Update 10/7/2024 - added EAA designee number.
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 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 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.
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 #18 (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.
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.
October 16, 1967, my dad wrote a paper on flight testing the Midget Mustang. I do not recall if this was ever released. I am retyping using his words and releasing here:
There are two characteristics
that would tend to cause trouble are common to the small aircraft. They are the
directional sensitivity on the landing run, and also sensitivity on the elevator
control. This sensitivity is usually completely forgotten by Mustang flyers
with ten hours of time in it, but does give some difficulty at first.
A good sod runway is preferred
over a hard surface for two reasons. First, the directional sensitivity is
practically eliminated, and secondly the landing roll distance is reduced by
about half.
Several taxi runs at high
speed are recommended, both with the tail on the ground and with the tail
raised. Slow initial acceleration is desirable, and on hard surface 1400 rpm
will give a 60 air speed in about an 800 ft. run. One caution in this respect –
due to slow acceleration the right rudder used to counteract torque effect is
fed in gradual, and in most cases is entirely unnoticed by the flyer. The
effect of this is that if the throttle is cut abruptly the flyer finds he is
holding right rudder that is not wanted, and immediately over controls with
left rudder, thereby making “S” turns down the runway. The throttle should be
reduced slowly to prevent this. These taxi runs should be continued until you
can hold straight and can also watch the instruments. Up to second notch flaps
should be used. If full flaps are used it is possible that you will be airborne
unexpectedly.
I definitely recommend that
you lift off and land straight ahead on the runway several times prior to full
flight. I have used two methods of accomplishing this. I believe the best
method, as it eliminated the need for drastic attitude and a control change is
as follows:
After the high speed taxi
runs, which will have given you an idea as to the power required the lift-off
can be attempted. Accelerate down the runway with an intermediate amount of power
being used, say 1400 rpm (85 Continental Engine). DO NOT blast down the runway
with stick full back. Your taxi runs should have given you an idea of how much runway
is needed to accelerate and decelerate, with plenty of reserve. If at this rpm
the aircraft does not become airborne in the desired distance (1/3 of the
length of the runway as an example), taxi back and try with 100 more rpm. Using
this method of power setting it will be reached where the plane will gently
become airborne. When the plane is felt to be airborne slowly retard the
throttle. As the plane is in the landing attitude it will settle back to the
runway and the rollout will be similar to the normal landing. This technique
can be continued with each flight a little longer until you are thoroughly
familiar with the takeoff and landing characteristics of the plane.
After a few of these tail low
lift offs you can try some with the tail higher, approaching the normal level
attitude takeoff. On this type lift off you will need to transition from level
flight to landing attitude, and as the liftoff speed will be higher more runway
will be needed. As mentioned earlier you will find the elevator control more sensitive
than what you are accustomed to.
I have used this method very
successfully from my 1800 ft. sod strip, with ample space to lift off, fly enough
to check out control responses, and land. As this type operation is entirely in
the ground effect you will find that the air speed will be lower than
anticipated. Although the Mustang-II has a stall of slightly over 60 mph I have
flown it extensively at 55 during these lift off operations. So that the 1800
ft. runway length will not be deceiving let me explain that there was no
cowling on the plane during these liftoff flights. This results in a rapid
deceleration when the power is cut. Otherwise I would have wanted about 3000
ft.
I definitely do not recommend
that you simply blast off on the first flight without the liftoff experience.
In the event of engine operation difficulty you would possibly need to make a
quick return to the field, and would have no real idea as to approach speed, float
characteristics, or runway required.
Of course the Mustang can be
either wheel landed or three pointed. My first few landings were wheel landings,
but I soon found it three points so easy that I have made no wheel landings
since.
On the first flight, feel out
an APROACH to a stall. This will give you an indication of the stall speed. Use
about 10 mph more for final approach speed. A wheel landing can be made in the
conventional manner. I believe the main aspect of the landing, as with any
landing, is to flare out as low as possible. I would recommend using a little power,
say up to 1200 rpm, for the initial landings, as this will flatten the glide
and give more positive control of the approach.
After the taxiing and liftoffs
you will be familiar with the three point attitude of the plane. This will make
three point landings simple. The method recommended is to use full flaps, and a
little power. Flare out the landing glide as normal, and attempt after the
flare to setup the three point attitude. A slightly nose high is OK, but after
about three landings you will be getting them all on at once. After attaining
the three point attitude just hold it there and let the plane settle in. If you
flare is high and you feel that the plane is settling too fast an additional
100 rpm will correct this. If you feel that the plane is floating too far, or
wants to balloon just slack off some on the power that you had originally. I
have watched a person make a find landing with the Mustang although he flared
out 15 ft. high, by just maintaining the attitude and regulating the decent
with the throttle.
As the above described
approach with partial throttle (even though only a small amount of power)
results in a flat approach a clear runway approach is necessary. A completely
power off approach can naturally be made, but things happen quicker.
The 60” diameter x 68” pitch
propeller on your 85 will be toward the cruise side. It should give about 2150
static rpm, and about 2900 maximum in the air.
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 business
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. (This could have changed by now.)
Photo by Rick Henry |
Photo by Rick Henry |
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 (above photograph). |
The J-3 Cub to the right in the above photographs I believe is the Cub I solo'd in.
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 |
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.
Proud documentation of a great man.
ReplyDeleteCan’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.
ReplyDeleteGreat post Wes. Sorry for your loss. Happy you are able to post your fathers provenance.
ReplyDeleteSorry 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.
ReplyDelete