SOOT IN THE FLUES

Soot int flues

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Hi! to all the wonderful folks out in Engine Landare you really ready for the Show Season to be over? Doesn't seem possible another year is almost out of sight Father Time is waiting to reap the old year out and the brand new Baby of 1987 waits on the threshold of our future. But then that gives you time to repair those engines you just acquired this summer and ponder over the enjoyment of the past reunions of the year of 1986. Don't forget to get that information and those interesting tales to me to share with our IMA family.

And now onto some communications from our readers as R. M. BANDY, Route 2, Alvaton, Kentucky 42122 writes: 'As a long time subscriber to IMA I would like to get in touch with present owners of Port Huron, Serial #8602, 19-65 HP; Port Huron Serial #8606, 19-65 HP; Port Huron Serial #8206, 19-65 HP and Keck-Gonnerman, Serial #1869, 19-65 HP. I have history on these and was at one time an owner.' (So Friends, if you can answer R. M. Bandy, please do, you'll probably gain another engine friend.).

WM. C. KUHL, 464 So. 5th Street, Sebewaing, Michigan 48759 sends this picture of a 22 HP Advance Rumely, taken at Michigan Steam Engine and Thresher Club Show at Mason, Michigan. Lange Sumerville is the owner.

It's good to hear from WALTER SPREEMAN, Box 7031, Hemet, California 92343 again as it has been quite awhile since we had a letter from him. 'I believe I wrote you many years ago. I have gotten the IMA since it began many years ago. Am a steam fan from my earliest recollection as my dad had a Case outfit in Alberta, Canada where I lived for many years. Would probably still be there farming but 15 years ago while flying a crop dusting plane, I was nearly killed when it caught a power line. I am an old ex-air force pilot of Canadian Air Force during the war.

I am also a genuine Christian. Was brought up in a Christian home and our annual vacation as a boy was at the Red Deer Camp meeting in Alberta. This was a Nazarene campgrounds so you know we heard the gospel every service. Was converted when 6 years old.

I was born in Eastern Alberta which is a dry area and 1928 was the last good crop and the last year my dad used the 1908 Case 25-75 engine and 36-58 thresher. However in 1938 I used it again, burning straw for a few days threshing. We moved to Olds, Alberta that year which was a far better farming area located 50 miles north of Calgary.

In 1945 after getting out of the Air Force I bought a 1922 model 65 Case engine for $175.00. They tell me it was the last new steam engine sold in Alberta which was in 1925. It had threshed for years and plowed some. Simon Megli bought it in the early 30s and in 1941 took it farther west in a sawmill, where I got it in 1945.

Well, in 1945, since I couldn't get good steam coal we threshed with the tractor but in 1946 threshed 24 days with the steam outfit. I was still using the old 1908 36' thresher.

Each year the threshing run got less and less as combines took over. However, I used an Acme shock loader pulled by a tractor and had these 10 x 20 racks also pulled by tractors so we were able to thresh up to 300 bushels of wheat an hour with crew of 7 men. The later years I ran the engine and thresher and fired myself. Case engines and separators are so simple and trouble free, that can be done. However, in 1958 while going down a steep hill at an angle the thresher rolled over when a rear wheel dropped in a depression. Well that finished our run for that year. Had only a few hours left to do anyway and a neighbor did that for me. In 1960 I got a good late model 40-62 Case separator. Also got an Acme self-propelled shock loader which loads the shocks in a large rack, hauls them to the feeder and unloads them on the ground without stopping, all this done by one man. I had 28 feet of feeder, 14 feet on the separator and 14 feet on two little rubber tired wheels. Could be hooked up in two minutes. What an outfit that was! All pitchers standing on the ground and flipping sheaves in the feeder which was also on the grounds. Sometimes there were six men pitching into the feeder when visitors came, but this didn't slow up the engine and separator a bit.

I certainly don't agree with John Forney as he wrote in the Album recently making fun of Case steam engines. They outsold all other makes 3 to 1. Plowed more prairie sod than all others put together in Canada. They won all the gold medals at the Winnipeg Plowing Contests which were discontinued after 1913 because competition couldn't outperform the Case. I have all the records. Case fireboxes are on the small size for a reason. Fires must be hotter in a small firebox which raises the efficiency of the boiler. Case boilers have 3' of water over the crown sheet when the glass is empty which is a good safety feature. Case engines appear a bit sloppy being hung on springs but they sure would take a beating on rough stony ground. The late model engines built by Case had many improvements over the earlier ones and were very close to perfect in my estimation, for the era they served us.

Other engines had some good qualities but one has to take the all around picture. The small rear wheels I've seen on some Rumelys are a joke when it comes to plowing. The Reeves ran the separator backwards when tightening the belt, also the flywheel was stuck behind the rear wheel. You can tighten the belt while threshing with a Case and have the belt off and rolled up, while getting it off a Reeves. Double cylinder engines always take more water. Many crankshafts broke on Averys when on sawmills and the engine was down in the dust while plowing.

I'm enclosing four pictures as follows: (1) 1922 Model 65 Case and 1908 Case separator and 36-58 threshing at Olds, Alberta, Canada. (2) Case 65 pulling a 2-furrow brush breaker plow. Engine is equipped with hydraulic pump. (3) 1922 model 65 Case pulling 8-bottom J.D. plow in tough alfalfa sod. 175 lbs. of steam and no problem keeping it there with good coal and a Case engine under load and no exhaust nozzle. (4) Pulling a large 2-furrow brush breaker plow with my 65 Case.

RAYMOND L. YOUNG, 118 Penn sylvania Avenue, Westminster, Maryland 21157 is 85 years young and send us a comment on an observation referring to the threshing photo on page 2, May/June 1986 IMA.

'Has anyone commented that something is 'wrong' with the picture? You will note the back wheels on the wagon have 12 spokes while the front wheels have 14 spokes. This would indicate that the back wheels were cut down and placed on the front of the wagon, and the front wheels put on the back.

On a typical farm wagon the back wheels contain 14 spokes and the front wheels 12.' (No one commented until now, Raymond, but then I guess everyone is not quite as observant as yourself. I'm wondering would that make a great deal of difference? Would that give more power up front?)

'I would like to correspond with other Rumely owners,' writes BLAKE MALKAMAKI, 10839 Girdled Road, Concord, Ohio 44077, phone 352-4847.

'I just bought an M. Rumely engine #6991, 20 HP. I would like to know what year it was built and what was the working pressure when new. It has a Canadian Special boiler.'

Enclosed are two pictures: (1) 14 HP Huber engine No. 3981 owned by Jim Malz, Andover, Ohio exhibited at the Ashtabula County Antique Engine Club Show, Wayne Town ship, Ohio. This same engine is pictured in Jan/Feb 1968 IMA page 28. (2) 20 HP Buffalo-Pitts engine owned by Howard Van Priest, Painesville, Ohio operated by Blake Malkamaki, Painesville. Shown at the Pioneer Steam and Gas Engines Society show in Meadville, Pennsylvania.

EDWIN H. BREDEMEIER, Route 1, Box 13, Steinauer, Nebraska 88441 sends a picture many of you folks will be interested in seeing.

'This Advance Rumely husker shredder was bought in 1923 at Whitewater, Kansas and about 20 years ago I bought it. It has always been shedded. This picture was taken just after it saw action and the belt rolled up. This machine saw a lot of use in the Whitewater, Kansas area in the 1920s. I thought the picture would be interesting since not many husker shredders exist today.'

In the last issue, Sept/Oct, we rejoiced at hearing from FROG SMITH, 99 East Mariaba Avenue, N. Fort Myers, Florida 33903. Well, I told you I hadn't used all of the material he sent me. This time we are going to refer to some data on the Smith and Porter engine. As you will notice, most of the photos are from Robert L. Johnson, Route 1, Box 265A, Rossville, Georgia 30741. Mr. Johnson used to send us a lot of pictures and captions. And these pictures were in the IMA many years ago. I'm sure a lot of the subscribers of the last 18 years would appreciate them now.

No. 1 shows the view over the fire box door showing the Smith and Porter nameplate. Notice the early, hand-wrought appearance of the engine's various parts, indicating that it was probably mainly hand-forged.

Then FROG writes this in reference to above picture: 'Mr. John son, whom I never met, wrote to ask who built this old Smith and Porter. When I photographed it in Maddox's yard in Archer, Florida, it carried the date 1854, and Charleston as its birthplace. And best I remember, it was on a smaller plate above the fire door, but I could be wrong about that.

'My father and Mr. H. Maddox of Archer were good friends before I was born in 1896. Mr. Hitup Maddox started off as a blacksmith before he married Miss Pearl Grove of Grove's Tasteless chill tonic.

'His first job in his new shop was making a fancy whistle for a sawmill man. Not long after that my father and a friend drove twenty miles in a buggy one Sunday and swiped the whistle off the closed down sawmill and put it on the phosphate mine boilers where they worked. When the stolen whistle blew loud and clear next morning, the owner heard it from 20 miles away and came for it that day.

In a book of Florida folk songs in the city library, there is a song titled 'Herlong's Train.' In 1895 my father was running a logging train for Her-long at River Mills, at the junction of Santa Fe and Suwanee Rivers. One Saturday night Dad wanted to go cat fishing in Suwanee River but found every place where he could get down to the water occupied by either white, colored or Indians. He went back to Herlong's mill and cut a Devil's face jack-o-lantern from a five gallon can. He built a wooden float, covered the lantern with red cloth, set a small oil lamp inside, fired it up and set it afloat on Suwanee River. The floating devil scared every night fisherman out of the river swamp for five miles downstream. But Dad said nothing. He would have been mobbed. Next morning after the story appeared in the Tampa, Florida Tribune, a neighbor called to tell me that her father was one of the men who ran. Dad picked up more fish than he could use from the lines folks ran off and left.

'No. 2 is 0-4-2 tank engine built by Porter. This photo was made in Wachula, Florida, March 4, 1967. Engine has since been sold to a collector in the northeast.

'No. 3 is a Robert L. Johnson photo and is of a very early Smith and Porter engine, built in Charleston, South Carolina, probably around 1860-1870. Found in a swamp in Mississippi or Louisiana in 1909 and brought to the Maddox Foundry in Archer, Florida, where it has been sitting outdoors to the present day. It was purchased in early 1967 for restoration at the Steam Engine Museum and to date the engine has been unfrozen and operated (under steam from another boiler) while the Smith & Porter's boiler is presently getting a set of flues. We believe this to be the only one of this make in existence, but would be very interested in having any information on it as all we know about its history is the name and city of manufacture given on the name-plate over the fire box door. (This caption was under the picture in Jan/Feb 1968 MA.)

No. 4 is the Smith and Porter portable engine, photographed at the Maddox Foundry in Archer, Florida, before moving to the Steam Engine Museum, Rossville, Georgia, picture of Robert L. Johnson. Notice the hand-worked appearance of the various parts of the engine. The lack of a crank disc, the long stroke, the case steam dome and fittings, the short travel flat slide valve and other features of this engine seem to indicate that it was built between 1860 and 1870. There is no definite information available on it at present; though the owners of the engine at Florida felt that it was made before the Civil War.

No. 5 This is a Workman's engine, Wauchula, Florida. The building to right is Revel's Crate Mill. The engine to the left in this picture is the old Smith and Porter. The engine in the center with its eccentrics crossed on its breast is English. One eccentric went to the slide valve and the other went to the fly ball governor as it was running the Planning Mill at Otter Creek Lumber Company in Florida in 1912. Originally it was in a steamer, and took out in Tampa somewhere about 1900.

NOW this No. 6 photo is sent by Frog with this paragraph no relation to the above pictures and descriptions: 'Shortly before my father died in 1905, he used this old mate to the famous 'General' to take a car load of mule feed six miles out from Pelham, Georgia to where a new mill was being built. I was eight at the time and naturally I went along for the ride. Dad had taught me a lot about engines and I never forgot it. When the car was 'spotted' and the switch closed, Dad put me on his seat box with, 'All right Bud, let's go home.' With that he picked up my BB gun and went back up the tender where he stayed to pepper cows along the way with my BB gun. That left me to run the ancient scrap-pile six miles back to town all by my lonesome. I had no trouble. I worked a little steam on the hills and let 'Old Hulda' roll down. That trip gave me a swelled head and I was the envy of all my school mates. '(Next time one of Frog's columns from Cracker Crumbs.)

A letter from another good iron man comes from FRANK J. BURRIS, 1102 Box Canyon Road, Fall-brook, California 92028: 'How time doth flitter by!! I am compelled to sandwich this letter to our good readers amidst breaks in water lines, auto inspections, overdue orchard watering and kindred attentions, so that this has almost slipped up on me. And I just finished another night course in extended university schooling always the schoolboy. (Isn't that wonderful and Frank is in his eighties so busy and so knowledge able always young at heart.)

'However, the subject of this little yarn is timely, for I shall dwell on the principle of the 'Inertia Governor.' This was alluded to in a recent edition of GEM, and maybe this information can get across the sister aisle as our fellowman, Mr. C. H. Wendel indicated that he was not too familiar with this mechanical contrivance. Actually, it is not to be found on gas engines anyway; but it is rather a further refinement for certain types of stationary steam engines as employed those many years ago. Sometimes the speed governing device of this type is referred to as 'pendulum' governor; however, this is rather inaccurate since a pendulum governor for use on steam engines is described as simply one in which the centrifugal weights are suspended only from the top and therefore are subject to a pendulum action as they swing out and in according to the speed at which they are rotated. For portable and traction engines, while this type was utilized on early engines, it was not so stable as the suspension from both top and bottom as practiced in the Pickering design; for this latter feature counteracted any vertical up and down 'jogging' while in movement, since the 'swing-out' of the upper arm was counteracted by the 'swinging' of the lower suspending arm. Pendulum is exemplified in Jud-son and Corliss.

'But back to the inertial governor, which again was not suited to portable or traction use, since it was intended to correct for the first minute variation in speed while mounted on a solid foundation, as you will perceive, as we go further into it. But it should be pointed out here that the inertial portion of the governing action is actually supplemented by a centrifugal action. The former is quicker to sense the slightest change in a steady rotation (and this is a very limited recovery action) while the centrifugal portion comes in to give an over-all pickup to initial speed.

There are therefore two separate actions combined in this ingenious type of speed control. Its most desirable use would be in preserving synchronization between two or more stationary steam engines when separately connected to alternating current generators, etc.

'Accompanying is a sketch of one design of a so-called inertial governor. From it you may see that the counterbalanced or spring-loaded governing weight is so suspended that it can react to a concentric rotative force about the flywheel shaft, as well as change its radius of action with speed as does a centrifugal governor. The inertial portion of control arises since a mass which is being rotated (or even driven in a straight line) at its own constant speed tends to resist any change in that speed.

'Another thing to keep in mind when considering this type of governor is that it is designed for a variable cut-off (variable valve-travel) type of engine; and therefore would be unsuitable for a gas engine, especially those of the single cylinder design, wherein the rotational speed is continually variable, especially with hit-and-miss control. The inertia portion of the governor is very quick acting; while the centrifugal portion may comparatively 'take its time.' According to available encyclopedic material, it appears that such governors have never been applied to throttle-governed steam engines.

Description of Inertial Governor components, and actions:

a) stationary steam engine crankshaft.
b) valve drive eccentric pivoted to governor disk support at '1'.
c) governor supported disk keyed to crankshaft.
d) eccentric advance/retard control arm.
e) governor lever swiveled to control link 'd' and oscillating link 'f.
f) oscillating link pivoted to 'c' at lower end. (Note: there are only two pivot bearings on 'c' shown in double circles.)
g) governor weight shown in retarded position due to both the shifted-ahead position of 'c' and centripetal force due to momentary slow down of flywheel under increased load.
h) inertial centering leaf springs anchored at heavy ends to 'c'
i) centrifugal loading spring anchored at heavy end to 'c'.
j) direction of engine rotation of flywheel with 'g' tending to override the momentary slowdown from position 'g-l' to 'g'. Note: this slowdown also causes 'g' to recede from its high-speed position of 'g-2' to lesser radius 'g'
k) swing motion of eccentric about pivot point '1'. Note: due to the combined governor weight from both 'g-1' and 'g-2' the combination lever 'd' has caused 'b' to assume a position of MAXIMUM THROW thus increasing the amount of steam to be admitted directly to the cylinder from the fully-charged steam chest. In a throttle-governed engine, a simple centrifugal type governor would simply be more sluggish in action, taking several revolutions of the fly wheel to allow steam pressure buildup in the chest before admittance to the cylinder. Since a simple throttle governor causes reduction (and thus cooling) of the steam coming into the chest, this results in a loss of power availability from the steam itself and is therefore uneconomical to that extent. This is disadvantageous for traction and other engines which utilize fixed eccentric action and depend wholly upon changing steam supply pressure for control of speed. It is much better to 'hook her up' and keep higher steam pressure in the chest. This is more fully evident in the study of indicator diagrams, where efficiency becomes measured as a function of the difference between steam pressures at admittance and release.

'The contribution of inertial action in conjunction with centrifugal action (and the former cannot be utilized alone since at 'steady-state' no governing action would accrue at any of a terrific range of rotational speeds) is that the inertial effect comes into play the exact instant that the flywheel is slowed down even by a degree or so in even less than one revolution. A centrifugal governor would not be so sensitive and would require several revolutions of the flywheel to come into full effect and then there would be more take-up in build-up of steam in the chest.'

And in closing, you know what a few words of worth... Learn as if you were to live forever; live as if you were to die tomorrow.....Truth seeks no corners...Employment is Nature's physician... .He that would jest must take a jest, else to let it alone were best....Be slow of giving advice, ready to do a service. ...and until next year, keep happy, keep hoping, keep loving! Love you all!