Fuel and oil lines
The flexible hose runs all the way to the oil pressure pickup fitting, which also has a barb fitting.
Here are the lines to the fuel pump. On the right is the line from the tank. On the left, the line goes from the outlet side of the pump to the carburetor.
Here is the line at the carburetor. I have not installed it yet, but an inline fuel filter will be inserted into the line.
This is the oil line from the outlet side of the oil pump to the tank.
Here is another story researched by David Trojan. I paraphrased it to make it fit the scope of this blog.
The town of Eden, TX welcomed 2nd Lt. Philip R. Myer and his Curtiss JN6H. biplane. It was was the first time a plane had ever visited their community so everyone came out to see it. The Aviator had flown from Kelly Field, San Antonio TX on March 25th, 1919
With almost 600 hours of flight experience, 2nd Lt. Philip R. Meyer was confident as he started the motor and lined up with the makeshift runway. He spied an obstruction only 500 feet away - it was just a fence - and he reasoned that he had plenty of open pasture to become airborne in time.
Meyer knew one valve on the motor was not quite right, but the aircraft was brand new and had been thoroughly tested just 17 days prior. Moreover, the pilot and mechanic inspected the plane before the flight.
To the horror of the Eden spectators, Meyer didn't become airborne but struck the fence. As the plane nosed over, the whirling propeller chopped into earth like a giant lawnmower blade. It simultaneously splintered, shooting thousands of sharp wooden daggers in all directions. The nearly 2,000-pound plane then rolled on its back, which threatened to crush Meyer.
Meyer, however, had luck on his side as he remained uninjured.
The badly damaged airplane was not as fortunate. A local blacksmith clicked a picture of the remains being trucked from downtown Eden. The scribble on the back of that photo read, "Eden's first airplane leaving in disgrace."
During the post-mishap interview, Meyer told the investigation board that because of the unanticipated softness of the ground, he did not have "enough speed when he got to the fence." However, he said that his attempt to hop the fence was unsuccessful, which suggests he pulled back on the stick despite his low airspeed. This is problematic because an attempt to climb prematurely, or too steeply at a low speed, may cause the airplane to settle back to the surface or stall.
The aircraft's specifications and operating instructions, which pilots were tasked to study at least once a week, points out the dangers of a low-speed takeoff. In fact, it suggests that while 45 mph is the minimum speed for flight, pilots should keep the plane on the ground until a liftoff speed of 75 mph.
Dave's original article was a unique look at an old airplane accident with modern research tools. His article was very interesting but I was particularly impressed by the sequence of photo's showing Lt. Myer's fateful afternoon. I have seen lots of post-crash pictures, but none showing a frame by frame story unfolding before your eyes. They are a very unique piece of history.
Thanks, Dave for the research.