V~BSTOL

V~BSTOL
ILDERS MANUAL
I~ediately upon starting to build any amateur built airplane you should
wr~te to: U.S. DEPARTMENT OF TRANSPORTATION - PUBLICATIONS SECTION M-442.3_
WASHINGTON, D.C. 20590. Request a copy of 20-27C certification and operation of amateur built aircraft.
There is.no longer any :equirement for a pre cover inspection by FAA. The
worst th~n~ you can do ~s to bother FAA when you are just wasting their time
and your t~me. Get the above advisory circular and read it. When the airplane is ~one, ta~ii tested; weighted; papers in order; and the required
placards.~n the a~rplane -- g~ to your local FAA maintance man with the precover p~ctures they ask for ~n the above circular. Have your log book made
up, and have the form 8050-88 made out and notarized. Don't go into the
FAA office to be a burden on them and expect them to perform instant miracles
for you. Have documents in your hand to show them that you know what you are
doing.
FAA people are good people and they will go out of their way to help you.
We are always upset to find members of the public with a chip on their
shoulder and this is not a constructive approach. If all federal employees
were good people like FAA, we would have honest government. FAA are abiding
by the U.S. Civil Aeronautics Act of Congress of 1938 in developing aviation.
Government employees in nearly every other country in the world do everything
they can to destory aviation. They do all they can to
outlaw aircraft
ownership. So be kind and respectful of FAA people, they are good people.
ORDERS
MOUNTING
FOR HUSKYS
THE CHRISTEN PRODUGrION LINE IN
the mountains of Afton, Wyoming, is
steadily turning out airplanes, with a
Husky rolling off the line every week
and a Pitts every other week. Both
are sold out through September.
The Husky is now certified on
floats for the first time. It has a pair
of Edo 89·2000 nonwheel floats-the
same type that the Piper Super Cub
and Bellanca Scout use-and part of
the floatplans certification is a higher
maximum takeoff weight: on wheels,
the Husky tops out at 1,800 pounds,
but the limit goes up 10 percent to
1,980 pounds for the f1oatplane.
On floats the Husky sells for
$75,895; the Husky on wheels sells
for $59,395.
The V6 STOL airplane will out perform the Christen
Husky in every respect and use 43 percent less gasoline while it's doing it. The V6 STOL will make
the wor Lds best Glider Tow Plane. The V6 can run
all day at full throttle, and there is no shock
cooling on descent. A Husky may only make a dozen
tows before it has a cracked cylinder from shock
cooling. Replacing one cylinder on a new Lycoming
can cost three to five thousand dollars. You can
build a V6 STOL airplane for the cost of two cylinders on.a new Lycoming.
We can use non-leaded premium automobile gas while
the 180 Lycoming is forever stuck with 100 octane
airplane gas. When car gas goes to $3 a gallon,
how much is 100 octane airplane gas going to cost?
The day is coming when the guy with the Lycoming
will not be able to fly due to the cost of gasoline.
This situation already exists in Europe where nonleaded premium automobile gasoline is now $3 per
gallon.
Glider flying is a wonderful sport, .but;it has come
to a stand-still in many parts of the world due to the lack of a sucessful
tow plane. The 90 inch diameter propeller is fundamental fo: glider towing.
In 1989, a company developing a new propeller bought a Javel~n Ford 239V6A
engine for propeller testing. They bolted on their propeller and ran ~t
150 hours at full throttle while cycling the propeller. They reported the
engine performed perfect, and a air cooled engine would have burned up. The
V6 STOL airframe and engine combination is a practical and efficient concept.
INTRODUCTION
Nobody is encouraging you to build a V6 STOL we are only telling you how
we did it. If you build the airplane you ar~ expected to be a person responsible for your own actions and safety.
A
V6 STOL
is made by salvaging a Piper PA-22. Now how do you find one?
Any that you find around your local airport will be big money. You want to
find one sitting in a barn on a farm that is out of license that you can
buy cheap. The way you find these is to call A.O.P.A. in Hashingtion D.C.
and order a registered owner list for your state and 4 or 5 states around you.
The list will cost you around $125 and it will save you several thousand.
'
You go through the ~ist and call people near you and send a form letter to
the rest and start driving around and looking at PA-22's. Don't buy the first
one you see, keep looking. In a few weeks you will become an expert on finding PA-22's then buy the one you want. Be sure the registered owner takes
out the registration certificate and writes on the back side salvaged and
signs it. You cannot do this, only the registered owner can. You want that
N number canceled. You go hand in hand to a mail box with the registered
owner and drop it in the box. It is against F.A.A. regulations to license
a certificated airplane as a experimental homebuilt. You cannot license a
PA-14 family cruiser with the V6 engine as a home built because it's a certificated airp~ane. This book tells you how to make a homebuilt out of a PA-22
Tripacer. And I agree with the necess{ty of this rule. He don't want a
bunch of certificated ariplanes half way between a homebuilt and a certificated,airplane. He are totally destroying a PA-22 and just using the raw
material.
F.A.A. 's 51 percent RULE: You can buy the complete airframe for the HagAero 2+2 and just covering it meets the 51 percent RULE. By the time you
move the gear forward on a TriPacer, extend the fuselage, rebuild the wings
and then cover the airplane you have about 80 percent of the labor in it so
there is no question about the 51 percent RULE.
Now don't let building a homebuilt airplane become work. You should spend
about 20 hours a week on it and this should be recreation and fun. If the
project gets to where it's not fun sell to somebody else. Rejoice in the
fact that you are allowed to build a homebuilt airplane in the United States
of America. Out of some 170 major nations in the United Nations there are
only about 4 that will allow their people to build a homebuilt airplane.
Most countries practice "Accident Prevention by flight prevention."
Henry Heeks- Henry was my dear friend. I first met him in 1932 when I was
7 years old. He was flying his Curtiss Robin from Kansas City to Denver,
he stopped at my father's airport north of Dodge City, Kansas. He propped
it by hand (with nobody in the cockpit) and I pulled the chocks. In 1952
Henry was Chief of CAA Engineering Central Region and I was an engineer
at Boeing Hichita. As I worked with Henry getting the first light plane
automatic pilot certificated I found that his pet peeve was that CAA had
.no right to prevent a U.S. citizen from building their own airplane for
their own enjoyment. Henry had a Navion at the time which I had sold to
him in 1948 when I was working for Lincoln Air Service in Lincoln, Nebraska. Henry's favorite story was, if a guy comes in here with an ironing
board tied across a baby buggy and wants to fly it, we (CAA) have no right
to tell him he can't do it. He can only tell him he can't fly it over a
populated area.
Hhen Eisenhower became president, Henry was drafted to Washington D.C. to
become head of the CAA Engineering Branch. Now Henry was the top dog at
the head shed, (and these were his words).
-1-
I was one of the people Henry called to Washington in 1953 to attend a
meeting on the new rules for homebuilt airplanes. Everyone was absolutely
shocked as to how wide open the rules were that Henry wrote. CAA employees
did not dare say a word or Henry would chop their heads off, literally.
Henry was a fine man about 6 foot 4 inches tall with a nice mustache, about
240 pounds and a strong personality. He would find little bastards hiding
in the woodwork at the CAA headquarters in Washington, he would kick them
out into the street. Even those of us pushing for the new homebuilt rules
were shocked as to how wide open they were ( and still are to this day).
Henry said now the accident rate of homebuilt airplanes will probably be
double that of CAA certificated airplanes and we will accept that but if
the accident rate is 3 or 4 times that of certificated airplanes we will
need to take a look at this liberal policy. Everyone of us at the meeting
agreed with Henry that the accident rate of homebuilts would be double. We
each had fear in our hearts what was going to happen to our new liberty
when the accident rate exceeded 3 or 4 times that certificated airplane
accident rate.
It's 1983, I am in Washingtion D.C. at the CAA now FAA headquarters 30 years
has gone by. Henry Weeks has retired, he lives in Fish Tail, Montana and
brags to all of us that he catches trout each morning for breakfast off of
his back porch. And this story was literally true. Even in retirement Henry
Weeks did things in a great way. We were visiting with one of Henry's close
friends and associates and he said, "We have just got to find a way to have
more accidents in homebuilt airplanes, they are making us look bad." I asked
what the hell are you talking about? He said, "Do you remember we all agreed
with Henry 30 years ago that the accident rate of homebuilts would be doubLe
that of certificated airplanes?" And I said yes.
I asked him how do they compare and he said, "They are identical." I was
surprised because I knew of a humber of accidents in homebuilts. He explained
there is a difference in character of the accidents, there are a few structual failures and system failure accidents like we expected but they are offset
by fewer weather accidents. The home builder has more common sense and not
many of them kill themselves flying into IFR weather.
The total accident rate of homebuilt airplanes is identical to store bought
airplanes. I was absolutely thrilled and amazed and we thought how thrilled
Henry Weeks would be if he were still here. EAA should erect a stat.ue of
Henry Weeks. Our right to build homebuilt airplanes was given to us by Henry
Weeks and we will fight if anybody tries to take it away from us. Now back
to the
V6 STOL.
Henry would enjoy our sawing up old Tripacers, he
thought it was a poor airplane. If the airplane has log books when you get
it, put the engine log book in a clear plastic bag and tie it on top of the
engine. Put the airplane log book away so that no one will ever see it. If
you are dumb enough to show it to FAA they can refuse to ever license your
V6 STOL as a homebuilt. Remove the Standard Airworthiness Certificate
from the airplane if it has one. Remove the radio station license from the
airplane because it has the N number. Put all of these papers with the airplane log book which you have hid. If there is an N number on the instrument
panel remove it.
Let me add one more bit of philosophy. Flying is not fun if you spend alot
of money to do it. We can only enjoy flying if we can do it for a reasonable
number of dollars. My heart is not in the $30,000 kit. The V6 STOL
is an opportunity for you to fly at very low cOSts.
C·~
David D. Blanton
-2-
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MANUFACTURER'S
4428A
;
Civil Aviation
CHANGE
Administrator
REFERENCE
OF ADDRESS
FOR FUTURE
RETAIN
19Bd
Act of 1958,
NOTE:
REPLACEMENT
Oklahoma
-----.
manufacturer,
made
of the
include
73125
your
may
-Aviation
request
of the aircraft.
"N" number,
to Federal
Send
a replacement
the registration
model, and serial number
should
City, Oklahoma
payable
holder.
or mutilated,
OF CERTIFICATE
Registry
order
P. O. Box 25504
FAA Aircraft
or money
All correspondence
to:
request
is lost, destroyed,
at the written
$2.00 (check
Administration)
and
be obtained
" this certi1icate
Federal Aviation Regulations
require that the registered
owner of the
aircraft shall report in writing w~hin 30 days any change in permanent
ma~lng address. A revised Certificate of Registralion will be issued without
Charge. The Application for Registration
AC Form 8050-1 may be used to
report a change of address.
AC form 8050·3 (7·81)
,-1\I9V. 07,
C¥~~-
7. 1944, and with the Federal Aviation
THIS INFORMATION
dated December
and regulations issued thereunder.
International
craft when operated,
must be in the air-
This certificate
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.
~ARU ROBERT E
327 FlO~A VISTA
WEBSTER TX 77598
TO:
4428A
OFFICIAL BUSINESS
PENALTYfOR PRIVATt US[, $300
U.S. DEPARTMENT
OF TRANSPORTATION
nD£RAI. AVIATION ADMINISTRATION
MIKE MONRONEYAERONAUTICALCENnII
P.O. 80. 25504
OKLAHOMA CITY. OKLAHOMA 73125
POSTAGE AND FEES PAID
FEDERAL A VIA TlON ADMtNISTRA
DOT SIS
(l)
nON
FAA AIRCRAFT
with
This certfficate
REGISTRY,
P. O. BOX
certificate is revoked
because of noncompliance
FAR 47.44.
o -The
days have elapsed since the
death of the registered owner
(estate representative
should sign),
has
destroyed
United States citizenship
been lost.
0 Thirty
0
The aircraft is totally
or scrapped.
Registration
is cancelled at the
request of the owner. (Also check
and/or complete Block,
b, c, d, e, i, or g),
(SIGNATURE)
e.
d.
c.
b. ~
a. }(
to:
is
73125
(DATE)
oC the aircraft
(TITLE)
must be returned to:
25504, OKLAHOMA CITY, OKLAHOMA
(CITY, STATE, ZIP)
(ADDRESS)
transferred
0 The ownership
(NAME OF FOREIGN COUNTRy)
is to be registered
under the Jaws of a foreign country:
0 'The aircraft
(NAME)
g.
f,
THIS CERTIFICATE
MUST BE SIGNED AND RETURNED BY THE REGISTERED OWNER WITHIN
DAYS WHEN IT IS NO LONGER IN EFFECT FOR ONE OF THE FOlLOWING
REASONS:
60
EFFECT OF REGISTRATION
Section 501 (I) of the Federal Aviation Act of 1958 (49 U.S.C. 1401) provides: " ... Regislration shall not be evidence of
ownership of aircraft in any proceeding in which such ownership by a particular person is, or may be, In issue."
NOTICE:
Instruments
affecting interests in aircraft are received by the FAA Aircraft
Registry Cor recording.
'These
are public records open Cor inspection in Room 123 of the Aviation Records Building, Aeronautical
Center, Oklahoma
City, Oklahoma. Persons needing information
as to recorded instruments
may make a personal search of the recorda
or avail themsel ves-of the services of an agent or attorney.
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This certificate is
issued for registration purposes only
and is not a certificateoftitle.
The Federal Aviation Administraton
does not determine
rights of ownership
as between private
persons.
PA-22-150
AIRCRAFT
22-3757
INDIVIDUAL
OF
AIRCRAFT
SERIAL NO.
ADMINISTRATION
It is certified that the above described aircraft has been entered on the register of the Federal
Aviation Administration,
United States of America. in accordance with the Convention on
..
DESIGNATION
I
REGISTRATION
OF AMERICA
FEDERAL
AVIATION
OF AIRCRAFT
WARD ROBER T E
327 FLO~.A VISTA
WEBSTER TX 17598
OATEOFISSUE
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PIPER
MANUFACTURER
N
CERTIFICATE
NATIONALITY AND
REGISTRATION MARKS
DEPARTMENT
UNITED STATES
OF TRANSPORTATION
-
- -
REGISTRATION
~
~ NOT TRANSFERABLE
JQCllAFf COMA4N'I,lnc.
PHONE 316/733-1011
"Wo,.tJ'J
leading manufacturer
MUNICIPAL
AIRPORT
AUGUSTA,
KANSAS 67010
of Jf'lc;al aircraft .fuel JyJtemJ
,;
January 27, 1989
Mr. Robert E. Ward
327 Flora Vista
Webster, TX 77598
Dear Mr. Ward:
In 1980 you purchased a Piper Tripacer N4428A, you sold it some time
in 1984. It was last licensed in 1983. It could not be licensed
again because the fabric was rotten. The fabaric is still on the airplane and it's old, cheap cotton, and it's 33 years old. If a cat
would have jumped up on it he would have fallen through. If the fabric
had came off in flight and killed some people you would have been liable
because you never canceled your registration when you sold it 5 years
ago.
You did not take out your registration certificate·when you sold it.
It flew to California, then back to Arkansas, then to Oklahoma, and
then here. I believe it changed hands 5 times. It flew 150 hours
unlicensed, and you were liable for it at all times.
If somebody had flown it across the Mexican border and picked up a
load of drugs, then came back and got caught the feds would have
picked you up and thrown you in the slammer. A man I know sold a
Beech Barron about 2 months ago, and now he is in jail because he
left his registration certificate in the plane and the people that
bought it never reregistered it. They flew south and got a load of
drugs. When they came back they got caught. The guy that was the
registered owner is now in jail.
Your old Tripacer is now disassembled and sitting on saw horses-with
children playing in it. If"it falls off and kills a child, you will
be liable because you are still the registered owner.
I am returning your registration certificate to you. If you will sign
the back side, and mail it in as instructed this will cancel your registration. If you had kept your registration certificate as you should.
have, the new owner would have needed to fill out an application for registration and put the pink copy in the airplane in order to fly it away
legally for 90 days.
.
Sincerely,
~
~.~~.
David D. Blanton
President and Chief Engineer
-4 ••
VB
L
BUILDERS MANUAL
The best utility cargo airplane or glider
STOL with the Javelin Ford 230V6 engine.
t ow
plane in the ,sky is a V6
Now how do you build one? There are a number of kits available for little
fast airplanes. A kit to build a V6 STOL would cost $30,000 but you can
get one for nothing. Now that's a good price but it can be even better
than that.
Back before WW-II Piper Aircraft Corporation developed a model known as
the J-5 Cub Cruiser. It was a three place cub. It had a nice door in the
right side and a wing tank. In the old Taylor Cub whic~ became ~he Piper
Cub the gas tank was in your lap and entrance was by dlsassembllng the
right side of the airplane.
The J-5 Cruiser used a 75 H.P. geared GO-145 Lycoming engine and this was
a sealevel rating in standard H.P. All other aircraft engines since then
have been rated at 5000 feet altitude which is 15.4% less than sealevel.
Later models of the J-5 Cruiser had the 75 H.P. Continental and this was
a 5000 foot rating. But both models were sadly underpowered but it was a
good quality airplane except for the eye bolts on the lift struts.
After WW-II Piper brought back the Cub Cruiser, which had not been produced
during the War and called it the Super Cruiser. They put in two nice big
wing tanks of 18 gallons each. They installed the 100 H.P. 0-235 Lycoming
in a pressure cowling. They put in nice upholstery, a nice instrument panel.
The result was a sensat Lona ll.y good airplane and everybody wanted one. Bu.t
due to dishonest horsing around of the U.S. Government, Piper was broke and
could not produce the airplane.
Mr. Piper asked several thousand people to send in the money and wait a
year to get their airplane. Everybody loved W.T. Piper and had complete
confidence in him. Several thousand people sent in $3600.00 each and within a year everybody got their airplane. And they were the best airplanes
for the money anyone in this world ever purchased. Everyone loved their
Super Cruiser. We can remember the Nebraska farm boys that would get in
their Super Cruiser and go see Florida, New York City, Washington D.C., or
California. Two Piper Super Cruisers flew around the world.
The Super Cruiser with 6 hours fuel at 105 mph really was a Cruiser, just
like Mr. Piper dreamed about. To meet the competition of the Stinson,
Aeronca Sedan, Luscomb Sedan and the new Cessna 170, Piper developed a four
place version called a Family Cruiser, the PA-14. Now they were back to
where they were with the prewar J-5 Cub Cruiser, too many seats for the
number of horses in the engine. The competition tore up the Family Cruiser.
Piper b~ilt 237 units and then switched over to the PA-16 Clipper. The
Clipper was a little airplane that was cut down from the PA-14. Piper just
made the airplane smaller so that it would carry more on the same engine,
and this was true but it landed a little fast, and people with dead feet
would let it ground loop and tear it up. A new model, the PA-20 had a
bigger engine, the 0-320 of 125 H.P., and they put the gas tanks back in
the wings. The PA-16 had one gas tank in your lap.
-5-
A later model of the Pacer had a wider landing gear, flaps and a 135 hp
0-320 Lycoming engine. This model was produced in 1952, and it was a
great airplane.
In 1951 they solved the ground handling problem for people that didn't
know how to fly by putting the airplane on tricycle landing gear and this
ruined the airplane. The LID ratio (lift over drag) was reduced from 10
to about 8. If the engine quits in a climb on take off, you have about one
second to get the nose down or it's going to stall.
The PA-20 was a great little race horse, a real thoroughbred but the PA-22
TriPacer was never an admired airplane but it sold. 7668 were built plus
1822 Colts, 1119 Pacers, 726 Clippers, and the total production of short
wing 4-place Pipers was 11,335. Now as they set around the country (Webster
says they sit, only a chicken can set but we still think TriPacers set)
they are not worth the costs of a recover job but the 'engines are valuable.
We have one builder that bought one for $2500. Flew it home and sold the
engine for $3500. If you find a airframe sitting with no engine, $700 is
a big price for it.
Another one we looked at was priced at $7500 but it had duel omni , ADF,
transponder in Mode C and a new deluxe interior with a low time engine.
The engine could have been sold for $7000 and all of the radios made it
the be st; buy we have seen.
We had forgotten what a great airplane
the PA-14 Family Cruiser was until
we found that people from l1exico were looking for them, and we asked why
in hell are you looking for the airplane? They explained the airframe is
the same thing as a Super Cub but with flaps. All you need to do is put in
a 180 Lycoming and you get a 4-place Super Cub.
A bad feature of the PA-14 Family Cruiser was the cabin and the seats. The
best thing about the Tri-Pacer was the nice cabin with a door on the right
for the front seat and a door on the left for the rear seat. Later models
had an outside baggage door on the right side. The thing that is deadly on
a Tri-Pacer is water in the gasoline. The nose gear strut is supposed to
be inflated 4~ inches and this gives a 1° angle on the bottom of the wing
tanks. But you never see a Tri-Pacer with 4~ inches inflation, they are
always about 2 inches. At this inflation the bottom of the tank is flat
but it bags down due to the weight of the fuel. You can have 2~ gallons
of pure water in the tanks of a Tri-Pacer and you are just wasting your
time dr~ining the sumps because you are not going to get a drop of water
out at this flat angle. Owners that know what they are doing park their
Tri-Pacers with the tail tied down or put a block of wood in the nose
gear scissors. They drain the two sumps before they untie the tailor take
out the wood block. The fuel system was designed for conventional gear and
was never intended for tricycle gear. As we convert the airplane back to
conventional gear we eliminate the problem of water in the gasoline because
the sumps will work. A beautiful feature of the Javelin Ford V6 engine is
a manual choke on the 34-4412 carburetor.
One drop of water on the main discharge nozzel in an aircraft carburetor
and the engine will quit and never run again until the carburetor is disassembled and blown out. With a choke we can clean out the main discharge
nozzle and float chamber on run up. In flight if the engine ever misses
a beat we pull the choke and clean out the carburetor just like they could
do on an OX-5 or Liberty engine. The choke was deleted on aircraft engines
because it was a fire hazard on a radial or horizontal opposed engine.
-6-
If there was flooding on starting, the raw fuel fell down into the carburetor
air box and burned. Automobiles don't tolerate such foolishness and we have
no fire hazard due to the choke. The pictures in this manual will show the
arrival of a typical Piper Tri-Pacer as it arrives to be rebuilt into a
good airplane. An advantage of the PA-14 was stick control while the TriPacer has wheel control. We think wheels work fine in cars and boats but
airplanes fly better with sticks. It's too big of a job to put in sticks
so we will just suffer with the wheels. Probably half of our puilders would
rather have wheels anyway. (Women like the wheels best.)
We will increase the wing span to 32 feet.close to what it was before they
cut it down,and lengthened the fuselage back to what it was on the PA-14.
Let's mention that Piper could not possibly have put the full size airplane
on tricycle gear. It would have easily tipped over 3/4 front.
We cannot put the V6 engine onto a PA-14 because it's a certificated airplane. It would be licensed experimental research and development and may
be only 30 days at a time in a 10 mile radius. You are at the whim of the
local FAA maintanence inspector. We want a homebuilt that is licensed
experimental, Continental Urrited States a year at a time. You must destroy
the Tri-Pacer name and never use it again. We are going to use a system of
numbering steps for the manual so that we will be able to add to the items
if a revision is necessary. We will make this mq~ual as complete as possible
but years ago Al Mooney taught us that every project requires engineering
support while it's in production. As our builders build the airplanes they
will find things to change and add to help the next guy. That's the way it
is in EAA. We are all motivated by "Brotherly Love' and want to help our
fellow man or lady.
This story would not be complete if we did not come clean and tell you about
one special PA-20. In 1953 at the Piper Distributors l'ieetingat Lockhaven,
Pennsylvania, all of the distributors were excited about the success of the
Tri-Pacer and how well it was selling. They were all pleased that the 1952
PA-20 Pacer was such a great little thoroughbred. It was just as good an
airplane as a Monocoupe. The factory sales department had decided to stop
production on the PA-20 and to build only the PA-22 Tri-Pacer.
Pug Piper son of William T. did not like this. To show the people what a
sensational airplane the PA-20 was, Pug put a 225 H.P. 0-470 Continental
on one and had flown it a few hours befor the distributors meeting. His
technique was to pick out distributors and to take them from the meeting
and go to the airport and go for a ride in "Pug's Hot Rod'.'.They 'would
come back to the meeting with a wet spot in their pants and exclaim "Jesus
what an airplane! They would whisper to t.h
e i.r friends, "If Pug tries to
take you for a ride in his hot rod, don't go." Pug tried to get some of the
distributors to request his "Hot Rod" be put into production but not one
single distributor would make such a request. After the meeting, we went
to the airport to see the wild airplane the people were whispering about.
It looked like any other beautiful little PA-20, the only clue that something was different was a Hartzel controllable propeller like a Navion. If
you would open the cowling you could see the big old 0-470. Pug climbs ~n
on the left side and I get in on the right side. When he starts the eng~ne
you are quickly aware that you have one big engine - one shakin~ littl~
airplane. He taxies the airplane with the throttle closed and Just us~ng
the brakes to keep it slowed down. As he would turn onto the run-way and
pop the throttle open you would need to use your leg muscles to keep your
feet on the rudder peddls , your knees would want to come up into your face,
and your immediate worry was the seat back going to break off. The air speed
-7-
indicator would give a big leap and would spin by 100 mph in about 200 feet
and you were off. He never did pick up the tail; it just blasted off in
a 3 point attitude. I immediately realized the snappy performance that
was frightening people was caused by the constant speed propeller and not
by power t o weight ratio. The airplane would have demonstrated better with
a fixed pitch propeller. The rate of climb was well over 3000 feet per
minute and in level flight at 50% power, the airspeed sat on 130 i.a.s. mph
and this was a sensational airplane.
We have always thought Pug could have sold some of the distributors on ordering the PA-20-225 if he had demonstrated it with a fixed pitch propeller.
That's why Javelin Aircraft to this day does not push controllable pitch
propellers.
When you are trying to get all you can get from a little engine a controllable propeller is the way to get it. But if you have a low weight to power
ratio it's a mistake because you are going to frighten·people. We don't
need a two second take off like Pug's "Hot Rod".
We have fond memories of Pug Piper and his "Hot Rod". His name was Howard
but he liked the nick name "Pug", but I never got used to the nick name
and it was always a little embarrassing to use it.
After Banger Punta stole Piper, Pug came to Beech and after a few years died
of cancer. After all the flying Pug did; he still died in bed.
Before you build a V6 STOL you must have the book PIPER CLASSICS published
by Tab Books, Inc. - P.O. Box 40 - Blue Ridge - Summit, PA 13214-9988.
The price is $13.95. The author, Joe Christy, was the finest aviation
writer there ever was.
A picture of how to build the exhaust system is shown on page 105: this
type exhaust gets the noise out of the cabin. The book also has good tips
on covering.
In welding up a steel tube fuselage an air fitting should be welded onto it
in some out of the way place. After the welding is completed you put 100
to 150 pounds air pressure on it and see if it will hold air pressure.
The first time you do this you will be blowing air allover.
Every tube
cluster must have holes drilled to allow the pressure to get to all tubes.
You will need to go allover the fuselage closing holes. You may need to
soap test it before you get them all.
We have sawed tubing out of a 1927 Travel Air and .found it dry and oily
inside just like new. It's not necessary to fill the tubing with linseed
oil as some people think. But Piper did not seal up their fuselage. In
fact they drill holes in tubing and put in metal screws (F.A.A. should not
allow this) every day as the sun goes up and down the tubing breathes
and brings in moisture. If the airplane is left sitting outdoors in the
rain, the rain leaks into the tubing. This can get so bad that the tubing
does not just rust out. It can fill up with water at the bottom longeron,
freeze up and split the tubing. If anyone had told us about a longeron
freezing up and splitting we would have thought he was exaggerating, but
this is what we found on one TriPacer. Before you buy a TriPacer see
that the bottom longerons have not frozen up and split.
-8-
Remove the engine and nose gear truss from the airplane and put them aside.
Remove the main landing gear from the fuselage and set it aside.
Place the fuselage on good solid saw horses and clamp it down so that it
will n9t move around. You may need to use lumber and build a wood frame
for the fuselage. The saw horse or wood frame must be under the baggage
compartment and under the firewall.
Build a stand to support the tail. The stand must have cross members to
keep the tail from rolling or dropping after it is sawed off from the cabin.
You must obtain a copy of the EAA welding book from EAA headquarters, or
your local EAA chapter may have one.
The airplane should be sitting on a reasonably smooth floor so that you can
slide the tail stand back after you saw the fuselage in two.
Now, we have heard people talking about how critical the alignment is of the
modified fuselage. This story is pure garbage. If the airplane had a fixed
stabilizer the angle should be critical. Since this airplane has an adjustable stabilizer you could have the tail welded back a couple inches high or
low and this will have no affect on how the airplane flys. There is no way
you can get it off far enough to affect fin offset. All you are after is
external appearance when the cover job is finished. You don't want the fin
to lean and you don't want ugly welds or bad stringers to show up when the
job is done.
After the tail stand is completed, remove the pulleys and roll the cables up
and tape them. Saw off the little tubes holding the pulleys for the coordination springs down close to the bottom. We will weld them back after the
fuselage is extended.
F.A.A. regulations require that an airplane roll positive due to yaw. That
means if you step on the right pedal the airplane must roll to the right
when it is yawed right.
The NAVION and BONANZA would not meet this requirement gear down. They had
good yaw stability gear up but with gear down they would roll opposite-due
to yaw, and this lifts you out of the seat and is very unpleasant.
The Tripacer with its short wings and big tires hanging down had poor yaw
stability so Piper incorporated coordination springs. They are called
coordination springs by the sales department and are used as a sales gimmick,
but they were put there for yaw stability.
The COLT was a cheap two place trainer made from a Tripacer and it was a
miserable flying thing because the coordination springs were left out. The
V6 STOL will fly just great with or without the springs but we have them,
so why not leave them in place and use them.
If we were building the airplane from scratch we probably would not put them
in, but since we have them let's use them. They don't hurt anything and
the airplane will fly better, especially on floats. If F.A.A. was really
enforcing the yaw stability requirement these springs would be required on
every float plane.
-9-
We believe the slogan "There's nothing wrong with a Tripacer you can't
fix with a hack saw and an acetylene torch." So here we go.
1. Before we destroy the old Tripacer let's make sure who owns it. When
you bought it you should have gotten the FAA form 8050 Bill-of-Sale signed.
You don't send this in to FAA; if you have it you just hold on to it. If
the guy that sold you the airplane knew what he was doing he would have
kept his registration certificate.
There is a space on the back side where he can write salvaged and sign his
name. This cancels the N number. The new owner cannot do this unless
you want to spend $10 by sending in the Bill-of-Sale and a new application
for registration.
After you get the new registration'certificate then
you can cancel the number. You absolutely don't try to use that old N
number, because FAA records show that airplane to be a Piper, PA-22, and
it's dumb for you to try and get the old number transferred to your V6
STOL.
You cancel the old number, then when the airplane is about done you apply
for a new number and for $10 you can get one with your initial in it. Now
if you received the airplane with the registration certificate in it or
if the last guy kept it you must contact him and have him write salvaged
on the back and sign it and send it to FAA in Oklahoma City. You absolutely don't want a PA-22 registered to you. You want the airframe and
if you have a Bill-of-Sale or a receipt you just put it away and don't
show it to anyone, at least not to FAA. When the V6 STOL is completed
you will give FAA a letter saying you manufactured the airplane from raw
materials and you will sign an FAA form 8050-88 stating that you are the
manufacturer.
FAA used to have 200 manufacturers in their files, now
they have 20,200. The 20,000 added since 1953 are homebuilt airplanes.
Each builder is listed as a manufacturer.
FAA did it this way to stop
law suits. If you don't like something on your airplane you can sue the
manufacturer, which is yourself.
We once bought an airplane that had changed hands 5 times in a period of
some eight years and the guy that had owned it did not keep his registration
certificate. The airplane was sitting on saw horses with children
playing in it. If it had fallen off the saw horses and hurt a child
the registered owner would have been liable. That's what the Federal Law
says.
If you sell a person an airplane you don't leave your registration certificate in it. You don't know if he will ever reregister it. He must
fill out an application for registration and put in the pink copy to
fly it away. What if he goes into the drug business?
If law enforcement
catches the airplane with drugs in it the feds will come and get you and
put you in jail. This is happening regularly in today's world. Now
if you ever sell your V6 STOL finished or unfinished you must use the
NASAD Bill-of-Sale to protect yourself from liability.
2. Let's use a little common sense in disassembling the airplane and not
scatter the parts so that you can't find them to put it back together.
Obtain a flat box about 3x6 foot. Remove the two elevators first and
put the hinge pins back in place with the cotter keys. Put all nuts and
bolts back in place and put the elevators in the box.
Remove the rudder keeping all the hardware in place. If the.N number is
vertical on the rudder use a knife and remove the fabric with the number.
You don't nail it to the hangar wall for a souvenir; you take it to a
trash barrel and burn it. You must get rid of any evidence of that old
N number.
-w-
If you have been reading all of this you should have the point by now.
Remove the tail brace wires, tape tags on each end to mark top right,
bottom left, etc. Place them into the box. Pull off the stabilizers and
put all the hardware back in place and put the stabilizers in the box.
Mark the stabilizers left and right.
3. We removed the tail first for on the job training to get you into the
spirit of things and to get more room before you remove the wings.
4. Drain all fuel from the wing tanks, remove the gap fairing ~t the wing
roots and put the screws into a cloth sack and tie it to the fa~rings after
they are removed. Place the fairings in the box. Disconnect t~e fuel lines
and tie a clear plastic bag over the ends.
5. Disconnect the PITOT tube to the left wing.
and fuel gauge wires.
6.
Disconnect all light wires
Remove the ailerons and flaps, put all the hardware back in place.
7. Remove all strut fairings and put them in the box with the screws in a
cloth bag.
8.
Remove nuts from the wing bolts and strut bolts.
Tap the bolts out ~ way.
9. Disconnect the aileron and flap cables and any other wires that may go
into the wings.
10. Have two tall boys hold up the wing tip and remove the struts. Knock out
the wing bolts and take away each wing panel. Set them in a proper wing rack
with the leading edge down. Be careful not to damage the pitot tube on the
bottom of the left wing.
11. If there are any N numbers on the wings cut out the fabric to remove the
numbers and burn them.
12. Remove the fabric from the rear of the fuselage. If the fabric is good
you might leave it on the fin but you probably will want new fabric on it to
match the rest of the airplane.
13. You will probably have the old N
take the fabric to a trash barrel and
wall for a souvenir. Pay attention to
tion. Save the reinforcing material
number on the sides of the fuselage so
burn it. Don't nail it to the hangar
any inspection rings as to there locaon the rudder cable slots.
14. Remove the propeller and cowling and set them aside j~ the corner of the
shop. Drain the oil from the engine and disconnect the fuel line and all
wires.
If the airplane had an oil cooler on the fire wall leave the hoses
connected and remove the cooler from the fire wall and let it go with the
engine. Disconnect the throttle and mixture control. Disconnect the heater
airduct.
15. The direct drive shaking machine is ready to swing off but you should
not be in a hurry to do so. The weight of the engine will keep the fuselage
sitting level. Put an ad in Trade-A-Plane to sell the engine. The buyer may
come and get it. If you must ship it, it will cost $75 to make a box to ship
it in and the buyer must pay for the box. Get the money in the bank before
you let go of it.
-11-
16. To swing the engine off take out the bolts at the fire wall.
If the
buyer wants the engine mount you should get $100 for it. They cost $750 new.
The carburetor airbox costs $500 new and the exhaust system with the muffler
costs $1600 new. The Lycoming will bring $3500 to $7000. If you don't need
the money 'andyou have the storage space you can set it in a corner and it
will double in value in two or three years. It's costing $10,000 to major
overhaul a little four cylinder Lycoming.
So if you have a low time engine
it has value.
17. The engine that came with the airplane in the picture was a 0-320 modified with high compression pistons for 100 octane gas and 160 H.P., ~ inch
valves were installed (at $209 each) when it was overhauled.
The total time
was 2950 and the time since major was 1250. The builder bought the airplane
for $4000 wit~ bad fabric; we sold the engine exhaust system, airbox, and oil
cooler for $3500.
18. The cost ~ to recover a Tripacer is $5500 if you hire it done. The cost
of materials is about $1800, so an old Tripacer is not worth recovering because
it's such a lousy airplane. It flys like a rock; it's called a milk stool. Nov
some people think the Tripacer is a good airplane and they won't agree with
the above statement. A Piper Cub or a Super Cub, Cub Cruiser, or a Family
Cruiser are fine airplanes and are certainly worth recovering and taking care
of. The 1952 Pacer was a beautiful little airplane and some of our builders
may want to just extend the fuselage and keep the short wings for a go-fast
airplane with the V6 engine. We hope you will want the long wings for short
take off. Now Wag-Aero sells a kit for all of these Piper models; they are
not allowed to advertise them as Cubs but you can call it a Cub if you want
too. The Wag-Aero kit for the 4 place PA-14 Family Cruiser is a $13,000 and
that is with a wood wing and the stabilizer is not adjustable. Your Tripacer
air frame is a $30,000 kit, which you now have for very little investment.
You may even make a profit selling off the stuff in front of the fire wall.
19. You must remove the name Piper from the control wheels.
There must not
be any Piper identification any place on the airplane. You are going to be
its manufacturer.
20. Get out you hack saw and say a little blessing to W.T. Piper for creating
this $30,000 kit, which you are about to demolish. Don't touch the structure
with the hack saw until you know exactly what you are going to do.
21. If the fabric is good on the cabin it can be left in place. If you remove it,be careful to watch what it was glued to. It's best to leave the
fabric on the cabin until you are ready to put on the new fabric. Just remove the rear fabric for welding.
22. Remove the stabilizer trim cable from the jack screw and roll it up and
tape it. Remove the trim indicator wire. Remove the OMNI antenna going to
the top of the fin.
23. Measure down 10 inches on the inside of the firewall top flange. This
is the longitudinal center line of the airplane and the prop shaft of the
230V6 engine. Propeller diameter 84 inches divided by 2 = 42 + 9 inches
ground clearance + 1 inch tire deflation at gross weight.
Block fuselage
level with longitudinal center line 52 inches from floor.
-12-
FLAG NOTES ON DRAWING 451 - FUSELAGE EXTENSION
Place a straight edge in place on the tubes and draw a line with pencil.
The point where the lines cross is the center line of the cluster.
Measure with a steel scale 9 inches along the longeron and mark the
longeron with a scribe. Wrap tape around the longeron even with the
scribe mark and continue the scribe mark around the tube.
With a hand hack saw, saw the diagonal tubes in two at the rear of
the front bay, the front of the rear bay, top and bottom. Saw the
four longerons in two leaving the scribe mark. Slide the tail stand
back several feet. Use a file to dress and deburr the tubes, and
file to the scribe marks.
Slide the -1 splice tube in place with a long AN3 bolt through the
number 10 hole. Weld the 30° splice joint all the way around, remove
the AN3 bolt, and weld the two holes shut. While the weld is still
hot heat the longeron to cherry red all the way around but particularly on the bottom. Bend the longeron down about 3° and out 2° allow
the tube to cool slowly. Do not allow cold air to blow on it. If
you put a wet rag on the hot tube you will cause the tube to be hard
and brittle. The tube must cool slowly. Repeat for both sides.
Slide the -2 splice tube in place on the longeron with the AN3 bolt in
place. Weld the 30° splice, remove the bolt and weld the two holes.
Heat the longeron to cherry red particularly on top, and bend up
about 2~0 and out about 2°. Allow the tube to cool slowly.
Heat the top longerons to cherry red particularly on top and bend dovm
about 4° and about 2° in.
Heat the bottom longerons to cherry red and bend them up about 2° and
2° in.
With an AN3 bolt in each splice tube slide on the tail and hold it
tight against the 4 bolts. Weld the four 30° splice joints. Remove
the bolts and weld the number 10 holes shut.
Support the tail to keep the bottom longeron straight. The cabin
should be sitting level horizontally. Keep the fin vertical and
start fitting in diagonal tubes. Tack weld each tube at its point
only. When all diagonal tubes and cross members are tacked in place
finish the welding. If you make a complete weld at one pass you will
warp the fuselage. It will be in a curve and the fin will not be
vertical.
Read the EAA hand book on welding; it says to weld_only 25% of each
weld at a time then go to the other side. Keep alternating around,
never weld two on the same side, always alternate from side to side,
top and bottom. Never weld more than 25% each time. If you will do
this right your fuselage will be straight when you are finished. But
if it is off a little bit when you get done or if the fin leans a
small amount it will not make a bit of difference in the way the airplane flies.
6
Make the tail
welded to the
tear the side
center of the
spring cross member as shown. Note: if the bushing is
side of the cross member failure will occur. It will
out of the cross member. The bushing must go through the
cross member and it must be .063 material.
Scarf A 3/4x.035 tube to lay on top of the existing tube and weld in
place.
-13-
These tubes were 1/2 inch in the tricycle gear airplane. With conventional landing gear the tail wheel causes much higher loads. All
diagonal tubes and cross members used in this modification are 3/4 x
.035.
Relocate the pulleys for the coordination springs to put them back
in the same position. Use a short piece of 1/2 tubing to weld in
place on the new tubing and plug the 3/8 pulley tube into it and
weld. Reinstall the rudder cable guides.
Cut a piece of 5/8 x .028 tubing to slide over the 1/2 diagonal tubes.
Make a 30° cut for the splice and grind the other end to fit into the
cluster. Heat the diagonal tube to cherry red at its base and bend
to the new alignment. Use 1/2, 5/8, or 3/4 tube for the center diagonal bay top and bottom.
The 3 inch increase in length over the PA-14 alows the battery to
remain under the right front seat.
Make the -1 and -2 brackets as shown on drawing 451.
place.
Weld the -1 in
Weld the tabs in place as shown in the forward bay of the bottom.
Make the tabs from .063 4130 (any grade of steel will do).
Make new stringer to match the Piper stringers. Weld on stand-offs
to hold the stringers. Lay a bed sheet in place at various locations
to check the stringers to see what they are going to look like when
the cover job is finished. The best material for stringers is aluminum tubing 6061T6 3/8 x .065 drilled and wired to the stand offs.
If this material is not available use wood as Piper did. The reason
the aluminum tubing is better is that it will withstand much abuse
without damage. If a spectator leans on your airplane and breaks
a wooden stringer, you have a nasty repair job.
~
Make a new trim cable and install.
Reattatch the trim indicator wire.
It should be stainless steel.
Reinstall the antenna cable if you have the Omni antenna at the top
of the fin. We recommend an Omni receiver, a Loran set and a A.D.F.
for a go-anywhere airplane.
Carefully clean the tubing with a wire brush and paint with primer.
We like rustoleum fish oil primer the best.
The feds now :equi:e.a p~ate below the left stabilizer leading edge with
the ~irplane ~dent~f~cat~on.
The E.A.A. identification plate meets this
requ~rement.
Only t~e passenger warning plate must be in the cockpit.
Make a steel plate w~th holes to match the identification plate weld it
to the :tructure be~ow the stabilizer leading edge; but located'out to be
fl~sh w~t~ the fabr~c: Af~e: th: cover job is finished and the airplane
pa~nted, ~nstall the ~dent~f~cat~on plate with monel pop rivets.
(THIS PLATE SAYS YOU ARE THE MANUFACTURER)
-14-
DRAWING 454 - LANDING GEAR
Before we start, let's review the nose gear problem. When Piper reached the
production number of 6000 TriPacers there had been 6200 nose gear failures.
The early TriPacer nose gear truss had small diameter tubes. Piper put
out a kit to increase the strength but this did nothing to reduce the failures so they then put in bigger tubes. The nose gear is shaking laterally
1~" inches in flight at a frequency of about 4 cycles per second. It's
common to find a tube broken. There have been cases of the nose gear falling off in flight due to fatique failure. If the nose gear truss is in
good condition it will fail at 365 pound aft
shear load. If you land in
a soft field or snow the pilot will not even feel any deceleration load as
the nose gear collapses.
The saving factor that made the nose gear work was the big 600 x 6 tire
and the long tread. The nose gear was forward as far as possible. The
later nose gear truss with the large diameter tubes gave reasonably good
service. The reason we have so many nose gear failures on all types of
airplanes is the completely inadequate F.A.A. requirements.
F.A.A.says
the nose gear need only hold .8 of the vertical load in after shear load.
In case of the Cessna 172 the nose gear was breaking off in just normal
taxiing and to make the little 500 x 5 tire work they had to put in structure to hold 6000 pounds or 2.7 times the airplane's gross weight.
To be
licensed by F.A.A. the Cessna 172 nose gear would only have needed to hold
120 pounds. In order to endure service the Cessna 172 nose gear had to be
50 times as strong as the F.A.A. requirements.
The public has learned the
hard way that you do not operate any tricycle gear airplane on rough ground
or in snow , the gear will collapse; so we want conventional landing gear.
Locating the main wheels of an airplane requires some careful consideration
if it is done right regardless if it's conventional gear or tricycle
gear. The pit fall of conventional gear is putting the gear too far forward.
He then finds that he con't lift the tail and he can't get enough leaves
in the tail spring and in flying the airplane he finds that you don't dare
try a wheel landing because it will bounce 50 feet high and it wan t s to
ground loop. If he lets it ground loop it's going to wipe out the airdrome. In the end he finds out that there are worse things than nosing up.
Probably 50% of all the home-built airplane designs have had to move their
wheels back after the first few flights. The old Piper drawing show their
wheel center line 1 1/2 inch back from the wing leading edge. This is not
a scientific way of doing it. There are no hand books on this subject. We
have seen one hand book that said to put the wheels at a 25° angle from the
C.G. this is way too far forward.
Tel locate the wheels scientifically you find the H.A.C. of the airplane and
then construct a vertical ri.ne to cne horizontal center line of the airplane
at the forward C.G. limit. From the forward C.G. limit on the horizontal
center line draw a line at 12° to locate the axles. In the case of the
Tripacer we used 15% H.A.C. for a forward limit. The chord is 63 inches,
15% is 9.45 inches back from the leading edge, then drop a plumb bob down
to the horizontal center line and mark that point, then use a straight edge
and a protractor set at 12° to find the axle location. We did all of this
sientifically and came out at the same spot Piper used; 1 1/2" back of the
wing leading edge.
-15-
We have people selling kits to put conventional landing gear on a TriPacer,
who is selling drawings for all the parts but the main gear itself. Then
they want to sell you the main landing gear legs for $650. Remember our
slogan "It's not fun to fly unless you can do it without spending a lot of
money." We don't believe in throwing away the landing gear legs you have ..
There is no possibility of making new ones that will fit as well as the
ones you already have. All of the kits use the same shock absorber location.
We want to use the top part of the gear leg that fits your airplane.
Some of the F.A.A. approved kits weld a gear fitting on the next station
forward to keep the front of the gear leg vertical.
This is a bunch of
balop.ey. The loads all go to the same place because they did not move
the shock strut. There is no reason why we cannot angle the gear forward
like the small German biplanes. All we need to do is saw up the landing
gear legs you have and relocate the wheels.
It will take about $50 worth
of tubing and a few hours of your free labor.
The first thing to do is to jig up the fuselage solid so that it can't
move. The tail must be on a solid stand to hold the fuselage level longitudinally and laterally. The firewall is used to level the fuselage longitudinally. It must be vertical.
The horizontal center line is down 10
inches from the top of the firewall. This point must be 52 inches from
the floor. The landing gear front fitting will be 31 inches from the floor.
Now we are going to build a jig with 2 x 4's. Go to a lumber yard and pick
out 6 nice straight 2 x 4's. You have had the gear off and removed the
fabric. Nbw set it back in place and put in the bolts in half way. Lower
the fuselage down until the tires just touch the floor (600 x 6 tires).
Place a 2 x 4 on each side of each wheel wi.t h 3 foot forward of the axle
and 7 foot aft. Use a plumb bob to get the 2 x 4 parallel tq the fuselage.
We canno t increase the tread because we do not have the support needed in
the shock cord. The arm of the standard tread is all we can handle. Nail
2 x '4 cross member across the front and back of the four 2 x 4's that ?r~
making a track for the tires. Glue the 2 x 4's to the floor with plaster
so that they will not move. Now move the fuselage back up to get the 52
inch dimension and keep it level longitudinally.
The tires are now off the
floor because we are building the gear for a 84 inch diameter propeller.
The early TriPacers had a tread of 79 inches and later ones were 84 inches.
Set your 2 x 4's the right distance apart to give 84 tread.
The only propeller to use on the Javelin Ford V6 engine is the McCauley MFC
8467 as used on the Cessna 175 with a zero f1auge. The seaplane propeller
is a MFC 9055. We will have 9 inches ground clearance with the 84 inch
diameter propeller and 6 inch with the 90 inch. However, we expect to always 3 point the airplane on landing 30 ground clearance will never be
criticaL
Remove the landing gear and cut it up as shovm by drawing 454. With a
plumb bob we want to mark the 2 x 4 jig for the new.location.
If the
wings are on, you just mark the outside 2 x 4 1 1/2 inch back from the
leading edge. If the wings are not on you measure 7 1/2 inches forward
from the center line of the wing fittings. The mark located by the plumb
bob is where the axle is going to be and the fuselage will be the right
height. If you are going to use 700 x 6 or 800 x 6 tires this will increase
the ground clearance only slightly; if you are going to get the benefit
from the big tires they should be soft with very little air pressure so
that they will go over rocks.
-16-
Drop the plumb bob down from the centerline of the tail post and put a
mark on the floor. Measure from this mark to the axle locations marked
on each 2 x 4. Adjust things so that they corneout equal. Place the wheels
and 600 x 6 tires in the track with the centerline of the axle even with
the mark. Cut the -1 part and fit t hem in place and tack weld each end.
Cut the -2 parts and fit them in place and tack weld each end. Trade sides
with the streamlined inside brace to have the big side forward. This
streamlined material is very expensive so we are going to use what we have
and splice on a piece. Find a piece of streamlined tubing that will telescope onto the tube you have or take a piece of .063 4130, heat and wrap
it around the tube and weld the trailing edge. Grind the ends to fit and
tack weld in place. Remove the gear from the airplane for finish welding.
DO NOT RUN A COMPLETE BEAD IN ONE PASS.
If you do you will shrink the part and get it out o.fline. Weld only 1/4
at a time like the E.A.A. welding handbook says. Add the doublers over the
welds on the inside brace. Weld the caps on the open ends. Reinstall the
brake line as it was. Go to an automobile parts store and get longer brake
lines. Install the brake pack holders and weld on any changes you need to
mount them. Clean and paint the gear legs. Our favorite primer is the fish
oil rustoleum. It seems to stay on better. Cover the legs to match the
rest of the airplane. Use lots of reinforcing tape on all corners. The
fabric on gear legs takes a lot of abuse. When installing the gear legs use
new bolts and good grease.
SHOCK STRUTS
The Aeronca Sedan would bounce so bad on rough ground that you would feel
your intestines move inside your body. I, David D., was weathered inai:
Middletown, Ohio, waiting on a new Sedan. I figured that the rear shock
absorber of a 1948 Plymonth was short enough to fit into the Sedan. I
walked about a mile to a Plymonth dealer and bought a pair with my own
money and walked back to the Aeronca factory. I worked on a drawing board
and.drew up a_way to install the shock cord directly onto the Plymonth
shock strut. Aeronca never did use them but Pug Piper was making a visit
to Aeronca and saw them and immediately recognized them as perfect shock
struts for a light weight economical airplane. The big advantage is that
you can put the cord on with the struts out of the airplane, and avoid
getting blood allover the inside of the airplane.
Piper carneout with the new invention on the Pacer, and they worked perfectly.
There are four sizes of shock cord: 1080, 1180, 1280, and 13.80. This is
the number of pounds it takes to open the strut. (2 x 1380 = 2760)
In later years these Piper struts were used on the Wichawk Biplane. The
Pacer started out with the 1080 cord, which was not strong enough. It
was cornmon to see Tripacers taxiing about with their main gear spraddled
out. The shops then put on 1180 cord, which helped, but as the gross
weight went up they still were not strong enough and they went to 1280.
Wichawk with a big engine can be operated at a gross weight of 2400 pound,
and the 1280 cords were not strong enough.
It is to the benefit of V6 STOL builder that we have had 20 years operational
experience with Wichawk to contribute to what you are building now.
-17-
You need 1380 cord on the shock struts but there is not room for this
cord. The inside ears are not necessary on the struts. With the old
removed grind off the inside ears, give the struts a good paint job.
is difficult to install the shock cord and in doing so you can damage
cover on the cord.
size
cord
It
the
Our dear friend, Tiny Snider, in Columbus has built two Wichawks and he
made a machine to put the shock cords on with. We recommend sending your
shock struts with the four 1380 cords to Tiny. He will put them on,and mail
them back; include $15,This pays for putting them on and pays the return
postage. The address is: Tiny Snider, 149 Colton, Columbus, Ohio 43207,
the phone number is: (614) 491-7449.
To connect up the shock struts leave out the bolts in the fuselage. Install
the shock struts first then pull the gear up in place, and install the fuselage bolts. Replace all the fairings just like Piper built the airplane.
Now for a final inspection. Remove the wheels and set the axles on the
floor. They should be angled down 2°.
It's okay if they are flat but we
don't want them angled up. Use a piece of straig~tpipe or steel angle
and place it in front of the axles. If one is turned in or out, it's no
problem. This gear is not heat treated. It's all soft iron. With the
nut in place to protect the tnreads slide a piece of pipe about 10 foot
long over the nut and axle. With a couple big boys holding the tail, walk
the end of the pipe forward or back as necessary to bend the gear leg to
make the axles line up with each other. You won't break it; it will bend.
If any of us were to make a pair of V6 STOL landing gear legs to send to a
guy in China we would need to make them in accordance with drawing 454.
But you would need a jig to hold the parts to make the gear. The forgoing
pages tell you how to use your airplane for a jig to make the legs. So
don't worry about any of the dimensions on the drawing; you make your legs
by them 2 x 4's on the floor. After you have the legs done you can use
them to make a jig if you are going to build a number of landing gear legs
you would use your jig to duplicate them. You can have people send their
legs to you to have them modified.
Javelin Aircraft is too busy
away. If you build a set of
will advertise the parts for
these legs are easy to make;
to make such parts so we give the business
jigs and want to sell
V6 STOL
gear, we
you in our News Letter at no cost to you. But
we do not recommend buying anybody's legs.
The landing gear angled forward on the German Bucker Jungmeister and there
is no reason why we can't do the same thing. We don't want to weld on gear
fittings at the next station forward. The airplane was designed for the
loads to go in at the stations the gear is on. We are using the same stations and putting the axles where they belong.
If you arbitrarily move the wheels forward you will have so much weight
on the tail that you can't lift it and you will not be able to get enough
leaves in the tail spring. If the airplane starts a ground loop there
will be no stopping it. You will not be able to make a wheel landing if
you move the wheels forward. If you move the wheels back the airplane
will nose up easily as you apply the brakes. 1~ inch back from the
leading edge in level flight is where Piper had the axles on the PA-14
and this is the optimum location. Don't change it. The type engine,
~he type propeller, and the gross weight have nothing to do with wheel
location. You have the best dynamics with a 12° angle from the C.G. to
the axles. But it will be like a Cessna 170, With flaps down and a
little power it will make a beautiful wheel landing with two people in
the front seat and the rear seat empty. If the rear seat is full you
better 3 point it.
-18-
FLAG NOTES FOR DRAWING 454, 455, and 456 LANDING GEAR
Cut off rear 1 1/4 tube 3 inches down from pivot axis.
fit new 1 1/8 tube.
Grind to
Heat to cherry red and hammer closed and weld (to streamline)
Cut off rear 1 1/4 tube at 30° angle 3 inches up from axle. Debur
and slide in new 1 1/8 tube. Grind and polish inside or outside
until new tube slides in. Tack weld.
Cut off old 1 1/8 tube 3 inches up from axle, clean, and debur.
Slide on new 1 1/4 tube, heat and bend stub as necessary until leg
lines up at top.
Grind to fit and tack weld top and bottom.
Cut off streamline tube 1 inch out from each end. After tacking
in place -1 and -2 tubes reinstall the streamline tube with a
sleeve of .063 4130 at each end.
~
Weld on cap while weld is cherry red. Use a hammer and hammer
down end of tube 1/4 inch so that it will not show under the
new cover job.
This is your old landing gear leg that is untouched.
This is where the wheel was with tricycle gear.
Heat cherry red and form in with hammer.
Weld on bracket to hold trailing edge fairing.
This airplane originally had conventional gear, and the shock
strut was installed near the front. With tricycle gear there
was a separation of 15 7/8 inches. The separation is now reduced
to 13 1/4 inches
~
1380 is the largest size shock ring in existence. These figures
show that the tread can not be arbitrarily increased because you
do not have a shock strut assembly to hold it up. 1.3g is a
minimum figure for static loads.
~
This is adequate tread, Wichawk has 73 1/2 inches.
~
Lean tire out 2° before starting.
load.
~
Make new trailing edge fairings and tape them in place.
additional brackets to hold the fairings.
~
We want the wheel vertical under
Weld any
Do a careful job of cleaning the landing gear and painting with
Rustoleum primer. If you don't get it clean the primer will not
stick and the gear will be destroyed by rust.
-19-
BRAKE PEDALS - DRAWING NUMBER 459
The TriPacer has a single Scott master cylinder operated by a cable
A single lever under the panel pulled the cable to apply the brakes: This
s~stem cannot be used on a conventional gear airplane; you must have indivldual left and right wheel brakes.
TriPacer had shoe brakes; the shoe brakes had a large wheel cylinder.
These brakes were of a low pressure, high volume type to operate by the
Scott master cylinder.
You have a choice of which way you wish to go, toe brakes or heel brakes.
The heel brakes are an economical way to go because you can use the wheel
brakes you have, and just add another Scott master cylinder.
You need a good solid plate to install them on. The plate should be 1/8
material, however, 1/16 will get by. The alloy should be 2024 6061 or
7075. You remove the Scott master cylinder from underneath the pilot's seat
and obtain a right one. They can be assembled left or right; you bolt them
onto the plate, and install the plate onto the floor of the airplane. You
will need another parking brake valve like the one on the firewall or obtain
a dual unit. You can obtain the other master cylinder and parking brake
valve from another TriPacer or buy them new from Univair.
If you want toe brakes you buy the Piper Cleveland dual brake kit, part
number LOPT-L4 for $727.91 or the left-side-only kit, part number LOPT-L2
for $594.00, from UNIVAIR. These small, high-pressure, low-volume master
cylinders are made by Gerdes for Cleveland wheels and brakes. To have toe
brakes you must install Cleveland wheels and brakes. A fluid reservoir
installs at the top of the firewall for the Cleveland brakes. Be sure
you get the drawings from UNIVAIR with the kits LPC 1029-1050-1051-10581081 .and the installation instructions, bulletin number 1033 change A
revised 3-29-85.
All aircraft systems use the red aircraft hydraulic fluid.
automotive brake fluid you ruin everything.
NOTE:
If you put in
We have people that make a fool of themselves over the N.A.S.A.
flush scoop. These things work only on the forward part of the
airplane where there is positive pressure. If you put one on
the rear of the airplane, air will be corningout instead of going
in. Air does not just jump into this marvelous shape.
The turbulant boundry layer on top of the rear fuselage is about 8 inches
thick, the top scoop will get very little clean air. The turbulant boundry
layer on the belley at the rear fuselage is about 4 inches thick. As the
air passes over the spill it will reduce its pressure and draw air out.
If you want to run flight tests, you should install a.U tube monometer.
Place ~ probe in front of the radiator core and the other behind. Fly the
airplane and play with the scoop and spill. You must have a minimum of
2 inches of water. An inelet scoop on the side will have high drag since
the turbulant boundry layer is only about 2 inches thick at the rear.
-20-
RADIATOR INSTALLATION - DRAWING 453
If the radiator was located in the nose of the airplane it would -be nose
heavy, and you would need some 30 pounds of ballast in the tail. The radiator installation shown will balance the airplane and should eliminate
the need for ballast. We will still add a small amount of ballastto the
tail if it's needed.
Live steam
ever heard
stallation
the outlet
can be fatal in case of a radiator explosion. Now, nobody
of a radiator exploding but we are building the radiator into protect the occupants in case it does. The inlet scoop and
spill are safety of flight parts and not just for looks.
Make the -1 base plate first. Make it in two halves. Leave it
bare so that you can bond and glue to it, use only 3/8 AA FIR exterior or marine grade, Do not use the sign board material called
Duraply; the masonite peels off too easily.
Terminate the belly fabric at this point and install a metal access
panel to gain accesi to the bottom hose fitting.
Make a metal access panel for this bay to gain access to the top
hose fitting. The trim actuator, rotating beacon and any other
accessories.
The top diagional member must be removable with sliding bolted
sleeves in order to remove the radiator. AN3 bolt 4 places.
Make a solid bulkhead from 3/4 clear white pine to the contour of
the fabric. Fabric will lap over and bond on covering.
Make the -2 of clear white pine and glue in place. Length to fit
the side panels. Glue 1 x 1 wood strips on each side of radiator
outside of the mounting angles.
Make a metal panel to cover the top of this bay. Bolt to tabs
welded to the tubing and use wood screws front and rear into the
bulkheads added in flag Note 5.
Install plywood panels front and side and seal all corners and holes
to make the top compartment air tight use 1/16 aircraft plywood.
Install radiator with four AN3 bolts, nuts, and washers.
their removal to remove the radiator.
Allow for
Make a short stud from 3/4 x .035 steel tubing. Use a straight edge
lying on the top and bottom cross members to locate and weld to
side diagional tube. Weld cap over end.
Make -5 clamps, clamp to bolt -1 base plate in place.
Provide holes in the base plate for cables to go through. Make the
holes in line as much as possible, but it's perfectly all right for
the cable to rub the wood as long as it does not change the direction
more than 3°
-21-
Make holes in spill for cables to pass through.
The -4 top scoop and the -3 bottom spill is made by RATTRAY AEROPRODUCTS CO. - 2357 Afton Road - Beloit, WI - 53511
Jim and George are great guys, They have a display each year in the southwest corner of the main building at Oshkosh. They make nice parts at resonab1e costs and they deliver. They have made tooling to make these parts.
We do not recommend trying to make the parts yourself, you could do it but
you would have 100 to 200 hours time in them.
The inlet hole should be roughly 6 x 8 inch. The hole is large
because you are operating in the turbulent boundary layer off
the top of the cabin.
The size of the outlet must be twice the size of the inlet (NACA
says minimum of 2.1). We cannot take in air at the bottom P-51
style because you would be scooping up hay, grass, mud, snow,
and weeds. This installation brings in clean air at the top and
in a no drag area because it's in turbulent boundary layer. When
the aircraft is not in motion air can move up due to thermal convection. The pilot can reach in the inlet scoop and open a bleed
valve to let out any air in the top tank. The top scoop is easy
to remove by reaching in and holding the nuts on 8/32 screws. By
removing the scoop, the two bottom panels and the top diagiona1
member the radiator can be removed out the top.
Route 2 x .063 60610 tubes external on belly 2 to 3 inches apart
where they go between the landing gear shock fittings. Hot goes
into the top and cold comes out the bottom. Install a 26 inch
aluminum tube through the -3 spill. Use radiator hose at each end
and for bends. Tube must be beaded. Use two clamps at every location, lock wire the clamps together. They will unscrew if they
are not 10ckwired.
Griffin Racing Radiators - Townville, S.C. - Phone 1-800-RACE-RAD
Taurus core 26 x 16 with welded aluminum tanks 1 1/2 inlet and
outlet no fill cap but we must have a 1/8 N.P.T. fitting at the
top forward side for the bleed valve. They have our drawings just
tell them it's for V6 STOL. Twelve pounds and $210. Pressure
tested to 35 pounds. Do not install a copper brass radiator.
It
will weigh 27 pounds, and it will just barely cool the engine if
at all. Ford engineers razzed us, "There is a reason why we went
to an aluminum core on the Taurus and Sable, they would not cool
with a copper brass radiator." An aluminum core will reject 40%
more heat.
You must have screen wire on the inlet like 1 inch chicken wire to
prevent vandi1ism.
Use a rod with a fork on it to operate the
bleed valve or you could put a good solid screen on the inlet and
install the scoop with earnlocks. You must use a 1 inch mesh to
ensure that it will not ice up.
Trim each corner to clear diagional tubes.
Trim if necessary to clear fabric.
After tubing is cleaned and painted install -1 in two halves.
(one piece if you can get it in) glue on -2 block. Install 10 -5
clamps. Clean flange of -3 spill to remove the polyester wax and
glue it in place with epoxy. Use c-c1amps.
-22-
WING-DRAWING 460
The PA-14 was a CAR PART 03 airplane with a gross weight of 1550 pounds
in utility category. This means it would withstand and ultimate load factor
of 9 g's at that weight. The gross weight was 1850 pounds in normal category. This was limited by power loading. The PA-22-125 had a gross weight
of 1800 pounds and the PA-22-160 had a gross weight of 2000 pounds. Those
airplanes were never limited in gross weight by load but by rate of climb.
With 230 hp at 5000 feet in the V6 STOL we can carry more load.
The same metal spar is used on all of the Piper models. When Piper increased the gross weight of the PA-22 from 1800 to 2000 they added a small
stiffener over the strut fitting. This stiffener is a 3/8 x 3/4 x .095
angle 24 inches long installed with 1/8 rivets on 2 inch centers. Now
we are substantuating wing bending structure for the V6 STOL two ways.
1.
The PA-14 had higher wing bending loads at 1550 pounds gross
weight at 9 g's than we have at 2200 pounds at 5.7 g's.
The V6 STOL is a normal category airplane only designed for
a safe load of 3.8 g's and 5.7 g's ultimate.
2.
We are removing the little stiffener that Piper put into the
PA-22 wing and adding a big bar. To get the loads into this
bar we are using 3/16 inch close tolerance bolts that are a
drive fit.
We all know this is not efficient structure. You would not design a new
airplane this way; you would put the material in the spar caps and instead
of the spar caps being symmetrical we would have a big cap on top and a
small cap on the bottom. The Piper spar material is a symmetrical cap,
which means the bottom is way over strength, and we need only add to the
top. If you look at a Cessna spar you will see an example of good engineering. The spar itself is bent up from .063 sheet metal. Then they
stack up on the outside flange at the top where the load is.
The big doubler we are putting in is not located at the top where the load
is, and a stress analysis man would not like this; but you must accept
the fact that we are modifying existing structure. To have a die made
and to extrude a minumum order of spar material with a heavy top cap would
cost between 25 and 50 thousand dollars. It still would not be efficient
structure because it would be overweight inboard and outboard.
The Cessna wing stacks up the material where the strength is needed at the
strut fitting. Our modification is doing the same thing. But in order to
work we must have a drive fit on the bolts. If some guy drills a number 10
hole and drops in an AN 3 bolt that is 3 thousandths under size he has
ruined the project. This bar is about 25% efficient if the bolts are a
drive fit.
Here is some more history that you should be familiar with. All of the
old rag and pipe wood spar airplanes were built for 9 g's ultimate. The
manufacturers building the modern all metal airplanes complained that
this was too high a load factor for normal operations. That's why F.A.R.
23 allows a 5.7 g's ultimate, which has proven to be satisfactory. Do
you know that a modern airliner is built for 2.5 g's safe load and 3.75
ultimate?
The alternate gross weight is 2500 pounds. The only way you can get a
V6 STOL to 2500 pounds is with floats. You will need the EDO 2440 series,
which are 300 pounds heavier than wheels. Regardless, if it's on wheels
or floats the V6 STOL is not an aerobatic airplane.
-23-
The foregoing text is a simple analysis, but now it gets more involved.
We don't want to go back to the long struts as used on the PA-14. We
want the short struts as used on the Pacer series. The long struts require
jury struts for stiffening. The Pacer struts have an internal tube to
eliminate the need for jury struts. The increase in the semispan is 17
inches and with the short struts the wing becomes semi-canti-lever instead
of a strut braced wing. The Cessna metal wings are simi-cantilever. So
the internal structure we add becomes very critical.
The T angle extruded spar does not allow material to be stacked in at the
right place like a Cessna wing. Our goal is to modify exsisting struture
with as little change as possible to save the builder one thousand dollars
worth of long struts that will slo~ the airplane down.
Wag-Aero is working on inflatable floats and we are sure they will be a
great success. They were developed and proven in 1939 but materials were
not available to produce them until recent years. Wag-Aero will probably
advertise them in the fall of 1989, and we are certain they are going to
give perfect service. They are flight testing them before they announce
their availability.
.
.
NOTE:
Drooping wing tips do nothing for the performance of an airplane.
They cause a serious loss of visibility in a high wing airplane.
People that think these things work should fly an airplane with
one on and one off. The aileron will stay neutral and you must
hold opposite rudder due to the drag of the one drooping tip.
~
Existing flap hinge brackets.
~
Existing aileron hinge bracket becomes a flap bracket.
~
~
Install an aileron hinge bracket from a salvage airplane. If no~e .
is available, duplicate two of them. Paint with rust-oleum ..(Unf.va t.r
may have these parts). When installi~g h~nge bra7kets, stretch a
string through all five to keep then ~n l~ne. Sh~m as necessary.
~Remove
[5--~
~
and discard small rib and.the old tip
Install 3 full size ribs on each side from a salvage airplane or .get
new ones from Univair. Ask for truss type and not the stamped r~b,
to match original.
The end of the tank will be a mess from a seeping gasket under the
fuel quantity transmitter. Remove the transmitter, clean up the mess,
throwaway the gasket, and reinstall with PRC-385.
7---- Carefully
~
bow.
bend out spar·caps to make the~ straight.
caps 8 inches from the base of the hole ~n the web.
cut off for later use.
Cut off the spar
Save the parts
~Make
a drag member from steel or aluminum tubing. We have very li~tie
~
shear load at this tip station so we are not conc~rned about mater1a
most anything will do. Mash the ends flat and dr~ll a n~mber 10 hole
in each end. Lay the forward end on top of the compress~on member
and drill through. Install an AN4 bolt at the front .. Bol~ the rear
end to the spar web near the bottom and close to the r~b w~th an AN3
bolt.
-24-
~Move
~
aileron pulleys outboard to next hinge bracket.
parts and bolts.
Use all the same
The ex~sting spars in the metal wing cubs are 6061 alumin~m alloy and
. we think T3 heat treat. We think they bend too easily to be T4. In
aircraft engineering we say you can't build it light enough out near
the tip because the loads are so low. The tip extension is .063
6061T4 the same material the existing spars are made of.
~3/4
x .035 4130 steel tube, heat the ends and flatten, heat and bend
to fit. Use the same AN4 bolt as the tip drag brace. Place under the
nut on the bolt from the hinge bracket. This brace carries loads
from the aileron pulleys. Without this brace we guarantee you will
get catastrophic aileron flutter. This brace makes the hinge bracket
.and pulley mounting solid. Don't get the idea this brace is not
necessary. Paint tube with rustoleum.
Make new fairing parts to match the existing parts. Cut holes for the
hin~e brackets.andrivet
the parts together, same as the existing 10cat~ons. Put ~n all screws and brackets just the way Piper had it.
Close the hole in the tip at the aileron cut out. Use metal and
screws.
Obtain the bar stock as shown on drawing 46l. Order the 5/16 x
1 1/4 x 12 foot lengths. If they are out of stock on the 1 1/4,
you can use the 5/16 x 1 1/2 x 12 foot. Cut the bars in half and
debur'the ends. With the wing tip removed and the outboard compression member removed slide in the doublers. Use c-clamps to
clamp one doubler up tight against the spar cap and back drill the
holes where Piper had the small doubler. Then install the other
doubler and back drill it. Then drill the rest of the holes inboard and outboard on 2 inch center. Be careful to keep the drill
90° to the material. Drill out to 11/64 then use a good reamer and
ream each hole for a drive fit. Remove the doublers and debur. Install
NAS464P4-3A6 bolts AN960D10 washers and AN364-1032 nuts.
~
Before reinstalling the compression member cut off the ends of the
brackets to clear the spar angles we are adding that go to the tip.
~
Don't get nung up on any of these alloys or heat treats.
want 0 material (soft) 2024T3 or 6061T4 can be used.
~
Add leading edge material to duplicate the rest of the wing. You
will have a better airplane if you bring the top leading edge skin
back to equal the inboard wing.
~
Install position lights, red left, green right, secure wire to struture.
We don't
Landing light and taxii light left wing only. You would have a better
airplane if you ash can these things and make the wing smooth but
most people think they have got to have them.
~
Cut 4 inch parts from these pieces of cap strips and use them for
spacers turned upside down.
Cut out center web and drill a No. 40 pilot hole in each end of the
spacers. Then drill out to No. 30 drive 1/8 rivets. These spacers
are necessary to install ribs. Look at the rest of the wing and
see how Piper installs the ribs with metal screws.
-25-
~
Lay a straight edge 6 to 8 feet long on top of wing to hold ribs
in position while installing metal screws.
Drive 1/8 rivets on two inch spacing full length of spar caps. Buy
material in 36 inch pieces then trim them to 35 inches to install.
They will over lap the existing spar 5 to 6 inches locate 4 rivets
in this overlap.
~
The spar cap may crack as you straighten it out. The rear spar
may be T4 and the front spar T6, we use this piece of spar cap
as a spacer only and it does not carry load so ignore the crack.
~
If you do not have riveting equipment you can assemble the wing with
6/32 and 8L32 bolts and nuts.
Place one 6/32 scre~ in the end of the spar cap (4 places) to attach
it to the new spar caps.
Aileron is moved out 35 inches. With 14 1/2 foot of flaps, hoerner
tips and the great old USA35B airfoil section we have a STOL airplane.
(SHORT TAKE OFF AND LANDING)
If you cannot find the small aluminum angle 3/8 x 3/4 you can use a
larger size and file out a notch where the ribs go. Drill out rivets
in the ribs to get them on and then drive rivets or use 6/32 screws
and nuts to reassemble the ribs.
[§>
Install cable guides.
iz9-------
Drill a 1/16 vertical hole on each side of the center web at
each end of the spacers and install a double wrap of monel
lock wire also drill the ends of the spar caps and tie them
with monel lock wire.
l~---
When you fly your V6 STOL and it is wing heavy, you wash out the light wing
1/2 turn at a time at the rear lift strut fitting. It is a sign of stupidity to put a tab on an aileron. You can put a tab on the rudder if necessary
to center the ball since the fin is not adjustable.
If the ball is off to
one side, this may be caused by a'rudder pedal return spring; you should
attack them first. This is a more sensible fix than a rudder tab.
The forks on the lift struts are absolutely not safe to fly with. There
are several FAA airworthiness directives requiring these to be replaced
with larger forks. The tensile strength of the part has nothing to do with
the problem. It's the vibration mode of the strut that causes a fatigue
crack in the threads. The old forks will break--we guarantee it. We have
had one break (a rear one). Javelin Aircraft Company turned over this
project to Mike Jensen in about 1975. Mike developed a permanent fix. He
makes the big fork and the barrel that welds into the strut. We don't
recommend doing this yourself. A guy with learning curve can make the
change quick, easy, and you will have complete confidence in flying on the
new parts that are welded in by experts. It costs $495.00 to have Jensen
Aircraft put new ends on the struts. This includes their inspection to
determine that the struts are airworthy. They have found some rusted
through over 20 inches up from the bottom, they coat the inside with I
linseed oil when finished. To ship, they recommend using a carpet roll
stuffed with news paper "Chen ship U.P.S. to Jensen Aircraft-8250 Cessna
Drive-Payton, Colorado-8083l.
On page 45 we describe an economical fix
shown on drawing 462.
-26-
TAILWHEEL STEERING - DRAWING 458
Ninety percent of the airplanes with steerable tail wheels don't steer. If
a steering arm hangs down from the rudder, you know it's not going to steer
because the tail spring deflects up on the ground. Springs are necessary
for tail wheel steering in case you touch down in a cross wind. If these
springs are strong enough to steer the tailwheel, then they will lockup the
rudder in flight when the tail spring flexes down.
In 1953 this was shown to Cessna to be a dumb way to steer a tail wheel,
and that the tail wheel should have sepanat e cables coming out of the bottom
of the airplane so that the steering springs would be tight on the ground
and slack in flight. ~ve pushed for this change to help the operation of
the Javelin single axis automatic pilot. This change was made on the 1955
model Cessna 170 and it was a great improvement. Then Cessna wanted to get
it patented and we told them the idea was not patentable because this was the
way the tailwheel or skid was steered on the Curtiss Robin designed in 1925.
Cessna had previously tried to get a patent on their eccentric bolt wing
rigging but that was also shot down by the Curtiss Robin, which rigged its
wings the same way. The Wichawk biplane is designed with this type steering.
We have found by experience that optimum strength spring starts to open at
30 to 35 pounds. We are clamping onto the existing rudder cables like we
were connecting autopilot cables. You can use a Nicopress Sleeve or make
a clamp assembly that rests on the nicopress sleeve that connects the
cordination springs.
FLAP MODIFICATION - DRAWING 462
We hope you can obtain a pair of flaps from a salvage airplane to modify
your flaps other '.7iseyou must duplicate all of the parts to make the extension. The original flaps are 52 inches long, the modified flaps are 87
inches long; the only thing that is critical is the centers of the flap
brackets, which must match the wing. We will build them on the wing using
the wing to jig the flaps.
STATIC SOURCE - Glue the parts stuck to the old fabric back in place at the
same location they were. You don't need both of them, we ~vould rather have
just one on the center line. Two were a subterfuge to pacify the D.O.T. in
Australia; they thought this was a balanced static source.
You should run the engine before you cover the airplane and check out the
cooling system. Be sure the brake lines are secured permanently inside the
landing gear legs before you cover them.
Remember,. that the airplane flys on the rib stitch cord so do a good job.
We don't recommend screws, pop rivets, or gluing. Do a good job of rib
stitching.
If you want to increase the safety of your V6 STOL airplane, you should
cut off the aerodynamic balance area of the rudder and add it to the
fin. Thousands of people have been killed spinning in cubs, because of
the aerodynamic balance area on the rudder. Just the weight of the
pilot's foot will hold full rudder in a turn with no physical effort.
If.you dig up the pilot and ask him: "What turns the airplane?" and he
will say, "RUDDERER!" Making the rudder hinge line straight will increase
the stick force and reduce the chance of an accidental stall spin
accident. The rudder shape to be admired from a safty standpoint was
the prewar aeronca. The cute shape on the traditional cub has killed
thousands of people.
-27-
You must install a new tip rib on the aileron or make a wooden hlock and
hammer out the rear half of the tip rib. Cut off existing rib and remove
the tube in the trailing edge. Install the tip rib modification and splice
on a piece of trailing edge to match the existing trailing edge. The
new aileron is square on the tip. The only aileron area effective for ~oll
control is that first 2 feet out near the tip, but the rest is imprrtant at
low speed. Do not increase the span with the short struts; the front .spar
is not critical in positive bending. The elasticity of the rear spar can
excite aileron flutter if you increase the span more then is shown. Aileron
dynamic balance will be required if you arbatrailary increase the span with
the short struts. We have picked a safe compermise, stick with it.
After the structure of the aircraft is finished and the engine installed
the complete aircraft should be assembled and rigged. Set in the cockpit
and operate all of the controls. Check out all the control travels; operate
the trim system; be satisfied with the operation of every part on the airplane. Start the engine several times and run it one minute each time.
We don't want to run it extensively with the airplane uncovered due to dust
and dirt in the air.
Paint every part on the airplane to protect it from rust and corrosion. It
may be years before the airplane is uncovered again. We like the rustoleum
brand of primer. The fish oil paint sticks well to steel. Paint several
coats on the bottom langerons. Use a plain white bed sheet and stretch it
tight over structure to see what it is going to look like after covering.
Move and fix the stringers to get the appearance you want. Add more stringers if you want, but remember this is all empty weight.
If any welds on the fuselage modification show bad1cover them with masking
tape. If the airplane has radio check it out for operation. Now, is the
time to work on the antennas. Check out the battery and the electrical
system. Check out any lights and beacons.
Install the new bubble windshield and new side windows. Put in the new head,
liner and new carpet on the floor. Make the interior pretty and clean.
Put 5 gallons of gasoline into each wing tank and check out every fitting
and the selector, valve for leaks. Then drain out the gaso l.Lne. Now dissassemble the airplane to cover it.
ENGINE
The V6 STOL airplane is designed for the Javelin Ford 230V6 engine. You
buy the data to build the engine from Javelin Aircraft Company Inc. for
$76: This includes a builders manual and a s?rvice manual. These manuals
give you detail information on the engine, where to get the engine, and
how to modify it.
The only parts sold by Javelin Aircraft is the reduction drive and engine
mounts. You will have $3200 to $3500 invested in the engine when it's
ready to fly. The propeller will cost several hundred dollars. There are
three ratios maufactured by Javelin Aircraft for the V6 engine. 'The only
one to use on the V6 STOL airplane is the 2 to 1. This ratio is designed
for McCauley MFC 8467 propeller as used on the Cessna 175 with the Continental GO-300 engine. The seaplane propeller for the Cessna 175 on floats
was a MFC9055. This is the ultimate propeller for the V6 STOL, but they
are hard to find. The performance is so spectacular with this propeller
we would even buy a new one. There is also a 9042 McCauley with a ~ero
flange used on the Cessna AG Wagon with the Continental 0·470 engi~e, which
would be an ideal propeller for glider towing.
-28-
The V6 STOL is going to make one of the worlds best tow planes for towing
glfders. It will tow a glider at a rate of climb of over 2000 feet per
minute at about half the fuel consumption of an air cooled engine and with
good cooling at 74 mph. The tow plane can dive for the ground and the
next tow with no shock cooling that.breaks the cylinders on an air cooled
engine. The V6 engine is 46 pounds heavier than the 0-320 Lycoming engine.
The radiator in the back balances this.
The scoop to bring in cooling air .is on top to get clean air. A scoop
on the bottom would fill the core with weeds, grass, mud, and snow. The
intake scoop could be on the sides of the-fuselage, but they would cause
drag. The big top and bottom scoops are located in turbulent boundary
layer and do not cause any appreciable drag;
The TriPacer had an 8 gallon auxiliary fuel tank that could be put under
the rear seat. This would be an ideal take off tank for 100 octane if
you want to use car gas. The V6 STOt.will .cruise at 120 ias on 50 percent
power ~-that's 19 inches Hg, 4000 rpm on the engine, 2000 rpm on the propeller, using 6.8 gph (if you have number 64 main jets), a number 65 power
va~v'l and the electronic leaning solenoid on the carburetor .
.The 'oil is cooled by a heat exchanger that'uses coolant to cool the oil.
A big air oil cooler only drops the oil temperature about 10°. The Ford
heat exchanger drops the oil temperature 30° to 35°. With this heat exchange~, we meet FM requirements for a certificated engine. We use a
dual module ignition system firing a single spark plug. FAA no longer
requires two spark plugs for certification. The ignition system we use
can be cer.tificated.
For .the speed range of this airplane, we have no need for a controllable
propeller; but at the diameters we use we must have a metal propeller to
get a thin blade. For the high mock numbers a wood propeller will cut our
performance in half. We have already demonstrated this so take our word
for it.
The V6 engine has been flying for 6 years and over 700 hours with perfect
performance.
In'the spring of 1989, 546 home builders are putting this
engine into their homebui1t airplanes. We believe the slogan "It's not fun
to fly if you must spend big money to do it". This engine is going to
allow thousands of people to fly that could not fly with the high costs of
certificated-engines. 'The overhaul cost on a certificated engine is $10
per hour if it doesn't break first. The V6 has 10 times the reliability
and ·the overhaul costs are less than 50 cents per hour.
The engine mount drawing is on the back side of the 3 view drawing.
The intake mani-fold should be milled flat. The metal shim shown in
the engine ,builders manual should be milled at a 5° angle. This
,will fit the top line of the cowling. The bottom of the air filter
should be rebuilt to set the air filter down to clear the cowling.
The,top.of the air filter should have spring loaded air valves to
let in air if the filter is frozen over while flying in rain at 33°.
We don't need carburator heat on the V6 engine since the carburator
is setting between the V of the cylinders and is operating at 140°F.
The engine mount shown by drawing 947 did not provide clearance for the
1eft.rear exhaust stack or the oil filter. The new mount drawing 463
prov~des clearance for these items.
-29-
Do not do anything on covering your airplane until you get the video tape
from Stits for $49.95.
STITS POLY-FIBER AIRCRAFT COATINGS
P. O. Box 3084
Riverside, CA 92519-3084
Phone: (714)684-4280
FAX: (714)684-0518
We recommend the Stits process and their materials. You should not get involved in expe:imenting with materials. Ray Stits has spent years developing
the way to do ~t. You sh~uld get ~everal builders together to buy this tape
and then rent ~t out. Th~s tape g~ves you the complete detail instructions
as to how to cover an airplane. We know hundreds of builders' that have used
the Stits process with complete sucess.
Avoid the color green. We have flown in formation with a green airplane
and saw it disappear and reappear in the background when it was only 200
feet away. White is most durable in that it reflects the most sun light.
Every airplane should be painted a white base coat and then add fuselage
trim in bright colors and racing stripes on the wings. These stripes go
around the wing chord wise. Span wise stripes look dumb and hurt the
performance. You can put thick span wise stripe at the wrong place on the
leading edge and cause the airplane to fly very poor. Buy a pair of the
old cub decals to put on the fin. Some day we will have a name decal for
you.
TRIM CABLE:
The V6 STOL is a nice, simple airplane with one very difficult part in it.
The stabilizer trim cable is an endless, hand tucked 1/16 inch cable. In
our life time. we have never seen a book telling how to make one. All it
amounts to is $10 worth of stainless steel, 1/16 aircraft cable. Univair
sells them for the Piper J3, PA-16, PA-20, PA-22, and other models for
$258. At first we thought "we will just make our own." Then we learned
that t~e first thing you must have is a fluorescent light with a magnifying
lens. The work is so small you must do the whole job under a magnifying
glass. If you try to make your own, you will ruin the first one, two,
three, four you will be lucky if number five is useable.
We have a dear friend who is an optometrist that makes eye glasses. He has
restored several ~iper J3's. He got carried away with ambition and decided
to make his own trim cable. After much blood on the walls, he learned how.
He has agreed to make trim cables for the V6 STOL.
.
The early TriPacers had a problem with the cable slipping back at the jack
screw at low temperature. Piper then added an idler pulley to give the cable
more wraps so it would not slip. If you have an early airplane without this
idler pulley you must add it. We have made up a cable in our shop using
nicopress sleeves. We then sent that cable to our friend as a master. He
has built a jig off of that master. As long as you extend your fuselage in
accordance to our drawing 451, the trim cable will fit. You can make an
adjustment by moving the idler pulley. If you try and make this cable yourself don't hate us for it, we are advising you don't try it. Now, we know
some smart ass people that will make their own just to prove they can. It's
best to order it from Herman Ginger O.D., 2701 Hazel Street, Pine Bluff, AR
71603, include the $250. We are sorry it costs money, but we don't think
Herman will make them for any less.
-30-
After the structual work is completed and you are ready to cover the airplane we will start the paper work. Horne builders will spend years building
an airplane so don't start the paper work until you are ready to cover it.
1.
Fill out a form 8050-1 application for registration. This is
also your application for an N number. Include $5 for the registration fee and $10 for the special number. Include a list
of at least 5 numbers. If you want a four digit number, if you
don't ask for one you will get a five digit number. You must
include a notarized statment saying you built the airplane from
raw materials and salvaged parts.
2.
Fill out an application for a radio station license, if you have
a radio transmitter.
3. Obtain the two required metal plates and the airplane log book
from EAA headquarters.
(NOTE: You should have been an EAA
member before you started this project.)
4. When you go to your local FAA office to get an appoi~tment to
get your airplane licensed, have your form 8050-88 f~lled out
and notarized. Make a xerox copy from this book. If you ever
sell the airplane make two xerox copies from the backside and
use the NASAD bill-of-sale to protect you from liability.
Now, what you want from FAA is an airworthiness certifica~e and
your operation limitations that are required for a homebu~lt.
When the cover job is finished, and the cowling is on, the airplane is
painted, you are ready for some taxii testing. We want to taxii test it
to prove that the airplane is complete and ready to weigh.
We would
put in just 5 gallons of gasoline, and run the engine until it quits.
We will now do a weight and balance; lets do a good job because this may
be the only weight and balance the airplane is ever going to get. Inpast
years we have had airplanes use wing leading edge or firewall as a datum
point. This is dumb because you get involved with positive and negative
moments and this makes the figuring complicated. The easy way is to put
the datum way out front and all moments are positive. On Wichawk we cut
a piece of material 50 inches long to stick into the cowling and onto the
firewall to find the datum. This system worked perfect. On the PA-22
Piper
used 60 inches in front of the wing leading edge. So cut a stick
of wood, like a 1 x 2 60 inches long.
A.
With the airplane inside a hangar and with the doors closed to
keep out wind, place the airplane on scales longitudinally and
laterally level.
B.
To level longitudinally, Piper used a plumb bob in the right front
door frame. There is a hole in the top door frame channel; put
the string through this hole, and when the plumb bob is on the
punch mark at the bottom the airplane is level longitudinally.
C.
Use the 60 inch stick and drop a plumb bob on each side of the
cabin; draw a line between these marks. THIS IS THE DATUM.
D.
Drop a plumb bob from the center of the propeller and one on
the center of the tail post. Snap a center line.
-31-
E.
Drop a plumb bob from the center of each axle of the main gear.
Measure from the datum back to the left main gear and to the right
main gear.
F.
Drop a plumb bob from the center line of the axle of the tail
wheel to the center line on the floor. Measure the distance
from the datum to the tail mark.
G.
Mulitply each wheel arm times its weight and add the moments
together for the total moment.
H.
Add the 3 wheel weights together and divide this total empty
weight into the total moment. The answer is inches aft from
the datum. Subtract the 60 inches, The remaining number is
inches aft of the leading edge.
I.
Fill in the empty weight, C.G.~and moment on the following charts
to figure the most forward condition and the most aft condition.
J.
If you need to move the empty C.G. forward this is done with lead
bars on the front of the reduction drive. To move the empty C.G.
aft we bolt lead or steel inside of the fuselage over the tail
spring.
K.
After you fly the airplane and check out the trim setting, add
ballast if necessary. For example, if you are cruising with the
trim full nose up this would indicate you need some ballast in
the tail. The airplane should cruise with the stabilizer in
about the middle of its range.
L.
Make xerox copies of this weight and balance to put into the
airplane log book. Make it neat to show F.A.A.
DROP PLUMB BOB FROM HOLE IN DOOR FRAHE
TOP CHANNEL TO INTERSECT PUNCH MARK IN
FUSELAGE CROSS TUBE
RIGHT DOOR OPENING
L~-------LEVELING
-32-
AFFIDAVIT
u.s.
Identification
Builder's
Hodel
OF OWNERSHIP
FOR AMATEUR-BUILT
Number
_
Name
_
~----.---------------------
Class (airplane,
Type of Engine
rotorcraft,
Installed
Number of Engines
Manufacturer,
Serial Number
glider,
-------------------------
etc.)
(reciprocating,
_
turbopropeller,
Hodel.
of Seats
_
and Serial Number of each Engine Instal1ed
aircraft
.
(Signature
_
County of
_
(Signature
_
was built from parts by the undersigned
State of
and sworn to before me this__
My commission
_
------------------------------------------------------
The above-described
I am the owner.
Subscribed
etc.)
Installed
Built for Land or Water Operation~
Number
AIRCRAFT
expires
of Notary
AC Form 8050-88
and
of Owner-Builder)
day of
• 19
_
Public)
(9-75) (0052-00-559-0002)
Supersedes
previous
edition
FAAAC'8-",
-33-
•
N.A.S.A.D.
NATIONAL
ASSOCIATION
OF SPORT AIRCRAFT
DESIGNERS
AIRCRAFT BILL OF SALE
FOR EXPERIMENTAL-AMATEUR
BUILT AIRCRAFT. THIS FORM SUPPLEMENTS & DOES NOT REPLACE FAA
FORM AC8050-2. N NUMBER (IF ASSIGNED:) N
SERIAL NUMBER (OF BUILDER'S CHOICE:)
.
OF AN AIRCRAFT KNOWN AS A:
THIS AIRCRAFT IS A FACSIMILE
--------_._--
This aircraft is not designed or built to meet any standards of airworthiness as with a certificated
aircraft. This aircraft does not have a FAA Form 317 Statement of Conformity on file, since there is no
FAA approved data to conform to. This is an experimental aircraft and the registered owner is the
experimenter. The aircraft was not built in a permanent jig and parts are not interchangeable with any
other aircraft of the same facsimile. FAA records list the registered owner as the manufacturer of an
experimental-amateur
built aircraft. The registered owner is free to make any modifications or
changes he so wishes. The aircraft is an example of the owners creative ability. The new owner of an
experimental-amateur
built aircraft becomes it's manufacturer, when it is registered to him. He
becomes responsible for it's aerodynamic and structural concept. The new owner is responsible for
the performance and fit for purpose of every part and piece on the aircraft. Warranty is not expressed
or implied for any feature or part of this experimental-amateur
built aircraft.
I accept the terms of this Bill of Sale and all responsibility for the aircraft described herein.
NAME:
II:
W
en
c:(
J:
(J
a::
:;)
D.
_
ADDRESS:
SIGNATURE:
SIGNATURE OF SPOUSE:
.__ .
._.
_
I this __
day of
.
19
,do hereby sell, grant,
transfer, and deliver all rights, title, and interest in and to such aircraft.
NAME OF SELLER: -----_._----
a::
w
-J
ADDRESS:
-J
W
en
SIGNATURE:
_
This Bill of Sale must be signed by both parties. The seller keeps the original and gives a copy to
the new owner. Send a copy of the original to FAA with the canceled registration (if registered.) Sign
before a notary if required by the state where the transaction occurs. FAA dropped the requirement
for notarizing in 1972.
-34-
va STaL
EMPTY WEIGHT AND BALANCE
N
DATE
_
--------------------
BY
_
6°1~~~~~~
,I
~~J , J
0'
r-----:l
i
I SCALE
I
kI ,
i
ARM
->-i
!
)
.L.~CALE I
I
NOTE:
EMPTY WEIGHT INCLUDES COOLANT.
'
~~.-
ARM
WEIGHT
ARM
MOMENT
LEFT WHEEL
RIGHT WHEEL
TAIL WHEEL
TOTALS
CENTER OF GRAVITY FROM DATUM~
Calculations of a typical airplane shows the optimum tail weight in level
attitude to be 70 pounds empty. For a minimum flight weight C.G. of 11.44
inches, 60 pounds is'a minimum and puts the C.G. at 10.15 inches at minimum flight weight.
-35-
MOST FORWARD
C.G.
Arm
Ivloment
10
26
260
75
84
6300
170
81
13770
Height
Item
Empty v.Teight
011 (5 Qts.)
Fuel (12.5
Gal.)
Wing
Pilot (Front seat)
MINUS 60 INCHES
TOTAL
HOST FORVIARD C.G.
nosr
IS
API' OF HING L.E.
IN.
REARWARD
a.
C.
Weight
Item
Arm
Moment
Weight
Empty
Oil (5 Qts.)
Fuel (36 Gal.) W1ng
(*_'
Fuel, Auxiliary
_
10
26
216
84
106
Gal. )
Pilots(Front
seat)
340
81
27540
Passengers(2
Rear seat)
340
109
37060
80
127
10160
Bac;gage
MINUS 60 INCHES
TOTAL
MOST REARWARD
e.G. IS
-----
IN. AFT WING L.E.
* Auxiliary Fuel Tank Total Capacity - 8 Gal.
2500 '·-i····
I
I /1--1---:--r']
T-; --;/
-.
.
f.3
>-1
I-
~
1600
V_
~
1400
§
1200
~
H
~
1000 L
,-
,...........9
-:
;
II
I
I
\
/-'
--
--~.
~
I
II
-
V
!
1800
~
I
'
'-"
H
,
2200 '
2000
i ;
r/- . -1
Fft---;L-----,--···'1-__·
-- I-
.5
--
---- -- .- ..
>-.
1-
I
10 12 14 16 18 20 22
C. G. Range (In. Aft W.L.E.)
-36-
-
24
This is a typical V6 STOL airplane with 70 pounds on the tail empty.
must use actual arms for your main gear and tail wheel.
WEIGHT
LEFT WHEEL
ARM
MOMENT
5Cf
3b2 8 5
36 2 8 S-
bib
RIGHT WHEEL
90770
69.8
/.3 0 0
TOTALS
/8200
'260
70
TAIL WHEEL
You
CENTER OF GRAVITY /
FROM DATUM
rJIOSTFORvl AHD C. G.
Item
Empty v.reight
Height
Arm
Homent
/300
69.8
90710
all (5 Qts.)
10
26
260
Fuel (12.5 Gal.) Hlng
75
84
6300
170
81
13770
Pilot (Front seat)
TOTAL
/5"!FS-
11. .q-4
IN.
MINUS 60 INCHES
HOST FomlARD
c ,c.
nosr
IS
AFT OF WING L.E.
Weight
Empty Welght
/300
011 (5 Qte.)
(* __
.
Arm
Homent
69.8
90770
10
26
21G
/ 84
/
Fuel (36 Gal.) Wing
Fuel, Auxiliary
If//OO
REAHWARD C.G.
Item
Pl1ots(Front
7/.11
0::11.
)
106
Seat)
Passengers(2 Rear Seat)
3lfO
Bnl~ga/7,e
81
27540
109
37060
_J~
MINUS 60 INCHES
MOST HEAHWARD C.G.
TOT)\L
IS
2 0.46
801'6
J83Cf31
IN. AFT WING L.E.
* Auxiliary Fuel Tank Total CapaCity - D Gal.
-37-
10160
Gross ~eight on a ~omebui1t is what you use for stress analysis. In
operat~ng a homebu~lt you are not bound by any gross weight as with a
certificated airplane; you just use your own judgment. We do need to
respect the C.G. limits just like a certificated airplane.
The following items are contained in the engine service manual:
Preflight
Starting Engine
Ground Check
If you
the V6
flaps,
If you
learn.
Flight Operation
Descent and Shut Down
Post Flight Check
don't know how to fly, we hope you
STOL. With a flat pitch propeller
a V6 STOL will break ground in two
don't know how to fly, two seconds
will learn before you get into
and at light weight with 20°
seconds with a 8 to 15 mph wind.
does not give you much time to
Now, how do you tell if a person knows how to fly? It does not matter if
it's a private pilot, a commercial pilot, or an instructor--ask them what
turns the airplane? If he or she says attitude of bank, then they may be
a safe pilot; but if they say rudder then they are an accident looking for
a place to happen.
The purpose of the rudder is to compensate for adverse yaw, and not to turn
the airplane. Do you realize the Wright Brothers understood this fundamental
before .,theirfirst flight. Yet, we have averaged over 350 fatal stall spin
accidents per year for 50 years; and to this day FAA is not working on the
problem. In 1989, the big thing is to play with radar, transponders, and
to ignore the fundamentals. At least half of the pilots in the country go
clear off of their rocker if the engine quits. They cannot even establish
a normal glide. These people should get 15 to 20 glider flights to get over
this ridiculous phobia. Engine failure is nothing but an inconvienence, and
is seldom life threating. Take a week~ vacation and go to Emira, New York,
and get your glider rating at Schweizer Aircraft--this might save your life.
Also get the book STICK AND RUDDER and read it.
If you think your instructor is the greatest pilot in the world, he probably
is not. You can become a good pilot if you will follow the above advice.
Once when we were telling an "Old Timer" that we had logged 25 forced
landings with never a scratch on anything, he replied, ;;He11, I have had
that many in one day," and his wife spoke up and said, "Yes, and I was with
him." (Mr. & Mrs. Harold Newman)
It's old fashioned to talk about stall-spin accidents. FAA only talks about
I.F.R. accidents, which are now number one. The reason they are number one
is because the private pilot curriculum requires that the student be given
just enough instrument dual to get a false sense of security. The proper
way to give I.F.R. dual is to remove the plastic lenses from a pair of foam
rubber goggles and replace them with cardboard. Then take the student up
with these cardboard goggles on and let the airplane go off into a spiria1
dive. When the air speed gets up close to the red line, you ask the student
which way they are turnirig? Then you tell them in 30 seconds you are going
to tear the wings off. The student realizes they have no idea which way the
airplane is turning. You then have the student take off the cardboard goggles and recover the airplane from the spiral dive. A student is a safer
pilot after this demonstration than with inadequate instrument training.
We could cut the accident rate in half in one year by doing two things.
1. Require a placard on the instrument panel of every airplane that says
"airplanes turn due to attitude of bank."
2.
Give every pilot the cardboard goggle demonstration.
-38-
HP WITH
TO SEA LEVEL
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f-<
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We build the engine mount for $750 on our jig or you can use our drawing and build your
For $87 we provide the drawings and builders manual to build the V6 STOL homebuilt airplane.
For $76 Javelin Aircraft provides the drawings and hand books to build the engine.
2~ million of these engines have been built. They are used in 14 models of Ford products.
New engines out of new wrecked cars are available allover the United States for around $600.
own.
We recomend the 8 gallon Piper auxiliary fuel tank for a take off tank filled with 100
octane and cruise on cheap car gas.
You can fly on nonleaded premium or 100 octane gasoline.
Parts to overhaul this engine are $400.
This is the engine the V6 STOL is designed for. You can build this engine for $3200.
Every Ford engine must pass a durability test of 3500 hours at full throttle and rated R.P.M.
before its allowed to go into production. No other automobile manufacture has such a requirement.
DRY WEIGHT OF THE 230V6 WITH ALL ACCESSORIES
BUT LESS THE REDUCTION DRIVE IS 328 POUNDS.
FOR EXAMPLE, THE 0-360 180 HP LYCOMING
DEVELOPS 207 H.P. AT SEA LEVEL LESS 15.4% FOR 5000 FEET
175.13 THEN THE NEXT 5 UP GIVES AN ADVERTISING
RATING OF 180 H.P.
THE H.P. RATING OF ALL LYCOMINGS AND MOST
CONTINENTALS
IS A 5000 FEET RATING, WHICH IS
15.4% LESS THEN SEA LEVEL.
BRAKE STANDARD 33,000 FT/LBS/MINUTE
ALTITUDE & TEMPERATURE CORRECTIONS
272.527 H.P.
230V6 2:1 REDUCTION RATIO 'FOR
I1cCAULEY MFC8467 CRUISE PROPELLER
THE STOL PROPELLER IS MFC9055
WEIGHT 405 POuNDS
230 H.P. AT 4800 R.P.M. AT 5000 FEET
75% = 172 H.P. AT 4200 R.P,.M. AND 22" Hg.-7.7 G.P.H.
50% = 115 H.P. AT 4000 R.P.M. AND 19" Hg.-6.8 G.P.H.
SWEPT VOLUME FOR EACH PROPELLER ROTATION IS 464 CUBIC
INCH.
COMPRESSION RATIO 8.8 TO 1. AN 0-470 CONTINENTAL
READY TO FLY WEIGHS 488 POUNDS AND THE LOW COMPRESSION
MODELS PUT OUT'LESS POWER THAN THE 230V6.
JAVELIN FORD 230V6
,
SPECIFICATIONS AND PERFO~~CE
DATA
1949 PIPER MODEL PA-14 WITH A 115 HP
FEET ALTITUDE LYCOMING 0-235 at 2800
A 74 INCH DIAMETER PROPELLER.
25
135 /
120 ~ThiS
48
200'
500'4
73
2300' •
600
18.000
21.000
6.8 GPH
I
VNE of the V6 STOL is 150 MPH LA.s·1
Big propeller diameter is the reason
for such great performance.
With maximum braking.
figure is at light weight and will
be 500 feet at 2200 pounds gross weight.
This is indicated at 50% power. 6.8
GPH. 110 mph was true airspeed. The
V6 -STOL will true out at 130 mph.
1300 lbs.~Your
empty weight will be something over
32 ft.
1200 pounds and with radio equipment you
168
will get up to 1300 pounds.
I
63"
o
22'3"
~
I
82"
84" ~Notice
the power loading is dropped
9.56
by one third but this does not tell
13.1,
the story; we have doubled the pro80 lbs.
peller efficiency.
~Alternate
gross weight is 2500 pounds
2200 lbs.
on floats.
GENERAL SPECIFICATIONS AND PERFORMANCE DATA
FOR THE V6 STOL WITH THE JAVELIN FORD 230V6
ENGINE. 230 HP AT 5000 FEET AND WITH AN 84
INCH OR 90 INCH DIAMETER PROPELLER.
THE V6 STOL AIRPLANE IS DESIGNED FOR FAR 23 STANDARD CATEGORY. 3.8g SAFE.LOAD AND 5.7g ULTIMATE
AT 2200 POUNDS GROSS WEIGHT. AT AN ALTERNATE GROSS WEIGHT OF 2500 POUNDS ON FLOATS THE SAFE
LOAD FACTOR OF 3.8g MUST NOt BE EXCEEDED.
GENERAL
FOR THE
AT 5000
RPM AND
DIMENSIONS AND WEIGHTS
123
110
46
720'
470'
73
600'
500
12.500
14.500
7 GPH
6.2 GPH
Gross Weight
Normal Cagegory ..•......... 1850 lbs.
Utility Category
1550 lbs.
Empty Weight
1020 lbs.
Wing Span
35' 5.5
Wing Area (sq.ft.)
179.3
Wing Chord
63"
Overall Length
23'2.5
Overall Height
77"
Propeller Diameter
74"
Power Loading (lbs./hp)
17.1
Wing Loading (lbs./sq.ft.)
10.3
Baggage Capacity
80 lbs.
Tire Pressure (lb./sq.in.)
22
PERFORMANCE
Top Speed (mph)
Cruising Speed (mph)
Stalling Speed (mph) Flaps Down
Take-off Run
Landing Roll
Best Rate of Climb Speed (mph)
Rate of Climb (ft./min.)
Cruising Range (miles)
Service Ceiling
Absolute Ceiling
Fuel Consumption (full rich)
(lean)
INTERCONNECTION CABLES
AILERON
8 RUDDER
INTERCONNECTION
Ail"rt ••• __-__
F:1"Villtlf
Hudd"r
Slnl,iliz.·,.
Flul's
------------
SYSTEM
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STA81LlZER AD.JVSTMENT
MECHANISM
<;
AILERON
HOfCN
..,;,,/',
AILERON
-41-
a ELEVATOR
CONTROLS
SUMP DRAIN VALVE
-----:;-----r--~- SUMP DRAIN VALVE
J:'=t:=--'=~,---'"<::;:.:::::VENTED
ELECTRIC
FUEL PUMP
FIll£R
CAP
/
ENGINE DRIVEN PUMP
FUEL SYSTEM DIAGRAM
You must add sump drain valves to the rear of the wing tanks, this is the
low point in the fuel system that you check for water. The strainer on
the be11ey and on the fire wall should also be drained before each flight.
An
fuel
gauge
the electric
instrument
panel
. for each wing tank is located on the right side of
,----
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SWITCH
:
ELECTRIC
FUEL PUMP
f
~.-
-
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FILLER
(((--7
CAP
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AUXILIARY FUEL TANK
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CIRCUIT
BREAKER
AUXILIARY
FUEL SYSTEM DIAGRAM
-42-
ELECTRICAL
SYSTEM:
The master switch for the electrical
system is located on the
master switch fuse box under the left side of the pilot's seat. In the
"up" position of this switch the ma in fuse is engaged;
the "down"
position is for the spare fuse, und the central position is "ofT".
The starter button is located between the ignition switch and
the carburetor
beat control.
The starter cannot he operated
unless
the muster switch is 011.
Circuit breakers
for the radio, lights
bracket under the left side of the instrument
and generator
are in a
panel. These units auto-
matically
break the electrical circuit if an overload is applied to the
system, preventing
damage to any electrical
component.
To reset
the circuit breakers,
simply push in the buttons.
Continual
popping
out of a circuit breaker button indicates trouble in the electrical system and should be investigated
immediately.
A 12-volt 33-ampere
hour battery, enclosed in a stainless steel
battery box, is mounted under the right front seat (See Section Three,
III, Battery Service).
The position and panel lights are operated by a rheostat switch
on the left side of the instrument
panel,
The position
lights are
turned on with the first movement of the knob; panel light intensity
is increased by further rotation of the control, A dome light switch
is incorporated
in the speaker-dome
light unit in the center of the
cabin ceiling,
The landing light switch, on the lower left part of the instrument panel, controls two landing lights in the left wing. These lights
are installed
at different angles, the one directed downward
to be
used for taxiing and the upper beam for landing,
A voltage regulator,
attached
is incorporated
in the electrical
voltage of the battery.
to the engine side
system to maintain
of
the firewall,
the required
The diagram shown below is the Tripacer's electrical system with a generator,
the following page shows the electrical system on a PA-28 with an
alternator. The first thing you must do is install the FORD solid state
regulator. Next, we show the Cessna 172 electrical system, this schmatic
looks more usable.
~GENERATOR
-VOL.TAGE
IZV ADAPTER
REGULATOR
\
,,~.
-
fUHGAGE
-TANK
UNIT
F'UEL GAGE
RIGHT
\ -
MOMENTARY
SW1TCH
~-»--@---E3--@--111'
1-
SAFE
FliGHT
WING
ELECTRICAL
SYSTEM
DIAGRAM
-43-
INDICATOR
UNIT
WING LIGHT
I
':
_
<0.
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s:
I
All£PN.lTOR
OPERATIO:"
C?T.!2""~L
1.1
(.I(T(I
A.CC(SS()RIES
r
CABIN
I~A
L---.:r;-.
sr .•..
f1TER a
DESCRIPTIO:"
;}
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YLIGHT
LIGHTER
I~,i"'A
-
._-
'- - - ..
PIPER
F:::<L:::O:.-
II
__
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AIRCRAFT
CORPORATlO:"
PA-28-161, WARRIOR
~
:J
/Io4A.STER
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(--=,-]
501..EI'I010
,")
:to~
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Pr(OTECTOA.l
ovtR
V:>_TAG~-
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9
,n
II
crecon
' CHES
'S!·~T e
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vcc UGE
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(_ .• _•.•... __ '
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l=-
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--_.
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J -:~~
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SCHDU TIC
~~~A~I;~EitFER£MCE
A LTER:'\A TOR A:"D STARTER
CONTACTQR
STARTER
).
CESSNA
MODEL 172
RfGULATOR
WARNING
UNIT
OVER·VOLTAGE
OVER-VOLTAGE
WARNING
UGHT
r--~r-.,
STARTER
'f
TO
INST
CIRCUIT
BREAKER
·1
l
.If-.,-H--t-'il
l'USH.TO.lun,
MAGNUOS
C/tI:(UIT "("ItU
COD I
(j)
*D'OD!
'USf
10M IfSISTOI
•
V'
MASTER
SWITCH
0(
" .. _
~
'utI.
Q)--TO
N"'
I.'
rr
~'"").-TORAOIO
~TORAOIO
~TO
AUXILIARY
FUEL PUMP
CIRCUIT
SYSTEM
SWITCH
TO ALTERNATOR
TO AMMETER
FLAP
TO MASTER
TO WING
BREAKER
GAGE
RELAY
.
TEMPERATURE
INDICATORS
SYSTEM
SWITCH
TO PI TOT HEAT
TO IGNITION
HEAD
TO FUEL aUANTITY
TO CYLINDER
MUTING
POST MAP LIGHT
TO OIL TEMPERATURE
TO ODOR
TO AUDIO
BEACON
LIGHTS
LIGHTS
TO NAVIGATION
LIGHTS AND
CONTROL
WHEEL MAP LIGHT
TO FLASHING
TO STROBE
LANDING
LIGHTER
AND
TOCIGAR
TO TAXI
COORDINATOR
PILOT
TO TURN
TO AuTOMATIC
AND
POWER SWITCH/CIRCUIT
TRANSPONDER
ALTIMETER
OR
TO AVIONICS
TO RAoro
RADIO
ENCODING
BREAKER
GAGE
AIRPLANE & SYSTEMS DESCRIPTIONS
TOALTFIElO
CIRCUll&REAK(R
BUS
TO
PRIMARY
GROUND
PLUG
RECEPTACLE
SERVICE
CLOCI(
I'.
FLIGHT HOUR
RECORDER
CONTACTOR
II
REVERSE
POLARITY
AMMETER
'1 -
i
PANELI
SWITCH
AND
POWE R
O
BATTERY
AVIONICS
LE FT
SWITCH/CIRCUIT
BREAKER
CONTROL
ION
BUS
TO
AVIONICS
Electrical System
I
I
""-.::t
DRAWING 462
If you don't want to spend the money to put in the big forks, here is an
economical way to fix the struts. First, you must use a center punch and a
hammer and go allover the bottom 1/3 of the struts, hit the center punch
hard enough to make a 20 thousandths deep punch mark. You should hit each
strut at least 100 times to prove the struts are not rusted out. You will
need to take a risk and fly the airplane on several test flights to make
sure its in perfect rig. Then drill a 7/16 hole in each strut up 4 inches
from the bottom in each of the four struts. Then measure up 7 inches and
drill another. These 8 holes are all at the maximum thickness point as
shown by drawing 462. Make 8 bushings from 7/16 x .065 tubing the correct
length to leave about 1/16 inch protrusion on each side of the strut. Use
heliarc to get a nice weld on both sides of all bushings. Make a strap of
.090 to .095 4130 1\ inches wide and 10 of 3/8 long, form the straps to
the contour of the struts. Carefully round the ends and the edges. Drill
holes for the strut bolts at the bottom. You will need four bolts of 1/4
inch more grip. Hold one strap up at a time and back drill with an undersize bit like a 19/64 or an "N" Bit. After you have pilot holes in all
four staps line ream the straps and bushings 5/16 (.3125). Weld any holes
shut that Piper drilled in the struts. Every time the sun comes up or goes
down the struts breath in air with moisture through these holes. After all
welding is completed remove the forks and pour in a quart of linseed oil.
Lay the struts in 8 to 10 positions for 1 hour each to coat the inside
then drain out the linseed oil. Reinstall the forks to line up with the
holes in the straps. Disassemble clean and prime with rusto1eum and paint
to match the airplane. Install with all new AN bolts, washers, and nuts.
The eye bolts can no longer be used to rig the airplane so if it ever
becomes wing heavy you will need an aileron tab.
Every part you need to build the V6 STOL is available from the following
companies. You can buy a new head liner or a complete new interior, new
windshield, and side windows. Put a nice carpet on the floor of your
airplane, you may need to sleep on it some time.
Airparts, Inc.
301 North 7th Street
Kansas City, KS 66101
Steel Tubing
Nuts and Bolts
Cooper Aviation Supply Co.
Superflite Division
2149 East Pratt Blvd.
Elk Grove Village. IL 60007
(HOO) 323-0611
(312) 364-2600
Ceconite systems, windshields
Wag-Aero
Box 181
1216 North Road
Lyons. WI 53148
(414) 763-9586
Piper replicas and parts
Get Their Catalogue
Stits
Aircraft Coatings
3084
Riverside. CA 92509
(714) :684-4280
Stits tsbric-tinishing system
P.O.Box
Univair Aircraft Corp.
2500 Himalaya Road
Aurora. CO 80011
(303) 364-7661
All Piper Parts
Aircraft Supply
Allegheny County Airport
West Mifflin, PA 15122
(800) 245-0690
(412) 462-8200
Batteries, tires, etc.
Trade-A-Plane
Crossville. TN 38555
(filS) 484-5137
Trade newspaper
Skyward Supply
P.O.Box 23342
Stanley, KS 66223
(800) 445-0670
Windshields, tires, etc.
Tred Air of California
9040 E. Rosecrans Ave.
Bellflower, CA 90706
(213) 630-6223
Tires and tubes
Dresser Tire & Rubber
1;208 South Alameda
P.O. Box 01736
Los Angeles, CA 9000i
Tires and tubes
-45-
Co.
Hower Aviation
7879 Bradenton Rd.
Sarasota, FL 34243
(813) 355-5237
Fabric systems, windshields
Experimental
Aircraft
Wittman Airfield
Oshkosh, WI 54903
(414) 426-4800
Assoc.
Blue River Aircraft Supply
1'.0. l10x 91
Harvard. NE 68944
(402) 772-3651
Ceconite 7600 Iebiic system
Airtex Products,
In~.
259 Lower Morrisville Rd.
Fallsington. PA 19054
(215) 295-4115
Aircraft interiors