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Messages - Brett Lovett

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Documentation / Re: Culver V with square wing tips
« on: October 15, 2012, 01:31:10 AM »
I have some blue prints on this; it looked like a big improvement on the 'V-1'.

What specifically about the V-2 is a "big" improvement over the V-1?  Can you tell by the blue prints if the photo that Bill posted above is in fact a V-2?

Documentation / Re: Culver V with square wing tips
« on: October 15, 2012, 01:20:14 AM »
Bill,  Any chance you can read the N number from that photo?  I can see there is one on the underside of the left wing, but I cannot read it in the scan.

Documentation / Re: Culver V with square wing tips
« on: October 15, 2012, 01:19:22 AM »
Digging around a bit, I found reference to a Culver V-2, N48S, Serial Number V2-514, deregistered 6/15/1971.    With V2-501 and up being eligible on the type certificate, this implies that at at least 14 V-2s were built.

I've seen Mark Trimble's Culver V / Superior Satellite, N80281 (a really beautiful airplane, and the only V I've seen in person).  Although it is listed as a "Superior, Culver V" on the aircraft registration, it shows as being manufactured in 1946 with a serial number of V-200, which would make it a Culver, not a Superior.  Mark's other V is N44652, Serial Number V-43, also registered as a "Superior, Culver V". 

From what I can find, Superior started building the Satellite (identical to the Culver V) in 1956 (likely starting with serial number 526).  The mis-identification of Culvers as "Superior" on the registration certificate, even though they were built by Culver prior to the existence of Superior is a rather common occurrence.  The highest number V that I can currently find registered is V-356 (N3137K), which is registered as a Culver V, not a Superior.  I cannot find that any aircraft built as a Superior Satellite are still registered.  I found a couple of references that state 6 total Superior Satellites were built.

In looking through the records for the Culver V, I'm also finding revoked registrations for V2-509 (N3144K) and V2-511 (N3146K) that were mis-registered as Vs instead of V-2s. 

Culver General Discussion / Re: Franklin engine and prop
« on: October 04, 2012, 06:49:19 PM »
No, you certainly wouldn't be limited to using the propellers approved for the Culver LFA, and I don't think you'd be limited to using certified propellers either.  The diameter and pitch (static RPM) requirements wouldn't apply either.  There would probably be a maximum diameter appropriate to the Fisher Celebrity. 

With a metal or composite prop, you should probably check with the propeller manufacturer to make sure the specific prop won't have any undesirable harmonic resonance characteristics in combination with the 90 hp Franklin.

Culver General Discussion / Re: Franklin engine and prop
« on: October 03, 2012, 05:15:18 PM »

I assume you are talking about a type certificated biplane.

You would need to first refer to the Type Certificate Data Sheet or Aircraft Specification for the aircraft you intend to install the engine and propeller on.  If the engine is approved for installation there, the approved propellers and limits should also be listed there.  If the engine is installed under STC or Field Approval, the propeller installation should also be specified and approved there.

Type Certificate Data Sheets and Aircraft Specifications as appropriate are available here:


Documentation / Re: Culver V with square wing tips
« on: September 26, 2012, 11:26:00 PM »
I ran across this photo of a Culver V with squared off wingtips.  Does anyone know anything about this?

Any chance that is a Model V-2?  The TCDS entry for the V-2 states "Same as Model V except for new wing outer panels, ailerons, flaps, wing fillets and tail fillets; revised wing main panel trailing edge, fuel tanks and flap and stabilizer control systems."

I can't find any photos I can verify as a V-2 and I'm not finding any currently registered.  Does anyone know how many V-2s were built?

Culver General Discussion / Re: Cadet parking brake
« on: August 08, 2012, 10:56:51 PM »
My cadet has had these replaced, so I've never gotten a good look at the original master cylinders.  I understand however that they were adapted from an automobile application (1937 Chrysler?).  Is it possible the welded disc on the pushrod served a purpose when installed in the Chrysler?  The type certificate data sheet does show item 307 for a parking brake at 1 lb. with an arm of -3, but I've never seen any other info on it.

Culver General Discussion / Re: Culver PQ-8
« on: August 04, 2012, 08:52:04 AM »
With the construction of the PQ-8 and PQ-8A (LAR, L-AR-90 & LARB) being almost identical to that of the LCA and LFA, I doubt there was any significant difference in quality.  Also, there are several examples of the PQ-14 (Culver NR-D) that still exist.  Their quality of construction should also be similar.

Culver General Discussion / Re: Culver PQ-8
« on: August 01, 2012, 12:11:11 AM »
There are currently no PQ-8s, and 3 PQ-8As showing on the FAA registry.

N41778  Jamieson J-1 (PQ-8A) is shown as registered to Edward Fatla, but expired on 9/30/2011.
N41781  Jamieson J-1 (PQ-8A) is shown as registered to John Beoddy, but expired on 6/30/2012.

leaving only:

N61468  Jamieson J-1 (PQ-8A) registered to Johnny Nimmons in Pattison, TX as the only currently registered PQ-8A.

I think Bill's information is correct about the PQ-8A.  The PQ-8 however was certified by Culver prior to production (as the LAR on TCDS 2-559 which I believe only applies to the prototype, and as the LAR-90 on TCDS A-748).  If I recall correctly the Army required that the PQ-8 be certified to CAA standards prior to their acceptance.  It's a shame that there are apparently none in existence.  I know of none in museums or elsewhere.  The FAA registry does show categories for the Culver LAR, Culver LAR-90, Culver PQ-8, Superior Culver LAR, Superior Culver LAR-90, and Superior Culver PQ-8, so there apparently were some registered at some time in the past.

Being an aircraft produced early in WWII, I can only imagine that the majority of them were destroyed during the war, and those remaining after WWII have slipped away over the years.  I have an interest in the Waco CG-3A Troop Glider that has apparently also completely disappeared from the face of the earth.  They weren't even used as targets or in combat as far as I can find, and they've suffered the same fate as the PQ-8.

Culver General Discussion / Re: Culver istrument panel
« on: July 23, 2012, 09:21:15 PM »
I'm not familiar with the Waller two-way radio.  I do have a copy of a factory drawing of the instrument panel with cutouts for an unknown radio installation that implies the entire transmitter and receiver did mount in the panel.   I have a battery powered aircraft radio receiver from 1946 that is shallow enough that it would easily fit in the Culver panel so I don't think it would be unreasonable for everything to be there.  Todays radios are made incredibly deep, apparently to minimize panel space.  I'd love to find a transponder shallow enough to mount in the panel.

Culver General Discussion / Re: Culver istrument panel
« on: July 11, 2012, 10:50:46 PM »
US Gauge/Dart Altimeter (early): 

Aeromarine Type 52 Altimeter (late):

Stewart Warner Tachometer (early):
No image currently available.  Started at 500RPM at the 12 o'clock position and overlapped 2500 RPM at the same position.

Aeromarine Type 53 Tachometer (late) angled to show the LFA mounting position but screws would be mounted vertically (LCA would be mounted standard):

US Gauge/Dart Airspeed indicator (early):

Aeromarine Type 54 Airspeed Indicator (late):

Dart/US Gauge Oil Pressure (all Cadets):

Dart/US Gauge Oil Temperature (all Cadets):

Ford Model A Ammeter (Used on Model LFA):

Carwil Compass (undetermined model) (early):
No image currently available.

Airpath "Bubbleface" Compass (late):
No image currently available.  I believe Airpath bought Carwil and manufactured a modified version of the Carwil as the Airpath "Bubbleface" while the inventory of Carwil parts lasted.

Period Culver LFA instrument panel with optional radio equipment (from "Airfacts" magazine).  This panel has the Aeromarine tachometer, US Gauge/Dart altimeter and airspeed, and Airpath compass: 

Culver General Discussion / Re: Culver istrument panel
« on: June 20, 2012, 12:08:52 PM »

I forgot to mention the black on the inside edge of the instrument holes.  I'm not sure what Culver used, but I used a black sharpie marker on a test piece with good results.  All the instruments were back mounted using two screws only (upper left, lower right on most of the instruments).  Top center instrument was a Carwil compass, and later an Airpath bubble face.  Carwil sold out to Airpath sometime in the early 1940s and Airpath continued to build the Carwil compass with a revised case.  The instrument to the right of that is either a Stewart-Warner (early) or Aeromarine (late) tachometer.  It's mounted at an odd angle (rotated counterclockwise 45 degrees) to align the tachometer cable, which was rather rigid on the original installation, with the cable hole though the fuel tank.  On the second row starting from the left the altimeter was either a Dart/US Gauge (early), or an Aeromarine (late) both non-sensitive.  (If the notch in the altimeter hole at 6 o'clock has the black coloring in it that panel probably had the Dart/US Gauge version.  The Aeromarine did not need or use a cutout for the setting knob.)
The instrument in the center of the cluster was airspeed, either Dart/US Gauge (early) or Aeromarine (late).  On the bottom row, starting far left was the starter button, then the ammeter (from a Ford Model A), Briggs & Stratton A-7 ignition switch, oil pressure and oil temperature (both Dart/US Gauge). 

The instruments I designated "Dart/US Gauge" were evidently left over from a special run that US Gauge made for the Darts.  They have a white circle in the middle with a Dart logo.  I have or can get photos of most of both versions of these instruments, and I'll try to post them when I have time to get them all together.  I'm not sure exactly when the change to the Aeromarine instruments for the tachometer, airspeed and altimeter occurred.

I've never seen any photo or documentation that had enough detail to determine what the switch placards looked like.  On the push-pull controls however (carb heat, cabin heat, mixture) they had paper decal labels identical to ones that Aircraft Spruce sold until just a few years ago.  Apparently they changed vendors and I've never been able to track down a source for the old ones.  Images of the decals can be found in older versions of the Aircraft Spruce Catalog.


Documentation / Re: Seat backs
« on: June 19, 2012, 12:20:47 AM »

Naugahyde upholstery is still being made today.  I think the only issue would be finding the closest currently available texture and color.  I've got several naugahyde sample booklets, but I don't have an original sample from a Culver to compare with.


Culver General Discussion / Re: Culver instrument panel
« on: June 19, 2012, 12:13:06 AM »

A couple of years ago I acquired a very original panel that had been removed from an LCA.  We determined that the panel was indeed a walnut veneer on a 5 ply birch plywood, with a total thickness of 3/16".  The walnut veneer is "mirrored" from the center of the panel outward.  The joint between the two mirrored veneers is hidden by the vertical, push-pull control trim piece.  I had a cabinet maker make me a couple of panel blanks for mine.  Let me/us know if you come to a different conclusion.

Yours definitely looks like a very original LFA panel.  The only things I'm spotting that look added or modified are the 2 1/8" hole below the tachometer and to the right of the airspeed indicator, the two diagonal screw holes aligned diagonally around the ignition switch hole, and the additional cutouts around the altimeter hole.  It's very unusual to find an original panel that has had so little modification to it.  (That additional 2 1/8" inch hole could have been something added to the standard panel at the factory.)

I think I got the plywood for the instrument panel from Wick's aircraft, and I can't remember now if it was the Birch/Basswood or Birch/Poplar plywood.

Let me know if you need any info on what goes in each hole on the panel.  The tachometer on the LFA mounts rather strangely (rotated 45 degrees counterclockwise from a normal installation).  Do you have the original placards for the electrical switches?


Culver General Discussion / Re: Culver Photos Wanted
« on: June 15, 2012, 09:10:49 PM »
NC37803 June 1977

Tug of war?  Culver vs. Cadillac?

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