{"id":5,"date":"2018-01-21T11:33:06","date_gmt":"2018-01-21T11:33:06","guid":{"rendered":"http:\/\/www.mrdouglas.org\/wp\/?page_id=5"},"modified":"2024-03-31T15:42:32","modified_gmt":"2024-03-31T15:42:32","slug":"restoration-in-progress","status":"publish","type":"page","link":"https:\/\/www.mrdouglas.org\/?page_id=5","title":{"rendered":"Restoration In Progress"},"content":{"rendered":"

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https:\/\/www.faa.gov\/regulations_policies\/handbooks_manuals\/aircraft\/amt_airframe_handbook\/media\/ama_Ch03.pdf<\/a><\/h6>\n

The old covering has to be removed in large sections in order to use it for templates when transferring inspection panels, cable guides, and other important features.<\/p>\n

This costly and tedious restoration process has already begun at a facility near the DeLand Municipal Airport in central Florida.<\/p>\n

Fabric-covered aircraft have played an important role in the history of\u00a0aviation. The famous Wright Flyer utilized a fabric-covered\u00a0wood frame in its design. Fabric coverings continued\u00a0to be used by many aircraft designers and builders during\u00a0the early decades of aircraft production.<\/p>\n

Fabric\u00a0coverings on aircraft offer one primary advantage: light\u00a0weight. But fabric coverings have two disadvantages: flammability and less durability.<\/p>\n

Legal Aspects of Fabric Covering<\/strong>
When a fabric-covered aircraft is certificated, the aircraft\u00a0manufacturer uses materials and techniques to cover the\u00a0aircraft that are approved under the type certificate issued\u00a0for that aircraft. The same materials and techniques must be\u00a0used by maintenance personnel when replacing the aircraft\u00a0fabric.<\/p>\n

Descriptions of these materials and techniques are\u00a0in the manufacturer\u2019s service manual. For example, aircraft\u00a0originally manufactured with cotton fabric can only be\u00a0re-covered with cotton fabric unless the Federal Aviation\u00a0Administration (FAA) approves an exception. Approved\u00a0exceptions for alternate fabric-covering materials and\u00a0procedures are common. Since polyester fabric coverings\u00a0deliver performance advantages — such as lighter weight,\u00a0longer life, additional strength, and lower cost — many older\u00a0aircraft originally manufactured with cotton fabric have\u00a0received approved alteration authority and have been re-covered\u00a0with polyester fabric.<\/p>\n

Fabric<\/strong>
A Technical Standard Order (TSO) is a minimum performance\u00a0standard issued by the FAA for specified materials, parts,\u00a0processes, and appliances used on civil aircraft. For example,\u00a0TSO-15d, Aircraft Fabric, Grade A, prescribes the minimum\u00a0performance standards that approved aircraft fabric must\u00a0meet. Fabric that meets or exceeds the TSO can be used as a\u00a0covering. Fabric approved to replace Grade-A cotton, such as\u00a0polyester, must meet the same criteria.<\/p>\n

TSO-15d also refers to\u00a0another document, Society of Automotive Engineers (SAE)\u00a0Aerospace Material Specification (AMS) 3806D, which details\u00a0properties a fabric must contain to be an approved fabric for\u00a0airplane cloth. Lighter weight fabrics typically adhere to the\u00a0specifications in TSO-C14b, which refers to SAE AMS 3804C.\u00a0When a company is approved to manufacture or sell an\u00a0approved aviation fabric, it applies for and receives a Parts\u00a0Manufacturing Approval (PMA).<\/p>\n

Currently, only a few\u00a0approved fabrics are used for aircraft coverings, such as\u00a0the polyester fabrics Ceconite\u2122, Stits\/Polyfiber\u2122, and\u00a0Superflite\u2122. These fabrics and some of their characteristics\u00a0are shown in Figure 3-4. The holders of the PMA for these\u00a0fabrics have also developed and gained approval for the\u00a0various tapes, cords, threads, and liquids that are used\u00a0in the covering process. These approved materials, along\u00a0with the procedures for using them, constitute the STCs for\u00a0each particular fabric covering process. Only the approved\u00a0materials can be used. Substitution of other materials is\u00a0forbidden and results in the aircraft being un-airworthy.<\/p>\n

Other Fabric Covering Materials<\/strong>
The following is an introduction to the supplemental materials\u00a0used to complete a fabric covering job per manufacturer\u2019s\u00a0instruction or an STC.<\/p>\n

Surface Tape<\/strong>
Surface tape, made of polyester material and often preshrunk,\u00a0is obtained from the STC holder. This tape, also\u00a0known as finishing tape, is applied after the fabric is installed.\u00a0It is used over seams, ribs, patches, and edges. Surface tape\u00a0can have straight or pinked edges and comes in various\u00a0widths.<\/p>\n

For curved surfaces, bias cut tape is available, which\u00a0allows the tape to be shaped around a radius.<\/p>\n

Rib Lacing Cord<\/strong>
Rib lacing cord is used to lace the fabric to the wing ribs.\u00a0It must be strong and applied as directed to safely transfer\u00a0in-flight loads from the fabric to the ribs. Rib lacing cord is\u00a0available in a round or flat cross section. The round cord is\u00a0easier to use than the flat lacing, but if installed properly, the\u00a0flat lacing results in a smoother finish over the ribs.<\/p>\n

Restoration In Progress<\/h3>\n

Which to use is a matter\u00a0of preference based on ease of use and final appearance.\u00a0Only approved rib lacing cord can be used. Unless a rib is\u00a0unusually deep from top to bottom, rib lacing uses a single\u00a0length of cord that passes completely through the wing from\u00a0the upper surface to the lower surface, thereby attaching the\u00a0top and bottom skin to the rib simultaneously.<\/p>\n

Holes are laid out and pre-punched through the skin as\u00a0close to the rib caps as possible to accept the lacing cord.\u00a0This minimizes leverage the fabric could\u00a0develop while trying to pull away from the structure and\u00a0prevents tearing.<\/p>\n

The location of the holes is not arbitrary.\u00a0The spacing between lacing holes and knots must adhere\u00a0to manufacturer\u2019s instructions, if available. STC lacing\u00a0guidance refers to manufacturer\u2019s instructions or to that\u00a0shown on the chart which is taken from AC\u00a043.13-1. Notice that because of greater turbulence in the area\u00a0of the propeller wash, closer spacing between the lacing is\u00a0required there. This slipstream is considered to be the width\u00a0of the propeller plus one additional rib.<\/p>\n

Ribs are normally\u00a0laced from the leading edge to the trailing edge of the wing.\u00a0Rib lacing is done with a long, curved needle to guide the\u00a0cord in and out of holes and through the depth of the rib.\u00a0The knots are designed not to slip under the forces applied\u00a0and can be made in a series out of a single strand of lacing.<\/p>\n

Stitching can begin at the leading edge or trailing edge. A\u00a0square knot with a half hitch on each side is typically used\u00a0for the first knot when lacing a rib. This is\u00a0followed by a series of modified seine knots until the final\u00a0knot is made and secured with a half hitch.\u00a0Hidden modified seine knots are also used. These knots are\u00a0placed below the fabric surface so only a single strand of\u00a0lacing is visible across the rib cap.<\/p>\n

Structure and accessories within the wing may prevent a\u00a0continuous lacing. Ending the lacing and beginning again\u00a0can avoid these obstacles. Lacing that is not long enough to\u00a0complete the rib may be ended and a new starting knot can\u00a0be initiated at the next set of holes. The lacing can also be\u00a0extended by joining it with another piece of lacing using the\u00a0splice knot.<\/p>\n

Occasionally, lacing to just the rib cap is employed without\u00a0lacing entirely through the wing and incorporating the cap on\u00a0the opposite side. This is done where ribs are exceptionally\u00a0deep or where through lacing is not possible, such as in an\u00a0area where a fuel tank is installed. Changing to a needle with\u00a0a tighter radius facilitates threading the lacing cord in these\u00a0areas. Knotting procedures remain unchanged.<\/p>\n

Technicians inexperienced at rib lacing should seek assistance\u00a0to ensure the correct knots are being tied. STC holder videos\u00a0are invaluable in this area. They present repeated close-up\u00a0visual instruction and guidance to ensure airworthy lacing.\u00a0AC 43.13-1, Fabric Covering, also has in-depth\u00a0instructions and diagrams as do some manufacturer\u2019s manuals\u00a0and STC\u2019s instructions.<\/p>\n

Hanging from the ceiling, Mr. Douglas’ wing aileron control surface is drying after two coats of primer. Three more coats will be added later on.<\/p>\n

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Long time skydiver Tom Hayes is working hard on the very large Mr. Douglas elevators.<\/figcaption><\/figure>\n

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The large wing control surfaces are primed painted in the paint booth at jump pilot Charlie Kenlin’s house.<\/p>\n

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The paint booth is awesome thanks Charles and Cheryl Kenlin for supporting The Mr. Douglas Society! And that’s our very own Super Volunteer Dick Higley ironing the tape edges after two coats of primer. We would like to thank everyone for all your contributions, we couldn’t be doing this without you! This is such an important project for us all to complete!<\/figcaption><\/figure>\n

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Jump pilot Mark Borghorst works hard volunteering the very most amount of time getting Mr. Douglas ready to paint.<\/figcaption><\/figure>\n
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Volunteers, hard work, and the money to buy the much needed new parts, pieces, mechanisms, and paint is what it takes to make Mr. Douglas fly again.<\/figcaption><\/figure>\n
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One of the most important parts of the Mr. Douglas control surfaces are the brand new cables, connections, swedges, and lubricants. Here are the elevators’ trim pulley parts as new cables are refashioned. There is one on each elevator. (two elevators, one on each side of the tail rudder)<\/figcaption><\/figure>\n
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Second coat of primer on both Mr. Douglas elevators.<\/figcaption><\/figure>\n

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“Old School” professional skydiver John “SOX” Rostoks is restoring the Mr. Douglas DC-3 hydraulics jack necessary for all the heavy lifting coming in the near future. Loving known as “SOX” is one of the several hardworking men and women as the volunteers to make our Mr. Douglas “Fly Again”. Thank You John.\"\"<\/p>\n

Smiling volunteers have been working hard to get things painted and working, as “SOX” has a labor of love for Mr. Douglas’ aircraft hydraulic jack.<\/p>\n

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Much kudos to our group of old school skydive volunteers who take their talents, time, persistants, and expense to restore the parts, pieces, and tool equipment to make our labor of love, Mr Douglas, fly again. This is what it takes.<\/figcaption><\/figure>\n

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Mark Borghorst arrives with the Mr. Douglas DC-3 engine hoist.<\/figcaption><\/figure>\n
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Mr. Douglas engine hoist arrives inside the bat-cave.<\/figcaption><\/figure>\n

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Much work and expense. \u00a0 \u00a0 \u00a0 \u00a0 \u00a0 \u00a0[…]<\/p>\n","protected":false},"author":1,"featured_media":2740,"parent":0,"menu_order":0,"comment_status":"open","ping_status":"closed","template":"","meta":{"footnotes":""},"class_list":["post-5","page","type-page","status-publish","has-post-thumbnail","hentry"],"_links":{"self":[{"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/pages\/5","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=5"}],"version-history":[{"count":143,"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/pages\/5\/revisions"}],"predecessor-version":[{"id":2876,"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/pages\/5\/revisions\/2876"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=\/wp\/v2\/media\/2740"}],"wp:attachment":[{"href":"https:\/\/www.mrdouglas.org\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=5"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}