The Stearman Logbook Photos page 2
After the engine, brakes, oil plumbing to the tank and cooler, instruments, and
most of the electrics are installed. Still to go are the engine controls,
electrical connections
to the engine, cowling installation, exhaust, and a lot more before covering
begins. In this view you can see the cooler ducting installation. This is
changed in the final airplane. I thought the NACA duct would be a neat way to
go and efficient too. I have taken the advice of someone who knows better, and
installed a more conventional scoop. Maybe someday I'll go back to an NACA duct
just to see how it works.
In this view of the "90% completed, 80% to go" fuselage, you can clearly
see the engine mount configuration, a bit of dangling wire, and a lot of
uncluttered firewall waiting to have stuff bolted to it. The engine is bare
and need intake, exhaust, cooling baffles and shrouding, and a lot more.
The BT-13 Hayes 11 inch brake assembly.
New hardware, linings, re-sleeved cylinders.
Using this wheel/brake assembly, I get a larger,
more effective brake than
the stock ones for the heavier airplane. Back in the day,
they used to be more inexpensive than the standard units too.
Stepping ahead a bit...
Simple and clean automotive master cylinder conversion.
Done during its days as a duster, the conversion used
(then) readily available, easily rebuilt automotive components.
In replacing all the old components, the now antique automotive
master cylinders are still easy to obtain, and rebuild if you know what
to ask for. Key to the conversion is that the master cylinder is
matched to the wheel cylinder in bore size. The hard part of this conversion
is the banjo fitting and washer combination. They are VERY hard to find!
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