top-wing ailerons. These were the same size as the bottom ones which were the original length, and had servo tabs to lighten the stick load. "Checkers", with the new ailerons, would roll at 85 mph after take-off. Bob Hendricks and Roy Cusick assisted Sammy with this at Big Bear, Calif. Also at this time, the long exhaust extension which ran under the right lower wing was removed and a shorter stack installed between the landing gear. A "Kendall, The 2,000 Mile Oil" sign was placed aft of the "Hollywood Hawks" insignia, with a "Wynn's Friction Proofing Oil" sign on the cowl in front of the "Hollywood Hawks" insignia. From this time till the end of the 1949 air show season, Sammy flew "Checkers" in this configuration. At the close of the 1949 air show season, Sammy sold "Checkers", quit exhibition air shows, and went to work for Lockheed Aircraft Corp. as a test pilot. During 1950, a crop duster in Yakima, Wash, severely damaged "Checkers" in a crack-up. The ship was sub-

sequently rebuilt, but is currently in storage in that area awaiting the dusting season. In 1967, Sammy again made international headlines by being the first man in the world to slow roll, hammerhead, Cuban-eight, and Immelmann-turn a helicopter. A Lockheed 286 rigid rotor helicopter was used and Sammy performed the maneuvers at the 1967 Palm Springs Show and at the 1967 Paris Air Show. This was under the auspices of Lockheed and was no stunt exhibition as such, but was put on for industry to show the stability and versatility of their new design. All told, during 1946-1949, Sammy Mason and "Checkers" gave a great many people much enjoyment in seeing such maneuvers being performed with such a beautiful aircraft. Besides Sammy's position as a test pilot with Lockheed, much of his time is spent as a Sunday school teacher and conducting church services for young people.

Guide For Engine Break-In When Test Cell Or Stand Is Not Available Reprinted Courtesy Chrome Plate, Inc., HIS GUIDE is basically for hot weather conditions and T may be altered according to outside temperature. Overheating the engine on the ground will prevent the piston rings from seating. In some cases of extreme engine overheating, the pistons will expand to a larger diameter than the cylinder bore. The latter condition w'll

cause severe scoring. PROCEDURES WITHOUT TEST CELL

A. Pre-lubricate engine by rotating engine with spark plugs removed until normal oil pressure has been established. B. Install spark plugs and start engine. C.

Limit initial run to three or four minutes. Do not

D.

Allow engine to coo' to approximately 120 deg. F.

E.

and repeat short runs of three minutes each. Do this as many times as necessary to correct discrepancies. Do net exceed 1600 rpm. After all discrepancies are corrected, a very brief

exceed 1200 rpm.

power run, 15 to 20 seconds, will determine if the

engine is ready for in-flight break-in. F. Under no circumstances attempt to clear a fouled spark plug by a power run during this critical period. Stop engine and change fouled spark plug. G. In hot weather select the coolest time of day for in-flight break-in. H. Keep aircraft weight to a minimum. I. Cycling of propeller is not recommended. J. For take-off, use minimum power to attain at least 40 mph power.

IAS before

applying required take-off

(Bulletin 963-2)

N. After desired altitude is reached, maintain level flight attitude. At some period between 20 and 30 minutes, the cylinder head temperature will show a rapid decrease. This indicates that the piston rings have seated, and the short ground runs and the in-flight engine break-in procedures were all satisfactorily accomplished. O. Return to airport and weigh or measure amount of lubricating oil. At the same time, note oil temperature and ground attitude of aircraft. This applies to oil stick measurement only. P. Again fly aircraft at minimum cruise power setting for one hour, land, and again weigh or measure oil. If oil is measured on stick gauge, make sure temperature and ground attitude are the same as described in "O."

Q. Record test flight and oil consumption in engine log book before aircraft is released. R. After release of aircraft to operator, discourage prolonged ground runs. This can be highly detrimental to any engine.