46
Culver General Discussion / Re: Culver Photos Wanted
« on: March 01, 2012, 10:44:01 PM »Is that Al Mooney in the photo?
I believe that is Foster Lane.
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I believe that is Foster Lane.
47
Maintenance and Repair / Re: Leveling the Cadet
« on: February 27, 2012, 11:47:44 PM »I doubt that the accuracy of the bolt placement is good enough to say that placing a mark a certain distance aft of the rear lower bolt would work across the fleet of Cadets.
Bill,
That reminded me that for the Jamieson J-1 (Culver LARB or Army PQ-8A), type certificate 2-584 states "Plumb bob line from upper rear engine mount attaching bolt to reference mark 5-11/16 in. aft of lower rear engine mount attaching bolt." for the leveling means.
Considering that all the Culver L models share the same fuselage would the 5-11/16 in. dimension be appropriate for all of them? It still doesn't tell which side of the fuselage the reference mark was on (both perhaps?) I'd like to see how the Culver factory made the reference mark(s).
48
Maintenance and Repair / Re: Leveling the Cadet
« on: February 27, 2012, 12:23:11 AM »
Bill,
That brings up a good question. What really is the "lower longeron" that is being referred to? My assumption has been that the upper engine attaches to the upper longeron, and the lower engine mount attaches to the lower longeron. However I see in Burke Bell's fuselage drawing that he has the longeron that attaches to the lower engine mount bracket as "cabin longeron". He labels the longeron that extends from just aft of the main wing spar to the tail of the aircraft along the bottom edge as the "lower longeron", but it does not appear to extend forward of the main spar and therefore not in a location where a mark on it could be plumb with any of the upper engine mount attach bolts with the aircraft leveled.
That brings up a good question. What really is the "lower longeron" that is being referred to? My assumption has been that the upper engine attaches to the upper longeron, and the lower engine mount attaches to the lower longeron. However I see in Burke Bell's fuselage drawing that he has the longeron that attaches to the lower engine mount bracket as "cabin longeron". He labels the longeron that extends from just aft of the main wing spar to the tail of the aircraft along the bottom edge as the "lower longeron", but it does not appear to extend forward of the main spar and therefore not in a location where a mark on it could be plumb with any of the upper engine mount attach bolts with the aircraft leveled.
49
Maintenance and Repair / Re: Leveling the Cadet
« on: February 26, 2012, 12:00:10 AM »
I'd like to know exactly where this mark is supposed to be. Left or right longeron and where on the longeron? It looks like no easy task to hang a plumb line from the upper rear engine mount attaching bolt with the fuel tank in place.
50
Maintenance and Repair / Re: Factory plans/drawings?
« on: February 25, 2012, 11:49:36 PM »
The Antique Airplane Association in Blakesburg, IA has a surprising number of original Culver Aircraft drawings applicable to the LCA/LFA models mixed in with other Culver, Helton and Spinks drawings.
51
Culver General Discussion / Re: New wings for the Culver Cadet
« on: February 25, 2012, 11:42:42 PM »
Great information Paul.
52
Documentation / Re: N Number originally assigned to each serial number
« on: February 23, 2012, 10:28:12 AM »
Dan,
Is the public documents room at OKC now open to the public again? I requested several "dead" records in person there back in 2000, but was charged both search and copy fees at that time. I saw in 2002 or 2003 that the Public Documents Room was NOT open to the Public (as a result of reaction to 9/11).
In recent years (2006-present) I've requested "dead" records at Oshkosh during the EAA Convention. Everything I've requested there has been provided on CD, and at no charge.
Brett
EDIT: Disregard the question. I see that the Public Documents Room now requires making an appointment at least 24 hours in advance.
Is the public documents room at OKC now open to the public again? I requested several "dead" records in person there back in 2000, but was charged both search and copy fees at that time. I saw in 2002 or 2003 that the Public Documents Room was NOT open to the Public (as a result of reaction to 9/11).
In recent years (2006-present) I've requested "dead" records at Oshkosh during the EAA Convention. Everything I've requested there has been provided on CD, and at no charge.
Brett
EDIT: Disregard the question. I see that the Public Documents Room now requires making an appointment at least 24 hours in advance.
53
Culver General Discussion / Re: GEAR FAILURES AND HOW TO AVOID THEM
« on: February 23, 2012, 10:22:21 AM »
Joe,
My "locked/raise/lower" lever (I usually just call it the gear selector), has a strong spring holding it down into the detents. It does take a fair amount of effort to pull it up out of the detent (considerably more so than the typical detent on an electric gear selector), but then should move smoothly and easily between the detents as long as you are holding it all the way up against the spring pressure (and relieving the gear weight on the ratchet mechanism when appropriate as Paul discussed above).
Brett
My "locked/raise/lower" lever (I usually just call it the gear selector), has a strong spring holding it down into the detents. It does take a fair amount of effort to pull it up out of the detent (considerably more so than the typical detent on an electric gear selector), but then should move smoothly and easily between the detents as long as you are holding it all the way up against the spring pressure (and relieving the gear weight on the ratchet mechanism when appropriate as Paul discussed above).
Brett
54
Culver General Discussion / Re: New wings for the Culver Cadet
« on: February 23, 2012, 10:13:46 AM »
I find the construction of the wings for the Cadet very interesting. They certainly are not typical of the strut braced wood wings of the day. Ribs are cut-out plywood which I believe is stronger than the "conventional" truss construction. Instead of the typical wires for drag/anti-drag bracing the Culver uses a drag/anti-drag structure of welded steel tubing.
The Cadet was certified under CAR 4a. I believe the sequence of certification rules for light aircraft was Aero. Bulletin 7A (Prior to Nov 1, 1937), CAR 4a (Nov 1, 1937 to Nov 13, 1945), CAR 3 (Nov 13, 1945 to Feb 1, 1965), FAR 23 (Feb 1, 1965 to present). I've seen the load factor requirements of CAR 4a before, but I can't locate them now. As I recall they were somewhere between the current "utility" and "acrobatic" category requirements, and definitely higher than the "Normal" category requirements, of the current FAR 23.
Pertinent Service Memos for the wings are:
http://www.culvercadet.com/servicememos/servicememo09.pdf,
http://www.culvercadet.com/servicememos/servicememo19.pdf,
http://www.culvercadet.com/servicememos/servicememo21.pdf.
Fatal accidents due to the failure of the main spar at the landing gear hinge spar channel (as addressed in service memo 9) is what ultimately resulted in the acrobatic/instrument limitation currently in place on our aircraft. In all of the subject accidents the aircraft were likely above 145 mph at the time of the failure. At least one was suspected of a hard landing prior to the accident. As I recall there were 3 accidents total, 2 prior to C.A.A. Airworthiness Maintenance No. 56/Culver Service Memo 9, and 1 prior to C.A.A. Airworthiness Maintenance Bulletin No. 68/Culver Service Memo 21. As far as I can find there have been no accidents due to structural failure in the NTSB Aviation Accident Database which goes back to 1962.
The Cadet was certified under CAR 4a. I believe the sequence of certification rules for light aircraft was Aero. Bulletin 7A (Prior to Nov 1, 1937), CAR 4a (Nov 1, 1937 to Nov 13, 1945), CAR 3 (Nov 13, 1945 to Feb 1, 1965), FAR 23 (Feb 1, 1965 to present). I've seen the load factor requirements of CAR 4a before, but I can't locate them now. As I recall they were somewhere between the current "utility" and "acrobatic" category requirements, and definitely higher than the "Normal" category requirements, of the current FAR 23.
Pertinent Service Memos for the wings are:
http://www.culvercadet.com/servicememos/servicememo09.pdf,
http://www.culvercadet.com/servicememos/servicememo19.pdf,
http://www.culvercadet.com/servicememos/servicememo21.pdf.
Fatal accidents due to the failure of the main spar at the landing gear hinge spar channel (as addressed in service memo 9) is what ultimately resulted in the acrobatic/instrument limitation currently in place on our aircraft. In all of the subject accidents the aircraft were likely above 145 mph at the time of the failure. At least one was suspected of a hard landing prior to the accident. As I recall there were 3 accidents total, 2 prior to C.A.A. Airworthiness Maintenance No. 56/Culver Service Memo 9, and 1 prior to C.A.A. Airworthiness Maintenance Bulletin No. 68/Culver Service Memo 21. As far as I can find there have been no accidents due to structural failure in the NTSB Aviation Accident Database which goes back to 1962.
55
Documentation / Re: N Number originally assigned to each serial number
« on: February 22, 2012, 01:38:25 AM »
Bill,
I've had good luck requesting FAA records CDs for deregistered aircraft in the past few years. Although the FAA website mentions various research charges and paper copies, I've received records on CDs for $10 despite the aircraft N-number/serial number not showing on the FAA's website. I've also received several of these for free by requesting them at the FAA building at Oshkosh.
I've had good luck requesting FAA records CDs for deregistered aircraft in the past few years. Although the FAA website mentions various research charges and paper copies, I've received records on CDs for $10 despite the aircraft N-number/serial number not showing on the FAA's website. I've also received several of these for free by requesting them at the FAA building at Oshkosh.
56
Documentation / Re: N Number originally assigned to each serial number
« on: February 21, 2012, 06:06:43 AM »
I don't think it was uncommon for registrations to have been revoked in the 1970s, usually due to failure to return a triennial aircraft report. If you request the aircraft records CD from the FAA it should show the reason for the revocation. http://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/copies_aircraft_records/
57
Modifications / Re: Need everything
« on: February 15, 2012, 10:05:42 PM »
Very interesting. I've never seen a PQ-14 with struts before. I also wonder what the significance of the tail number is "PI-X30".
58
Parts Wanted / Re: Original Airbox for LCA
« on: February 11, 2012, 08:35:36 AM »
That one from eBay in your photo is the original type, but the front of it is cut off wrong for the Cadet and is therefore missing quite a bit of metal compared to what was used on the Cadet (the bottom appears to be at least 4 inches shorter.) It also looks like this one had the tube broken off the bottom and replaced. The original drain tube on the bottom was integral with no fittings.
I'll try to get a photo posted for you in the next few days showing an original.
I'll try to get a photo posted for you in the next few days showing an original.
59
Parts Wanted / Re: Original Airbox for LCA
« on: February 10, 2012, 10:57:04 PM »
Bill,
The airbox in your photo appears to be considerably modified from what Culver originally used, at least on the LCA model. Culver used the stock airbox that the Continental A75 came with (prewar), but modified it by cutting the front of the box off from 1/4 inch forward of the mounting flange angled to the original bottom edge. This airbox had no provision for an air filter before or after the modification. However the design may separate some solids out of the intake air by directing the intake air though a 180 degree turn before drawing it upward into the carburetor. The old photos I've seen of the LFA appear to use the same or very similar airbox.
Unfortunately this style airbox seems to be very hard to come by. I have one that came with my Cadet that has been somewhat damaged, but may be usable. I've seen one on eBay in the past few years that was in excellent condition, but unfortunately I missed the auction. I've also seen a couple of others that were modified enough to not be of interest to me.
The airbox in your photo appears to be considerably modified from what Culver originally used, at least on the LCA model. Culver used the stock airbox that the Continental A75 came with (prewar), but modified it by cutting the front of the box off from 1/4 inch forward of the mounting flange angled to the original bottom edge. This airbox had no provision for an air filter before or after the modification. However the design may separate some solids out of the intake air by directing the intake air though a 180 degree turn before drawing it upward into the carburetor. The old photos I've seen of the LFA appear to use the same or very similar airbox.
Unfortunately this style airbox seems to be very hard to come by. I have one that came with my Cadet that has been somewhat damaged, but may be usable. I've seen one on eBay in the past few years that was in excellent condition, but unfortunately I missed the auction. I've also seen a couple of others that were modified enough to not be of interest to me.
60
Culver General Discussion / Re: Culver "winged" logo source
« on: February 10, 2012, 10:45:53 PM »
Keith, Are those water transfer or vinyl? The next to the bottom appears to match what I think is original. My Cadet has water transfer decals in red lettering and design on cream background that are peeling off the airplane, and have seen an unused water transfer decal of the same design. I've assumed the red print on cream background was the only version offered/used by the factory, but I don't know that for sure.