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Topics - Bill Poynter

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Maintenance and Repair / Gear downlock pins
« on: March 21, 2012, 08:37:19 PM »
I've never been very happy with the way my downlock pins engaged.  Getting them to slide home was more tedious than I liked.  Last week I decided to see what was going on.  I checked the rigging and condition of the retract mechanism and found nothing amiss.  What I did find was that although the downlock pins looked like new, I think they were the early design that Service memo #8 requested be replaced.  The nose of the pin was round like a ball bearing.  I had a pair of the taper-nosed pins similar to Paul Rule's drawing.  They completely resolved the problem.  I've attached a photo so you can compare the old and new pins.  If anyone is planning to replace their gear pins, be aware that the length of the bullet nose may need to differ in order to accomodate variations between individual Cadets.   

Maintenance and Repair / Throttle/Landing Gear Interlock
« on: March 19, 2012, 10:32:25 PM »
I've posted a couple of new photos from Joe Maridon.  They're of the throttle interlock that he now has functioning on his Cadet.  here's a link to the photos:

Documentation / Article on delivery of serial 102 to California
« on: March 13, 2012, 10:18:37 PM »
Here's a newspaper clipping on the one-day cross country delivery flight of serial number 102.

Documentation / Last Cadet serial number 459?
« on: March 12, 2012, 03:38:21 PM »
Here's the only thing I've been able to locate on serial #459 in the FAA files.  Before this, I've always thought serial #458 was the last one.  Does anyone know what CAA form 132 is?  Does this mean that serial number 459 was actually completed and licensed by the CAA?

Maintenance and Repair / Woodwork
« on: March 06, 2012, 11:08:19 PM »
Here's a photo of a Langley twin from about the same time period as the Cadet.  Even the cowlings and wheel pants were made from wood.  Only two were built and one of those was based here in Louisville for a short time in about 1965.

Documentation / Info on Cadet prototype N20946
« on: March 05, 2012, 11:10:35 AM »
I've posted the FAA airworthiness and registration files for the prototype Cadet, serial number 101.  The files include the FAA accident report and pilot statement, for the crash into the culvert.  The files also show that the fuel supply in the prototype consisted of a pair of 10 gallon tanks in the wings.  I suppose that means it had an engine driven fuel pump.

Aircraft For Sale / PQ-14 project
« on: February 22, 2012, 05:27:41 PM »
There's a PQ-14 project for sale on Trade-A-Plane

Documentation / N Number originally assigned to each serial number
« on: February 17, 2012, 09:43:46 AM »
Does anyone have a list of the N Numbers that were originally assigned to each Cadet serial number?  I was wondering if the Cadet in the museum in Chile was originally US registered, or was it exported directly from the factory.  It appears to be serial number 445.  Serial 444 is N41726 and serial 446 is the consecutive registration, N41727.  The Chilean registration is CC-PDB.

There's a photo of it on

Maintenance and Repair / Cooling problems
« on: February 13, 2012, 09:00:25 PM »
You've probably see Cadets that have had the air inlets on the nosebowl enlarged in an attempt to resolve high operating temps.  My opinion is that the size of those openings is adequate if everything else about the cooling system is up to snuff.
If you have experienced issues with high operating temperatures, here's an article for you.  This is a link to a really interesting way of measuring the differential pressure between the inlet side of the cowling and the exhaust side.  If the differential is too low, you won't be getting enough airflow through the cooling fins of the cylinders.  This can be caused by poorly fitting baffles, too much air coming into the lower cowl for cooling the oil or a poorly configured exit path for the air leaving the cowling.  In this article, an airspeed indicator is used for the measuring the differential pressure. 

Culver General Discussion / Announcements
« on: February 11, 2012, 02:51:52 PM »
I've just posted 23 Culver Club newsletters from the 1970's.  It's interesting to note that some of the topics we have been discussing were also of concern then.  The internet has made a big difference in response time.  They had to wait 2-3 months for the next edition to be published.

If anyone has scanned copies of newsletters that I haven't posted, please email them and I'll get them up on the website.  Bill

Parts Wanted / Original Airbox for LCA
« on: February 10, 2012, 03:45:36 PM »
Does anyone know where I can get one of these?

Culver General Discussion / Sun n Fun
« on: February 10, 2012, 11:27:03 AM »
Is anyone planning to go to Sun n Fun?  If so, are you taking your Culver?

Culver General Discussion / Culver V Simplifly
« on: February 09, 2012, 09:51:49 PM »
This photo of a Culver V, shows the relationship between the flaps and the horizontal stab when the Simplifly system was set in the "land" position.  The V had very limited up elevator travel.  You really needed this nose-up trim to avoid problems with flairing. 

Modifications / Wing Root Fairing
« on: February 08, 2012, 11:00:15 AM »
I've attached an old photo of my first Cadet, circa 1966.  Note the wing-to-fuselage fairing.  This was on the plane when I purchased it.  It was constructed from aluminum and the workmanship looked really good.  There was nothing in the paperwork concerning it.  Has anyone ever seen one of these on another Cadet?

Also note the nose of the Pitts Special sticking out from behind the hangar door.  This was Gene Soucy's first Pitts (N8J) before it was repainted red.   

Documentation / Culver's Going Places 1946 edition
« on: February 05, 2012, 05:29:17 PM »
I received a copy of a 1946 edition of Culver's Going Places from Paul Workman.  Iíve posted it on the website under Culver Newsletters.  It's mostly centered around the then, about-to-be-introduced, Culver V.  They lay the accolades on pretty thick.  I used to have a V, and some of the claims really seem a over the top.

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