Va Vol 49 no 1 Jan Feb 2021

JANUARY / FEBRUARY 2021

PIPER SHORT WING MAGIC

PIPER PA-22 HISTORY LESSON KEEPING YOUR TRI-PACER FLYING FAMILY SHORT WING BOND

Pre-production model shown.

CHANGE IS TOUGH. THAT ’S WHY WE LIKE IT. T H E

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A L L - N E W

F O R D

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Message From the President

January/February 2021

SUSAN DUSENBURY, VAA PRESIDENT

STAFF Publisher: Jack J. Pelton, EAA CEO and Chairman of the Board Vice President of Publications, Marketing, and Membership: Jim Busha / jbusha@eaa.org

Short Wing Roundup

Senior Copy Editor: Colleen Walsh Copy Editors: Tom Breuer, Jennifer Knaack Proofreader: Meghan Plummer Graphic Designer: Cordell Walker

AT EAA AIRVENTURE OSHKOSH 2021

the Vintage Aircraft Association is delighted to be featuring one of Piper’s most iconic designs — the PA-22 aircraft.

The articles in this issue of Vintage Airplane are dedicated exclusively to this quintessential series of airplanes.

I was 16 years old and about to take my first airplane ride. Even though many years have gone by, I remember that day like it was yesterday. It was a beautiful Sunday afternoon in the low country of South Carolina when my mother drove me to Overton Field in Andrews, South Carolina, where I took my first ride in an airplane. (My mother drove me to the airport because I did not have a driver’s license yet.) That day I watched as a pert little red and white plane landed and taxied in. I was so excited that I could barely contain myself. I took my cherished first plane ride that Sunday afternoon, and the following Sunday I was in the left seat as a newly minted student pilot taking flying lessons in what I learned was a Piper PA-22-108 Colt. Soon thereafter I soloed the Colt at the Georgetown County Airport, which was constructed in 1941 by the U.S. Navy and used by the Marine Corps as an auxiliary airfield during World War II. It was also used by the Army Air Forces flying anti-submarine patrols over the Atlantic coastline area in 1942. Anyway, after a few hours of solo time from Overton Field, I took some cross-country dual instruction from retired Presbyterian minister William S. “Scotty” Scott, who owned and operated the FBO at Carolina Skyways Airport (no longer in existence) on James Island, which is located near Charleston, South Carolina. Carolina

Skyways consisted of a large field with three grass runways. The FBO was an old one-story house that had a pot-bellied stove for heat and was probably built in the late 1800s. The screen door on the porch had a wooden thread spool for a handle.

Funny how some things you never forget. Anyway, Scotty sent me out on one supervised cross-country flight and then turned me loose with a “blanket” cross-country signoff.

(I’ll just say that flight training was not as structured and precise then as it is now.) I flew all over the state of South Carolina in that Colt. Every Sunday morning a small group of us would meet at a private strip (grass, 2,200 feet in length, and no longer there) in St. Stephen, South Carolina, for a day of flying. I would fly into Remley’s Point Airport (multiple grass runways and no longer in existence) and talk with Maj. North.

Maj. North ran the Remley’s Point Airport and was a former World War I pilot. I flew into the Goat Island Airport (grass runway and no longer there) that was located on Lake Marion in the Santee area. I flew into the Isle of Palms Airport (grass runway and no longer there) that was beside and parallel to the intracoastal waterway. I could say more, but you get the picture.

Once I graduated from high school and left for college I never flew a Colt again, but I do remember and I certainly admire the Colt for being an honest airplane. It was straightforward and fun to fly.

ADVERTISING Advertising Manager: Sue Anderson / sanderson@eaa.org

CONTACT US Mailing Address: VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.eaavintage.org Email: vintageaircraft@eaa.org Phone: 800-564-6322 Visit www.eaavintage.org for the latest in information and news.

Current EAA members may join the Vintage Aircraft Association and receive Vintage Airplane magazine for an additional $45/year.

EAA membership, Vintage Airplane magazine, and one-year membership in the EAA Vintage Aircraft Association are available for $55 per year (Sport Aviation magazine not included). (Add $7 for International Postage.)

Foreign Memberships Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required foreign postage amount for each membership.

Membership Service P.O. Box 3086, Oshkosh, WI 54903-3086 Monday–Friday, 8 AM—6 PM CST Join/Renew 800-564-6322 membership@eaa.org EAA AirVenture Oshkosh www.EAA.org/AirVenture

CONTINUED ON PAGE 64

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

888-322-4636

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Contents FE AT UR E S

10 Short Wings, Big Impact Celebrating the short wing Piper at AirVenture 2021

By Ti Windisch

18 History Lesson PA-22 Tri-Pacer

By Roger W. Peperell

30 Better Late Than Never Flying after a 30-year pause

By Christina Basken

38 Restoration and Maintenance of a Piper PA-22 Tri-Pacer

By Clyde “The Cub Doctor” Smith

50 All in the Family Big brother Pacer, little sister Vagabond!

By Sparky Barnes

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January/February 2021

Piper Clipper PA-16

PHOTOGRAPHY BY JIM KOEPNICK

January/February 2021 / Vol. 49, No. 1

COLUM NS 01

Message From the President

By Susan Dusenbury

04

Friends of the Red Barn

06

How To? Construct a Cap Strip Bending Form

By Robert G. Lock

08

Good Old Days

60

The Vintage Mechanic Instrument Systems

By Robert G. Lock

64

Flymart

COV ER S

Front

Dan Simpson begins his breakaway from the photo plane in his 1955 Tri-Pacer.

Photography by Christina Basken

Back

1960 Tri-Pacer Photography courtesy of Roger W. Peperell

QUESTIONS OR COMMENTS? Send your thoughts to the Vintage editor at jbusha@eaa.org.

For missing or replacement magazines, or any other membership-related questions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

www.eaavintage.org

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Friends of the

RED BARN 2021-2022

DEAR FRIENDS,

For one week every year a temporary city of about 50,000 people is created in Oshkosh, Wisconsin, on the grounds of Wittman Regional Airport. We call the temporary city EAA AirVenture Oshkosh. During this one week, EAA and our communities, including the Vintage Aircraft Association, host more than 500,000 pilots and aviation enthusiasts along with their families and friends.

With the support of the very capable VAA officers, directors, and more than 600 volunteers, the Vintage Aircraft Association annually welcomes more than 1,100 vintage showplanes throughout the week of AirVenture on our nearly 1.3-mile flightline. We continue to work to bring an array of valuable services and interesting programs to the VAA membership and to all of our Vintage Village visitors during this magical week. Across Wittman Road and in front of our flagship building, the VAA Red Barn, we will feature some really interesting airplanes, including the beautiful past Vintage Grand Champions, an array of fun and affordable aircraft, and some exciting rare and seldom-seen aircraft. In Vintage Village proper we have a hospitality service, a bookstore, a general store (the Red Barn Store), youth programs, educational forums, and much more.

As you can imagine, creating the infrastructure to support these displays, as well as the programs offered during the week, is both time-consuming and costly, but they are made possible thanks to donations from our wonderful members.

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January/February 2021

As your president, I am inviting you on behalf of the Vintage Aircraft Association to join our association’s once-a-year fundraising campaign — Friends of the Red Barn (FORB).

The services and programs that we provide for our members and guests during AirVenture are made possible through our FORB fundraising efforts.

A donation from you — no matter how large or small — supports the dream of aviation for aviators and aviation enthusiasts of all ages and levels of involvement. We invite you to join us in supporting this dream through the Friends of the Red Barn.

I thank you in advance for your continued support of the Vintage Aircraft Association as we move this premier organization forward on behalf of our membership and the vintage aircraft movement.

If you have already made a 2021-2022 FORB contribution, thank you for your dedication and support of the vintage aircraft movement.

I look forward to seeing you all in Vintage Village at EAA AirVenture Oshkosh beginning July 26, 2021!

SUSAN DUSENBURY, PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

PHOTOGRAPHY BY CONNOR MADISON, SCOTT SLOCUM

C A L L F O R V I N TA G E A I R CR A F T A S S O CI AT I O N

Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, historian, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductee — but only if they are nominated.

The person you nominate can be a citizen of any country and may be living or deceased; his or her involvement in vintage aviation must have occurred between 1950 and

the present day. His or her contribution can be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association or the Antique/Classic Division of EAA, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part.

•Think of a person; think of his or her contributions to vintage aviation.

•Write those contributions in the various categories of the nomination form.

•Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view.

•If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame, nominations for the honor are kept on file for three years, after which the nomination must be resubmitted.

Mail nominating materials to: VAA Hall of Fame, c/o Amy Lemke VAA PO Box 3086 Oshkosh, WI 54903 Email: alemke@eaa.org

Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted.

•Name of person nominated.

•Address and phone number of nominee.

•Email address of nominee.

•Date of birth of nominee. If deceased, date of death.

•Name and relationship of nominee’s closest living relative.

•Address and phone of nominee’s closest living relative.

•VAA and EAA number, if known. (Nominee must have been or be a VAA member.)

•Time span (dates) of the nominee’s contributions to vintage aviation.

(Must be between 1950 to present day.)

•Area(s) of contributions to aviation.

•Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame.

•Describe achievements the nominee has made in other related fields in aviation.

•Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received.

•Any additional supporting information.

•Submitter’s address and phone number, plus email address.

•Include any supporting material with your petition.

How To? ROBERT G. LOCK

CONSTRUCT A CAP STRIP BENDING FORM

BY ROBERT G. LOCK

A CAP STRIP BENDING FORM is a fixture in which wing rib cap strips are bent to proper curvature. The cap strips will have their fibers softened in hot water and then are clamped in this fixture while still wet. When the moisture has dried, they may be removed from the form and will retain their curvature.

ABOVE: A 1929 Command-Aire 5C3 main wing rib when I built it way back in 1985.

These three illustrations depict the drawn curve, the band saw’s guideline, and the two pieces that result from the cut.

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January/February 2021

To make the form, it will be necessary to secure a large section of soft wood — I like to find a really good piece of fine-grained and knot-free redwood about 18 inches in length that measures at least 4 inches by 4 feet. Using an existing wing rib, trace the outline of the upper (and if necessary the lower) cap strip nose section where the bend is the most extreme.

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

Since the formed cap strips will tend to “spring back” somewhat after they are removed from the form, it is a good idea to saw the block with a slightly sharper curve than needed. Cut the form with a band saw and sand the cut smooth.

To soak the cap strips, you will need to construct a tube capable of holding water. There is no need to soak the entire cap strip but rather the forward section only, about from the front spar forward. I use a section of 4-inch-diameter PVC pipe about 3 feet long and bond a cap on one end. When ready to soak, I put enough hot water in the pipe to wet out the cap strips and then drop the strips into the water. Since wood likes to float, if needed add some weight to hold the cap strips down in the water. Let them soak for one to two hours. Remove and immediately place in the form block, clamp down using two C-clamps, and leave overnight to dry. The dry redwood form block will absorb most of the moisture of the cap strips.

Upgrade to Reliability

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engines ... with NO change of oil cooler location required!

316-283-8000 • BandC.com www.vintageaircraft.org

7

Good Old Days

From the pages of what was ...

Take a quick look through history by enjoying images pulled from publications past.

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January/February 2021

www.eaavintage.org

9

PA-22 Tri-Pacer

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January/February 2021

PHOTOGRAPHY BY JOHN DIBBS

Short Wings,

BIG IMPACT CELEBRATING THE SHORT WING PIPER AT AIRVENTURE 2021

BY TI WINDISCH

www.eaavintage.org

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lthough it was not the first short wing Piper aircraft introduced, the PA-22 Tri-Pacer was a trailblazer in many regards. The Tri-Pacer, as the name implies, was the first tricycle gear short wing Piper product, and it was an immediate commercial success upon its introduction, with buyers clamoring to acquire them in the early 1950s. The Tri-Pacer also spawned the Short Wing Piper Club, which became a bastion for owners of its younger and older cousins, tricycle gear or otherwise.

GENESIS OF THE SHORT WING PIPER The first short wing Piper aircraft were a response to a real issue — the overabundance of former military aircraft available on the market after World War II concluded. The situation was getting bleak for Piper, just as it did for all aircraft manufacturers at that time.

“Piper Aircraft Corporation, famous for producing the J-3 Cub, entered the post-World War II market with some nice improvements to their existing prewar offerings,” Vintage Aircraft Association board member Dan Knutson said.

“Things were going along nicely until there was a glut of airplanes due to both overproduction of new aircraft and thousands of military surplus aircraft being put on the market. Many aircraft manufacturers went out of business, and Piper came very close.”

To stay in business, Piper needed to stand out from the competition. The moonshot that proved effective was the first short wing Piper, the Vagabond, built with cost-effectiveness in mind.

“Production was halted on all existing models, and Piper’s attention was focused on a new low-cost basic airplane, the PA-15 Vagabond,” Dan said. “The Vagabond was developed and certified in a very short time and was offered for sale at $1,995. The airplane was successful and helped pull Piper out of its financial problems.”

The Short Wing Piper News began as a simple newsletter created by the Tri-Pacer Owners Group, and took its current name in 1982 — actually using the Short Wing Piper moniker a few years before the Short Wing Piper Club assumed its current name. One thing that hasn’t changed over all those years is the value it provides Piper owners.

PHOTOGRAPHY BY JIM KOEPNICK

PA-16 Clipper

A steady stream of improvements, including more horsepower, an electrical system (which the initial PA-15 lacked), more seats, flaps, and other quality-of-life tweaks, made these affordable airplanes more enjoyable to fly. The PA-16 Clipper, PA-17 Vagabond Trainer, and PA-20 Pacer all enjoyed success similar to the original Vagabond while following in its footsteps.

These designs all did well, but by the time the PA-20 was introduced there was a market emerging that the short wing Piper aircraft hadn’t entered yet: nosewheel airplanes. Like them or not, the tricycle gear trend was clearly rising quickly in popularity by the late 1940s and early ’50s.

“These airplanes were considered to be easier to take off and land and resulted in fewer aircraft accidents,” Dan said. “The oldschool purists scoffed at the idea, but the aviation world was changing. Piper management decided that if they could build a low-cost, four-passenger airplane with a tricycle landing gear that was easy to operate, more people would learn to fly.”

Piper was right. The Tri-Pacer, its new short wing, tricycle gear offering in 1951, was immediately a smash hit, leading to a decade of production featuring increasingly higher horsepower and other improvements. Following the great run of the TriPacer, Piper introduced the Colt specifically for training, and it too found success.

“The smaller Lycoming 108-hp engine was used,” Dan said. “The rear seat, rear door, flaps, and other nonessential amenities were eliminated. This airplane was brought to the market for $4,995. Yet another home run for Piper. Production continued until 1964 with 1,868 built.”

Between the Tri-Pacer and the Colt, nearly 10,000 short wing Pipers with nose wheels were manufactured from 1951 to 1964, making the two types a significant portion of the GA fleet. They remain as such today, in large part because avid owners and flyers banded together in the Short Wing Piper Club.

Converted PA-22

www.eaavintage.org

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GOING CLUBBING

“We have not all but a very large collection of the drawings from Piper that we offer to our members to help maintain the airplanes and keep them flying. And it’s also about the camaraderie. The airplanes bring us together, but it’s about the people.”

— Steve Caruthers 14

January/February 2021

While today the Short Wing Piper Club has become an essential institution for owners of all different kinds of short wing Piper aircraft, it began as two different groups of Tri-Pacer owners. The first, formed due to a chance meeting of four PA-22 owners at Van Sant Airport, had a simple mandate that still basically proves as a mission statement for the club today — “to provide a format for Tri-Pacer owners to pool their knowledge about problems and solutions relating to operating their planes,” in the words of founding member Al Nixon.

According to Steve Caruthers, current president of the Short Wing Piper Club, the group drew inspiration from similar groups dedicated to keeping old cars on the road.

“A couple of these guys were car guys who had seen car meets, and they said, ‘Well, why can’t we do this for airplanes?’” Steve said. “‘We have airplanes. They’re not in production anymore. How do we get parts? Where do we find out how to do things?’ So they started the Tri-Pacer Owners Group.”

The Tri-Pacer Owners Group was originally intended to mainly consist of sharing this knowledge through a newsletter, with fly-ins and other gatherings taking a back seat to the written word. Just three years after those founding members formed their club, they learned of the Kansas City Tri-Pacer Association, and the two groups merged and continued to grow.

By 1982, the publication sent to members was known as The Short Wing Piper News, although the club would not officially become the Short Wing Piper Club until 1984.

Despite the founding members’ plan of being a publication-first group, the group’s annual gatherings became quite popular. After the first one was held as part of the 1982 Oshkosh fly-in, in 1983 the Short Wing Piper Club held an event independent of other conventions in Minden, Nebraska, and drew 71 airplanes and 222 people.

The popularity would only grow from there, as the Short Wing Piper Cub expanded to roughly 800 voting members and about 20 chapters both across the country and the world. The fly-out grew in popularity too, and the version of it scheduled to be held in 2021 at Lock Haven in conjunction with Sentimental Journey figures to be a can’t-miss event for fans of short wing Piper aircraft. The Short Wing Piper Club also offers youth scholarships these days, to help pass along their love and knowledge of the airplanes to the next generation.

Although now the scope of the club includes much more than a print publication, it was The Short Wing Piper News that first brought Steve into the fold. He found, read, and liked enough issues he found in FBOs to seek out more information on his current build project — although he wasn’t working on an airplane that had rolled out of any Piper factory.

PA-17 Vagabond

“It’s kind of funny — I’m a homebuilder, and I was building one of Wag-Aero’s Wag-A-Bonds, which is a replica of a PA-15,” Steve said. “So I joined the club to get information and gain access to the CD with the drawings from Piper. While Wag-Aero’s plans are good and they’re sufficient, you know, there’s always a desire to have more information. So I joined the club and bought the CD.” As evidenced by Steve’s project when he first joined the Short Wing Piper Club, the group strives to include more than simply original Piper aircraft, and definitely more than original Tri-Pacers and Colts alone. Steve said the reason for opening up to all short wing Pipers became obvious as the club grew in popularity, as the other short wing Pipers clearly belonged as members of the same family.

“They were excluding airplanes that are part of the same family,” Steve said. “So they changed the Tri-Pacer Owners Club to the Short Wing Piper Club and incorporated all of these other airplanes, brought them into the group, simply because they all share parts. They all share heritage.”

As so often happens with aviation organizations, Steve quickly went from a new member, to an at-large board member, to the president when a call went out for members to run for the election. Since Steve was getting so much out of his membership in the club, he felt it was only right to put something back into it.

“The decision was made to become more involved in the club because when I needed something they were there,” Steve said. “If I had a question, they were willing to help. And that’s not the case everywhere you go.

I know being involved in other activities, modeling and other things over the years, some people were just not as willing to help as others. So when I became involved with the club, and when I had a question or needed something, everyone went out of their way and was extremely helpful. So that’s a hard thing to say no to when they need help.”

One of the most helpful aspects of the club for builders and restorers alike is the wealth of tech advisers ready to assist with any sort of questions or other needed help.

“Our tech advisers are very knowledgeable,” Steve said. “You can send them an email or you can call them, and if they don’t answer your call right away, they’ll call you right back. They’ll email you back.

They’ll reference the drawing if you can’t find it. They’re great, really knowledgeable, really helpful guys, and they go out of their way to make sure that you get what you need, the information that you need, to be able to do this, do it right, and keep it safe. So there’s a wealth of information available.”

With the Short Wing Piper Club now having a reach throughout the country and beyond, it’s easier than ever to find a local chapter and get involved. In addition to an annual meeting and the annual rotating fly-out, which is usually coordinated by chapters on the ground, Short Wing Piper Club chapters have their own events, much like EAA chapters do. That togetherness is a big part of the club’s success, and serves as an example of why any successful type club has to be more than just a resource for information and knowledge.

“Well, the Short Wing Piper Club, we exist to maintain the airplanes,” Steve said. “We have not all but a very large collection of the drawings from Piper that we offer to our members to help maintain the airplanes and keep them flying. And it’s also about the camaraderie. The airplanes bring us together, but it’s about the people.”

PHOTOGRAPHY BY MARK SCHAIBLE, PHOTOGRAPHY COURTESY OF STEVE CARUTHERS

22S IN ’21

PA-22-108 Colt

2015 convention patch

The Short Wing Piper Club’s annual gathering isn’t the only event in 2021 planned to honor the Tri-Pacer and some of its kin. The Vintage Aircraft Association is joining forces with the Short Wing Piper Club to present 22s in ’21, a 70th anniversary celebration of the Piper PA-22 Tri-Pacer and Colt at EAA AirVenture Oshkosh 2021.

“These airplanes have an extremely loyal following due to their delightful flying characteristics, ease of maintenance, parts availability, and economical operation,” Dan said. “There is also the very well-managed type club, the Short Wing Piper Club, to support owners in keeping their airplanes flying.”

Vintage will be offering reserved parking for the first 50 PA-22s to arrive, and will be holding forums, interviews, and other events throughout the week. Additionally, fabric-covering experts will be on hand to talk to owners and potential owners in detail about these classic aircraft.

Before the week of AirVenture itself, the Short Wing Piper Club will hold a gathering of aircraft at the BarabooDells Regional Airport (DLL), roughly 60 miles from Oshkosh. Steve says the folks at the Baraboo airport have been very accommodating, and it should be a fun few days before the Pipers head to Oshkosh.

“We want to stage there and get together there as a group, and then fly out probably on Saturday out of Baraboo into AirVenture,” Steve said. “And we’ll just take off in sequence, so we’ll just come in basically as an ant trail into AirVenture. We’re going to get some group parking so we’ll have all of the short wings, the 22s, both Tri-Pacers and Colts, and since the Pacers didn’t get to go [in 2020], we’re going to include the Pacers as well. So we should have a good group.”

Steve encourages anybody with an interest in the family of short wing Pipers to come say hello, whether or not they own or fly one, at AirVenture 2021 or any other year, as the Short Wing Piper Club always has a presence in the Vintage section of the grounds.

“A lot of us will camp with the airplanes, so we’ll be right there until who knows what time of night; we’ll be out and about having fun,” Steve said. “We’ll be available for anybody. You may not fly a Tri-Pacer or a Pacer, but you know what, you’re still welcome. All you have to have is genuine interest in the airplanes and flying. We’re not going to chase anybody away or shoot anybody down because they’re not flying a short wing Piper.”

TI WINDISCH, EAA 1257220, is the assistant editor at EAA and enjoys learning about various types of aircraft. Outside of aviation, he can often be found watching, writing, and podcasting about the NBA. Email Ti at twindisch@eaa.org.

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January/February 2021

PHOTOGRAPHY BY JIM KOEPNICK, PHOTOGRAPHY COURTESY OF JIM BUSHA

JOIN US THE VINTAGE AIRCRAFT ASSOCIATION WILL BE CELEBRATING THE 70TH ANNIVERSARY OF THE ICONIC PIPER PA-22 AIRCRAFT AT EAA AIRVENTURE OSHKOSH 2021.

Please join us in the festivities, which include educational forums on the history and maintenance of the PA-22 aircraft as well as other events. Our VAA Red Barn store will feature specially designed PA-22 clothing along with other items.

DON’T MISS THIS FUN AND INFORMATIVE EVENT!

FOR MORE INFORMATION VISIT EAAVINTAGE.ORG AND FACEBOOK.COM/EAAVINTAGE

The 1951 Piper Pacers, PA-20 and PA-22.

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Lesson PA-22 TRI-PACER

BY ROGER W. PEPERELL

THE PA-20 WAS ORIGINALLY to have been known as the 1950 model Clipper. Piper updated a 1949 model PA-16 (that was originally designed with the PA-15 Vagabond during the winter of 1947-48) with a redesigned tail and cabin interior, control wheels in place of sticks, flaps, and moved all the fuel into two wing tanks.

PHOTOGRAPHY COURTESY OF ROGER W. PEPERELL

www.eaavintage.org

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First production PA-22, which was W.T. Piper’s personal aircraft.

iper Engineering Manager Clyde Smith and assistant Chief Engineer J.W. “Bill” McNary led the redesign.

Even though Walter Jamouneau was chief engineer, he was also company secretary and spent most of his time in this capacity, leaving engineering in the hands of Bill. The prototype was 20-01/N7000K, completed and first flown on July 13, 1949. Power was supplied by a 115-hp Lycoming O-235-C1 engine.

A second aircraft, 20-1/N7100K, first flew on October 4, 1949, with a 125-hp Lycoming O-290-D engine. Several parts and ideas from the Stinson purchase were used in the Pacer. Due to an impending lawsuit by Pan American Airways regarding the use of the name Clipper, Piper decided on a new name for the PA-20 and registered the name Pacer with the Manufacturers Aircraft Association.

The approved type certificate 1A4 for the PA-20 was granted on December 21, and production with the 125-hp Lycoming engine began at Lock Haven at the end of the year, the first production aircraft being 20-3/N6901K, which was completed on January 6. August Esenwein, Piper’s general manager, announced the Pacer at the Miami All American Air Maneuvers on January 13, 1950.

The PA-20 was available as a Pacer 125 with a wooden or metal Sensenich fixed-pitch propeller priced at $3,795, or as a Pacer 135 with a Koppers Aeromatic F200 or Sensenich Skyblade controllable-pitch metal propeller.

During 1950, the 115-hp Lycoming O-235-C1 engine was made available in addition to the 125-hp version.

Production of the PA-20 Pacer 115, on which flaps were not fitted, commenced with 20-109/N7004K, completed on March 14. Production of the 115 model was terminated after six months in September after 23 had been made.

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The idea of a nose wheel came from the Ercoupe. It is interesting to note that Sanders Aviation (who owned the Ercoupe design) suggested that Piper consider acquiring the Ercoupe business; Piper declined. Piper took the PA-20 Pacer and moved the main undercarriage legs rearward and fitted a nose wheel, which was the same size as the main wheels. The PA-22 was the first Piper aircraft to have the rudder/aileron interconnect system fitted. The bottom cowl was modified with the addition of an air intake. Clyde and Bill led the design effort. The first PA-22 Tri-Pacer was 22-1/ N7700K, completed on July 27, 1950, and fitted with a 125-hp Lycoming O-290-D engine. It first flew with test pilot Jay Myers on the following day. Some 4,000 landings and 3,000 miles of taxiing were carried out with the prototype, some on rough ground at the Lock Haven airport. Test pilots were taxiing at 70 mph to ensure there was no weakness in the new landing gear. It was followed by a second test aircraft, 22-2/N7777K, completed on November 15. Piper announced the Tri-Pacer on December 1. The approved type certificate 1A6 was granted on December 20, 1950.

PHOTOGRAPHY COURTESY OF ROGER W. PEPERELL

Production got underway with the 125-hp engine in December 1950 (1951 model), commencing with 22-3/N600A completed on the December 30. The standard color was Polar Gray with a Tennessee Red stripe, but other colors were available at extra cost. The Tri-Pacer, like all other Piper models for 1951, was covered with a new Duraclad finish — a nonflammable butyrate plastic that was longer-lasting and had a highly polished, enamellike surface. The PA-22 was built alongside the PA-20 Pacer. Like the Pacer, the PA-22 was available as the TriPacer 125 with a Sensenich wood or metal fixed-pitch propeller or as the Tri-Pacer 135 with a metal Koppers Aeromatic F-200 or Sensenich Skyblade controllable-pitch propeller. The Standard model was priced at $5,355 for the 125 and $5,840 for the 135. The Custom model (with extra equipment) cost $5,987 for the 125 and $6,327 for the 135. The name painted on the nose of the aircraft was Pacer; it was not until the 1952 model that the name Tri-Pacer was on the nose. The Tri-Pacer was an instant success, with 350 sold in its first year of production.

The first production aircraft N600A was used by W.T. Piper Sr. as his personal aircraft for many years. It was later donated to the Mid Atlantic Air Museum at Reading, Pennsylvania. The prototype aircraft N7700K was sold in Canada during 1955.

For the 1952 model year, a bubble windshield was fitted, improved cabin airflow and soundproofing were installed, and increased heater capacity became available. The experimental model was 22-333/N999A, converted during September and October 1951. Depending upon the levels of equipment, it was available as Standard, Custom, or Super Custom. The Standard list price was $5,595. Production started with 22-354/N1433A, completed on November 21, 1951.

Extract from the 1951 Piper Pacers brochure

1952 Piper advertisement for the Pacer and Tri-Pacer.

Side-view drawing of the PA-22.

Nose logo of the 1953 and 1954 PA-22-135 Tri-Pacer.

The first production PA-22-135 with the 135-hp Lycoming O-290-D2 engine was 22-534/N1962A, which was completed on June 6, 1952. Approval for this version was received on May 5. It is likely that N7700K was the experimental aircraft, fitted with the 135-hp engine in early 1952.

For the 1953 model year, the fuselage was widened at the rear and the baggage compartment was increased from 6 cubic feet to over 14, with a new outside door for convenient loading. It had two-tone interior styling and a two-tone paint scheme. The experimental model was 22-714/N2333A, converted on August 1, 1952. Type inspection approval work was carried out with this aircraft in early September. Approval was received on September 23, 1952. Production started with 22-807/N2470A, which was completed on October 30, 1952. A “cat-whisker” antenna for the VOR omnidirectional radio was standard on the Super Custom model.

For the 1954 model year, improved soundproofing included new windows, foam-rubber seats, new cabin air system, and new bottom engine cowl. There were two experimental aircraft: 22-1285/N8539C completed on June 8 and 22-1672/N3382A completed on August 8, 1953. Production for 1954 commenced with serial No. 22-1760//N3488A, completed on November 6, 1953. Aircraft N8539C was tested on skis by the Federal Aircraft Works at Minneapolis, Minnesota, during 1954.

The huge sales figures of Piper’s nose-geared Tri-Pacer helped convince the conservative Cessna president, Dwane L. Wallace, that tricycle-geared aircraft sell. He had watched the sales of his tailwheel, all-metal model 170 dwindle in the face of competition from the Tri-Pacer, so he equipped it with a nose wheel in 1955 and reintroduced the model as the very successful model 172 in late 1956.

Production of the PA-20 Pacer continued alongside the Tri-Pacer at Lock Haven until it was phased out during the summer of 1954, ending with 20-1121/N1605P completed on September 9. A total of 1,121 tailwheel Pacers had been manufactured.

Higher power was again introduced for the 1955 model year when production of the PA-22150 commenced with the 150-hp Lycoming O-320-A2B engine. There were three experimental aircraft, including N600A fitted with a 150-hp engine in late 1953, and 22-2000/N3767A completed with a 150-hp engine on December 21, 1953.

The third aircraft, 22-2378/N1555P, which was completed on August 12, 1954, was the definitive version with an extra wing rib in support of the higher power. Approval for this version was granted on September 3. The first production aircraft 22-2425/N1611P was delivered in November.

Also for 1955, an 8-gallon fuel tank under the seat was available as an option, taking total fuel to 44 gallons. This was approved on November 12, 1954.

It had a maximum speed of 139 mph.

The experimental aircraft for the 1956 model year was 22-3218/N3500P, completed on July 15, 1955. It had a new rear window and door seal, new door latches, new instrument panel, Hydrasoft landing gear, and the rudder pedals were moved forward. Production started with serial No. 22-3387, completed on October 28, 1955, and exported to South Africa on November 15.

1953 show model at Lock Haven.

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January/February 2021

PHOTOGRAPHY COURTESY OF ROGER W. PEPERELL

Cover of 1958 Piper Tri-Pacer brochure.

For the 1957 model, the baggage space was increased to 18 cubic feet. The experimental aircraft was 22-4143/ N6844B, converted on July 16, 1956. Production started with serial No. 22-4460, completed on October 2, 1956, and was exported to South Africa on the 22nd. The PA-22 was approved in the Utility category on May 24, 1957.

The 1958 model saw the introduction of the 160-hp Lycoming O-320-B powered PA-22-160. The experimental aircraft were N6844B and 22-5139/N7353D, both converted in the summer of 1957. Approval for this version was granted on August 27. In addition to a new engine and paint design, it had a new interior. The first production aircraft was 22-5603/ N8113D, completed on October 3. The 160-hp Tri-Pacer was available with one of three levels of equipment: Standard, Custom, or Super Custom. A small number of PA-22-150 aircraft continued to be built alongside the 160-hp variant.

For the 1959 model, Piper AutoControl was offered as a factory-installed standard on the new AutoFlite model TriPacer. AutoControl was a transistorized gyro-controlled stabilizing device that controlled climb/descent and turns.

The Piper “show” model was 22-6216/N9163D. After the start of the model year, the 150-hp Tri-Pacer was phased out and replaced by a cheaper version; this new variant was still designated the PA-22-150 but was given a new name, the Caribbean. The Piper show model was a renamed TriPacer 22-6444/N9528D and first flew on October 20. The Caribbean was specifically created by Piper for the airport operator, offering a 130-mph, four-place aircraft at a low cost. The first production aircraft was 22-6511/N9602D, completed on November 22 and priced at $8,395. A Deluxe version with full radio navigation instrumentation for cross-country flying was available for $9,350.

The 1960 Tri-Pacer and Caribbean models received new exterior paint designs, and optional streamlined speed fairings were available, which increased cruising speed. The Piper show models were TriPacer 22-6858/N2868Z and Caribbean 22-6785/N2869Z. The price of the Standard models were $9,340 and $8,795, respectively. With the 1960 model Tri-Pacer, Piper launched its “Learn to Fly It” free program, which entitled the purchaser to free flying tuition.

As with most earlier models, the PA-22 was available on floats. The approved type certificate for the PA-22S-135 was granted on May 14, 1952; for the PA-22S-150 on September 3, 1954; and for the PA-22S-160 on October 25, 1957. The 150-hp experimental seaplane was N3767A, tested by Piper on the Susquehanna River during the summer of 1954. The seaplane version was restricted to three persons.

On August 1, 1960, Piper decided to stop production of the Tri-Pacer and Caribbean completely when it introduced its new four-seat PA-28 Cherokee at its Vero Beach facility. The last production aircraft was 22-7630/N10F, completed on August 26, 1960 (except for a special order in 1963). During January and February 1963, a batch of 12 PA-22-160 aircraft was produced on a special order from the French army (ALAT) to supplement the Tri-Pacers bought in 1957. Over the years, the PA-22 was lovingly known as the “flying milk stool.”

By 1960 Piper felt that it required a small two-place trainer aircraft in its lineup, looking at two non-Piper designs before deciding to develop its own aircraft.

Learn to fly Piper brochure from 1956.

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1960 Caribbean show model.

Stits Aircraft of Riverside, California, offered its SA-9D Skycoupe design to Piper for commercial production in 1960. The SA-7B and -D Sky Coupe, a two-place side-byside monoplane design developed in the late 1950s, were only available as a plans-homebuilt aircraft, but Stits was developing the SA-9 Skycoupe for commercial production.

The SA-9 was an improved version of the SA-7, with a 100hp Lycoming O-235 or Continental O-200-A engine, longer span wings, and a higher gross weight. Piper declined the Stits offer. Piper also looked at buying the Forney F-1 Aircoupe and the Forney manufacturing plant at Fort Collins, Colorado, in 1960. Howard Piper visited the plant on August 3. The F-1 Aircoupe originally flew as the Erco 310 in 1937. It was a two-seat, low-wing aircraft with a twinfin tail and a 90-hp Continental C90-12F engine. In 1955 Forney Aircraft Manufacturing Company purchased the design from Vest Aircraft (who had previously purchased it from Sanders Aviation) and modified the Erco 415G, creating the F-1. Unfortunately, Forney experienced financial trouble. Piper turned down the aircraft and the plant in favor of its own design. Howard Piper thought the aircraft needed too much modernization. Piper decided to proceed with its own two-place design.

1962 Colt show model.

THE COLT WAS THE BASIS FOR A MARKETING CONCEPT OF PROVIDING THE AIRPORT OPERATOR WITH A NEW LOW-COST AIRCRAFT WITH WHICH TO INCREASE THE VOLUME OF STUDENTS FINANCIALLY ABLE TO PURCHASE AIRCRAFT. 24

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PHOTOGRAPHY COURTESY OF ROGER W. PEPERELL

Colt control panel with optional navigation equipment.

Instead of dismantling the PA-22 jigs and tooling, Piper used them to develop a two-place Tri-Pacer. As it was designed to be used for training purposes, a smaller and therefore cheaper engine of 90- or 100-hp could be fitted. Piper engineers took the PA-22-150 and removed the rear seats, baggage door, left rear door, rear windows, interconnected controls, and flaps from the wings. The right wing was revised to eliminate the right fuel tank on the Standard model, although it was available as optional equipment. The gross weight was reduced to 1,650 pounds, with a baggage capacity of 100 pounds behind the front seat. In August 1960, the PA-22-90 was under development. By the time the first aircraft was completed, Piper had decided on the 108-hp Lycoming O-235-C1B engine. The prototype was PA-22-108 22-8000/N4500Z, completed on August 30 and first flown on the 31st. Several names were discussed by Piper marketing, including Tri-Pacer 100, Pony, and Colt. The Colt type approval was obtained on October 21, followed by the production certificate on October 29. The first customer delivery, 22-8003/N4503Z, was on November 7.

Cover of 1961 Piper Colt brochure.

1961 Piper advertisement for the Colt.

Roger W. Peperell

Piper introduced the Colt, the first “compact of the air,” to Piper’s worldwide sales organization at the 21st annual international distributors meeting held at West End, Grand Bahama Island, on November 1, 1960. Max Conrad and his wife flew from Winona, Minnesota, to Grand Bahama in the new Piper Colt. It was a low-priced sports and training aircraft priced at $4,995. Mr. Piper said, “We are very pleased to be able to offer once again a low-priced aircraft and confidently believe the Colt will meet very wide acceptance.” In addition to the Standard model, two other models were offered: Custom (VFR cross-country) priced at $5,995, and Super Custom (additional instruments) priced at $6,995.

The main purpose for introducing the Colt was to create activity at the dealer level and to strengthen the sales organization. The Colt was the basis for a marketing concept of providing the airport operator with a new low-cost aircraft with which to increase the volume of students financially able to purchase aircraft. These students soon became active aircraft owner prospects. Historically, the aircraft purchaser progresses from a low-cost model up through a line of aircraft until the performance and price level are found that is best suited to their requirements. The Colt was to support development of the marketplace for the Cherokee, Comanche, and the twin-engine models.

Piper had planned to produce 420 Colts in the first year of production, but the demand was so great that, by March 1961, production was increased to eight a day with a total of 1,036 aircraft manufactured in the first year.

For the 1962 model year there was a new paint scheme. Aircraft 22-8722/N5088Z was the show aircraft.

The Colt was certified on Pee-Kay model 1800 metal floats in March 1963. Tests and approval were carried out by Pee-Kay Aircraft Products, International Falls, Minnesota, with aircraft 22-8839/N5175Z. The Colt continued in production until March 1964 — the last serial number was 22-9848/N5974Z, completed on March 26, but the last off the production line was 22-9847/N5973Z on March 30 — when Piper introduced the two-seat Cherokee 140 at Vero Beach. A total of 9,490 PA-22 aircraft had been built.

Roger W. Peperell For me it has been a love affair with everything aviation and Piper for the past 50-plus years, from living near London Heathrow Airport in the 1950s, to visits to the Piper dealer in England in the 1960s, to learning to fly in Canada in the 1970s in a Cherokee 140, to part-owning a Cherokee 180 in the 1980s, to running the Vintage Piper Aircraft Club in Europe in the 1990s. Since then I helped establish the archives at the Piper Aviation Museum, Lock Haven, where I am a board member, and set up an archives room at Piper Aircraft Inc., Vero Beach, where I am the company historian. I have written and had published four books on Piper (the latest one, Piper Aircraft — Freedom of Flight, was published in February 2020), and I am recognized as the world’s foremost Piper aircraft historian. I have a vast collection of Piper material, which includes thousands of photographs, brochures, and advertisements, and maintain a database of every Piper aircraft made.

I live in Dorset, England, and spend many weeks each year in the United States.

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PHOTOGRAPHY COURTESY OF ROGER W. PEPERELL

Lesson

PA-22 P R O D U C T I O N D E TA I L S MODEL YEAR

SERIAL NO. RANGE

Prototypes

22-1

22-2

22 Tri-Pacer 125

2

1951

22-3

22-353

22 Tri-Pacer 125, 22 Tri-Pacer 135

351

1952

22-354

22-533

22 Tri-Pacer 125, 22 Tri-Pacer 135

1952

22-534

22-806

22-135 Tri-Pacer

273

1953

22-807

22-1759

22-135 Tri-Pacer

953

1954

22-1760

22-2424

22-135 Tri-Pacer

S/N 22-2378 to 150 hp & 1955 model

665

1955

22-2425

22-3386

22-150 Tri-Pacer

S/N 22-3218 to 1956 model

962

1956

22-3387

22-4459

22-150 Tri-Pacer

S/N 22-4143 to 1957 model

1,073

1957

22-4460

22-5602

22-150 Tri-Pacer

S/N 22-5139 to 1958 model

1,143

1958

22-5603

22-6351

22-150 Tri-Pacer, 22-160 Tri-Pacer

S/N 22-6216 to 1959 model

749

1959

22-6352

22-6510

22-160 Tri-Pacer

1959

22-6511

22-6979

22-160 Tri-Pacer, 22-150 Caribbean

1960

22-6980

22-7630

22-160 Tri-Pacer, 22-150 Caribbean

651

Prototype

22-8000

22-108 Colt

1

1961

22-8001

22-9036

22-108 Colt

1,036

1962

22-9037

22-9469

22-108 Colt

433

1963

22-7631

22-7642

22-160 Tri-Pacer

12

1963

22-9470

22-9728

22-108 Colt

259

1964

22-9729

22-9848

22-108 Colt

120

TOTAL (ALL BUILT AT LOCK HAVEN)

TYPE

COMMENTS

S/N 22-533 changed to PA22-135 S/N 22-746

TOTAL

179

159 S/N 22-6785 & S/N 22-6858 to 1960 models

469

9,490

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Lesson

PA-22 SP E C I F I C AT I O N S & P E R F O R M A N C E 22 TRI-PACER 125

22 TRI-PACER 135

22-135 TRI-PACER

22-150 TRI-PACER & CARIBBEAN

22-160 TRI-PACER

22-108 COLT

ENGINE

125-hp Lycoming O-290-D

125-hp Lycoming O-290-D

135-hp Lycoming O-290-D2

150-hp Lycoming O-320, later O-320-A2B

160-hp Lycoming O-320-B2B

108-hp Lycoming O-235-C1B

NUMBER OF SEATS

4

4

4

4

4

2

WINGSPAN (FEET/INCHES)

29/4

29/4

29/4

29/4

29/4

30/0

LENGTH (FEET/INCHES)

20/5

20/5

20/5

20/5, later 20/6

20/6

20/0

HEIGHT (FEET/INCHES)

8/2.5

8/2.5

8/2.5

8/4

8/4

6/3

USABLE FUEL (U.S. GALLONS)

36

36

36

36 (44 optional)

36 (44 optional)

18 (36 optional)

GROSS WEIGHT (POUNDS)

1,800

1,800

1,950

2,000

2,000

1,650

EMPTY WEIGHT (POUNDS)

1,020

1,000

1,005

1,100

1,110

940

USEFUL LOAD (POUNDS)

780

800

945

900

890

710

PROPELLER

Sensenich

Koppers or Sensenich

Sensenich

Sensenich or Hartzell

Sensenich

Sensenich

Edo 2000/2200

Edo 2000/2200

Edo 2000/2200

Pee-Kay 1800

FLOATS AVAILABLE MAX SPEED (MPH)

133

133

137

139

141

120

CRUISE SPEED (MPH)

123

123-132

123-132

123-132

125-134

108

EFFICIENCY (GPH)

7.7

7.7

7.7

9 @ 75%

9

6

STALL SPEED (MPH)

48

48

48

49

49

54

CLIMB @ SEA LEVEL (FPM)

810

850

800

725

800

610

RANGE WITH RESERVES (SM)

580

580

580

528

536 (655 opt)

324 (648 optional)

SERVICE CEILING (FEET)

15,500

14,250

15,500

15,000

16,500

12,000

TAKEOFF (G/R) (FEET)

1,100

1,100

1,220

1,220

1,120

950

TAKEOFF (0/50 FEET) (FEET)

1,540

1,540

1,600

1,600

1,480

1,500

LANDING (G/R) (FEET)

780

780

500

500

500

500

LANDING (0/50 FEET) (FEET)

1,260

1,260

1,280

1,280

1,280

1,250

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CHECK OUT THE DIGITAL EDITION of Vintage for a video on Dan Simpson’s Tri-Pacer.

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January/February 2021

THAN NEVER FLYING AFTER A 30-YEAR PAUSE

BY CHRISTINA BASKEN

OMETIMES LIFE GETS IN the way of our

dreams, but those who have a true heart for aviation never give up. They always find a way to make their dreams come true, no matter how long it takes.

Dan Simpson, EAA 9029549, of Waunakee, Wisconsin, fell in love with flying at just 6 years old, watching his father fly around in his J-3 Cub. In 1970, when Dan turned 20, he decided he wanted to start his learning journey, in his dad’s J-3 no less.

“My brother and I soloed in the Cub during the summer of 1971,” he said.

Even though Dan didn’t make it to his checkride that year, his passion for flying always stuck in the back of his mind.

PHOTOGRAPHY BY CHRISTINA BASKEN

In addition to aviation, Dan was also a car enthusiast at heart and spent a considerable amount of time enjoying that hobby.

“I owned at least six Corvettes in my early days,” he said. “Restored totally to like-new condition. I received a Corvette Gold Certificate, which compares to a Gold Lindy.”

In 1970, Dan found his spark again when he went to Oshkosh for the convention.

“In 1970 I got to ride in a Tri-Pacer when I went to the Oshkosh air show,” he said. “I knew then that was the airplane I wanted to own one day.”

Come 1973, and Dan tied the knot with his lovely bride, Jayne Simpson, and settled into family life.

“Years passed by and I kept thinking of the TriPacer ride,” Dan said. “I finally decided to sell my last Corvette and begin my search for the airplane.”

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N-29 05P In the spring of 2000, Dan came across an ad for a Tri-Pacer, N-2905P, on Barnstormers.

“The plane was located in northern Minnesota and was for sale by the owner, who was moving to Alaska,” he said. “The owner bought the plane in February 1992, and during his first week of ownership, he flipped it over while landing. He started doing repairs on it but stopped the progress due to moving.”

Dan decided it was at least worth the six-hour drive just to go take a look at it, while knowing in the back of his mind that he’d probably end up purchasing it.

“The reason I settled on this one is because the N-number was the last four digits of my mother and dad’s phone number,” he said. “So I thought, it’s got to be the one; it’s got my folks’ phone number in the N-number! The other decision-making factor was that I wanted it to be a 1955 because of the 150 hp and flat dash panel.”

Dan said had he not purchased the plane when he did, it most likely would’ve been parted out instead of being repaired.

“After being built in Lock Haven the summer of 1955, the TriPacer was purchased and located in Texas,” Dan said. “It spent about 10 years there and was used for training purposes. In about 1965 it moved to Iowa. By 1970 or so it finally ended up in Minnesota. It was at a technical school about that time, and students got to work on it. From my logbook entries, it was there about eight years. Not much flight time was put on the airplane during the ’70s and ’80s. When I purchased the aircraft it showed 2,500 hours’ total time, which is fairly low hours for such an old aircraft.”

PIPER IN PRODUCTION

The previous owner had flipped the airplane over on landing, resulting in many repairs needed by the new owner, Dan Simpson.

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January/February 2021

Tearing the aircraft down to bare bones for the restoration.

PHOTOGRAPHY COURTESY OF EAA ARCHIVES, DAN SIMPSON

Now that Dan had an airplane, he decided it was finally time to pick lessons back up and begin working toward his private pilot checkride again, so he contacted local instructor, Duane Esse. In exchange for teaching him to fly in his Tri-Pacer, Dan worked on Duane’s cars.

Knowing that Duane had completed a number of Taylorcraft projects himself, he reached out to him for advice on where to get started with his new project.

“Even though I had restoration experience with my Corvettes, there was a lot for me to learn about aircraft restoration,” Dan said.

Dan started the restoration by taking inventory of all the parts.

“I restored old cars all those years, so I knew the process of a tear-down, although taking it apart was still the most challenging part. There’s a lot of parts to this airplane,” he said, adding how important it was to carefully check everything being done.

When Dan purchased his Tri-Pacer, it had been covered but it was poorly done. He said it was a time-consuming process re-covering the wings because several ribs needed to be replaced, adding he opted to use Stewart Systems products for the covering process because the products are nontoxic.

“I decided to refurbish the fuselage,” Dan said. “Since it had already been re-covered, I finished it off with new paint. All other parts of the aircraft had to be torn apart. I found the wings to be in very poor condition. I re-covered the wings and all tail control surfaces, as well as landing gear.”

Dan said surprisingly enough, the seats were in good condition.

“Currently, those seats are about 90 percent original,” he said.

“That’s very unusual for a 65-year-old airplane, so I was pretty happy with their condition.”

In three years’ time Dan had the airplane up and flying, and just in time to get his certificate, too!

Preparing to mount the engine.

“YOU DO N’ T HAVE TO B E 20 YE ARS O LD TO START F LYI NG . … I F YOU STI LL WANT TO F LY, YOU C AN DO IT AT AG E 70.”

The condition of the panel before Dan restored it.

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DAN’S DREAM

Re-covering the wings.

FINALLY, A PRIVATE PILOT Dan finished his restoration in 2004, and shortly after, at the age of 54, he earned his private pilot certificate.

“I knew if I was going to get my pilot’s license, I had to have my own airplane,” he said. “It was extremely exciting to start the process in this airplane. Duane gave me a lot of good quality time flying, and I enjoyed the time we spent together. I flew nearly 100 hours before obtaining my private pilot license, including a number of cross-country flights. This prepared me to take my checkride for my license.”

LESSONS LEARNED IN 2014 Hindsight is always 20/20, and Dan was about to come face-to-face with a mistake he made during the original restoration.

2014 was a big overhaul of the fuselage. In 2000, when Dan started the restoration process, he figured he could get away with not doing a complete tear-down of the fuselage, but rather, sprucing it up with some paint instead.

“I really should’ve re-covered the fuselage from the start; it would’ve saved me a lot of time,” Dan said. “I tore it down completely to bare bones, put new fabric inside, new fabric outside. It took me about a year to get that done.”

Dan knew the aircraft wasn’t in the greatest condition when he purchased it, but he said one thing he wishes he would have been aware of at the time of purchase was all the issues with the engine.

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January/February 2021

“The previous owner had a prop strike with it, resulting in it flipping upside down,” he said. “It was a concern of mine, but when I bought it, they said to me, ‘Oh, nothing’s wrong with that engine. It’s fine. The A&P up here checked it out.’ Well, I found out that was not the case when I got it home.”

In 25 years, the engine had been overhauled three times. The first time was in 2003, when Dan took it to a local at the Sauk City airport by the name of Al Checky.

“In 2018, I installed all new cylinders,” Dan said.

Dan said that one thing all homebuilders and restorers know is that a project is never quite finished. In 2018, Dan installed ADS-B in his aircraft using Stratus Appereo equipment and, more recently, has started repainting the wings.

“I find something every year I want to do on our plane. It’s always a work in progress,” Dan said. “This winter I am planning to take the wings back off and repaint them, put the N-numbers on them, and put them back on so they look good as new. After all, it’s got to look good for Oshkosh!”

Every restorer and homebuilder has a favorite part from their project, something they take an extra amount of pride in, and Dan’s is the interior.

“It’s very authentically original. A lot of time was spent getting it well detailed out, properly done in proper Piper colors,” he said. “I’m also very particular about keeping it clean under the carriage; it is constantly maintained. I’ve been told, ‘You polish too much; you spend too much time cleaning,’ but that’s me. I really like that the aircraft turned out with a lot of originality to it.”

Dan said earning his private pilot certificate and finishing the restoration of this aircraft is all thanks to the loving support of his wife.

“My wife’s been a very big inspiration to me to do this,” he said.

“She had no understanding of any of this stuff, but she’s been by my side, helping me and encouraging me. It’s an awesome airplane; it flies very wonderfully, and I couldn’t be happier.”

PHOTOGRAPHY COURTESY OF DAN SIMPSON

The engine had been overhauled three times in 25 years.

Dan said an added bonus to owning his own aircraft is that his three children and six grandchildren have the opportunity to enjoy flights with him.

FLIGHT CHARACTERISTICS “It cruises at about 105 knots in calm winds. You can land it at 80 mph, but I don’t fly it that fast because it drops really fast,” Dan said. “I fly at 80 coming into the pattern; on final I’m getting it down to about 75 mph and coming in around 70. They say it drops like a brick, and it sure does. With full flaps, I can land in very short distances with it.”

Dan said it’s fairly economical to operate, burning about 9 gph.

“I land in a grass runway where I fly out of. It’s 1,900 feet long, and there are trees all around it,” he said. “This airplane is great for that. It doesn’t like pavement as much … well, I don’t like pavement as much.”

Dan said he flies just as comfortably in long distances as he does flying for an hour locally.

“My wife and I fly to Minnesota to visit the kids. I’ve been to Lock Haven with it — great flight out there — and up to Michigan with it to go to a Piper Short Wing Convention, where I actually got Grand Champion with it in 2018.”

PHOTOGRAPHY BY CHRISTINA BASKEN

Installing ADS-B.

“I KN EW I F I WA S GO I NG TO G ET MY PI LOT ’S LICE N S E , I HAD TO HAVE MY OWN AI RPL AN E .”

Dan Simpson

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THE PIPER PA-22 TRI-PACER

The final result of the panel restoration.

In 1951 Piper designed a tri-gear version of the Piper Pacer, called the Tri-Pacer, which remained in production through 1960.

From 1951 to 1955, the Pacer and Tri-Pacer were identical to each other except for the nose gear, until 1956 when Piper updated the Tri-Pacer with a more modern instrument panel.

This included center-stacked radios and flight instruments located in front of the pilot. Other changes included selfadjusting front seats and 2 inches of additional room in the rear seat area.

In late 1957 and 1958, Piper introduced the Lycoming O-320 160-hp engine to go along with the 150-hp model. The 160 model was considered the deluxe edition, featuring a full panel and landing lights.

In 1959, Piper put the Caribbean name plate on the airframe and continued to do so for the rest of its production life.

From 1960 on, there were three models: Standard, Super Custom, and AutoFlite, which was equipped with a Piper AutoControl autopilot. During this time Piper also introduced the last of its short wing series, the PA-22-108 Colt, a modified version of the Tri-Pacer with the same airframe but with a larger wingspan, no back seats, no flaps, and a 108-hp O-235-C1B engine.

1960 Tri-Pacer ad.

CLICK HERE TO SEE A

VIDEO ON DAN SIMPSON’S TRI-PACER

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PASSING ON THE KNOWLED GE Three years ago, Dan became a volunteer judge at AirVenture, for vintage aircraft in the Contemporary category between 1956 and 1970. Dan’s own experience from restoring his Tri-Pacer has helped him to have a better understanding for what makes for a good and a bad restoration.

“It’s given me a lot of pleasure. A lot of airplane owners you walk up to are just awesome, and they put so much into their aircraft,” he said. “You walk the fields, and you think about how much work is involved to get to that point. It’s the little things that really make the airplanes stand out, and that’s what we look for. The little things that pop out at you, the screws, the trim and how things fit; it’s all in the details.”

A gorgeous interior featuring 90 percent original seats.

TO OSHKOSH AND BEYOND! Dan has been going to Oshkosh conventions since 1973, just three years after it moved from Rockford, Illinois, to Oshkosh, Wisconsin.

“I can still remember to this day the first time I was there,” he said. “I couldn’t believe the amount of people there, even then. They used to pick us up with a tractor and a wagon and bring us to the central area from parking your airplane.”

In 2006, Dan started flying up to Oshkosh in his TriPacer and camping out under the wing.

“My first trip up there was a mass fly-in in 2006 with 40 other short wing Pipers,” Dan said. “It was extremely satisfying to do this going into Oshkosh; just going in there in flight was a very challenging thing for me, but it went very well!”

With 40 AirVentures under his belt, Dan said he definitely plans on being at Oshkosh with his Tri-Pacer for 2021!

Dan’s last piece of advice is that you don’t have to be 20 years old to start flying; in fact, it’s never too late.

“I am very thankful for being able to fly and enjoy this hobby,” Dan said. “Being 70 years of age now, I hope I have a lot more years to fly. Having a certified aircraft, I could not have done all the work on my plane without the help from my local IA [A&P mechanic] working with me. If you have the desire to learn to fly, I say go for it! You don’t have to be 20 years old to start flying. … If you still want to fly, you can do it at age 70.”

CHRISTINA BASKEN, EAA 1299943, is EAA’s multimedia journalist, and an active sport pilot. When she is not taking photos or writing for various publications, you can find her outside enjoying nature.

PHOTOGRAPHY BY CHRISTINA BASKEN, PHOTOGRAPHY COURTESY OF EAA ARCHIVES

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RESTORATION AND MAINTENANCE OF A PIPER PA-22

BY CLYDE “THE CUB DOCTOR” SMITH

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have been asked if I would be interested in doing an article on the maintenance and restoration of the Piper model PA-22 Tri-Pacer. (Piper historian Roger Peperell is doing an article on the actual history of that airplane.) Although I was only 2-1/2 years old when the first Tri-Pacer was built in late July 1950, my mother once told me that my first airplane ride was in a TriPacer. I don’t know how old I was at the time, and unfortunately I don’t remember the first flight.

PHOTOGRAPHY BY JIM KOEPNICK

My father, Clyde Smith Sr., as head of engineering flight test, and Bill McNary as assistant chief engineer, headed up the design team along with the crew in the experimental shop. When I attended aviation events accompanied by my father, I used to enjoy listening as he shared some of his experiences with interested persons. Some of the information I learned that pertained to the Tri-Pacer is here told. While doing the max gross, full power, aft CG climb tests, the rudder would no longer self-center when applied, and that is when the rudder aileron interconnect system was implemented to satisfy the CAR 3 requirements.

Another story was when they were testing the new nose wheel mount and running a wingless test aircraft, loaded to full gross, back and forth on the grass field and runway at speeds up to 70 miles per hour and moving the rudder control, which steered the nose wheel, at full deflection side to side, trying to make something fail and see where the weak points were. There were many more but not worth sharing here.

The Tri-Pacer shared a unique market title with hardly any competition its first six years of production. It was the most practical, most popular, and most affordable, and had the best value of any tricycled, four-place general aviation aircraft of that time. In late 1956, Cessna jumped into the market with its popular 172 model, but the TriPacer was still faster and could carry more load, especially since the new Lycoming O-320 150-hp engine was added on the 1955 model and the gross was increased to 2,000 pounds.

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WING SECTION Okay now let’s start with the program, and we’ll begin with the wing section. The Tri-Pacer wings were nearly the same as the Pacer at the beginning, with flaps and an 18-gallon aluminum tank in each wing. The wing spars were made of the same material, 6061-T6 alloy, that the postwar Cubs were made from, except Piper added aluminum stiffeners near the wing strut attach brackets on the front and rear spars.

The wing ribs were made of NiCrAl (high-density nickel chromium aluminum) or 6061-T6 aluminum alloys, using the USA 35B modified airfoil section, just as all the postwar fabric Piper models used, with the exception that the bottom cap strip had an added section, making an I-beam out of an upside down T-section. This began with the PA-16 Clipper in 1948, the first four-place short wing model, when full gross maximum dive speed tests found a weak point in the bottom cap strip just aft of the main spar.

The rest of the wing panels are pretty basic and follow after the design of the postwar Cub wing. In the early 1950s, Piper changed the leading edge skins from a thin, soft alloy to the Alclad 2024-T3 alloy of 0.020 inches in thickness, which was much stronger and carried through to the last Super Cubs built into the early ’90s. The wingtip ends carry the trademark curve using white ash wood bows that act like a car bumper; they fail at the point of impact of a foreign object and don’t spread damage over much more area.

The remaining internal wing structure is made up of aluminum and steel parts, keeping things lightweight but strong where needed. The brace wires inside each wing had been steel and were changed to stainless steel later on. The early Tri-Pacer wing panels had 12 ribs up until 1955, when the 150hp Lycoming was installed and the gross weight increased to 2,000 pounds; a 13th rib was installed inboard of the strut attach fittings, but most of the other ribs were bunched up closer to more easily carry the increased load.

THE TRI-PACER SHARED A UNIQUE MARKET TITLE WITH HARDLY ANY COMPETITION ITS FIRST SIX YEARS OF PRODUCTION. IT WAS THE MOST PRACTICAL, MOST POPULAR, AND MOST AFFORDABLE, AND HAD THE BEST VALUE OF ANY TRICYCLED, FOUR-PLACE GENERAL AVIATION AIRCRAFT OF THAT TIME.

During restoration Clyde likes to replace all the components that form the perimeter of each wing.

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This 56-page owners manual provided a wealth of information to the owner/ restorer of a PA-20 or PA-22.

As for the maintenance and restoration of the wing panels, I look forward to replacing all the components that form the perimeter of each wing. This includes the butt rib, leading edge skins, wingtip bow, and false spar sections. It may be possible that some of those components might be able to be reused, but that would be up to the inspector who is going to sign off on the major work. A definite-replace would be the butt rib, which I always replace with a new Univair part, which I like because of its extra strength in its construction and the fact the cap is actually a flange with holes already located every 3 inches. I install Rivnuts in every other hole for attachment of the wing root fairings.

The other must-replace item is the wood bow. Even though Piper added additional bracing at the wingtip, the wood loses its nice curved shape at about 15 to 20 years, and sooner if water creeps in around the wingtip light fixtures.

Some people use steel tubing for the tip bow, but that causes more widespread damage to the outer wing components, while wood breaks easier and prevents the spread of damage.

Rust and dissimilar metal corrosion can be found on poorly treated components even from original manufacturing time. Extra unused holes in the spar cap flanges from previous maintenance are a no-no and can lead to fatigue cracks in these higher-stressed areas, especially near the fuel tank bay and wing strut attachment brackets. Cracked ribs at the rear spar attachment areas are common due to the flaps being deployed or used at higher than approved airspeeds, caused by uplifting of the flap attachment brackets. The aileron and flap hinge brackets are mild steel U-type channels open to the top with an aluminum block riveted into the rear of each channel, with a hole that accepts the hinge pin for the mating flap and aileron hinge.

The front of each bracket is bolted to the rear spar, and

PHOTOGRAPHY COURTESY OF EAA ARCHIVES, DAN SIMPSON

about two-thirds of the way back, the bracket is attached to the false spar with a separate smaller steel bracket. This rear bracket is steel and is attached to the false spar with aluminum rivets. Even though the attachment bracket is primed, the false spar is bare aluminum, and this is a point where dissimilar metal corrosion occurs. If the hinge pin holes wear out as time passes the aluminum block may be replaced, and more recently Univair now has a bushing kit to repair any worn holes without removing the blocks. The flap hinges wear more frequently because of being in the slipstream and also because of the loads exerted on them.

Maintenance and restoration: If the aircraft has never been totally restored but only re-covered or repaired, as far as the wing panels are concerned, I recommend that all components making up the perimeter of the wing be replaced. That consists of the butt rib, leading edge skins, wingtip bow, false spar sections, and trailing edge sections.

Of course this would be up to the A&P/IA mechanic that is going to sign off the work. It is probable that some of these items may be in such a good condition yet that they may be left alone, and then again some items that are internal components of the wing panel may need to be repaired or replaced, for instance the flap and aileron hinge brackets, or a rib, or any small part.

Parts and services: Univair Aircraft Corp., Dakota Cub Aircraft, Aircraft Spruce, Cub Restoration Services Pertinent AD notes: AD15-08-04 — Pertains to installation of sealed wing lift struts on all airplanes.

A new set of fabric will provide long-lasting protection and lots of looks at the airfield.

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FUSELAGE SECTION There were three basic versions of the fuselage frame.

These were built in the old PA-16 Clipper jigs and modified as necessary as upgrades were designed. The frame used a “Warren truss” type structure, just as the other fabric Piper models, but with a top longeron design, unlike all the other models that had the upper longeron located midway on the rear fuselage. This eliminated the complex superstructure known as the turtledeck, common on all the Cubs, and made for a much stronger fuselage longitudinally.

Most of the superstructure, as far as exterior shape, was used in the forward third of the frame around the cabin area. The upper cabin, or birdcage area, still used the thin, lightweight 3/8-inch channels like all the other fabric models, and some was used on the underside of the cabin area. A considerable amount of superstructure, made from thin, mild steel sheet stock, formed into channels and angles, was used to frame in the cabin door and window areas. The basic frame used a combination of 1025 mild steel and 4130 chromoly steel tubing.

Fuselage area under restoration before all the other components are attached.

The Pacer and Tri-Pacer used the same jigs except for a few minor differences. The first frame version was similar to the old Clipper frame, with a narrow rear seat and an enclosed baggage area behind the rear seat, but with the steering wheel control yoke assembly taken from the Stinson design. This frame was used up to serial No. 22-806 in 1952. The second frame version was used for the 1953 up to 1955 models, and it had a slightly wider rear seat with a larger baggage area and an external baggage door allowing easier access to the baggage compartment. An upper level or hat shelf was also added for baggage capability. During this time the front seat was changed from a bench type seat to individually adjustable front seats. The Pacer was still in production and shared these changes. The third frame version came out in 1955 with serial No. 22-3218. In July 1954, the PA-20 was discontinued, and the Tri-Pacer frame was modified one last time from serial No. 22-3218 for the 1955 models, continuing to the end of production in 1960. These changes included a new rear window shape, a new instrument panel design installed 1-1/2 inches farther forward, and the rudder pedals moved 1-1/2 inches farther forward; clearance for toe brake master cylinders was no longer needed, as the PA-20 Pacer was now out of production and had shared the frame with the PA-22, and additionally a wider rear seat area and more headroom was offered. By now the Lycoming O-320 engine was the main powerplant, and the gross weight had been increased to 2,000 pounds.

Maintenance and restoration: The most prominent problem I have seen with this frame assembly is typical of any aging steel tube and fabric-covered aircraft. This problem is rust and corrosion of the metal parts caused by moisture getting in to areas where it shouldn’t be. The first one of concern led to an AD note being published in 1974.

This pertained to fabric attachment across the forward upper cabin ceiling where the top of the windshield is attached. Moisture would get trapped in that area, causing rust on the steel and deterioration of the exterior fabric, leading to separation of the fabric, causing an airflow disturbance over the tail surfaces and possible loss of control.

Piper came out with a kit consisting of a preformed aluminum fairing, which was attached to the windshield channel and would prevent the fabric from tearing loose.

The second area of concern never became an AD note but was well addressed by Piper Service Bulletin 819. This dealt with a practice that Piper and many other small aircraft manufacturers had by welding superstructure members such as channels and angles onto major structural members in a way that protective coatings could never reach the bare metal surfaces of the structural members, allowing deterioration to occur in nearly undetectable areas. Piper had problems on most of the short wing models dealing with this subject.

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PHOTOGRAPHY COURTESY OF EAA ARCHIVES, DAN SIMPSON

A factory fresh-looking panel is just one piece of the puzzle during restoration.

Otherwise no other problems are noted due to structural design. This airplane has a tricycle undercarriage, so it sits level on the ground. Water can enter the tail at the forward stabilizer inspection plate, and because of the ground stance, the water will run forward and lay inside the fabric at the general low point under the cabin floor. There are many important structural members there that help support the wings and landing gear, so proper drainage practices must be employed when the fuselage is re-covered. The same goes for a Tri-Pacer on floats.

Parts and services: Univair Aircraft Corp., Wicks, Aircraft Spruce, Cub Restoration Services Pertinent AD notes: AD 74-17-04 — Pertains to aircraft covered with cotton or linen, to prevent fabric failure caused by deterioration at upper windshield attachment channel, by installing a preformed fairing strip to the windshield channel to prevent the fabric from tearing loose.

The 1953 up to 1955 models had a slightly wider rear seat with a larger baggage area and an external baggage door allowing easier access to the baggage compartment.

CABIN SECTION There’s not too much going on here. The cabin area of the Tri-Pacer went through yearly changes pertaining to upholstery variations. Probably the most notable changes were the addition of the outside baggage door, enlarging the baggage area, and adding the hat shelf area above the main baggage compartment. This happened in 1953. The change to the front seat from a bench to individual adjustable ones was a big improvement in 1954. The last big change was a new instrument panel design for 1955, with a “hump” added to the pilot side to make room for the addition of the large AN gyro horizon and directional gyro instruments.

The rear cabin windows changed from the D-shape to a multi-edge shape in 1956.

Maintenance and restoration: During a restoration, the original doped fabric interior is sometimes changed to a nicely upholstered and soundproofed living area, making flight time more enjoyable and comfortable. Cabin lighting can be upgraded with LED lights for the owner who does more night flying.

Parts and services: Univair Aircraft Corp., Airtex Products Inc., Oregon Aero, Aircraft Spruce, Cub Restoration Specialties, LP Aero Plastics, Great Lakes Aero Plastics, CEE Bailey Aero Plastics Pertinent AD notes: AD 57-22-01 — Pertains to removal of insulation from under the cabin floor, on all aircraft, that could lead to a fire hazard, and installation of a kit consisting of metal seal strips around the firewall flange to prevent oil contamination from the engine compartment getting back behind the firewall.

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FLIGHT CONTROL GROUP The flight controls consist of the ailerons and flaps, which are constructed totally with an aluminum frame and steel hinge brackets and covered with fabric. The surfaces at the tail — being the rudder, horizontal stabilizers, and elevators — are constructed totally of steel tube and channel and covered with fabric. The rudder was operated by a dual side-by-side set of rudder pedals. The elevators are horn balanced on the Pacer and Tri-Pacer, which was the first of the civilian Piper fleet to use this design. The aileron and elevator controls are operated by a set of slightly modified steering wheels and yoke assembly that was originally designed for the Stinson 108 series aircraft, which Piper inherited when it bought the assets of the Stinson Corp. from Consolidated Vultee in 1949. At the front of each yoke was a 3-1/2-inch-diameter drive pulley with the aileron cable wrapped around before it continued on to operate the complete system.

This was common in all the Pacers, but only used in the 1951 Tri-Pacers up to serial No. 22-353.

For the 1952 models and on, Piper reverted to a chain control, using small 12-tooth sprockets on each control yoke that were about half the diameter of the cable pulley.

About midway down the control column, the chain connected back to the existing control cable system. This actually “geared down” the control wheel effectiveness so that the wheel had to be rotated farther to do the same amount of aileron travel. The only reason I can think of for this being done was to make it easier to override the bungee interconnect system if necessary, as would be done in a cross-controlled slip during landing.

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All the four-seat short wing Piper models were equipped with a double bungee system on the elevator control, starting with the Clipper in 1949 and continuing with the Pacer and Tri-Pacer. Some people referred to this as an elevator neutralizing system. It consisted of two springs, one connected to the upper elevator horn and one connected to the lower elevator horn. Both of the springs were attached to the yoke on the trim jackscrew. This type of trim is referred to as a variable dissymmetry system and moves the leading edge of the horizontal stabilizer up and down to achieve longitudinal trim. The bungee springs key off the position of the trim yoke and prevent oscillation or porpoising, no matter what position the trim is in. An added advantage is the fact that the springs give some feel to the elevator system with the horn balanced type of elevator surfaces.

Another unique design feature was the implementation of a rudder/aileron interconnect system. This consisted of two bridle cables connected from the aileron controls indirectly to the rudder control cables through two more bungee springs. When the airplane was new and the system rigged properly, you could drive the airplane around on the ground like a car, and even make coordinated turns in the air with feet flat on the floor. This system wasn’t installed for this, but to satisfy a CAR 3 flight requirement that showed up during the initial flight test program when doing full power, max gross, and full aft CG climb tests. It was possible to legally disconnect the interconnect system on later model Tri-Pacers while exercising utility category flight parameters. The stabilizer trim system was controlled by a handle on the ceiling with a direct endless cable running back to the “slave” pulley, jackscrew, and yoke that was used on the long wing Piper models, but turned upside down in its new configuration. Rudder and elevator travel stops are fixed and not adjustable. The aileron travel stops are also fixed, but the ailerons can be adjusted to neutral as are the flaps. The rudder pedals control the nose gear steering by two link rods, and the steering travels are fixed on the nose strut.

Maintenance and restoration: Standard routine procedures should be followed at each annual inspection, consisting of a fabric condition test, proper operation of the control system, and lubrication of all moving parts. The tail surfaces all have Oilite bronze bushings that are readily available and can be easily replaced if worn. The jackscrew and yoke can become worn, and those components can be replaced fairly easily.

Lubrication of the jackscrew should be done with a dry lubricant or Teflon-based material, as petroleum-based lubricants attract abrasive contamination such as dust and sand, and in cold weather turn into tar and make the operation of the system difficult. All parts are readily available from used serviceable donors or in new manufactured condition.

ILLUSTRATIONS COURTESY OF EAA ARCHIVES

As with all built-up steel assemblies, moisture can be a prominent enemy. The flaps and ailerons have their problem areas also, with that being dissimilar metal corrosion where the steel hinge brackets are riveted to the aluminum spars. The spars were unpainted and the primer used on the steel parts broke down in time, and a thorough inspection should be performed on these parts every annual and during a rebuild. Most new replacement parts now use cad plating to prevent this problem. The ailerons and flaps are held to the wing with steel channels incorporating replaceable aluminum hinge blocks, and Univair has a kit available that allows small, thin steel bushings to be inserted in a worn hinge block.

Parts and services: Univair Aircraft Corp., Dakota Cub Aircraft, Wicks, Aircraft Spruce Pertinent AD notes: AD 60-01-07 — Pertains to inspection of streamlined tail brace wires for nicks and any other noticeable damage, and installation of round style, which eliminates the AD note.

FUEL SYSTEM GROUP The fuel system consists of one 18-gallon aluminum tank in each wing. In 1952 Piper added an optional auxiliary 9-gallon tank under the rear seat. The fuel from the wing tanks was gravity fed and routed down to a selector valve on the left forward sidewall. The routing of fuel from the right wing tank led to an AD note consisting of a placard placed on the face of the right tank gauge stating no takeoff on right tank when less than one-third full. The problem was the path the fuel had to flow from the tank in a climb angle and with less than 6 gallons remaining. The fuel left the rear outlet of the right tank, went down under the floor aft of the right seat, through a fuel filter back up the sidewall forward of the door, across the bottom of the instrument panel, and then back down again to the fuel selector valve. With no fuel pump or “ram vent” on the cap, there was insufficient supply to the engine due to loss of head pressure in a full power climb. With the optional auxiliary tank, fuel was pumped up into the right tank with an electric pump and fuel valve located under the right seat. A gascolator assembly was located in the left forward side of the firewall and then routed to the carburetor through a rubber hose.

Maintenance and restoration: During a restoration period, the fuel system should be checked for any leaks and areas where there might be contact leading to chafing or damage to the fuel lines. There are several improved versions of the fuel selector valve, and it may be a very good time to replace the original valve with a new ball-type valve, eliminating an AD note and allowing for much easier movement of the valve. If larger engines are installed, it may be necessary to increase the diameter of the fuel lines. Larger fuel tanks are also available, from a couple vendors, for those who need more range.

Parts and services: Univair Aircraft Corp., Dakota Cub Aircraft, Aircraft Spruce, Keystone Instruments, Airparts of Lock Haven, Atlee Dodge Aircraft Pertinent AD notes: AD 53-24-04 — Pertains to rerouting of fuel primer lines away from rear of exhaust muffler on aircraft up to serial No. 22-1689.

AD 55-22-03 — Pertains to installation of new type fuel cap with improved vent system and improved gasket, up to serial No. 22-348.

AD 59-10-08 — Pertains to the reworking of fuel tank caps for improved venting.

AD 60-10-08 — Pertains to the identification of all four fuel selector valve position detents and handle alignment on all aircraft.

AD 67-24-02 — Pertains to installation of placard on right fuel gauge stating no takeoff with less than one-third quantity.

AD 72-21-03 — Pertains to identification of proper fuel line routed from gascolator to carburetor.

AD 78-10-03 — Pertains to modification of fuel cap and inspection of filler neck rubber seal.

AD 85-02-05 — Pertains to installation of fuel tank drains in all tanks on all aircraft.

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CHASSIS AND BRAKE GROUP The chassis group consists of the welded steel tube left and right main landing gear vee assembly, along with a welded steel tube nose wheel mount and oleo strut assembly. The main gear legs are bolted to fittings that are welded to the lower longerons, and the suspension system amounts to an automotive-type shock absorber with rubber shock cords attached and given the name Hydrasorb shock strut. As the aircraft contacts the ground, the shock strut is mechanically extended and the shock absorber softens the retraction movement, preventing the gear leg from slamming back to its normal position if the aircraft would bounce back into the air.

The nose gear assembly is of the standard air over oil type strut. The nose strut is welded to an assemblage of tubing that is directly attached to the engine mount. The nose wheel and tire are mounted within a double fork unit that is bolted to the bottom of the oleo strut. The nose gear steering consists of two push-pull rods connected to each of the inboard rudder pedals.

Braking is done by a single Scott master cylinder, mechanically operated by a cable connected to a Johnson bar under the center of the instrument panel. The wheel brakes are of the drum type, with two shoes in each wheel operated by a double acting cylinder, just like an automobile used to be. A parking brake valve is mounted on the firewall and is operated by a T-handle on the instrument panel. This valve traps hydraulic pressure, after the main brake handle is activated, and traps fluid in the lower portion of each brake line, locking the brakes ON until the manual brake handle is activated again, equalizing the pressure on each side of the parking brake valve releases, and it releases.

Parts and services: Univair Aircraft Corp., Aircraft Spruce Maintenance and restoration: Maintenance on the chassis is rather routine, with normal lubrication of moving parts. Shock cords need to be replaced when the suspension seems soft or the gear pan belly fairings protrude from under the belly. If the nose strut won’t stay at its proper extension, rebuilding may be necessary with seals and recharged with Mil H 5606 hydraulic fluid and nitrogen gas. Wheel bearings need to be serviced at regular intervals also.

Servicing of the brake system amounts to replacement of the diaphragm in the master cylinder, installing brake lining on the shoes, rebuilding the wheel brake cylinders with new seals, and replacing O-rings in the parking brake valve. When an airplane is rebuilt, some of the options to be considered that are approved include a more powerful master cylinder with larger reservoir, toe brakes with individual master cylinders for pilot’s and co-pilot’s pedals, and disc brakes. A high-time aircraft or one that has been used for training should have the engine and nose gear mount Magnafluxed and possibly rebuilt at the time of a major rebuild.

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Pertinent AD notes: AD 51-27-03 — Pertains to water contamination inside nose wheel oleo strut, which could freeze or cause corrosion up to aircraft serial No. 22-354.

AD 55-07-02 — Pertains to reinforcement of the landing gear teardrop tube where it attaches to the inboard end of axle on aircraft serial No. 22-1 to 22-2393.

AD-64-05-04 — Pertains to inspection of upper nose gear oleo bearing for proper installation and condition on all aircraft.

AD 85-02-05 — Pertains to installation of placard listing proper parking brake application procedures on all aircraft.

ELECTRICAL SYSTEM GROUP The electrical system consists of a 12-volt lead acid battery and sealed box under the right front seat. An electrical box containing the master switch and starter switch was located under the front of the pilot’s seat.

ILLUSTRATION COURTESY OF EAA ARCHIVES

The master switch had a MAIN, AUXILIARY, and center OFF position. The starter switch was “hot” all the time and carried direct battery voltage, through it, to the starter. In mid-1956, a solenoid was added into the box so the starter switch then activated the solenoid for starting power. A small panel containing all the system circuit breakers was located under the left side of the instrument panel. Electrical control switches were located across the bottom left portion of the instrument panel. Electrical fuel gauges and an ammeter monitored the electrical functions for the corresponding systems. Navigation lights were located on the wingtips and rudder. A taxi and landing light were located in a bracket in the outboard leading edge portion of the left wing.

A white dome light was located in the cabin ceiling.

Maintenance and restoration: Maintenance of the electrical system is pretty routine. Checking the battery and connections. Checking all switches and wiring, as well as circuit breakers. Checking that all functions work that are controlled by switches, such as lights and engine starter, and checking that all electrical instruments work. During a restoration of the airplane, there are several items that are usually done.

An alternator system is highly recommended. Changing the instrument panel by adding more electrical equipment and moving the circuit breakers up on the face of the panel, as well as relocating switches to a more localized area. Adding more modern anticollision lighting and avionics is usually in the plan.

POWERPLANT GROUP The Tri-Pacers used four different engines, beginning with the 125-hp Lycoming O-290-D, which was used up through 1952. The 135-hp O-290-D2 was used from 1952 to 1955. The 150-hp O-320 engine was then used from 1955 until the end in 1960. The 160-hp O-320-B2A was used from 1958 to 1960. A Sensenich metal prop was standard on all, but a Hartzell constant-speed was an option on the O-320 engine installation only. The exhaust system used on all these models was a “tuned” crossover-type system with a muffler.

Many subassemblies were similar, such as the exhaust system, engine mount, baffles, and cowling, with possibly minor upgrades and “beef-ups” on later models. Vacuum pumps were installed on engines as gyro instruments became popular. Several different oil radiators were used with the different engine options. Propeller spinners were standard, and two different ones were used. A shorter one was used on the O-290 engines and a longer one was used on the O-320 engines. All engines were equipped with a starter and generator.

Maintenance and restoration: Unfortunately, the O-290 series engines are no longer supported by Lycoming, and finding parts and getting these engines overhauled is getting harder. The 150- and 160-hp O-320s are very well supported and are still made, and most all engine overhaul shops will do complete overhauls. All accessories such as carburetors, magnetos, propellers, vacuum pumps, oil radiators, starters, and generators are still serviced or overhauled. Exhaust system components are available new and also overhauled. All cowling and baffle parts are either being made new or good used ones are available from salvage facilities. From a restoration standpoint, there are approvals to reengine earlier models with higher-horsepower engines. The 180-hp O-360 engine has been installed in a few of these aircraft. Alternator installations are a common upgrade, as well as lightweight starters. A few exhaust system modifications have been approved.

The Tri-Pacers used four different engines, and this one looks like it has been well-maintained.

Parts and services: Univair Aircraft Corp., Aircraft Spruce, Wicks Pertinent AD notes: AD 51-23-03 — Pertains to installation of insulated spacer in battery box lid to prevent battery terminals from contacting inside of lid on aircraft serial numbers up to 22-348.

AD 55-08-04 — Pertains to replacement of defective magneto ignition filters on specific serial number aircraft.

AD 58-16-01 — Pertains to installation of additional fuse in cigar lighter circuit up to aircraft serial No. 22-6087.

PHOTOGRAPHY BY CONNOR MADISON

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Parts and services: Lycoming engines, Aircraft Spruce, Univair Aircraft Corp., many engine overhaul and accessory overhaul facilities and manufacturers Pertinent AD notes: AD 51-19-02 — Pertains to installation of incorrect oil cooler hose material on aircraft up to serial No. 22-90.

AD 68-05-01 — Pertains to inspection of exhaust muffler for carbon monoxide leakage on all aircraft.

AD 73-09-06 — Pertains to installation of placard warning against rapid throttle opening on aircraft with Lycoming O-320 engines installed.

In August 1960, Piper decided to end the production of the PA-22 Tri-Pacer, but it had another idea in mind, which turned out to be a very good business decision and led to a successful outcome. It needed a training aircraft to compete with the Cessna 150, and even though the PA-28 Cherokee had been introduced, it hadn’t had a chance to make itself well known in the marketplace yet.

Instead of tearing down all the PA-22 jigs and tooling, a decision was made to design a cheaper two-seat version of the Tri-Pacer, with lower gross weight and horsepower, removing the flaps and outside baggage door, rear door, and right wing tank. The main fuselage jig was modified, but most everything else was left as it had been. This new model was to be called the Colt, and the engine chosen was the 108-hp Lycoming O-235-C1B. This new model was the answer to a training aircraft and was very well received by the market at that time and very cheap for Piper, as far as design costs, because it could use existing tooling and raw materials.

The Colt started with serial No. 22-8000 and up. It remained in production for four years, and the PA-28 took over in the training market, as it was cheaper to build and had become better known by that time.

Most all information that I have written in this article, as far as systems, would still carry over to the Colt. The wing panel was the same as the 2,000-pound gross TriPacer minus the flaps. The fuselage section was similar but weighed a little less. The cabin section details were the same minus the rear seats, but a large baggage area took up that space. The instrument panel was reused from the TriPacer, along with the instrument options. The flight control was the same minus the flaps and aileron/rudder interconnect system. The fuel system was the same with the exception that the right wing tank became an option. The chassis system was the same with the exception that Cleveland disc brakes were added instead of the drum and shoe type the Tri-Pacer had used. The electrical was the same. The powerplant system was the same as far as cowling and baffling and engine mount. The engine was the O-235 with no oil cooler, smaller propeller spinner, and shower of sparks magnetos.

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Piper “buzz saw” style logo.

AIRCRAFT IDENTIFICATION DETAILS The Tri-Pacer used two different data plates during its 10-year production run. Initially, the aircraft data plate was attached to a diagonal main frame member just aft of the trim jackscrew on the left side, inside the fabric. The plate was attached on two short lengths of welding rod, and once in place, the wires were bent over to secure it.

This plate was the Piper No. 85411 plate that began use in November 1946 on the J-3 model. The last use of this plate was on PA-22 serial No. 373 built December 20, 1951. At this time a new plate, Piper No. 13468, was implemented, and it had a different shape with a new “buzz saw” style logo at the top and some different information. The new plate was then installed under the front floor carpet, just forward of the right side seat. This plate carried through to the end of production and was also used on the Colt in the same location.

Two other major components had production serial numbers not related to the main aircraft serial number. The fuselage frame had a serial number originally on the front surface of the front seat cross tube under the right seat.

This same number could also be found on the frame of the front and rear door, as they were made to match the fit of the door openings. In 1955 the frame number was moved up the aft side of the front spar carry-through tube, above the headliner, and on the pilot’s side. Each wing panel had a serial number written in red crayon on the aft side of either the front or rear spar, near the wing strut attach fittings, and depicting left or right, and again with no correlation to the fuselage frame number.

PHOTOGRAPHY BY LAURIE GOOSSENS

Preproduction, computer-generated image shown. Available late 2020. Always consult the owner’s manual before off-road driving, know your terrain and trail difficulty, and use appropriate safety gear.

PREVIOUSLY TREACHEROUS TERRAINS, RENDERED AGREEABLE

T H E

A L L - N E W

B R O N C O

R E S E R V E

N O W

S P O R T

MY OLDER BROTHER AND I each made our individual

BIG BROTHER PACER, LITTLE SISTER VAGABOND!

Centerline: Stay on it.

BY SPARKY BARNES

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entries into the world of wings as young adults after we left home, and then we nudged our father to refresh his flying skills. Thomas and I were not around aviation as children growing up in Winston-Salem, North Carolina. But we each ended up owning short wing Pipers; he bought his 1950 Piper PA-20 Pacer in 1990, and I bought my 1948 Piper PA-17 Vagabond in 1993. Our father, Homer, learned to fly during World War II, but stopped flying in 1946. Separated geographically but natured similarly, we three were naturally close, and as the years literally started flying by, we found that aviation enriched our individual lives so much that we evolved into a symbiotic triad similar to the Three Musketeers — “all for one, and one for all.”

PHOTOGRAPHY ILLUSTRATION PHOTOGRAPHY BY

BY CONNOR CORDELLMADISON WALKER

BY XXXX

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Thomas Barnes with his Pacer.

BROTHER As a boy, Thomas played with toy airplanes and quizzed our father about what made airplanes fly.

“He’d explain it to me, and would talk about flying and his flight training during World War II. He also had a military flight instruction book that described lots of maneuvers, and I read through it a little bit,” Thomas said. “That got me interested in flying, and in the mid1970s, we went to a little fly-in at Twin Lakes Airport (8A7), and I just loved seeing the airplanes! When I was in college, I’d go to the library and read Flying magazines when I should have been studying. I remember a column called Aftermath, which examined aircraft accidents. That put the fear of God into me about not flying into IFR conditions on a VFR flight, and other things like buzzing people and being reckless, because you can pay the ultimate price for that.”

Finally, after years of drooling over airplanes, Thomas had a job in Raleigh that enabled him to pay for flying lessons, and he bought a Cessna 150 in 1982.

“I think my getting into flying was an impetus for our father to get back into flying, because he retired from his career as an electrical engineer in 1983 at age 63, and a few years later he was getting current again,” Thomas said.

SISTER As a girl in the 1960s, I didn’t play with toy airplanes. Nonetheless, I became intrigued with aviation in 1985 when I was living near the Boone airport (NC14) and saw a sailplane being towed aloft. I mentioned to our father that I wanted to learn to fly. After a long pause with a faraway look on his face, he turned to me and said, “If you do that, it will never leave you.”

I wrote an article about the glider operation for the local paper and started taking soaring lessons that October. I earned my private glider certificate in 1986.

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Homer Barnes and his daughter, Sparky, at Wilkes County Airport, August 1993.

THE CHIEF In the meantime, after 40 years of handsomely shouldering family obligations, and with two offspring now taking to the sky, our father yielded to his decades-old urge to fly. He regained his currency in 1986 after a thorough checkout in a Cessna 152.

Thereafter, Homer enjoyed logging time with Thomas in his Cessna 150 … yet something was missing. A tail wheel! He longed to fly something similar to the Cubs in which he had instructed just after WWII. So he soon made a decision that changed our lives; he bought a 1946 Aeronca 11AC Chief (NC9224E). In August 1986, Thomas flew Homer to Angier to pick up the Chief and was Homer’s wingman as he flew the Chief to its new home — a 1,400-foot strip in the midst of tobacco fields at Wallburg.

PHOTOGRAPHY COURTESY OF SPARKY BARNES

Our excitement was palpable as we experienced tailwheel-type flying with our father, and it wasn’t long before Thomas soloed the Chief. “I had read a lot about taking off and landing in tailwheel aircraft, and the entire time I had my Cessna 150 I had always practiced full-stall landings,” he said. “Learning to keep the nose wheel off as long as possible really helped in transitioning to tailwheel airplanes. Homer took me around the field three times at Siler City (KSCR was grass at that time), and then turned me loose in his Aeronca Chief. My landings weren’t anything to write home about, but he could still use the airplane after I finished!”

Thomas was hooked. In 1990, he went over to the Johnston County airport (KJNX) to look at a Piper Pacer (N7620K) for sale. The four-place PA-20 was produced from 1950 until 1954, and 1,120 total were built.

“The owner took me up for a ride, and I was very impressed with its performance. The original engine in this 1950 Pacer was a 125-hp Lycoming O-290; it had been replaced with a 135-hp O-290-D2. I bought the Pacer, and I really enjoy flying it because it flies like a bigger, heavier airplane, and the flight characteristics are something that anyone could handle. Landings and takeoffs require more expertise and skill to master,” Thomas said. “This Pacer has the original ‘narrow’ gear; if you pay attention to it and stay with it, it’s not a problem if you have the skills to handle it.

Three-point landings are the best way to land this Pacer on pavement and on grass, and your feet have to be really active and ready to hit the toe brakes if necessary.”

N7620K was originally purchased by the CAA in 1950, and Thomas has all the original logs. “It was flown to Cuba back in the 1950s before the Castro revolution,” he said, “and a CAA pilot managed to wipe the gear out from underneath it one time!”

Describing this Pacer as the “squirreliest” airplane he’s flown, Thomas recalls with a chuckle an interesting experience: “I took a pilot neighbor up with me, and he’d never flown a tailwheel airplane. He wanted to do a takeoff, so I said okay and kept my feet on the rudder pedals.

About two seconds after he started the takeoff run, the Pacer was zigging towards the side of the runway! He said, ‘What’s that?!’ I said, ‘That’s a zig! When it zigs, you’ve got to zag!’ I took the controls at that point, of course.”

Thomas Barnes and his father, Homer, with Thomas’ Piper Pacer.

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FUN FLYING! Back in those days, Thomas lived about 100 miles east of Winston-Salem and established an enjoyable habit of Saturday flights to the grass strip where our father based his Chief. “We’d make arrangements the night before, and he’d meet me at the field and hop in the Pacer with me. We’d go flying out to little grass strips and small fly-in events in the surrounding area. We had a lot of fun and good times doing that through the years. I never found a grass strip in North Carolina that the Pacer wouldn’t get into and out of with two people,” Thomas said. “It has two 18-gallon wing tanks and burns about 6 to 7 gph the way I run it. It cruises about 105 to 110 mph; you can push it hard, and at 8,000 feet, the true airspeed would be about 130 mph at wide open throttle, but I never really flew that high because it’s more fun to look out the window and see what’s going by. One time I flew a 200-mile leg to Manteo, refueled there, and flew down the Outer Banks and then took a right and flew a northwest course back home. That was a 500-mile flight that day.

Every flight’s memorable; the Pacer instills confidence in the flying skills you think you have.”

Lo and behold, several years later, the owner decided to sell that Vagabond. Fortuitously, I’d saved enough money by then and was able to buy NC4698H in 1993. Since I hadn’t ever flown it or been up for a ride in it, I hired a local tailwheel flight instructor to check me out. I made a wobbly first takeoff, dribbling the main landing gear like black basketballs down the bumpy runway toward the goal — finally, we were airborne and slowly climbed out of the “Tree Tunnel” into the summer haze. The Vagabond is delightful to fly; she is very responsive to control input and stalls just as sweetly as a little girl curtsying.

After being declared “good to go,” I motioned to my 73-yearsyoung father to join me for a hop around the patch. Brilliant blue eyes shining with enthusiasm, he spryly hopped into the cockpit beside me, and we shared a joyous smile as we cinched the one long seat belt over both our laps and climbed aloft.

GRASSROOTS In 1989, I decided to add a single-engine land rating to my commercial glider certificate. Right after I soloed a Cessna 152 at Sugar Valley (5NC2), our father masterfully landed his Chief on the “sidewalk” of a runway there. Congratulating me, he promised to teach me how to fly the Chief after I earned my rating. True to his word, and with the patience of a saint, he taught me how to handle a tailwheel airplane. For many joyful years, we were the father-daughter duo of the Piedmont and relished flying to grass strips and visiting with friendly pilots who owned and flew anything from J-3 Cubs to P-51 Mustangs.

One of the fields we frequented was Seller’s Landing Strip (N83). It was a narrow, 2,000-foot sloping strip of real estate with a power line and brick house at one end. The other end seemingly vanished down into a lush hardwood forest. Thus, we had affectionately dubbed the place the “Tree Tunnel.” There happened to be a Vagabond tucked inside an open wooden hangar there, and one day it beckoned me to open its door and climb inside. I could see over the nose despite its tailwheel configuration, and it had a control stick instead of a yoke — I felt like it just fit me. The PA-17 Vagabond Trainer was a deluxe version of the PA-15, and 214 PA-17s were manufactured.

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Thomas (left) and Homer with the Vagabond and the Chief at Wilkes County Airport, August 1993.

THREE MUSKETEERS’ CROSS-COUNTRY The first Vagabond cross-country adventure entailed flying from the rolling Piedmont of North Carolina to Johnson County Airport (6A4) in the Blue Ridge Mountains of northeastern Tennessee.

Since I was a relatively inexperienced pilot, Thomas was my navigator in the Vagabond, and our father was wingman in his Chief.

“I think it’s always good to have someone else along on cross-countries in order to evaluate conditions, and at the time we didn’t have GPS, so it was chart and compass to keep things on track, and I also kept an eye out for our father in the Chief,” Thomas said.

It was a hot and hazy, dripping-with-humidity day, and 50 nm into our 86-mile cross-country, a steely blue curtain seemed to be suspended directly ahead of us, stretching from the heavens down into the taller mountain ridges. Reluctantly, I turned the Vagabond back toward the Wilkes County airport, where the sunlight shone like a safety beacon on the runway.

As we tied down the airplanes, our father grinned and commented, “I was wondering when you were going to turn around!”

Visibility didn’t improve that afternoon, so he and Thomas flew back to the Piedmont in the Chief, and I returned to the airport another day to complete my flight.

PHOTOGRAPHY COURTESY OF SPARKY BARNES

VAGABOND VERSUS PACER Thomas and I have each flown each other’s airplanes at times, and as far as in-flight characteristics, he likes my Vagabond better because it has excellent aileron response due to its long-span ailerons on the short wings.

“It’s just a joy to fly,” he said.

“It’s light and nimble, it has good visibility over the nose on takeoff, and good performance with the C-85-8. It’s close to being the ideal light sport plane, in my opinion.”

A couple of things I’ve noticed about his Pacer is how solid it feels in flight, and how easily the tail wheel stays on the ground with little back-yoke pressure on landing rollout.

“The Pacer is just a bigger, heavier airplane,” Thomas said. “It doesn’t have as good a visibility over the nose, and it doesn’t have the roll control for crosswind landings that the Vagabond does, due to the Pacer’s short-span ailerons. In a Vagabond you don’t need flaps; in a Pacer you don’t really need flaps even though you have them, because you can put it in a slip and come down like a rock! Of course the Pacer is faster, carries more load, and has longer legs as far as fuel range goes.”

VAGABOND RESTORATION In 1995, Thomas flew my Vagabond to his mechanic for its annual inspection and called a few days later to break the news to me that the airplane was in sore need of restoration. While my thoughts were reeling, Thomas kindly asked whether I wanted to sell it for parts or restore it. I immediately opted to restore it, though I hadn’t a clue how to go about doing such a thing. The project was made even more challenging due to the fact that I moved three times during those years (taking all the Vagabond pieces/parts with me) and was taking graduate courses and working a full-time job.

In true Musketeer fashion, Thomas and Homer did all they could to help me along the way. It was an edifying process, all told, and I am thankful every day that the opportunity to bring her back to life was presented to me. As a 30-something-year-old, I lovingly brought my Vagabond back to airworthiness, motivated by stubborn determination after she was pronounced “DOA” (dead on annual), despite having zero restoration experience and living on the proverbial shoestring budget.

PHOTOGRAPHY BY EDDIE RAPIDPHOTO

SPECS 1948 Piper PA-17 Vagabond Aircraft Specification No. A-805 Eligible to be flown by a sport pilot.

WINGSPAN:

29 feet, 3 inches

LENGTH:

18 feet, 7 inches

HEIGHT:

6 feet

EMPTY WEIGHT:

650 pounds

GROSS WEIGHT:

1,150 pounds

USEFUL LOAD:

500 pounds

SEATS:

1 pilot, 1 passenger

ENGINE:

Continental A-65-8

FUEL:

12 gallons

OIL:

1 gallon

MAX SPEED:

100 mph

CRUISING SPEED:

90 mph

STALLING SPEED:

45 mph

RATE OF CLIMB:

530 fpm

SERVICE CEILING:

10,500 feet

CRUISING RANGE:

250 statute miles

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SPECS 1950 Piper PA-20 Pacer Aircraft Specification No. 1A4 Not eligible to be flown by a sport pilot.

WINGSPAN:

29 feet, 3 inches

LENGTH:

20 feet, 4 inches

HEIGHT:

6 feet, 2 inches

EMPTY WEIGHT:

1,020 pounds

GROSS WEIGHT:

1,950 pounds

USEFUL LOAD:

930 pounds

SEATS:

1 pilot, 3 passengers

ENGINE:

135-hp Lycoming O-290-D2

FUEL:

36 gallons

OIL:

2 gallons

MAX SPEED:

139 mph

CRUISING SPEED:

125 mph

STALLING SPEED:

48 mph

RATE OF CLIMB:

620 fpm

SERVICE CEILING:

15,000 feet

CRUISING RANGE:

580 statute miles

Powered by a youthful naivety and an abundance of optimism, I reduced the sum of the airframe with Thomas and Homer’s help to myriad individual components, tagging and labeling them along the way. I spent a goodly amount of time head-scratching, researching, and learning how to install fabric, rib stitch, paint, make new control cables, locate and order parts. And at times, I shed tears from heartfelt pangs of flying withdrawals; sweat beaded my brow and PolyTak tried my patience; and the cold of winter numbed my fingers as they curled around wrenches and screwdrivers. Romance sprinkled its joys and sorrows throughout the days that turned into years … graduate school intervened … and still I persevered, never once doubting that I would fly my airplane again.

My Vagabond is not a showplane; at the time I restored her, I didn’t even know what a showplane was. Hence, any imperfections in NC4698H’s fabric and finish are natural attributes and an authentic reflection of the learning curve of one who tackled the project without any foreknowledge of the processes involved; therefore, they lend character to this beloved and spirited airplane.

My amateur’s restoration saga commenced October 1995 and triumphantly culminated November 8, 2002, when I pushed the throttle to the firewall for takeoff. My Vagabond joyfully leapt into the sky, leaving only its shadow lingering on the ground.

Sparky applies Poly-Brush to an aileron, using the woods as her workshop.

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PHOTOGRAPHY COURTESY OF SPARKY BARNES

NEW HORIZONS Through the years, the Vagabond has inspired me to learn and do things I would never have done otherwise.

The restoration was my pathway to earning my master’s degree at Appalachian State University (I wrote my thesis about the Vagabond’s restoration). The project also facilitated having my writing and photography published in aviation magazines and that, in turn, has allowed me to meet some of aviation’s most intriguing individuals, who have entrusted me to convey their own stories since 2001. My hands-on experience allowed me to gain an inkling of what’s involved in aircraft restorations, and acquire a healthy dose of recognition and respect for those whose skills far surpass my own. But that’s not all …

CROSS-COUNTRIES Though most of my “Happy Vagabond” flying is simply going up and prowling around the countryside, and watching rooster tails of dewdrops spin up from my tires during early-morning landings on grass fields, I’ve also enjoyed a couple of noteworthy cross-countries.

In 2003, I was honored to represent the state of Tennessee in EAA’s 50 Flags to Kitty Hawk project, which was created in conjunction with the National Park Service as part of EAA’s Countdown to Kitty Hawk to celebrate the Centennial of Flight. This was the Vagabond’s first cross-country after restoration. I delivered the official Tennessee flag and Gov. Bredesen’s signed proclamation (declaring a 50 Flags to Kitty Hawk Day throughout Tennessee) to the Wright Brothers National Memorial at Kitty Hawk in early October under beautiful blue skies.

The following May, I was invited to fly my Vagabond in the North Carolina Vintage Air Tour by tour organizer Charles Stites. Nearly a dozen airplanes participated in this flight to promote general aviation and vintage aircraft. I was grouped with a 1928 Fairchild FC-2-W2 (N13934) and 1942 Boeing A75 Stearman (N429G). The tour began at Sanford (KTTA), stopped at Goldsboro (KGWW), Manteo (KMQI), First Flight (KFFA), Beaufort (KMRH), and ended at Salisbury (KRUQ). Talking with visitors who came out to see the airplanes was enjoyable, and flying down the coastline was a serene experience, with the deep blue sea to my left and the sandy North Carolina beaches below me — no worries about navigating, and plenty of emergency landing areas all the way!

TOP: Sparky uses a small iron to smooth the edges of the pinked finishing tape in the cabin area.

MIDDLE: Sparky and her Vagabond fuselage.

BOTTOM: Thomas Barnes and his sister, Sparky, with her restored Vagabond.

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The Vagabond is a joy to fly!

MAKING MEMORIES From our collective experiences of owning short wing Pipers, my brother and I agree that these airplanes provide very good performance for general aviation flying.

The Vagabond is an economical, “wash-and-wear” daily flyer — of course, an airplane is always a work in progress. Throughout the nearly 20 years since my “shoestring” restoration, I’ve been able to afford various and sundry changes to keep the Vagabond in good airworthy condition. Thomas’ Pacer has had a few improvements through the years, including the installation of a 150-hp Lycoming O-320.

“The Pacer enabled me to share and enhance our family’s love of flying. Even in our father’s later years, he was able to continue flying with me, so the Pacer carried us through that phase of life as well,” Thomas said.

“I have many good memories of all our flying experiences, but our dad is gone now. The Pacer served its purpose well, but now I’m flying my Wittman Model 10 Tailwind more often.”

Our love and passion for flight bound us — the Three Musketeers — together in a most fulfilling way, and even after our father was unable to fly, the spirit of flying never left him. Thomas and I each fly with an angel on our shoulder now, and we are well aware that each day is golden. We hold an immeasurable treasure in our hands today and are mindful to cherish every moment, for it will not always be this way. Flying an airplane that I restored myself, and in which I’ve enjoyed flights with my father and brother, fills my soul with joy — and in recent years, I’ve averaged more than 160 hours annually. That’s a lot of joy!

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Sparky enjoys flying her Vagabond to local grass strips.

PHOTOGRAPHY COURTESY OF SPARKY BARNES

WORTH THE WAIT FREE YOUTH ADMISSION

JULY 26 - AUGUST 1 EAA.org/Tickets

Free admission for youth ages 18 and under has been generously supported in part by

The Vintage Mechanic ROBERT G. LOCK

Instrument Systems

FIGURE 2

BY ROBERT G. LOCK

OUR SUBJECT FOR THIS ISSUE is instrument systems.

Discussion will focus on the primary instrument panel, those instruments required by regulation 91.205 (b) for visual flight rules daytime flight. These instruments would be airspeed indicator, altimeter, magnetic direction indicator, engine tachometer (for each engine), oil pressure and oil temperature gauges (for each engine), a coolant temp gauge for liquid-cooled engines, a manifold pressure gauge for each altitude engine, and a fuel gauge for each fuel tank.

Also needed is a landing gear position indicator for aircraft equipped with retractable landing gear.

The owner may wish for further instrumentation, but the above gauges are required equipment. Other instruments may be added by necessity, such as an ammeter if an electrical system is installed, a fuel pressure gauge if a pressure-fed fuel system is installed, and a turn and bank indicator or a rate-ofclimb indicator. All instruments should be installed using brass hardware. This is done to protect the compass from magnetic deviation. Now, let’s look at the primary instruments individually, starting with the compass.

COMPASS: The magnetic compass is preferably installed in line with the center of the fuselage. Accuracy of the compass is affected by metallic objects that are magnetic. Therefore, nonmagnetic hardware is always used for installation. Compass deviation is caused by anything magnetic located nearby, such as steel hardware and/or electrical wires. Deviation can be corrected by “swinging the compass” once the airplane is completed. You will need a correction card to install directly below the compass. There are two methods to correct a compass for deviation: use a compass rose at the local airport or use a master compass. The most common method is to place the airplane on a compass rose and make mechanical corrections to the instrument in the N-S and E-W headings. On the face of the compass are two screws marked N-S and E-W. These screws rotate tiny magnets to cause the compass card to move. Always use a nonmagnetic screwdriver when adjusting. I take a small piece of brass brazing rod and flatten it to turn the screws. The most accurate compass correction will be with the electrical system “ON” and the engine running and the tail positioned as it would be for flight. Most folks don’t run the engine. If there are no electrical wires near the compass, then there’s no need to activate the electrical system.

FIGURE 1

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SWINGING THE COMPASS: Place the aircraft on the compass rose with the main landing gear on the E-W line and the tail wheel on the N-S line (longitudinal axis aligned over the N-S line), and then move the N-S screw until the compass reads 0 degrees (north). Move the airplane 180 degrees, line up on N-S and E-W lines, and note the compass reading. Example: If the compass reads 176 degrees instead of 180 degrees, adjust the heading until the compass reads 178 degrees (take one-half of the error and adjust the N-S screw). Then repeat the process on the E-W direction. Once the cardinal headings are adjusted, don’t make any more adjustments. Now, place the airplane in the north heading and note the compass reading on a piece of paper. Then move the airplane so as to change the heading by 30 degrees, noting the compass reading, until back to the north heading.

Your figures can then be transferred to the compass correction card that will be installed just below the compass. If there are heading errors of more than 10 degrees, the compass must be overhauled or replaced.

Figure 1 details a typical compass correction card.

TACHOMETER (Figure 2): All old tachs were mechanically driven off the engine accessory case. There were no electric or recording tachs made in the early days. Use care when measuring the length of the drive cable and housing; don’t make it too long, as excessive coils or changes in direction can cause friction and errors in rpm indication. Note the direction of the tach cable drive at the engine, and make sure the drive cable is wound in the direction of the engine drive, not in opposition to the drive direction. Also note that the drive cable is slightly longer than the housing so as to properly engage in both the engine drive and tachometer instrument fitting. I lubricate my drive cables with graphite grease during assembly. There is an oil seal or other type of mechanism in the engine drive to keep oil from entering the tach drive housing and eventually getting into the instrument. If oil ever appears in the instrument, check the oil seal on the accessory case of the engine. The tachometer should be “redlined” at maximum operating rpm. A simple red radial line adjacent to the appropriate rpm will suffice. Have the instrument overhaul shop install the red line at the time of overhaul or place the marking on the instrument glass. If the marking is placed on the glass, provide a small white line crossing from the instrument case to the glass so any glass rotation can be detected.

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

OIL PRESSURE GAUGE (Figure 3): Oil pressure gauges are Bourdon tube instruments.

Inside the instrument is a small semicircular tube that “springs out” under pressure. This tube drives the needle through a series of gears and rocker arms. Aluminum tubing is used to connect the instrument to the pressure port on the engine. The most common tube diameter is 3/16 inch, although 1/4 inch may be used.

There should be a flexible area of tubing at the engine attachment point. Either use a hose or coil the tube so it is free to flex when the engine moves in the mount. Initial installation of the tube to the instrument should be done by first removing all air from the line.

Disconnect the line from the instrument and turn the engine over with the starter until oil in the line is visible; reconnect the line to the instrument fitting. The engine operating oil pressure, both maximum and minimum, should be marked with small red radial lines.

FIGURE 4

An airframe and powerplant mechanic (A&P) can’t make any adjustments to aircraft instruments other than “swinging the compass.”

OIL TEMPERATURE GAUGE (Figure 4): The oil temp gauge is also a Bourdon tube type instrument; however, a capillary line and bulb are permanently connected to the back of the instrument. The line is filled with methyl chloride, a liquid that expands with temperature, thus causing the Bourdon tube to move. Small changes in movement cause the needle to read a temperature. Never cut or twist the capillary line off the instrument or the liquid will immediately turn to a gas and the instrument will becomes useless. The capillary line should be the desired length; however, excess length can be carefully coiled and clamped behind the instrument panel. The oil temperature gauge should have a red radial line indicating the maximum inlet oil temperature as specified by the engine manufacturer.

FIGURE 3

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61

The Vintage Mechanic ROBERT G. LOCK

ALTIMETER (Figure 7): There are two types of altimeters used in the older airplanes: standard and sensitive. Both use static air derived from the pitot/static system. The instrument case is airtight and contains one to three sealed diaphragms that expand as the aircraft gains altitude. This expansion is transferred to a needle that reads the aircraft’s altitude. Standard altimeters contain just one needle on the dial, and the local “altimeter setting” in inches of mercury cannot be set; you just set it to the field elevation or zero, depending on your needs that day. These instruments have significant accuracy errors and are best set to zero so as to read the airplane altitude above the ground. Sensitive altimeters have a window to adjust the instrument to the local altimeter setting. In the United States we use inches of mercury as the unit of measurement. When these instruments are accurate they are actually an aneroid barometer, which uses a type of diaphragm that is more sensitive to smaller pressure changes than a simple diaphragm. To use it, set the needle on the field elevation and the instrument will tell you the barometric pressure in inches of mercury. When installing the sensitive altimeter, a placard on the rear of the case should indicate that the instrument is a 0-20,000 foot altimeter. Sensitive altimeters have two or three needles on the dial and an adjusting knob at the 6 o’clock or 8 o’clock position. The sensitive altimeter can be overhauled and certified for accuracy; the standard altimeter can be overhauled but cannot be certified for accuracy.

FIGURE 5

FIGURE 6

AIRSPEED INDICATOR (Figure 5): Airspeed indicators are pitot and static instruments; that is, they operate by measuring the difference between pitot (ram air) and static (ambient) pressures. A common location for the pitot/static probes on a biplane is on the left or right interplane strut, about four-fifths of the gap above the lower wing. Pitot (ram air) operates a diaphragm, which expands under pressure and moves a series of rocker arms and gears that make the needle move. Static air surrounds the diaphragm inside the case of the instrument. There usually is a tee connection that allows static air to be connected to the altimeter, and through another tee to the rate-of-climb instrument (if installed). Some simple installations will have the static air source directed only to the airspeed indicator; the altimeter static air will be opened directly into the cockpit of the airplane through a 1/8-inch pipe plug with a small drilled hole. The airspeed indicator should have a red radial line marking the never-exceed speed (VNE) of the aircraft.

Figure 6 shows a typical early pitot-static installation to an airspeed indicator.

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January/February 2021

PLUMBING: The most common type of tubing for instrument systems is soft aluminum alloy 3003. It is easily handformed and flared, and standard aluminum AN fittings (blue in color) can be used. Route the tubing so it does not chafe, and clamp it to the structure if necessary.

OPERATION: Aircraft instruments need a certain amount of vibration to work properly. If there is no vibration, the needles tend to be jumpy, especially the airspeed indicator and the altimeter. Some instrument panels were shock-mounted, and some were not. Many older airplanes did not have shock-mounted panels; rather the panels were mounted directly to the fuselage frames.

FIGURE 7

TROUBLESHOOTING: A most common problem will be an obstruction in the pitot line causing an erroneous reading on the airspeed indicator. Remove the pitot line from the instrument case (it’s the one in the middle) and reverse blow out the line with compressed air. Caution: Use a regulator and start at 20 psi; continue raising pressure until the obstruction is removed. Don’t blast away with a line pressure of 100 psi and above or you can do damage to the system, especially if a rubber hose was used to join the tubing together.

If oil temperature gauge accuracy is in question, heat water until it boils, place the instrument probe in the water, and check the reading. It should read 212 degrees Fahrenheit or 100 degrees Celsius. No adjustment can be made to the instrument. At overhaul each instrument has a calibration card furnished, and you might want to review that card.

An airframe and powerplant (A&P) mechanic can’t make any adjustments to aircraft instruments other than “swinging the compass.” If instrument indication is not accurate, the gauge should be removed and sent to a qualified repair station for maintenance.

However, most simple aircraft instruments will give many years of trouble-free service. If problems do occur, check the system first before removing the instrument.

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

MAGNETO SWITCHES (Figure 8): Magneto switches “ground” magnetos when the switch is placed in the “OFF” position.

When the switch is on “BOTH,” the left and right magneto grounding circuits are “open.” When checking magnetos for proper operation, if the FIGURE 8 switch is on “L,” the right magneto is grounded; if the switch is on “R,” the left magneto is grounded. At idle speed, moving the switch to the “OFF” position will ground the output of both magnetos, causing the engine to stop. If it doesn’t, then one or both magnetos are not grounded (we call this “hot mags”).

You can check the magneto switch circuits with an ohmmeter or continuity light. Wiring from magnetos to the switch (P-leads) should be shielded, and the shielding grounded on both ends of the wire.

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MARKINGS & PLACARDS: Some instruments require range markings. The airspeed indicator needs a red radial line at the maximum operational airspeed (VNE); the oil pressure gauge needs a red radial line marking minimum and maximum pressure. The oil temperature gauge needs a red radial line marking maximum inlet oil temperature. The tachometer needs a red radial line at maximum engine rpm. Engine operating limits can be gleaned from the manufacturer’s overhaul manual. Placards state operational limitation requirements. Examples are “Solo Rear Seat Only,” “Intentional Spins Prohibited,” and “Avoid Continuous Operation Below 1650 rpm and Above 1800 rpm.” Markings and placards must be in plain view of the pilot. FAA type certificate aircraft and engine data sheets (TCDS) are a good source for placarding and markings. The FAA Aircraft and Engine Listing is a poor source for this information, since it contains such limited data. Since all older aircraft rarely had flight operations manuals, they must be operated in accordance with markings and placards, commonly called the Operation Limitations.

Some aircraft had a CAA-issued Operation Limitations form, which listed engine and airspeed limits. This form was to be displayed in full view of the pilot.

CONCLUSION: Simple markings and placards are important to the proper operation of the aircraft and engine. I suggest you include a copy of the type design data for the aircraft and engine in your paperwork file and even in the data carried in the aircraft. There is a large difference in data contained in FAA Aircraft or Engine Specifications versus the FAA Aircraft or Engine Listing. Your A&P mechanic or an A&P with an inspection authorization can be helpful in obtaining this information. Happy flying!

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63

Message From the President SUSAN DUSENBURY, VAA PRESIDENT

CONTINUED FROM PAGE 1

The Colt’s performance was great for those small grass fields that I regularly flew into. The takeoff distance is 950 feet with no obstructions and 1,500 feet over a 50-foot obstacle. The landing roll is a mere 500 feet with no obstacles and 1,250 feet over a 50-foot obstacle. But why did Piper design and manufacture this neat little airplane to begin with? The Piper Colt was first introduced by Piper in 1960 to serve as an economical trainer, which it did until Piper introduced its next trainer, the PA-28 Cherokee 140.

Piper manufactured a total of 1,849 Colts (including the prototype) in Lock Haven, Pennsylvania, during the five calendar years from 1960 to 1964.

I gleaned the following interesting statement from the Short Wing Piper Club website (ShortWingPiperClub.org). “Many enthusiasts believe the Tri-Pacer to be the biggest contributor to the Colt’s basic layout with the tricycle gear, but the Colt owes most of its lineage to the short wing that started it all, the PA-15/17 Vagabond. The structure of the Colt fuselage closely mirrors the Vagabond as neither airframe contains the Clipper, Pacer, and Tri-Pacer rear door/seat and overhead structure.”

In closing, I’ll just add that those hours that I spent flying the Colt around South Carolina during my high school years were some of the most memorable and magical flying experiences in my entire aviation career.

Blue skies!

Flymart

DIRECTORY OFFICERS PRESIDENT Susan Dusenbury 1374 Brook Cove Rd. Walnut Cove, NC 27052 336-591-3931 sr6sue@aol.com

SECRETARY Dan Wood 75 Walton Place Dr. Newnan, GA 30263 678-458-3459 fly170@gmail.com

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COPYRIGHT © 2021 BY T HE E AA VIN TAGE AIRCR AF T A SSOCIAT ION. ALL RIGHT S RESERVED. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published bi-monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, email: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 6 issues of Vintage Airplane magazine, is $45 per year for EAA members and $55 for nonEAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608. FOREIGN AND APO ADDRESSES—Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING — Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

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Dave Clark 635 Vestal Lane Plainfield, IN 46168 317-839-4500 davecpd@att.net

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EXECUTIVE ASSISTANT 64

January/February 2021

Amy Lemke alemke@eaa.org

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