August is here.

I have been on vacation the last two weeks and not able to post so I have a bit of catching up to do.

I had a lot of time to figure out the path for my project and the short version is this: Look original but increase safety and performance where it makes sense. To this end, I've decided on the original style cathedral ceiling and three piece windshield. I'm going to keep the panel as true to the original as possible. I will be buying updated sealed struts and replacing the spars. I'm also going to install a C-85-8 Continental that I just so happened to pick up on my vacation. Actually I picked up a bunch of parts on this trip.

First off was the compass; it turned out to be the key to so much more.

The original Airpath Bubble faced Type 61 Compass that you see in the picture is as rare as hens teeth that you may find loose in a field of four leaf clovers. Its the center piece of the 1941 Cub panel and I could no go original without it. I had met a guy online that was selling a tail post cluster on e-bay (that I also needed for my project) and in the negotiating I asked if I could pick it up in person. He was in Pueblo CO and I was headed through on my way to Colorado Springs. In passing He asked if there might be any other parts that I needed. I didn't figure he would have one but I asked about the compass anyway. He said he though he had just what I needed and we agreed to meet up on my way through town.Over the week or two leading up to my trip we talked about additional parts that I needed and he mentioned that he had a friend with a C-85 that might be willing to part with it, and that he had piles of other old cub parts. I planned ahead and brought enough money that I figured I would not have to walk away from anything just from having a thin wallet. They cleaned me out......

When I got there, Greg (the seller) took me up into his attic to dig through about a thousand square feet of boxes. All were parts from 1940's era airplanes. Most were from Cessna 140's but there were also a few parted out J3 and Super cub boxes as well.

It was hot.

When I say hot, I'm talking about 130 degrees in the attic... This limited searching to 10 minute sessions then back down the latter for more water and to admire his Rearwin Sportster that he is rebuilding. We made a number of trips up into the attic but he couldn't find the box he was looking for. We finally decided to make one more ascent. And as it always is, the box was in the last place he was looking for it. In the box he found what he was looking for. A 3 1/8 inch Airpath B-16 which he proudly held out to me. It's a close compass so I understood why he had mistaken it for what I was looking for but it just wasn't what I needed. I was dejected and tired and VERY hot. I had given up and was headed for the ladder when something caught my eye in a box. It was partially buried but when I pulled it out it was one of those "Eureka!!!" moments. It was the exact compass I needed, and the one pictured above.

To the Airport to see the C-85.

Next we headed out to the dirt strip airport that was home to more airplane carcus' then airplanes. It was dusty and hot, the hangers looked like they could fall down if leaned on, but to me it was a magical treasure chest. I knew I was in the right place when we drove past several Aeronca and Piper frames dutifully rusting in the sun half covered in grass. My host's hangar was packed with broken wings and frames, dusty bins of parts and a couple of uncovered cubs waiting for Rearwin to fly so that they could some of the love lavished on it. From the piles in that hangar, I managed to come up with some ribs to replace the modified ones in my wings. Both of my wings have factory spliced rear spars and the ribs that are over the splice plates were specially built at the piper factory to accommodate the additional thickness at that point. In order to install new spars, I would have to either add a dummy splice plate to fill that gap or to replace those special ribs with standard ones. I also managed to a find a serviceable set of all metal cowlings that were painted the most unfortunate share of wrong yellow.... Easy enough to fix.

About that time the owner of the C-85 pulled in and we walked over to his Hagar (actually a corrugated steel shed) that was packed with relics of our once active general aviation community. There was a Luscom and and a Champ both torn down and left to languish, stacks of wings, old parts and even a 50's era trail bike. It was fun to poke around but what I came to see was sitting on a stand in the corner. Being that it was on a crank stand I was easily able to spin it around a couple of times and instantly tell that even though it has sat since the 70's that it still had compression. we pulled the plugs and took a peek at the cylinders with a bore scope. The walls were mirror smooth and the pistons had a light layer of carbon on the tops. It looked like it had just been run that morning, not 40 years ago.

The original McCauley Met-L-Prop was part of the deal and if all was to be believed, the engine had never had a prop strike and should be completely rebuildable as it only has 924 hours total time. Not knowing for sure what is inside, I was hesitant to buy it, and the issue of a Flanged crank which is not explicitly allowed on the Type Certificate didn't help. The seller made me an offer that I could not refuse and we loaded everything up and I said my goodbyes, we shook hands, and I was off to rejoin the family.

Univair

On our way through Denver I talked my wife into letting me stop by Univair. If you have not heard of Univair, I'd be surprised if you were still reading my blog... It's the best source for original design and PMA equipment for old taildraggers such as the J3. I wanted to pick up an engine mount for my new power plant I had in the back of my truck so I at least had an excuse to stop in.

I wasn't expecting much, I thought it would be a big parts warehouse and shipping center. I know they claimed to make their own parts, but who really does that now a days? Usually when someone claims to make their own parts, they send the drawings off to China and get the parts back via shipping container. I expected to see them changing label and sending parts back out the same doors they came in. Boy was I surprised.

That place is a factory! Not an automated one, but a good old world craftsmanship one. When I told them I was there from Texas, they didn't hesitate to offer me a tour. With my wife rolling her eyes, I gladly accepted and was shown every one of their assembly area's. I saw new sealed struts being made, wings on jigs, fuselages being welded, and parts being stamped on their giant hydro form machine.

The hydro form machine was amazing. It is so big and heavy that the train tracks that they had to have laid to bring it to its current spot are still in the floor. They brought the machine in a placed it, then they built their building around it. It really is the heart of their operation. If you have a Univair cowl or gas tank, any formed aluminum or steal part, it was most likely made on the machine in the picture. Yes the old fat guy is me. I came away from Univair with a healthy respect for the prices they charge. The old adage applies; "you get what you pay for" when you buy from them. These products are made with care, the old fashioned way accept for the laser CAD and other high tech machining) and are as good or better than original.

1955 337's

After acquiring my spoils, I set out to make sure I could hang my new engine on my airframe legally. The problem in short is just a short sightedness on Piper and the subsequent STC holders who based their designs on what Piper provided. It turns out that during the revisions of the Type Certificate that Piper included flanged crank engines such as the A-65-8F, A-75-8F and C-90-8F but they left off the C-85-8F. The F standing for Flanged. All of the small tapered crank engines are approved and the A-65-8F crank is the EXACT same part number as the one used in C-85-8F. It was merely an oversight. Luckily there is a continental service bulletin that states that tapered and flanged cranks can be interchanged during a normal overhaul and are considered the same. There is also a bulletin that allows for the remarking of the engine plate should the crank be changed from one to the other. So armed with those two documents I should have no problem explaining why it is perfectly OK (and most would argue better) to have a C-85 with a Flanged crankshaft installed on my cub. Oh the pleasures of dealing with our Friendly Flying Agency.....

 

The paperwork is now on track.

Just a quick update to say that the registration and ownership records are finally sorted out with the FAA. As of yesterday I now show up as the owner of the currently registered J3F-65 N35447!!!! Aside from the registration I have been working on figuring out exactly what is needed to complete the airplane. I started by contacting a friend of mine who is an AI/A&P. I'll need to have him on board to work under. Hopefully by the time I complete this project I will have the hours and skills to get signed off to take the test myself. Aside from the paperwork, and supervision, it is clear that I was missing some parts and others will need to be repaired or replaced. So far I have sourced a new nose bowl and a damaged lower cowl that I can use as a pattern. I also was able to find a used gear cabane that was in good shape to replace my patched one. I have also found a tail cluster that will replace mine as the one on the fram now has several repairs and a bent vertical tube and longeron. I will also need to remediate the gear fittings to allow for the gross weight modification under the STC provided by Mr. Babcock. I have sent off to Paul to request some drawings for the cathedral ceiling birdcage and patters for the rear windows. I have ordered in and received all the gaskets and seals for my a-65-8 and will have it inspected by my AI before deciding where to with it next. Hopefully the pickling it has was good enough to keep it serviceable after all of these years. If not and it requires a full rebuild I will most likely be looking for a c85 or 90. If its in good shape, I'll replace the seals on it and run it for awhile before deciding if I need to upgrade. I'm still trying to decide on wing tanks. I'm completely convinced that I will replace the spars and install new sealed struts. Aside from those big ticket items I will also need to find a climb prop for the a-65. As for actual work on the plane? None until I get with the AI and make sure he is onboard. I have been painting some plane parts for friends and working on getting motorcycle sold and second 66 mustang finished so I can sell it as well. Between the two, I should have all the funds I need to finish my cub. That's all for now, time to go spend some time with the family!

One piece at a time.

I have not had time to do the complete inventory that is needed, but I have poked through boxes and looked the project over to see a few things that are definitely missing. The first was the master cylinders. Luckily I found a set here in the DFW area for a reasonable price, well at least reasonable for PMA parts, not reasonable in the true meaning of the word reason. I can already tell this is going to be yet another project that I dump a ton of money into and at the end will have something beautiful that is only worth have of what it would have cost just to buy in that condition..... When will I learn?

The instruments are also non-original and probably not even serviceable. The panel they are in is the wrong one. In fact I have two different panels, and they are both from different years. I'll order the correct 1941 panel from Clyde Smith but I'm not sure where to find the instruments. Everyone familiar with Cubs have see the white faced dials with the cub logo on them, but those are for the post war cubs... Mine being a 1941 originally came with the black faced dials with the cub logo on them in white. So far I have not found a source for them. I was able to find a Tach that has the correct logo on black face but the numbers and marks around the perimeter are wrong. I'll keep it on the book shelf just in case.

I know that I will need sealed lift struts, but I will wait until I'm getting close to finishing before purchasing these. They are pretty expensive, take up a lot of space and are fragile. Might as well wait on those. In the mean time I have the original struts I can use for mocking up if needed.

I need a windscreen and new windows, but they can wait until I order the struts, and for the same reason.

Spars....... This is a tough one. The spars I have are original. They came with the plane from the factory and are quite nice. No checking, no cracking, no discoloration that could indicate rot. There is nothing I can see wrong with them. There is not one reason I can find that they should be replaced.... Accept that in my mind they were installed before television or turbines existed. They are old, over 70 years old. Who knows how they have actually been treated? They look nice, but I'm just not sold on their safety. Do I just go ahead and use them but instead purchase a BRS? Has anyone put a BRS in a Cub for that matter? One more question I will now have to go and research. This one is going to trouble me, to spar or not to spar....

To top it off, the person I bought her from had already rebuilt one wing. Do I tear it down and start over? This is getting into the area of "what do I want to accomplish with this restorations?" Do I just complete the work required to get her in the air, or do I make it an Oshkosh Grand champion? Do I want to fly this bird or sell it and buy something larger? I know I want a Cub. I just don't know what I want her to become....

I have to finish my paint work on a Citabria that I am working on. All that is left is painting the last wing, struts, control surfaces, and all the little sheet metal trim parts. The wing is in two cross coats of silver (poly-spray) drying as I type this, once it's good and dry, I'll sand it out and shoot one more coat of silver, then on to the color. I should have that done and out of the shop in a week. Then I have the next hurtle. I have to finish the body work and spray a 66 mustang that I have decided to sell to fund the cub project. Once the paint is done it will go back together in a matter of months, but it will be hard to keep my hands off the cub. I will continue to look for parts and research while the other project is getting out of the way, and will post that research and finds here.

What do you all think about adding a wing tank or two?

Faa Registration is officially in progress.

As far as Government agencies go the FAA is pretty easy and friendly to deal with. Aside from providing all the forms you might need online they also have automated tool to track the status of requests. Going to: http://registry.faa.gov/aircraftinquiry/  and searching the Document Index I can see that they have in fact received all of my paper work. Looking at the FAQ page for registrations, they not only tell you how to look and see when your paperwork arrived, but they also have up to the minute statement saying where they are in the back log of requests. As I write this they are working on requests that came in on June 4th. The Document Index says that mine were received on June 13th so I can safely anticipate my registration being renewed and ownership transferred within two weeks.

The registry alone is pretty interesting. Just for fun I searched to see how many other Ed Gardners there are out there in the friendly skies. I was really surprised to see only one that came up in the registration data base. I was even more shocked to see that he owns a Cub!!!

"What's in a name? That which we call a rose

By any other name would smell as sweet."

Or in this case, that with same name would also buy a Cub.



Whats next?

1. Inventory of the Project
2. Stripping the remaining rigging from the fuse and sending it out for sand blasting.
3. Ordering Spars and sealed struts.
4. I need to determine what landing gear I have and if I will need to make modifications for Gross weight.
5. I need to get the continental engine on a stand (its currently sitting on the old tire that it came home on with a crushed eyebrow... (ouch)
6. Order as many drawings as I can afford and manuals.
7. Re-watch Paul Babcocks wing rebuilding video
8. spend less time surfing e-bay and barnstormers for parts and spend more time actually working

The Data Plate Confusion

Even though there is a vast amount of Piper Cub information out in the ether, some details are just not documented. I quickly learned this when I received the packet of information from Paul Babcock with my STC.

I had sent Paul copies of the documents that he needed in order to legally issue his Supplemental Type Certificate that allowed for different engines and a higher gross weight. The only items he required was a copy of the airworthiness certificate and a copy of my application for N number registration with the FAA. I also sent him copies of my old registration documents, some log entries, and included a picture of my data plate just for fun.

The Data plate for an aircraft in analogous to a VIN number on a car. It is the tiny piece of stamped metal that makes the vehicle conform to the legal definition of what you are claiming it is. It's been said many times before, that with a full set of log books, a bill of sale and data plate, you can build a whole new aircraft. Without the data plate an aircraft is just a full scale model and not a legal vehicle is the eyes of the FAA. That is why I was completely dismayed by a tiny post it note that was attached to my paper work by Paul Babcock.

It read: "Ed, I noticed your data plate - Prewar cubs used an oval data plate, Paul"

I felt my face flush as I read this little note. If what he was saying was true, I had just spent a considerable amount of money on (at best) a paperwork nightmare, or (at worst) a large assortment of Piper Cub parts. I quickly tore into the net looking for any information I could find on Piper Cub data plates. I looked for pictures and read discussion forums, and the conses I found was that was NO CONSENSUS.... At this point I reached out to John Scott.

John Scott is on every cub forum I have found so far. Usually going by the name LONGWINGLOVER, you will hear that name used in revered tones. It usually comes late in argument that has been heating up between forum members, until someone says, "You need to run this by John". Which was exactly what I was about to do.

It would seem with the popularity of this little airplane that there must be millions of them in the air, but unfortunately the truth is far from perception. Though they were once the most common airplane in the sky, today the numbers of true survivors are dwindling. There are several companies building new versions such as Legend Cubs and WagAero Cubbys, but the real thing is in finite supply. So with that knowledge, I shouldn't have bee surprised when after asking for Johns Scott's phone number and giving him a call, he stopped me about 20 minutes into the conversation to ask; "Are you the guy who just drove out Georgia to pick up a trailer and then up North Carolina to buy a cub?"...

Have you ever had the feeling of being watched? It was like that. I'm a pretty private guy (accept for writing a blog) and did not think anyone but my immediate family knew I had just made the trip. After stammering for a bit and a hard swallow I asked him how he knew that. What I found out is that we had talked a few weeks earlier about a different Cub that John had for sale. We had talked through what he was selling and the project I ended up buying and it was decided that I just couldn't afford his. It is beautiful and still up for grabs on Barnstormer is you want one too.

So after the realization that I already knew John sank in, we settled down and began discussing the problem at hand. John believed that I had the correct data plate and was pretty sure that Piper began using the rectangular plates at the start of 1941. So there we had it, one vote for Oval and and for Rectangular... I did the only thing I could think of at the time. I e-mailed the Cub doctor.

Clyde Smith is world renowned for his knowledge of  Piper airplanes. He is affectionately know as the cubdoctor and still lives in Lock Haven where my aircraft was built 71 years ago. He worked for Piper and rescued much of the records on these aircraft and even some of the tooling that was used to build them. I believe he even has in his possession the very machine that stamped the data plates for the cubs at the factory. I felt that surely Clyde would be able to break the tie and answer definitively which data plate style was correct. Was it the Pre War Oval plate or the Wartime and after Rectangular plate. Oval would mean I had screwed up big time and Rectangular meant I had an all original rare bird that was a time capsule and a treasure.

So what was the set in stone answer I received from Clyde? How did he prove it beyond a shadow of a doubt? Well..... This is reply I got from Clyde....

"Ed,

Probably went to the rectangular plate, on the J-3, sometime in 1941 or 42. I can't remember what yours was now.

Regards...Clyde"

So there you have it. Not even the three foremost experts I could find could settle the question of which plate I should have in my possession to make my plane legal. I have to say that from my experience so far, this is not an uncommon problem. So much of what was known is now lost. It was because of this very question that I decided to put all I know and learn while building this Cub down for all to see. I wanted there to be a record of at least one one J-3 that would written down for posterity. I'm hoping in another 70 years someone reads this as they rebuild NC35447 yet again...




Oh, so you are still wondering about the Data Plate? So was I.

I went back to the man who started all this with his tiny round post it note, and I gave my finding s to Paul Babcock. One Oval, One Rectangular, and one I don't remember. But all was not lost. The FAA in all its anal retentive glory required Paul to keep a complete record of every person and plane that his STC was sold to. He was kind enough to help me find a number of 1941 cub owners who I asked the simple question of Oval or rectangular. I even found another cub that was built the same day... It turns out that the definitive answer is that yes, they did switch to the rectangular plate at the beginning of the calendar year in 1941, and I do own a treasure....

Where to begin?

NC35447 is now sitting in my shop. Ok sitting there makes it sound like she is one piece...

There are stacks and boxes and a rack with wings, a fuselage, control feathers, and landing gear legs, all in generally the same area of the building. I stand here looking at this giant erector set that was disassembled when I was only four years old and wonder where to begin.

The truth is that I began this years before I found this plane.

In my head this all started back when this particular plane only had a light layer of dust on her. All my life I had dreamed of building my own plane and because of that I have spent my whole life learning the skills I would need when the time finally came. I walk into this project as a mechanic, welder, painter (auto and aircraft), and a pilot (ok, almost finished with that one). So with basics covered its now time to learn about this plane, it's history, and about Piper Cubs in general.

Unlike most most projects that I have delved into in the past, there is no manual.

I started by doing a records search with the FAA. They had ownership records going back to 1941 when it was rolled off the assembly line in Lock Haven. They also had the record of incidents (accidents) and major work performed, and the title information for both the airframe and engine.

With records in hand, I went online and begin studying everything I could about my particular model of Cub. What I found was that there are some wonderful groups and incredible individuals that are a wealth of knowledge on these old birds. The place to start if you are looking to get on the same path is:

http://www.j3-cub.com
http://www.cubclub.org
http://www.cubdoctor.com

J3-cub.com was an incredible find. I started reading the forum and following the various links and recommended reading that was shared there. It was there that I was put on to the Cub Club and Clyde Smith (the CubDoctor).


From the Cub Club, which I am now a member of, I purchased a complete backlog of all their news letters (Titled Cub Clues) that go back to the mid eighties. Inside these volumes are the accumulation of cub history from the past 30 years, and the knowledge of people who had owned these planes since purchasing them new from the factory. There are first hand descriptions of modifications and flight reports, tips and hints, that can found no where else. I highly recommend them to anyone who is planning on building a Cub that they picked up in pieces. They come in nice yellow binders with the club logo to keep them all organized.

From Clyde Smith I ordered the original build report for my cub. Being a former employee of Piper, Clyde was in the unique position to save all the records when Piper decided to no longer support the cub. If you want to know if the fuselage number, serial number, spar numbers etc, all match on your cub, Clyde is the only place to get it. To top it off he has a line of parts and some of the best knowledge and advice on these aircraft you can find.

With all of this information in hand, I quickly figured out that I had a few hurtles to get over before beginning the actual restoration.

The first thing to overcome was the registration status of my new plane. N35447 was due deregistered by the FAA when the owner that tore her down for the recover failed to respond to the FAA when they asked for the status of the airplane. This is easy enough to get past with a simple FAA registration form (FAA form 8050-1) and a check for 5 dollars, provided I was able to clear up the issue of ownership. I was lucky that the N number in question had not been reassigned and was still available, so with that knowledge and a stack of paper, I was able to send in my registration request and update the FAA ownership records.

When purchasing a plane from an heir, there must be an affidavit of heir-at-law (FAA form AFS-750-HEIR-1) to accompany the corresponding bill of sale (FAA form 8050-2). The last owner who purchased the plane from the widow of the deceased owner obtained both of these forms and provided them to me along with an additional bill of sale transferring the plane to me.

So with two bills of sale, an affidavit of heir-at-law, and and aircraft registration form I was off to the post office. To mail them along with a 15 dollar check (5 dollars for each form except for the most recent bill of sale that was exempt). Hopefully in a few weeks I'll receive the official registration from FAA in the mail and I can begin the build. There was one more hurtle though....

On looking through the logs and paperwork from the FAA, I found that the engine that was last installed in the aircraft was not done in a way that would meet the standards of the modern view of the Feds. The engine was changed back in the 60's with what is referred to as a 337. A 337 form is filed with the FAA any time a major modification that is outside of the type certificate is performed on an airplane. Now that process requires what is known as an STC or Supplemental Type Certificate. Though I may have been able to get the plane an airworthiness certificate with only the 337 and the accompanying logs books, I felt it was much safer to go the STC route.



I found through reading posts on j3-cub that a man named Paul Babcock had spent years of his time and who knows how much of his own money to put together an STC that not only allowed for the permission of the engine swap but also with a minor modification to the landing gear and the installation of sealed struts, a gross weight increase to 1220 pounds. This was a simple decision. I did a search on the FAA STC registry and found a number for Paul. I called him up and chatted with him for a couple of hours (not required but much enjoyed), sent him a check for 300 bucks and copies of my registration request and last airworthiness certificate, and he sent me a packet in the mail. The packet included the authorization for the STC, instructions, and all the factory drawings I would need to complete it.

I'm now ready to begin...

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