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    Piper short wing Pa-22

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    31 views68 pages

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    Piper short wing Pa-22

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    of 68
    JANUARY | FEBRUARY 2021 AIRPLANE SHORT WING MACIC ey eG IS relate Sy ie ae S WHY WE “ is Ry THE ALL-NEW = ~ — 2021 FORD F-150.. — AT EAA AIRVENTURE OSHKOSH 2021 the Vintage Aircraft Association i delighted to be featuring one of Piper’s most iconic designs — the PA-22 aircraft The articles in this issue of Vintage Airplane are dedicated exclusively to this quintessential series of airplanes. [was 16 years old and about to take iy firs airplane ride. Even though many years have gone by, T remember that day like itwas yesterday. Itwas a beautiful Sunday afternoon in the low country of South Carolina when my mother drove ‘me to Overton Field in Andrews, South Carolina, where I took my first ride in an airplane. (My mother drove me tothe airport because I did not have a driver's license yet) That day Twatched asa pert litle red and white plane landed and taxied in. [wasso excited that could barely contain myself. took my cher- ished first plane ride that Sunday afternoon, and the following Sunday 1 was in the left seat as a newly minted student pilot taking flying lessons in what I learned was a Piper PA-22-108 Colt. Soon thereafter I soloed the Colt at the Georgetown County Airport, which ‘was constructed in 1941 by the US. Navy and used by the Marine Corpsas an aux iliay airfield during World War IL. It was also used by the Army Air Forces flying anti-submarine patrols over the Atlantic coastline areain 1942, Anyway, after a few hours of solo time from Overton Field, I took some cross-country dual instruetion from retired Presbyterian minister William S.“Seotty” Scott, who owned and operated the FBO at Carolina Skyways Airport (no longer in existence) fon James Island, which islocated near Charleston, South Carolina. Carolina SUSAN DUSENBURY, VA PR Message From the President Skyways consisted ofa large field ‘with three grass runways. The FBO ‘was an old one-story house that had a pot-bellied stove for heat and was probably builtin the late 1800, The sereen door on the porch hada ‘wooden thread spool fora handle Funny how some things you never forget. Anyway, Scotty sent me out on one supervised cross-country flight and then turned me loose with “blanket” cross-country signoff. (T'just say thar fighttraininggwas not as structured and precise then as itis now, | flew ll over the state of South Carolina in that Colt, Every Sunday morning.a small group of us ‘would meet ata private strip (grass, 2,200 feet in length, and no longer there) in St. Stephen, South Carolina, fora day of lying. T would fly into Remley’s Point Airport (mul- tiple grass runways and no longer in existence) and talk with Maj, North, ‘Mai, North ran the Remley’s Point Airport and was a former World ‘War I pilot. flew into the Goat Island Airport (grass runway and no longer there) that was located on ‘Lake Marion in the Santee area. 1 flew into the Isle of Palms Airport (grass runway and no longer there) that was beside and parallel to the intracoastal waterway. I could say ‘more, but you get the picture. Once I graduated from high school and left for college T never flew a Colt again, but I do remem- ber and I certainly admire the Colt for being an honest airplane. It was straightforward and fun to fly 000 PAGE 6 e Intage AIRPLANE Januarebraary 201 STAFF Puen. ben, FARE chiman he ae ice President of Pubsions, Martin, and Membership: in uss pusta@est.og Serie Copy Eto: (awn Wot (py Eso ee Proofeade: ean Planns) raph Designer: ol taker ADVERTISING Advertising Manager: Suc reson /anceson@ena. og CONTACT US Maing Acres Website: wo savitap mal vate ar Prone booster. FO bx 3084 Ons, 3 {eta sang tn intain re Canet 8 merbes may inthe Utge iat Asoc andrea range plane maga eran members, Uinloge Aiplne agains and ome rmembesip inthe ha Vitae ict satan ae walle for pr yr ipo Avon magaine nat net. (a $onerraoal osg.) Foran Members Pleae sum aur reritance ith 2 chet or ft aon oa Ue ates tank pale ree aes ds. as equi fire postage ont foreach members Hembestip sevice 0 ow 385, sto, 039085 Irnenen e056 enbestipae.on Eu Aventure antes von txorptinenne vou eaovintage org FEATURES ns Short Wings, Big ec eu aa eS 1) ti Restoration and Maintenance Coe wa oe OPM he Dw Cr Pee ray BUR ce rag DECC eee January/February 2021 / Vol. 49, No. | COLUMNS, Greene od ae CSCO Ae aE Send your thoughts to the Vintage editor at jbusha@eaa. org. or missing or replacement magazines, or any other TT eel ck Ut eee Le Ce eee ee een ras eee) Friends of the RED BARN DEAR FRIENDS, For one week every year a temporary city of about 50,000 people is created in Oshkosh, Wisconsin, on the grounds of Wittman Regional Airport. We call the tempo- rary city EAA AirVenture Oshkosh. During this one week, .cluding the Vintage Aircraft EAA and our communities, Association, host more than 500,000 pilots and aviation enthusiasts along with their families and friends. With the support of the very capable VAA officers, direc- tors, and more than 600 volunteers, the Vintage Aircraft Association annually welcomes more than 1,100 vintage showplanes throughout the week of AirVenture on our nearly 13-mile flightline. We continue to work to bring an array of valuable services and interesting programs to the ‘VAA membership and to all of our Vintage Village visitors As your president, Tam inviting you on behalf of the Vintage Aireraft Association to join our association's once-a-year fundraising campaign — Friends of the Red Barn (FORB). The services and programs that we provide for our members and guests during AirVenture are made possible through our FORB fundraising efforts. A donation from you —no matter how large oF small — supports the dream of aviation for aviators and aviation enthusiasts ofall ages and levels of involvement, We invite you to join us in supporting this dream through the Friends ofthe Red Bar. T thank you in advance for your conti ned sup- dluring this magical week. Across Wittman Road and in front port ofthe Vintage Aircraft Association as we move of our flagship building, the VAA Red Barn, we will feature this premier organization forward on behalf of our ‘some really interesting airplanes, including the beautiful past membership and the vintage aircraft movement. Vintage Grand Champions, an array of fun and affordable Ifyou have already made a 2021-2022 FORB aircraft, and some exciting rare and seldom-seen aireraft. In contribution, thank you for your dedication and Vintage Village proper we have a hospitality servic support of the vintage aireraft movement. store, a general store (the Red Barn Store), youth programs, Tlook forward to seeing you all in Vinta; educational forums, and much more Village at EAA AirVenture Oshkosh beginning ‘As you can imagine, creating the infrastructure to support July 26,2021 these displays, as well as the programs offered during the week, is both time-consuming and costly, but they are made SUSAN DI possible thanks to donations from our wonderful members, E ss [Nominate your favorite vintage aviator for the BAA Vin- tage Aiczafe Assocation Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on. your aipplane, sitting next to you in the chapter meeting, or walking nextto youat EAA AgVenture Osbeash Thinkeabout the people in your cirde of aviation friends: the mechanic, historian, photographer, o pilot who has shared innumerable tips with you and with many others. They could be the next ‘VAA Fall of Fame inductee — but onl if they are nominated. “The person you nominate can be a citizen of any coun try and may be living or deceased: his or her involvement in vintage aviation must have occurred between 1950 and. the present day His or her contribution can bein the areas coffiying, design, mechanical or aerodynamic development, administration, writing, some other vital and relevant field, ‘or any combination of feds that support aviation. The per- ‘son you nominate must be or have been a member of the ‘Vintage Aircraft Association or the Antique/Classic Divi- sion of EAA, and preference is given to those whose ac- tions have contributed to the VAA in some way, perhaps asa volunteer, a restorer who shares his expertise with ‘others, a writer, a photographer, or a pilot sharing sto- ries, preserving aviation history, and encouraging new pilots and enthusiasts. ‘To nominate someone is cay. It just takes a litle time and ite reminiscing on your pat. Think of «person; think of his or her contributions to vintage aviation. *Uirte those contributions in the vatious categories of the nomination form. ‘Uirite simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view +ifatall possible, have another individual (r more) complete a form or write letter about thie person, confirming why the person sa good candidate for induction ‘We woul ike to take this opportunity to mention that if you have nominated someone for the VAA Hal of Fame, nominations for the honor arekept on file for three years, after which the nomination must be resubmitted. ‘Mail ominating matorials to: VAA Hallof Fame, c/o Amy Lemke van PO Box 3086 (Oshkosh, WT 54903 small alemkeoeas.org Find the nomination form at wow VintageAirraft.org, or call the VAA office fora copy (020-426-6110), orn your oun sheet of paper, simply include the following information: “Date submitted. “Name of person nominated, “Address and phone number of nominee “Email addres of nominee “Date of birth of nominee, If deceased, date of death “Name and relationship of nominee's dose living relative. “Address and phone of nominee's closest ving relative. AAA and EAA number, iflanown. (Nominee must have been orbe a VAA member) ‘Time span (dates) ofthe nominee's contributions to vintage aviation (Must be between 1950 to present day) ‘sAzeas) of contributions to aviation ‘Describe the event() or nature of activities the nominee has undertaken in aviation to ‘be worthy of induction ina the VAA Hall of Fame. “Describe achievements the nominee has made in other related feds in aviation. “Has the nominee already been honored for his or her involvement in aviation and/or the contribution you ae stating in thls petition? I ye, please explain the nature of the honor and/or award the nominee has received, ‘Any additonal supporting information. Submitter’ address and phone number, plus email address “Include any supporting material with your petition a] “g How To? ROBERT 6 CONSTRUCT A CAP STRIP BENDING FORM ixture in which wing rib The cap strips will cap strips ar havet this fixture while still wet. When the moisture has dried, they may be removed from the form and will retain their curvature. of soft wood — 1lik piece of fine-grained and knot-free redwood about 18 These tre iustations depict the down cue the band saws inches in length that measures at least 4 inches by 4 ‘idling andthe to pics that suit rom the ut. feet. Using an existing wing rib, trace the outline of the upper (and if necessary the lower) cap strip nose sec~ tion where the bend is the most extreme. 6 arwaryfebruary 20 vragen cours Fea ARCHES Since the formed cap strips will tend to “spring back” somewhat after they are removed from the form, its a good idea to saw the block with a slightly sharper curve than needed. Cut the form with a band saw and sand the cut smooth, ‘To soak the cap strips, you will need to construct a tube capable of holding water. There is no need to soak the entire cap strip but rather the forward section only, about from the front spar forward. Tuse a sec- tion of 4-inch-diameter PVC pipe about 3 feet long and bond a cap on one end. When ready to soak, I put enough hot water in the pipe to wet out the cap strips and then drop the strips into the water. Since wood likes to float, ifneeded add some weight to hold the cap strips down. in the water. Let them soak for one to two hours. Remove and immedi- ately place in the form block, clamp down using two C-clamps, and leave overnight to dry. The dry redwood form block will absorb most of the moisture of the cap strips.“ GHOST AIRPORT ‘Throughout the ‘30s, Floyd Bennett Field was a mecca for names like Roscoe Turner, Amelia Earhart, Wiley Post, Jackie Cochran, and even “Wrong Way" Corrigan. Lats of records were set or broken there. When WWII began, the Navy turned it into a major airbese for operations fike marshaling fighter and bomber squadrons and sending them out to their carriers. A young Ohio recruit was assigned to the tower where he guided Wildcats. Hellcats, Corsairs, and Avengers into and out from the field. He stayed there for 20 years, retiring as a Master Chief Petty Officer, and he had a three-digit EAA number, With his teenage son he set about restoring a Taylorcraft. BC-12D in their garage, but six years into the project he was diagnosed with, Parkinson's and he couldn't work on it anymore. A few years later, the old Chief died of complications and a broken heart, With re-fired dedication, his son finished the little Tayforcraft, and ‘on the doors just below the windows he lovingly stenciled Master Chief Pety Officer LeRoy Russell, Pilot in Command, Floyd Bennett Field is abandoned now, but pilots still report hearing a voice from the tower, guiding them home. tps: //en.wik pedi. org/wiki/layd Bennett Field EL, Upgrade to -B:¢ Reliability Bs Craw st The BC400 Alternator system is now FAA-approved for Piper J-5C, PA-11, PA-12, PA-14, PA-16, PA-18, PA-20, and PA-22aircraft. Includes brackets for Wide- or Narrow-deck engines ... with NO change of oil cooler location required! 316-283-8000 - BandC.com ‘STC/PMA woasintgeaicatton, 7 Take a quick look through history by enjoying images pulled from publications past. Cd Pe ed er ieee ened a Inhough twas not the first short wing Piper aircraft introduced, the PA-22 Tri-Pacer was a trailblazer in ‘many regards. The Tri-Pacer, as the ne implies, was the first tricycle gear short wing Piper product, and it was an immediate commercial suceess upon its introduetion, with buyers clamoring to acquire them in the early 1950s. The Tvi-Pacer also spawned the Short Wing Piper Club, which became a bastion for owners ofits younger and older cousins trieyele gear or otherwise. GENESIS OF THE SHORT WING PIPER ‘The frst short wing Piper aireraft were a response to areal issue — the overabundance of former military aircraft available on the market after World War II concluded. The situation was «getting bleak for Piper, just as it did for all ai craft manufacturers at that time “Piper Aircraft Corporation, famous for pro- ducing the J-3 Cub, entered the post-World War Ti market with some nice improvements to their existing prewar offerings,” Vintage Aircraft Association board member Dan Knutson said. “Things were going along nicely until there was a ut of airplanes due to both overproduction of new aircraft and thousands of military surplus aircraft being put on the market. Many aircraft manufacturers went out of business, and Piper came very close.” To stay in business, Piper needed to stand out from the competition. The moonshot that proved effective was the first short wing Piper, the Vagabond, built with cost-effectiveness in mind. “Production was halted on all existing mod- els, and Piper's attention was focused on a new low-cost basic airplane, the PA-15 Vagabond,” Dan said, “The Vagabond was developed and cer- tified in a very short time and was offered for sale at $1,995. The airplane was successful and helped. pull Piper out ofits financial problems.” The Shot Wing Piper News hogan as simple newsletter caeated bythe Ti-PacerOxners Grup, and took ts curent name in 82 actully using the hot Wing Piper moniker 2 few years before the Shor ing Piper Cub assumed is curent ‘name, One thing that hast changed overall those years isthe valu it provides Piper owners. A steady stream of improvements, includ- ing more horsepower, an electrical system (which the initial PAS lacked), more seats, flaps, and other quality-of-life tweaks, made these affordable airplanes more enjoyable to fiy. The PA-16 Clipper, PA7 Vagabond ‘Trainer, and PA-20 Pacer all enjoyed success similar to the original Vagabond while fol- lowing in ts footsteps. ‘These designs all did well, but by the time the PA-20 was introduced there was a market emerging that the short wing Piper aircraft hadn't entered yet: nosewheel airplanes. Like them or not, the trieycle gear trend was clearly rising quickly i popularity by the late 1940s and early 50s, “These airplanes were considered to be easier to take off and land and resulted in fewer aircraft accidents,” Dan said. “The old- school purists scoffed at the idea, but the aviation world was changing, Piper manage- ment decided that if they could build a low-cost, four-passenger airplane with a tri- cycle landing gear that was easy to operate, more people would learn to fly.” Ph dipper Piper was right. The Tri-Pacer, its new short wing, tricycle gear offering in 1951, was immediately smash hit, leading to a decade of production fea- turing increasingly higher horsepower and other improvements, Following the great run of the Tri- Pacer, Piper introduced the Colt specifically for training, and it too found success. “The smaller Lycoming 108-hp engine was used,” Dan said, “The rear seat, rear door, flaps, and other nonessential amenities were eliminated. This, airplane was brought to the market for $4,995. Yet another home run for Piper. Production continued until 1964 with 1,868 built.” Between the Tri-Pacer and the Colt, nearly 10,000 short wing Pipers with nose wheels were manufactured from 1951 to 1964, making the two typesa significant portion of the GA fleet. They remain as such today, in large part because avid owners and fiyers banded together in the Short Wing Piper Club. ‘While today the Short Wing Piper Club has become an essen- tial institution for owners ofall different kinds of short wing Piper aircraft, it began as two different groups of Tri-Pacer owners. The first, formed due toa chance meeting of four 'PA.22 owners at Van Sant Airport, had a simple mandate that still basically proves asa mission statement for the club today —“to provide a format for Tvi-Pacer owners to pool their knowledge about problems and solutions relating to operating their planes” in the words of founding member Al Nixon According to Steve Caruthers, current president of the Short Wing Piper Club, the group drew inspiration from similar groups dedicated to keeping old cars on the road, A couple of these guys were car guys who had seen car meets, and they said, “Well, why can’t we do this for ai “We have airplanes. They're not in . How do we get parts? Where do we Pacer p find out how to do things?’ So they started the Tri Owners Group” ‘The Tri-Pacer Owners Group was originally intended to mainly consist of sharing this knowledge through a news- letter, with Ay-ins and other gatherings taking a back seat to the written word. Just three years after those founding ‘members formed their club, they learned of the Kansas City ‘Tri-Pacer Association, and the two groups merged and con- tinued to grow. By 1982, the publication sent to members was known as The Short Wing Piper News, although the club would not officially become the Short Wing Piper Club until 1984. Despite the founding members’ plan of being a publica- tion-first group, the group's annual gatherings became quite popular. After the first one was held as part of the 1982 Oshkosh fy-in, in 1983 the Short Wing Piper Chub held an event independent of other conventions in Minden, ‘Nebraska, and drew 71 airplanes and 222 people. ‘The popularity would only grow from there, as the Short ‘Wing Piper Cub expanded to roughly 800 voting members and about 20 chapters both across the country and the ‘world. The fly-out grew in popularity too, and the version of it scheduled to be held in 2021 at Lock Haven in conjune- tion with Sentimental Journey figures to be a can't-miss event for fans of short wing Piper aircraft. The Short Wing Piper Club also offers youth scholarships these days, to help ppass along their love and knowledge of the airplanes to the next generation. Although now the scope of the club includes much more than a print publication, it was The Short Wing Piper News that first brought Steve into the fold. He found, read, and liked enough issues he found in FBOs to seek out more information on his current build project — although he ‘wasn't working on an airplane that had rolled out of any Piper factory. Pic Vagabond “teskind of fanny Fm ahomebuilder, and I was buildingone of Wag-Aero’s Wag-A-Bonds, which isa replica of a PA-15” Steve said. “So Ijoined the club to get information and gain access to the CD with the drawings from Piper. While Wag-Aero's plans are good and they're sufficient, you know, there’s always adesire to have more information, $o I joined the club and bought the CD” As evidenced by Steve's project when he first joined the Short ‘Wing Piper Club, the group strives to include more than simply origi nal Piper aireraft, and definitely more than original Tri-Pacers and Colts alone. Steve said the reason for opening up to all short wing Pipers became obvious as the club grew in popularity as the other short wing Pipers clearly belonged as members of the same family “They were excluding airplanes that are partof the same family” Steve said. “So they changed the Tri-Pacer Owners Club tothe Short Wing Piper Club and incorporated all ofthese other airplanes, brought them into the ‘group, simply because they all share parts They all share heritage” ‘Asso often happens with aviation organizations, Steve quickly ‘went from a new member, to an at-large board member, to the presi- dent when a call went out for members to run for the election. Since Steve was getting so much out of his membership in the club, he felt it ‘was only right to put something back into it. “The decision was made to become more involved in the chub because when T needed something they were there” Steve said. “If Thad a ques- tion, they were willing to help. And that’s not the case everywhere you go. {know being involved in other activities, modeling and other things over the years, some people were just not as willing to help as others. So when {Tbecame involved with the club, and when I had a question or needed something, everyone went out of their way and was extremely helpful. So that’s a hard thing to say no to when they need help.” One of the most helpful aspects of the club for builders and restor- ersalike isthe wealth of tech advisers ready to assist with any sort of, questions or other needed help. “Our tech advisers are very knowledgeable.” Steve said. “You ean send them an email or you can call them, and if they don't answer your call right away, they'll call you right back. They'll email you back. ‘They'll reference the drawing if you can't find it. They're great, really knowledgeable, really helpful guys, and they go out of their way to make sure that you get what you need, the information that you need, tobe able to do this, do itright, and keep itsafe, So there’sa wealth of information available” With the Short Wing Piper Club now having.a reach throughout the country and beyond, it’s easier than ever to find a local chapter and get involved. In addition to an annual meeting and the annual rotating fly-out, which is usually coordinated by chapters on the ‘ground, Short Wing Piper Club chapters have their own events, much like EAA chapters do. That togetherness is a big part of the club's sue- cess, and serves as an example of why any successful type club has to be more than justa resource for information and knowledge. “Well, the Short Wing Piper Club, we exist to maintain the air- planes,” Steve said. “We have not all but very large collection of the drawings from Piper that we offer to our members to help maintain the airplanes and keep them flying. And its also about the camarade rie, The airplanes bring us together, but it’s about the people.” PuoTOGRAPY Br MAR SCMANLE,PHOTOGRAPE COURTESY OF STEVE CARUTHERS 22S 1N'21 ‘The Short Wing Piper Club’s annual gathering isn't the only event in 2021 planned to honor the Tri-Pacer and some of its kin, The Vintage Aircraft Association is joining forces with the Short Wing Piper Club to present 22s in "21, a 70th anniversary celebration of the Piper PA-22 Tri-Pacer and Colt at EAA AirVenture Oshkosh 2021 “These airplanes have an extremely loyal following due to their delightful fying characteristics, ease of mainte- nance, parts availability, and economical operation,” Dan said. “There is also the very well-managed type club, the Short Wing Piper Club, to support owners in keeping their airplanes flying” Vintage will be offering reserved parking for the first 50 PA-22s to arrive, and will be holding forums, interviews, and other events throughout the week. Additionally, fab. rie-covering experts will be on hand to talk to owners and potential owners in detail about these classic aircraft Before the week of AirVenture itself, the Short Wing Piper Club will hold a gathering of aircraft at the Baraboo: Dells Regional Airport (DLL), roughly 60 miles from Oshkosh. Steve says the folks at the Baraboo airport have been very accommodating, and it should be a fun few days before the Pipers head to Oshkosh. “We want to stage there and get together there as ‘group, and then fly out probably on Saturday’ out of Baraboo into AirVenture,” Steve said, “And we'll just take offin sequence, so we'll just come in basically asan ant trail into AirVenture. We're going to get some group parking so we'll have all ofthe short wings, the 22s, both Tri-Pacers and Colts, and since the Pacers didn’t get to go fin 2020}, we're going to include the Pacers as well. So we should have a i-22-108 Colt eT a eT USES ‘ourages anybody with an interest in the family ‘of short wing Pipers to come say helo, whether or not they ‘own or fly one, at AirVenture 2021 or any other year, as the Short Wing Piper Club always has a presence in the Vintage section of the grounds. “A lot of us will camp with the airplanes, so we'll be right there until who knows what time of night; we'll be out and about having fun,” Steve said. “We'll be available for anybody. You may not fly a Tri-Pacer or a Pacer, but you know what, you're still welcome. ll you have to have is genuine interest in the airplanes and flying. We're not going. to chase anybody away or shoot anybody down because they're not flying a short wing Piper.” ~ 2415 convention pteh TH WINDISCI, Ea zs729, the asst dor at tA and eloys aming, about various pesof aca. Outside of avalon, hecan often be fund watch- Ing. writing, and podcasting about the NBA. Email at incsch@eaa.o, 16 tanwanifebeury2001 vor Cand Pets THE PA-20 WAS ORIGINALLY to have been known, as the 1950 model Clipper. Piper updated a 1949 model PA-16 (that was originally desig with the PA-15 Vagabond during the winter of 1947-48) with a redesigned tail and cabin inte rior, control wheels in place of sticks, flaps, and moved all the fuel into two wing tanks. per Engineering Manager Clyde Smith and assistant Chief Engineer IW. “Bill” McNary led the redesign. Even though Walter Jamouneau was chief engineer, he was also company secretary and spent most fis time in this capacity, leaving engineering in the hands of Bill, The prototype was 20-01/N7000K, com- pleted and first flown on July 13, 1949. Power was supplied bya I15-hp Lycoming 0-235-Cl engine, ‘second aircraft,20-1/N7100K, first flew on October 4, 1949, with a125-hp Lycoming’0-290-D engine. Several parts and ideas from the Stinson purchase were used in the Pacer. Due to an impending lawsuit by Pan American Airways reganding the use of the name Clipper, Piper decided on anew name for the PA-20 and registered the name Pacer with the Manufacturers Aireraft Association, ‘The approved type certificate LA4 for the PA-20 was sranted on December 21, and production with the 125-hp Lycoming engine began at Lock Haven at the end of the Year, the first production aircraft being 20-3/NO9OIK, ‘which was completed on January 6. August Esenwein, Piper's general manager, announced the Pacer at the ‘Miami All American Air Maneuvers on January 13, 1950. ‘The PA-20 was available asa Pacer 125 with a wooden or ‘metal Sensenich fixed-pitch propeller priced at $3795, or asa Pacer 135 witha Koppers Aeromatic F200 or Sensenich Skyblade controllable-pitch metal propeller. ‘During 1950, the 115-hp Lycoming 0-235-Cl en ‘was made available in addition to the 125-hp version. Production of the PA-20 Pacer 115, on which flaps were not fitted, commenced with 20-109/N7004K, com- pleted on March 14. Production of the 115 model was, terminated after six months in September after 23 had been made. January February 201 Fist production Pt, which was © WE ipe’s pescnal aca ‘The idea of anose wheel came from the Ercoupe. It is nterestingto note that Sanders Aviation (who owned the Ercoupe design) suggested that Piper consider acquiring the Ercoupe business; Piper declined. Piper took the PA-20 Pacer and moved the main underear- lage legs rearward and fitted a nose wheel, which was the same size as the main wheels, The PA-22 was the first Piper aircraft to have the rudder/sileron intercon- rect system fitted. The bottom cow! was modified with the addition of an air intake. Clyde and Billled the design effort. The first PA-22 Tri-Pacer was 22-1/ N7700K, completed on July 27,1950, and fitted witha 125-hp Lycoming 0-290-D engine. It first flew with test pilot Jay Myers on the following day. Some 4,000 land ings and 3000 miles of taxiing were carried out with the prototype, some on rough ground atthe Lock Haven airport. Test pilots were taxiing at 70 mph to ensure there was no weakness. the new landing gear. It was followed by a second test aircraft, 22-2/N7777K, com- pleted on November 15. Piper announced the Tri-Pacer ‘on December . The approved type certificate 1A6 was ‘granted on December 20, 1950. Production got underway with the 125-hp engine in December 1950 (1951 model), commencing with 22-3/N6O0A completed on the December 30. The standard color was Polar Gray with a Tennessee Red stripe, but other colors were avail- able at extra cost. The Tri-Pacer, like all other Piper models for 1951, was covered with a new Duraclad finish —a nonflammable butyrate plastic that was longer-lasting and had a highly pol- ished, enamellike surface. The PA-22 was built alongside the PA-20 Pacer. Like the Pacer, the PA-22 was available as the Tri- Pacer 125 with a Sensenich wood or metal fixed-pitch propeller or as the Tri-Pacer 135 with a metal Koppers Aeromatic F-200 or Sensenich Skyblade controllable-pitch propeller. The Standard model was priced at $5,355 for the 125 and $5,840 for the 135. The Custom model (with extra equipment) cost $5,987 for the 125 and $6,327 for the 135. The name painted on the nose of the aircraft was Pacer; it was not until the 1952 model that the name Tri-Pacer was on the nose. The Tri-Pacer was an instant success, with 350 sold in its first year of production. ‘The first production aircraft N6OOA was used by W-T: Piper Sr. as his personal aireraft for many years, It was later donated to the Mid Atlantic Air Museum at Reading, Pennsylvania. The prototype aircraft N7700K was sold in Canada during 1955. For the 1952 model year, abubble windshield was fitted, improved cabin airflow and soundproofing were installed, and increased heater eapacity became available. The experimental ‘model was 22-333/N999A, converted during September and October 1951, Depending upon the levels of equipment, it was available as Standard, Custom, or Super Custom. The Standard, list price was $5,595. Production started with 22-354/NI433A, completed on November 21,1951. tac from the 95 Piper Paces brochure 1952 Pper atvetiement forthe acer and TP. Side-vew dawing ofthe Pk, ‘The first production PA-22-135 with the 135-hp Lycoming (0-290-D2 engine was 22-534/N1962A, which was completed ‘on June 6, 1952. Approval for this version was received on May 5. is likely that N7700K was the experimental aircraft, fitted with the 135-hp engine in early 1952. For the 1953 model year, the fuselage was widened at the rear and the baggage compartment was increased from 6 cubic feet to over 14, with a new outside door for conve- nient loading. It had two-tone interior styling and a ‘two-tone paint scheme. The experimental model was 22-714/N2333A, converted on August 1, 1952. Type inspec- tion approval work was carried out with this aircraft in early September. Approval was received on September 23, 1952, Production started with 22-807/N2470A, which was completed on October 30, 1952. A “cat-whisker” antenna for the VOR omnidirectional radio was standard on the Super Custom model For the 1954 model year, improved soundproofing included new windows, foam-rubber seats, new cabin air system, and new bottom engine cowl, There were two experimental aircraft: 22-1285 /N8539C completed on June 8 and 22-1672/N3382A completed on August 8, 1953. Production for 1954 commenced with serial No, 22-1760//N3488A, completed on November 6, 1953, Aircraft N8539C was tested on skis by the Federal Aircraft ‘Works at Minneapolis, Minnesota, during 1954, “The huge sales figures of Piper’s nose-geared Tri-Pacer helped convince the conservative Cessna president, Dwane L. Wallace, that tricycle-geared aircraft sell. He had watched the sales of his tailwheel, all-metal model 170 dwindle in the face of competition from the Tri-Pacer, so he equipped it with a nose wheel in 1955 and reintroduced the model as the very successfull model 172 in late 1956. Production of the PA-20 Pacer continued alongside the Tri-Pacer at Lock Haven unti was phased out during the summer of 1954, end- ing with 20-1121/N1605P completed on September 9, A total of 1.121 tailwheel Pacers had been manufactured. Higher power was again introduced for the 1955 model year when production of the PA-22- 150 commenced with the 150-hp Lycoming (0-320-A2B engine. There were three experimen- tal aireraf, including N6OOA fitted with a 150-hp engine in late 1953, and 22-2000/N3767A com- pleted with a 150-hp engine on December 21, 1953. ‘The third aircraft, 22-2378/N15SSP, which was completed on August 12,1954, was the definitive version with an extea wing rib in support of the higher power. Approval for this version was, granted on September 3. The first production air- craft 22-2425/NIGNP was delivered in November. Also for 1955, an 8-gallon fuel tank under the seat was available as an option, taking total fuel to 44 gallons. This was approved on November 12, 1954. Ithad a maximum speed of 139 mph. ‘The experimental aircraft for the 1956 model year was 22-3218/N3500P, completed on July 15, 1955, Ithad a new rear window and door seal, new door latches, new instrument panel, Hydrasoft landing gear, and the rudder pedals were moved forward. Production started with serial No, 22-3387, completed on October 28, 1955, and exported to South Africa on November 15. For the 1957 model, the baggage space was increased to 18 cubic feet. The experimental aircraft was 22-4143/ N6844B, converted on July 16, 1956. Production started h serial No, 22-4460, completed on October 2, 1956, and 1s exported to South Africa on the 22nd. The PA-22 was approved in the Utility category on May 24, 1957 ‘The 1958 model saw the introduction of the 160-hp Lycoming O-320-B powered PA-22-160, The experimental reraft were N6844B and 22-5139/N7353D, both converted in the summer of 1957. Approval for this version was granted on August 27. In addition to anew engine and paint design, it had anew interior. The first production aircraft was 22-5603/ N8I3D, completed on October 3. The 160-hp Tr available with one of three levels of equipment: Standard, Custom, or Super Custom. A small number of PA-22-150 air- craft continued to be built alongside the 160-hp variant For the 1959 model, Piper AutoControl was offered as a factory-installed standard on the new AutoFlite model Tri- Pacer. AutoControl was a transistorized gyro-controlled stabilizing device that controlled climb/descent and turns. ‘The Piper “show” model was 22-6216/N9163D. After the start of the model year, the 150-hp Tri-Pacer was phased out and replaced by a cheaper version; this new variant was still designated the PA-22-150 but was gi the Caribbean. The Piper show model was a renamed 71 acer 22-6444/N9528D and first flew on October 20. The Caribbean was specifically created by Piper for the airport operator, offering a 130-mph, four-place aircraft at alow cost. The first production aireraft was 22-6511/N9602D, completed on November 22 and priced at $8,395, A Deluxe version with full radio navigation instrumentation for cross-country flying was available for $9 ‘The 1960 Tri-Pacer and Caribbean models received new exterior paint designs, and optional streamlined speed fairings were available, which increased cruising speed. The Piper show models were Tri- Pacer 22-6858/N2868Z and Caribbean 22-6785/N28692. ‘The price of the Standard models were $9,340 and $8, respectively. With the 1960 model Tri-Pacer, Piper launched its “Learn to Fly Tt” free program, which entitled the purchaser to free flying tuition. AAs with most earlier models, the PA-22 was available on floats. The approved type certificate for the PA-225-135 was granted on May 14, 1952; for the PA-22S-150 on September 3,1954; and for the PA-22S-160 on October 25, 1957. The 150-hp experimental seaplane was N3767A, tested by Piper on the Susquehanna River during the summer of 1954. The seaplane version was restricted to three persons. (On August 1, 1960, Piper decided to stop production of the Tri-Pacer and Caribbean completely when it intro duced its new four-seat PA-28 Cherokee at its Vero Beach facility. The last production aircraft was 22-7630/N10F, completed on August 26, 1960 (except for a special orde 1963). During January and February 1963, a batch of 12 PA-22-160 aircraft was produced on a special order from the French army (ALAT) to supplement the Tri-Pacers bought in 1957, Over the years, the PA-22 was lovingly known as the “flying milk stool” By 1960 Piper fele that it required a small two-place trainer aircraft in its lineup, looking at two non-Piper designs before deciding to develop its own aircraft you CAN LEARN TO FLY Lear tofty Piper brochure from 1955 1960 Caribbean show mode. Stits Aircraft of Riverside, California, offered its $A-9D Skyeoupe design to Piper for commercial production in 1960. The SA-7B and -D Sky Coupe, atwo-place sice-by- side monoplane design developed in the late 1950s, were only available asa plans-homebuiltairerat, but Stits was developing the SA-9 Skycoupe for commercial production, ‘The SA-9 was an improved version ofthe SA-Z with a 100- hp Lycoming 0-235 or Continental 0-200-A engine, longer span wings, anda higher gross weight. Piper declined the Stits offer Piper also looked at buying the Forney F-1 ‘Aircoupe and the Forey manufacturing plant at Fort Collins, Colorado, in 1960. Howard Piper visited the plant ‘on August 3. The F Aircoupe originally lew as the Erco 310 in 1937. It was a two-seat, low-wing aireraft with a twin- fin tail and a 90-hp Continental C90-12F engine. In 1955 Forney Aircraft Manufacturing Company purchased the design from Vest Aircraft (who had previously purchased it from Sanders Aviation) and modified the Erco 415G, creat- {ngthe F-4. Unfortunately, Fomey experienced financial ‘trouble. Piper turned down the aireraft and the plant in favor ofits own design. Howard Piper thought the aireraft needed too much modernization. Piper decided to proceed with its own two-place design, 1962 (ot show model. 24 Ianuanyifebruany 2021 (otcontd pane wit opin navigation equipment. Instead of dismantling the PA-22 jigs and tooling, Piper used them to develop a two-place Tri-Pacer. As it was designed to be used for training purposes, asmaller and therefore cheaper engine of 90- or 100-hp could be fitted. Piper engineers took the PA-22-150 and removed the rear seats, bagnge door, left rear door, rear windows, interconnected controls, and flaps from the ‘wings. The right wing was revised to eliminate the right fuel tank on the Standard model, although itwas available as optional equipment. The gross weight was reduced to 1,650 pounds, with a baggage capacity of 100 pounds behind the front seat. In August 1960, the PA-22-90 was under development. By the time the first aircraft was completed, Piper had decided on the 108-hp Lycoming 0-235-C1B engine. The prototype was PA-22-108 22-8000/N4500Z, completed on August 30 and first flown on the 3ist. Several names were discussed by Piper mar- keting, including Tri-Pacer 100, Pony, and Colt. The Colt type approval was obtained on October 21, followed by the produc tion certificate on October 29, The first customer delivery, 22-8003/N45032, was on November 7. Cover of 196 Piper (oltbrodhue 1961 per advertisement January February 201 Piper introduced the Col, the first “compact of the air” to Piper’s ‘worldwide sales organization at the 21st annual international distribu tors meeting held at West End, Grand Bahama Island, on November 1, 1960. Max Conrad and his wife flew from Winona, Minnesota, to Grand Bahama in the new Piper Colt. [twas a low-priced sports and training aircraft priced at $4,095, Mr. Piper said, “We are very pleased to be able to offer once again a low-priced aircraft and confidently believe the Colt will meet very wide acceptance” In addition tothe Standard model, two other models were offered: Custom (VFR cross-country) priced at $35,995, and Super Custom (additional instruments) priced at $6,995. ‘The main purpose for introducing the Colt was to create activity at the dealer level and to strengthen the sales organization. The Colt was the basis fora marketing concept of providing the airport operator with a new low-cost aircraft with which to increase the volume of stu- dents financially able to purchase aircraft. These students soon became active aircraft owner prospects. Historically, the aircraft pur- chaser progresses from a low-cost model up through a line of aircraft until the performance and price level are found that is best suited to their requirements. The Colt was to support development of the mar ketplace for the Cherokee, Comanche, and the twin-engine models. Piper had planned to produce 420 Colts in the first year of production, but the demand was so great that, by March 1961, production was increased to eight a day with a total of 1,036 aircraft manufactured in the first year. For the 1962 model year there was a new paint scheme. Aireraft 22-8722/N5088Z. was the show aircraft. ‘The Colt was certified on Pee-Kay model 1800 metal floats in March 1963. Tests and approval were carried out by Pee-Kay Aireraft Products, International Falls, Minnesota, with aircraft 22-8839/NSI75Z, ‘The Colt continued in production until March 1964 — the last serial number was 22-9848/N5974Z, completed on March 26, but the last off the procluction line was 22-9847/N5973Z.on March 30 — when Piper introduced the two-seat Cherokee 140 at Vero Beach. A total of 9490 PA-22 aircraft had been built. Ragen W.Pepenell en allove affair with everything aviation and Piper for the past 50-plus years, from living near London Heathrow Airport in the 1950s, to visits to the Piper dealer in England in the 1960s, to learning to fly in Canada in the 1970s in a Cherokee 140, to part-own- ing Cherokee 180 in the 1980s, to running the Vintage Piper Aircraft Club in Europe in the 1990s. Since then I helped establish the archives at the Piper Aviation Museum, Lock Haven, where I am a board mem- ber, and set up an archives room at Piper Aireraft Ine., Vero Beach, where Tam the company historian. Thave written and had published four books on Piper (the latest one, Piper Aircraft — Freedom of Flight, ‘was published in February 2020), and I am recognized as the world’s foremost Piper aircraft historian. 1 have a vast collection of Piper ‘material, which includes thousands of photographs, brochures, and advertisements, and maintain a database of every Piper aircraft made. I live in Dorset, England, and spend many weeks each year in the United States “OP Pree SERIAL NO. RANGE Prototypes Pacers COMMENTS Ti-Pacer ns 2 Wi-Paceras, Tu-Pacer as SIN 22-53 changed to Ph 5M 2 -sT-Pacer SINza-78 to ode! neg Ti-Paer 50 TF SW 2-4 01957 mod SN 2-529 to 158 mode 160 TH Paces Sin 2-6 101959 mel 2-460 Paes SIN 2-6785& 52-6858 (01960 models 1960 Prototype 08 olt Pan 2 TRI-PACER BS Tetra & anieacan Pr hp coming 90-0 go-hp toning do af-ter-burn-er| , SUNAFLIN RAerosPace EXPO | le Ayia Central Florida eee ere ET eres THAN NEVER FIYING AFTER A 30-YEAR PAUSE ‘BY CHRISTINA BASKEN omer Gets im the way ofour dreams, but those who have a true heart for aviation never give up. They always find a way to make their dreams ‘come true, no matter how long it takes. ‘Dan Simpson, FAA 9029549, of ‘Waunakee, Wisconsin, fel in love with flying at just 6 years old, watching his father fly around in his 5-3 Cub. 11970, when Dan turned 20, he decided he wanted to start his learning journey, in his dad's J-3 no less. “My brother and I soloed in the Cub during. the summer of 1971, he said. Even though Dan didn’t make itto his check- ride that year, his passion for flying always stuck in the back of his mind. An addition to aviation, Dan was also acar enthusiast at heart and spent a considerable amount of ime enjoying that hobby. “Lowned at least six Corvettes in my early days?’ he said, “Restored totally to like-new con- dition. I received a Corvette Gold Certificate, which compares toa Gold Lindy.” 11970, Dan found his sparkagain when he ‘wentto Oshkosh for the convention. “In 1970 I got toride ina Tri-Pacer when Twent to the Oshkosh air show” he said, “Tknew then that ‘was the airplane I wanted to ownone day” ‘Come 1973, and Dan tied the knot with his lovely bride, Jayne Simpson, and settled into family life “Years passed by and T kept thinking of the Tri- Pacer ride.” Dan said. “I finally decided to sell my last Corvette and begin my search for the airplane” wer eaaviotoge.og 31 N-2905P In the spring of 2000, Dan came across an ad for a Tri-Pacer, 1N-2005P, on Barnstormers. “The plane was located in northern Minnesota and was for sale by the owner, who was moving to Alaska," he said. “The owner bought the plane in February 1992, and during his first week of ownership, he flipped it over while landing, He started doing repairs on it but stopped the progress due to moving.” Dan decided it was at least worth the six-hour drive just to ‘go take a look at it, while knowing in the back of his mind that he'd probably end up purchasing it. “The reason I settled on this one is because the N-number was the last four digits of my mother and dad's phone num. ber.” he said. “So T thought, it's got to be the one; it's got folks’ phone number in the N-number! The other deci sion-making factor was that I wanted it to be a 1955 because of orks most popular the 150 hp and flat dash panel” once fotnposngns eine an said had he not purchased the plane when he did, it ars on nyt oe a most likely would've been parted out instead of being repaired. hex beers to bone, “After being builtin Lock Haven the summer of 1955, the Tri-

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