PA18 Project in germany

[cvfr]

Hello from germany.
I'm a new member and I hope realy you can read my post !
Since nearly one year, we are restoring a Piper PA18.
It is a 150hp with ser.nr: 18-7709056. The first call sign must be: N83524 and HB-PBM.
The airplane is damaged in germany more than 20 years ago through a heavy storm. Áfter this, the airplane was stored in an old hangar in north germany. First of them the wings are damaged.
In moment the fuselage is nearly ready for fabric and the wings are also most finished.
Now we need some information for the next steps and about our Piper.
First: How is the tension for wire's in wings?
We have standard disc brakes. What is the correct fluid? Brake luid, or red ATF oil?
What is the correct painting for a '77 Piper?
We need for installing a towing hook, the plate or support for a "Tost" clutch. Can some one sell us this item?
Is there a adress in web for details about our Piper in her life before, we like to get some picture and every detail . How can we get the adress of first owner?

Hm, I have many many problems and question more, but I think it is enough for today.
Greets from germany
Werner Harms

[Speedo]

Werner,
Welcome, or should I say Wie geht es Ihnen? If you can arrange the time off, you should travel to Graham, TX for the SuperCub rebuilding seminar that Steve Pierce is hosting early next month. You will get all your questions answered, and you will pick up lots of useful knowledge that will make the rest of your rebuild project go quickly. It will save you a great deal of time and money. Also, you may be able to pick up the tow hook parts (and other parts) you need, and you can avoid paying import duties on them if you claim they are "sales samples."

Chuss!

Eric

[btracy]

check this thread
http://www.supercub.org/phpbb2/viewtopic.php?t=16242&highlight=drag+wires

[corvus-migrans]

Hi
E-Mail mir doch mal deine Adresse oder Nummer

[Fortysix12]

This is what came up when I used the FAA N number search. It appears to be one serial number off of yours.
Call or email Clyde Smith Jr. for all your important questions.
Cub specialist. Penn.


http://www.cubdoctor.com/

N83524 is Assigned

Aircraft Description

Serial Number 18-7709157 Type Registration Co-Owner
Manufacturer Name PIPER Certificate Issue Date 10/08/2004
Model PA-18-150 Status Valid
Type Aircraft Fixed Wing Single-Engine Type Engine Reciprocating
Pending Number Change None Dealer No
Date Change Authorized None Mode S Code 52666650
MFR Year 1977 Fractional Owner NO


--------------------------------------------------------------------------------


Registered Owner

Name CURTIS BLAKE B
Street 4500 N PRINCE ST
City CLOVIS State NEW MEXICO Zip Code 88101-9714
County CURRY
Country UNITED STATES

[cvfr]

Hallo, 'wandering raven',

ich wohne bei 49456 Bakum.
Meine Telefonnummer : 05438 616
Handy: 0170 77 44 616

Gruß
Werner HZ

[WhiskeyMike]

Werner,

I also need a Tost hitch for a Super Cub I have in the UK. The Tost hitch is not common in the USA except that the sailplane clubs are now using it. If you find more than one I'd love to buy one also. They are quite expensive new, but generally the only accepted type in Europe. Schweitzer is no longer manufacturing tow hitches. An improved replacement is available from Wings Unlimited in Kansas, but I fear that EASA will not allow it without a lot of paper work.

wayne@aviad.com
PA-12/180 N3042M PA-18 G-CFSV

[Icecub]

You can either order the tost system directly from:

http://www.tost.de/index.htm
or
http://www.wingsandwheels.com/page31.htm

The system has EASA approval for pa-18.
I got one from Tost in 2007 at the cost of 1236 EUR.
There are valid reasons why the Tost system is preferred, based on accident investigations.

Good luck

[Pastor tom]

Werner,
Sorry it took so long to find this Blog.
If you have any questions about N83524, I am the original owner, picked it up at the Lock Haven Pa factory in August 1977.
I flew her just over 1800 hrs.
To verify attached are some pictures at the factory, of the redesigned panel we did to make her IFR capable, and the barnstorming crew that flew her across the USA in 1977.
I commuted to work for several years each day in her and my wife got her ticket in her.
I have many stories if your interested including landing in 40 knt cross winds, in cow pastures and on mountain tops all without damage before I sold her.

230323042305

[chilecubdriver]

Seid Ihr mit der Tost Winde weiter gekommen? Wir bauen gerade eine ein. Was braucht Ihr?

sorry for the german! ;-)

[Fuel]

Pastor Tom, Thanks for sharing. It's nice finding original owners.

[nutter3]

Cool pictures Pastor tom, that must be a real treat for CVFR in Germany to see original pictures of his cub's "birth".

[RAC cubs]

Paster tom were do you live? how long did you own it ,and where did you fly it?

[mike mcs repair]

and only $$$21K NEW!!!

[Pastor tom]

Sorry my German is ser alt, und schrechclich aber

I was looking up some of the aircraft we've owned and flown over the years since I started flying in 1966.
Found this piece on N83524 and wanted to see how it was coming along.

The last we heard of it was from parking tickets all over the western USA because the aircraft broker never properly registered the sale.

We both loved the Super Cub and I've flow 524 as high as 22,000 feet, yes that's right, 22,000 feet with a bit of ridge soaring lift.

Somewhere I have pictures of the iced tires just clearing the struts.
We couldnt get a clearence to decend below the icing level for 12 min and the ice grew on the leading edge over the top and under the.
wing at an unbelievable rate and were over the California foothills at 5,000
We landed "safely" with 13" of ice on remaining the wings once we were closer to San Jose.

A lot of fun and a lot of beyond the possible.

It even generated an new FAR, "report the runway environment in sight" in the early 80's because we could look down at the rabbit which at the time was considered the "runway environment", called it and were cleared to land descended and landed at 35 kts. tunching down on the numbers and making the Beta turnoff.

[Pastor tom]

We live in California, I traveled extensively in the computer business for 40+ years from 1961.
Logged 6,500 plus hrs PIC in singles, flown from coast to coast several times in many aircaft but owned 3 over the years, C-150, 172 and 182 and a PA32R and the PA18. The Super Cub was the most fun and I put most of the 1,800 hrs on her before we sold her in 1987 or 88.

I commuted back and forth to work each day by air for 7.5 years from 1979 to the late 80's starting in the PA18.
the first 2 years in the cub and then had to step up to our PA32R as people began to join me.

They did 3 TV specials in the San Francisco bay area on my commute during those years.
Lots of stories.

One day as I was waiting for a friend the owner of the piper dealership asked if I could take a reporter up for a ride in the cub.
Sure.
She was a writer for Aviation Weekly and as we taxied out I asked if she had ever been in a "maximum performance take off."
Sure she said, she had several Cat-Shots off of aircraft carriers and been in a lot of other heavy military hardware.

We taxied into position to hold.
I locked the brakes brought N83524 up to full power lifted the tail off the ground.
When cleared for TO:
I released, the brakes, counted to fiver, pulled on two notches of flaps as we exploded off the ground.
At 1,000 feet abreast of the tower a scream "that was fantastic" came over the intercom from the back seat.

The only damage she had was when a renter nicked the prop landing on a California coastal dirt strip.
That's when we took her off of rent and flew her ourselves.

She flew throughout the western USA into everything from wilderness strips to military bases and most major airports in California.

We made numerous trips into Buttler Av, in SFO for example as I traveled elsewhere commercially, to Japan 27 times , Europe 6, Scandinavia 3 and all over the USA. At times it was 3 times a week to NY-NJ so into SFO we'd go until we sold her and used the PA32R.

The day I picked her up I learned that you can get instant carb-ice on that engine even with full carb-heat under some conditions of high humidity.
That killed the engine on down wind at the factory.

Basically it happens by opening the throttle too fast which happened due to a high sink rate from a westerly wind blowing off the bluff
to the west-north-west of the factory strip.
The factory Mech's & test pilot test flew it said it was OK and it took me a month to reproduce it and finally show them.
It was Friday and about 5:30 and people wanted to go home ...

After all that testing etc, and since I was exhausted having just flow in on a trip direct from Tokyo to SFO then Chicago on down to be picked up by the factory's new PA32R "T" tail pre-certification prototype.
I should have stayed and rested there but I took 524 up for a test flight killed the engine, ground looped it there and history began.
N83524 first flew from the Loch Haven factory to Kupper in NJ. We were there for a month while I worked locally on computers.
That ended my get-homeitus problems once and for all!!!

Unfortunately however, I had to learn to land her without GL's
She never touched a wing or bent anything but it was hard to find a grass strip back there to learn how to land cleanly.

Once I found the grass and learned to really fly-a-taildragger (even though I had over 2,000 hrs at that time)
I never again went round and round or slid sideways except to do spins and tail slides both of which 524 did very nicely.

My wife joined me in NJ and we barnstormed across the country. Flying till it early dusk, set down camping under the wing walkign into town
or eating local food, for 8 wonderful days.
When we brought her home as we tied her down I told my wife "It's your airplane you better learn to fly her."
So she did and we had his and her airplanes while we flew.

too much to go on.

But we loved that bird and were sorry to see our business force us to sell her.

[Pastor tom]

Pluss a few nickles to redo the panel and add the radios.

[Michael HZ]

Hello Piper Cub Community,

my name is Michael and I`m the son of "cvfr". We restored the Piper together with a friend and love to fly her since 2010.
As an officer in the German Air Force, I`m an aviation enthusiast and highly interested in the history of our Cub. Therefore I began to research for the history of our D-ELKG, the former N83524 Pastor Tom was talking about. You can find some pictures of the current condition by typing "D-ELKG Piper PA18" into the google-searchbar and click on the first link. But be patient: There is another D-ELKG which was sold to the Netherland a few years ago because of financial reason when we bought a wrecked Stearman, which is also airborne again.

But back to the topic: Yesterday I found this thread, my father started in 2009, and was highly surprised by reading the stories of Pastor Tom. Unfortunately, my father hasn`t looked up this forum since 2010 and therefore couldn`t see Pastor Toms posts from 2011. I just called him and had to calm him down, because he is embarrassed about his own stupidity not to look after this thread. Now, Pastor Tom wasn`t online since 2011 and I fear, that he won`t reply to my personal messages.

Here my question: Does anyone know Pastor Tom? It would be great to get in contact with Pastor Tom to fulfill the history of our Super Cub.

Thank you very much for any further information!

With the best regards from Northern Germany

Michael Harms-Zumbrägel