Back Seats In

I spent some time earlier in the week making holes for the headphone and microphone jacks in the wrap that goes around the inside of the window.  With that done, I installed the aft side panels and rear panel tonight.  I then installed the rear seats.  I still need to attach the aft side wall panels at the top and also the window wraps.  The picture here shows how the seats, sidewalls, and headliner go together.  Of course, I had to climb in and sit there a few minutes with the headphones on and day dream.........

Headliner complete

I completed the headliner installation this afternoon.  The steamer helped, but I was still unhappy with a wrinkle on the co-pilot side just forward of the shoulder harness.  I decided I had little to lose, so I pulled the staples out on that side in the area and pulled the headliner loose.  The glue gave way without ripping anything.  I then snipped the pockets that go over the hoops some more near the ends.  I also cut a piece of safety wire I had overhead to keep the hoop in place, no longer needing it with everything attached.  The safety wire was actually stuck and keeping things from moving. 

With that done, I re-glued and stapled.  The end result is acceptable.  It will be obvious this was not a professional job, but then that is already apparent elsewhere, like my 10 foot paint job (it looks great from 10 feet away).

I could hear folks calling in on my scanner flying around the area, as the temperature hit 60 this afternoon.  Lots of Stearmans and other out having fun.  Of course, fun in a Stearman means laying some smoke on the runway.  I wonder if I can install a smoke system in the Stinson?  By the way, 60 degrees will be short lived.  Around 10 tonight and 23 for a high tomorrow......but it was nice while it lasted!

The end result

The haze is the smoke from a few low passes

A Stearman at sunset coming in to land

Looking like a prune

I started the installation of the headliner this afternoon.  My biggest problem was getting as much of the wrinkles out as I went.  The metal hoops are in certain locations, attached to the fuselage.  So, it is hard to do much with excess material between them (fore/aft).  Once everything was glued and stapled, I tried using a spray bottle of water and a hair dryer to tighten the headliner.  This worked some, but there was still more wrinkles than I am could stand. 

After returning from supper, things looked a little better....guess you have to give enough time for the fabric to totally dry.  But still too much wrinkling.  So, I decided to try Debbie's steamer she uses on clothes.  It looks better, but I will wait until the morning to pass final judgment.

Overall, it was not too difficult, except around the fresh air vents where all the cabine struts come together.  My friend Bruce in Seattle commented his second attempt turned out much better than the first (he had some bad glue on the first round).  My plan is to only do this once....we'll see if I can live with the result. 

Aft end of cabin after glue and staples

Headliner in but not shrunk

Ready for staples and glue

The last thing I needed to do before installing the headliner was to replace some wood supports that go at the aft end of the cabin, just forward of the baggage compartment.  I installed those pieces tonight.  I also removed the rudder and elevator trim wheels.  So, tomorrow I will hopefully get the headliner completely installed.  We'll see!

One step closer

I have pondered occasionally the past few days exactly how the center windshield support attaches at the top.  It has been evident for awhile the windshield installation previously was not to the type design as the wood piece across the top did not have a "notch" for the windshield to set in.  Also, the metal retainer that covers the top portion of the windshield was a monstrous piece of aluminum about 6 inches wide.  The real one is probably about 1/4 that width, though I need to order one from Univair to know exactly the size.

I had previously looked at Wade's airplane and taken a few pictures of this area.  I had also copied a portion of one of his drawings.  But sometimes you need a second look.  I stopped by on the way home tonight and took one more look, which answered my remaining questions.  With that knowledge, I came home and made a few minor cuts on the wood piece across the top and now it all fits very nicely.

I was looking through my photos from when I took the airplane apart.  It was January 18, 2008 when I removed this piece; almost exactly 6 years later I have re-installed it.  Times flies!  The old photo below shows the center support attaching under the wood.  It is supposed to be on top.  That is probably why there were 6 thin pieces of wood shim on the center support!  Now I am one step closer to installing the headliner, since it glues  and staples to this piece of wood at the top of the windshield.   

You can see the center support and

the wood strip at the top

 Another view

This is from 6 years ago.  Note the incorrect attachment

 of the center support under the wood

Pitot - Static System Complete

The pitot tube gathers total and static air pressure so the instruments can display airspeed, altitude, and rate of climb.  I had everything connected in the system except for the wing root where the lines from the pitot tube in the left wing and the lines from the instrument panel come together.  So, that was this morning's task.

I needed to figure out which line was which from the pitot tube, so I blocked one tube at the wing root and tried to blow air through the total pressure line.  I quickly discovered which line was total and which was static.  I then traced the total pressure line from the airspeed indicator up to the wing root to identify total and static on the fuselage side.  Then it was just a matter of connecting tubes together and adding some hose clamps.

The final test was to have Debbie watch the airspeed indicator while I blew some air at the pitot tube.  You have to be careful doing this as it can be easy to damage things if too much air pressure is applied.  The airspeed needle moved off the stop and almost got to 40 mph.  Good enough to confirm things are hooked up correctly.  This was my last task to complete before installing the headliner......maybe tomorrow afternoon? 



Connecting fuel lines - step 1

I decided the other day I better get the fuel line connected to the tank in the wing root before putting in the headliner.  So, today I went to Air Parts and picked up some hose clamps.  In hindsight, I am really glad I did this task before starting the headliner.  The area between the wing and body is really tight and I am not sure how it could be done without reaching in from the inside of the airplane, which means the headliner has to be out of the way.

I coated the fittings and inside of the fuel line with this goo called fuel lube so the hose would slide over easier.  Man, it was all I could do to make the hose move......I can only imagine how hard it would be to do it without the lube.  After a few breaks in the action to regain strength (and composure), I finally had everything in place.  I also put a rubber washer downstream on the fuel line in case of a leak....it will create a drip point outside the cabin.

I have been dreading this task, so I am glad it is finished.  Now, to get the other end connected and re-anchor everything between.

 Right side



Left side

Flight Controls Complete

Wade came by this afternoon and we completed getting the flight controls all rigged correctly and safetied.  We completed the elevator first and then the ailerons.  We were able to get the elevator cables to balance by holding the elevator itself full up against the stops while also holding the control column full aft to essentially remove the factor of the elevator weight.  With those cable tensions set, Wade safetied the two turnbuckles. 

For the ailerons, we placed a piece of wood across the control wheels to keep them centered as we adjusted the neutral point of the ailerons.  We adjusted tensions slightly and then started safetying all the turnbuckles.  There are four; two by the baggage, one overhead (idler cable), and one in the front at the forward end of the control wheels.  The idler turnbuckle overhead was the most difficult as there is not much room to work inside the partially installed headliner.  It is also hard on the legs to be crouching in the back of the airplane cabin and working with your hands overhead for an extended period.

I was thinking later that this airplane quit flying in 1979 due to engine issues.  I am not sure when the disassembly occurred, so this is the first time in maybe 30 to 35 years the airplane has been together to this point with the flight controls all rigged.  I am sure its spirit is soaring.....just wait a few more months!

Up next is the fuel system connections and then the headliner installation. 

Control wheels centered with a small board

Wade safety wiring the forward turnbuckle

as Nathan observes.  To an airplane

nut, the finished product with 2 wires

looping through various holes and wrapping

around the turnbuckle looks like art!

 

 Aileron turnbuckles forward of the baggage

Elevator turnbuckle in center.  The other 2 are

rudder trim.  There is another elevator turnbuckle

underneath and not visible.

Flight control work continues

Wade came over again this afternoon.  We started with the ailerons today.  We got everything connected and adjusted, the only problem is the right aileron is a degree or so short of travel.  The left is at the minimum travel.  The travel stops are hard wired in, so we'll have to get some advice on that.  Along the way, Wade replaced the inboard aileron bolt on the left aileron since it was too long and tightened the corresponding bolt on the right wing.

Next came the elevator trim system, which checked out in tolerance after a few adjustments.  Wade safetied a few items and that is now complete.

Then we tried the elevator cables one more time.  We are still getting a 30 pound variation between the up and down cables.  Wade tried a number of things, but we keep seeing a difference.  This is strange since it is a closed loop system.  We will consult with another local expert and see what he can offer on the aileron and elevator issues.

Lastly, Wade safetied the turnbuckles for the flap system, so that system is complete.  All in all, a very productive weekend!  

 

 Elevator trim system finished

Flap turnbuckles safetied

A cold, busy day

Wade came over today and we spent several hours working on 98K.  He also brought the FAA paperwork (Form 337's) for the covering.  It was nice to have the heated hangar considering the cold outside!

We started by getting the airplane level, which meant the tail had to be raised.  We used my tool chest and some wood to achieve that.  You will note the foam tube on the back of the elevator.  Of course, this was added after I smacked my head into it after getting a few tools out of the tool chest.  I hit the top of my nose right between my eyes, which of course drew blood and also scratched one lens of my glasses.  I had Wade take a photo of me, but after looking at it, I decided to spare you the sight.  My dad did a similar move back in the 70's when were were working on an Aeronca Chief, though he hit the trailing edge of a Cessna 140 flap, which is very sharp.  He scratched his cornea in the process, so guess I should be happy with just a gash in the nose.

We leveled the airplane to set the washout (or twist) in the wing.  Along the way, Wade checked and corrected a few installation issues with the wing bolts, mostly adding or subtracting washers.  We stacked a table on top of another and added a few other items to support the wing while we took a few bolts out on the right side to add some washers at the aft spar connection.  Wade had a digital protractor for measuring angles which came in handy for the washout measurement.

We moved on to rigging the flaps, setting the angles by adjusting down stops and then adjusting cable tensions.  Wade also brought his tensiometer for measuring the cable tensions.

We put new springs in the rudder pedal set up and adjusted the rudder pedals for proper throw.  Everything was safetied in the rudder pedals.

We moved on to the elevator system, checking the throws and then adjusting the cable tensions.  We were having difficulty getting equal tensions in the down and up cables, so decided to call it a day.  Overall, we got a lot done.  We'll finish the elevator and move on to the ailerons next time.

Tail elevated

This is how we supported the wing

Wade checking the angle of the wing

 Adjusting turnbuckles for the flaps

Flap cable tension being checked

Happy New Year!

Happy New Year!  This will be the year we finally fly!  I spent much of the last week visiting folks for Christmas.  I turned my attention back to the Stinson yesterday. 

I have the ailerons hooked up except for one cable.  The turnbuckle barrel would not thread, so I will get a replacement in the next few days.  I also installed several items including the inspection cover on the right side below the horizontal tail, the slat on the right wing, and the fresh air inlet covers on both wings.

I started to make the interior piece that closes out the aft end of the cabin, but am having trouble visualizing just how it all works.  The headliner attaches and the aft seat slings go through, so I will need to search the Internet for some photos.  My dad's Stinson had the wood interior so nothing to build on there.

Inspection cover on.  I still need to

paint the heads of the screws.

Fresh air vent cover

Leading edge slat on right wing