If this is your first visit, be sure to
check out the FAQ by clicking the
link above. You may have to register
before you can post: click the register link above to proceed. To start viewing messages,
select the forum that you want to visit from the selection below.
Steve,
It was running about 20psi on the oil pressure, which is a little low for this engine. Jerry pulled the sump to check the inlet screen and relief valve. When I was inspecting the engine for re-assembly I found the aluminum ring loose on the micarta carrier. I'm sure there is some kind of "fail safe" on the gear to prevent slippage but needed to be addressed. To get the gear off the cam you need to split the case and the job just gets larger and larger. The Museum decided to replace the engine and start collecting parts for a proper rebuild.
We did find a calibration issue with the installed gauge.
EO
Hi Steve I am back Quite a story Please call me then a direct email with situation I will try to copy this post YES we have all that stuff I did salvage everything thanks Forrest Barber TF#1 330 4955447
Hi Forest, I have discovered which N number goes with which s/n. I now have the FAA records for both N numbers on CD.
Interesting read of all the owners over 70 years or so. Found weight & balance info on the CD also. Still waiting for seller to find the logs and spec plates.
regards, Steve Roselle
Hi Forest, I have discovered which N number goes with which s/n. I now have the FAA records for both N numbers on CD.
Interesting read of all the owners over 70 years or so. Found weight & balance info on the CD also. Still waiting for seller to find the logs and spec plates.
regards, Steve Roselle
Do you have the airworthiness certificates (AW) for them? I think that is a very difficult one to replace.
I believe that the other things can be replaced as long as you have the AW cert. and it is still registered.
Dave
I've never found getting a replacement airworthiness certificate to be difficult. Just a simple letter to the FSDO stating that you have lost the certificate and need a replacement.
That is assuming the airplane had a permanent airworthiness certificate issued to it at some point. Prior to 1956 the AWC were reissued annually. If they have been sitting that long it will require a conformity inspection.
I think I remembered it wrong. A friend was looking into re-licensing a plane that had been de-registered and the logs and AW certificate had been lost. He gave up. I was thinking that the AW certificate was the issue but it may have been that de-registration.
DRUDE & 3DREAMING,
I have the airworthiness cert for the bare fastback fuselage (up in the rafters). But no A/W so far for the observation airframe. That is the one I want to finish and get flying
Both airframes were deregistered by the last owner in 1994.
I have pics of the fastback L2M on the ramp in flyable shape in March 1974 - same month it was sold to the last owner. Also 'same vintage' photos show it being taken apart and transported. I have not found the throttle quadrants for it - which should have the serial number.
Funny thing is that it was sold in 1945 into civilian hands as an L2M. However it has a cowl with open cylinders instead of the fully cowled version.
The observation a/f was listed as L2-B when sold into civilian hands
I have no info as to when it last was flyable, but it was sold to the last owner in 1976 who apparently transported it as a project, then did alot of work on it - cleaning up the fuselage and recovering it, building one new wing (which is almost ready to cover). The other wing exists only as a set of ribs, some spar blanks, and most of the hardware. This fuselage does have the throttles with serial number on the rear one.
I am still organizing my work space so I can get to work on the observation L2. Have been distracted by getting married on New Years Eve. ( No excuse I know. :-))
If you've not already done so in it's best to establish an expected "persona" early in the relationship. Habits, schedules, likes/dislikes, behavior, and of course...smells.
As a suggestion I'd find a garment you'd likely wear when working on the planes and apply some smells...like oil, grease, electrical byproducts, sweat, and most importantly some dope from whatever method you plan to use in recovering.
When the question "what's that smell?" arises, explain. Soon for better or worse it'll be accepted as part of you and yours. But be careful about putting said garment near the clothes dryer so her stuff doesn't take on the odor.
Comment