Stewart 51 Partner LLC
September/October 2019
Above, you are seeing one of the most amazing S51's ever completed taxiing out for its first flight. This airplane was built by Parker Miller and Pat Stanley in the Houston area, at the Pearland Airport.  Notice they have covered the rudder in aluminum and polished the entire airplane.  I have seen this airplane in person, and I can tell you, it is one fine example of the highest levels of craftsmanship and excellence we will ever see in an S51 or any other aircraft.  It is a stunning airplane.
And here it is, in the air, with Pat at the controls.  A great day for Pat and Parker and everyone following the Stewart S51 program.  Nineteen years of patience and perseverence finally put air under the wings of this S51 and rewarded these two men with one amazing airplane.
Congratulations to Parker and Pat! 



Doll Airborne Again
On Tuesday, September 24th, Harry Stenger and I flew from Harry's Aero Fabrication and Restoration to Pensacola to get Doll ready for her first flight in two and a half years.  Harry came up to Pensacola to check the installation of the engine and perform final ground runs. 

On Friday, the 27th, with everything to Harry's satisfaction, I launched on Runway 26 at KPNS and climbed out to the northwest, the engine feeling great, prop performing properly, gear up just right.  Then I began scanning the instruments and saw the oil temperature climbing faster than I was.  I had to tell the tower I was entering downwind and needed to land, as the oil temp had gone a bit too high.

All other instrument indications were good:  Oil pressure looked fine, coolant temp looked fine, and the landing gear came down fine.  Normal approach, decent landing, cleared the runway, and the oil temp began to come down as I taxied in.  A much shorter flight than we had wanted, but a flight, none the less.

Harry and I began to investigate, were on the phone with Al Joniec and Robert Abernathy, our engine guys, and a few other folks, looking for answers:  What was different from the engine and systems in September 2019 than what we were flying in April 2017 and before, when we had good oil temps?  Jim Czachorowski and Cliff Fitch weighed in, we sent photos of engine components around to everyone, opened up the back end to check for blockages in the oil system, spoke and emailed Dart (engine block builder) technical services about oil flow passages, and finally centered in on the oil filter adaptor.  Something had been modified on it.  Turns out the fellows at Robert's place had modified it to make their dyno runs and had not installed a proper flow pattern adaptor similar or just like the one we had been running.  This prevented oil from being properly diverted to the oil cooler, thus the high oil temp.  Mystery solved.  We think.

We are pausing now to make a few other tweeks to the oil circulation system to simplify the plumbing and circulation pattern, given where we are with it right now has been reached through evolution and patching in to the old dry-sump system we evolved from in 2014.  The research and experimentation continues!