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All light aircraft designed in this time period had to have slots. CAA test pilots would not get into an airplane with out slots.

In looking for single engine monoplanes certified in 1940 (same year as the Culver) and 1941, I'm finding only a few were certified with wing slots.  The Howard DGA-15J, Ercoupe 415-C, Porterfield CP-65, Piper J-4F, Piper J-5A, and Aeronca 65-TC were all certified in 1940 without wing slots.  The Rearwin 175 is the only other one I know of with wing slots certified in 1940.  In 1941 the Timm 2SA, Harlow PC-5A, Interstate S-1A, Howard DGA_18W, Piper J-4E, General G1-80 (Skyfarer), Bellanca 14-12-F3, and Taylorcraft DC-65 all without slots, only the Stinson 10-A and Culver LAR-90 with.

My understanding is that the prototype Cadet did not have wing slots.  As I recall from Foster Lane's book, the wing slots were added in an attempt to solve a spin recovery issue.  He thought the airplane handled better without them (if I recall correctly he stated that the slots gave the aircraft a slight dutch rolling tendency).  I suspect that the stall characteristics of the elliptical tapered wing without any washout or slots would be rather abrupt (the entire wing stalling simultaneously rather than a gradual root to tip stall like most modern aircraft with washout). 

I'd really be curious to the difference made by the sharp leading edges, which were also on all Cadets but the prototype until removed by Service Memorandum 21.

Monocoupe Monoprep G?  Most of the sources I'm finding refer to all the Monocoupe Gs as Monosport Gs.

A few notes on Juptner:

I don't believe Charles Yankee and Walter Beech ever actually bought the company.  They were however brought in as investors and given control of the company at the request or demand of the Army for the duration of WWII. 

I question that civil production ended in October of 1942.  I recall that all civilian aircraft production in the US was ordered to end in April 1942.  They actually started with serial number 101.  100 was a test article that later was completed as a saleable aircraft.  Starting serial numbers at 100, 101, or 1001, was and is a common practice.  It was done with the Space Shuttle Orbiters with the Enterprise being OV-101, and they also had a test article that later became a flying orbiter, OV-099, Challenger.

I believe he is incorrect about the A-80-8 and 4AC-199 engines being available as factory options.  I've seen no literature suggesting this.  The A-80 is not approved on the type certificate, and I suspect the 4AC-199E3 was added to the type certificate after production.

Freedman-Burnham ground adjustable propellers were standard equipment on early Cadets, not an option.  I don't know at which serial number they switched to fixed pitch Sensenich props.  12V battery was standard on the LFA, 6V battery was optional on the LCA.  Cabin heater and fire extinguisher were standard equipment.  Oil cooler is required equipment on the LCA, but some of the early LCAs were initially delivered without them before the Type Certificate was finalized.  I also don't recall seeing any provision for a parking brake option.

I've read that Walter Beech invited some of the Culver employees to come work at Beechcraft at the end of the war, and I believe Charles Jamieson was one that did.  I believe there is definitely Culver influence in the design of the Bonanza, but with the Jamieson J-2 being type certificated in 1963, I suspect the J-2 V-tail design was influenced by the Bonanza, although the V-tail on the Bonanza COULD have been Jamieson's idea when he was working for Beech.

I did make copies of these drawings.  They are numbered 421, 422 and 423.  One of the drawings has a portion of the cables erased as if someone had started to update the drawing, but never completed it.

I got the Logos on my Cadet from  Pac Graphics.  The owner is Mario Pac
and his address is: 15 Burlington Rd, Harwinton, CT 06791  Phone 860-485-2791

I was pleased with the quality and service.

Thats who I ordered mine from.  The ones that ended up being two layer.

I believe Moody Aerographics has these.  There are two different versions, one for each side of the airplane.  I ordered a set from another company, for which I can't find the information right now.  It ended up taking forever to get them, but then I wasn't charged for them.  They were made by placing a red vinyl decal on top of a cream vinyl decal.  I would have rather have had the red printed on, so the decal was one layer.  The originals were water transfer.

The Service Memorandum for the "PROPELLER SETTING LIMITS, MODEL LCA." is number 3.

Service Memorandum number 21 is "Removal of Sharp Leading Edges." dated 9-6-1944.

Otherwise my list is the same.