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Aircraft Restoration Overview

Airframe was completely disassembled.

Some skins were replaced to accommodate modifications.

The roof was replaced so the carry throughs could be treated to eliminate the inspection AD requiring inspections holes.

The belly skin under the baggage was replaced to accommodate a longer baggage floor.

The skin on the top of the fuselage behind the wing was replaced because the rotating beacon was relocated to the tail.

The top boot cowl skin was replaced to accommodate a more vertical, modern panel.

Everything was reconditioned, treated, and primed (with self-etching epoxy)

The inside of the fuselage was treated to insure the airplane would last another 60+ years without corrosion.

Quite seriously, the work on this airplane was intended to insure it was still high quality and flying 36 years from now, when it is 100 years old.

All parts were reconditioned and repainted outside of the airplane before assembly.

Items, like pulleys, bushings, and seals (IE: oleo seals) were replaced as a matter of course.

The painting process was incremental. The facilities would only accommodate one major structure at a time.

For basic logistics and handling, the fuselage was on the gear when it was painted.

The "N" numbers are painted in the metallic gunmetal trim paint.

As components were completely reconditioned and painted, they were assembled and rigged to the airframe.

One of the fully assembled and painted wings is ready for installation. (3-man job)

From the droop of both ailerons, it is evident the control cables were not yet attached.

Each Luscombe windshield is a hand-fitted affair. It took 14 man-hours to get this windshield installed to our satisfaction.

The airplane took a leap forward in looking complete once the windshield was installed.

As a note, all glass was replaced.

Under the floor, the controls, brakes, and ELT antenna were installed with new or reconditioned components.

It is very satisfying to see an airplane this clean - especially in areas that seldom get cleaned.

This picture is a classic example of what I mean by, "Every part is conditioned and painted before assembly".

The individual pieces here are the horizontal stabilizer, aileron pivots, and gear leg fairing.

The panel was painted prior to fitting the components and assembly.

Many systems were installed in parallel because it was necessary to work through wire, fuel line, vacuum line, engine control, and static line routings to make for a clean installation.

Simple things, like where to route the wires for the push-to-talk, required engineering.

The most complicated "components" to install are the avionics. The entire avionics stack was built into a single assembly that is installed as a unit.

Though the finished interior looks very nice, it is important to understand it is built upon new and premium components.

The finished interior is simply an extension of the quality of the materials and preparation that went into it.

The "coffee grinder" beacon on the fuselage was replaced by this PMA'd LED unit. It fit comfortably into the old navigation antenna mount without any modifications to the airframe.

Below, are the drawings I made prior to wiring the airplane. The finished airplane followed these diagrams.

Notice the clock circuit has two circuit breakers. One is by the battery compartment, and the other is on the panel. When the airplane will not be used, the panel breaker can be pulled so the clock will not drain the battery over time (IE: winter, camping back country).