Robert Wesley Bushby
2-24-1927 to 10-14-2018
Update 1/12/2019 - minor changes
My dad really enjoyed aviation and helping everyone in aviation, both in and outside the Experimental Aircraft Association (EAA). He attended the EAA conventions from day 1 for 64 years in a row, not missing a year. (Most likely the person with the highest attendance record at this time.) This is why I am dedicating this page to him and his aviation. If you have anything that you want to share, please send it to me.
Dad and his wife Sharon |
The above three photographs were taken during my dad's induction into the EAA Homebuilders Hall Of Fame in 2005.
Bremer County Independent Newspaper, July 27, 1960 |
The Midget Mustang (or Long Mustang) was to become a production airplane made by Schweizer Aircraft, until the passing of designer Dave Long. My dad worked at Schweizer building six production prototypes, the first one being the N35J. I do not recall the exact detail how or why the N35J was damaged in Iowa, however after Schweizer dropped the production, my dad ended up with parts from it and rebuilding it. (Mid Atlantic Air Museum [MAAM] who has the N15J updated me that the N35J may had been ground looped. Thank you! Click "here" for MAAM website.) Unfortunately the FAA came along and said he could not re-use the N35J registered number because it was reassigned to a Beechcraft J35 Bonanza in 1958 (being the Midget Mustang did not have a production certificate). My dad then obtained N15J in its place because of the ease to change the N-number. When you compare the N-numbers in the photographs, you can tell how my dad modified the paint job.
This next text is from a typed document I believe was intended for advertising the Midget Mustang, circa 1960.
"Bushby Midget Mustang"
"The Bushby Midget Mustang is a modernized and updated
version of the famous Dave Long Midget Mustang. This aircraft was originally
designed in 1947 by the late Dave Long, who at that time was chief engineer for
Piper Aircraft Co., as a high performance and fully aerobatic sport airplane.
In 1951 all drawings, jigs, fixtures, and parts on hand were acquired by Dr. F.
Torrey and R. Bushby. Their intentions being to develop a sport aircraft for
construction by the amateur aircraft builder.
Although the Bushby Midget Mustang is identical in exterior
configuration to the latest Long model, it does incorporate construction changes
designed for the homebuilder and sport flyer. These changes include
standardization of materials to make use of the new alloys that are readily
available today; construction simplifications; cockpit and canopy changes for
more pilot comfort.
The Midget Mustang’s 9G structural strength and low power
loading give a true high performance and fully aerobatic sport plane, as well
fast cruise speed for cross country flying. The Midget Mustang can be powered
from 65 to 150 HP. Level flight speeds to 230 MPH with a rate of climb in excess
of 3,500 FPM are possible. The most popular powerplant is the Continental 85 HP
model, which can be equipped with fuel injection when an inverted flight fuel
system is desired. Because of their low cost the Lycoming 125 HP G.P.U. engine
is becoming popular.
Flight characteristics are very good. The low center of
gravity and wide landing gear results in very ground handling, and visibility
over the nose is adequate. Take off run is short and initial climb angle is
steep. The different aileron travel used reduces the rudder requirement
considerably, very good aileron rolls can be executed simply by raising the
nose slightly and applying aileron pressure in the desired direction, with both
feet on the floor, completely off the rudder pedals. Stalls are proceeded by
ample warning in the form of the tail buffeting and reduced stick pressure.
Recovery is rapid upon application of power or relaxing the stick back
pressure. Full power on stalls however may alarm the novice pilot. The nose
attitude with full power is very high and the stall quick, with engine torque
tending to drop a wing. Stalling speed with full flap is 57 MPH, without flap
stall speed is 63 MPH. Landing is very similar to that of a Piper Pacer. While
on downwind leg at approximately 130 MPH the flaps are lowered to 2nd
position. Full flaps are applied at 90, and an approach speed of 80 is
maintained until “over the fence”. Flare out is executed at 70, and the plane will touch down nicely at 55 to 60 MPH. The flaps are very effective in
eliminating any floating tendency.
My dad's passion was aviation. It did not matter of what type. He enjoyed planes used in air races, which is one reason he picked up the "Long Midget" to build and to help others to build. In the 1950's the popularity of building your own plane became a reality for many. The EAA came along to help join the airplane designers with the builders, helping each other in the crusade of home built aviation, and to find a new path of certification from the FAA so the planes could be flown. My dad obtained EAA membership #26, though that was because he had not decided the first day to sign up, or he would have had an earlier #19 (needed to borrow the $5 fee). He went back the second day with $5 in hand.
The next 4 pages are from the Sport Aviation magazine, dated May 1960. An article written by George Hardie, Jr. can be found starting on page 5. I want to thank the EAA for giving me permission to scan and load this article into my blog. This was the beginning of "Bushby Aircraft" and our selling of the Midget Mustang kits. You can find out more on the EAA by clicking "here".
I would help layout and build kits for builders, tracing out parts from templates, sheering aluminum, and bending spars. Of course a lot of time was hanging out with my cousins getting into trouble.
The years at Rockford, and the beginning years at Oshkosh were probably the best for me. That is when my dad held forums on how to form aluminum ribs and bulkheads. No fancy tools required. He would stand up in front of the audience and explain the technique as he formed. In the display tent we were at, there was a mockup of a Midget Mustang bulkhead and spar that was laminated and riveted by hand. Rib blanks and all the stages to the finished rib were on display as well. Fluting pliers were made by hand using a standard adjustable wrench with brazed copper pipe contoured and polished for the flute. A brass bar with a slit was on display for forming the rib lightening hole flange. (A build from scratch approach, or a roots airplane build if you will.) All of which he had me use while in the tent to show others how easy it was. Later, my uncle made a composite set of fluting pliers that my cousins Harvey, David and I went around selling for my uncle. That, and we sold the back cutoff of the Midget Mustang bubble canopies as windshields for open cockpit planes. I think my cousins and I thought we were entrepreneurs, making sure we got our cut of the money, and we enjoyed spending it on sodas and burgers (squirt guns and balsa planes too).
One thing I enjoyed learning was forming the firewall. We would pack the stainless cut blank in dry ice, and after it cooled down, we quickly placed in on the form block and bent the flange with a plastic mallet as far as we could, then used a lead bar to wack the flange over the form block and into the flutes that were in the form block. No spring back for the most part.
My dad still had a day job (actually night job). He worked for Sinclair Research in Harvey, Illinios, which later became Atlantic Richfield Company (ARCO). He then went to work at the Westinghouse armature rewinding facility in/near Chicago. Eventually he quit there and worked Bushby Aircraft full time again.
First Time Flown to EAA Convention, Rockford, IL, 1966 |
I still wonder the real reason for the Mustang II. Yes, builders were asking for a two seat version of the Midget Mustang performance. It could have been a tandem, but ended up side-by-side. What I thought was funny, even as a kid, was potential builders at the EAA convention would ask my dad to take their wife up, hoping she would be thrilled enough to allow her husband to spend the money, and time, to build the Mustang II. For the most part I believe it worked.
In 1971 I started making the fiberglass cowlings, wing tips, wheel pants for the Mustangs. I was getting more involved, and realizing that the Midget Mustang and Mustang II were a world wide popular airplane. Especially in Australia. One Australian builder changed the cowling to remove the "bug eyes" used to direct the air cooling over the cylinder heads, to a annular ring around the spinner. I asked my dad if I could modify his cowling to experiment and he said yes. The next photograph was the outcome. In the end I am not sure there was much gain in cooling.
Another trial I remember was hurner wing tips. We flew one side with the standard wing tip, and the other with the hurner tip. We really did not do enough study, though my gut reaction was they seemed to give us a better turning rate of climb, perhaps because of the longer extension to the wing.
Shortly after that my dad finally remembered his dream that he kept beating his head about. That was on how to adapt a folding wing to the Mustang II. Many builders wanted to save space, or share space, especially in the winter months. By folding the wing you could either take it home, or park the Mustang II under a high wing in the hanger. I ended up creating the drawings for that after my dad prototyped the parts.
Charles Taylor Master Mechanic Award presented by the FAA to Robert Bushby (1992) in honor of Charles Taylor, the first aviation mechanic in powered flight.
List of awards:
1966 - Outstanding Design Award (3rd place) for Mustang II
1967 - August Raspet Award
1973 - August Raspet Award
1986 - Stan Dzik Award
1992 - Charles Taylor Master Mechanic Award
2005 - Write Brothers Master Pilot Award
2016 - Recognition For Mustang II Design Flying For 50 Years
Planes my dad has flown:
(plane certificate numbers as noted in log books)
(Student Pilot 8/2/1943; Graduated High School 1944; Private Pilot 3/30/1945)
(solo in J3 Cub NC32731 8/14/1943 8h:10m accumulated logged flight time)
Piper J3 Cub 24764, 38302, 26845, 27156, 33138, 32731, 35511, 38302, 92396, 3437K, 1530N, 3200N (1943-74)
Piper J5 Cub 31225, 32573, 35181, 41220(J5A) (1945-58)
Piper J2 Cub 19556 (1948)
Piper PA-12 Super Cruiser 4052M (1948-50)
Piper J4F 28221 (1949-50)
Piper PA-11 78730, 4052M (1950-52)
Piper PA-22 Tri-Pacer 1226C, 31410, 1314C, 6037D, 7343D (1955-81)
Piper PA-17 Vagabond 4881H (1957-60)
Piper PA-23 2108P (1964)
Piper PA 18 (1966)
Aeronca Cheif 31700, 31917, 33802, 33807 (1944-55)
Aeronca 7AC Champion 81856, 84476, 85049, 85049, 85782, 92556, 1833E, 2349E, 2512E 2782E, 3551E (1947-87)
Aeronca 11AC Chief 1294H, 4270E, 9124E, 9444E (1949-64)
Aeronca 65CA Super Chief 36547, 36867 (1950-55)
Aeronca 2349E (1950)
Aeronca 65LB 34496 (1951)
Aeronca 15AC 1294M (1955)
Aeronca 11CC 42702, 4119E, 4270E (1955-66)
Aeronca 7FC Tri-Traveler 3551E (1961)
Taylorcraft BL 65 23818, 23626, 26678, 27517, 27518, 27627, 27592, 29458, 29583, 29725, 36085, 36179, 36365, 39192, 95145 (1944-62)
Taylorcraft BC 65 29725 (1947-50)
Taylorcraft 29583, 29750, 6635N (1955-60)
Taylorcraft L2 50767 (1994-98)
Luscombe 8B 39054 (1945)
PT-19 M62-175 46729 (1945)
Waco UPF-7 39370 (1948)
Waco AGC-8 66206 (1951-52)
Aercoupe 415C 94019, 99111, 2291H (1949-66)
Meyers OTW-145 34335 (1951-62)
Porterfield CP-65 25537 (1951)
Cessna 140 38743, 72558, 73000, 76780, 89435, 5343C, 2352V (1951-75)
Cessna 170 1292D, 3109D (170A) (1951-65)
Cessna 120 77317 (1954)
Cessna 195 9325A (1956-61)
Cessna 182 8437T (1962-63)
Cessna 180 3041M, 4301M (1963-65)
Cessna 172 98876(P), 7279A, 9802T, 7826X(B) (1968-96)
Cessna 175 6748E, 9408B (1982-95)
Cessna 150 60260, 60263, 61134, 7137F (1984-01)
Cessna 177 30564, 3497T (1998-2004)
Cessna 152 24947 (2000-03)
Culver LCA Cadet 37843, 34785 (1951-59)
Luscombe 8A 71819, 1394K (1952-1977)
Luscombe MBE 1560B, 2782K (1956-57)
Fairchild PT-19 54701 (1952)
Stinson 108-2 9743K, 6422M (1960-63)
Beech Bonanza G35 4647D (1961)
Global Swift GC-1B 80727 (1975)
Mooney M20C 9331V, 34BE, 84BE (1975-94)
Midget Mustang 7009S (1989-92)
Fairchild 24 77645 (1995-98)
Navion 4 4808K (1998-03)
Mustang II 24GL (2003-04)
Midget Mustang N35J July 4, 1955,
Rebuild test flight N35J at Morris September 12, 1959
N35J became N15J, first flown August 5, 1960
Last logbook entry N15J August 4, 1963
Mustang II N1117M test flight July 8-11, 1966
Last logbook entry N1117M March 28, 1992
Robert W. Bushby's Total Time Logged from 5/4/1943 to 12/18/2004
4,742.9 Hours
Autobiography of Robert Bushby
My airplane interests started in grade school as an airplane
model builder. Usually rubber band powered models. Aviation has always been my
hobby, even to this day. My first airplane ride, at age ten, was in a Ford
Trimotor. Second ride was in a Stinson SR-5.
My family moved to rural Minooka, IL, in 1941. Attending
high school in Minooka was very compatible with my desire to fly. As a high
school junior I would skip classes in the afternoon, hitch hike 8 miles to the
Joliet airport for a flying lesson and arrive home at the time I usually
arrived home from school. I earned money for flying lessons working for neighboring
farmers at $3.00 per day. Not much by today’s standard, but Cub rental was only
$6.00 per hour then. My first solo flight in a J-3 Cub was in 1943. I graduated high school in 1944. I obtained my
private pilot license in 1945.
I attended the University of Wisconsin a short time prior to
military service, which consisted of aircraft maintenance school at Keeler
Field in Biloxi, MS, followed by time on Guam in the 4th Emergency
Rescue Squadron as a B-17 flight engineer. In 1948 I graduated from the Lewis
College (Lockport, IL) aircraft maintenance course as an A&E mechanic. I
added the IA rating to the certificate when the program became available. I am
still active in aircraft maintenance.
In 1948 I established the Bushby Restricted Landing Area
(RLA) on the family farm. This RLA is still in operation. During the 50’s and
60’s this was a mecca for the local aerobatic flyers. A good weekend would
often find three or 4 clip wing Cubs, Pits, and other aerobatic types. It was
of interest to observe the evolution of the Pete Meyers clip wing cub to the
highly modified aircraft it is today, that hangs displayed in the EAA Museum.
I joined EAA in January of 1953 at the inaugural meeting. I
had attended previous meetings at the Curtis Write airport after seeing a
notice by Paul Poberezny in the Popular Aviation / Flying magazine. My EAA
number is 26, and my technical counselor number is 20. I have attended every
EAA national convention from 1953 through 2015.
I attended the first Witman Field convention in 1956 flying a Cessna 195
from Joliet, IL. I have had homebuilt aircraft at the EAA national convention continuously
from 1960 to 1992, at which time I terminated my Mustang business. My prototype
M-II, N117M still attends with the new owner.
The FAA pre-cover inspection of the first wing of my
prototype Midget Mustang was January 1953. Completion was not until 1959 due to
employment changes and time spent in San Antonio, TX where six Midget Mustangs
were built. The FAA inspector’s statement after inspecting the wing that I was
constructing was discouraging. He asked if I planned to obtain a type
certificate for the plane. If not, I would not be permitted to fly it. Fortunately
the EAA has been able to change this policy and this is no longer a problem.
I closed my aircraft maintenance shop in 1953 for the short
session in San Antonio, where six Midge Mustangs were built in 1954 and 1955. My
“prototype” Midget Mustang has a unique history. It was the first of six to be
built in San Antonio as N35J. It was severely damaged in a 1956 accident in
Iowa. I used the parts from N35J to complete my Midget Mustang, and as
registration would have been the same I used that number on my plane. The FAA
had cancelled that registration so I had to change it to N15J. Pictures of N35J
and N15J are of the same airplane.
After returning from San Antonio in 1955, and knowing that
full time employment was needed to support my aviation hobby, I went to work
for Sinclair Oil Company in the Engine Research Laboratory, continuing the
Mustang business as a part time venture.
Following three years of design and construction, the first
flight of my two place Mustang II was July 1966. I picked registration number
N1117M as it was easy to paint. To get familiar with the Mustang II control
response as I had been flying an Ercoupe the previous three years, I may have
carried the “high speed taxi” to extreme. My grass airstrip is 1900 ft. long.
The procedure used was to take-off, maintaining 3 feet for a few hundred feet,
then land. Then repeat the process going back the other way. The canopy and
cowling were not installed at this time, creating lots of drag and preventing
me from floating into the neighbor’s corn field. Three weeks later in July of
1966 at the EAA Rockford national convention I received the third place award
for outstanding design. The Mustang work was becoming too much for a part time
venture so I left Sinclair in 1970. I operated the Mustang business full time
until September of 1992, at which time Mustang Aeronautics took over.
I conducted Metal Aircraft building forums at Rockford and
Oshkosh for 25 years. I developed tools (hole flanger and fluting plier) and
techniques for working with 2024-T3 “hard” aluminum. I demonstrated these
techniques at the forums. These tools and processes made it possible for the
homebuilder to fabricate metal aircraft without the need for heat treatment or special
equipment. With the advent of today’s quick build kits these techniques are
seldom used.
I was an early member of EAA Chapter 15, meeting at St. Rita
high school when the prototype EAA Biplane was constructed. Chapter 15 now
meets at their building on Lewis Lockport Airport. In 1956 I was instrumental
in forming EAA Chapter 95, now located at Morris, IL airport. From 1974-77
Chapter 95 hosted the AC Flight Rally. This was a three stop efficiency race
from Flint, MI to the EAA Rockford national convention. I contributed to the
formation of EAA Chapter 260 and I am a lifetime member of that chapter.
Chapter 260 is based at Lansing, IL. I am still an active member of all three
chapters.
Prior to EAA I operated an aircraft maintenance shop at
Ottawa, IL, from 1948 to 1953, specializing in fabric aircraft. Aircraft fabric
then was cotton and linen. Ceconite had not been invented yet. Restorations
completed there were a “totaled” Piper J-5 in 1949, a Waco AGC-8 in 1952, and
after closing that shop and working in my hanger at home I restored a Myers OTW
in 1958, along with a Taylorcraft L-2 in 1954.
Since retirement in 1992 my hobby is visiting airports
(having visited more than 200 airports). I enjoy traveling throughout the
Southern states by means of a Motor Home. I have an 18 x 24” poster in the rear
window showing Homebuilt Aircraft. This poster was given to me in early 1960 by
then EAA director, the late Marty Headtler. This poster has lots of miles on it
and gets attention at airports and on the road. In areas where there are a lot
of airports I may travel less than 200 miles per day. When not traveling, or
hanging out at the local airport, I have a partially completed Mustang II in
the hanger that keeps me busy.
1937 — First airplane ride in Ford Trimotor
1943 — Solo in J-3 Cub
1944 — Graduated high school
1945 — Private pilot license number 300894
1948 — A&E Mechanic certificate number 1001861
1948 to 1953 — Operated aircraft maintenance shop at Ottawa, IL
1948 — Established Bushby RLA, 2nd RLA in the state of Illinois
1949 — Restored Piper J-5
1950 — Commercial pilot license
1952 — Restored Waco AGC-8
1953 — Joined EAA, member number 26, and started Mustang kit buisiness
1954 — Multi-engine rating
1954 to 1955 — Midget Mustang construction, San Antonio, TX
1966 — Outstanding design award (3rd place) for Mustang II
1967 — August Raspet award
1973 — August Raspet award
1986 — Stan Dzik award
1992 — Robert Taylor Master Mechanic award, honoring 50 years activity in aircraft maintenance
2003 — Technical Supervisor for N120BS, an Antalis homebuilt that was awarded the Bronze Lindy that year
2005 — Write Brothers Master Pilot award, given to pilots with continuous flying of 50 years (for which I had 62 years at that time)
Founding member of EAA Chapters 95 and 260
MUSTANG builders have had 6 Oshkosh Grand Champions, more than any other design.
1937 — First airplane ride in Ford Trimotor
1943 — Solo in J-3 Cub
1944 — Graduated high school
1945 — Private pilot license number 300894
1948 — A&E Mechanic certificate number 1001861
1948 to 1953 — Operated aircraft maintenance shop at Ottawa, IL
1948 — Established Bushby RLA, 2nd RLA in the state of Illinois
1949 — Restored Piper J-5
1950 — Commercial pilot license
1952 — Restored Waco AGC-8
1953 — Joined EAA, member number 26, and started Mustang kit buisiness
1954 — Multi-engine rating
1954 to 1955 — Midget Mustang construction, San Antonio, TX
1966 — Outstanding design award (3rd place) for Mustang II
1967 — August Raspet award
1973 — August Raspet award
1986 — Stan Dzik award
1992 — Robert Taylor Master Mechanic award, honoring 50 years activity in aircraft maintenance
2003 — Technical Supervisor for N120BS, an Antalis homebuilt that was awarded the Bronze Lindy that year
2005 — Write Brothers Master Pilot award, given to pilots with continuous flying of 50 years (for which I had 62 years at that time)
Founding member of EAA Chapters 95 and 260
MUSTANG builders have had 6 Oshkosh Grand Champions, more than any other design.
Lots to still write. In the mean time you can find out more about my dad on Wikipedia of all things. Feel free to donate photographs and stories that you may have to: WesBushby[at]gmail.com.
Other's Photos
Thank you for providing additional photographs that I can post . . .
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Photo by Rick Henry |
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Photo by Rick Henry |
Family Photos
Dad working at engine test lab, Sinclair Research. |
Dad wanted me to wear his famous straw hat and to take a picture of me near this plane. |
The J3 Cub to the right in the above photographs I believe is the Cub I solo'd in.
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Me, Dad, and my son Nick |
Bob's Grandson Nick - Circa 1990 |
Bob's Grandson Nick - Circa 1990 |
Dad in Dan McGarry's P-51 3/4 scale mustang. |
Dad and wife Sharron |
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My cousin's daughter Emily with my dad. |
The above video is from a Paul Moses feature story for AOPA, the "First 100 Members" of EAA.
Dads Dedication and Memorial Service
My dad served in WWII in 1946 and 47, in service to the people of the Unites States of America, honorably discharged at the rank of Corporal. His military occupational specialty was an Airplane & Engine Mechanic 747. He flew as the flight engineer on B17s modified to drop motorboats. He was decorated with the Victory Medal and the Army Occupation Medal.
My dad never talked about his military service with me, by choice. What I can say is that he always felt an attachment to our WWII veterans and made it known to them as he would pass by individuals showing the insignia from that time.
On November 30th, 2018, my dad was given a military honors memorial service at the Abraham Lincoln National Cemetery located in Elwood, IL, and later laid to rest. I have to say it was very honorable service, for both my dad, family, and friends. My cousin Harvey arranged a flyby with a couple other local pilots who knew my dad, and timed their pass perfectly. Many, including myself, were choked up when it happened. I will always see my cousin's Champ in my horizon now, continuing the memory of my dad. Thank you, Harvey.
Here are some photographs of the service. (Photographs are a little out of sequence.)
Fly High Dad, And Help Guide Us
4 comments:
Proud documentation of a great man.
Can’t wait to read more....
Some years back I spent an enjoyable hour or so at Oshkosh with your dad discussing the Midget Mustang and homebuilding. He was one of the true pioneers of homebuilding and his dedication to the art will be missed.
Great post Wes. Sorry for your loss. Happy you are able to post your fathers provenance.
Sorry for your loss and sorry I am just finding out about it. This is your cousin Barbara, John Bushby’s daughter. Wonderful blog about your Dad.
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