel switcher was used at the East Moline Works and possibly also at Farmall. It came from the IH owned Chicago, West Pullman & Southern Railroad.
  7. A Hoyt-Clagwell. 🙂 It does have a strong resemblence to a Fordson.
  8. You can order a lineset ticket for your truck with the serial number you have which will identify what axle it was built with. https://www.superscoutspecialists.com/store/p-406-line-setting-tickets.aspx
  9. A number of homes washed away and one death. https://www.wave3.com/2022/09/04/flash-flooding-southern-indiana-washes-away-homes-womans-body-found-downstream/
  10. Production did take off quickly, but from what I've read, this started well before Pearl Harbor when the war in Europe began to appear likely and then actually started in 1939. "In May 1940, Franklin D. Roosevelt called for the production of 185,000 aeroplanes, 120,000 tanks, 55,000 anti-aircraft guns and 18 million tons of merchant shipping in two years and congress approved the addition of 3000 planes to the Army Air Force" per Wikipedia. Another statistic was munitions production tripled from 1939 to 1940 and tripled again in 1941. Things were well underway prior to Pearl Harbor to provide support to England and its allies although I'm sure production was turned up even further after the US entered the war.
  11. Troy was at the Harvester Homecoming show at the former IH Engineering Center in Fort Wayne yesterday as was this other CO-Transtar.
  12. The Binder was introduced in 1975. Per Crismon's book, "It was a very basic truck, at the low-cost end of the Loadstar line aimed at the farm market" and he has a photo showing it with the standard grille. I never realized that grille was used with the MV engines which this one has in addition to the diesels. Probably it covered a larger radiator for more cooling, but that wouldn't be needed on the basic truck.
  13. I'd agree that is a diesel grille, but the engine could easily have been changed in 40+ years. The VIN indicates it was built in Chatham where the diesels were built vs Springfield for the gas models. My 1972 specs indicate the 1850 GVWs ran from 23,660 up to 30,200#, a 1750 maxed out at 26,000#
  14. Not unlike the unauthorized demo of the Boeing 707 prototype the same year. I wonder which one happened first? And I suspect Randy did do something similar, although not in a Vulcan.
  15. The one with the wide fenders is the CO-Loadstar which had the column shift 5-speed for only a few years in the early 60s, it proved to be too troublesome. The Cargostar with the wider cab replaced the CO-Loadstar in 1970. The cabs were built by IH as far as I know. I think Chicago Cab disappeared from the business around this time.
  16. White did follow with another low CO in the 70s, the Trend, which never was a big seller like the 3000. It had a fiberglass cab as I recall and was promoted as having the ability to quickly swap bodies.
  17. That is an IH VCO-190 to 220 series. The White 3000 while similar in general appearance is a completely different cab. Diamond T did have a model that was the same as the IH. I believe Diamond T designed the cab and IH purchased the design for their own production.
  18. IH did not buy Chicago Cab or Chicago Manufacturing which I think was their actual name. I do not know what happened to them, although as the number of truck manufacturers declined through the 50s and 60s, I'd expect they either closed down or moved on to other products. It does seem likely that IH may have been providing cabs to some of the others by the time its use ended. IH built their last ComfoVision cab in July, 1974, having started in 1953. Fleetstar A and S-series cabs were sold to others as noted.
  19. Actually, that cab that IH called the ComfoVision cab was originally a product of the Chicago Cab Company. IH began using the cab in 1950 in the L-line. After 3 years of puchasing cabs, IH began manufacturing their own cabs. Chicago Cab continued manufacturing and sold to many manufacturers. 13 manufacturers besides IH used the cab:Canadian Car, CCC, Cline, Coleman, Dart, Diamond T, Diamond Reo, Duplex, FWD, Hendrickson, Leyland (Canada), Oshkosh, Reo, Sicard. I don't know if IH sold cabs to anyone. That was probably Chicago Cab's market. But IH and Diamond T did build some trucks for each other. In the 1950s, Diamond T was building some of the heaviest R-line construction trucks in Chicago for IH while the Diamond T version of the IH CO-VCO was running down the assembly line in Fort Wayne intermixed with the IH versions. I know one man whose first job at IH was to install the correct logos on those trucks as there was little other difference.
  20. Yes, in theory your ground plane should be all around your antenna or you may experience some directionality toward where the metal is which is why many mount their antennas in the center of their roof and it should be at least 1/4 wave in length (about 19"). Practically, it may not be all that critical as I use some strange mounting points such as a mag mount mounted horizontally on the back of a pickup cab for clearance purposes for my 2 meter ham radio, but don't notice great improvement when moving it to the top if the cab and many folks mount them on a corner as you are looking at or on the edge of a roof (clamped to a rain gutter--remember them?) That Cobra antenna would be a good choice. Their specs say it is tunable up to 161 Mhz so no problem at 154.
  21. Definitely look like Fords to me. Since that body style was new for 49, I don't think any specials like the Victoria were offered for a couple years.
  22. #1 Because gravity gets stronger every year!
  23. If you're planning on connecting your radio to the bottom of a 4 or 5' mast as it sounds, you will not have a good impedence match for transmitting. You can buy longer antennas with matching coils at the bottom, but these are not cheap. If I were doing it, I'd make a way to mount a 19" quarter wave antenna on top of your mast for some height or you may find using a mag mount on your hood will work almost as well with less work.
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