Rejuvenation

Rejuvenation is an FAA accepted process (AC43.13-1b(2-35)) that is used to restore flexibilty and significantly extend the life of doped fabric finishes on aircraft. The great thing about modern synthetic fabric coverings is that they can literally last a lifetime - much longer than the dopes and the polyurethane paints that are used to finish the fabric. While polyurethanes will usually crack after only a few years, a properly applied doped finish can remain flexible and durable almost indefinitely - provided that it is periodically rejuvenated. According to the FAA, rejuvenator consists of a "mixture of very potent solvents and plasticizers to restore [dope's] resilience."

VintageAero extend the rejuvenation concept to the whole airframe:

a fabric and dope rejuvenation,
a complete bare-metal respray for sheet metal,
a full detailing that include original markings and insignia,
an interior refurbishment,
a complete airframe re-rigging,
and a very thorough airworthiness inspection.

We completely disassemble all components (wings, empennage,
centre section, flight controls, etc.) and remove all panels and
covers. This gives good access to the individual components and
allows us to work with them inside our climate controlled spray booth.

METAL PARTS: All metal parts are 100% stripped of old paint, alodyne treated, primed in epoxy primer, and then re-sprayed in an STC compliant, flexible polyurethane finish, such as RanThane.

FABRIC PARTS: All doped surfaces are sanded and all cracks are removed down to the base fabric nitrate layer. The sanded fabric is then sprayed with three coats of Butysolv or PolyTone rejuvenator (as appropriate). Sanded layers of silver dope are then applied for fill and fabric protection. Finally, several coats of Randolph butyrate or Stits Polytone (as appropriate) are applied for final colour and gloss finish. In the case of severely brittle or cracked dope finish, the dope is completely removed down to the nitrate layer and the component is refinished from scratch in all new dope per STC. Regardless, the result is a finish that looks as good as new, because it is new!

DETAIL: All Stearman components are then detailed in accordance with the relevant Army or Navy specifications that apply to original paint scheme selected. Period squadron markings and national insignia are applied. All dope codes and part numbers are stencil painted using stencils created from an original 1940's era stencilling machine. Authentic Boeing factory and military inspection stamps are then applied after the part has been airworthiness checked by an FAA Inspector. Prior to assembly, leather patches are glued to the correct fabric attachment locations, per factory drawings, resulting in a highly detailed original finish. At the customer's request, the doped surfaces can be buffed to a high lustre, similar to a wet-look gloss of many polyurethane paints - but in a much easier to maintain, and repair form that is less prone to cracking in operation.

INTERIOR: Instrument panels and instruments are removed. The panels are
disassembled and stripped of paint. Then they are treated and repainted per
"metal parts" above andfinished in a non-reflective epoxy coating. New
placards and labels are installed. Any defective instruments are replaced. Seat
cushions are repaired or replaced as necessary. The main control items - control
rods, sticks, rudder pedals and hangars, brake components, etc. are removed,
stripped and painted. Throttle quadrants are removed, overhauled and certified
in our shop. If installed, the control lock is rigged for proper function.

ASSEMBLY: All inspected components are then re-assembled to the airframe,
balanced and checked. Any bad bearings or cables are replaced, and only the correct hardware is used. All cables are correctly tensioned and all control runs, engine, aileron, elevator, rudder and brake are inspected for condition and proper rigging. Brakes cylinders are drained and the fluid replaced. Brake pads are replaced as required. The landing gear is dissassembled, inspected and all parts, including seals and bushings, are replaced as needed. The aircraft is then rigged in accordance with the Boeing Erection and Maintenance manual and all brace wires (flying, landing, tail) are correctly tensioned using calibrated equipment. Finally, the aircraft is flight-tested and any discrepancies rectified.

CERTIFICATION: A thorough annual airworthiness inspection is performed that addresses all the points in the SRA certification checklist. Transponder and ELT checks are performed and logged. Any discrepancies are rectified and an FAA Inspector certifies the aircraft.