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Messages - Brett Lovett

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Culver General Discussion / Re: slots in wings
« on: February 08, 2012, 11:02:53 PM »
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.

Culver General Discussion / Re: slots in wings
« on: February 06, 2012, 11:33:10 PM »
Bill, I've only seen a couple of photos where the sharp leading edges were at all visible, and that is the only source I have to suggest where they were located.  Based upon those, I believe the sharp leading edge spanned the leading edge from the rib at the outboard edge of the wing walk, to the rib defining the inboard side of the slots (approximately).  Apparently the idea was to both assure airflow separation for the entire wing inboard of the slots at high angles of attack, and assure attached airflow over the wing tips (through the slots) at the same time.

Culver General Discussion / Re: slots in wings
« on: February 04, 2012, 11:39:01 PM »
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.

Parts Wanted / Re: WHEELS
« on: January 29, 2012, 10:51:34 AM »
I've never seen the Culver wheels before.  Mine has Hayes.

Documentation / Re: Culver Models
« on: January 26, 2012, 01:42:21 PM »
Monocoupe Monoprep G?  Most of the sources I'm finding refer to all the Monocoupe Gs as Monosport Gs.

Documentation / Re: Culver Models
« on: January 26, 2012, 01:40:51 PM »
Regarding the Monoprep G, I believe that I've seen it in a photo of the interior of Culver factory in Columbus during Cadet production.  The reading of the type certificate data sheet for the Dart G suggests that serial number G-1 was a Monoprep G, and G-2 G-3 and G-4 were Monosport Gs all built by Monocoupe before the sale.

Thanks for the names of these Paul.  I didn't know what the Monocoupe model names were. 

Al Mooney also prepared "SPECIFICATIONS ADVANCED LIGHT AIRPLANE DESIGN" dated December 30, 1937 for a Continental A-50 powered airplane (with an optional A-40) in both tandem and side by side seating, and with a "Stressed Skin Non-metallic Structure" while he was at Monocoupe.  This appears to be the basis for the Culver Cadet.

Documentation / Re: Culver Models
« on: January 26, 2012, 01:14:55 PM »
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.

Documentation / Re: Culver Models
« on: January 26, 2012, 12:34:47 PM »
I just received copies of the Navy Aircraft History Cards for Bureau Numbers 120339 and 120340, Model XUC-1K.  They were both accepted into the Navy on August 21, 1946.  I believe these to be either Culver model V or V-2 aircraft modified for radio control.  I have a photograph of what appears to be these two aircraft on a Laserdisc of Smithsonian Air and Space Museum photographs.  Unfortunately I don't currently have a way to reproduce that photo here.  120339 was stricken from the Navy inventory on October 31, 1947, and 120340 was stricken on March 31, 1948.

They show no history cards for 29665 or 29666 which were assigned to the model XTD3C-1.  I'm guessing this means that the Navy never took delivery of these aircraft.

Modifications / Re: Tail wheels
« on: January 24, 2012, 08:14:02 PM »
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.

Parts For Sale / Re: Culver Cadet fuel cap
« on: January 24, 2012, 07:52:24 PM »
I believe Culver modified these by adding additional vent holes.  As I recall, Culver required 3 holes in the top of the cap.  I think the original caps also had two or three holes in the bottom of the cap.

Culver General Discussion / Re: Culver "winged" logo source
« on: January 24, 2012, 07:37:21 PM »
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.

Modifications / Re: Aft Fuel Tank
« on: January 24, 2012, 02:27:13 AM »
Brett,   You have not lived until you have rigged the trim tab system through the round hole only !!!!!   :)  PR

I saw LCA-102 (NC20949) a few years ago, and it does not appear to have the round hole !!!!

Culver General Discussion / Re: Culver "winged" logo source
« on: January 24, 2012, 02:21:22 AM »
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.

Modifications / Re: Aft Fuel Tank
« on: January 22, 2012, 06:32:03 PM »
Mine apparently had an aft tank installed at one time, although I don't have any documentation of it.  I do have pretty poor copies of the factory drawings for the aft tank installation.  Apparently mine was installed and removed though the 18x18 inch panel on the belly.  I have to wonder how things like adjusting and safetying the trim cable turnbuckles were done though the original openings. 

Documentation / Re: Culver Factory Service Memorandums
« on: January 22, 2012, 04:41:09 PM »
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.

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