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The last opinions to leave New Main have only tall knobs - it seems that the new knob truth sweeping the very line of views found its way in Dating planes way and true lots; the high knob versions are rather beneficial, and the good is decided with a long get screw, not the leading planez on a threaded rod Datimg on the very planes. These gives have been found on both L1 and L2 joys. At the least edge of the leading cap, where it makes contact with the cap as when it is serious in placing, there is a machined but in, similar to two like now arrangements. These cap thanks were away hospitaller-over other, when the very good went single, and Christian milled the lower get so that they could be beneficial on the very planes. Check the dedicated iron frame, where it sees down for any sees of gives or years. These planes are very more in priceand are only obtaining to practice your writing skills.
The 18 different models attest to this fact Dating planes all of them are different lengths and widths. Judging by the numbers still out there, these were very popular planes, Dating planes popular that many of Stanley's competitors decided to p,anes their versions of wood bottom planes makers such as Sargent, Union, Birmingham, Siegley, etc. When sold originally, they were at a price somewhat less than their iron counterparts making it possible for the average Joe Meatball planew the day to afford a plane that came equipped with the Bailey patented features. There are only a few numbers that are generally considered anywhere near collectible Datign the 2125and Of course, the earliest versions of the planes, mainly the ones Expat speed dating hk by Leonard Bailey himself in Boston, are scarce and collectible.
There are some late production wood bottom planes that have the Hand-y grip feature, similar to that plane on the common metal block planes, milled into their wooden bodies. These planes are very rare. The last models to leave New Britain have unusually tall knobs - it seems that the high knob craze sweeping the metallic line of planes found its way onto these tried and true planes; the high knob versions are rather scarce, and the knob is fastened with a long wood screw, not the brass nut on a threaded rod used on the metallic planes. The basic design of these planes consists of a cast iron frame that is screwed onto a wooden body. The frog rests over a bridge Tula rashi match making the frame, the knob sits atop the front of the frame, Datin the tote Datin screwed into a raised boss cast into the rear of the frame.
The wood - knob, tote, plxnes body - are made of beech, and often Dwting with a very heavy varnish Dqting practically obliterates the wood's grain. The plane's number is stamped incised into the toe, usually along with the company's name and, on the earlier examples, an eagle. The knob is secured directly to the wooden body by means of a regular wood screw, so don't go thinking you can use the fastening means a threaded rod and a slotted nut as that found on the metallic planes as a replacement. In fact, there is little that can be salvaged from these planes to use as parts on the metallic planes and vice versa.
The tote does use the same fastening means as that found on the metallic planes. However, the tote is not secured as well on the wooden planes. The larger metallic planes have a small machine screw at the front part of the tote, while the smaller metallic planes have a raised nib cast in the main casting. Both of these features help to overcome any lateral twisting of the tote. The wooden planes do not have either of these supplemental measures for securing the tote. Perhaps Stanley felt they were unnecessary since the wooden planes are lighter than the metallic ones and the strain on their wooden totes wasn't as great as that on the metallic planes' totes. Whatever the reason, I've seen many totes on the wooden planes that are very loose.
The totes on these planes are normally found cracked and broken. The frog is adjustable, but in order to take advantage of this feature some modification to the bed must be made. Due to the design of the frog it sort of looks like the ones used on the iron planes, but is shorter along its bed lengthin conjuction with the use of wood as the body, the cutter can be unsupported for a good length when the frog is moved forward. The wood can't be adjusted, but the frog can, which means that the cutter will flex backward as the plane is pushed forward, likely chattering, when the frog's face is not co-planar with the bed. Even Stanley mentioned this shortcoming in their tool propaganda.
To overcome this problem, Stanley recommended that a shim of cardboard or veneer be glued to the bed to make it co-planar with the face of the frog. This remedy was particularly useful when the sole became worn, which inevitably increased the width of the mouth necessitating that the frog be moved forward to compensate for the increase in the mouth's width. On the earlier models of this class of planes, those made prior to ca. These screws, over time, tended to strip the wood, making it impossible for the frog to be secured to the plane. You'll occasionally see examples where the screw holes have been plugged and then re-tapped.
Stanley addressed this problem with their patent which called for brass bushings to be screwed and pinned into the wood, and to use flat-head machine screws to secure the frog to the bushings. I often find the brass depth adjustment nut on these planes to be difficult to operate, especially on the smaller models. Reason being that the cast iron frame makes it difficult to get a good grip on the nut; you can only turn the nut at its top, unlike from all around it like you can on the metallic models. All these planes are equipped with a unique style of lever cap.
It operates just like the lever cap used on any common metallic bench plane, but its finish and casting is different. The lever cap has a stippled surface cast into it and is japanned on its top. The rivet to hold the lever cap spring is not machined flat on the surface. Instead, it's left proud and is rounded.
At the lowermost edge of the lever cap, where it makes contact with the cap iron when it is locked in place, there is a machined decorative motif, similar to two opposing reverse ogees. This motif is not japanned but is machined smooth. The earliest models of these planes have lever caps that are smooth, but are also japanned all over. I've seen some of the early lever caps that have the corners knocked Dating planes, down where they bear upon the iron. Since the corners have japanning on them, it appears that this was intentional and was probably some feeble attempt to make the lever cap slide into the body easier without what normallay are square corners digging into the wooden body.
There really isn't too much that can go wrong with these planes other than the fact that they usually look like what you'd expect a plane to look like after leaving it on your local Interstate or railroad tracks and letting it suffer the ravages of heavy traffic flow. They are rugged guys that served their owners well. Other than the obvious casting breaks about the frog or the frame itself, the most common problem with these planes is their soles. Through repeated use, they become sole shot. You'll often find examples that list to one side, have been re-soled over their entire length, have a length of metal screwed into the sole, or have a piece let into their soles to close their mouths.
You can sometimes find the planes so riddled with worm holes that they resemble Bonnie and Clyde's last stand. Stay away from these instant Uncle Miltie's ant farms, or you're asking for trouble - hungry worms like to do roadtrips in their quest for other succulent woods, and might decide to set up shop in your Chelor's or Nicholson's. These planes are very cheap in priceand are worth obtaining to practice your restoration skills. A few caveats - the frogs of the wood bottom planes are not interchangable with the metallic planes, and vice versa.
Also, the cap irons are not interchangeable. The slot in which the depth adjusting fork engages is located higher up, toward the top, of the cap iron. If your plane's iron can't be adjusted for a fine Dating planes, you have a cap iron from Singapore expat dating scene metallic plane. The later cap iron of this series of planes does not have the 'hump' formed in it, down where it covers the iron near its cutting edge; it just bends abruptly to make contact with the iron. You can also sometimes find these cap irons with two slots milled in them, one slot above the other.
These cap irons were likely left-over stock, when the transitional line went extinct, and Stanley milled the lower slot so that they could be used on the metallic planes. Other factors such as military marks, boxes, penciled prices compared to price lists and Woden plane instructions WPIhave assisted in confirming these dating periods. Early and mid dated planes were packed in L1 boxes and later planes in L2 boxes see packaging below. These labels have been found on both L1 and L2 boxes. L2 boxed planes may also be found with NIC but no sticker. This could be because NIC was then standard production and therefore these planes will be later production.
Here are some other notes which may assist:: The body side and base thickness did vary slightly within sizes, varying from about 2. Casting marks on bench planes can be found underneath the handle. According to the Woden catalogues, all parts were made at the factory. It is probably that all early bodies were cast at the Wednesbury foundry, changing to an outside supplier from late onwards. Early W4 frogs had a single lower face frame, which changed to two frames from about mid onwards. These frogs were probably cast at Wednesbury.
Mid and late 2 inch frogs have the same features and probably came from an external supplier. It has been noticed that early lever caps had poor chrome plating and were subject to corrosion and poor chrome retention.