PIETENPOL SKY SCOUT.msl ofthe contra, eh "Sith Sal Ss Your Sn"! atatet working" aetna 1 ot cote fe of piece 60 in. wide the fll length of the wing all around the edge, bottom side first Give the edge coat of dope, turn the wing over and do the same on top, ‘Now sew the cloth to the sibs in the regular manner, put on a coat of dope, then all the tape and patches around fittings and give the wing four extra coats of dope (tive in all). “The last two coats may be colored. 1 advise a light coat of paint on the wing if you wish the cloth to last a long time, although this makes the ship harder to paten, ‘Just 2 litle warning, be sure and put the flap {nthe center. Alot of those building the Air Camp: er did not do this but put a large opening instead nd spoiled the climb of the ship. Remember that ‘all the features of a high powered ‘Ford powered ship and expect i ‘And the flap is one of the things that ‘makes these ships success. "The first thing to remember in building a low powered ship is to Keep the weight down and to keep the efficieney up. entra hes an annoying inclination ta becor Alter you have your ship complete, that is, ‘the motor in, tall group on, all controls in, and are ready for the wing, make up your center struts lke ‘Grawinge (aoe next installment), all brace wires rade, get about four extra helpers, pit the Wing fon the center struts and line Up, Next have someone hold up the ends of the ‘wing so that it will havea Ite dlnedral, and meas tre the length of the front flying struts. These should: both be exactly the same length. Wnen rein pace, do the same withthe rear fying fake the fying or brace wires. Hook Lup the ailerons, safety all turnbuekles and your ‘ship shouldbe ready to go. Twill ikely get a Tot of letters saying that 1 did not cover the whole ship, bu if T were to do this it would take more space than this whole mag- 1 personally think that If you cannot build a ship from the plans alone, that all the instructions {it would he possible to write would not do you much 00d, But as I sald before if you know your stuff, mpartny i sod 22)! Rear Admiral Gon Finke shows fh tll kid a2 oe] : ] KI a) as I Bay HEA tene baenedis, Ce SATE SN wwe" N ‘Sedma, [EER of BOE a Om wins Eg ASSEMBLY OF SHOCK STRUT AND LANDING GEARS sror designed eayaially for the Shy Seo “PENSE South Purar dats fo sewer Rice al ete he Snesslons for fh Boh sei, Bees Pca . seven Rak seu Be, Se ley ned ‘infront and two atthe rea va wed i weld fetta TH Bes forte % you may be able to make improvements in tis ship nd I would like to hear from those doing it a8 i is one of my greatest desires to see the lighiplane Aoveloped into one of the safest and best sports there believe this tobe the safest lightplane there ls, and if this desig ia startin that direction it has ali been well worth the time we have put into i. But those of you who wish only to build so that they ‘will have something to fly had better build it ex: ‘actly ag the plans, and you will be sure of having ‘ship that fy very easy to Handle, I is cheap to ‘run and will and and takeoff a afield where the Average OXS job, or similar powered ship, would be ‘completely out of luk, ‘Lam sure if you ever come to our field and see these ships fly you will agree that these. planes will do all we claim they will — and then some. If you fellows are going to build this ship for the Model T motor, well and good, but If it goes {or the Packmag ‘Twin, then here's a word or Wo fm that motor end what it will do to your sip. 1 was orginally designed by Earl D. Hiburn for use with all of the type of ships which ean be flown with around 30-0 hp. She was built at the MECHANICAL PACKAGE MAGAZINE'S. Expert ‘ment Station, and, afler considerable machining, took final form and was tested in'a ship ike the ‘Ain Camper ‘This motor sells in the rough casting form for $75.00, and in the finshed machined. form for $261.00. Tt will make this plane have pursult ship performance and it sil be able to carty consider. Able pay load, although the fuselage isnot stressed for tworplace work. I imagine a top speed of 95 iniles and-an even lower landing speed due 10 Tower weight would give this ship some real soup. itis not necessary to have very elaborate ma- chine shop eijuipment to bulld the engine. If you havea small lathe, the cylinders can be bought ma chined, and then the crankease and the shaft and sll canbe bought as is necessary. testing Biman fer conection ‘A longer mount wil have tobe put on the and ft should extend 12 in. farther oat than the Pord due to is lower weight of 120 Ibs "The Cross Country can be cowied in to make the ship have Army type looks and this is always something to be desired — a classy ship. "don't know about the proposition of floats swith @ Model TT do know you can't use them as the motor Won't have enough soup. The usual pro- cedure for any land plane which performs well {land plane is to add'50 percent more power when ‘ised a2 a ea plane "This is because of the Increased resistance of the floats, which have thelr highest resistance just before they begin to plane. After that they become Jess and lets drag until they take off and the ship's highest speed is reacted, which of course means that the drag has reached the highest proportions possible with that power ‘Next chapter we Will take up the engine de tails and the method of mounting the good old Model T, whic, after all, isthe ideal for this ship as she was designed, see aEngine Details of Here we round the pylon on the hom lar hoxoto-buld stories we have ever the Sky Scout, sightly smaller sist Camper, is second only tx popularity the “Sky Scout” ve stretch i one of the most popu ‘published. This series on building ter to the Model A powered Ait fo the series run on the building of that famous ship, Here are finishing details of motor conversion, operation, ship finishing and fying For the benefit of those readers who may have skipped over the frst two chapters of this article in their eagerness to get to the engine conversion plans presented herewith, let me summarize what wwe have gone over ‘As You know if you read these frst two parts, the Sky Scout isa slightly smaller version af the famous model “A” powered Air Camper which wa published tn this magazine about a year ago, and 2 hints. Bank her over and. rip in! whlch is now obtainable im the FLYING and GLID- BR MANUAL. ‘Model T Ford Motor Us ‘The Sky Scout, however, instead of Being a twoseater, and using the 3840 hp model A. con- version, makes use of the cheaply obtainable model ‘motor, and is 2 oneseater in which a student can pile up hours at low expense isa ship for whieh an identification num- Penwet shock cord cutting. The landing gear should give rot over one inch with ful loadin the ship, Bit neither should it be any tighter The Toll Skid ‘The tall skid comes next. This ie of extremely simple construction, ut It has proved so elfcient that we are now using it on all of the planes we build: Be sure to put a small keel on the shoe oF you will find your ship hard to steer on a windy ay. This keel will also help to prevent the begin nef from ground looping. The Empennoge And now for the empennage. If you saw the plans of the Air Camper you will see at 2 glance that the tal surfaces of the Sky Scout follow the Same general Hines as those of is big sister. Uhave, however, cut down the weight a lite at this point and Vals believe Ihave given the Scout a bit the Best ofton the lines But outside of bit of cleaning up 1 have seen ‘no reason for changing this part of the ship, asthe assembly on both Jobs has given quick and sensitive Control of the ship at all mes, And another thing Which is even more important — if you follow these plans you need have no fea of any structural ‘weakatess in this most vital part of the ship. ‘The Motor Mount In the motor mount you will notice that there {sa drop of about one inch onthe front of the motor ‘mounting. [have had a lot of so-called experts tel me that this should not be. However, I reason that the motor should pullin the direction of travel and not the way the ship points ‘We bull one ship using a straight motor bed and the climb was not so good, while it was almost Impossible to fly it hands off, except at one speed and throtte seting; so my advice is to be sure tnd give ths drop on the font of the motor. ‘The motor mounting Itself is well shown on the drawings and I wish fo say i all ult rght onthe fuselage, "The motor bed pioces are bolted on and tom porarily braced and then the motor support tubes fare fited to the fittings and bearers, ‘The Covering Now put in the ger tank (514 gal) and the wing is ready to cover. You may use any igh grade of alreraft cloth for this or you may use sheeting e ! ana tt See ee pay ae ueber can be had from the Department of Commerce, and while Thave hear that 4 few over-zealous in Spectors will ground ship I it doesnt have & fa some kind, you wil find that all state legisla- tion hinges upon the Federal air laws, and that any. fone can fy for himself on an unlicensed feld in an Unlicensed ship if he wishes. All tat the states ask is that the Federal laws be observed and that un licensed shipe nat be flown from licensed airports. ‘0 much for our introduction, Part one took up the bullding of the fuselage and the wings Part two explained the landing gear, tall sur- faces, and control system, ‘Now, in part three, we wil have bout the minor fittings, the finishing of the Ship, and the method of fixing up what litle con version work there isto making the Model T a good airplane engine ‘We will ake the power plant fist, as the whole ‘hip 18 of course but for the motor it wil be using. "This ship was built for the model T of course, ‘bat may Lsay that the cowling is big enough for the model A. There is not mileh difference in the nes of these two motors, but you will need a new ngine bearer if you use an A, and also put the wing about an inch ahead. ‘Model A: Carburetor Fevored We aid not make plans for the motor as every. fone has his own ideas ‘nthe subject. ‘Ar long as they cool well and oil well they all work about the same in sn airplane as in a car. ‘The following changes were made. A model A ear buretor was used. Cut off the intake flange where ‘the carburetor was fastened and weld It back on so that a model A carburetor Will ft. See drawing Exhaust stacks are put on. Aluminum pistons ‘were installed. The regular head and valves were ‘used (putting in larger valves won't help —the passages aren't big enough to let the gas flow any faster). The end of the camshaft was fixed for 2 tachometer drive as was shown on the drawings In the Manual and prints for the A conversion. Be sure and put in a tachometer. They are very necessary fand don't cost much, ‘A fellow had an Air Camper here this sum- mer without any instruments in i, 1 flew it but finely did not lke it that way. Tsay, the more tn Struments the better. We use a complete set on all TAIL GROUP AND FUSELAGE FITTINGS PLANS FOR THE “SKY SCOUT” Continued in this chapter you will find Author Pletenpot's description of how to build the toil ‘group, control fittings, and this nique tail skid. ‘You fellows who have boen demanding a real airplane powered by a Model T Ford engine have ‘no doubt digested” the previous installment, in Which we discussed what eould be expected of the ship, and in-whieh you were given part of the plans and instructions for buliding, in the first installment, you will remember, we took up the bullding of the fuselage and wings. Now we wll goon from there. The present install: ment will include the tal assembly, landing gear, find controls. The Landing Gear ‘We ill first take up the landing gear. This has proven to bea very strong outfit whieh wil stand plenty of abuse. While it would be dificult to ex plain how this is built the plans are very clear and you should have no trouble ‘You wil have to use 4 turning lathe and be a ood welder to make the gear shown here. You ‘nay also build the type of landing gear that is used fn the Air Camper. You will find that this is much 4 ‘easier to make and is quite strong enough ‘While we are on the subject of tis gear we had better put on some safety device to keep the ship from dropping to the ground if the shock cord breaks, since i seems that everybody hat trouble ‘wrapping shock cord Here ls the method we use: First cut a piece of leather fo tit around the bottom of the landing {gear vee, and lace it on with lace leather. Now take Gt of Mein. shock cord and have someone hold it about half way up on the outside of th front land ing gear strat Take the other end anc pase it un der the landing gear vee, over the ale under the landing gear, over the axle, under the vee on the Inside of the fist wrap, over the axle on the outside othe first wrap and under the vee on the inside fof the last wrap until you have three wraps pulled ‘uit tight "The cord should be just long enough to make good square knot and to permit taping ofthe ends ‘This method makes each wrap about the same length and you will not have an) trouble with your 4“Perera fe = ke fies) lees was about the same with all wings, and traveled back about the sime amount for increased angies of incidence ‘But while al the graphs of wing curves whieh I secured from the NACA. at Washington looked bout alike, and had about the same characteristics re was # lot of difference in the way they handled. si characteristics on Seom fo mean 2 thing, would mean a, whole lot ‘when put anto a ship. "You know monoplanes of the high-wing type are the strongest and safest frm the serodynamical point of viow. Yet they handle differently than any {ype of airplane like a biplane. There isa sort of pndlulum effect that makes it rock back an forth, Anda wing seetion that doesn't have a minimum {rave of the center of pressure will be buekj” on the controls. That isa faken out of the Sky Seout through the use of our wing, but I often wondered Wwhy nobody had taken a crack al the subject. 1 Ienow the M6 wing section has no travel pressure, but it Isn't so hot in the air alongside our sect ‘And so that is that * 3sey eet A rvwoes ror (ci woo ree MANUAL) Tl retell the history of this wing eurve of ours ve been building airplanes for the last 12 year, you see, and the first one | started. was 2 biplane which was powered with a Ford She flow nicely, but In those days we hadn't heard of modern hight wing sections, and the underside of everything flying was as curved a8 3 Shoe horn, and not alot more efficient, ether. 1 think the wing curve T used on that frst ship was USA No. 4, which was supposed to be the hot se f-oB orem ater Rees ae | a fete a Fell New ne nan ra nee a THe SUEY OE eee = test pepper out atthe time. Then 1 used other wing sections on other ships, and found out 2 ot fof rule of thumb things about them whieh any hams mechanic knows ‘That is, that within limitations the center of proscure of almost all wings varies from about a third of the chord from the leading edge to about 40 percent at the very high angles of incidence. 1 know there are wing sections with negative angles of incidence, but they are mostly freaks — lam ing sbout normal wings. The center of pressure “oteouy or 1 Siten Fs. Sites ees pares maany meinen ata” rE Fe |i “omcner ron pauey (Sth ad es our ships. “The magneto is driven in a lft hand direction, direct from the crankshaft, eller use a good mag, as Ihave seen alot of the old D U 4s go bad when they are flown in hot Weather. Also, a new mag weighs about 7 ths ‘where the old ones weighed about 14 Ibs. Although ‘we have one of the old. mags on a ship at present, fnd it seems to Work fine. The propeller hud made af on the model A, except that I is necessary {ose mut on the engine side asthe flange is not threaded. ‘We use a gear driven oll pump from an old ‘Ace motor, bullt by Horace Kean in New York about 1918, We have a hollow drilled shaft and tarry three quarts of il, although any. good oil system will work: Don't favor splash f0 much for ‘model Ts 2 they have bent hair pins for erank Shafts and the Bearings are small, although the Shafts are Dull of the best stuff money can buy for crankshats ‘Therme-Syphon Cooling ‘The thermosyphon system is used. The block Js fitted with 2 1)4.in. outlt near the top front of the motor (see drawing) opposite the place where it'was on the motor, and this runs to the radiator top. A circulating pump could be used in warm {S'por'drawinge slasehere inthis series, “6Erase erin a weather, and would be better, ut we have had no {rouble as on one instance Don Finke flew a ship from Spring Valley, Minn, where we have our shops, up {0 Minnespolis, «distance of 150 some fd bee line miles, and he ran into some hot, dry Weather, then a thunder and rain storm. The motor never coughed, but kept slamming along, "me radiator was made trom 4 1026 Macord Ford radiator cut in two and ane half put in back of the olber This males a beter looking Job, Bet ter have a tinsmith do this job well for you. in re- {dard to the radiator, lots of those building the Al Camper asked why tid not pt the radiator below the fuselage. We have tried this on two ships and in both cases the eimb of the ship was poor, the top speed five miles less. The motor overheated, and the draft and lack of supporting wind stream ‘ade the sip very tail heavy. Carried a passenger with diieulty'snd weighed more, and the same ‘would hold true on the Sky Scout here ‘The vision on these ships is good and the rad ator does not bother. In fact, the vision is eller than one of the Air Campers using a Velie motor. new Ford the ship. We ean arrange a regrind job tan inch of bore on any ld block, #0 that PRES SW RARS Neeser ‘teste cock the new aluminum Ritefit pistons, which mast be tused anyway, ean be cut to fit the new job just as well as an old one. Old T blocks used with the cast Iron pistons very soon run out of round, and are hogs on al as most of you know. With aluminum plstons cut with 007 jn. skirt clearance and 025 in, head and ring gland clearance, the oll pamping and the blowby compression losses are cit way own. ‘The pistons are sold in the rough and are fitted for any prescribed diameter at the time of selling Here are some of the salient figures that read will be wanting in connection with the motor and the business end of the ship. The weight of the prop is about 12 Ibs. The welght of the motor dry Is about 185 tbs. The weight of the radiator is 15, Ibs. The job holds 4 fs. of oil which weigh 7 1b., ‘and the cooing system holds 8 gals, or about 20 Ibs would say that this four is about $2 hp. Tt turns a Lawrence prop 1500 rpm and the govern: ‘ment figures show that this prop requires 28 hp at 1400 revs The model A wil not turn this prop (ver 50 turns faster ‘The propeller is 6 ft. dam, by 42 in. plteh and turns anticlockwise. This is a Flottorp prop. It will turn from 1650 to 1740 on the ground, depend: os on Se et oS EEO BEM woe mt ore adel tr Camper Cansrocon t's We heat tight until you get in your compression struts and wingtips. ‘Now put on leading edge, trailing edge, alleron ‘beams, flop beams, and wing tips In order named, ine the wing up so that ite perfecty straight and put in all braces in wing (wood) and also put the Vin. by ¥4 In. braces on the ailerons and’ put all filter ‘strips'on the alleron hinges (which are only small strap hinges with a new pin put in which has 4 cotter pin hole in itsend), ‘Now place the control horas, and you are ready to cut the allerons and center flop from the wing. By leaving all the ris fal length and cutting the ailerons and flop free when finished you are sure to get a better and straighter wing. After you have all the parts finished and sanded you may give the ‘whole thing a coat of varnish This wing is as strong a8 1 know how to make a wing without having a lot of needless weight. We experimented alot with wings on the good old Ale Camper, which stil isthe best thip today for the model A Ford motor. We looked at planes with = Tot more load per running foot of spar length and 3 Jot more load per square foot of wing, and made ‘our spars and ribs to conform. We found only one serena with he desona, and is excly the sane fe Tat "sighs Been despa tor sna fate han ape ‘aw in years of fying the A jobs and that was the trailing edge of the wing was a little weak for stunt ing. Don came sailing into the field with his job fone day in a steep sie slip — so steep T thought he'd hook a wing and flip over. Boy, he was going, fd he yanked fer out to see what would happert Due tothe fact thatthe ite eross members in the traling edge were inthe wrong direction, portion of the traling edge folded up, but it didn't seem to hurt things any, and he flew the rest ofthe day before we started fo fx it That shows the extreme confidence we have in the ruggedness of ou ships and I hope my telling this will convince you of our andor in perfecting the litle things. We went through our analysis again, and found it would rake the rear edge of the rib lille stronger to run the piece the other direction, taking the load {in compression instead of in tension, and we have ddone 50 in this Sky Scout design. I'm sil sticking to our home brow wing section and T will until can find something that will work better — so far Thaven't found it For the benefit of those of you who have not rad of how we constructed the Ford job (whieh Btiele appeared in the lst issue of the FLYING aee eG, Ts. complete. It was only built this heavy because all the regular parts to build the Alr Camper wing were sed wish fo eall your attention to the brace right bak of the rear beam. This was changed from the plans of the Air Camper, and T advise all of you ‘who fave not buil up your wing ribs to build them this way ‘After your ribs are finished, make your beams uf you have trouble doing this, we willbe able to mnake them for you) and splice them in the center. [Now mark offal places where the ribs will come, ‘having the two Beams clamped together "A good way to do this i to mark off the places fon half of the spars, then reverse one beam and mark the other half fom the first marks, You will then know that itis right Next glue in the plece of 8/32 in. or ¥% in plywood that is set Beneath the gas tank and be fure you have this in the center and perfeclly Square, asthe whole wing is lined from ths center Now put on all the ribs and glue and nail them with two 1 In. by 17 gauge nas at each joint. On the top it will be found necessary to put in small spruce blocks t0 fill up the gap, These must be a ion ge tis working drawing The muta of ae Ratha Sica Sete than re Rosier intrcinginssvain ued on both sides. "Next put on all wing fittings and brace wires (ove use 3/82 in. cable as itis easier to handle, a: though No. 12 hard wire is OC), and tine ‘the ‘wing up with the wires. Do not make them too Dn Fiamma te iy fg ap ihe {ouran Wen o he name's vig. . sat 1600 to 1650 in the fivand will tum 1850 in the ar wide open, ing on the day. It cruis less cloth and metal fittings 4 lbs. with turleback and instrument board. The weight of the tail unit less eloth and ‘horns is 9 Ths. Each landing gear V weighs 5 Ibs ‘Shock struts weigh 314 Ibs, each. Weights of other ‘components have been given i other installment forthe iting se on‘oo betatifl Tetult THE HENDERSON LONGSTER ‘The designer of the famous Ansani Longster, one of Modern Mechaniz and Incentions' mast. popular ‘desis, comes through with his promised version of the Longeter lightened for Henderson use. The ship is remarkable for stability and flabiity By LES LONG After the rather surprising success we had ‘withthe Anzoni Longster, tas probably only nat: Ural that we should tur to the popular lite Hen dorson as the power plant for 4 sil lighter and cheaper Longster. This little engine undoubtedly hold first place inthe affections of the lightplane clan, and well may it do #0, ‘The Henderson is undoubtedly a ttle tow in power for the average amateur ship, sid ship enerally having a tendency to run ito pounds However, we decided to make 2 ty at it and the results were far more than we had hoped for, ‘This new ship has about everything that could be asked for” in. real lightplane. Its reasonably fast, 75 mph at 250, t'has a good steep climb. Ing angle and Keeps right on climbing, seeming to ddo-as well at 4,000 fas near the ground. It lands at exactly 25 mph in still air, measured by cars running. slong beside st Ts gliding angle is fully 12 9 1. You should hear the plot talking to his friends on the ground It rolls, banks, zooms and does wingovers with such apparent ease it is a joy to wateh. As to sta bility we can only say that it has been fying for two months, most of the fying being done by be- inners, and has never made’a bad landing nor ‘amaged s0 much 384 boll of flying wire, Parasol type planes are notoriously easy to land, Ti willy {or mills with the controls entirely free, and sill right itself from any postion. ‘As to power we ean say that we fly the ship regularly withthe motor turning 2100 to 2.200. it vill actually climb with the engine running 1,000, Delieve it ot not This Is with & propeller of 4 10 in diameter and 30 In. pitch. This prop turns 2,050 at full thro, which certainly leaves lem ty of reserve. [AS is customary, we shall start out with the wings. The ribs are’ the usual strut and gusset type, the rib stock being 14 square spruce and the gussets 1/16 plywood, birch preferred, Make up the usual rib jig on a smooth board, being care: ful about accuracy. The curve. is the standard Clark ¥. Instead of nailing one side at a time itis 5/82 in, mahogany plywood, The flor is made of 4 in. Spy haskelite. AMl gusset plates of 1 in, material Remember, all plywood Must be regular alreraft grade and waterproof. ‘Use'a good glue, We ure Rodgers semkwater proof and give It two good coats of varnish, You ‘nay use rogular casein glue, Dut be sure you know ‘how to handle it. Tt won't keep long (12 hours). Make Jig for Fusslage ‘You will need a large bench on which to draw cut and bulla your jig. We use the same fig for both Sides ‘Bach sirut is held in place by blocks which are left nailed down until both sides are finshed, Also leave the longerons 2 little long, and. wrap ‘some wire from the top to bottom langerons, twist Ing It tight with a nal until you have the plywood nailed and glued on each side, When the glue 1s ‘dry you may saw off the longerons in front. First lay out one se n the fi, puting in all struts and braces. When you make one str, make fanother just like it to be used on the other side so the two wil be exactly alike. Be sure o use a miter Dox for thls work Next glue and nll on all the 1 in, gusset plates, wire the front longerons together 0 they ‘vill not spring apart and break the gusset plates, [Now remave the side from jig, put the longer ons, struts and races for the other sde into the Sie, and put the gusset plate, starting from ti) and Working up to where the 3/32 In ldes start, Now take the side you have jus finished from Ja, lay It in on a piece of 8/32 in. plywood, and mark out all longerons, struts, and braces by run hing a pencil around them, then cut the plywood the site of fuselage, Make two of these — one for the right and one for the left side. ‘The side of the plywood bearing the pencil ‘marks goes on the outside, and fives you good marks to keep your nals between, Glue end Noil Gusset Pl Now put a good layer of glue on longerons, struts, and braces as far back asthe plywood goes Tay'on your plywood and get busy nailing it down wth 4 in. by 18 gauge cement coated nails All Other gusset plates are also put on with thi size nal When you have this done, wire front of long rons together and remove from jig. Now remove ll blocks from the bench 0 that i is smooth ‘Turn the side of the fuselage over and put gusset on that side; then do the same with first side you arte. Now take the two sides and clamp them to- gether. Saw offends of the longerons exactly the fame Tength. Take a {cisquare and marie off all strut station, the place for the instrument boards, land a few extra marks that will come in handy fo measure from Now make the seat back and the front bulk head, (These must be perfect, as the whole job de ah the Ford chan at ‘pends on them) and nall and glue them in place You may now put in the 14" by Splywood ‘oor palling itn with L in. 17 gauge nals, Next comes the top of the fuselage. ‘Now pull the tail end of longerons together, make this join fit good, glue and nail it good, and put in all th rest ofthe struts and braces, ising the center line method to get it straight. That is, make-a line in the center of each strut and make 2tght string or wire. pass over this ine when drawn from center of front to center of tall post “The ruts are next set om the gusset plates of the sides, ‘Then put on turlle ‘back, instrument board, eowling, and support and the woodwork finished except for seat, which you should have no trouble with ‘ean got the fuselage bull up for you if this sounds like too much work, and then you will have 8 perfect job around which to build the est of the hp, The Wing ‘The fittings are so clear on the plans that it would be # waste of time to say anything about them. They are all made of regular 1028 aircraft. eel and are more than strong enough "The wing on the Sky Seout is much too strong and could be lightened a litt. 1t weighs about 90 QNonoNDODODDOnIIDNDVO00N0 wade TOOT TTTTTBenoa seaeseeT eee SERIE ine Dptatth mee Ss best to place gussets with glue applied on both sides ofthe Joint and nal clear through, clinching the nails after romoving from the jig. Use casein flue and 1 by 20 ga. nails. Note thatthe aileron Fibs are slightly different, the litle strut to. the rear of the reat beam opening being set back is shown by the dotted line. Count your ribs care fully to avold duplication of effort. Spars ‘The spars are of the T beam type and are of selectod spruce. Its best to have thom cut and Foited at a planing mil, although they may be bul up with I In. by 20 ga. nals and glue if de sired. In any case be sure the wood is fee from all defects, Including crooked grain ‘When the spars and ribs are ready assemble them, taking care thatthe aileron vhs are in their proper location, The butt ib is a special one made up with Yq by 1 cape and one side covered, with 1/16 plywood. The reinforcing blocks must Now be placed. ‘They are all of 4. plywood, except atthe wing butt. The long ones at the fying wire position are notched as shown and the others are plain blocks, 4 in. long and of the proper height fo fit in between the spar flanges. Blocks are placed on both sides of the spar, ue belng applied rt Butt Blocks ‘The blocks atthe butt are special and require 4 litle explanation. It will be seen that the wing hinges of one wing straddle the hinges on the ‘other, and must therefore be farther apart We ‘will choose thatthe hinges on the left wing have the wider separation, therefore the plywood on ‘the four spars will be as follows (On the right front spar the plywood is 3/18 thick, one on each side. ‘This separates the straps 4. in. On the right rear spar the plywood Is Yh, making a spacing of also. On the left front spar the plywood is Mj thick, and on the left rear spar It'ls $/16, which separates the straps on these beams % in. Therefore, th straps on the left wing wil Just straddle the straps onthe right wing, Ts founds worse than It really is, asthe drawings wi show. Bracing ‘The drag bracing comes next. The wire is No. 12 hand aireraft wire and the tuenbuckles are No, 826, The compression ribs are the regular ribs, but with a 34 in by % in. spruce stp mailed’ and ilued on each side. ‘The ends of these strips butt {ip squarely against the wire pull: The pulls are ‘lipped in between the rib strut and the reinfore- {ng block om the spat, and are bolted firmly wath S/16 in, aireraft bolts. The main compression ribs atthe fing wire locaton are like the others, but have % in. by 114 In. strips on th sides and also have an extra eap strip nailed and glued on each as] some reserve power, The motor will turn as high fa: 1800 in the ai Blueprints Coroet ‘The editors showed! me a set of blueprints that they made from the shop drawings that T used in ‘building the ship, and let me say for the plans that they are exactly ike this plane is built, and the ost beautifully drawn up and easy to understand that [have ever seen ‘There are aol of improvements in these prints that wil aso be a great help to you if you are build Ing the Air Camper. ‘Again Tish to say that these plans are ex: ‘acty as the ship was bull, and if we build any more ff this model, they will be exactly like this one, 25 latter fying the whole season of 1031 we have not found ene improvement we would wish to make, fn the plane i far belter than we dared hope for ‘So please do not trite 0 have the design changed, as 1 aise thatthe ship be uilt as i "There are so much of the instructions printed right on the plans tht it does not seem necessary torwrte a treatise on how to bulld it ut T will try to give few pointers that wil be of help £9 you. a ‘The Sky Scout was designed to be as easy as possible to Dud; Dut unless you know you are cap Able of building a plane, oF have someone to help you that Is eapable, please do not try to build any plane. [belive this isthe easiest ship to build there is, However, I wish (o have only safely bull and ‘od Iying planes in the st, and if Tknew that any Unsafe ships were built from these plans T'would prefer that you had never seen them "believe that ths is the safest plane for the be- sinner that has ever been built. IIs for the fellow tro is going fo build his own ship that these plans ‘were mad. Al of us who are interested in aviation hve to make a start some time and 1 think that Dullaing Your own Hghtplane isthe est way’ to get Started ‘The Fuselage We will now take up the construction of the fuselage. Ths is very plainly drawn up and do not think you will have any trouble with it. It is made from 7/8 in. by 7/8 In. spruce, for longerons and SHruts, while the sides and front are covered with Heer Fh Elta resariblance in yng nur, fast ha forte| acca ee ae robin a serum _ Sprac sar wih Geak iar form the Long Idee oF Bunap spar eansrcton. Ligh, wary rang and ood Pca Tone Tat eta, 0 ceca eee plenty strong for this engine, and cowling and all ww Now a few words on wit the Sky Seout is First, the ship was designed to be as easy to fly as it possible to'make it 1 have never flown a plane that handied better. It 8 also almost in possibie to hurt i landing, have watched two fellows make their frst solo on this ship, and if ever a plane had a reason to erack up, It did when it landed about 20°ft up and paneaked down have watched students fly Into the ground with the tail skid two feet in the alr, and have also Watched the til skid strike the ground when the ‘wheels were {vo feet In the air on a stall landing "The ship now has about 100 hours ofthis sort of time. The only thing that has been hurt is one vee on the landing gear that was bent a litle on foreed landing made down wind when one wheel he ine tongy comsrtaon ty ein os Went into a sharp diteh (it did not nose over), also saw this ship land on a plowed field OK, although it was necessary to pull ton to a solid fled to take off as It eauld not move an inch fn ts own power — the field was to sat. "Now do not think I advise you to da these things, a5 I certalnly do not. But it's comforting to know that your plane ean stand this kind of abuse ‘without cracking up, "The Sky Scout has a climb of at least 200 fp, although it has been climbed at around 500 several times: it has a top speed of about 62 mph, a landing speed of under 86 mph, a take-off run ot 130 tt {na good fleld, and about 250 f. landing rus, ‘We let the motor turn a 6 ft propeller with a 42 in, piteh, 1740 maximum revolutions per tin lute on the ground, and eruise the motor at between 1500 and 1600 inthe ae ‘The thro is about one third open at cruising speed s0 you see you have apart Plans for the Pietenpol SKY SCOUT ‘Since plans forthe Pietenpol Air Camper were published just {year ago, several hundred sets of Diueprints have been ur ‘ehased, and those who followed the plans closely were, with lout exception, successful im building a safe and economical tirplane. Owing to the insistent demand of lightplane fons Jor a similar ship powered with @ Model T mator, the origi: nator of the Air Camper has designed the Pietenpot Sky Scout especially for readers of the 1983 Flying Manual, By BH, Pietenpot Designer of the Pletenpol Air Camper No sooner had my article on building the Air tione than the readers began flooding both myselt And Andy with queries as to whether the ship could be powered with a Model T motor. ‘Unfortunately Thad to fell the fans that the Model T'was hardly powerful enough for 2 two- place job, And then the fun began! Letters started pouriag in, asking for plans for a oneplace job ‘hat could use the malnspring of an oli Henry. Well ere we are! ‘But, before going into the actual construction of the Sey Scout T wish {o Say a few things about the hip, how it Bappened t0 be, what It will do, dnd what not to expeet of I Bock to the Model T have been experimenting and building light- planes since 1920 and my first ship was a biplane powered with a Model T Ford motar ‘The ship was very light, but not very strong, compared with the ‘Sky Seoul, However, 1 did with that frst plane What a ot of you who bald your first ship wll try to do. 1 mean teach yourselt to fly "The plane was fully able to fly as 1 had it in the air about 20 times, but as 1 dida't know how to land, I busted something every time 1 had it up. ‘he last time I tried tin 4 25%mile wind and there was not enough left of the erate to fix It up ser that, Learn to Fly First ‘So my frst bit of advie is, by all means learn toy before you ty to take your own ship into the % ir. While I started fying with not over four hours sd twelve landings, and soloed snd teat lew a Ship atthe same time, T surely advise you against that method. But where could you finda school in 1020" 1 then went in for higher powered jobs, but always believed that the Model motor could be made to ly suecessully, ‘About in 1028 when the new Ford came out 1 cided that the Model A was the engine I wanted, 0 1 bought all the sample parts from the Ford ‘alee and assembled & motor, although Thad not Seen the Inside of the new Ford. The ship flew and ‘vas a success from the star. Model A Gots All Credit ‘There wat only one thing I did not lke about this — the motor got all the eredit, andthe ship got none. 80 when the editors of M. Mf. told me that they could use a similar ship that would fly good fn a Model T motor, I built the Sky Seout to prove to myself that 1 could build a ship powered with that motor which would be praetiesl, and also to prove that the Model A engine was not the only utomobile motor that would fly succesfully "The Model A is a wonderful motor for the small plane, and may be used in this ship, and ad- ‘ise if use Mf you have not a Model ‘Tall rebuilt for airerat use. There must be hundreds of them built up. The only change needed ifthe Model A motor Is used isto move the wing about one inch ahead and put on'a ltl larger Fadiator, 2$ the ship Is TERR! siety "and “thro “ae de of the regular caps, top and bottom. The wire pulls here and at the butt rib are small ones as ‘shown by dotted lines. Tre the wing up perfectly square and straight and safety the turnbuekles. The ribs may now be halle and glued to the spars, using I In. by 20 ga. halls, Shape the nose piece of light cedar or b and fasten with No. 3 by 1 in. screws and glue Shape the two aileron spars and slip into place after whieh they are glued and nailed. Apply the Wing tip and tralling edge, using 22 ga. copper for the straps. After the straps are firmly nailed sol der ther to the tubing and also run solder over the halls, The aileron may now be cut out, It should ‘sth te ar be flted with 3/16 in. eyebolt hinges and the horn should be made up and bolted on as shown, ‘The. ¥ in. square filing strips between ribs on the sileron and also on the rear beam at the Slleron focation are glued and nailed in The two main pulleys are about 3 In. diameter and sre ‘mounted as shown, the brackeis being made up of 16 ga, shoot. Be sie the pulleys line up and run free. They must also be fitted with light aluminum fuards so that the cables cannot jump off. The ‘Snall pulley is mounted about 10 in. in from the butt rfb and is about 14 jn, dlameter. It runs on a plain stud bearing which goes through the spar. "The comer braces are next fitted in and the Eya susessce Tee ede Anes hes tea innguas tape fsage with hie gucan aed Pe Stag wh epee ree Why We Have ‘As long. as alrplanes and airships traveled along at fairly slow speeds and did not have extra Targe control surfaces shere was not much difficul ty in moving the surfaces out of the airflow to get control. With the present large fast airplanes nd the superairships the movement ofthe control Surfaces is fast becoming # back-breaking. ope: tion. Thus the plots at the controls soon become physieally tired from manipulating the controls, On airships like the Graf Zeppetin and the “Akron the contol surfaces are tremendously large. ‘To move them requires considerable force and aux llary surfaces are used to make the movement ‘When these auxiliary surfaces or servorud: ders are moved the air flaw creates a pressure ‘whieh tends to turn them buck to their original Servo Rudders position However, as these small surface are held Firmly in place, the pressive is tanamitted to the large rudder, and thus its pull requires consider ably tess pull-on the contol cables Large sh fave servasurinces onthe elevator a8 well a8 at der contol "The servorudders are mounted with separate control wires and are s0 equipped that they can be firmly held in any desired position. Thus they an be ted to asset sm tiring the rudders and Sito kn bringing them back into neutral potion ‘There i aso shown an auxiliary balance Sur {ace attached tothe silerons. These are sometimes Called aileron paddles. They are so sttached that S soon ae the leon moves from a neural pes dion the aivflow causes pressure against the pad fle which tends to bring the aleron back to 4 ew. tral position tee 8‘This isa subject that uses lots of diferent ideas too. Use s good grade of unbleached sheet Ing, double sew the seams and be sure and sew the cloth to the ribs, using tape over the ribs and at Teast five coats of good dope on the ship before panting Controle and Control Wiret Make up the stick 2s shown and don't put any gadgets of your own idea on them. They are O.K fe designed and work best for thls ship that way Don't slight this past of the ship, for it is bery Im portant that they work Just right. The wires are made up of Aireraft Flexible Cable, not sash cord 5 aot ofthe boys use, thinking that they are smart nd pulling one over on the designers. Tt is 8 lot Tess In cost and not just as good, a5 some of the boys are now tolling ST. PETER, Don't use sash cord for control wires. Also another thing about control wires 8 not to get them ton tight or too Toose, Just snug so there Is no play between stick and control surfaces. Te-anvene who has bla ving for 3 si TASS hate ad ‘The only instruments that are needed are the oil gauge, tachometer, altimeter and swite, Others are, of course, desirable, but you ean buy what you want at the convenience of your purs ‘Cowling ‘This is made of 22 ga, aluminum and carry out the lines shown to the firewall and then. design your cow! to fit the particular motor you are going toe, ‘The floats can be built from the drawings show, and so can the wings from my description, ‘se 2/32 in. aluminum rivets spaced at 1 in slong the lower ip seam where the sides and the hottom join and 4 in. rivets through the dural fide into the alamintim angles "These angles you will have to make yourselt ‘ona tinsmith’s brake Tut a'set last year and was going to use lighter gauge dural, but the stutl Is hard and will get brittle if bent too much. So 1 substituted the Heavier gauge soft aluminum and found that it ‘worked well snd was very lif, rr'wingh Note simple compression 0. SRE ag a | FE ete Si t Little windows atthe flving wire locaton are made up of 4 In. square stock: These window outlines fate on the bottom of the wing only. The wing is how tobe given two coats of clear spar varnish cov fring wood and metal thoroughly. After itis dry it Js covered with light airplane fabric stitched and taped in the usual way. Give the fabric four coats fof clear dope and two coats of colored dope oF lac: (quer to sult your fancy. ‘The Longster is finished throughout in silver with scarlt border striping ‘The completed wing should weigh between 33 and a5 Tbs ‘The next thing inorder isthe tail group. The drawings show the dimensions snd sizes clesy 0 that litle trouble should be had in building ‘The slabilizer is the usual wood construction vith ‘eel tube oline snd the fin Is of the same type ‘The elevators and rudder are of Chrome malyb- dlnum tubing. You may either use the "braze and gussel” method as we do, or have them welded up, Ifyou use gussets they should be of 20 ga. sheet ‘While the photographs show the rudder horn above the fuselage this was. altered alter the photos were taken, the horn being placed lower as show In the drawings, making a much neater job. All hinges are of the 3/16 eyebolt type, bolted to the ‘wood members and brazed to the tubing, Cover nd finish as usual, Driggs Type Fussloge ‘We now come to the fuselage. The design is the triangular typo usod in the Driggs Dart and the ‘Acronea. It isthe lightest and cheapest possibie to make, Before starting’ this we. suggest that you set a copy of the 1881 Flying Manual. The article fn the Anzani Longster gives a complete descrip: tion of the joint used in the fuselage construction Beefy, theae joints are made by tack brazing the tubing together and then putting on a sheet stool gusset which is pinned to the tubing with smal Steel nalls and the whole joint carefully brazed over, In three years use of this type of joint we have never had a single fallure. The thickness of the gusset plate should aways equal the wall thick ness of the heaviest tubing’ in the joint group. If you prefer, the whole job may be welded up by a professional welder, bat the tubing may not be as ‘trong as in the above method, "You may construct this fuselage without a fig if you are careful, We did it. I welding is sed & ig will be almost necessary. Tn any case make up the bottom first, tacking in all the cross and ‘agonal struts. Be sure to place the discs for the landing gear. Note that all struts that strike these discs are spilt wilh a hacksaw and slipped down ‘over them ‘up 10 the longeron. After the bottom {s finished line up the top longeron and put in the slde'struts, working from a base line as shown, Before the cabane struts are fastened to the top longeron you must see that the steel pieces forthe wing aitachments are sipped on. Steel dises Iike the ones on the lower longerons are a0 10 be slipped on the stub longerons which form the top of the cockpit. These are for the top of the‘ines must be food iit Se landing gear struts. Check for squareness fre quently 25 you finish up the fuselage. The bracing In station No.1 Is put in by flattening the members In the center, after which they are bent and ar Fanged az shown. This arrangement allows full fring for the rudder bar, The support for the rud der bar is also attached io the latened joint, the bother end of the support being welded to the lower fuselage diagonals where they eros. Motor Mount ‘The motor bearers are ath or bitch and care must be taken to see that they are true and paral Tet withthe Imaginary base line. At station 2, cor ner braces are set in as shown to stiffen the fuse lage against landing strins The landing gear should nest be made up, It fs similar to that used in the Driggs Dart and has proved quite satisfactory, The axle is 14 ga. and {ae tes tig ne ge 20 gaat Chrome molybdenum, The stubs must be caref Svelded to the rest of the axle and al joints In the dear must be reinforeed by gusset plaies. The rub- Bor diss are 214 In. dlameter by 4 in. thick and ray be bought from any supply house. ‘The eontrol system and seat must now be put in, The seat is of 1% in. plywood and is placed on st three 4, In. by 114 in. spruce stringers strapped to the lower longerons. This seat extends half the Tength ofthe cockpit and the balance is also M4 In plywood applied directly to the longerons. ‘The hext station forward 48 also floored In the same Way. The stick is hinged to the center of the lower ‘cockpit eross strut as shown, This causes the lower fend of the stick to project below the fuselage a trifle, but is the simplest possible arrangement, ‘The upper cable from the stek goes directly under the seat, the front stinger having a fiber plate screwed to It through which the cable runs easily. ‘The lower cable slants up and goes through a simi lar bearing in the rear stringer. All cable except rudder cable i 3/82 in flexible control cable. The ‘levator cables are made double for the rear half ‘of thle length, each of the four ends going to its Fespeetive elevator hom, "The sileron eables run from the stick to smal wide groove pulleys at the lower corner of the cockpit thence straight up Into the wing, and thence ‘through the pulleys to the lower aileron hors, The cables mist have been placed in the wing before covering. ‘The return cable runs through the nose ribs, with a shackle splice at the space between the two wings, The rudder cables standard method, Put the wires on and be sure that your Wings are square before you safety the tumbuekles, The top wing has no ailerons, but the bottom one has, so'be sure and get this straight. Make your work neat and sand every part that Jou ‘ase unl itis smooth. After the ship's wings are All put together, give the old wood a break and Coat it with a ice coat of good varnish, Two coats fre much better for thls fe ship, Zor it wil be in the Water all of the time ‘ailerons ‘This feature of the ship is very simple. Just lay Bi Round for Landing te fut the spar and use the ends ofthe ribs that you ‘ut off from the wing to make place for the aleron. ‘Space the ibs so they come right inline with the main ribs, give an all the parts in place. Secure the control horns carefully a6 this Is important Varnish and cover All f the diferent parts are made of stel and you lay out your different parts Just like you did the fuselage and spot them together frst, tien weld them together afterwards. Put all of your fittings fnd hinges on here this stage of constriction also coat this part of the ship with Lion Oil = Sea Mey Table Bel SAE rang tie — se] Site and edi hs dein oy oto SaMtelge B'cesery for murine wae as wood” Sh outline of nails around the tubing to hold it in place, When all members are in place and double ‘ecked itis time to spot weld the joints together. Justa Word here about spot welding. This can be ‘avery dangerous operation unless you know how to'weld. Ifyou don't know the ART of welding, leave it alone and get someone who does, for you wil live longer. You make up the other sie, then you are ready to place the Tuselage upside down 8nd rig tothe plans for the top and bottom. Square lp the fuselage with a square and plumb bob to the right dimensions. Be sure and get this operation right for the corvuciness of this operation means {he suceess or fllure of your project. “After the fuselage is all spot welded and trued up, then start at the front bay and weld around the station until you make a complete revolution of the fuselage, then go to the next station, ‘That ‘ray you will run the Warp Fight out the tal into Spice. The next thing to do is put the fitings on the ship for the tail group, pontoons, center sec tion struts, ete: In fat, all parts that are welded to the fuselage structure. Then give the whole fu- 2 selage 4 coat of Lion Oil Paint. Fuselage is now ready to fale and cover. ‘Wings ‘The first thing to bear in_mind in building wings for a ship isto use the best of spruce that You ean find. Don’t use any other kind of wood, Also dot change the design, 2s you are not a de Signer; if you were you would not be using this design to Build 2 ship. Follow the designs carefully and accurately, which will secure suceess In the nd. In building the ribs, the frst consideration Js the ribs. They ae cut up from ¥ in. square stock and fit in rb jig and secured to place by 1/16 in. ‘gusset plates and casing glue with % in, by 20 flat head nails, then taken out of the Jig and the same procedure used on the opposite side of the rib (Cut out your spars_and bore them the right place, slip on the rts and make up the drag struts Cut out the drag wire fitings and bore them to Sit the holes in the spar. The next thing to do Is put the wing in as near rig as possble and get the correct length of wire, then make them up the fare 1/16 jn, and run from the rudder bar back through fiber tube guides about 3 in. long which are securely taped to the fuselage struts, and to the rudder horns "The fuselage fairing consists of two 5% in. by ‘in, spre sticks which run from the top of sta tion to the two rear cabane struls, por dotted lines, and twvo Tong pieces, in. by Yin. which rum from the upper rear’ corners of the cockpit back along the eenter of the fuselage to station 6 ‘They are held out by cross pees of the same me terial which are taped to the vertical struts. The ‘whole Job should now be given a couple of coats ‘of meiallic paint. The running. gear should. be eamlined With cedar or balsa which is shaped and taped on and then enameled to sult Your far ty. Werused glossy black, Skid te Ford Leot Cover the fuselage by stitching and by tack- ‘ng to mailing strips which have been taped to station 1. Tape and dope as before. The running {gear may now be fastened on and the tall skid placed. The skid isa standard Ford spring lea. The ‘wings may now be fastened on. Tt is best to place ‘high hotse under the tip of each wing, blocking ‘them up until they set atthe proper dihedral angle, about 114 deg. You will note thatthe pylon is held ‘hy the main wing bolts, The pylon Is best made of ‘a. by 18 ga, chrome-moly and should be stream- lined: goooooaoonooovonnonopo0000 HENDERSON LONGSTER SPECIFICATIONS ‘ely, ‘Wola Fel Loaded [APPROXIMATE COST OF MATERIAL FOR HENDERSON LoNeSTER 20, Steal Toning a 28 $400 bon 1489 PowerPlant $75.0 t $2000 COROT TINS All the flying and landing wires are in, ipatrand aiceratt cord. The turnbuekles. are No. 326 of larger. Cut the landing, wires first, taking great care to get them the correct length. The furnbuckles are at the pylon end. The method of Attaching the wires to the Wing spars I olgin trth us, 20 far as we know. It has the advantage ‘of great simpliety and lightness. Byes are made pisapirates of ome 5Jn the ends of the cables, using regular thimbles {or the purpose, andthe bolts pass directly through these and the spar, with a washer next to the bolt hhead and nut. ‘The upper bolt of the fitting takes only the landing’ wire. ‘The lower bolt takes two flying wires, one on each side of the spar. The bolts are put in place through the litle windows fn the wing, which are then covered with pyran Sttached wth small brace screws Place heavy eat ‘as discs around the wires where you have pierced 6 semen et the fabric for them to enter the wing Place the tail group in postion, using No. 14 hard wire and 324 furnbuckles where wire braced, And 12 In. by 22 ga. stel tube Tor the litle diag tonal sirus. True the tal up square and neat, keep- ing the stabilizer chord patallel with the top long ‘The power plant is the final task. No doubt you have made a preliminary ft on the engine and It should now be permanently bolted down, and of 16 ga soft aluminum, Each float will weigh not ‘ver 12 Ibe. apiece, ‘There is about 800 tbs. of buoyancy in the pair of floats, and as the general rule 18100 per cent excess buoyancy, we have plenty ‘The ship will be powered with a Henderson preferably, or with an Aeronca, Cross Country, Seekely of irwin ‘With these motors the loaded welght, less pi: lot, wil be from 225 to 380 Ibe Allowing for a 165 'b, plot the ship wil fly at 60:20 miles and will land and take off at right around the 35 mile an hour mark The climb wil be about 200 feet per minute, which is comparable to the climb of the Heath with pontoons, ar loaded Air Camper with: ou Flats, ‘The take-off run will be about S00 ft, whieh Js one-tenth mile, This is mich less than the aver. age seaplane run, and Is accounted for by the low takeoff speed "The useful load will be 205 Ibs. at these fg ures. OF course, there is mo law against putting more in, but T think it best to fly with some re ‘Normally, this ship will be strong enough for stunting, but don't forget that itis not best It will be amply strong and then some to meet ali ying conditions, and wl get out of any Jams you gett Into, even if you have to power dive her to revover but with floats an added couple is introduced in stunting tht wil tax the litle bus. Don't loop her fr that kind of thing. Such stuff is getting passe ‘wth good pilots nowadays, anyway. Theres plenty Of thr Just going up and tying. without listing ‘vith a broken neck. ‘The ship is g0od, iti simple, itis not new or radical, but merely 4 conservative, safe and sane tte wagon tht wit amply repay those of you who want to bulld'a ship ou ean fly with from seater ‘You can use er to Your heart's content I you have a fairly protected sireteh of water, and shell teach you plenty about airplanes Starting to Build Well start with the Tuselage frst a8 this Is the most important part of any airplane ase from the wings Te must be acurate Furst add up the amount of tubing you'll need, allowing about 10 percent for waste in cutting an ils, et. There are two types of tubing used — you fan vse either 1025 or 1020, This can be secured {rom the Corben Alrraft Co, Madison, Wis "You must have a fla surface to ly ol the fu seloge. The sides wil be laid out fist, putting all Of the uprights and diagonals in their respective ples. This operation can be done by putting a aPIETENPOL SEAPLANE FLOATS by ORVILLE HICKMAN ‘In this biplaneseaplone, Hickman has taken timestried essentials and ‘assembled them into along-looked-for desig. A number of engines are ‘avaiable: Henderson, Iain. Szekely and Aeronen or the Packmag Cross Country. Speeds of from 60 to 80 mph ean be had with this power renge Ste Be What ho! You lightplane fans forthe last four years have been looking fora good, eheap and sin ple biplane, haven't you? ‘Well, here itis, and she is honey. And what is better — Tet us say an added at: traction — she has been designed from the water up as-a seaplane, Theve is added sll (o take care ff the litte pontoons and enough soup in the ‘wo: fore speciied to make it absolutely” am assured fact that the ship will hop off and fy real wel, Design Is Tried ‘As a landplane it has heen successfully but and flown. The ship is quite similar to the one 1 ‘ult from plans by another engineer, but cut of experience I have injcted some big plane practice Inv the. thing, have run. through 2) primary empirical stress "analysis on ity-and_ generally ‘worked from the landplane point of departure so {hat this ship is as stout as @ church with a safety factor of five, and with the new Aeromarine 2A wings T have designed (same as Waco 8 and 10s Use} she'll ake off lke & sre stomach, My landplane used I struts made of plywood, but I found this heavy. The Irwin and the Lincoln Sport used this T strut idea, and so did, bat give me the steel tube N strut, Tt is lighter and far fasier fo line up properly You'd think that an I Strut would line up easy as pie, but it won't Its Aifficult to get the litle flings inthe same line. ‘The serew lineup as used on all big planes wil allow you to eliminate any warp you may find, and iemore etitactory to build. Performance ‘The Moats are substantaly Heath floats, and credit for the shape of them must go t0 that re ‘oublable ite wiaard of the alr, Ba Heath, who fist used them with his famous Parasols. T’have used my own type of metal construction, however, and the hulls are of 26 go. dural with angles made cats Baa the bolts carefully cottered. The throttle, switch, tachometer, ehoke and oll pressure leads are Drought back to the dash, which it of 4% in. ply ‘wood. This dash Is attached to the front sides of tho eabane struts with aluminum clips, and Is made with slightly rounding sides and rounded top. It ‘Should be finished sn black or aluminum. The cow: Ing s not as hard to make as on matt jobs. While its very hard to explain Just what to-do, a Ute ‘experimenting with paper patterns will make it featy, A bulkhead of fhe tame height as the dash, Dut narrower, is placed just back of the motor and fastened tothe tubing with 20 ga. aluminum clips The top cowling is simply a large sheet of 22. or 24 ga. aluminum bent down ver the dash and Dulhead and is held to: them with roundhead, nlckeled serews. Its held along the sides by ma chine “screws passing through aluminum clips fsround the Longerons. The lower part of the cov ing is another large sheet which is bent up from below. The rear edge is serewed to a nalling stip which has been taped to the lower member of sta ton he ent coer ae reve he mole Dpoarers and the sides are screwed to the strips at station 1. On the left side 4 pice is put fn to form the air scoop as shown in the photos. ‘This should be realy detachable AAs to the fuel tank you may use your own judgment, cowl tank would be best, bit we had ‘rouble with the long intake manifold necessary, but hope to work this out later. The tank We Use Js simple flat job that rests on the top longeron between the pylon struts. It isthe thickness of the spacing between the wing batts, and holds 2 gal Its light and simple and holds enough gas for 114 hours flying. The gas line comes down from the rear end, passing along the side of the cockpit and to the carburetor. A shutoff valve should be placed in the lin, In building this ship your fist thought must always be for softy. Every bolt must be cottered, Every jlnt a perfect one. Don't leave anything to ‘chance. While the description is naturally only a {general one It should enable anyone with, some Enowledge of lightplanes to make eal ship, "And this makes your ship, when finished and painted and doped to please You We have a surprise in store for you next ‘month. T have developed an engine made out of Horley Davidson parts that isa honey, and. no maybe. She can be built by anybody, and I can furnish erankcases. She is’ twin opposed job, and yanks these litte wagons int the air right sow ‘without a long overland grind. "There is 4 magneto for ignition, carburetor, of course, anda lo of perfectly obvious junk on her but she is cheap, and flies with a roar, and eannot he killed, The heart of any motor, aside from the crankshaft, Is its lungs and the Harley lung isa world beater — you know that ‘So until next issue, Its adios, and we'll see you in a good game aver the motor, eh?THE LONG HARLEQUIN Weighing 90 pounds and detivering 30 horsepower, this pow erful air-cooled motor, built up out of stock parts at a cost ‘way below $100.0, is the ansicer to the lightplane builder's raver for a thoroughly tested power plant. Harley Davidson Cylinders are used. MOTOR some may feel lke using ordinary aircraft wire for rigging the wings its not desirable and should be avoided, Rig the’ship with great care, as the wings must be true In every respect ‘Covering ‘Use s good grade of airplane fabric throughout and give six coals of dope, using pigmented dope for the last three coats. Added attractiveness is ob ‘ined by finishing the ship in one of the many Siking color combinations which Berry Brothers, Detroit, furnish on request fora nominal sum Indeed they make any charge stall ‘The motor cowling the type of motor selected. However, if'a Ford Seekely or Packmag Twin type is employed it wil bbe necessary to eheek the weight and polnt of bal ance before making a motor mount {0 accommo. date the engine. In any ease, it will be advisable to check the point of balance whatever motor is ‘ed, before drilling the engine bearers and bol Ing the motor down. A good plan Is to shift the motor back and forth along the bearers until the proper balance is obtained, If a water cooled motor is used, a remote tem perature gauge should be fitted and the motor a Ways Tun up f0 about 150 deg. F. before attempt ing a take-of". A Paragon 10 J 60 In. propeller is salisfactory for the Chevrolet motor. For Ford motors, use the propeller recommended by Mr Pletenpol and for other motors obtain the man facturers advice on the subject e Ever since this flying game started amateur builders have been confronted with the problems of 2 power plant. Light engines have always been scarce and High priced. Right today there Isa very Timitedcholee for the man who isnt tree fsom ‘the worry of expense For some reason there have been very few good ight airplane motors ‘bullt.- The famous Eristol "Cherub" has probably been the best in this elas, but it, lke the others, has been handi- feapped by the high price. For years determined efforts have been made to convert various auto- ‘mobile and motoreyele engines for use in flying, Some of these, notably the Ford and Henderson, hhave worked out fainy well, but they had serious limitations. At that, they have done a Tot for the amateur game. ‘When We began bullding experimental light planes 2 few years ago we at once ran Into ths fngine problem. The kind we wanted. were too expensive and the kind we could afford were not What we wanted, So it was that white building our Fourth Tight ship we decided to build an engine to go with it, From the start we were determined that the engine must have certain features to be practical. It must have. only two eylinders. It Tnust weigh under 100 tbs. Tt must be of the ‘eyele type, he free from vibration and over heating snd must develop 30 hp ot more. Finally, must have both a low frst cost and a low mali tenance cost, It looked like quite a task, but it turned out differently. ‘The first problem was the cylinders. To have them made up was out of the question. It didn't take long to deeide that our only chance was the 74 In. Havley cylinder. They are noted for long life and are low priced and avallable The valves are large and the valve chamber allows the best cooling possible to obtain in any design, ‘With this settled, things went ahead rapidly. CCrankease and shaft were designed and made up. Rods, pistons, pump and all accessories were eh INVENTS NEW TYPE AIRPLANE WING J. D. Granath of Chicago, inventor of the automatic variable pitch propeller and the Hi-Turb power head, is now taken seriously, since his succest as an inventor is aleeady firmly established. The drawing below shows 4 midwing plane equipped with this wing. Owing to the pull of gravity on the struts all times, the sings wil automatically bank to The. cOF ect angle in turning. The cantilever wings are hinged on a ‘central ai,SAE a ee fn from standard stock parts. This is one of the features of the engine. With the exception of the case and shaft every part in it is available any ‘where in the world. Four weeks after the sketches Were sarted the engine was running on the stand Bnd-a week later it was fiying: This ought to be ‘some kind ofa record Sight changes were made as the next three motors ware built; since then not a change has been made. It is as near perfection as we believe itean be. Ii doesn't miss, ibrate, heat nor smoke I starts easly and we have never had a fouled pig since we started, nine months ago. There has hever been single breakage nor nalceable sign fof wear. Best of all, it swings a 6 fl. 2 in, prop fr hours at 2.750 without faltering, What more could you want? “The bore Is practically $12 in. and the stroke iglving a capacity of 82 cu. in. This figures 2,690 and it has all of that. The eompres Sion ratio is 83 to 1. The weight is 90 Ibs. The ‘mounting arrangement is the simplest possible. sits on a bed fail cast on the crankcase and {s hela by just four bolls. The mount required Is al ‘most Idential with that used by” the Henderson, only sight changes being necessary to mount this fn a Henderson mount. This does away with the Wweight and weakness of a ring mount ‘The gas consumption is between 2 and 212 ‘gph and the oll used Is realy too smal to measure Because it fas no clumsy builtin ol tank. snd the carburetor bracket tt Back a fev inches. the engine cows. in to a perfect streamline shape. There is nothing exposed but the evlinders. "Phe front half ofthe ease isa sinple job, IC held inthe lathe by chucking’ the main beating 3emt na Frm mares sigh rae res cml ve boss inthe Jaw chuck, It i best to put thin strips {af lead or copper In the chuck jas to keep from Imarring the casting. After It is squared and. cen- tered, face off and cut the oll seal tabbet at the samme time {o the dimensions shown, Try to get a very neat fit on the offset. After tis is done, eare- fully ‘ut the front main bearing seat. ‘The sine siven is the standard dimension of the bearing Used. Tis best to get this bearing first and mike Ie ‘The seat should be at least 002 undersiz. The lille grooves for oil are also cut at this time. ‘While doing the turning be sure that you get the measurements right. When the two halves are Dt fogether there should be & distance of exactly {£9/82 in. between the face of the rear bearing boss and the face of the ball race. ‘This leaves 1/82 in. end play for the shaft. The front half should be dipped In boiling water to put In oF re- move the ball bearing. This bearing is an SKF, No, 5306, It may be hed at any supply store. ‘At this stage the next major operation will be seg omg a eles: Ga nerorae vo inn lars The “iat taba hos the crankshaft, Ax stated, iis unusual to expect the ordinary shop workman to do this, but with the insruelions it ean be done easily and at low cost. The cost is very low, but it takes consider- able time to do a perfect ob. Go to any good forg ing shop and ask them to forge out a billet of G40. chrome-vanadium steel tothe size given, Tell them what itis for and ask them to make te flat and true. After It is forged i s to be normal Jned to a tensile strength of from 110,000 to 120, (00 ths. per sq. in. This billet will cost about $5.00. ‘After you have it, carefully mark, drill and saw it as shown, The three centers at each end must be Kept perfectly parallel with each other, Using a straight edge along thelr centers and sight Ing: Alter roughing out t0 the shape shown, cen- te up in the lathe, using an outside palr of cen ters for each throw. Turn with a lathe dog. The throws, or erankpins, are finished completely at ‘his tine. Turn down to approximately 134 a. lar daitiona layout referred to ‘The center section strut attachment system is shown in the drawings, ‘ilerons Allerons are employed on the lower wings ‘only. They are bull up in the same manner as the wings and are attached by three hinges which are shown in detail on the drawings. The aileron com trol is operated by torque rod and bell and eran ‘This contro, also shown in detail, should be made and fitted before attempting to cover the ailerons and wings. The entire framework of allerons and ‘wings should be given a good husky coat of varnish rnd if you have’ any misgivings ‘operation itself drag out the old 1982 Flying Manual again — it tells all about it there! Toil Assembly ‘The entire tall assembly isso thoroughly ex plained in the detailed drawings that litle com- Iment Is necestary. As it a welded job from start {o finish the same eare should be lavished on thie unit'as has been already” given to the fuselage Make the necessary hinges for flippers snd vertleal rudder and all other fittings shown in the detall ‘After the assembly is completed check for fit of the fuselage, as it may be necessary to make a few alterations and this is more easly attended to while the framework i stil uncovered "The Controle ‘These have bean covered in great detail in the ‘working drawings. One of the oustanding features or the Gere plane as Bud built ts the excellent op ration ofall the controls. As will be seen from the ‘ravings, postive control fe used in all eases with the exception ofthe rudder control, whieh is ope. ated by tables. The location of the control column land rudder bar isnot arbitrary — these units may be placed in what seems to be the most comfortable positon forthe pilot. "This being the ease, contol od lengths and similar measurements will have t0 De determined by the builder to sult his needs, instruments ‘The only essential instruments are the oil gauge, tachometer, altimeter, ‘combination instrument panel as used by Gere wil fa finishing touch to this smart little ship, but it ean of course be dispensed with ‘Wing struts are covered in detail drawings ‘The diagonal strut should be cut to the proper length before welding and a jg should be used in assembling both the outer bay struts and the center Section struts, The centr section struts are welded. to the spar fitig atthe top, but we reeommend & moving joint at the fuselage point of attachment. ‘This isnot necessary and ifthe bulder prefers he may dispense with fuselage fittings and moving strut ends at this point, merely welding the lower fends of the struts direct to the fuselage. Flying wires and wing bracing generally may be elther Yj in. streamline cable or stranded cable. Although Lar at pees esas! 1 al See? ik ered paneips eh Sermon Set tre sity of the ere i maltese By te terres cond tory eo Shh et ‘moter and put on a high polish with eroeus cloth ‘After these are done the ends are to be sawed off fas shown by the dotted lines, and the shaft cen- teredon is true centers and completely finished, "The diameter shown at the front end for the ing is the standard inside diameter of the 5306 Daring, but it is best to Keep the bearing. handy and polish the shaft unt the bearing canbe just rested on by hand. The rear partis polished to perfect fit for the brome bushing dn Ue reat fale. The hub taper is the standard taper used in the model T Ford wheel hub. Keep one of these hubs handy and carefully work the taper down Unt it fits af shown, This hub is now taken and turned to the dimensions shown and becomes the propeller hub. If you have a milling cutter you an eut the Key seals, or you can have lt done else where. The large one is the standard Ford and the small one af the rear is for the regular Wood ruff used in the Harley. ‘Thread the front end for the hub nut. Tap the rear end for the gear retaining serew. The oll lines require a ile care in drilling to Keep them straight. After deiling, plug as shown with brass for iron screws. Be sure to blow all shavings out ff the oll Tine. The counter balances are milled fr fled from a piece of mild. 1025 stel. Make them weigh all alike, approximately 14 ounces each, Bolt them on securely. Its best not tod the hole Inthe side of the vear shaft unit the oil Tine has been put Inthe main ease, so they will cheek, ‘Tie shaft fs «thing of beauty and you will be proud of it Tt takes more time than any other part 61ap oom | fae Sh spunea: | 7 ttn oe ) — eo Se Baaaae ot Seth "complete aire: aarece ‘hn’ abiiy of the job, but is worth it. You will learn more ‘doing this than you would in several weeks in a trade school. Use patience and watch your step and you will come out al right, Here itis almost necessary to have the full sized prints which are Aavallable trom BeM's Blueprint Department. built by any ordinary mechani lal tools All that i needed is a 16 i. lathe and Gril press, No shapers, planers ot special tools fare required. Some wrenches, reamers, Hes, el, fare, of course, necessary. We are going to do an unusual thing by describing fully how to make the two-throw erankshaft ‘This means a saving of atleast $50.00. Very complete detailed instructions ‘ill be given for every plece in itso that there Will be Ro question of success. As to the cost, if fone has 2 2827 Harley 74 engine the total cost Cf material will be under $50.00. You can't beat that "To come back to the rear half of the crank: case. To attempt making the patterns and getting the castings made would be entirely out of the question for the homebuilder, but we have ar [ati] ~— wie Stave Det PIs) "The moving end [ons for he coer selon, or cabane tus aileron hinge bolts and cut the fuselage end of all the lower spars to an angle of 10 deg. This angle is necessary in order to secure a snug fit in the Wing fitings attached to the fuselage on account of the dihedral angle of the lower wing, “The wings may now be assembled. Slip the ribs in place, following the plana for positon, and’ ze ‘cue in place. Bolt the drag fittings in place and fig the wing with No. 10 aircraft wie, using 325 SF {umbuekles to tighten. Great care should be taken im rigging the wings to insure that they are fin ished absolutely re, alse ribs extending {rom the top of the front spar to the leading edge of the wing and situated Detween the main ribs are advieable, They are nol shown in the drawings but can quickly and easly bbe made by taking lengths of 20 ga. hard wire and shaping i fo the contour ofthe nose ribs, The ends fof these wire nose ribs are pressed firmly into holes ‘rlled in the front spar and the leading edge. If 2 ‘more powerful motor is considered it will be ad ‘sable fo cover the entire leading edge of the wings from the front wing spar to the leading edge mem ber with 1732 in. plywood. This in addition to the false ribs already mentioned ‘The Center Section ‘The center section Is the next pot of stton tion. Spars and ribs for this are exaety similar to the main wing construction, with the added sugges: tion that al four ribs be stiffened in the manner prescribed for the compression ribs. ‘The spars Should be drilled to take care of the upper Wing {tings before assembling ‘On the original ship no provision is made to cary either surge (water) or gos tanks in this ‘member. It was decided Inter to incorporate one or both of these tanks into the center section ond our recommendation is that actually both tanks should be tovated heve. It wil simplify things generally and in consequence of this decision layout show: ing this form of installment has been sided since the frst plans were made — this layout will be found on the continuation pages. Tt‘showe the disposition f the two tanks and you wil se that this arrangement makes a sight ange in the rigging essential. The tanks occupy the spaces between the ribs left and Tight, the Center space beng rigged with No. 10 alrcratt wire the same a the wings. So before dling the center ‘steton spars It will be necessary to check ith the inca ee a, 5to meet the form ofthe eb, this operation naturally being delayed until after the rity have been made. ‘While making the wing spars It would be a good plan to make the center section spars, one front End one rear, following the drawings fo length ‘Wing Ribs Bach of the two upper Wings requires nine full rib, the two lower wings will each account for nother four full bs and five shorter ribs which Extend to the teat spar only. in aadition to tese four more fl ribs wall be needed to complete the enter section, making a total of 30 full ibs and 10, ‘Short vibs to be made before the wings and eenter ection an be assembled. ‘The ribs are made from Yin. by Yin spruce vith gusset plates of 1/32 in. fiber. "Tis later ma Terial is obtatnabe from most eletrie supply houses ln is recommended in preference 10 plywood, Which, though permissible, is more difficult to han’ ae ‘After lying out the ei jg fom the drawings, steam the cap strips until they are pliable enough to be bent; then place them in the jig. Next cut the truss sfrip to Sie and st in place, brush plen- ty of waterproof glue into each Joint and nail the fusgels on, aking care to use plenty of glue on tach gusset before setting i In pace “Twelve compression ribs three to each wing — are specified in the plans. These are ilustrated in detal on the wing drawing, They are made by futening the ordinafy ribs at Ue points specified. It would be a good plan to make ll four ribs for the ‘enter section in hls manner. The slight increase ‘tuweight is nothing in comparison to the extra ‘ifness which wil result from this treatment. ‘When all the ribs have been completed and the spars shaped to accommodate them Une wings fare almost ready to assemble. First, however, the Spars have tobe drilled for drag fitings, interplane rut fittings, ele, and. the iting. themselves made, Follow the plans for these its. Dell the Tear spar of each lower wing to accommodate the = * Ses wn cnn eet The Gor b i very strong apd follows magern conte. Tas grt. Compras iy ore formed oy eyeing de iS peed Ua [ee “es Taying os Ti “ an Te eet ai iny Toten No: dimes 1 fis operation mut be fan ear of inthe a Tethe Serums fon tetas wo you Wider Bey Whee etwas ‘Ong you, wl bate Teepe roe abou? machining ‘omeite ranged to supply the complete set, including the fear cover, of 17ST Dural, for $18.00, erated. This ‘would be halt the cost of the patterns alone, The aati inest aluminum alloy and_ can be Supplied on an hour's notice. Rdltor's Note: AIL Correspondence regarding castings should be ad ‘essed directly to Las Long, Cornelius, Oreg. ‘With the castings at hand they ean be fully machined in half a day. Start on the rear half ooking atthe drawing you will notice three holes marked X, Drill these 1 In. and, using long belts, bolt the case to the face plate with the gear case end against the plate. Shim up until the casting is ll square and centered. Take alight cut off the face where the Lvo halves wil later come together ‘will call this the centerline. After taking this light cut turn the case around and fully finish up the gear case end to the dimensions shown. The cage Is again turned around and the center line fend finished. The exact dimensions of the olseal Weide" tot tach you" Fallow the drawings and Inicio ab Socal rabbet are not critical. With a boring bar cut a 1% In, hole through the rear bearing boss. ‘The rear beating might as well bo fitted now. From a plece of bearing bronze turn up a plece 8 show, leaving i002 larger than the hole. Ik Should have a 1 ia, hole through the center. He the case slightly with torch and with the t Hock force the bronge in place. Carefully enlarge the center hole to T4/16'in. That does the reat half at present. Place the two halves together lining up the cinder flats and the bolt bosses. Hold them that ‘vay and drill i holes through the three short bolt bosses. Put bolts through and tighten. The case Is now ready for finishing, This is done as Shown inthe two sketches, Lines running parallel ‘with the shaft aro scribed on each side of the fase. Be ere these are exaclly opposite each oth- fr, and exactly parallel with each other and the Shaft line On these lines measure 84 In. out fromEAUTION: To ava = iE i q sy IESE ef ence writen knowledge necessary to build the Gere Blane from the plans furnished here ‘Now having go tha off my chest lets proceed wn the wort Band “The Wings You wil se bythe drawings and photographs thatthe wings ae'eut off square a the tips Tis tliminates the making of eutved tps, which are {ard for mos amateur plane bulldes io mate all Alle, There Isao ill lone in dynam effet in {ng a flat upon a plane of this se and type tat {he additonal ork lvoved Jn making curved lps isnot warranted ‘he spars are designed large enough to permit the ute of pine if spruce ls not avaliable, but spruce trrecommended: They are tin thc, The depts of front and ear spars respectively can be obtained from the working drawings ‘The spare are. not ‘ged von ohn won contin ie routed to form I beams, a difference in weight is eae hey pee bee or 50 light that it would not pay to have it done Ina ml abd to rout them by hand is tedious oper ton requing good deal of Ue and care, Top nt Bottom wig of the spars should be beveled 1"Gere Sport built by A. 5 Smokovit, Valea, Mich, in 1936 Powered wih « 60 hp Dayton Bear engine. Sa the plans and pictures which accompany this ar- ticle there isle doubt In my mind that you wi feel inclined to agree that he Just about hit the mark. “As mentioned jn the previous installment, ev- ‘erything has been done to try and make the accom panying working drawings selfexplanatory. It has bso been explained that through unfortunate ci ‘cumstances the builder of the original ship Was Un ble to complete the plans himselt Now itis hterally Impossible in the limited space at our dsposal to cover every single deta fof any alrplane design and the prospective builder ‘must be prepared to exercise certain amount of Ingenuity and generally use his own head. These remarks are particularly directed to those who may feel the urge to write in and complain that T have not covered the entire ship. ‘My personal opinion is that builders will al 2 ‘ways take certain Ubertles with one or more details of the design they are reproducing; and for variou ‘reasons, not the least of which Is the desire to in corporate some lite improvement of thir own — fancied or real — into the finished. job. Which seems to me a healthy attitude deserving nothing ‘but praise so long asthe importont features of the design ore not tampered with, For the bullder who is tackling his first job and who therefore is rather at sea when it comes to {ackng some of the construction operations I can think of no finer advice than to recommend the [purchase of «copy of the 1992 Flying Manual. This fs iterally a mine of information and contains not fone but several airplane building articles, Writen fas they are by different designers and specialists, these articles are of unusual value to the amateur Dullder and a careful perusal of this volume will ppt the reader in possession of just about the center line, This locates the four centers for facing and cutting the cylinder skirt holes. Dell clear tough wih gh dil and thes ange or enters, "The method used should be plain. Let's say we do the Left side first. The ease is centered in the two forward centers and driven with a dog, First the whole side of the case is faced off to fistance of exactly 514 In. trom the crankshaft line. Then a hole 311/16 In is eut for the cylinder skirt, but not clear through. Leave atleast % in ‘of metal atthe bottom of the cut. The case is now ‘reversed and centered on the rear pair of centers and the same procedure gone through on the right fide, again not cutting quite through for the skit. ‘The case Is now taken from the lathe and the melal removed trom the cylinder hole by a sharp "ap with & hammer "The case will now have two flat sldes, spaced exactly 10%) in. On tho right side there will be a 11/16 in, hole with Its center % in. to the rear ff the centerline, and'on the left side the hole ‘wil have its center 5 in. forward of the con- ter line. I will thus be seen thet the center lines of the cylinders are 114 in. apart, whichis closer than usual and one of the reisons the motor has litle vibration "New parallel lines as before should now be made on the smooth eylinder flats. Extend them fear back to the rear of the cam case. Using the lines and the center lines as baselines, loca fand dill the cylinder stud holes. Tap these 3% in. US. Next drill the long crankcase bolt holes. ake the case apart and locate the positions on the cen ter line face of the rear half Drill % in, straight {through as shown, Place the two halves together and mark down thru these holes to locate those on the front hal. ‘The two upper ones are drilled clear through, 9 in. ‘The two lower are dried in 1 in. and then for the rest of the way are tapped for 3 in. SAB. These lower holes do not go quite through. ‘The upper Tong bolts are standard NS, bolts and nuts. ‘The lower two should have their heads filed round ainda slot cut for the serew driver, as they are Screwed in from the rear. Id speaking of right fand left sides of the motor itis understood tat ‘we are looking at it from the rearleave the motor mounting and cowting until the very last, as the anly practical way ta establish 2 perfect balance is by moving the motor an inch oF ing and install the seat. All these operations are described in minute detal in these drawings The instrument board may also be cut to shape and Eapaen | perry — 4 i ma 1 seeacesaee ‘0 forward or backward until the proper position fitted in place. The cowling forward of the pilots Is found and checked. cockpit-¢an be forgotten for the time being, at Feiring ond Cockpit Dotoils there still remains @ good deal to be done Inside 9 With the fuselage now completed in skeleton the fuselage itselt. Some of these, the control sys = re form, landing gear in place, and al ustlage fittings tem, the ges tank, ete, and also the wings and the securely welded in position, the next logical step tail surfaces will be the subject of the second and ese is to construct the turtle deck, attach the sde fal: concluding chapter dealing withthe Gere plan ewe ce pant 2 a i = ie af aa Wing Details of GERE Sport Biplane ‘This chapter shows plans for building the Gere Sport Biplane wings, tail assembly, controls, end control surfaces, When : OF ERTS SRA ase, “snp ean Eee an by DOUGLAS ROLFE Incase you fellows who have followed this a ticle think Tam hipped on the subject, let me eon {ess to a weakness for biplane design Amateur of supreme importance in any ligtplane design. "The writer's purpose in designing this plaxe seas to make a lightplane that teonld perform lke is Iuilders asa rule do not have very much fying the ordinary commercial or traning pene eb * {ime behind them and therefore ned a plane whic of modern design and construction froughont the ak wil'stand a good dea of banging sbout Now, right- entire stractre the actor of soetyofter i Jy or wronaly, mst training shipe are ol the bi maintaned thoughout onde greater i mang oes ts Plane type and from this we may assume that the places” (rom the unfinished oles of ‘George aterm as i Uypeis particulary well sulted to hard wage f not EBudl Gere). oe corre evans unean, Actual abuse" Certainly it can combine. rugged After reading Bud Gere's sated reaton for de Strength with low weight — two factors which are signing and bullding this ship and after digesting "{60 np, the details of the motor mount will depend ales entirely upon the bullder’s choice of a power plant, A mou stitable for a Ford "A" Installation has been suggested. Complete details of this type ‘of mount can easly be obtained from the 1982 FLY- ING MANUAL, where iti deserbed in connection With th plans Yor the Pictenpol Air Camper. Simi- Tar data ean be oblained on the Ford "—" mount by referring to page 36 “Although the Chevrolet engine is not recom- mended, we feel that there will be a number of Dullders who may wish to install this engine tem Porarly. The plans for this mount are consequently {Bven in some detail, One more word on the subject ‘of Ford conversion mator mounts — and. Cheyro- Tet If elther of these motors 1s used, It should be set ac a full 4 in, more than the plans show. This ‘change isthe result of test flights made since the plans were drawn. In any case, the best bet Is to : —— eae crgeseyer ‘erasers ic ‘Two regular Harley cam stud plates should be secured and the large studs ground off as shown, ‘The small studs should be hested at the ends 30 they may be dilled for coters Lay the rear half of case down with the gear case up and seribe a line that is square across the case, through the center of te shaft hole, the ends ofthis line meeting the fends of the parallel lines on the outside. ‘Below this line, on each side seibe a line on the faces of the bosses that are placed there for this purpose, a line that is stan angle of 2204 deg. ‘This is plainly shown. On these lines Locate the holes forthe large knobs on the bottom of the stud plates, Drop the stud plates in postion and mark through the five holes for the "in. bolls. Dr these holes, Tap out the holes in the plates to Yin. US. They neod not be drilled, just run the fap through them. Bolt both stud plates down se- ctrely with 14 In. cap serews and rivet the ends ft the bolts. “All this may sound a trifle complicated, but it is realy very simple. If you have a set of the fused blueprints everything Is made so plain you eantot go wrong. ‘The alloy ease works eas a2 Ine view ofthe Tah sae =) nay b fll yoda Wirt and welded into slots cut into the slighty projec ‘ng longerons immediately forward of station No.1 Inno part of the fuselage Is more care essential than at this point. Remember, the entire motor instalation depends upon these our lugs and thelr perfect security" “Miscellaneous Fuselage Fitings [Now we can turn to the lugs for the landing gear, center section struts, fying wiees, lower wing {tings and the tall group. All these are made frm 4 ims CR'S. They are putin their respective places and welded on, In the original design the center Stelion struts are. welded divectly 10 the ‘upper longerons at stations No. 1 and No.2. Ths may be done, Dut our advice is to make moving joins of ‘these points of attachment, in. which ease four more filings should be made exaety like the front Tanding gear fitting and welded into pace on the ‘upper longerons at stations 1 and 2, Details ofthe landing gear struts, by the way, are clearly shown both in photographs and detailed ravings ilustrating this article. Two front wing. titings and two eeat ones are needed. They are all made from 1'tn. by Jy in CRS, and shaped ae Shown in the deta drawing. AS the front spar ie 319/16 in, deep and the rear spar exactly 3 in. deep, the itings should be shaped to secomimodate these sizes. Both front and reat filings ave extend fed and bent as the sketch shows to form lige for Bltaching the wing bracing. When all the fuselage fittings are welded in place, the entire fuselage should be thoroughly coated with a good dase of Tina, ‘The Londing Gear ‘The landing gear i oUF next point of interes ‘This is shown in such extreme detal that ada. tional comment is superfluous. The tal skid, a pln fully simple member in the Gere design, i also taken care of on this page of detail and should be ‘made and fitted at this tine ‘The Motor Mount ‘This isan open question. AS this ship is adapt ed to practically any type of motor not exeeeding Bs Vatsonaes daa | te Peweighing 200 tbs, (the total weight of the ship, Tess motor, Is anly 308 tbs.) and developing. Aloubtful 19 hp isn itset a striking tee to the foundness of the Gere design. ‘So, when you build your Gere plane, plan on using either a "P" or an "A" Ford engine, of, if you want 4 young pursuit job, try and lay your hhands on a Seekely 40 radial. Best of al, build a “acknag Twin” and step out with the best of "em. Complete. conversion plans for the Model Ford are published In the 1992 FLYING MANUAL. ‘You will observe thatthe subject of converted motorcycle engines has been studiously avoided. They are absolutely unsuited to the Gere design And should be avoided as the plague, Now to take ‘up the aetual construction, ‘The Furslage Building a steel fuselage Is 9 precision job. Furthermore, the welding must be done by some fone thoroughly versed In the noble art. Stipshod methods, never to be condoned but which occasion- out when it comes to the fuselage or indeed any tthe welded ittings. ‘Study the plans fr the fuselage carefully. All 2s and measirements are given in the drawings find it would be a useless waste of space to repeat them neve. It is also of litle value to give iteral Instruetions on the stual steps necesary to build the fuselage, a5 this information is available in fraphie form in the 1952 FLYING MANUAL. On page 11 this publication Mr. Pletenpol covers the subject In the clearest possible manner. With the exception of the dimensions, which naturally follow the Gere plans, the procedure is identical to that deseribod so thoroughly by Mr. Pietenpol fn the arlicle referred to, He also takes up the mat- ter ofthe longeron splice which oeeurs in the Gere fuselage “The Motor Mount ‘When the fuselage structure is completed the next step isto make the motor mount lugs, These, fas can be seen by referring to the plans (see also ‘photos and diagrams on accompanying pages), are hnade of cold rolled steel (C-RS.) and are Inserted Soar ee foes oP SE eas cos urea ghee esate eomarnag on SAREE HOMER ten SEB SERRE eer and the job is interesting and instructive, The cast ings are nearly to size when you start so that there fin much to-do, With the ease bolted together ‘gain, take a large flle and smooth and level of {he mounting tables on each side, keeping the two {ables parallel so that the engine wil set squarely nits mount, Your engine is now ready for the various ac cessories and smaller parts. Let's do up the rods ‘These are the regular Continental "Star" rods, type ‘WaD-100. Get them babbited. Grind and lle off the faces as shown, so thatthe large ends wil sip freely in the crank throws. Scrape them Yo a fit that will just allow thom to fal with their own Weight when tightened tight. Use Prussian blue and proceed exactly a5 you would on your car bearings. ‘Try to get a "90 percent fit” Geta pale of standard Willys Six piston pins ofthe size shown, Ream out the small end of the rod to Just take this pin. Grind a notch in the center ofthe pin to pass the clamping bolt as shown. "The eylinders and pistons are, of course, reg ular Harley, If the eylinders are’ in good shape they wil need no change at al It worn much they should be honed out The pistons are the type Ienown a Dow metal. Do not try to se iron pie tons. Ifthe eylinders are ground and new pistons ted it well to use the -030 oversize type, ‘The clearance atthe top should be 020 and atthe bottom 007. This is regular Harley practice and any of the motoreyelo crowd ean Keep you right ont ‘The pistons are reamed out slightly to take the Wille pin. Valves should be ground if needed and the guldes put in good shape. The stud in the {op center of the cylinder should be sawed off ‘sh and the priming cock hole plugged. ‘We might as well st the pushrod guides now Por the Tight hand cylinder the loetion is prac: tically the same as on the Harley. The exhaust Buide is exactly on the parallel line and at a dis fnee of 216/18 in. from the center of the cylin fer. IF you prefer you can take out the exhaust valve from the cylinder and run a long rod down the valve guide and marke the case ft that Way. Be sure the eylinder is retting true on its seat If you da thir, The hole is then drilled and tapped Shin. SAE. The ittake guide is otset the amount sown and as the thread is not a standard wo al- ‘ways use a ¥4_in. pipe tap, running it barely through from ‘the top and then running It up through from the bottom. ‘This males 3 good {i Ifthe holes are drilled true the push rods Will seat squarely on theit proper positions on the lifter Special Recker Arm ‘The left hand set is done exactly the same as the right. Remember that they are diecty In ine With the left pair, no allowance being made for the biset in the eylinders'The offset is taken care of by the special rocker arth whieh we worked out fd which does Its Work to perfection. It is made ff 8 couple of Chevrolet rockers, about 1926 model ‘The main thing is to get the kind that have a bus {ng with'an outside diameter of 3 in, Knock these ‘bushings out and sao off the end that has the ad isting screw as shown. Turn up a piece of shatl- {ng for 4 good drive Mit in the rockers and drill a sn. hole trough lve the arms on this, seeing thatthe centers ‘of the tappet faces ate exaclly 1¥ In. apart. Be fre to get them on rightside-up as the thing is nonreversible. Get the two tappet faces both in Tine withthe centerline ofthe hole and then braze them securely. Use plenty of bronze, filing out the fngle between the Foeker shoulder and the shaft ‘This draws part of the temper, so after brazing heat the tappet foees nicely red and plunge in wartor. This should bring them back so hard a file won't touch them. The bushing that goes through this rocker is bronze or steel, about 1/16 in, longer than the rocker and with an outside diameter of iin. It hop al in ole through i for the mount- ing bot. Must Got Perfoct Fit ‘The brackets that hold this rocker are hard to describe, but are not hard to make. The patterns for cutting are shown fll size and if these are tused for templates no trouble will be had. No exact dimensions are given or needed, After mak: ing the brackets assemble them on the rocker 0 ; mare Ty — A 1 =) ERee Be 7d Seaeie 1m. Put the left hand cylinder squarely in place fand set the bracket and rocker assembly’ on the ase. Line things up so that one rocker tappet face is exactly over the push rod coming out of the fear ease and the other squarely under the ex Faust valve stem. Matk the holes to be drilled ‘ight through the holes in the brackets, "The small bracket, of course, sets on the cyl Inder fat and should need no adjustment, but the large one sets on the rounded gear case'and the feet should be bent with pliers until it sets neatly. For the small bracket tap right through the case {or 8/16 in. machine screws and rivet them over on oneplace biplane of practically allsteel construc: ton it may be put down, structurally speaking, 3s fone of the finest lightplanes ever bull. There are mmany advantages to the biplane type, particularly When speaking ofligtplanes, and this is especially true wen the plane isto be bult by an amateue In this ditection and others the Gere plane seoms to fill the bill exaclly for anyone who wants honest-fogoodness airplane that is not only ‘eel designed bat also hae definite class. Anyone Who has had the good fortune to examine the ship ts Bud Gere himself conceived and bull its bound to be imprested with the clean lines, the simplicity nd rigdedness of construction and the great pos sibities ofthe design. It is ditfeult to realize that ‘his is the work of an amateur designer and bull fer Every detail is so carefully worked out, the finish s0 excellent and the common-sense alitide of the designer so apparent in every phase of the onstruction that it would do credit to any reput able aireraft manufacturing concern. ‘Welding Requires Core White the stright lines, squared-off wing tips and simple Tanding gear make it easier to build ‘than many Uightpanes, it Just as well to face facts and recognize that here iss plane employing weld- ed tubing and welded fittings for every important ‘momber excopt the wings. Those who cant do a {ood job of welding (or who are unable to obtain the services ofa competent welder) had better not ‘monkey with this design ‘Another matter which might as well be taken lip right now is the choice of & power plant. Al though the ship was completed with a Chevrolet engine and the accompanying plans consequently ‘teal with this particular installation, there is not the slightest doubt but that Bud Gere, had it not been for his untimely doath, would have installed Simore sultable motor. While the Chevrolet motor ‘ul serve for staight hops and possibly some teld fying, itis emphatically nt recommended to those ‘who see in this design an answer to their prayer {or a speedy, sturdy litle sport job. The'motor in ‘question is altogether too heavy and the power out put 109 low. ‘We recommend for practical use either the Model “T" or Model "A Ford engine. These two motors have. proven satisfactory under strenuous flying conditions and are furthermore easily adapt fd to the original Gere design. To supplement this incorporated in the accompanying plans. For those who can afford tthe Stekely 40 hp radial (three cylinder alrcooled) Is about the best bet. With ths engine complete with drag ring tne Gere plane will make one of the snappiest litle porting jobs ever turned out — the srt of ship you could take Yo the National Air Races and feel ‘warm all over because you happened to be the bownerbuiider “Another motor well worth considering, expe cially for those who would like to build their o¥n power plant fo, isthe "Packmag Twin.” Ithas an ple power, sime asthe Seekely, and has such low frontal ares that It makes an ideal motor for this plane. Complete plans for the “"Packmag Twin! fre available from MODERN MECHANIX AN YENTIONS blueprint department for $5.00, Cat Ings are also available. Ask for prices. ‘Now, inspite of our recommendation that the Chevrolet motor should not be employed, itis only fair to point out that the ship wae actually ter flown with one of these engines and did in fact behave surprisingly well. Pilot Elmore. Wall, who ‘ondueted the tests, has nothing but praise for the fying qualities ofthe ship and waxes enthusiastic bout the Behavior of the controls, "This liter fact ie something worth mulling ‘over, a8 the most persistent eriticiam of the light: plane asa lass hinges almost entirely upon its re fection to the control. As Elmore. pointe out, the very fact that the ship flew so well with a niotor 1La rase ceiver frien cutie oe = em vie ong Bae rer ofven pu ‘Sesewene Roa rie since rite arte ing tp this wit the Inside. Use Yn, cap serews on the large one, rif you prefer, i in bolts and nuts. An oll hole ‘should have been drilled through the center of the oeker arm barrel and a fs” drops of oll ven i fimes. This rocker arm solves. tough. problem Jn thls type motor and after once made works Ike charm. The intake push rod system requires no change for the left hand cylinder, ‘The mext thing Is to make up the gear e cover from the sheet of 17ST Dural furnished wi ‘the castings. Turn out a dis a trifle larger than the fulside of the rear end of the cam case. Turn the ‘abbot to fit the one already turned on the cast ing. They should fit snugly the same as those at the centerline of the main ease. Note the drawing of the cover carefully and. you wil understand the positions of the various holes. You can scribe center lines at right angles and lay the cover off ‘vith rule, oF itis much simpler to lay the blue print direcliy on the cover and prick the centers forall the holes through it Tt is best not to del the holes for the pump shaft and tach drive bush- Ings full slae at first Drill them say Ys in. and then lay the cover in place and see if they are going to fit If not, work them untl they do. "You will notice on the drawings a pleee of 1% 1fn. by 114 In. by 8/16 in. Dural serewod to the cover on the right hand side. This is to support the right hand eam stud, The best way to locate thie is to put a toueh of paint on the end of the stud and then drop the cover in place. The paint Will show Where to put the supporting block so that it will ft without 2 chance of binding. The lightest error otherwise would make It impossible forget the cover on, asthe stud must ft snugly in the hole In the tle block. With this done you can ook right down through the hole for the left hand sear afrangement and see that it is inline Make up the tach drive bushing and the pump shaft bushing of bronze as shown, ‘The nuts used fare ordinary nits sawed in two. Make up the tach drive shaft and dive it tightly in its gear, which Js the regular Harley shaft or breather gear. The entire tachometer assembly should be putin place and held by the retaining strap shown, The pump drive shaft i now made up. Use NS. shafting and ‘make it exactly to the dimensions given. The frst Tags yous the fmt ang piel Reaper Se thing to do is to delll out the outer half of the brushing in the cam gear. Simply take a 5% in. drill and run ita trifle over half-way through the gear, thus removing that part of the bronte bushing ‘Turn the end of the shafling 80 that It makes a very ght drive fit in the gear. Drive it in and then chuck up the gear and protruding shaft and finish the turning’ This is so the shaft wil be true with the gear. Chock the gear carefully, both for enter and for wobble, You will notice that there fare two places where the shaft is square. Do this ‘witha lle, Keeping. these parts nice and truly ‘Square. It should be plain that this lef» hand eam gear bears partly om the regular cam stud and partly in the bushing in the cover. ‘Tap the hole forthe breather. This i a plain 1 in. pipe elbow. Make up the magneto bracket of 34 in. aluminum stock as shown and Bolt it on You wil notice that we use a mich simplified ‘magneto drive arrangement, which is the reason ‘wercan use such a vail and neat bracket Yow per arse, |] rwesesssammcmnrigene Which had been his labor of love for months, was done except for installation of a motor. Bud's father, familiar with the plans and hopes of his son, carried the ship through to completion with the asistance of friends who had worked with Bud dlusing the ours when his creation ‘was taking shapes The Chevrolet motor which Bud had been converting was finished up, cowing installed, and Elmore Wall tok the ship up in a test hop. Results were so satisfactory that the editors of the 1983 FLVING MANUAL take great pride in pre- senting the complete plans for the Gere Sport Bi plane. The ship, as willbe seen from a study ofa Companying photos, Is reminiscent in appearance of the lates type of army pursult plane, No finer plece of craftsmanship has ever come to my atten: fon. The job isso well bull that it would be tinet credit to both the designing and construction departments of any uptodate airplane factory, Now Owned by University ‘Additional testimony ‘as to the technical ex: nce ofthe plane — if any were needed beyond Its performance in its tral Mights — is afforded hy the fact that the original ship has now become the property of the University of Minnesots, Prof. John Akerman of the University’s department of ‘aeronautical engineering was so impressed withthe Gere biplane that it now stands in his class room ‘where groups of engineering sdents ean study It Prot. Akerman himself is noted as the designer several production planes, and his seal of approv {is Just one more bit of evidence as tothe fave with A009 oN DONNDDOODDODO DION GGERE SPORT PLANE SPECIFICATIONS (depending 09 moor ‘| gem vpper wing ERetalubee and tower wing ‘Moximam speed: with Ford T moter osimam seca it Sey a THOTT TTT ‘which aviation experts have accepted Buu's ship. ‘When the editors asked me to prepare set of plans for Ft readers who have been clamoring for plans of a ship as efficient as the Pietenpol Air Camper but of biplane rather than monoplane eon struction, I was both pleased and dismayed Plans Presented Step by Ste Pleased because from what castal knowledge {nad of this ship T knew if to be an unusually i teresting airpla that only the builder could do justice to the dif cult matler of presenting a "how-tobuld ff his own design. This being. Impossi fendeavored fo present in the most Iueid and concise manner the step by step procedure necessary t0 Feproduce the Gere design. The drawings and pho- tos which accompany this article have been chosen, with great care, the intention being to cover every Important detail ofthe construction in such a mam ret that they will be practically self-explanatory. ‘ToMr. George Gere, Sr, and others who have been of assistance to me in preparing this article, I wish to extend my thanks. ‘Before going into the detalls of the design a few words are in order about the ship ise AS a 5George & Wed) Gere Plans for the GERE Sport Biplane EDITOR'S NOTE: The Flying Manual is proud to ‘present these plons for one of the neatest light bi plas that has ever been designed. Unfortunately, fhe howto-buld article could not be writen by the designer, George (Bud) Gere, Jr. While testing out fan ice sled om January 18, 131, he was struck by the propeller and suffered fatal injuries. At that time he had completed the sip itself end was work ‘ng on the motor adaptation. Through the efforts of his Jather and’ of ation friends familiar with Bud's plans, the ship was completed ond succes ally tet flown last fall, Experts soho have viewed 1 have pronounced it one of the finest lightplanes fever designed, and it will ful the bil handsomely for those renders woho have been elzmoring for & practioal biplane design. The orignal Gere ship has been acquired ty the University of ‘Minnesota, whose aeronautical engineering department i ting #t inte elaseroome as an example of fie de sign and painstaking raftemanship. by DOUGLAS ROLFE Late last fall, shortly before the snow began to fly, a tim maroon and cream. biplane was wheeled’ out on the tarmac at Wold-Chamberian Birport in Minneapolis and. made ready for its tn itil flight. ‘The ship was a beautiful creation in deed, eleting words of enthusiastic praise from the siravise onlookers fortunate enough to be mong those present. imore Wall, well known Twin Cities pilot, sotled himself in the cockpit, gave her the gun, tnd the Gere sport biplane took tothe ar with the eagerness ofa bird returning to Its native element. ‘She behaved wonderfully well n the ar. Every aspect of the test Might was well nigh perfect — fverything except the absence of George (Bud) Gere, Jr, the young man who designed and built her ‘Bud could not be there. Weeks before he had ‘gone out to. White Bear Lake with a party of friends to test a newly built ieboat. In attempting to dislodge a frozen sled runner, Bud had eipped into the are of the propeller and his injuries had proved fata But the airplane which he left behind him, ‘may use nearly any type magneto you prefer. ‘We use mastly Simms and Spli dort. Tae type used will govern the style of the ile gear exwension Fitting shown. The one shown Is for the Split dort, The Mea is to extend the gear far enough through the 114 In. hole so that it wil mesh prop- erly with the RHE. cam gear. The end of the mag. ‘eto must butt squarely up aga nst the cover plat, wrth @ felt washer between the two to Keep It oll tight, If the magneto happens to have a rounded end, use an aluminum washer as shown. You will ‘to cut a taper hole in the extension fitting elo shaft, and also lwo key seats, fone for the shaft and one for the gear. You can ‘make these with a fle. After the magneto Is fitted ‘with its gear, which Is also the regular Harley Shaft gear, set ft on the bracket and push the gear {through until the two gears mesh properly. Then locate the holes on the bracket for driling the ‘magneto bolt holes. If the gears seem to bind, shim the magneto up slighty..'The magneto used fs regular cylinder type and, of course, runs at engine speed. This makes very easy starting ‘You will notice that there are no couplings, shafts Impulse couplings or other mess about this ar rangement ‘The drawings show two 3/16 in. holes in both the eover and gear case, one above and the other Delow the center. ‘These are for studs to slffen the cover plate. Simply cut two pieces of tubing hhaving 2 9/16 in, hole that will Just reach from the ease wall out to the cover. When making final assembly put these in place and slip a 3/16 in, bolt through, Keeping the heads Inside the crank fase and the nuts on the outside of the cover, ‘We can now aril the ring of holes to take the screws holding the cover on. Drop the eam gear hhaving the pump shaft on the Li, stud. Tighten the pump shaft bushing up snugly and drop the ‘over In place. If with the RA. stud in its sup. port, the pump shaft doesn't bind, everything 1s fine! Take it off. All around the gear ease, on the fulside make penell marks opposite each Screw boss, Replace cover and serbe an 815/16 in. cir- le. Opposite each of the pencil marks drill down ‘through the cover and ita the case about 1% in, Use 215/82 in dil. Tap the hoes inthe case for 3/16 in. by 24 thread round head serews, Bnlarge ‘the holes in the cover to 3/16 in ‘You will see In one of the drawings how the ‘main oll ine rns to the rear bearing. Drill a hole Approximately in the position shown to pass 4 ‘in’ water pipe. Dril so that the pipe wil just clear the ease wall Run a long drill down through this hole and deli! and tap the bearing boss for the pipe as shown, At this time we will mention a de {all that was purposely not mentioned. Where this ‘oll ine goes through the bronze Dushing a groove bout 3/16 in. wide and 3/32 in. deep should have been eut in the bushing. Do this with a bor- ing bar. This groove isto carry the oll around the frankshaft so that the hoe inthe side of the shaft fs atways open tothe oll. The hole in the boss and Thushing. the groove, andthe hole Inthe. shat must all register, The distance of al three wil be pproxinately 1 in. back of the front end of the ‘turing bos Use lle thought on this. At the 1p fhe ie pt an elbow an oper ie "The oll bales may be put im now. They are shown plainiy and may be of slmsnum, Dural or Brass Fasten them wih 3/16 in. RH machine crows. Using these bales there is n0 need fr firings and the motor gets Jus the right amount stoi Wand now we come to the gedget that looks bad, bat eaay to do It the sped double ol Dip we worked out here. The advantages ofa {ny sump engine are so many we deste that wat ‘what ewan s0 we made i that way. Dry Sump engines are lighter, fee from smoking when “psidedown and have far less head resistance, The ‘pump are both inone unit They are made ofthe Fegular Chevrolet pump. Get two of them at any ‘wrecking howe and with saw and le trim the Mounting Bracket off one of them, The regular rump cover is as ahown and the two pumps are psed face to face with the plate between them Each part has is St of geass usual but Jou wl notice tat on the rear pimp, which isthe pressure par the gear with the squaré hole is bushel 9 hat Fite the squared end ofthe pump shaft. “ris ile bshing can bea stip of 20 aa. cop- per Dent aro in the hole and sweated fh folder Alter the bracket har been saved off the eat half the regular aerew holes must be died ‘ear through with 23/10 in dri. Ordinary stove bolts are used for assembling, going through the rear halt ‘and into the front ‘hall Holding all fo: ether. Use the regular paper gokels made for this pump. The pumps are from the akder model Chevrolet. There are the reqular packing” nuts withthe pumps. The rear one takes the shat and ie pucke inthe regular wey The font one sak defed shu as shown and screwed in ght, The pump ie pat on the covee after the motor is a. Scmbied, slag the two 9/18 In. spacers shown Don't afta to ack ihe Purp, Hs guts simple ‘hie oll ine layout is spe. The right side of the pimp is the input side. Phe small le on the cenger line is plugged on the night de. The one nthe left is used forthe main reese ine ad sso to the presnire gage on the dash. Look care: fully athe drawings and wil all be clear. ‘The stopcock to the rear of the rear pump regustes the pressure, which may be fom 28 to 200 lbs. por si. We ae 0 be and fing ie about right, There de to lines vo theo ank. The overflow from the {ear pump iso jolned hy the scavenge side ofthe front pump. The suction ine comes to the right Side of the rear pump. "The short line frm the Sump goes tothe ght side of the front pump. Use 5/18, ine alt around wih the Unda tings n‘The lifter arm arrangement is clearly shown, ‘Take a set of regular Harley arms apart. Get a new ‘exhaust and a new intake lifter bushing. The arms ‘withthe fork end are used on the right side of the ‘motor. Slip the bushings in place and put the arms fon the stud and cotter neatly The left side set ‘must have the spacers cut from tubing exactly as Shown. Assemble them on the stud and colter Don't iet them have too much pla. ‘This brings us to the final item, the manifolds [No exact measurements are given, The drawings fare quite plain. Weld up the center part and bolt i solidly to the bottom of the gear case. Braze {in the 2 In. plece inthe regular Harley intake man- ser saving off the outer threaded part. ‘on a piece that ‘wll line up with the center par, so that the pieces of hose will cover the gep neatly. This gap takes care of expansion land allows the motor 10 be placed on its bed by slipping the hose to one side and dropping it in place, See that about 2 in. are loft between the Inanifold and the bed plate on the case as the motor bearer goes between them, Use wire oF hose lamps to keep the hose alt fight ‘The exhaust arrangement you may do 35 you like with to sult your ship and cowling. We use the simple ltl elbow shown. We take out the regular fxhaust manifold nut and slip this elbow In the ‘manifold. Tt i held by a screw going through a 43/16 in, hole dried near the end of the manifold aston the cylinder and one inthe elbow to match, We braze a aut inside the elbow to Take the screw, ‘This completes the job. It has taken a lot of words to describe It, but the actual work is really tulle simple. Most of the things are perfectly ob ious as you go along, andthe majority of the hnave already been made to fi. Anyone who likes tools and machinery can't help enjoy making the engine, and there is very little chance of failure in any part. I the fullsize blueprints sre at hand ‘ou just cant go wrong "The timing is regular Harley. 1f you cut the key seat on the shaft in ne with the throws most af the marks on the gears will check. However, {ou had etter get a motorcycle rider fo lp you time it Oniy two of the binding posts on the mag. nelo are used, of course. The other two may be ‘grounded. Time the magneto by setting a cylinder In firing position and setting the breaker 50 is jst cracked. Slip the magneto gear through the hole and in mesh with the cam gear and bolt the magneto down. The other cylinder will use a dle Aagonaly opposite binding post "The carburetor flange shown is for regular 114 in. You may use any make you like, but we have found that the Winfield model M of Sis by far the best for thi motor ‘With the engine on atest stand or in the ship 4t should be run for an hour or s0 at around 1,000 pm to loosen up.. Watch the oll pressure and Stop ‘requently to see that the cylinders are getting the ‘Hight amount of oi We recommend a propeller of 6 ft or 6 ft, 2 in, diameter by 30 in. pitch. This depends on’ your ship, however. When your motor shows about 2.760 with this prop you are ready to fy. We think you will agree that this engine has the most eat Splitting, convincing roar to it you ever heard Tf sounds like whole flock of army. pursuits coming. It is a teal joy just to see and!hear it ‘work LIGHTPLANE LANDS ON FACTORY ROOF Not satistled with holding the lightplane alt: tude record and numerous speed prizes won atthe National Air Races over pariod of years, “Duk Muller, superintendent of the Heath Aireraft Corp- oration of Niles, Mich, recently landed a standard Heath Parasol on a factory root at Grand Rapids "The only change made on the ship was a hook placed on the skid to catch a shock cord stretched Eetoss the roof as a safety device, "The roof of the building was 300 by 60 ft, and had 8 ft rick wall all around st ‘Muller took off from the airport, came over town, elreled the roof once and then side slipped Infor 8 landing. The wheels touched well past the 4 ‘The Cenfnenal powered Parasol ai landed on a lock iB oto rats Raise plane a if scaly ‘enter of the roof, but the Parasol, equipped with brakes and air wheels, took just 60 ft. to stop. ‘No damage was done to the plane or roof, and Muller ook off Fight away and flew back to the airport. ‘The Parasol was the LN type powered with & Continental A-0 motor. Pick a good ship. See that It fits your needs. Use a good light, lively motor of ample power — ad first know how to fly before you try to test the job, The age of miracles is past: Men don’t teach themselves to fly now, and only ab appalling loss life have they ever dane so. One in one hundred ‘might. But the bill for repairs are many. The air {saan entirely new element to the man who has not learned the controls, and he is a perfect sap if he doesn’t fist buy a hunk of information, a skilled knowledge by siting dual for a long enough time to enable a qualified instructor to turn him loose fon his own, That is 80 sensible and s0 obvious it hardly ‘seems "necessary. But similar advice. in ther lines go unheeded, too. Just the other day I Saw a fellow elim into the ring with alittle fighter ‘who knew his business. The new gent was one of these guys who thinks well of himself and thinks he can do anything. He had it all over Pewee in pounds and strength and. probably in guts. His yes were good, he was “younger, but — sad fale. He was so badly pasted around the ring by Pewoe that it was pitiful. He just overestimated himself Aman learns to fight by fighting. And man earns to fy by fying ‘Tova man who has mastered the art it is as simple a5 ABC. Nothing is more natural than fying fo-aman who has acquired the coordination neces: sary to make him at home in the air. Ever see ‘man get on a bieyele for the frst time and ride right off exactly as he planned to after reading fextbooks? Mother Earth and. Priefighters. ace fentler and ave a quality of merey. Gravity has no Such quality and unless you learn to master her With 2 shlled touch imparted ty another you are 2 bonehead if you try it Tough talk, but fatherly and right ‘Now, as we go into 1983 we have before usin this book the finest selection of lightplanes 10 years of eut and tr, a6 well as sound’ engineering. fan give you. ‘There's the Pietenpol sky Scout. A great tle ship if you haven't much money and ‘vant to use locally available materials ‘The Gere job is a beauty for a man who wants a real aisplane'in biplane type. She'll andle « Ford eslly well and be a joy to all who love the biplane nd ler characters. ‘The Henderson Longster is eminently airor thy and has boon tried and tested. She Is ideal for smal fields, and isin every sense real airworthy Tightplane. "The Corberis the most versatile and probably the best tested and tried of the designs. IIs pre- ented ae completely as 16 possible, and for You ‘who want motors — who want to got into the ar Inthe best way possiblg, we haven't skimped with the Cross Country Twit? nor with the Long Har Jequin _ see oh te pathe test pllot of tomorrow saw 3. hp aixplanes a realy, and he slacked the cost of hp up against the oid farm engine rom Sears Roebuck out in the ‘ream shed. Visions of owning an airplane appear. Lilt ships begin to be dreamed about. And by a slow process” of incubation the youthewide. appe: lite started at Lympne kept getting hungrier and Ihungrier until the world thought It could fly in It ships and enjoy the sensation, ‘Te was inevitable that Air Meets featuring little follows would eventually be organized in thi cou tty, CCeveland, in 1924, saw the American versions of the original Kngish and German idea in the Dormoy Bathtub, and the Kreider Reisner Midget. Previously a seaplane had been designed by Buller, 2 cule but shortsalled litle monoplane was de signed by Dwight Huntington, designer of the Le Pere Fighter, and called the HD 12 and there had boen one or two sporadic attempts at lightplane construction using here a Ford T and there & Lav Fence converted 28 But Cleveland saw all the worthwhile ones together for the frst time. The next year the Pow sll Racer, fram whence sprang the recent Hick. ImanPowll acer, and the Snyder Baby Bomber, the Driggs Dart snd one or to others appeared ‘Then as interest had lagged for lack of eash in Eng land, the cudgel of lightplane development. was definitely in Amerie's hands, and Ea Heath, chan pion of lightplane builders, took the wings of the Thomas Morse Scout, put then ou alte 13 fuselage 18 tn, square’ In cross section, and flew ie "Contrast wit the oh ‘FSi aes oly 8850 per into the field with a resounding wham ‘The Heath Parasol and all later” American lightplanes were developed on a scale which would have done ered to commercial builders five years before, and in 1929 with the first Flying Mansa, the nationally popular magazine, Modern Mecha and Inventions, put the sport of lightplane flying and buliding into its rightful category, different ted it from the engineering elements found in the Production of ships of the highpower school and fetinitely Isunched the Ameriean ighiplane move ment, Twas instrumental In bringing this Amesican interest to # head, and was directly responsible {for furnishing one plane plan every month or two ‘months to the public for 2 long time. I take a lot ‘Of pride in being the mam who focaced the sun's ‘ays on the subject with hs ite glass. That's nat ‘ual, aint i? If you've got a well developed avia. ton bump on your comk you can thank me as being the gent who started the big fire with his tle fan Of Kerosene, I hope you've liked it [Naturally Tve traveled the route this ast 10 years with all things of intrest to the lightplane fan. Ive flown a good many lightplanes, and Uwe ‘ovined one myself So I fel moderately qualified to come forth with a private pronunclamento after hhaving seon the dummy of this Issue of the Flying ‘Mona and say to you that this isthe best manual ‘we have ever published. ‘But T may be able to tell you a few things about lightplanes that we have learned as we have gone along. it may be worth your while to turn 8 ready ear fo tis old Greasemank on tha seore, for Thave a lot of lightplant lore that just i right, and Tve learned it through experience. Merely {ood sporting publishing to steer you right Pick out a ship that fits your needs. See that it swell bul and that it follows the plans Don't for the love of Mike, pay with anything but a good motor. A'otdown generally is not ser ‘us, but who wants to play with a motor which has been resurrected trom a long and noble life in some auto or motorcycle — its life has been lived fand don’t try to make it come to lie through Glandular overhaul Tt is notin the cards Build a Hydroglider, Ice Boat Propellers in Your Workshop TNE OF RET by ROBERT 1, DUMAS Poesia It je generally believed that propeller making J a dificult process requiring a complicated mat chine and skilled operator. This is not the case, however. An amateur can make 4 very efficent propeller hy doing his work carefully and accur- aly ‘The success of the propeller depends on his accuracy. Itis advisable thatthe airplane propeller ‘design be purchased, a tis engineered down to a fine point too technical for explanation here. The ‘design and complete working drawing in the form ‘of a blueprint may be purchased at a very reason- fable price. The following design information, how. ‘ever, wll prove very practial on propellers to be used on ice sled, boats, hydrogiders, ete ‘The first consideration in designing a propeller 4s the number of rpm's it should turn to enable the engine to develop its maximum hp. The number fof rpm's is governed principally by the pitch and sneter of the propeller. This information for various engines may be obtained from the table (ig 2), ‘Some engines turn clockwise and some coun- Fie. 2. Prepare, diel may f ie danas om lerclockwise, therefore the propeller must be made accordingly ‘After the pitch and diameter have been deter. mined, the shape wil next enter info the problem ‘Two conventional propeller shapes are shown in Fig. 1 The club propelir, with an aspect ratio of approximately 6, will produce mote thrust on e- ‘ines turning less than 2000 rpm, All engines turn Ing over 2000 rpm should be equipped wath a tooth pick propeller with an aspect rato of approximate ya Don't Gear Down Propell Some believe that the above speeds are too great fora propeller fo maintain efficiency, there- fore they Wry to reduce the speed by gearing the propeller down slower than the motor. This is a Inistake. The tip speed of a 4 ft. propeller turning 2000 rpm is the same a8 the tip speed of an 8 ft propeller turning 1000 rp ‘Aso, the efficiency gained, f any, would not bbe enough to offset the power lost due tothe fice ton of the gears. ‘The diagram showing the graphieal method ot determining. propeller pitch Is practically selt-ex: planstory. (Pig. 2). The Vertical and horizontal lines fre drawn to scale to represent the pitch and pro- peller diameter respectively. The horizontal line is Aivided Snto four equal part By drawing stralght lines from the top of the vertical line through these division points, the cor ect pteh at intervals along the blade wil be found Upon finishing the working drawing yot! ready to begin the construction of the propeller. Since spruce is the strongest known wood for i 8Welght and Is alo easly worked, this would be the Topical ehoice of woods Birch, Black Walnut Best Woods On the other hand, should you desire some thing more elaborate, the two kinds of wood most ‘widely used for this purpose are bireh and black wala. "The propeller is made up of layers of wood %4 im. thlek. These layers are laminated (glued) together under a pressure of not less than 150 Tbs % to the aquare inch, The glue should be allowed to set at least 12 hours The outline of the propeller is then traced fon the laminated board, which is sawed out with 2 band saw, oF If that isnot available 2 jig saw wil serve the purpose. This wooden form is called a propeller blank, and is ready to be carved ‘Before beginning the actual carving, make 2 set of light gauge sheet aluminum templates, These fre made toan exact likeness of the propeller blade You among my friends who have read my monthly blast of opinion, gossip and information which has ron in Modern ‘Mechanix and Inventions may be interested in hopping up on ‘he wing ofthe good ship Progress and taking a ook with me lt the lightplane situation aa ft has developed during the last TO years im this grand old Kentry of ow The survey is amazing. ‘Ten years ago, % 1922, to be exact, we heard rumbles and alot of excitement from Lympne in England where the postwar pilots were doing amazing things with low-powered ships. “ympne isa section of Bugland where terrain and weath er conditions were ripe for the foregathering of all souls ‘who were interested i fying ight stuff. Many war designers tnd pilots, oho learned to lave the atr as something practical luring the serimmage days, stil clung to the idea hat flying could be popularized, They bent thei efforts toward showing the world that it might expect a fiover of the air, and that the flyer and the flying machine were properly part of 0 nascent industry — not merely citeut attractions ‘These birds did a swelt job, They flew with light Httle bugs powered with everything from 3 hp motoreyele motors to smaller ships with to seats and about 32 hp Tn light of history about all xt proved was that almost anything vill fly, no matter sohat it looks Uke, if & light enough and hs sufficient power to get off the ground. Prac: tically ad atthe same time the net effect seas to get alot of Ainusetioe figures into print which stirred the imagination ‘of everybody. The boy at the crossroads who sas to become ar ANDY INTRODUCES 3 1933 ATT LUTEINTRODUCTION . This, the 1933 Flying ond Glider Manual, probably more thon any of the ‘other issues, instilled inthe citizen ofthe thirties the desire to build and fly aircraft, The designs pre- Eanted here were intriguing and were within the reach of the average man’s pocket book. It ie infer= ‘ing to note thal ofter over thirty years this historical material fs much sought offer ond that the Some mon—Douglor Rolfe, who did the mony drawings, sketches end covers, hos been evailable to Drepare all the covers for this saves The EAA Aviation Foundation salutes all of hese pioneer airmen, designers and builders who were he stp: ping stone, he inspiration for loday’s spor! aviation an the many educational benefits raceivad. Come visit Our EAA Air Adventure Museum, PAUL H, POBEREZNY, Chairmen EAA Aviation Foundation in your working drawing. When finished plates should look ike the profiles shawn in Th order to hold the propeller secure without ‘damaging it while carving, a hardwood block about Lin. by 2 in. by-4 in Is bolted to the hub with a 36 in Bolt. This Boek, with propeller attached, i= then held ‘securely in'a vise. Begin carving ‘by roughly cutting down the flat side of the blades fist ‘A draw knife or similar instrument is used {or this purpose. Both blades belng carved roughly, they are then smoothed down with a spokeshave and tested withthe templates. The high places are then seraped and sandpapered. This process is eon: ‘tinued until the templates ft snugly in place If the propeller is made of spruce, at least theefourtns of each blade must be covered with linen or grade "A" alrplane fabric, doped on. This is not necessary for the hardwood propeller, al: ‘though it is desirable that it be tipped to prevent splitting, ‘Upon completion the spruce propeller is given four coats of ope. The hardwood propeller is sanded smooth with No, 00 sandpaper and then varnished. ‘Balancing the propeller is next. This should bbe done in a place Where the air is perfectly sil, ‘A vise wil serve a8 a balance stand. ‘The top of the Jaws must be smooth and level. A short length of, steel Tod posed throvgh the 34 i hho inthe propelley hut ‘The propeller is placed horizontally in the vise and is supported by the rod, each end of which reais on the jaw of the vse. if the propeller doet not balance, the light end should be coated with vvarish or dope, depending on the finish, unti it ‘does balance evenly. ‘In order to insure perfect tracking, I Is neces- sary thatthe hub be bored on drill press. This be- ing done, the propeller Is mounted on the motor dnd tested for track inthe following manner: Turn the propeller until itis vertical. Next place « box fon the floor 0 that the lower tip Just touches i, then turn the propeller one‘alf revelation. I the other Up just touches the box, the pro poller tracks perfecily. If the propeller ‘docs not track perfectly, itcan be made to do so by shin 1 One side ofthe hub with sheet aluminum EAA Th FeMNGFLNG ans DER MAYA wer gay hic Ss Sy we FOUNDATION INVENTIONS, a Fawcett magazine, opted ay 198018ni BUILD and FLr THE SPORTPLANE AUTHORITY OF AMERICA