1952 CallAir Cadet fact sheet: Times are approximate, since I am flying the airplane after rebuild. 1700 +/- hours total time, airframe and engine. The engine is original to the airframe. 70 hours since engine overhaul in 2009. 60 hours since new prop was made specifically for this airplane by McCauley. Magnetos were overhauled in 2017 after the 3 ½ year restoration of the airframe and prior to placing the airframe and engine back in service. A new Marvel-Schebler carburetor was installed. The CallAir Cadet is the same type certificate as the Interstate Cadet
This is what the airplane looked like when we started: It was pretty ragged. Paint was flaking off all over and it appeared that it had been top coated with latex house paint because that stuff was coming off in sheets:
When we got into it, the airframe was sound. It had been stored in a hangar, flown very occasionally, but with few exceptions it was always kept in license. It was owned by two families in the North Carolina mountains for over 55 years. I have the complete history. The spars were good. The other airframe wood was replaced. Fuselage stringers are aluminum and were either straightened or replaced with stock from Ragwood Refactory's supplies in Oregon. Ribs too. Brakes were updated to Cleveland. The original brakes could not be repaired because of lack of parts (and weren't effective anyway). Tires are new and upsized to 7.00x6 for more comfortable use on grass runways (I'm based on a grass runway airport). Fabric was replaced and finished using the Stits process. Glass is all new. Instruments were refurbished by Keystone Instruments.
We had a DER who told us he wanted the rudder pedals to match, front and rear. Go figure. The pedals on the airplane were the way it was built. To make him happy, we found a set of newly-cast pedals at Ragwood Refactory, so everything matches. The interior is custom made and very tastefully done. Shoulder harnesses, front and rear, were installed. Plywood floorboards are aircraft grade plywood, beautifully finished.
We've lavished a lot of attention on this airplane but I think you'd agree it was worth it. The airplane is a great conversation starter at fly-ins. It was the only Cadet built by CallAir with the CallAir name. They built up another Interstate Cadet in 1950 but the CAA made them name it Interstate as they didn't own the Type Certificate. Mine was a pre-production prototype. The project was abandoned in 1968 - the TC sold in 1969. The airplane was originally designed to do one thing train pilots. It is tough and light and has great short and soft field performance. The CallAir home field was Afton WY, over 6,000 feet MSL. My home field is at 2080 feet MSL and is 2800 feet long, much more than I need even on a hot Southern summer day.
The flying characteristics are very straightforward. Solo is from the front seat (mandatory at night which the airplane is not equipped for anyway) but can be done from the back and still keep within balance. Visibility is far better from the front. The engine usually starts for me with the first or second pull of the prop. There is no electrical system and a starter cannot be fitted (C90 dash 8 engine). I've just replaced the camloc cowling fasteners installed during the rebuild with pull-down cowling latches to prevent the cowling halves from distorting (lifting) under ram air loads and bypassing cooling air. This is a fix many Interstate owners have applied and it works well. The early post-rebuild pictures show the camlocs; here are the pull-downs:
In terms of availability, the airplane is ready to go. Annual was just completed last month (April 2018) and the first annual after the restoration went very well. I wanted it done by a second set of hands and eyes and we did not find anything other than routine items to take care of. It's a very simple airframe and engine combination and I expect, going forward, no issues beyond normal wear and tear. The paint scheme came from a retired Air Force General who furnished me with the pictures of his favorite airplane when it was in the completion hangar at Afton in 1952. He worked there at the time: The top picture is 1952; the bottom one is 2017
All in all, there's quite a difference between 2013 and 2018:
Aircraft empty weight: 869 pounds Max Gross Takeoff Weight: 1250 pounds Fuel capacity: 15 Gallons Airfoil: NACA 23102 Max Speed @ Sea Level: Cruising Speed: Landing Speed: 112 MPH 105 MPH 38 MPH For further Information: Alex Nelon 828-595-5950 or alex.nelon@gmail.com A full history is on my blog: http://letsgofly.blogspot.com