Nuts & Bolts Beginning the rigging process. OVER THE PAST SEVERAL months we've taken an indepth look at the process of restoring an antique or classic airplane. In March we discussed supplemental type certificates (STCs) and parts manufacturing approvals (PMAs). Now it's time to discuss engines and propellers and to put the airplane back together. After assembly we will rig the airplane and then weigh it. Finally, it will be ready for the final inspection and the test flight. Engines & Props In most cases the airplane you're restoring will come with an engine and propeller, and if they need it, you can have them overhauled while you're working on the airframe. Unless you can document an engine's low time, get the engine a major overhaul. Why risk all your restoration time and effort on a questionable engine. When shopping for an engine 102 APRIL 2002 Aircraft Assembly, Rigging & Weighing Restoration steps leading to first flight RON ALEXANDER PHOTOS Bin. HAMMOND AVIATION Typical engine installation. and/or prop overhaul, find a good shop and check its references. If you're dealing with a radial engine, you may have limited choices. In either case, a good place to start your search is with the members of type clubs and other aircraft restorers. Occasionally a restorer wants to change the type of engine for safety reasons or because the original is no longer available. Antique airplanes that originally wore a Wright engine are good examples. Finding one of these early Wright engines and the parts to overhaul it is becoming increasingly difficult today. If you do find one, only a handful of shops will touch a Wright. Currently being restored, my Stearman C-3B originally came with a Wright J-S engine. Because the J-5 is so hard to find, I wanted to replace it with an engine that at least looks like the original, so I decided on a 300-hp Lycoming radial. The C-3B's type certificate says the J-5 is the only engine approved for the airplane, so I have to get FAA approval to use the Lycoming.
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Aircraft Building Lower wings and center section in place. Attaching upper wings. 3. Attach the lower wings, using the landing wires to hold them in place. 4. Attach the upper wings. 5. Attach the tail feathers. Again, the sequence depends on your airplane. Some airplanes have a one-piece upper wing, and lifting it At Factory Five Racing we're serious about engineering excellence. Maybe that's why our cars have so completely dominated the component car industry for the last five years running. $11,990 Complete All you need to build your car is the running gear from a late model Mustang 5.0 and our pkg. The FPR chassis is engineered specifically to use these tough Ford drivetrain components. into place can be difficult if you don't have a forklift. If not, you'll need some strong friends on stepladders to hold the wing in place while you place the bolts in the attach fittings. Because reassembly can be a cumbersome and frustrating task, think Rigging an airplane means you propfactoryfive.com your way through every step of it before you start the process. This will save you a lot of grief, and it could keep you from damaging a freshly restored part. The unique combination of modern running gear and classic design delivers world class performance that dominates at the track, yet is reliable and comfortable on the street. To find out more, or to receive our free detailed information package, please call 508-291-3443. You can also visit our website at www.factoryfive.com. Factory Five Racing, Inc. factoryfive.com Call508-29l-3443 for Free Brochure Mustang and Cobra are registered trademarks. Factory Five Racing, Inc. is not connected to the holders oj these marks. 41300DQ1 Factory Five Racing, Inc. 18 Kendrick Road Wareham, MA 02571 104 APRIL 2002 For more information, visit SPORT AVIATION on the Web at www.eaa.org
e-ot- AU aircraft performance data is based upon the aircraft being properly rigged the wings being attached at the proper angle of incidence, the fuselage being square, and others. erly install and adjust the airframe components (wings, center section, ailerons, and tail surfaces). Each of these components is designed for a specific aerodynamic job and contributes to the aircraft's overall performance, stability, and safety. Even if you pre-rigged the airplane before covering it, you must rig it after final assembly. This ensures that the airplane is in the configuration on which its flight characteristics and performance data are based, the wings have the proper angle of incidence, and the fuselage is square, for example. The rigging process can be timeconsuming, and taking your time leads to an airplane that flies well. Like reassembly, the rigging process depends on the airplane, so gather as much information as you can about it from type clubs, other restorers, and the maintenance manual or from your local EAA Technical Counselor. Rigging often requires some specific tools like rigging boards, levels, and flying wire tensiometers. If you're unsure about rigging, find an airframe and powerplant (A&P) me- Voice Warnings Accurate and Affordable No Ugly Probes or Moving Parts True full range AOA Instrument Lightweight and Easy to Install Landing Gear Warning Option Patents 6,271,769 61 & Pending Call Now! (952)474-4154 Proprietary Software Systems 950 Iris Circle ww.angle-of-attack.com EXPAND* THE WORLhjSHjSTEST & BEST 4-PLACE AMPHIBIAN Call AbfiHtDur New Completion Program 300 hp gives: 200 mph <sf 100' 1.,,, I'll " r.?'-,, V) mph stall 1460 sm range ROC 1210 rpm TX). 870' land, 1100' water. All parts premolded. Information Package: VHS Video S20, Brochure SID. S.N.A., Inc., Box 607, Kimberton, PA 19442, 1610) 983-3377, Fax <M 3-3335, www.seawindsna.lom Sport Aviation 105
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process. To achieve accurate readings the fuselage must be perfectly level, and starting with a level floor makes this easier. Having three scales