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Matt: In your quest for furnishings, would you happen to have run across a copy of the message bag drawing? I managed to find a bag recently, but would like to have several more for my project. I can work up a drawing to make some, but thought I’d put the question out here and a couple other boards before I sat down and started on one.
Jim: If you have some time, can you carefully unbraid it and make a count of the total number of threads? I’m trying to determine if it’s 16 , 24, 32 or 64 threads.
Craig
Jim: Until you jump to really huge wires, it’s pretty much the same. Diameter can vary as what is known as the “pick” angle can be between about 35 degrees and 65 degrees. What this means is that the threads cross between those angles. I need to determine if the machine needs to have 16, 24, 32 or 64 bobbins to make the braid.
Looking at adding the capability to the shop to overbraid modern wire for restorations. Also thinking about having laser wire marking capability too. If it happens, a client would send a list of wires, wire numbers, lengths, gauge and braid or no braid. I’d then mark the wires, cut to length and then overbraid. Kind of a real niche in restorations, but would be a decent service I think, if available. It would look period correct, but be a step up safety wise. One thing that I would definitely change though, is not using cotton then shellacking it like was done during the war. I’d simply use kevlar or Nomex threads instead.
TR: The only thing I’ve ever used was a piece of a 4×4 and some large F clamps and a rubber mallet. I did make sure that I sprayed some LPS1 or breakfree CLP or similar lubricant down the splines before loading up on the clamps any.
Wish I was going, but plans have been scrambled for another year on going. Looks like 2025 will be the first time I get to go.
Free length is supposed to be 11.62″ +.19″, -.03″. 24 1/2 turns of .344″ 6150 steel. 668 lbs +/- 67 lbs, should compress it to 9.25″
As to restretching, would have to defer to someone in the spring world that has dealt with 6150
Looking at the drawings, there is only .001″ clearance between the strut body id and the od of the piston. Drawings don’t show there to be a seal on the piston itself. Being it’s made out of an aluminum bronze alloy, I would suspect that it has worn enough that it passes oil too fast. The od on the piston shows to be 1.249″, on the drawing, and the tube id to be 1.250″.
Don: The drawing I have access to says 72202 on note 3. 72301 wouldn’t be applicable to my airplane anyway, as I’ve got a B and not a G.
That bracket was removed from my a/c long before I got it. I suspect when the 2nd full panel and brake pedals were added, it came out.
Craig
Sure did and thanks for the file. I was about to reply via direct email this morning, but saw this note too.
Matt: Group or Figure 45 in the IPB shows what was delivered in the observer and the parts change by serial number block. In your case, 98774 falls into the 9+ s/n block. When you read that out, from 42-98610 until the end of production, got the M8.
In my case, the B’s only go the M2. It appears that the C model and on, did not get the flare gun as part of the factory equipment.
