We appreciate the support from readers like you at Foxiz. Through your purchases using the links on our site, you empower us with affiliate commissions.
The fuselage from another angle; the rudder pedal crossbar is visible inside the nose opening. (image via AirCorps Aviation)
SHARE
Periodically, we have presented reports from Chuck Cravens detailing the restoration of an ultra-rare Beechcraft AT-10 Wichita WWII advanced, multi-engine trainer, however, it has been more than two years since our last update. As mentioned in previous articles, the project belongs to the Cadet Air Corps Museum and comprises the remains of several airframes, but will be based upon Wichita 41-27322. The restoration is taking place at the world-renowned AirCorps Aviation in Bemidji, Minnesota, and we now have another update on the progress as it stands so far….
Pilots in multi-engine training needed to develop skills in formation flying to prepare for missions in bombers and transport aircraft. AT-10s were a perfect trainer for these much needed skills. (image via AirCorps Aviation)
AT-10 Restoration at AirCorps Aviation
by Chuck Cravens
We are pleased to report that AirCorps Aviation’s restoration technicians resumed work on the AT-10 project for the Cadet Air Corps Museum this fall. The rudder pedals, forward fuselage, elevators, and vertical fin are all assemblies which received attention. Furthermore, several employees made a trip down to Congressman Sam Grave’s place in Tarkio, Missouri to pick up some original parts and assemblies for possible use in the restoration.
The metal forward fuselage as seen from inside the wooden rear fuselage. (image via AirCorps Aviation)
The cockpit section of the forward fuselage is test-fitted to an original, dismountable nose section. (image via AirCorps Aviation)
The fuselage from another angle; the rudder pedal crossbar is visible inside the nose opening. (image via AirCorps Aviation)
. (image via AirCorps Aviation)
The wood structure of the rear fuselage as seen through the cockpit’s open nose. (image via AirCorps Aviation)
Aaron is lightly sanding the first coat of varnish on the wooden skin in preparation for a second coat. (image via AirCorps Aviation)
The original nose section has been mounted, but it will be replaced with an entirely new duplicate. (image via AirCorps Aviation)
The new removable nose section is taking shape in the restoration shop. (image via AirCorps Aviation)
The hole in the center of the removable nose section will hold a passing light. (image via AirCorps Aviation)
Fuselage:
Work continued on preparing the wooden portion of the fuselage for another coat of protective varnish. Also, a new, removable nose section is under fabrication in the restoration shop.
This original rudder and brake pedal assembly has one of the brake linkages in place. The AT-10’s brakes are toe brakes, activated by pressing on the upper part of the rudder pedals. (image via AirCorps Aviation)
The rudder pedal assembly components resting on a bench as assembly begins. (image via AirCorps Aviation)
Aaron begins assembly. (image via AirCorps Aviation)
Aaron is working on one of the brake shafts. (image via AirCorps Aviation)
This shaft tube is one of four in the rudder pedal/brake pedal assembly. It is one of two tubes upon which brake
linkages are mounted. (image via AirCorps Aviation)
The two rudder pedal shafts and one of the brake pedal shafts are shown here. The eight painted arms are hangers which the rudder pedals mount to. The tube without pedal hangers is one of the brake tubes. (image via AirCorps Aviation)
This image shows two of the shafts in place to test their fit. (image via AirCorps Aviation)
A front view shows three of the four tubular brake and rudder pedal shafts in place. (image via AirCorps Aviation)
From inside the cockpit, it is clear that the right rudder pedals have their own shaft, as do the left pedals. (image via AirCorps Aviation)
From inside the cockpit, it is clear that the right rudder pedals have their own shaft, as do the left pedals. (image via AirCorps Aviation)
Vertical Stabilizer
Remarkably, we were able to obtain a new-old-stock vertical fin for the AT-10 project. Although new, we had to remove its skin for a thorough inspection of its interior in case any damage occurred over the 81 years since the fin’s construction. Assemblies like this sometimes tell us their stories in marks, dates, and messages that factory workers may have left within the structure, a possibility that proved true in this case. Aaron found marks which indicated that the Globe Aircraft Corporation built this fin rather than Beech. Indeed, Globe built 600 AT-10s under license for the military.
Another date from inside the vertical stabilizer indicated that December 5, 1942, was the structure’s final inspection date before its covering went on.
This fabric from the fin shows the date December 8, 1942. That date stamp marks the day on which the second and final coat of silver dope was applied to the fin. (image via AirCorps Aviation)
3:25 pm is the latest time marked inside the vertical stabilizer. Other time inscriptions for 1:45 pm and 3:27 pm are also visible, although they don’t show up well in photographs.
Although the date itself isn’t shown, this worker’s pencil mark was probably from either the first week of December or the last week of November 1942. (image via AirCorps Aviation)
This is a Globe Aircraft Corporation inspection
stamp from inside the vertical stabilizer. (image via AirCorps Aviation)
The skin from one side of the vertical stabilizer has been
carefully removed to allow a thorough inspection of the internal structure. (image via AirCorps Aviation)
The craftsmanship of the woodworkers hired for the AT-10 program during WWII is evident in the opened horizontal. (image via AirCorps Aviation)
Here is a closer view of the woodwork. (image via AirCorps Aviation)
Interior fuselage framing around the porthole style windows is another display of 1940’s woodworking craftsmanship. (image via AirCorps Aviation)
Here is an example of what Beech called
“Durawood”. This image shows that Durawood
was made up of many sheets of 1/64 inch thick
walnut layered and glued together. (image via AirCorps Aviation)
Elevators
AirCorps Aviation’s technicians also began restoring the AT-10’s elevators this fall.
Theo works on the right side elevator. (image via AirCorps Aviation)Despite being damaged, original parts like this elevator can sometimes be restored and used on the finished aircraft. If not, they remain invaluable as templates for newly-fabricated replacements. (image via AirCorps Aviation)
AirCorps Aviation carefully inspects original parts, and tags each one of them individually. This practice identifies parts by name, part number, customer, and inspector, and helps keep the project organized.
A tag for the upper tail wheel truss assembly. (image via AirCorps Aviation)
The rudder horn awaits inspection. (image via AirCorps Aviation)
This is a male hinge assembly used on both
the elevators and rudder. (image via AirCorps Aviation)
The lower tail wheel support assembly. (image via AirCorps Aviation)
Tarkio Trip
AirCorps Aviation’s Mark Adams and Aaron Prince made the trip down to Representative Sam Graves’ place in Tarkio, Missouri to bring back some original parts and assemblies that will be useful for the AT-10’s restoration.
Aaron Prince and Sam Graves have the truck loaded and ready to head back to Minnesota. (photo courtesy of Mark Adams)
Although things looked a little disorganized in the early stages of loading up components for the trip back to Bemidji, every single part will be properly inventoried once it reaches AirCorps Aviation’s facility.
The truck is becoming fuller as the load process continues. (image via AirCorps Aviation)
These are various parts and fittings acquired during the trip. Wing attach fittings are shown in the lower right and center left of the photo. (image via AirCorps Aviation)
The maximum speed for aircraft operation with the cockpit enclosure open is the information provided by this placard. All of the original cockpit placards will either be reinstalled as-is, or remanufactured, in the restored cockpit. (image via AirCorps Aviation)
Another placard indicates that the airplane has complied with Tech
Order 02-1-29, which calls for installation of an idle cut off. (image via AirCorps Aviation)
This placard shows the direction of movement for the propeller, throttle, mixture, and manifold heat controls. (image via AirCorps Aviation)
This placard from inside the cockpit lists various flap settings and acceptable speeds for lowering the gear and landing lights. (image via AirCorps Aviation)
Here is another view of the spare cockpit assembly acquired during the trip. (image via AirCorps Aviation)
Another complete cockpit section was retrieved from Tarkio because the roll over
structure and sliding cockpit frame are in better condition than the original. (image via AirCorps Aviation)
Additional landing gear components. (image via AirCorps Aviation)
Landing gear and brake components were amongst the haul of parts. (image via AirCorps Aviation)
Pilot information for the Blytheville Army Air Field vicinity from the center of the instrument panel. (image via AirCorps Aviation)
This is 41-27322’s original instrument panel. (image via AirCorps Aviation)
Several instrument panels were brought back to the AirCorps restoration shop. Fortunately, the original instrument panel from the
AT-10 (41-27322) project was in place, and it will be restored and used in the finished aircraft. (image via AirCorps Aviation)
Seats were another valuable find from Tarkio. (image via AirCorps Aviation)
These engine nacelle assemblies were among the components picked up during the Tarkio trip. (image via AirCorps Aviation)
These engine nacelle assemblies were among the components picked up during the Tarkio trip. (image via AirCorps Aviation)
This is a set of NOS wings with the original fabric and dope finish in excellent condition. Not only is the finish original, but all of the control pulleys and wiring inside the wing are in new, unused condition as well. Unfortunately, despite having never been used, the wings will still need to be rebuilt. (image via AirCorps Aviation)A look inside one of the NOS wings shows why it will have to be rebuilt. Even though these wings have never been used, some of the glue joints have delaminated over the 80 years since they were originally built. (image via AirCorps Aviation)
The wings will be carefully reskinned on one side, with the original skin in place on the other surface. Once the first new skin is in place, the other side will be removed and replaced. This procedure will keep the wing structure properly aligned throughout the reskinning process; it will essentially act as its own fixture.
[wbn_ads_google_three]
AT-10 Ephemera
Several pieces of AT-10 ephemera were also amongst the treasure trove which Sam has collected over the years. For instance, this cover of the Globe Aircraft Corporation’s company newsletter Global Beam depicts AT-10s on the runway.
An AT-10 flight training booklet. (image via AirCorps Aviation)
More rare NOS components which Sam has collected include these landing gear position indicator lights. (image via AirCorps Aviation)
These new, unused original knobs were found and purchased by Sam Graves for the project. They are knobs for the mixture, oil shutter, throttle, and propeller controls. They came in the original parts envelope. (image via AirCorps Aviation)
The backside of the “Abbreviated Check List “ includes a navigation guide for ADF approaches to Freeman Field, near Seymour, Indiana. (image via AirCorps Aviation)
This Army Air Forces Training Command “Abbreviated Check List” for the AT-10 was used only after the pilot had thoroughly familiarized themself with the longer “Amplified Check List”. (image via AirCorps Aviation)
Workers build horizontal and vertical stabilizers for AT-10s in the Globe factory. (image via AirCorps Aviation)
Within Global Beam are photos from the factory floor as workers built AT-10s. (image via AirCorps Aviation)
Want to get involved?
AirCorps Aviation is constantly looking for new technical material related to the AT-10. Due to the rarity of this aircraft, and the relatively low number produced, acquiring engineering drawings, parts catalogs, maintenance manuals, and other documentation has been much more difficult than with our past restorations. If you have any AT-10 material or know someone who does, the team would love to hear from you!
Be a part of helping the AT-10 return to the skies! Contact Ester Aube, by email or phone estera@aircorpsaviation.com or 218-444-4478
Furthermore, should anyone wish to contribute to the Cadet Air Corps Museum’s efforts, please contact board members:
Richard Mallory Allnutt's aviation passion ignited at the 1974 Farnborough Airshow. Raised in 1970s Britain, he was immersed in WWII aviation lore. Moving to Washington DC, he frequented the Smithsonian’s National Air & Space Museum, meeting aviation legends.
After grad school, Richard worked for Lockheed-Martin but stayed devoted to aviation, volunteering at museums and honing his photography skills. In 2013, he became the founding editor of Warbirds News, now Vintage Aviation News. With around 800 articles written, he focuses on supporting grassroots aviation groups.
Richard values the connections made in the aviation community and is proud to help grow Vintage Aviation News.
