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Messages - Brett Lovett

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Culver General Discussion / Re: New wings for the Culver Cadet
« on: June 13, 2012, 09:48:42 PM »
It is interesting to note that in ANC-18 (Design of Wood Aircraft Structures, 1944) on page 235 &236 the Cadet spar was the subject of at least 5 test loadings to failure with modifications between each.  The production spar, it appears, was loaded to failure at a moment of 174138 in. lbs. on the fuselage (outboard) attach bolt.


I may have spoken prematurely to modifications of the Culver Cadet spar design.  Any chance you could scan copies of the pages relevant to the Cadet?  The only downloadable versions of ANC-18 I've been able to find online end at page 234.

Culver General Discussion / Re: New wings for the Culver Cadet
« on: June 12, 2012, 06:32:47 PM »
Thanks Bill.  Any idea when they switched to a solid spar?

Culver General Discussion / Re: New wings for the Culver Cadet
« on: June 10, 2012, 10:27:35 PM »
Does anyone know what the difference is between the 1940 "hollow spar" (hollow spot between the wing attach points and landing gear attach points, and the later spars(1941-1942) that this area is solid? Was there a problem with the older hollow spar, hence said problem was corrected.

I wasn't aware there was a "hollow spar", or a change to the spar design.  If I recall correctly the testing for Service Memo 9 was conducted on an August 1941 build aircraft (just a few serial numbers away from mine).   That Service Memo deals heavily with the point of landing gear attachment to the wing spar, and gives no indication of any difference in wing spar construction between serial numbers 101 and 363.  There certainly is not a service bulletin/memo or AD I'm aware of that modifies the spar on a portion of the serial numbers, indicating that if there was a design change it was more likely for simplifying production or a general improvement rather than an airworthiness concern or any serious problem.  Is anyone else aware of a "hollow spar" design, or a change to the spar design made during production?

Documentation / Re: Seat backs
« on: June 10, 2012, 10:01:33 PM »

You sir apparently have the original seat padding.  I've wondered what colors and patterns of naugahyde the factory originally used.  The "Acme Awning, serial #100" is interesting.  I'm not sure what that means.

I've contacted Blocksom & Co. about making new Paratex paddings for the Culver, but they told me it would be rather cost prohibitive.  (Thousands of dollars per cushion.)

Documentation / Re: Last Cadet serial number 459?
« on: May 12, 2012, 10:15:32 PM »
Well that's a disappointing response. 

Parts Wanted / Re: mags
« on: April 15, 2012, 10:22:56 PM »

Based on Type Certificate 226 for the 4AC-199E3 the only approved magnetos are the Eisemann AM-4 and the Eisemann LA-4.  They are both similar, but the LA-4 is radio shielded where the AM-4 is not.  They should both use the same drive gear.

Modifications / Re: Franklin vs Continental
« on: April 06, 2012, 10:34:12 PM »
How about an LCA with a Continental A-75-8 or -9???

Documentation / Re: Newsletters
« on: March 23, 2012, 02:11:53 AM »
Thanks for posting that Bill.  My Cadet was one of the thirteen attendees (I believe the one on the right end of the line closest to the hangar, white with orange stripes).

Culver General Discussion / Re: 4AC-199 Franklin Engine Barn find
« on: March 20, 2012, 11:41:07 PM »

The impulse coupling or couplings are what both make the snap, and retard the timing when the prop is turned slowly forward.  They disengage when the engine is running at idle or higher.  In checking the timing of the mags you want to move the prop CAREFULLY forward just past the point where you hear the click (and remember the engine may immediately start or kick back when you hear the click regardless of anything else unless you have the spark plugs removed).  Then turn the propeller backwards to get to the 28 degree mark where the points should close (or open when the prop is moved forward).  If you turn too far back then the impulse will re-engage and change the timing indication.

The idea of the impulse is to both produce a hot spark when the engine is turning slowly (starting) and to make the plug fire later than normal, closer to TDC in order to avoid kicking back.


Culver General Discussion / Re: Culver Photos Wanted
« on: March 15, 2012, 10:57:11 AM »

I believe that is the factory location, at least for the early production of the Cadets, and probably for some or all of Dart production as well.  Production was moved to Wichita, KS in early October 1940, and most of the factory there is still standing too.  There are several photos of the AB-xxx airplane at the Wichita plant (the one that is in the home page photos), so I thought it might be the first produced there, but Stan Piteau's notes show that it was actually the second aircraft finished in Wichita.  Somewhere in my notes I have the serial numbers for those two.  I'm going to send you some photos of the Wichita factory as it appeared in April 2008. 


Documentation / Re: Last Cadet serial number 459?
« on: March 13, 2012, 01:05:59 PM »

I recommend submitting this for research to the FAA aircraft registry.  I've had considerable success in getting records for deregistered aircraft from them (I've only had one that they couldn't locate records for out of probably 50 or so submitted).  Go to the URL below and enter the N-number and serial number.  You'll get a message about the N-number and serial number not being found.  Click "OK" and then complete the rest of the information requested.  The last several times I've done this I've ended up with the records on CD-ROM, and a bill for $10 (no search or copy charges).  If you go to Oshkosh, you can request the records there at the registration desk in the FAA building, and there will be no charge at all.


Documentation / Re: Last Cadet serial number 459
« on: March 13, 2012, 12:08:22 AM »

This certainly makes it appear that there was a Culver LFA, NC41737, s/n 459 with a Franklin 4AC-176-F3 engine installed, manufactured on March 23, 1942.  I've never come across a "Form 132" before and the typed format makes me wonder if this was a CAA form, or a Culver form.  The assignment of an "Identification Number" indicates that the aircraft was registered with the CAA.  The manufacture date indicates that the aircraft was completed.  This does not indicate that an airworthiness certificate was issued.

You indicate that you located this in the FAA files.  Was this the result of a request for research of the serial number AND n-number with the Aircraft Registration Branch in Oklahoma City, or did you find it by some other method?


Culver General Discussion / Re: Early photos
« on: March 09, 2012, 05:15:00 AM »
I've just posted some factory shots of Cadet production as well as an early photo of serial number 102.  They're on the photo page of the website.

I'd like to know what the text is at the bottom of the vertical stabilizer on the pic of S/N 102.  The new factory shots appear to all be from Wichita.  The Kansas Aviation Museum has prints of most of those photos in their archives.

Culver General Discussion / Re: Culver Photos Wanted
« on: March 05, 2012, 11:52:57 PM »
Wow!  That mock-up of the XPQ-15 looks very detailed (engine installation, nose wheel, antenna, etc.).  I don't believe the XPQ-15 design was ever mentioned in Al Mooney's biography, nor included among the designs credited to him, although he certainly was Chief Designer at Culver when the XPQ-15 design was developed.  I certainly would like to learn more about the XPQ-15 (including what the Culver model designation for it was).  It certainly is a great looking airplane.  I wonder if there'd be any possibility of locating enough data to build a reasonably accurate replica.

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