Wings #1

Since I'm going to have multiple posts on the wings, I decided to just consecutively number them to make it easier to follow.  So, here is post #1 on the wings.

 I got the ribs glued in the RH lower panel this week.  Nose ribs and trailing edge ribs yet to be installed, but want to varnish the inside and mount the bracing wires while I can easily get to them.  I'll wait to tram the wing after everything, including the capstrips are installed.  The capstrips should help stiffen the ribs and prevent them from bowing as the wires are tensioned.  The N-strut fittings - mentioned in a previous post are almost done as well.  

Nose ribs

Andy and Dennis also got the nose ribs done.  There is a heavier rib that goes directly in front of each main rib and 2 intermediate nose ribs in between.  This makes the nose ribs spaced about 6" apart across the whole wing.  It's done this way as there is no conventional leading edge.  Only a small rounded piece of wood at the very end of the nose ribs.





The highlight of the week...the original mag switch has been found!  May seem rather insignificant, but the panel is now 100% original with the exact same instruments and switches that were installed when this aircraft was built new in 1928!  The switch is missing the handle, but can easily be made if one cannot be found.  Other than that, the switch is in like-new condition.  It's a Clum switch from Milwaukee.  They also made switches for the Ford Model T as well as aircraft.  Single ignition (on/off) of course since the OX-5 only has one magneto.

Original Clum magneto switch

Fuel Gauge

While working on the wings, I'm also managing to get some of the smaller stuff done.  Like the fuel gauge, as discussed below.  The carburetor is almost done.  I'll create a post on it when finished, and I plan on doing the magneto after that.  I find in restoration work that it works best (for me anyway) to have several things going on at once.  That way, I'm not at a complete standstill if I'm waiting on parts, etc.

 Here are some "before" shots.  The gauge is an interesting design.  A brass float twists a spiraled rod in the center that, through several gears, turns the dial.  The gauge mounts above a 40 gallon fuel tank that sits between the firewall and front cockpit.

I had to machine a new threaded shaft that holds the tear-dropped shaped housing to the base that mounts on the tank.  It apparently broke when the airplane crashed in 1929.  I re-finished the dial.  It is brass with raised lettering.  So, all that's done is the dial is repainted (flat black).  The portion on the raised lettering is then wet-sanded off using 1500 grit sandpaper on a glass plate for flatness.  I also had to install a new glass lens.  Once reassembled, everything worked great.

Detail picture of the inner workings

Finished product

Water temp gauge and more wings

The water temp gauge is now finished, so all the instruments are done.   Here is a pic of the original gauge that I previously posted.  It's a typical flange-mounted gauge from that era, made by A.C.  The capillary tube had been cut.





Here is the finished gauge.  New dial artwork and correct wire-wound capillary tube.

I did make more progress on the wings this week, but spent about 1 1/2 days figuring out the interplane strut fittings.  These have to be finished and installed before the wing can be trammed as they are installed with the fittings that hold the drag/anti-drag wires.  The original fittings I had were quite rusty and bent.  Getting the overall shape was no problem, but I had to know the angle the N-struts sat relative to the wings.  Were the struts straight, angle in or out from top to bottom?  After taking a lot of measurements and applying some mathematics from the wise Chief SOH-CAH-TOA (trig functions) I found the struts angled in from top to bottom at about 4 degrees.  Looking at lots of original photographs of LP-3's, this seems to agree, and is what I'm going with.  

The fittings are welded up from several pieces of .100 steel (I'll use 4130).  I made cardboard patterns and will get them cut out and welded.

Some of the original fittings and cardboard patterns

I also got the lower, RH wings spars mounted and leveled on saw horses to start assembling ribs.  Should be able to start next week on this.

Wing Ribs

The weather is finally cooperating!  We're double-teaming the bottom wings this week.  Andy and Dennis are working on the ribs while I finish them and prepare the spars.

As I mentioned before, the ribs are very easy to make.  They are not a built-up style, but cut out of a single piece of 1/4" basswood.  Andy made a jig and is routing them out on his router table.  The compression ribs are a solid piece of 1/4" plywood.  I had to glue 1/8" plywood reinforcing strips on the truss ribs as well as a diagonal spruce stiffener on the compression ribs.  The trailing edge ribs were routed out of basswood as well.  The nose ribs (not shown) will also be done this week.

Regular truss ribs, compression ribs and trailing edge ribs

Before the ribs can be attached, I had to glue triangular glue-blocks to the spars.  They were cut in 1.5" lengths, pre-drilled and glued/nailed in place.

Spars with glue blocks installed

Andy is great with jigs and building things to make the assembly easier.  He came up with this nifty little jig that holds the triangular glue blocks in place while they are being glued and nailed.  It holds them square with the spar and keeps them from sliding around while being nailed with the slippery glue underneath.

Jig to hold glue blocks

Might be ready to start attaching some ribs later this week.  I'm just taking my time to make sure everything is OK.  Once I start gluing ribs, I'm pretty committed to their location and all the other attachments.  Since I have so little of the original wings to go by, I have to make sure they are correct.  I also need to plan, and possibly make soon, the interplane strut fittings.  More photos soon!

Instrument Panel and OX-5 Stuff

I completed most of the instrument panel.  Here is a shot of the final product.

The nearly completed panel

The top left hole is for the water temp gauge.  The other for the mag switch.  You gotta love the simplicity of it.  Airspeed indicators and compasses are for wimps!  

I need to complete new artwork for the dial on the water temp gauge and install a new capillary tube.

Here's the original water temp gauge

The last post showed the dial for the fuel gauge.  I got the rest of the gauge apart today.  Will need to fabricate a couple of pieces to make it functional, but should be no big deal.

The brass float between the tubes twists the center
flat piece as the float goes up and down, and turns
the pointer on the dial.

I also couldn't wait to tear into the OX-5, so got started on some of the accessories.  I disassembled the carb - a Zenith Duplex (2-Barrel) O6DS. Simple design and still appears to be in great shape.  Just needs a good cleaning.

Close-up of the float and needle valve

All the parts

Here is a shot of the Berling D-81-X2 magneto.  I am going to overhaul it with the intent of using it, but, if I come across a Scintilla unit and drive I may switch over.  The OX-5 is a single ignition engine, so a reliable magneto is a necessity!!  Weak areas of the Berling magneto are the drive finger and coil windings on the armature.  Those areas will be addressed when I get it disassembled.

Berling D-81-X2

One of the things I find most intriguing as I work on this stuff, is I'm the first one to open up these parts since they were first made in 1928 - 86 years ago!  In previous posts where I talk about the history of this airplane, it crashed after about 1 year after it was made and has been in storage ever since.  No overhauls would have been completed yet.