Welcome to the Culver Aircraft Forum

I have noticed that some Culver Cadets have horizontal stabilizer struts. Through what serial number were these installed? What changes, if any, were made to the stabilizer to eliminate the need for these.

There is an auction for a Culver V (two in one auction) on eBay with a starting bid asking $5,000. It looks like multiple spares in addition to the basic airframes. If there was only time and money for every potential aircraft project.

The two project aircraft are also for sale on Barnstormers. They are being sold by the Port Townsend Aero Museum.

http://www.ebay.com/itm/171371791365

I am attaching a few photos of my Culver Cadet up on jacks for a gear swing.
This Culver has tiedown and jacking points on the metal wing truss as indicated on page 16 of the PQ-8A Manual Figure 22.
The jacking point for the PQ-8A jacking is shown at station 91.

The engine hoist was merely attached as a backup to the 60 lbs. of sandbags on either side of the root of the horizontal stabilizer.
I really didn't want to experience the Culver tilting forward. There were also RV stabilizing jacks added with oak wood blocks and rubber facing on the spar near the gear as an added stabilizing point. I now think this was unnecessary.

There is wood blocking shown in Service Memo 19 Figure 5, at the fuselage and wing juncture. This seems like a preferable secondary point as opposed to my RV jack location in these photos. I have added that figure below.

Hello Bill,
I have looked at the revised setup done in the eighties with the retrofitted Continental C-85-12F. There is an aluminum box under the engine, with air directed from the screen openings under the prop on the front cowl. This has taken the place of the original opening you mentioned. There are also SCAT connections off of this box at the front. It appears that, over time, these SCAT tubes were pulled during annuals and not redirected well toward the oil reservoir. This is not surprising as the aircraft was very minimally flown, and more a personal museum exhibit than an actively flown aircraft.
There is nothing wrong with that but it led to these SCAT hoses not being properly done as the collection went from a full time mechanic, that passed away, to another mechanic that did enough to keep the collection functionally airworthy. The owner was no longer actively flying the collection.

My mechanic and I discovered this when pulling the lower cowl for a 25 hour inspection that involved cleaning the plugs and replacing the Brackett air filter.
The SCAT ducts are now properly directed. The post maintenance flight today now has oil temperatures substantially lower on an 80°F day, somewhere in the area of at least 10°-15°F, or more, lower.

At one time the Antique Aircraft Association had a small stock of Helton Lark springs. I understood these would work for the Cadet. This was some 13 years ago and I don't know if they still have any. I have my own set as spares for my Cadet, but no extras.

I have purchased an old Imperial Brass and a Lunkenheimer primer that I will need to have nickel plated. The primers are appropriate for the production date of February 1942. I don't know if these are original to the Culver Cadets, but they were certainly used on other aircraft during this time. This is part of a long range change to the panel several years down the road.