Emigh Trojan A-2

Google gives us:

And much more.   Good hunting!

Thanks, but I have found that and other brief mentions in Aerofiles.com and elsewhere.  What I am searching for is more than the specs, rather something more in-depth that would discuss unique aspects, pros and cons of this unusual aircraft.

Check with the Western antique aircraft and auto museum in Hood River Or. They have one. Great museum also.

George Dorman

Thanks for the tip, George, I sent a request off to WAAAM, we'll see if they respond.  I also sent a research request to the Smithsonian NASM, we'll see how that goes.  Cheers, Matthew

Matthew,

I currently own and operate Trojan N8351H. I have almost 10 years maintenance experience

and over 500 flight hours in type. If you will ask specific questions I will try to answer, in regards to

my specific airplane. These airplanes were built with unskilled labor and probably all fly a little

different.

Thanks, Jerry.  My main interest in this type is in the series of design elements used to allow interchangeable parts and reduced cost.  Here are a few questions for you:

1. How do you find the landing gear (all three identical) in terms of ride, maintainability and durability?  Is yours one of early models with smaller wheels or the later ones with all 6x6 wheels?
2. I have heard that the plane can be a little daunting in a spin, recovers well but spins fast and easily and loses a lot of altitude in a hurry.  Thoughts?
3. The canopy design seems elegantly simple, but how do the sliding sections work in practice?
4. Overall, how would you compare this aircraft to other early tri-gear planes, say the Ercoupe or an early Cessna 150?

How do you find the landing gear (all three identical) in terms of ride, maintainability and durability?  Is yours one of early models with smaller wheels or the later ones with all 6x6 wheels?

The landing gear on my airplane has the 500-5 tires and still retains the original Emigh Pat. landing gear oleo struts. My airplane was crash landed early in it's life and the axle/struts have a reinforcing patch that precludes the use of the larger tires. The struts work well but occasionally stick like most struts.( ie PA28 series) . The Emigh struts are unique in that the O ring sealing surface is the inside of the axle tube, therefore the condition of the external surface of the oleo does not effect sealing. However these steel surfaces, the inner and outer tubes do slide against each other and any dirt will cause sticking. I fashioned a simple boot from Black SCAT tubing and this made a tremendous difference in smooth operation. My airplane has been converted to Cleveland wheels and brakes(original Goodyear) and these work great. The center mounted single heel brake pedal is very awkward and takes some getting use to. The main landing gear scissors and wing mounting  are all castings and if one should crack or break you will need a friend with a machine shop. They look delicate but have proven adaquate in operation. The nose gear is significantly different than the main gear and few parts are interchangable. There is no shimmy dampner installed how ever I have never experienced any shimmy. I have read pilot reports indicating some problems. The nose gear on this airplane is heavy loaded, this is the only single engine airplane I've seen that will not fall down on it's tail with the engine removed.  There is no way to hold the nose off after landing for more than a short period. I inspect the nose gear castings frequently and again they look delicate (Magnesium) but have held up well for me.   

I have heard that the plane can be a little daunting in a spin, recovers well but spins fast and easily and loses a lot of altitude in a hurry.  Thoughts?

I really can not answer this question because I have never spun the airplane and have no desire to do so. I have a Pitts Special for aerobatics. A few observations, the airplane has a 0012 symetrical airfoil to make the wings interchangeable,the CG range is very narrow 82.8 to 85.2, the elevator is rigged with only 15 degrees of down travel, the fin is too small , the airplane has very low yaw stability and limited rudder travel. My airplane breaks sharply to the right with very little warning and power off the nose is very slow to drop even with full forward stick. Power on the stalls are more docile due to the airflow over the tail.  Other than the lack of pre stall warning the airplane is no worse than a straight Grumman Yankee. Please note that in the airplane flight manual INTENTIONAL SPINS ARE PROHIBITED. Returning to your question, in my experience the airplane would be a lot daunting in a spin, may recover well may not?, I'm sure the rate of spin rotation would be very fast with large altitude loss.

The canopy design seems elegantly simple, but how do the sliding sections work in practice?

The canopy is simple and works well, it is different than an Ercoupe in that the sections do not slide down into the fuselage sides but up and over to the other side. Only one side can be open at a time, I always brief my passanger that if we both try to get out at the same time ,no one will get out. In the summer I fly with the sides open about 1 inch for ventilation, if I open it more than about 6 inches it causes a vibration from the tail that I don't like.

Overall, how would you compare this aircraft to other early tri-gear planes, say the Ercoupe or an early Cessna 150?

When people ask me about the Trojan I often compare it to a Cessna 150. The 90 HP Trojan airplane has almost identical cruise performance. The mistake often made is trying to make an airplane into something it will never be. The Trojan is a 30 minute evening airplane with an occasional cross country. It will not go IFR, it is not STOL, but if you don't load it up with crap(gyros, radios, lights, instruments, etc.) but keep it light (as possible) it is a wonderful, safe , reliable airplane. Its takeoff and landing performance is very similar to an Ercoupe(that will spin). My only caution is if you are not mechanically inclined or have a great mechanic that understands old airplanes, I would procede with caution. The airplane contains a number of magnesium castings , any one of which would ground the airplane if cracked or broken.There are NO spare airframe parts available.(to my knowledge) With any airplane of this vintage(people were smaller back then) you have to try one on. I'm 6:0 and it is too small for me in regards to leg room. Any more than 1+30 hrs gets painful. However for what I use it for it's just fine.

Thanks so much for the first-hand report, Jerry, it's much appreciated.  I'd love to see any pics you might have, both of the plane inside and out and some of the specific components you describe.  If you have some to share, here or directly to me via e-mail, I would be very grateful.  Cheers, Matthew

Matthew,

I had a little time in a Trojan back in the '60's. My father took care of one for someone here in the L.A. area and we flew it several times. I remember that it had hydraulic struts on the landing gear. It also had a unique feature with the ailerons - if you pulled both sticks together, both ailerons would droop down, acting like flaps. 

The wings were very strong and I'm sure you found the picture of several people sitting all across the wings, which, as you know were interchangeable. 

I've seen one at Oshkosh several times, but don't know how many are still flying. 

I think it was a very good plane.

The one we flew was a little newer than this one, but not by much. It was N8329H and this one is N8317H. 

Warren

Matthew,

I wasflying the Trojan this week and took some pictures illustrating some of the points in my previous post as you requested I will post then all as I get time . Here are some pictures of the nose gear and the mounting casting.

Matthew,

These pictures show the main gear mounting structure, strut, and brake installation.

Above you can see the reinforcing patches added to my main gear after a PIO induced hard landing in the early 50's. You can also see the SCAT hose boots I made to keep dirt out of the oleo strut, after 6 years they are getting a little tired.

Cleveland brake modification done by 337 back when an FAA Maintenance Inspector could make a decision.

Great stuff, Jerry, and not quite as simple as I had imagined from the descriptions.  Thanks!

Here are a few shots illustrating the cramped cockpit and the brake setup. I am 6 ft 0

in tall about 190 lbs. This picture shows my leg angle .

This shot shows the center mounted heel brake installation, at first I found it difficult to apply pressure on on heel while still maintaining a delicate toe on the rudder for steering. As with most motor skills , it becomes second nature with time and practice.  Yes , I hate the orange too, it came that way from the previous owner.

Here is a shot of the canopy installation showing how the two sides slide into each other, ie. only one side can be open at a time. There is a prize if you can identify the treasure behind the antenna.

Another angle.

Here are some details of the fuel system in the Trojan, because of the narrow CG range the fuel tank is a single 28 gallon tank that spans tha entire center section right under the seats. Due to the long thin flat tank, 8 gallons of fuel is ungageable and therefore must be included into the empty weight. A single on/off valve is located on the floor just in front of the spar. One alteration I made was to extend the fuel drain through the access panel, you still have to crawl under the plane to drain it but you don't get drenched with fuel working up through the hole. Looks like this, 

Since the gascolator sticks through the bottom of the cowl, I installed a Steve's gascolator in the interest of safety. It is a fantastic product and eliminates the troublesome bale and bowl gaskets. My airplane has a Piper Cherokee type electric fuel pump installed replacing the now unavailable Autopulse Model 500 originally installed. As you can see the fuel flows from the gascolator to a "T" fitting at the bottom inlet to the electric pump, the black Aeroquip hose goes up to the engine driven pump inlet. The gold fitting on the outlet of the electric pump goes to another "T" fitting on the carburetor, one side of which is electric pump pressure and the other engine pump pressure. The silver fitting is for the fuel pressure gauge. 

The engine driven pump is typical of Continental engine installations and has the only recurring AD on the Trojan.

The fuel system on my airplane has been completely trouble free. I have talked to a Trojan owner that used auto fuel, he said that sometimes he would lose power on clib out but it would always come back!! I only use 100LL in my airplane. There is no auto fuel STC that I'm aware of.

T

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The Trojan is a very interesting design to me.

I own one of Pop Emigh's other designs. I own a Rare single seat  1968 Helicom Commuter Jr H-1B Helicopter that Pop designed in the early 60's N814S  and the coolest part of my helicopter is the Log book endorsements where Harold "Pop" Emigh  has flown my Helicopter.

I have just finished Restoring it and am now it the test stages.

Most do not know it ,but the CHR Safari Helicopter evolved from the Commuter Jr.

Pop Emigh's history is very interesting reading.

 Emigh Trojan A-2

I believe is the same plane hangered in Niles,mi airport for sale

you can see it in the background of a photo i took of my minimax.