This popular design took to the air for the first time on May 29, 1929, from the rural Minnesota town of Cherry Grove. The brainchild of Bernard Harold Pietenpol, a self ¬taught mechanic and experimenter. It is a high wing two seat tandem open cockpit monoplane. The first, N12937, first flew on 20 April 1933.
The do-it-yourself craze was just getting started as a Depression-born phenomenon when the Air Camper replaced the earlier primary glider as aviation’s favorite backyard building project. It was in 1930 that Modern Mechanics magazine featured the Ford Model A engine as the perfect powerplant for the little homebuilt. The two-seater open-cockpit monoplane is said to land like a Luscombe and handle like a J-3 Cub. In the late 1990s the two seat Air Camper and single seat Sky Scout designs are very much alive, with numerous examples still flying. Modern Air Campers are powered by Corvair, Lycom¬ing or Continental engines.
The Langley 2-4, aka Langley Monoplane or Langley Twin twin-engine utility aircraft built in the United States in 1940. The aircraft was designed to make use of non-strategic materials in its construction and thereby avoid any shortages brought about by war. Two prototypes were constructed, one with 65 hp (49 kW) engines, and another with 90 hp (67 kW) engines. The second machine was purchased by the United States Navy and evaluated as the XNL-1, but the navy did not order the type.
The XNL-1 was sold as war surplus. The Langley was landing in Oklahoma in 1965 and after touch down the brakes locked flipping the airplane over and damaging the fuselage beyond economical repair.
John Pierce and Hurley Boehler had a Stinson 108 fuselage in their hangar without wings, so they decided to purchase the Langley and, following the accident, its wings, engine nacelles, and main undercarriage were mated to a Stinson 108 fuselage to create a one-of-a-kind homebuilt aircraft named the Pierce Arrow, model U-2, serial number 1.
Construction of the airplane occurred at Harvey Young Airport, Tulsa, Oklahoma. Several old timers including John Pierce, Hurley Boehler and Jerry Hinds participated. The name came from Hurley Boehler who said “call it a Pierce Arrow.” Then Jerry Hinds, who was present, said “you two guys are crazy.” From this conversation came the type (Pierce Arrow) and the model (U-2 as an abbreviation for “you two”).
The Stinson 108 fuselage had the original Franklin engine removed and a nose cover added along with a new windshield.
The airplane was licensed in the experimental category as amateur built. FAA records for the airplane shows the approval for flight was issued on July 8, 1966. At this time the airplane was powered by the original engines installed on the Langley Twin, Franklin 90 Hp engines driving Flottorp 70KA54 fixed pitch props.
Toward the end of 1967 the engines were replaced with Lycoming O-290-D engines (115 Hp) driving Sensenich M74DM props. About 1980, the airplane was re-engined, this time with Lycoming O-320 engines driving McCauley 74-64 props.
N6622A
One big draw back was the small fuel tanks of the Langley twin, only 17 USgallons each. To extend the range when flying cross country Jerry Hinds often shut down one engine. As fuel drained he would then restart the engine then shutdown the other engine.Normal cruise was 150 MPH, rate of climb was 2,000 FPM, service ceiling 18,000, and single engine best rate of climb 750 FPM.
FAA records show that it changed registered owners 6 times, with John Pierce being the registered owner twice. One owner is listed on some forms but apparently it was never actually registered to Joe Kennison as there is no bill of sale or registration in his name. Jerry Hinds purchased the airplane in June 1981 and he was the last registered owner on the FAA records. At the time Jerry purchased the airplane it had 551 hours flying time.
Jerry Hinds sold the airplane about 1986). He traded the Pierce Arrow for a Swift to an individual in Aerococa, New Mexico. Apparently the new owner never actually registered the airplane.
The Pierce Arrow was flown in formation with a Pitts Special, named “Foxy Lady,” owned and flown by Mike, a friend of Jerry Hinds. Jerry and Mike flew the pair in airshows in addition to a Swift Jerry owned.
This airplane appeared on the April 1974 cover of Plane and Pilot magazine.
The last information was the airplane was owned by Jimi Genzling of New Mexico.
Eugeniusz Pieniazek was well-known pilot in aviation circles in 1960s Poland, he flew gliders in Polish aviation exhibitions in Sweden, but then the Polish security service tried to recruit him. When he wouldn’t cooperate, they started a file on him and refused to grant him permission to fly. He lost his job and his passport — but, crucially, not his pilot’s license.
Using a Continental aircraft engine and parts from different gliders — the tail from a Foka, the wings from a Swallow — he began assembling an aircraft in his 7-year-old daughter’s bedroom in their apartment in Leszno, about 200 miles west of Warsaw. The tail extended into the hallway.
As each component was completed, he lowered it out his first-floor window and then took it to a nearby hangar for storage and assembly. The wooden plane, which his daughter named the Kukulka, or Cuckoo, wasn’t even that secret. It was the first self-constructed plane registered with Polish authorities, and the national media picked up the story.
After 26 months, the Cuckoo was airworthy. Pieniazek flew it on short trips around Poland for months. In that time, he trained 44 other pilots in the Cuckoo, including several women.
On September 13, 1971, Poland’s borders were difficult to cross. Once airborne, Pieniazek opted to fly due south across Hungary to what was then Yugoslavia. Even though it too was under communist rule, Marshall Tito had broken with Stalin and the Soviet Union in 1948, and since then the country had more or less gone its own non-aligned way. But that route meant flying across the eastern end of Czechoslovakia (now Slovakia) as well as Hungary, both part of the Eastern Bloc. Nevertheless, Pieniazek set off in the middle of a storm and never turned back.
Pieniazek’s supporters didn’t know for months whether he’d made it or not, and the country mourned what they assumed was the loss of their pilot hero. In fact, by flying low under the radar and following railway lines — his main navigational tool was a road map — he had managed to land safely just inside the Yugoslav border in the town of Subotica (now in Serbia) after a four-hour flight.
Without a passport, he immediately was arrested and thrown in prison. The Yugoslavian authorities apparently never informed Poland that they’d taken their do-it-yourself airman prisoner. Seven months went by. Then, one day, the warden simply told Pieniazek to leave (Yugoslav officials held onto the Cuckoo). The airman was taken to the Austrian border, where he managed to successfully apply for asylum in Sweden.
Once in Sweden, Pieniazek spent two years arranging for his family to join him. After some time he was able to retrieve Kukulka. Pieniazek drove to Yugoslavia, paid for two years of hangar storage fees and towed the Cuckoo back to Sweden behind their Volkswagen Beetle with the plane’s wings tied on top. The plane sat at the airport for 17 years before restoration and registration had her back in flight condition.
Eventually, both the Cuckoo and Pieniazek ended up back in Poland. After the end of communist rule in Poland, in 1989, Pieniazek returned home to Leszno, where he founded the Experimental Aviation Association and continued to build planes
In 2005 the Cuckoo took up residence at Krakow’s Museum of Aviation.
The C.P. 1320 Saphire is a two seat plus a rear bench can be added to accommodate an adult (max. 170 lb) or 2 children, low wing aircraft designed by Claude Piel. Construction materials are wood & fabric. The landing gear may be built as a rectractable or fixed tailwheel.
The plans detail construction of both types of gear. Designed with ribs and frames cut out of plywood, it is normally a 2 seat side-by-side, but may be equipped with a rear seat carrying a passengers not exceeding 340 lbs. A fuel tank of 18 gallons (US) is located behind the firewall + 2 additional wing tanks of 18 gallons each may be installed during construction.
The C.P. 750 Beryl has a fully cantilevered wing and dual controls. The prototype is powered by a Potez (French) engine of 115 hp mounted on a pivoting steel engine mount. Robustness and simplicity were the construction main objectives in this design.
The airplane has slotted flaps and ailerons, a steerable tailwheel and a sliding canopy. The Beryl may be used for aerobatics as a single seater, cross country flying or sailplane towing.
The C.P. 750 Beryl is a tandem two seat, low wing aircraft, construction materials are wood & fabric. The landing gear is a fixed tailwheel.
Span: 26.5 ft Length: 22.75 ft Height: 6.9 ft Area: 117 sq ft Fuel: 220 lbs Max Baggage: 80 lbs Max Takeoff Weight: 1700 lbs (N) Max Takeoff Weight: 1400 lbs (A) U/C Track: 7.8 ft Dihedral: 5° 40′ Incidence: 4° 10′ Max Speed: 185 mph Cruise 75% 5,000 ft: 167 mph Cruise 65% 5,000 ft: 155 mph Rate Of Climb: 1200 ft/min T/O distance: 620 ft Landing Distance: 900 ft Vne: 212 mph Approach Speed Flaps Down: 80 mph Stall Flaps Up: 65 mph Stall Flaps Down: 56 mph Range: 680 miles Optimum Climb Speed: 75 mph Complete set of plans 2009: US$275
Engine 115-hp Potez HP range: 115-160 Wing span: 26.5 ft Wing area: 117 sq.ft Height: 6.9 ft Length: 22.9 ft Weight empty: 1060 lbs Gross: 1700 lb Fuel capacity 15.7 USG (aux. 21) Top mph 150 Cruise mph 143 Stall mph 53 Climb rate 900 fpm Ceiling 15,000 ft Takeoff run 600 ft Range 700 ft Seats: 2 Landing gear: tail wheel
Engine: Lycoming, 150 hp HP range: 115-160 Height: 6.9 ft Length: 22.9 ft Wing span: 26.5 ft Wing area: 117 sq.ft Empty weight: 1060 lb Gross weight: 1700 lb Fuel capacity: 35 USG Top speed: 185 mph Cruise: 160 mph Stall: 56 mph Range: 700 sm Rate of climb: 1400 fpm Takeoff dist: 600 ft Landing dist: 800 ft Service ceiling: 15,000 ft Seats: 2 Landing gear: tailwheel
The C.P. 328 Super Emeraude is a side by side two seat, low wing aircraft designed by Claude Piel. Construction materials are wood & fabric, and the landing gear is a fixed tailwheel.
The most significant improvement in the Super Emeraude is a reinforced structure to allow the use of engines up to 150 hp and to be fully aerobatic when flown solo. It is distinguished by a larger and swept-back vertical tail, which improves directional stability. Other¬wise the airplane has all modern features including: slotted flaps, slot¬ted ailerons, single-leg landing gear, steerable tail wheel and sliding canopy. The Super Emeraude is approved for categories N, U and A.
The tail may be built in a straight or swept configuration.
Scintex SA, a mechanical and electrical equipment manufacturer, held an exclusive license to build improved versions of the Piel Emeraude. They built the Super Emeraude with fixed landing gear as the CP1310/CP1315.
CP.1315
Engine: Continental, 100 hp Span: 26.5 ft Length: 21.0 ft Height: 6.3 ft Area: 117 sq ft Empty Weight: 800 – 900 lbs Gross Weight (N): 1545 lbs Gross Weight (U): 1455 lbs Gross Weight (A): 1125 lbs Fuel: 185 lbs U/C Track: 6.72 ft Baggage: 100 lbs Dihedral: 5° 40′ Incidence: 4° 10′ Max Speed: 143 mph Cruise 75% 5,000 ft: 136 mph Cruise 65% 5,000 ft: 127 mph Range: 620 miles T/O Distance: 600 ft Rate Of Climb: 780 fpm Stall Speed Flaps Up: 60 mph Stall Speed Flaps Down: 56 mph Max Speed Flaps Down: 93 mph Approach Speed Flaps Down: 65 mph Optimum Takeoff Speed: 72 mph Vne: 172 mph Complete set of plans 2009: US$325
Engine: Lycoming115 hp Span: 26.5 ft Length: 21.0 ft Height: 6.3 ft Area: 117 sq ft Empty Weight: 800 – 900 lbs Gross Weight (N): 1545 lbs Gross Weight (U): 1455 lbs Gross Weight (A): 1125 lbs Fuel: 185 lbs U/C Track: 6.72 ft Baggage: 100 lbs Dihedral: 5° 40′ Incidence: 4° 10′ Max Speed: 150 mph Cruise 75% 5,000 ft: 142 mph Cruise 65% 5,000 ft: 135 mph Range: 620 miles T/O Distance: 450 ft Rate Of Climb: 780 fpm Stall Speed Flaps Up: 60 mph Stall Speed Flaps Down: 56 mph Max Speed Flaps Down: 93 mph Approach Speed Flaps Down: 65 mph Optimum Takeoff Speed: 75 mph Vne: 172 mph Complete set of plans 2009: US$325
Scintex CP 1310 Super Emeraude Engine : Continental, 99 hp Length : 21.161 ft / 6.45 m Height : 8.038 ft / 2.45 m Wingspan : 27.067 ft / 8.25 m Wing area : 118.404 sq.ft / 11.0 sq.m Max take off weight : 1455.3 lb / 660.0 kg Max. speed : 127 kt / 235 km/h Service ceiling : 14108 ft / 4300 m Wing load : 12.3 lb/sq.ft / 60.0 kg/sq.m Range : 540 nm / 1000 km Crew : 2
CP.1315 Engine: Lycoming, 150 hp HP range: 150-160 Length: 21.65 ft Wing span: 25.9 ft Wing area: 119.5 sq.ft Height: 8.3 ft Weight empty: 1190 lb Gross: 2075 lb Fuel cap: 55 USG Speed max: 196 mph Cruise: 161 mph Range: 950 sm Stall: 53 mph ROC: 1220 fpm Take-off dist: 650 ft Landing dist: 850 ft Service ceiling: 13,000 ft Seats: 2/3 Landing gear: tail wheel retractable
Designed in France by M.M. Blaircacq and M. Claude Piel, the prototype Emeraude CP 30 was powered by a 65 h.p. Continental engine and first flew in 1952. A later development, designated CP 301A is fitted with a 90 or 100 h.p. Continental engine.
CP.30
The Emerald seats two people side by side and has dual controls. The fuselage is a rectangular wooden framed structure with curved top decking and fabric covering. The fin is built integral with the fuselage. The tailplane is a single spar all wood unit. The rudder and elevator are fabric covered. The wings are of NACA 23012 section. The inner portion of the wing is rectangular, and the outer part elliptical. The leading edge forward of the box type spar, is plywood covered to form a torsion box. The remainder of the wing including the ailerons is fabric covered. Slotted flaps are fitted inboard of the ailerons. The main landing gear utilises rubber in compression, and the tailwheel is mounted on a leaf spring. A 17.6 Imp. gallon fuel tank is located behind the firewall with provision for an auxiliary tank of 8.8 gallons.
The Scintex Emeraude (65 hp. A65 or 90 hp.), designed by M. Claude Piel, this two seat light monoplane is built under licence by three French companies, of which Scintex S.A. is the major one.
Scintex SA, a mechanical and electrical equipment manufacturer, held an exclusive license to build improved versions of the Piel Emeraude. Built the CP301C, also in C1, C2 and C3 versions, and the two-seat Super Emeraude with fixed landing gear as the CP1310/CP1315.
The aircraft is also supplied in kit form for amateur construction. Its loaded weight is 1,350 lb. and its cruising speed 122 m.p.h. Range is 590 miles.
Schempp-Hirth KG licenced built Emeraude and Smaragd before passing production to Binder Aviatik KG in 1966. Production began of the CP 301 S Smaragd. Built under license, this aircraft was a deluxe version of the Piel Emeraude.
Durban-based (Genair / General Aircraft (Pty.) Ltd.) built the Piel Emeraude two-seat light aircraft under the name Aeriel Mk II. First prototype flown in October 1959, and first production aircraft in February 1960. Aeriel was subsequently built by Southern Aircraft Construction and Robertson Aircraft Sales, but in September 1962 Durban Aircraft Corporation was formed to continue its construction.
Garland-Bianchi Aircraft Co was formed in 1955 by P. A. T. Garland and D. E. Bianchi to license-build the Piel CP.301 Emeraude two-seat light aircraft, subsequently renamed Linnet. Built two aircraft before a new company, Fairtravel Ltd, was formed by AVM Don Bennett to take over production. Fairtravel Ltd. built three more Linnets, the last being delivered in 1965.
Garland-Bianchi Linnet
The Garland-Bianchi Linnet first flew at Fair Oaks airfield in August 1958.
Garland-Bianchi Linnet
The Fairtravel Linnet was selling at £2,395 ex-works, the standard Linnet has a 105 h.p. Continental O-200 engine, full blind-flying panel with venturi-driven, reconditioned instruments, standard 18 Imp gal fuel tank and an indicated cruising speed, using 72 % power at sea level, of 116 mph. Its useful load makes it possible to carry two people, the full optional 28 Imp gal of fuel and 60 lb of luggage or equipment, for a maximum range of 645 miles. Delivery time of a few weeks is being quoted.
It operates in the normal category at a gross weight of 1,4001b, but the claim is made that it could obtain clearance for aerobatics at a weight limited to 1,2851b, which would still allow two people and normal fuel to be carried. Flight International flew the first Fairtravel Linnet, G-APRH, at Blackbushe with AVM Bennett and found it corresponded quite closely to the French original.
Fairtravel Linnet
It achieved its 116 mph cruise speed at 1,000ft. Elevator ttim, worked from a lever between the seats, was so effective that the aircraft could easily be flown with this rather than with the stick. Dual control is standard, but the right stick can be unclipped and stowed. Trim changes following flap movements were virtually cancelled out by a separate elevator trim tab linked with the flaps. Heel brakes and spring-connected tailwheel made ground handling easy. Visibility through the optional sliding canopy (a hard top with doors is standard) was excellent.
Full blind-flying panel as part of the standard aircraft and the electrical system and starter are standard, as are stall warning horn and fuel-boost pump. A heater is standard.
The original Linnet had a short undercarriage, which gave a very flat ground angle, making three-point landings difficult to achieve without touching the tailwheel first. The legs were to be lengthened by 3in in future aircraft.
The Garland-Bianchi built Linnet II, powered by a Continental C90-14F, were; c/n 001 G-APNS first flown in 1958 c/n 002 G-APRH first flown in 1959, written off on 5 May 1967 c/n 003 G-AFVO not completed and sold to Fairtravel and finished as G-ASFW first flying in 1963 Two Linnet II were completed by Fairtravel with revisions including a one-piece rearward sliding canopy and powered by a Rolls-Royce/Continental O-200-A. These were; c/n 004 G-ASMT first flying in 1964 c/n 005 G-ASZR first flying in 1965
A development of the CP.301 resulted in the Mudry CAP-10.
CP.30 Engine: Continental A65, 65 hp Wingspan: 29 ft 6 n Length: 21 ft Height: 7 ft 4 in Empty weight: 610 lb Loaded weight: 1095 lb Max speed: 118 mph at SL Cruise: 105 mph ROC: 882 fpm Range: 830 mi
At the end of 1981 Piel completed plans of his CP 150 Onyx microlight it should have flown during 1982 but was held back by the demise of its designer. Single seat single engined double monoplane in tandem with conventional three axis con¬trol. Two fin tail. Pitch control by fully flying wing; yaw control by fin mounted rudders; roll control by ailerons; control inputs through stick for pitch/roll and pedals for yaw. Under¬carriage has three wheels in tricycle formation with additional tailskid; suspension on all wheels. Push right go right nose¬wheel steering connected to yaw control. No brakes.
Wood/fabric fuselage, partially enclosed. Engine mounted above main wing driving pusher propeller. The CP 150 is a double tandem monoplane whose front wing has a NACA 23012 profile and is adjustable for incidence. It thus acts as the elevator and is stabilised by an anti servo tab. It is much smaller than the rear wing which has a NACA 23015 profile and a swept back leading edge but an unswept trailing edge. Both wings are cantilevered, the front mounted on two faired supports on which it is articulated, with incidence control via pushrods. The rear wing is fitted with ailerons and has large fins at the wing tips on which the rudders are hinged. The fuselage is largely made from wood as are the wing, wing spars and vertical tail surfaces. Of rectangular section, the fuselage is covered with plywood, the two wings use a covering of Tergal and are de mountable, so that the Onyx is trailer transportable.
Designed for low power engines, the Onyx was tested at the beginning of 1982 with a Solo 12 hp engine.
The 2nd version had a longer wingspan with a fiberglass body. It was developed by R. Francois, an enthusiast for the design. This was the only version with a steerable nose wheel.
The third version, the one that is available as plans, is the wood fuselage with the longer wingspan of the fiberglass body.
The 4th version was the 2 seat produced by Veritas, probably developed by R. Francois.
Engine (prototype): Solo, 12 hp Propeller: 35″ dia. x 14″ pitch Length: 11.6 ft Total Area: 137.7 sq ft, 12.8 sq.m Height overall 5.4 ft, 1.61 m Rear wing span 23.9 ft, 7.30 m Rear wing chord at root 5.3 ft, 1.60 m Rear¬wing chord at tip 3.3ft, 1.00 m Front wing span 14.6 ft, 4.46 m Front wing constant chord 2.9ft, 0.84m Empty Weight: 265 lbs Max Takeoff Weight: 475 lbs Fuel: 5 USG Power per unit area 0.09 hp/sq.ft, 0.9 hp/sq.m Front wing dihedral 0 deg Front wing sweepback 0 deg Fin height 3.5 ft, 1. 05 m Rear wing area 98 sq.ft, 9.1 sq.m Front ¬wing area 40 sq.ft, 3.7 sq.m Total aileron area 6.8 sq.ft, 0.60 sq.m Fin area 8.9 sq.ft, 0.83 sq.m Rudder area 6.8 sq.ft, 0.63 sq.m Rear wing aspect ratio 5.9/1 Front wing aspect ratio 5.4/1 Max Speed: 62 mph, 100 kph Minimum Speed: 28 mph Cruise Speed: 50 mph, 80kph Economic cruising speed 37mph, 60kph Vne: 85 mph Stall Speed: 22 mph, 35kph Take off distance 100ft, 30m Landing distance 200 ft, 60 m Rate Of Climb: 300 fpm Complete set of plans 2009: US$90 Wheel track 4.9ft, 1.50m Wheelbase 5.5ft, 1.68m Nosewheel diameter overall 8 inch, 20 cm Main wheels diameter overall 10 inch, 25 cm Load factors; +4.0, 2.0G
Engine: Solo, 15 hp HP range: 15-20 Length: 11.6 ft Wing span: 24 ft Wing area: 137.7 sq.ft Empty weight: 265 lb Gross weight: 595 lb Fuel capacity: 5 USG Top speed: 62 mph Cruise: 50 mph Stall: 22 mph Range: 200 nm Rate of climb: 300 fpm Takeoff dist: 200 ft Landing dist: 100 ft Service ceiling: 5000 ft Seats: 1 Landing gear: nosewheel
Engine: 18 hp Propeller: 35″ dia. x 14″ pitch Span: 24.0 ft Length: 11.6 ft Total Area: 137.7 sq ft Empty Weight: 265 lbs Max Takeoff Weight: 475 lbs Fuel: 5 USG Max Speed: 70 mph Minimum Speed: 30 mph Cruise Speed: 60 mph Vne: 85 mph Stall Speed: 25 mph Takeoff Distance: 150 ft Landing Distance: 100 ft Rate Of Climb: 450 fpm Complete set of plans 2009: US$90
All Aero 