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08.07.2014 admin
Low end or not, it seems to be solidly made, the casting & frog seem to be identical to 20's and 30's Stanley's, judging from pics I've seen anyway. I have a No 4 type 5 and the iron has the “J” trademark which was allegedly used 1874-1884.  I think it’s original to the plane and the “nut” hole is at the top of the iron.
A lot of people point out that the change from one plane “type” to the next should be interpreted very differently from how we understand the change from one model year car to the next.
Since sharpening is such an expansive topic in and of itself, I will leave the specific how-to details for other posts.  What you need to know in the context of fine tuning, however, is that any plane, new or old, requires initial sharpening and honing. If all you want to know is what bevel angle to sharpen on your plane iron, make it 25? and call it a day.
First things First – Before you can determine the optimal angle at which your plan iron should be sharpened, you first need to know the angle at which it sits in the plane.
Regardless of whether the plane is bevel up or bevel down, the angle of the frog face (upon which the iron sits) is an important determining factor in determining the desired bevel angle. Bevel Down Planes – Since the irons on most bench planes are positioned bevel down, this is the most common configuration faced when sharpening.
The table below shows the three most common bench and block plane types and the proper angles at which to sharpen the irons. Back bevels are also helpful if your plane’s iron has rust damage or pitting to its un-beveled side. Wrapping up, the vast majority of both bench and block planes can be sharpened with a 25? bevel angle. Among the most frequent web searches that lead people to this site come from those looking for information on tuning a hand plane.
Seems like most of information related to using hand planes today tends to lean toward the puritanical. Taking a momentary step back, the traditional three bench plane system consists of a Fore Plane, Try Plane, and Smoothing Plane.


As a final thought, it is worth pointing out that many planes without adjustable mouths can still be adjusted. Unlike bench planes, the frogs of block planes are fixed, so unless they have an adjustable mouth, you’re stuck with the fixed size opening.
For more information on plane nomenclature, please refer to the Plane Terminology page for a full dictionary of plane parts and terms.
Fortunately, the construction of the plane has been exhaustively researched and documented, not a task as simple as one might assume since the Wrights were very secretive, didn’t keep detailed plans of the design, and constantly made changes on the fly (no pun intended).
While I could not find any direct reference to the woodworking tools and techniques employed to make the wooden parts of the plane, looking at detailed photos of the components provides some insight.
Specification charts for Millers Falls planes have now been added to the site under the Tools menu. A lady I work with brought her grandfathers plane to me to see if I could give her any info.
Type 8 or 9 I can't see the sliding section side, but if it has two screws in the plate just above the blade adjuster is a 8. Check under the plane there should be 2 numbers, one is on the main frame the other is on the sliding section. A lot of people still think the planes made by the Siegley Tool Company were made by him, when in fact they were made by Stanley. At the moment even some leading American auction houses, will list the Stanley made plane as being made by Jacob Siegley.
I have two transitional Siegleys (26'' and 15'') with STS iron, but otherwise look just like Stanley No. Jacob Siegley himself didn't make Transitional plane's, nor did he make bench plane's with lever caps. In the world of vintage tools, adjustable mouths were most commonly featured on the various manufacturers’ premium lines of block planes and a few of their specialty planes.


The pressure difference causes large amounts of air to be accelerated through the plane of the propeller and the reaction of the vehicle to this motion generates a force called thrust.
According to the type study (if one goes by that) that particular plane was produced 1885-1888. Typically, this is accomplished by sliding the toe section of the plane forward (away from the iron) to increase the size of the mouth opening, or backward toward the iron to decrease it.
Modern manufacturers like Lie Nielsen and Veritas understand the value of adjustable mouths to woodworkers and feature them on many of their bench planes as well their block planes. Once you have it set appropriately for what you’re trying to accomplish, the results will be superior to what you would get from a plane with a fixed aperture mouth, which lacks the flexibility for making fine adjustments to the cut.
The planes that were made by Siegley in Wilkes Barre used a much different frog, iron, and lateral adj mechanism that were covered by Siegley's patents. It is an excellent No12 but there is a Stanley blade in it that has what looks like an adjuster section milled from an old blade. They discussed and argued the question, sometimes heatedly, until they concluded that an aeronautical propeller is essentially a wing rotating in the vertical plane. On that basis, they used data from more wind tunnel tests to design their propellers. Stanley copied these on their first run of Siegley planes (after they bought the patent rights in 1901), then switched over to normal Stanley parts. 7 with a slightly cambered iron to level out uneven joints before moving to the smooth plane.
I think my plane has the correct Tm on the iron but a type study would lead someone else to question it.



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