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See topics that have been merged here...
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I’m curious if anyone has gone from a Catto fixed pitch to a Whirlwind ground adjustable. I have a 68x76 Catto now and looking to go to a 70 inch Whirlwind. I’m curious about performance and weight difference. Part of the weight calculation, the spinner I have a back plate, but no front plate. There is a steel rod that goes through the center of my prop that the tip of the spinner bolts to with a singe small hex head.
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Harmon Lang gear
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How much do the Harmon Lang gear cost? Dan Helsper
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Flight Analysis Software
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I was browsing my aviation YouTube channels and came across this website mentioned on Cleared Direct. It is https://www.flysto.net/ I've only played around with it for a couple of minutes, but it is really cool! It can take your EFIS data and analyze and replay it, and Keith, it does work with our GRT units. You can get takeoff and landing performance, it provides warnings of your flight (too close to stall, traffic, potential wake turbulence, oscillations in flare, centerline deviation...). It would be great for a CFI to review with a student, but it also would be great for phase1 flight analysis. You can replay your flight in real-time with a realistic out the window view. The website is free. You do have to set up an account and then you can just drag and drop your flight data. It will also use ADSB data if you don't have an EFIS.
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AmSafe 5-point restraint system, with inertia reels and locking lever. Qty 2, Conforms to FAA TSO-C114 (pilot and co-pilot). Locking levers can be disconnected. Color black. Rated 3000 lb. Price $500 for both. Dan Helsper Anamosa IA
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Hello Group: For Sale never used/not drilled. $650 plus UPS from 52205 Anamosa IA. Tell me what your ship-to address is and I will extend my UPS discount to you.
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I've done a little panel work on my tailwind the past few weeks I've installed a GRT Mini II EFIS as a backup EFIS. The Tailwind is now technically equipped for IFR (VOR/LOC/ILS). It will take me a while to get current, and I'm not sure that I will yet, but the capability is there. I've stumbled through the setup as there is no published documentation yet. The two EFIS are coupled together so that most settings are shared between the units, but the air data and AHRS are independent. I noticed on the initial flight that the indicated airspeeds are different between the units. Below 60mph they are identical and at 200mph they are about 5.5mph different. The question then is which one is right? I made a manometer based on an article by Jim Weir in Kitplanes and found that the new mini EFIS matches the theoretical, based on inches of H2O, very closely. So it is my old EFIS that reads low at speed. I'm asking GRT, but I don't think there is an adjustment to correct this, at least not accessible to the user. Another issue I had was with the nav radio. The MGL nav radio and Razor control head output SL-30 data to the EFIS with reversed VOR CDI deflection. I notified MGL about this back in November and they have not issued a fix yet, so I programmed an Arduino Nano to intercept the serial data from the control head and correct it and send the corrected data to the EFIS. This seems to work and I was even able to couple the VOR to the autopilot and fly a course with it.
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Check this out if you have a Garmin GTR 200 or 200B com radio
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The GTR200 and 200B has the ability to configure one of the 2 soft keys to work as a PTT button in case your one on the stick fails. I guess I knew this when I first got the radio but didn't configure it until I started looking at my little "micro switch" on the stick for PTT. I realized if that fails, I might have a problem transmitting. It is VERY easy to configure that soft key as a PTT function. Just go to the configure menu (access by powering up while pushing the small knob on the right side). Select "soft key configuration" and select PTT and then go "back" and then shut down the radio and power back up. Since the little PTT switch on my sticks just grounds a wire, I am guessing if it failed in the grounded mode then the soft key would not work and all we would get is a notice of a "stuck mic". But if it failed open then the soft key would work great. I hardly ever use those soft keys so this was a no brainer for me. Just thought I would let everyone know that it is a nice function should you need it. Keith
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Hi all, Here are a few pics of Karl Frickelton's beautiful W10. Karl is based at Baraboo (KDLL). It is one of the best built Tailwinds that I have seen. He is flying off the remaining hours in phase 1. It sounds very nice and Karl says it really "goes". Karl and I met at Reedsburg (C35) for lunch today. I will let him share any other details but Karl is now an official member of the local "lunch group" that fly to various lunch locations from various airports in this area in all different types of airplanes. Some of the aircraft that attend at various times are an RV4, C150, PA28, Beech Travel Air, Beech Bonanza, Tailwind W10, Mooney, C172, Zenith 750 and others. We don't have anything structured but rather just make some calls or send a text out and those that can come do come and others wait till the next time. Kind of like what we did during COVID when we did "sack lunch Sunday". The weather is finally starting to get better so we hope to do more in the coming months. Rick and I are in the process of planning the next big EPIC Adventure. Two candidates for our trip this year. One to the Northwest and to the farthest most west airport and to see the Spruce Goose and then another possibility to go to the North East as far east and north as we can go. Keith
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Schultz Tailwind N957JL has a new caretaker
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The last time I took my wife on a trip in our Cessna 150, she looked out the window and noticed that the trucks on the interstate were outrunning us. She told me, we need a faster airplane. When your wife says something like that you don't want to miss out on that opportunity! So we purchased a W-10 from the estate of the late Robert Schultz in Houston. After a few days of poking and prodding, etc, we got the engine up and running and taxied the airplane to make sure that the brakes and steering were good. I didn't want to fly it for the first time in a 15 kt crosswind. Yesterday, the wind was more down the runway, so I took it out for its first flight in 5 years. After about a half hour of checking the flight characteristics, I made three touch and go's. Other than my first bouncy landing, everything worked perfectly. After checking things over carefully, I loaded up and took her to its new home in Kansas. Taking off out of west Houston, I initially climbed to 6500' and found that the groundspeed wasn't much over 100 kts. They were forecasting 35 kt headwinds, but at that altitude it was closer to 50 kts. So I dropped back down to 4500' and picked up about 20 kts of groundspeed but had a much bumpier ride. I made a fuel/potty stop in Rockwall just east of the DFW area. The second leg into Kansas went much faster with ground speeds in northern Oklahoma showing more like 150 to 160 kts. I'm going to need to do a few more T &G's to get comfortable with landing this airplane (the ground is a lot closer than the Airtractor that I'm used to flying), but it seems to run and perform well. One thing's for sure, my wife won't be complaining about being passed by a truck on the freeway! Brian Bird N957JL
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Clement Drawings
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Hello all! New to the group this morning. I have the W10 plans but would like to get ahold of the Clement modification drawings as well. Does anyone have a copy they're willing to part with or know where I can get a copy? Any help if appreciated! Chris
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Keith and Rick Epic Adventure 2025
I have created this separate thread for our Epic Adventure 2025 in response to M Norman's post on another thread. It is UIL for the win. UIL is W124 degrees 33.76 minutes. We also have added Cape Blanco (5S6) which is W124 degrees 31.07 minutes Cape Blanco looks to be the second farthest west airport. Following are some of the initial thoughts. This does not include fuel stops or mountain pass adjustments etc. but just the general plan which I will "flesh out" with fuel stops and other routing. Ricks plane has "longer legs" than mine so I normally do the fuel stop routing. Note that 36WI is where Rick and I live but my airplane is now hangered at LSE. Initial plan for Rick and Keith Epic Adventure 2025: 36WI 8D3 20U CII COE UIL MMV UAO 4S2 5S6 LMO LSE Rick and I might be delayed a little on this trip so this might be a mid summer thing rather than spring. I do plan on taking a spring (May?) trip solo out to see my brother in Montana. He will fly down to Spearfish SD and we will then jump in his newly restored Decathlon and tour Mount Rushmore, the Badlands, Wall Drug (everyone has to go to Wall Drug!) and other locations. Stay tuned. Keith
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Wing build
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Ok everyone I’m about ready to start my build and I’ll be starting with the wings while I continue to practice my welding. I’ll be starting with the ribs. My question is, is the aircraft spruce “spruce kit” what I’ll need to get going? A different or better source? Any suggestions would be appreciated. Yes I have the plans and I even have the Stanton plans I ordered a couple years ago.
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1956 W8
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The 56 W8 known as Gonzo is now up for sale. The owner has asked me to find it a new home. I wanted to offer it to the Tailwind group before I list it on Barnstormers. Call Brian Alley at 3043954932
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I have a question pertaining to the install of the carb onto both intake manifold and the air box? I'm assuming a gasket is used? Is there a gasket on both surfaces? Should any gasket sealant be used in addition, if so which type? Also what is an approx torque setting for the carb bolts on a ma3spa carb? Thank you all, greg
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Essential documents for TW building?
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Hello all! I've read a few posts around here regarding Tailwind plans, Clement Mods, errors and omissions documentation, etc. Can someone help me with what they would consider "Essential Reading" or planning guides when building/rebuilding/modifying a Wittman Tailwind? Specifically, mine is a W10 in traditional tailwheel configuration. I don't want to seem insensitive by sending a request for mods to Baraboo knowing that Jim is no longer with us, but I would like to support the family too, if that is still an option. What about the Callbie wings? What is the right way to purchase these modifications and plans? I've seen mods spoken of regarding moving the tanks to the wings; are those plans available or was that just a one-off of someone 'experimenting'? If there is such a list already, I've missed it and I apologize. Any direction would be greatly appreciated! MD
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Scholtz W10 and Clement CAFE airplane have both been relisted on Barnstormers as well as a W8 project less engine.
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Recently someone had asked for info on how to mount their auto pilot servos but I can't find that thread. Today I had my fuselage open in order to work on the ELT and thought I would take some pics of how I mounted my AP servos. As you can see I had welded two tabs on the bottom diagonal in the rear and also on a cross tube in the front. I then ran two angle aluminum pieces fore and aft with some additional cross angles to mount each servo on. Hope that helps. Keith
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Today I replaced the two small batteries (not the main transmit battery) on my ACK 406 ELT system. One was for the small "alert cartridge" that has a beeper in it and one was for the remote testing/activation unit. I had the alert unit mounted on the fuel tank with Velcro and of course the remote unit in the panel. Alert unit was easy to change the battery as I just unplugged it and took it out to replace the battery. The other unit was not so easy as I had it mounted with some machine screws with nuts on the back side. If I was to do it again, I would put nut plates back there. These batteries are to be replaced every 10 years so it was my first time. Upon replacing the batteries I did the 90 day self test and got a 5 beep error code. It had been awhile since I had tested it but it worked fine that last time. Needless to say, I was not real pleased and thought perhaps, I had did something wrong in the installation of the new batteries. a 5 beep code indicates "high VSWR or high current" I called ACK and he said it might indicate a bad coax connection to the ELT antenna and that changing those little batteries would not cause that. He said check the BNC connections and if still a problem send it back ( probably $$$$). I did some internet research and found that it is possible that a low main battery could possibly cause that also AND that if the battery is very cold it reduces the voltage and could also cause it. This main battery is due for replacement in November of 2025 so thought maybe that was the problem So I opened up the rear of the fuselage and checked the connections. They seemed OK although one of them seemed a little "tight" and I was not sure it had seated properly. Anyway got that all squared away and tried the test again and STILL got the 5 beep error code. It had been about 18 degrees last night so I decided to go ahead and try to warm up the main battery. Put my little cockpit ceramic heater back there and pointed it at the battery for 15 minutes and tried it again and it worked! I am attaching a pic of the ELT mounting. There had been a question recently about antenna mounting. You can see about where my antenna is mounted if you follow the coax cable. The pic doesn't show the mount but it is just mounted to a diagonal tube about 1 inch above the top of that pic. So if you have an ACK 406 ELT and you have this problem it might possibly be the cold battery. Note that this post probably doesn't apply for those of you that are smart enough to live in a warmer climate. :) Keith
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Hello everyone, did some searching but could not find any pictures.. In preparation for covering the fuselage I am working through all of the wiring.. I would like to mount my ELT antenna (ACK E-4 125.5/406) inside the fuselage behind the baggage area. Can any of you post some photos of a good mounting location? As usual, thank you for all for your help! Andy
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Sat 8:39am
Sat 8:39am