Original Posted By:> Ken Beanlands
I used airtech on my piet,it produces an awsome finish! DougThe Blue River process, I agree, I don't seen how it was ever approve=d, AirTech told us that when they were doing their comparison testing the B=lueRiver was dropped off the list because they could not even make goodtestsamples for comparison.=A0 Piper Aircraft did cover several productio=n SuperCubs with Blue River and we at Special Products did several contractredosfor them using Air Tech.=A0 I could not believe my eyes when we remov=ed theBlue River process.=A0 Just a little trivia here -- Piper elected the= AirTech covering process on the last 100 Super Cubs that were produced a=t VeroBeach and the Air Tech covering process is listed on the Type Certifi=cateData Sheet as the factory approved process, so if they go back intoproduction the Air Tech covering process will be the factory choice. I have seen some terrrible cracking problems on Ag aircraft and oth=ers,because automotive enamel and polyurethane was sprayed over butyratefinishtrying to get that chemical resistance or wet look.=A0 They got terri=blecracking instead.=A0 As everyone should know the cosmetic finish coas=ts onany fabric covering process is not part of the approved fabric coveri=ngprocess, but one should use a topcoat made for fabric also.=A0 Just a=notherwork of trivia here - the Air Tech fabric covering process is the onl=yprocess approved in Canada for restricted category aircraft.I have seen many butyrate covering jobs that have cracked or peeled a=ndmany that have not, but close examination of the ones that have crack=ed orpeeled revealed one most important characteristic that is common to m=ostcracking or peeling problems and that is material buildup.=A0 Materia=lbuildup is the evil of a fabirc covering job no matter what system is= used,so beware of stacking up material as it also gains weight and will no=t giveyou the full life you expect.=A0 I feel that all standard category ai=rcraftshoud be recovered every 20 years and all restricted and acrobatic ca=tegoryor working aircraft should be recovered every 10 years, not because o=f thefabric deterioration but because of the needed structural upkeep insi=de ofthe aircraft.I hope all of this is of some use to everyone and just remember thatis whythere is vanilla and chocolate and if your system works for you and y=ou aremaking money, saving time, enjoy sanding, waiting for the correct wea=therconditions and your customer is happyt don't change - keep up the goo=dwork.I will be glad to share with anyone ideas and thoughts in making anyfabriccovering system better and I can truly accept constructive suggestion=s --Give me a call, I like new ideas and helpful hints also.
Pietenpol-List: http://www.airtechcoatings.com/TEC-ARTICLES.htm
Pietenpol-List: Re: http://www.airtechcoatings.com/TEC-ARTICLES.htm
Original Posted By:> > Ken Beanlands
I'm a little skeptical when I see a phrase like "I don't seen how it wasever approved" when they give no reasons to back it up. There are onlythree basic steps to the fabric system. The fabric, which these guys admitare all about the same, the glue and the UV/fill coat. Cecobond isamazingly strong and durable. It is like a super strong contact cement buthardens up quite well. The fill/UV coat is equally as durable.What he didn't say was how old the Super Cubs were, how they had beenstored, etc. I've seen Stits jobs that I would consider unairworthy aswell.As to why they would write something like this, I don't know. Therecertainly couldn't be anything for them to gain by casting doubt on thecompetition's products, could there? ;-)I talked to a number of AFS's references before going that way with myplane. Dick Starkes and his Kansas City Dawn Patrol crew all use theproduct and are quite happy with it. They even had to remove the fabricafter several years when the hangar they were stored in flooded with muddyriver water. But even then, it was only removed to get the muddy silt outof the airframe. One of the earliest customer built Christavias is alsocovered with Blue River and has faired quite well over the last 15 yearsdespite being stored outside.Please, before you condemn this system because of what the competitionsays about it, talk to the owners. AFS will be happy to give you a list ofreferences. Also, keep in mind that AFS is NOT Blue River. Some of thecomponents are common, but there have been lots of improvements to the topcoats.KenOn Thu, 24 Jun 1999, Doug wrote:> > I used airtech on my piet,it produces an awsome finish!> Doug>>> The Blue River process, I agree, I don't seen how it was ever approved, A=ir> Tech told us that when they were doing their comparison testing the Blue> River was dropped off the list because they could not even make good test> samples for comparison.=A0 Piper Aircraft did cover several production Su=per> Cubs with Blue River and we at Special Products did several contract redo=s> for them using Air Tech.=A0 I could not believe my eyes when we removed t=he> Blue River process.=A0 Just a little trivia here -- Piper elected the Air> Tech covering process on the last 100 Super Cubs that were produced at Ve=ro> Beach and the Air Tech covering process is listed on the Type Certificate> Data Sheet as the factory approved process, so if they go back into> production the Air Tech covering process will be the factory choice.> I have seen some terrrible cracking problems on Ag aircraft and others,> because automotive enamel and polyurethane was sprayed over butyrate fini=sh> trying to get that chemical resistance or wet look.=A0 They got terrible> cracking instead.=A0 As everyone should know the cosmetic finish coasts o=n> any fabric covering process is not part of the approved fabric covering> process, but one should use a topcoat made for fabric also.=A0 Just anoth=er> work of trivia here - the Air Tech fabric covering process is the only> process approved in Canada for restricted category aircraft.>> I have seen many butyrate covering jobs that have cracked or peeled and> many that have not, but close examination of the ones that have cracked o=r> peeled revealed one most important characteristic that is common to most> cracking or peeling problems and that is material buildup.=A0 Material> buildup is the evil of a fabirc covering job no matter what system is use=d,> so beware of stacking up material as it also gains weight and will not gi=ve> you the full life you expect.=A0 I feel that all standard category aircra=ft> shoud be recovered every 20 years and all restricted and acrobatic catego=ry> or working aircraft should be recovered every 10 years, not because of th=e> fabric deterioration but because of the needed structural upkeep inside o=f> the aircraft.>> I hope all of this is of some use to everyone and just remember that is w=hy> there is vanilla and chocolate and if your system works for you and you a=re> making money, saving time, enjoy sanding, waiting for the correct weather> conditions and your customer is happyt don't change - keep up the good> work.>> I will be glad to share with anyone ideas and thoughts in making any fabr=ic> covering system better and I can truly accept constructive suggestions --> Give me a call, I like new ideas and helpful hints also.>> ----------
I'm a little skeptical when I see a phrase like "I don't seen how it wasever approved" when they give no reasons to back it up. There are onlythree basic steps to the fabric system. The fabric, which these guys admitare all about the same, the glue and the UV/fill coat. Cecobond isamazingly strong and durable. It is like a super strong contact cement buthardens up quite well. The fill/UV coat is equally as durable.What he didn't say was how old the Super Cubs were, how they had beenstored, etc. I've seen Stits jobs that I would consider unairworthy aswell.As to why they would write something like this, I don't know. Therecertainly couldn't be anything for them to gain by casting doubt on thecompetition's products, could there? ;-)I talked to a number of AFS's references before going that way with myplane. Dick Starkes and his Kansas City Dawn Patrol crew all use theproduct and are quite happy with it. They even had to remove the fabricafter several years when the hangar they were stored in flooded with muddyriver water. But even then, it was only removed to get the muddy silt outof the airframe. One of the earliest customer built Christavias is alsocovered with Blue River and has faired quite well over the last 15 yearsdespite being stored outside.Please, before you condemn this system because of what the competitionsays about it, talk to the owners. AFS will be happy to give you a list ofreferences. Also, keep in mind that AFS is NOT Blue River. Some of thecomponents are common, but there have been lots of improvements to the topcoats.KenOn Thu, 24 Jun 1999, Doug wrote:> > I used airtech on my piet,it produces an awsome finish!> Doug>>> The Blue River process, I agree, I don't seen how it was ever approved, A=ir> Tech told us that when they were doing their comparison testing the Blue> River was dropped off the list because they could not even make good test> samples for comparison.=A0 Piper Aircraft did cover several production Su=per> Cubs with Blue River and we at Special Products did several contract redo=s> for them using Air Tech.=A0 I could not believe my eyes when we removed t=he> Blue River process.=A0 Just a little trivia here -- Piper elected the Air> Tech covering process on the last 100 Super Cubs that were produced at Ve=ro> Beach and the Air Tech covering process is listed on the Type Certificate> Data Sheet as the factory approved process, so if they go back into> production the Air Tech covering process will be the factory choice.> I have seen some terrrible cracking problems on Ag aircraft and others,> because automotive enamel and polyurethane was sprayed over butyrate fini=sh> trying to get that chemical resistance or wet look.=A0 They got terrible> cracking instead.=A0 As everyone should know the cosmetic finish coasts o=n> any fabric covering process is not part of the approved fabric covering> process, but one should use a topcoat made for fabric also.=A0 Just anoth=er> work of trivia here - the Air Tech fabric covering process is the only> process approved in Canada for restricted category aircraft.>> I have seen many butyrate covering jobs that have cracked or peeled and> many that have not, but close examination of the ones that have cracked o=r> peeled revealed one most important characteristic that is common to most> cracking or peeling problems and that is material buildup.=A0 Material> buildup is the evil of a fabirc covering job no matter what system is use=d,> so beware of stacking up material as it also gains weight and will not gi=ve> you the full life you expect.=A0 I feel that all standard category aircra=ft> shoud be recovered every 20 years and all restricted and acrobatic catego=ry> or working aircraft should be recovered every 10 years, not because of th=e> fabric deterioration but because of the needed structural upkeep inside o=f> the aircraft.>> I hope all of this is of some use to everyone and just remember that is w=hy> there is vanilla and chocolate and if your system works for you and you a=re> making money, saving time, enjoy sanding, waiting for the correct weather> conditions and your customer is happyt don't change - keep up the good> work.>> I will be glad to share with anyone ideas and thoughts in making any fabr=ic> covering system better and I can truly accept constructive suggestions --> Give me a call, I like new ideas and helpful hints also.>> ----------
Pietenpol-List: Re: http://www.airtechcoatings.com/TEC-ARTICLES.htm
Original Posted By: Ted Brousseau
>>As to why they would write something like this, I don't know. There>certainly couldn't be anything for them to gain by casting doubt on the>competition's products, could there?
>(snip)>Please, before you condemn this system because of what the competition>says about it, talk to the owners. AFS will be happy to give you a list of>references. Also, keep in mind that AFS is NOT Blue River. Some of the>components are common, but there have been lots of improvements to the top>coats.>>Ken>That will be playing fair...SaludosGary Gower________________________________________________________________________________
>>As to why they would write something like this, I don't know. There>certainly couldn't be anything for them to gain by casting doubt on the>competition's products, could there?
>(snip)>Please, before you condemn this system because of what the competition>says about it, talk to the owners. AFS will be happy to give you a list of>references. Also, keep in mind that AFS is NOT Blue River. Some of the>components are common, but there have been lots of improvements to the top>coats.>>Ken>That will be playing fair...SaludosGary Gower________________________________________________________________________________> Fabric covering - AFS
Original Posted By: HotelPaPa6(at)aol.com
>> Hi,>> I thought I'd pass along an atricle I wrote for our local newslette=r (I> also passed it on to Kitplanes with illusions of grandeur. I am= inthe> process of using it as we speak. One of the Christavia has had hisplane> covered with the same produce since 1986 and has no complaints at a=ll.>> They hage a web site at: >> The web page was developed by none other than the infamous Dick Sta=rks,> that crazy member of the Kansas City Dawn Patrol. The Nieuports tha=t they> fly are covered with AFS and they are big proponents of teh system.=>> So far, my wife has covered the tail and, as of Tuesday night, we a=re now> ready to start covering the fuselage. Well, almost, the pre-cover> inspection on Tuesday revealed no real problems but I still want to= route> the aileron cables before we cover. It's really getting exciting no=w!>> Ken>>**>> When once you have tasted flight, you will always walk with your ey=es> turned skyward, for there you have been and there you will always b=e.**>> AFS Fabric Covering.>> After weeks of reading about numerous covering systems I finally fo=und> myself in Ennis Montana, the home of Aircraft Finishing Systems (AF=S). It> was midnight on March 6, 1999, when my wife, Rene, and I arrived at= the> Rainbow Valley Motel, having driven 11 hours from Calgary, Alberta.= The> motivation for such a trek was twofold. We had already ordered our> supplies for our Christavia MK1 homebuilt and since AFS had schedul=ed a> 3-day course over that weekend, we decided to do the course and pic=k up> our supplies in person.>> Ennis is a beautiful town (population 600) located in SW Montana> approximately 70 miles north of Yellowstone and situated on Route 2=87> between Butte and Bozeman. The Madison River, featured in the movie= "A> River Runs Through It", runs through the town. During the summer, t=hetown> is buzzing with tourists, but in early March, the only tourists com=e> equipped with their own snowmobiles to take on the snows of the par=k.When> we arrived, there were more snowmobiles in the parking lot than car=s and> trucks combined.>> The night we arrived, we told the very sleepy inn keeper we were he=re> taking a course for airplane covering and asked if he knew where AF=S was> located. He replied "Paul and Tammy? Yeh, they're out at the airp=ort -> just keep south on this road about 5 miles and you can't miss it." I HAD> asked Tammy for directions before leaving but didn't bother to writ=e them> down. After all, we men don't need no stinkin directions. So, at 8=:45the> next morning we get on the road for our 9:00 class.>> Sure enough, we found the airport and a large hangar that looked> promising. As we approached, however, we noticed a distinct lack o=ffresh> tire tracks or footprints in the snow. We walked to the hangar to f=ind it> quite deserted, but unlocked. Fortunately, there was a phone and aphone> book. I called Tammy and she only laughed a little as she gave me> directions to get to their shop - a couple of miles NORTH of the to=wn.>> As I got in the truck, grumbling, Rene smiled and asked why I didn'=t get> the directions when I arranged for the course. She knew better than= to> expect a response from that one.>> A Little Background>> AFS was started a year and a half ago by Paul and Tammy Yedinak aft=er a15> year association with the Blue River 7600 process. Blue River Aircr=aft> acquired the Eonex covering process in the early 80's. The original> process employed Ceconite fabric attached with a two-partcement/activator> gluing process and sealed with the 7601 filler coat, an early versi=on of> CecoFill. A two-part epoxy paint was used to finish the fabric. In= 1991,> a one part, water soluble cement called CecoBond was developed, tes=tedand> added to the 7600 process replacing the old cement.>> After trying numerous covering systems, Paul and Tammy first used t=heBlue> River 7600 process to cover a Super Cub in Miles City, Montana in 1=982.By> the early 90's they were fielding Blue River Aircraft technical sup=port> calls, taking orders, troubleshooting and performing R&D. In April,= 1997> Tammy formed a small company called Aircraft Finishing Systems (AFS=) and> added an 800 line to more formally handle the Blue River support ca=lls.> Six months later, AFS took over the Blue River line of fabric produ=ctsand> became a Ceconite distributor. At about the same time, AFS added t=heir> own water borne epoxy primers and top coats to the product line to> complete their fabric covering system.>> In its current form, the AFS covering process consists of the prime=r for> the base structure (yet unnamed), the glue used to adhere the fabri=c to> the structure (CecoBond), the combination fill coat and UV block> (CecoFill), and the top coats. Ceconite is the fabric called for in= the> STC covering this process, but the system will work with competitiv=e> fabrics as well. Rounding out the product line are the all-importa=nt> training seminars that AFS offers. There will soon be an instructio=nal> video available which may actually include our class. I'll have toget my> speech ready "I'd like to thank all the little people who helped me= win> this Oscar for 'Best Supporting Actor in an Aviation How-To Video'.....">> Over the years since first using the Blue River 7600 process, theyhave> rebuilt and covered numerous aircraft including several PA-12's aswellas> an SNJ trainer, the Navy version of the AT-6. They are currently co=vering> a Beech Staggerwing and just finished a Scout tow plane. Paul is an= AIand> taught Tammy the basics of covering aircraft. From there, she perfe=cted> the technique and does beautiful detail work. This was evident in t=helast> plane they did using all straight tapes. Tammy was not entirely ple=ased> with the end result and called the client to tell him that if he wa=sn't> satisfied, they could do it again. The owner came in and was more t=han> pleased with the finish and commenting that "It's just a tow plane"=. This> became the buzz phrase for the weekend. Whenever we made a mistakeor did> something that wasn't to Tammy's standards, we'd come back with " D=on't> worry, it's just a tow plane">>> Back to Class>> The class itself was quite unique. In addition to Rene and I, there= was> another couple, Mike and his fianc, Tracy. They are building an Avi=dFlyer> in Butte, about one and a half hours away. This was the first timeAFShad> any women taking the class. The six of us clicked together quite we=ll and> ended up having a great time.>> Working in our pairs, we started with some mock elevator control su=rfaces> that Paul had welded up for the class. The first step was to add th=e> multipurpose tape along each of the "ribs". This prevents chafing o=f the> fabric when the rib stitches are applied. This tape is a self adhes=ive,> woven tape similar to the tape used on hockey sticks.>> Then out came the glue. The CecoBond glue is similar to contact cem=ent in> the way that it works. It starts out as a liquid and sets up into a> flexible but incredibly strong rubber-like substance. It was painte=d on> the perimeter of the surface using 1" brushes. One of the neat tric=ksthey> showed us was to glue the bottom half of a small (2-4 oz) paper cup= to a> paper plate. Another cup is filled with glue and placed in the hal=f cup.> This forms a kind of "cup and saucer" rig that can be placed anywhe=re on> the fabric with little fear of it tipping over.>> The fabric is laid on the frame once the glue becomes tacky, then m=ore> glue is forced down through the fabric. This is where a little prac=tice> comes in - using too much glue can cause problems in the later stag=es of> covering with the fabric "dimpling" on the frame and having to be p=ulled> up later. The glue is also the sealer, which means that forcing mo=reglue> into that section of fabric becomes impossible and the adhesion is> compromised. Tammy and Paul have discovered that dry glue can be r=emoved> from irons, scissors and fingers with an industrial gum eraser. Th=ese> erasers can be found at lumberyards where they are used for cleanin=g> sanding disks. It is also useful to remove excess surface glue from= the> fabric once it has dried. Since the glue is water soluble, water w=ill> also help in the clean up while the glue is still wet.>> When we finished applying the fabric, it was shrunk using an iron s=et to> about 270 degrees. This pre-shrinking stage takes the slack from th=e> fabric. We then started on the other side of our surface using the= same> procedure as above. This side is tricky as well because you have to= tryto> apply the glue and fabric without interfering with the first side a=s well> as worrying about not letting the fabric dimple. We ended up havin=g to> live with a couple of dimples as yours truly got a little carried a=way> with slopping on the glue. Oh well, it's just a tow-plane!>> The other interesting part was forming the fabric around the curved> corners of the control surface. Tammy gave us two choices - the fi=rstwas> to cut the overlap into small strips and let them overlap each othe=r as> you came around the curve. The second, and more desirable, is to sh=rink> the fabric with an iron around the curve. This was fairly easy to d=o with> the 1" overlap on the main sheets of fabric. However, when we star=ted> taping, Tammy suggested we use a 3" tape to form around the corneras a> worst case scenario. We ironed those tapes for what seemed like hou=rs.> Tracy ended up being the envy of the group as her corner of the con=trol> was amazingly smooth and tight. Rene and I ended up with some wrin=klesby> using too much heat at the beginning.>> While Tammy was out of the room for a couple of minutes, Paul sugge=stedan> alternative method for getting out those wrinkles. He snuck out an=d> appeared a moment later, menacingly brandishing a heat gun. With a=n evil> grin he approached the control surface, fire belching from the muzz=le of> the gun. Just as he was about to hit our surface with a couple ofthousand> BTU's, Tammy walked through the door. She LOOKED at him and he loo=ked at> her like a kid who has just been caught with his hand in the cookie= jar.> He tried to protest, using the argument that "if they are going todo it> wrong, they should at least know how to do it right". Tammy was un=moved.> He did admit that using a heat gun was a definite no-no, but afterall,> this was only a tow plane.>> But before we got to the taping, we had to try our hand at rib stit=ching.> Despite the stigma that has arisen around how difficult it is to> rib-stitch, it is actually fairly easy. Regardless of how light you=rplane> is, I think that it is imperative that there be something more than= aglue> joint holding the fabric in place whether it be screws, rivets, wir=e or> lacing. If you do decide to rib-stitch, the flat cord seems to work= a lot> nicer than the round. We ended up adding a second layer of reinforc=ement> tape over the round cord stitches after they were done to prevent> accidentally sanding through the stitch in the finishing process.=>> While working on the Staggerwing, Paul and Tammy came across a rath=ereasy> stitch in the maintenance manual. Affectionately called the Stagger=wing> stitch, it is a lot easier than commonly used seine stitch.>> We also added inspection rings and control fairleads to our control=. The> rings are glued to the surface and covered with a patch. Fairleads,= used> where control cables or support wires pass through the fabric, were= cut> from a synthetic fabric material and simply glued to the surface.> Fiberglass can also be used and covered with a Ceconite patch to ma=ke a> smoother transition.>> The next step is sealing the fabric, which is done by using thinned= (five> percent distilled water) CecoBond, applied with a foam brush. A ver=y thin> coating is all that's necessary. Rene was the queen of coating gett=ing a> perfect even finish. As a man, I must say that it's far more mascul=ine to> have that light blue color rather than the girlie pink color that y=ou end> up with using the PolyFiber process.>> Finally, it was on to the spray shop. Paul has set up the second ba=y of> their office area with a small, folding spray booth. Since the mate=rials> are non-toxic, all that's really needed is a charcoal mask. However=, to> keep down the dust level, he also suggests using a small, filtered> discharge fan. Usually, these fans would be vented outside, but in= this> application it's just used to filter the paint dust out of the airand> discharges back into the room.>> Since Paul had recommended an HVLP spray paint gun, I shopped aroun=dprior> to our trip and found that most of them cost more than my compresso=r!> Then - success - I stumbled across a Star 950 HVLP gun at House ofTools> here in Calgary that was only $150 CDN. As I was unsure of how itwould> work, I decided to buy it and take it with me for the course.>> In Paul's expert hands, the gun was all set up in less than 15 minu=tes.> The verdict was that it was more than adequate to do the job. The m=ore> expensive guns do atomize the paint better at a lower pressure. How=ever,> similar results were also achievable with the Star gun using slight=ly> higher pressures. For a professional, this would certainly be an is=sue as> more overspray is generated. However, for an amateur painting one p=lane,> it is ideal.>> In the paint booth, the CecoFill is sprayed on first. It's a dark g=ray,> high solids coating that both fills the weave as well as provides a= UV> barrier. Due to the thickness of CecoFill, Paul suggests using a f=ilter> made from an insect screen (like in your windows at home) to strain= it> into the paint gun. Four mist coats were sprayed in a crisscrossedpattern> (vertically for one coat, horizontally for the next). Following th=is,the> control was sanded with 260-grit sandpaper to get rid of any> imperfections. This process was repeated twice before a final sandi=ngwith> 400-grit paper.>> Finally - the moment of truth - applying the topcoats. This is a fa=irly> conventional step and anyone with experience with paint guns will b=e> comfortable with using the supplied paints. When we the process wa=s> complete and dry, the fabric was ripped of the frame to take home a=s a> trophy. Obviously, this is one step you may want to skip when cover=ing> your own plane.>> Graduation>> In all, we spent about 24 hours in the class over two and a half da=ys. It> was definitely the most enjoyable class I have ever attended. I did=n'tget> any detention for talking in class or for taunting Paul and his hea=t gun.> Even if you don't plan on using their system, you can't go wrong wi=th> taking their course. The products they sell, however, are worth> considering especially if you want to avoid the harmful solventscontained> in most paints. Personally, because we have an attached garage, we= would> have to rent space to cover the airplane because of the possible to=xins.>> Their products are as good as any other products currently availabl=e andI> would recommend their system without hesitation. Don't let the size= ofthe> operation fool you. The Yedinaks are very professional and capableto> handle your covering needs. In fact, the small size makes them quit=e> refreshing to deal with. They know exactly what we are building and= I> don't have to explain my project every time I call for support. The=y are> even reachable on Saturdays if you get in a bind. I will do a follo=w up> article when we start covering the Christavia, which had better sta=rt> quickly as Rene is already eyeing things around the house to start> covering.>>________________________________________________________________________________
>> Hi,>> I thought I'd pass along an atricle I wrote for our local newslette=r (I> also passed it on to Kitplanes with illusions of grandeur
. I am= inthe> process of using it as we speak. One of the Christavia has had hisplane> covered with the same produce since 1986 and has no complaints at a=ll.>> They hage a web site at: >> The web page was developed by none other than the infamous Dick Sta=rks,> that crazy member of the Kansas City Dawn Patrol. The Nieuports tha=t they> fly are covered with AFS and they are big proponents of teh system.=>> So far, my wife has covered the tail and, as of Tuesday night, we a=re now> ready to start covering the fuselage. Well, almost, the pre-cover> inspection on Tuesday revealed no real problems but I still want to= route> the aileron cables before we cover. It's really getting exciting no=w!>> Ken>>**>> When once you have tasted flight, you will always walk with your ey=es> turned skyward, for there you have been and there you will always b=e.**>> AFS Fabric Covering.>> After weeks of reading about numerous covering systems I finally fo=und> myself in Ennis Montana, the home of Aircraft Finishing Systems (AF=S). It> was midnight on March 6, 1999, when my wife, Rene, and I arrived at= the> Rainbow Valley Motel, having driven 11 hours from Calgary, Alberta.= The> motivation for such a trek was twofold. We had already ordered our> supplies for our Christavia MK1 homebuilt and since AFS had schedul=ed a> 3-day course over that weekend, we decided to do the course and pic=k up> our supplies in person.>> Ennis is a beautiful town (population 600) located in SW Montana> approximately 70 miles north of Yellowstone and situated on Route 2=87> between Butte and Bozeman. The Madison River, featured in the movie= "A> River Runs Through It", runs through the town. During the summer, t=hetown> is buzzing with tourists, but in early March, the only tourists com=e> equipped with their own snowmobiles to take on the snows of the par=k.When> we arrived, there were more snowmobiles in the parking lot than car=s and> trucks combined.>> The night we arrived, we told the very sleepy inn keeper we were he=re> taking a course for airplane covering and asked if he knew where AF=S was> located. He replied "Paul and Tammy? Yeh, they're out at the airp=ort -> just keep south on this road about 5 miles and you can't miss it." I HAD> asked Tammy for directions before leaving but didn't bother to writ=e them> down. After all, we men don't need no stinkin directions. So, at 8=:45the> next morning we get on the road for our 9:00 class.>> Sure enough, we found the airport and a large hangar that looked> promising. As we approached, however, we noticed a distinct lack o=ffresh> tire tracks or footprints in the snow. We walked to the hangar to f=ind it> quite deserted, but unlocked. Fortunately, there was a phone and aphone> book. I called Tammy and she only laughed a little as she gave me> directions to get to their shop - a couple of miles NORTH of the to=wn.>> As I got in the truck, grumbling, Rene smiled and asked why I didn'=t get> the directions when I arranged for the course. She knew better than= to> expect a response from that one.>> A Little Background>> AFS was started a year and a half ago by Paul and Tammy Yedinak aft=er a15> year association with the Blue River 7600 process. Blue River Aircr=aft> acquired the Eonex covering process in the early 80's. The original> process employed Ceconite fabric attached with a two-partcement/activator> gluing process and sealed with the 7601 filler coat, an early versi=on of> CecoFill. A two-part epoxy paint was used to finish the fabric. In= 1991,> a one part, water soluble cement called CecoBond was developed, tes=tedand> added to the 7600 process replacing the old cement.>> After trying numerous covering systems, Paul and Tammy first used t=heBlue> River 7600 process to cover a Super Cub in Miles City, Montana in 1=982.By> the early 90's they were fielding Blue River Aircraft technical sup=port> calls, taking orders, troubleshooting and performing R&D. In April,= 1997> Tammy formed a small company called Aircraft Finishing Systems (AFS=) and> added an 800 line to more formally handle the Blue River support ca=lls.> Six months later, AFS took over the Blue River line of fabric produ=ctsand> became a Ceconite distributor. At about the same time, AFS added t=heir> own water borne epoxy primers and top coats to the product line to> complete their fabric covering system.>> In its current form, the AFS covering process consists of the prime=r for> the base structure (yet unnamed), the glue used to adhere the fabri=c to> the structure (CecoBond), the combination fill coat and UV block> (CecoFill), and the top coats. Ceconite is the fabric called for in= the> STC covering this process, but the system will work with competitiv=e> fabrics as well. Rounding out the product line are the all-importa=nt> training seminars that AFS offers. There will soon be an instructio=nal> video available which may actually include our class. I'll have toget my> speech ready "I'd like to thank all the little people who helped me= win> this Oscar for 'Best Supporting Actor in an Aviation How-To Video'.....">> Over the years since first using the Blue River 7600 process, theyhave> rebuilt and covered numerous aircraft including several PA-12's aswellas> an SNJ trainer, the Navy version of the AT-6. They are currently co=vering> a Beech Staggerwing and just finished a Scout tow plane. Paul is an= AIand> taught Tammy the basics of covering aircraft. From there, she perfe=cted> the technique and does beautiful detail work. This was evident in t=helast> plane they did using all straight tapes. Tammy was not entirely ple=ased> with the end result and called the client to tell him that if he wa=sn't> satisfied, they could do it again. The owner came in and was more t=han> pleased with the finish and commenting that "It's just a tow plane"=. This> became the buzz phrase for the weekend. Whenever we made a mistakeor did> something that wasn't to Tammy's standards, we'd come back with " D=on't> worry, it's just a tow plane">>> Back to Class>> The class itself was quite unique. In addition to Rene and I, there= was> another couple, Mike and his fianc, Tracy. They are building an Avi=dFlyer> in Butte, about one and a half hours away. This was the first timeAFShad> any women taking the class. The six of us clicked together quite we=ll and> ended up having a great time.>> Working in our pairs, we started with some mock elevator control su=rfaces> that Paul had welded up for the class. The first step was to add th=e> multipurpose tape along each of the "ribs". This prevents chafing o=f the> fabric when the rib stitches are applied. This tape is a self adhes=ive,> woven tape similar to the tape used on hockey sticks.>> Then out came the glue. The CecoBond glue is similar to contact cem=ent in> the way that it works. It starts out as a liquid and sets up into a> flexible but incredibly strong rubber-like substance. It was painte=d on> the perimeter of the surface using 1" brushes. One of the neat tric=ksthey> showed us was to glue the bottom half of a small (2-4 oz) paper cup= to a> paper plate. Another cup is filled with glue and placed in the hal=f cup.> This forms a kind of "cup and saucer" rig that can be placed anywhe=re on> the fabric with little fear of it tipping over.>> The fabric is laid on the frame once the glue becomes tacky, then m=ore> glue is forced down through the fabric. This is where a little prac=tice> comes in - using too much glue can cause problems in the later stag=es of> covering with the fabric "dimpling" on the frame and having to be p=ulled> up later. The glue is also the sealer, which means that forcing mo=reglue> into that section of fabric becomes impossible and the adhesion is> compromised. Tammy and Paul have discovered that dry glue can be r=emoved> from irons, scissors and fingers with an industrial gum eraser. Th=ese> erasers can be found at lumberyards where they are used for cleanin=g> sanding disks. It is also useful to remove excess surface glue from= the> fabric once it has dried. Since the glue is water soluble, water w=ill> also help in the clean up while the glue is still wet.>> When we finished applying the fabric, it was shrunk using an iron s=et to> about 270 degrees. This pre-shrinking stage takes the slack from th=e> fabric. We then started on the other side of our surface using the= same> procedure as above. This side is tricky as well because you have to= tryto> apply the glue and fabric without interfering with the first side a=s well> as worrying about not letting the fabric dimple. We ended up havin=g to> live with a couple of dimples as yours truly got a little carried a=way> with slopping on the glue. Oh well, it's just a tow-plane!>> The other interesting part was forming the fabric around the curved> corners of the control surface. Tammy gave us two choices - the fi=rstwas> to cut the overlap into small strips and let them overlap each othe=r as> you came around the curve. The second, and more desirable, is to sh=rink> the fabric with an iron around the curve. This was fairly easy to d=o with> the 1" overlap on the main sheets of fabric. However, when we star=ted> taping, Tammy suggested we use a 3" tape to form around the corneras a> worst case scenario. We ironed those tapes for what seemed like hou=rs.> Tracy ended up being the envy of the group as her corner of the con=trol> was amazingly smooth and tight. Rene and I ended up with some wrin=klesby> using too much heat at the beginning.>> While Tammy was out of the room for a couple of minutes, Paul sugge=stedan> alternative method for getting out those wrinkles. He snuck out an=d> appeared a moment later, menacingly brandishing a heat gun. With a=n evil> grin he approached the control surface, fire belching from the muzz=le of> the gun. Just as he was about to hit our surface with a couple ofthousand> BTU's, Tammy walked through the door. She LOOKED at him and he loo=ked at> her like a kid who has just been caught with his hand in the cookie= jar.> He tried to protest, using the argument that "if they are going todo it> wrong, they should at least know how to do it right". Tammy was un=moved.> He did admit that using a heat gun was a definite no-no, but afterall,> this was only a tow plane.>> But before we got to the taping, we had to try our hand at rib stit=ching.> Despite the stigma that has arisen around how difficult it is to> rib-stitch, it is actually fairly easy. Regardless of how light you=rplane> is, I think that it is imperative that there be something more than= aglue> joint holding the fabric in place whether it be screws, rivets, wir=e or> lacing. If you do decide to rib-stitch, the flat cord seems to work= a lot> nicer than the round. We ended up adding a second layer of reinforc=ement> tape over the round cord stitches after they were done to prevent> accidentally sanding through the stitch in the finishing process.=>> While working on the Staggerwing, Paul and Tammy came across a rath=ereasy> stitch in the maintenance manual. Affectionately called the Stagger=wing> stitch, it is a lot easier than commonly used seine stitch.>> We also added inspection rings and control fairleads to our control=. The> rings are glued to the surface and covered with a patch. Fairleads,= used> where control cables or support wires pass through the fabric, were= cut> from a synthetic fabric material and simply glued to the surface.> Fiberglass can also be used and covered with a Ceconite patch to ma=ke a> smoother transition.>> The next step is sealing the fabric, which is done by using thinned= (five> percent distilled water) CecoBond, applied with a foam brush. A ver=y thin> coating is all that's necessary. Rene was the queen of coating gett=ing a> perfect even finish. As a man, I must say that it's far more mascul=ine to> have that light blue color rather than the girlie pink color that y=ou end> up with using the PolyFiber process.>> Finally, it was on to the spray shop. Paul has set up the second ba=y of> their office area with a small, folding spray booth. Since the mate=rials> are non-toxic, all that's really needed is a charcoal mask. However=, to> keep down the dust level, he also suggests using a small, filtered> discharge fan. Usually, these fans would be vented outside, but in= this> application it's just used to filter the paint dust out of the airand> discharges back into the room.>> Since Paul had recommended an HVLP spray paint gun, I shopped aroun=dprior> to our trip and found that most of them cost more than my compresso=r!> Then - success - I stumbled across a Star 950 HVLP gun at House ofTools> here in Calgary that was only $150 CDN. As I was unsure of how itwould> work, I decided to buy it and take it with me for the course.>> In Paul's expert hands, the gun was all set up in less than 15 minu=tes.> The verdict was that it was more than adequate to do the job. The m=ore> expensive guns do atomize the paint better at a lower pressure. How=ever,> similar results were also achievable with the Star gun using slight=ly> higher pressures. For a professional, this would certainly be an is=sue as> more overspray is generated. However, for an amateur painting one p=lane,> it is ideal.>> In the paint booth, the CecoFill is sprayed on first. It's a dark g=ray,> high solids coating that both fills the weave as well as provides a= UV> barrier. Due to the thickness of CecoFill, Paul suggests using a f=ilter> made from an insect screen (like in your windows at home) to strain= it> into the paint gun. Four mist coats were sprayed in a crisscrossedpattern> (vertically for one coat, horizontally for the next). Following th=is,the> control was sanded with 260-grit sandpaper to get rid of any> imperfections. This process was repeated twice before a final sandi=ngwith> 400-grit paper.>> Finally - the moment of truth - applying the topcoats. This is a fa=irly> conventional step and anyone with experience with paint guns will b=e> comfortable with using the supplied paints. When we the process wa=s> complete and dry, the fabric was ripped of the frame to take home a=s a> trophy. Obviously, this is one step you may want to skip when cover=ing> your own plane.>> Graduation>> In all, we spent about 24 hours in the class over two and a half da=ys. It> was definitely the most enjoyable class I have ever attended. I did=n'tget> any detention for talking in class or for taunting Paul and his hea=t gun.> Even if you don't plan on using their system, you can't go wrong wi=th> taking their course. The products they sell, however, are worth> considering especially if you want to avoid the harmful solventscontained> in most paints. Personally, because we have an attached garage, we= would> have to rent space to cover the airplane because of the possible to=xins.>> Their products are as good as any other products currently availabl=e andI> would recommend their system without hesitation. Don't let the size= ofthe> operation fool you. The Yedinaks are very professional and capableto> handle your covering needs. In fact, the small size makes them quit=e> refreshing to deal with. They know exactly what we are building and= I> don't have to explain my project every time I call for support. The=y are> even reachable on Saturdays if you get in a bind. I will do a follo=w up> article when we start covering the Christavia, which had better sta=rt> quickly as Rene is already eyeing things around the house to start> covering.>>________________________________________________________________________________> > Fabric covering - AFS
Original Posted By: Michael D Cuy
> >> > Hi,> >> > I thought I'd pass along an atricle I wrote for our local newsletter (I> > also passed it on to Kitplanes with illusions of grandeur. I am in> the> > process of using it as we speak. One of the Christavia has had his plan=e> > covered with the same produce since 1986 and has no complaints at all.> >> > They hage a web site at: > >> > The web page was developed by none other than the infamous Dick Starks,> > that crazy member of the Kansas City Dawn Patrol. The Nieuports that th=ey> > fly are covered with AFS and they are big proponents of teh system.> >> > So far, my wife has covered the tail and, as of Tuesday night, we are n=ow> > ready to start covering the fuselage. Well, almost, the pre-cover> > inspection on Tuesday revealed no real problems but I still want to rou=te> > the aileron cables before we cover. It's really getting exciting now!> >> > Ken> >> >> >> >> > AFS Fabric Covering.> >> > After weeks of reading about numerous covering systems I finally found> > myself in Ennis Montana, the home of Aircraft Finishing Systems (AFS).It> > was midnight on March 6, 1999, when my wife, Rene, and I arrived at the> > Rainbow Valley Motel, having driven 11 hours from Calgary, Alberta. Th=e> > motivation for such a trek was twofold. We had already ordered our> > supplies for our Christavia MK1 homebuilt and since AFS had scheduled a> > 3-day course over that weekend, we decided to do the course and pick up> > our supplies in person.> >> > Ennis is a beautiful town (population 600) located in SW Montana> > approximately 70 miles north of Yellowstone and situated on Route 287> > between Butte and Bozeman. The Madison River, featured in the movie "A> > River Runs Through It", runs through the town. During the summer, the> town> > is buzzing with tourists, but in early March, the only tourists come> > equipped with their own snowmobiles to take on the snows of the park.> When> > we arrived, there were more snowmobiles in the parking lot than cars an=d> > trucks combined.> >> > The night we arrived, we told the very sleepy inn keeper we were here> > taking a course for airplane covering and asked if he knew where AFS wa=s> > located. He replied "Paul and Tammy? Yeh, they're out at the airport-> > just keep south on this road about 5 miles and you can't miss it." I H=AD> > asked Tammy for directions before leaving but didn't bother to write th=em> > down. After all, we men don't need no stinkin directions. So, at 8:45> the> > next morning we get on the road for our 9:00 class.> >> > Sure enough, we found the airport and a large hangar that looked> > promising. As we approached, however, we noticed a distinct lack of> fresh> > tire tracks or footprints in the snow. We walked to the hangar to findit> > quite deserted, but unlocked. Fortunately, there was a phone and a phon=e> > book. I called Tammy and she only laughed a little as she gave me> > directions to get to their shop - a couple of miles NORTH of the town.> >> > As I got in the truck, grumbling, Rene smiled and asked why I didn't ge=t> > the directions when I arranged for the course. She knew better than to> > expect a response from that one.> >> > A Little Background> >> > AFS was started a year and a half ago by Paul and Tammy Yedinak after a> 15> > year association with the Blue River 7600 process. Blue River Aircraft> > acquired the Eonex covering process in the early 80's. The original> > process employed Ceconite fabric attached with a two-part> cement/activator> > gluing process and sealed with the 7601 filler coat, an early version o=f> > CecoFill. A two-part epoxy paint was used to finish the fabric. In 199=1,> > a one part, water soluble cement called CecoBond was developed, tested> and> > added to the 7600 process replacing the old cement.> >> > After trying numerous covering systems, Paul and Tammy first used the> Blue> > River 7600 process to cover a Super Cub in Miles City, Montana in 1982.> By> > the early 90's they were fielding Blue River Aircraft technical support> > calls, taking orders, troubleshooting and performing R&D. In April, 199=7> > Tammy formed a small company called Aircraft Finishing Systems (AFS) an=d> > added an 800 line to more formally handle the Blue River support calls.=> > Six months later, AFS took over the Blue River line of fabric products> and> > became a Ceconite distributor. At about the same time, AFS added their> > own water borne epoxy primers and top coats to the product line to> > complete their fabric covering system.> >> > In its current form, the AFS covering process consists of the primer fo=r> > the base structure (yet unnamed), the glue used to adhere the fabric to> > the structure (CecoBond), the combination fill coat and UV block> > (CecoFill), and the top coats. Ceconite is the fabric called for in the> > STC covering this process, but the system will work with competitive> > fabrics as well. Rounding out the product line are the all-important> > training seminars that AFS offers. There will soon be an instructional> > video available which may actually include our class. I'll have to getmy> > speech ready "I'd like to thank all the little people who helped me win> > this Oscar for 'Best Supporting Actor in an Aviation How-To Video' ....==2E">> >> > Over the years since first using the Blue River 7600 process, they have> > rebuilt and covered numerous aircraft including several PA-12's as well> as> > an SNJ trainer, the Navy version of the AT-6. They are currently coveri=ng> > a Beech Staggerwing and just finished a Scout tow plane. Paul is an AI> and> > taught Tammy the basics of covering aircraft. From there, she perfected> > the technique and does beautiful detail work. This was evident in the> last> > plane they did using all straight tapes. Tammy was not entirely pleased> > with the end result and called the client to tell him that if he wasn't> > satisfied, they could do it again. The owner came in and was more than> > pleased with the finish and commenting that "It's just a tow plane". Th=is> > became the buzz phrase for the weekend. Whenever we made a mistake or d=id> > something that wasn't to Tammy's standards, we'd come back with " Don't> > worry, it's just a tow plane"> >> >> >> > Back to Class> >> > The class itself was quite unique. In addition to Rene and I, there was> > another couple, Mike and his fianc, Tracy. They are building an Avid> Flyer> > in Butte, about one and a half hours away. This was the first time AFS> had> > any women taking the class. The six of us clicked together quite well a=nd> > ended up having a great time.> >> > Working in our pairs, we started with some mock elevator control surfac=es> > that Paul had welded up for the class. The first step was to add the> > multipurpose tape along each of the "ribs". This prevents chafing of th=e> > fabric when the rib stitches are applied. This tape is a self adhesive,> > woven tape similar to the tape used on hockey sticks.> >> > Then out came the glue. The CecoBond glue is similar to contact cementin> > the way that it works. It starts out as a liquid and sets up into a> > flexible but incredibly strong rubber-like substance. It was painted on> > the perimeter of the surface using 1" brushes. One of the neat tricks> they> > showed us was to glue the bottom half of a small (2-4 oz) paper cup toa> > paper plate. Another cup is filled with glue and placed in the half cu=p.> > This forms a kind of "cup and saucer" rig that can be placed anywhere o=n> > the fabric with little fear of it tipping over.> >> > The fabric is laid on the frame once the glue becomes tacky, then more> > glue is forced down through the fabric. This is where a little practice> > comes in - using too much glue can cause problems in the later stages o=f> > covering with the fabric "dimpling" on the frame and having to be pulle=d> > up later. The glue is also the sealer, which means that forcing more> glue> > into that section of fabric becomes impossible and the adhesion is> > compromised. Tammy and Paul have discovered that dry glue can be remov=ed> > from irons, scissors and fingers with an industrial gum eraser. These> > erasers can be found at lumberyards where they are used for cleaning> > sanding disks. It is also useful to remove excess surface glue from the> > fabric once it has dried. Since the glue is water soluble, water will> > also help in the clean up while the glue is still wet.> >> > When we finished applying the fabric, it was shrunk using an iron set t=o> > about 270 degrees. This pre-shrinking stage takes the slack from the> > fabric. We then started on the other side of our surface using the sam=e> > procedure as above. This side is tricky as well because you have to try> to> > apply the glue and fabric without interfering with the first side as we=ll> > as worrying about not letting the fabric dimple. We ended up having to> > live with a couple of dimples as yours truly got a little carried away> > with slopping on the glue. Oh well, it's just a tow-plane!> >> > The other interesting part was forming the fabric around the curved> > corners of the control surface. Tammy gave us two choices - the first> was> > to cut the overlap into small strips and let them overlap each other as> > you came around the curve. The second, and more desirable, is to shrink> > the fabric with an iron around the curve. This was fairly easy to do wi=th> > the 1" overlap on the main sheets of fabric. However, when we started> > taping, Tammy suggested we use a 3" tape to form around the corner as a> > worst case scenario. We ironed those tapes for what seemed like hours.> > Tracy ended up being the envy of the group as her corner of the control> > was amazingly smooth and tight. Rene and I ended up with some wrinkles> by> > using too much heat at the beginning.> >> > While Tammy was out of the room for a couple of minutes, Paul suggested> an> > alternative method for getting out those wrinkles. He snuck out and> > appeared a moment later, menacingly brandishing a heat gun. With an ev=il> > grin he approached the control surface, fire belching from the muzzle o=f> > the gun. Just as he was about to hit our surface with a couple of> thousand> > BTU's, Tammy walked through the door. She LOOKED at him and he lookedat> > her like a kid who has just been caught with his hand in the cookie jar==2E> > He tried to protest, using the argument that "if they are going to do i=t> > wrong, they should at least know how to do it right". Tammy was unmove=d.>> > He did admit that using a heat gun was a definite no-no, but after all,> > this was only a tow plane.> >> > But before we got to the taping, we had to try our hand at rib stitchin=g.>> > Despite the stigma that has arisen around how difficult it is to> > rib-stitch, it is actually fairly easy. Regardless of how light your> plane> > is, I think that it is imperative that there be something more than a> glue> > joint holding the fabric in place whether it be screws, rivets, wire or> > lacing. If you do decide to rib-stitch, the flat cord seems to work a l=ot> > nicer than the round. We ended up adding a second layer of reinforcemen=t> > tape over the round cord stitches after they were done to prevent> > accidentally sanding through the stitch in the finishing process.> >> > While working on the Staggerwing, Paul and Tammy came across a rather> easy> > stitch in the maintenance manual. Affectionately called the Staggerwing> > stitch, it is a lot easier than commonly used seine stitch.> >> > We also added inspection rings and control fairleads to our control. Th=e> > rings are glued to the surface and covered with a patch. Fairleads, use=d> > where control cables or support wires pass through the fabric, were cut> > from a synthetic fabric material and simply glued to the surface.> > Fiberglass can also be used and covered with a Ceconite patch to make a> > smoother transition.> >> > The next step is sealing the fabric, which is done by using thinned (fi=ve> > percent distilled water) CecoBond, applied with a foam brush. A very th=in> > coating is all that's necessary. Rene was the queen of coating gettinga> > perfect even finish. As a man, I must say that it's far more masculineto> > have that light blue color rather than the girlie pink color that you e=nd> > up with using the PolyFiber process.> >> > Finally, it was on to the spray shop. Paul has set up the second bay of> > their office area with a small, folding spray booth. Since the material=s> > are non-toxic, all that's really needed is a charcoal mask. However, to> > keep down the dust level, he also suggests using a small, filtered> > discharge fan. Usually, these fans would be vented outside, but in thi=s> > application it's just used to filter the paint dust out of the air and> > discharges back into the room.> >> > Since Paul had recommended an HVLP spray paint gun, I shopped around> prior> > to our trip and found that most of them cost more than my compressor!=> > Then - success - I stumbled across a Star 950 HVLP gun at House of Tool=s> > here in Calgary that was only $150 CDN. As I was unsure of how it woul=d> > work, I decided to buy it and take it with me for the course.> >> > In Paul's expert hands, the gun was all set up in less than 15 minutes.=> > The verdict was that it was more than adequate to do the job. The more> > expensive guns do atomize the paint better at a lower pressure. However=,> > similar results were also achievable with the Star gun using slightly> > higher pressures. For a professional, this would certainly be an issueas> > more overspray is generated. However, for an amateur painting one plane=,> > it is ideal.> >> > In the paint booth, the CecoFill is sprayed on first. It's a dark gray,> > high solids coating that both fills the weave as well as provides a UV> > barrier. Due to the thickness of CecoFill, Paul suggests using a filte=r> > made from an insect screen (like in your windows at home) to strain it> > into the paint gun. Four mist coats were sprayed in a crisscrossed> pattern> > (vertically for one coat, horizontally for the next). Following this,> the> > control was sanded with 260-grit sandpaper to get rid of any> > imperfections. This process was repeated twice before a final sanding> with> > 400-grit paper.> >> > Finally - the moment of truth - applying the topcoats. This is a fairly> > conventional step and anyone with experience with paint guns will be> > comfortable with using the supplied paints. When we the process was> > complete and dry, the fabric was ripped of the frame to take home as a> > trophy. Obviously, this is one step you may want to skip when covering> > your own plane.> >> > Graduation> >> > In all, we spent about 24 hours in the class over two and a half days.It> > was definitely the most enjoyable class I have ever attended. I didn't> get> > any detention for talking in class or for taunting Paul and his heat gu=n.>> > Even if you don't plan on using their system, you can't go wrong with> > taking their course. The products they sell, however, are worth> > considering especially if you want to avoid the harmful solvents> contained> > in most paints. Personally, because we have an attached garage, we wou=ld> > have to rent space to cover the airplane because of the possible toxins==2E> >> > Their products are as good as any other products currently available an=d> I> > would recommend their system without hesitation. Don't let the size of> the> > operation fool you. The Yedinaks are very professional and capable to> > handle your covering needs. In fact, the small size makes them quite> > refreshing to deal with. They know exactly what we are building and I> > don't have to explain my project every time I call for support. They ar=e> > even reachable on Saturdays if you get in a bind. I will do a follow up> > article when we start covering the Christavia, which had better start> > quickly as Rene is already eyeing things around the house to start> > covering.> >> >> >>>________________________________________________________________________________
> >> > Hi,> >> > I thought I'd pass along an atricle I wrote for our local newsletter (I> > also passed it on to Kitplanes with illusions of grandeur
. I am in> the> > process of using it as we speak. One of the Christavia has had his plan=e> > covered with the same produce since 1986 and has no complaints at all.> >> > They hage a web site at: > >> > The web page was developed by none other than the infamous Dick Starks,> > that crazy member of the Kansas City Dawn Patrol. The Nieuports that th=ey> > fly are covered with AFS and they are big proponents of teh system.> >> > So far, my wife has covered the tail and, as of Tuesday night, we are n=ow> > ready to start covering the fuselage. Well, almost, the pre-cover> > inspection on Tuesday revealed no real problems but I still want to rou=te> > the aileron cables before we cover. It's really getting exciting now!> >> > Ken> >> >> >> >> > AFS Fabric Covering.> >> > After weeks of reading about numerous covering systems I finally found> > myself in Ennis Montana, the home of Aircraft Finishing Systems (AFS).It> > was midnight on March 6, 1999, when my wife, Rene, and I arrived at the> > Rainbow Valley Motel, having driven 11 hours from Calgary, Alberta. Th=e> > motivation for such a trek was twofold. We had already ordered our> > supplies for our Christavia MK1 homebuilt and since AFS had scheduled a> > 3-day course over that weekend, we decided to do the course and pick up> > our supplies in person.> >> > Ennis is a beautiful town (population 600) located in SW Montana> > approximately 70 miles north of Yellowstone and situated on Route 287> > between Butte and Bozeman. The Madison River, featured in the movie "A> > River Runs Through It", runs through the town. During the summer, the> town> > is buzzing with tourists, but in early March, the only tourists come> > equipped with their own snowmobiles to take on the snows of the park.> When> > we arrived, there were more snowmobiles in the parking lot than cars an=d> > trucks combined.> >> > The night we arrived, we told the very sleepy inn keeper we were here> > taking a course for airplane covering and asked if he knew where AFS wa=s> > located. He replied "Paul and Tammy? Yeh, they're out at the airport-> > just keep south on this road about 5 miles and you can't miss it." I H=AD> > asked Tammy for directions before leaving but didn't bother to write th=em> > down. After all, we men don't need no stinkin directions. So, at 8:45> the> > next morning we get on the road for our 9:00 class.> >> > Sure enough, we found the airport and a large hangar that looked> > promising. As we approached, however, we noticed a distinct lack of> fresh> > tire tracks or footprints in the snow. We walked to the hangar to findit> > quite deserted, but unlocked. Fortunately, there was a phone and a phon=e> > book. I called Tammy and she only laughed a little as she gave me> > directions to get to their shop - a couple of miles NORTH of the town.> >> > As I got in the truck, grumbling, Rene smiled and asked why I didn't ge=t> > the directions when I arranged for the course. She knew better than to> > expect a response from that one.> >> > A Little Background> >> > AFS was started a year and a half ago by Paul and Tammy Yedinak after a> 15> > year association with the Blue River 7600 process. Blue River Aircraft> > acquired the Eonex covering process in the early 80's. The original> > process employed Ceconite fabric attached with a two-part> cement/activator> > gluing process and sealed with the 7601 filler coat, an early version o=f> > CecoFill. A two-part epoxy paint was used to finish the fabric. In 199=1,> > a one part, water soluble cement called CecoBond was developed, tested> and> > added to the 7600 process replacing the old cement.> >> > After trying numerous covering systems, Paul and Tammy first used the> Blue> > River 7600 process to cover a Super Cub in Miles City, Montana in 1982.> By> > the early 90's they were fielding Blue River Aircraft technical support> > calls, taking orders, troubleshooting and performing R&D. In April, 199=7> > Tammy formed a small company called Aircraft Finishing Systems (AFS) an=d> > added an 800 line to more formally handle the Blue River support calls.=> > Six months later, AFS took over the Blue River line of fabric products> and> > became a Ceconite distributor. At about the same time, AFS added their> > own water borne epoxy primers and top coats to the product line to> > complete their fabric covering system.> >> > In its current form, the AFS covering process consists of the primer fo=r> > the base structure (yet unnamed), the glue used to adhere the fabric to> > the structure (CecoBond), the combination fill coat and UV block> > (CecoFill), and the top coats. Ceconite is the fabric called for in the> > STC covering this process, but the system will work with competitive> > fabrics as well. Rounding out the product line are the all-important> > training seminars that AFS offers. There will soon be an instructional> > video available which may actually include our class. I'll have to getmy> > speech ready "I'd like to thank all the little people who helped me win> > this Oscar for 'Best Supporting Actor in an Aviation How-To Video' ....==2E">> >> > Over the years since first using the Blue River 7600 process, they have> > rebuilt and covered numerous aircraft including several PA-12's as well> as> > an SNJ trainer, the Navy version of the AT-6. They are currently coveri=ng> > a Beech Staggerwing and just finished a Scout tow plane. Paul is an AI> and> > taught Tammy the basics of covering aircraft. From there, she perfected> > the technique and does beautiful detail work. This was evident in the> last> > plane they did using all straight tapes. Tammy was not entirely pleased> > with the end result and called the client to tell him that if he wasn't> > satisfied, they could do it again. The owner came in and was more than> > pleased with the finish and commenting that "It's just a tow plane". Th=is> > became the buzz phrase for the weekend. Whenever we made a mistake or d=id> > something that wasn't to Tammy's standards, we'd come back with " Don't> > worry, it's just a tow plane"> >> >> >> > Back to Class> >> > The class itself was quite unique. In addition to Rene and I, there was> > another couple, Mike and his fianc, Tracy. They are building an Avid> Flyer> > in Butte, about one and a half hours away. This was the first time AFS> had> > any women taking the class. The six of us clicked together quite well a=nd> > ended up having a great time.> >> > Working in our pairs, we started with some mock elevator control surfac=es> > that Paul had welded up for the class. The first step was to add the> > multipurpose tape along each of the "ribs". This prevents chafing of th=e> > fabric when the rib stitches are applied. This tape is a self adhesive,> > woven tape similar to the tape used on hockey sticks.> >> > Then out came the glue. The CecoBond glue is similar to contact cementin> > the way that it works. It starts out as a liquid and sets up into a> > flexible but incredibly strong rubber-like substance. It was painted on> > the perimeter of the surface using 1" brushes. One of the neat tricks> they> > showed us was to glue the bottom half of a small (2-4 oz) paper cup toa> > paper plate. Another cup is filled with glue and placed in the half cu=p.> > This forms a kind of "cup and saucer" rig that can be placed anywhere o=n> > the fabric with little fear of it tipping over.> >> > The fabric is laid on the frame once the glue becomes tacky, then more> > glue is forced down through the fabric. This is where a little practice> > comes in - using too much glue can cause problems in the later stages o=f> > covering with the fabric "dimpling" on the frame and having to be pulle=d> > up later. The glue is also the sealer, which means that forcing more> glue> > into that section of fabric becomes impossible and the adhesion is> > compromised. Tammy and Paul have discovered that dry glue can be remov=ed> > from irons, scissors and fingers with an industrial gum eraser. These> > erasers can be found at lumberyards where they are used for cleaning> > sanding disks. It is also useful to remove excess surface glue from the> > fabric once it has dried. Since the glue is water soluble, water will> > also help in the clean up while the glue is still wet.> >> > When we finished applying the fabric, it was shrunk using an iron set t=o> > about 270 degrees. This pre-shrinking stage takes the slack from the> > fabric. We then started on the other side of our surface using the sam=e> > procedure as above. This side is tricky as well because you have to try> to> > apply the glue and fabric without interfering with the first side as we=ll> > as worrying about not letting the fabric dimple. We ended up having to> > live with a couple of dimples as yours truly got a little carried away> > with slopping on the glue. Oh well, it's just a tow-plane!> >> > The other interesting part was forming the fabric around the curved> > corners of the control surface. Tammy gave us two choices - the first> was> > to cut the overlap into small strips and let them overlap each other as> > you came around the curve. The second, and more desirable, is to shrink> > the fabric with an iron around the curve. This was fairly easy to do wi=th> > the 1" overlap on the main sheets of fabric. However, when we started> > taping, Tammy suggested we use a 3" tape to form around the corner as a> > worst case scenario. We ironed those tapes for what seemed like hours.> > Tracy ended up being the envy of the group as her corner of the control> > was amazingly smooth and tight. Rene and I ended up with some wrinkles> by> > using too much heat at the beginning.> >> > While Tammy was out of the room for a couple of minutes, Paul suggested> an> > alternative method for getting out those wrinkles. He snuck out and> > appeared a moment later, menacingly brandishing a heat gun. With an ev=il> > grin he approached the control surface, fire belching from the muzzle o=f> > the gun. Just as he was about to hit our surface with a couple of> thousand> > BTU's, Tammy walked through the door. She LOOKED at him and he lookedat> > her like a kid who has just been caught with his hand in the cookie jar==2E> > He tried to protest, using the argument that "if they are going to do i=t> > wrong, they should at least know how to do it right". Tammy was unmove=d.>> > He did admit that using a heat gun was a definite no-no, but after all,> > this was only a tow plane.> >> > But before we got to the taping, we had to try our hand at rib stitchin=g.>> > Despite the stigma that has arisen around how difficult it is to> > rib-stitch, it is actually fairly easy. Regardless of how light your> plane> > is, I think that it is imperative that there be something more than a> glue> > joint holding the fabric in place whether it be screws, rivets, wire or> > lacing. If you do decide to rib-stitch, the flat cord seems to work a l=ot> > nicer than the round. We ended up adding a second layer of reinforcemen=t> > tape over the round cord stitches after they were done to prevent> > accidentally sanding through the stitch in the finishing process.> >> > While working on the Staggerwing, Paul and Tammy came across a rather> easy> > stitch in the maintenance manual. Affectionately called the Staggerwing> > stitch, it is a lot easier than commonly used seine stitch.> >> > We also added inspection rings and control fairleads to our control. Th=e> > rings are glued to the surface and covered with a patch. Fairleads, use=d> > where control cables or support wires pass through the fabric, were cut> > from a synthetic fabric material and simply glued to the surface.> > Fiberglass can also be used and covered with a Ceconite patch to make a> > smoother transition.> >> > The next step is sealing the fabric, which is done by using thinned (fi=ve> > percent distilled water) CecoBond, applied with a foam brush. A very th=in> > coating is all that's necessary. Rene was the queen of coating gettinga> > perfect even finish. As a man, I must say that it's far more masculineto> > have that light blue color rather than the girlie pink color that you e=nd> > up with using the PolyFiber process.> >> > Finally, it was on to the spray shop. Paul has set up the second bay of> > their office area with a small, folding spray booth. Since the material=s> > are non-toxic, all that's really needed is a charcoal mask. However, to> > keep down the dust level, he also suggests using a small, filtered> > discharge fan. Usually, these fans would be vented outside, but in thi=s> > application it's just used to filter the paint dust out of the air and> > discharges back into the room.> >> > Since Paul had recommended an HVLP spray paint gun, I shopped around> prior> > to our trip and found that most of them cost more than my compressor!=> > Then - success - I stumbled across a Star 950 HVLP gun at House of Tool=s> > here in Calgary that was only $150 CDN. As I was unsure of how it woul=d> > work, I decided to buy it and take it with me for the course.> >> > In Paul's expert hands, the gun was all set up in less than 15 minutes.=> > The verdict was that it was more than adequate to do the job. The more> > expensive guns do atomize the paint better at a lower pressure. However=,> > similar results were also achievable with the Star gun using slightly> > higher pressures. For a professional, this would certainly be an issueas> > more overspray is generated. However, for an amateur painting one plane=,> > it is ideal.> >> > In the paint booth, the CecoFill is sprayed on first. It's a dark gray,> > high solids coating that both fills the weave as well as provides a UV> > barrier. Due to the thickness of CecoFill, Paul suggests using a filte=r> > made from an insect screen (like in your windows at home) to strain it> > into the paint gun. Four mist coats were sprayed in a crisscrossed> pattern> > (vertically for one coat, horizontally for the next). Following this,> the> > control was sanded with 260-grit sandpaper to get rid of any> > imperfections. This process was repeated twice before a final sanding> with> > 400-grit paper.> >> > Finally - the moment of truth - applying the topcoats. This is a fairly> > conventional step and anyone with experience with paint guns will be> > comfortable with using the supplied paints. When we the process was> > complete and dry, the fabric was ripped of the frame to take home as a> > trophy. Obviously, this is one step you may want to skip when covering> > your own plane.> >> > Graduation> >> > In all, we spent about 24 hours in the class over two and a half days.It> > was definitely the most enjoyable class I have ever attended. I didn't> get> > any detention for talking in class or for taunting Paul and his heat gu=n.>> > Even if you don't plan on using their system, you can't go wrong with> > taking their course. The products they sell, however, are worth> > considering especially if you want to avoid the harmful solvents> contained> > in most paints. Personally, because we have an attached garage, we wou=ld> > have to rent space to cover the airplane because of the possible toxins==2E> >> > Their products are as good as any other products currently available an=d> I> > would recommend their system without hesitation. Don't let the size of> the> > operation fool you. The Yedinaks are very professional and capable to> > handle your covering needs. In fact, the small size makes them quite> > refreshing to deal with. They know exactly what we are building and I> > don't have to explain my project every time I call for support. They ar=e> > even reachable on Saturdays if you get in a bind. I will do a follow up> > article when we start covering the Christavia, which had better start> > quickly as Rene is already eyeing things around the house to start> > covering.> >> >> >>>________________________________________________________________________________