|Will OConnor, 01.02.2015|
The Vintage Flying Museum in Fort Worth, TX is in possession of a Culver LFA Cadet from early WWII. It is currently being restored to airworthy status.
|Charles Hampton A/P, IA, 16.04.2014|
Would like to respond to Jack Carlin e-mail Concern Culver V
N3077 owned by Robert H. Hampton my dad which meet its end at Turners Falls Airport Massachusetts in 1957. That aircraft was a wonderful cross country aircraft but as Mr. Carlin said a woeful climber fully loaded and in hot weather. The story goes on that day his passenger was a prospective owner as the aircraft was for sale. Unfortunately this person showed up late after the fuel pumps were closed. Since he had come some distance, Dad didn't want to disappoint this fellow. Dad felt there was enough fuel for once around the patch, or so. Unfortunately in showing the flight charastics a hammer head stall was under taken which resulted in no gas to engine and not sufficient altitude to reach the runway. A wheels up landing was made in short weeds about 300ft short of runway. Airplane not seriously damaged, occupants unhurt, except for Dad's pride, Unfortunately when aircraft was lifted to be placed on its wheels the mahogany fuselage back was broken. So it was sold for parts.
As Jack referenced the aircraft was also in other accidents. The other one took place in Elmira New York. Again things added up to do dad in. He had worked on the machine floor set up new machinery for Threadwell Tool and Dye in Greenfield Mass. It was a hot day and floor temps in the plant were 107 degrees. He left that day to fly to Dayton Ohio to visit his family. In Elmira he fueled. The airport manager noticed he was fatigued and suggested he stop there and stay over night. Free bed at the airport was available. No he wanted to push on. After takeoff he forgot to pull up the gears and by that time he had flown into a box canyon. Another wheels up landing and a broken back for injury. As kids working in a cold hangar we helped Dad rebuild. This all happened in 1953 and 1954.
In another year flying back to Dayton surrounded by thunder storms he headed for Niagra International, NY. On final some mile out he was told to hurry up by the tower because a 727 was also on final. He did and landed wheels up as the 727 flew low over him. He remarked it was the smooth landing he ever made as the wood prop just splintered. Another time flying to Dayton he iced up just west of Springfield Ohio and declared an inflight emergency and the longest runway possible as aircraft controls were quite heavy. With the controller assistance a vector was made to Wright Patterson SAC base. He claims to have landed the aircraft at over 100 MPH surrounded by fire trucks and APs.
Dade was very active in the Mass Civil Air Patrol. After moving to Florida in ended up with that organization as an honorary full colonel. When I added up his flight hours in gliders, sailplanes and light aircraft it was just over 5300 hours. His last private plane was a Stinson 108-3 with metalized wings and fuselage. He was a long time member with EAA. Thanks Jack Carlin for the memories. It was a wonderful bunch of pilots at Turners Falls Airport.
Since I retired as a senior Administrator at "The Ohio University" I got an A/P and I/A and still restore airplanes such as cubs ,ercoupes, aeroncas and the like from the classic era. And it all started with Culver V N3077K and Dad rebuilding of it.
|Bob Doernberg, 01.02.2014|
In 1961, I was home in Spencerville, Ohio for summer vacation from my sophomore year at Culver Military Academy. My dad owned a Stinson Station Wagon and flew it out of Bob Croftís grass strip just west of town. I had been scraping together a little money from my summer job to take flying lessons in a Cessna 140, went for a lesson one sunny afternoon and saw the coolest plane resting in the shadows of his barn Ė a low-wing, retractable, smooth skinned, low-wing monoplane. Bob Croft told me he had just purchased it, and that it was a Culver Cadet. When I heard that I had to go up in it. He obliged, and that afternoon I believe I became the only Culver Cadet to fly a Culver Cadet. As I remember, the landing gear became spring-loaded as they were lowered, and retracted almost instantaneously. I plan on attending Oshkosh this July, and thatís the first type Iím going to look for.
|Frank Strange, 29.01.2014|
Hello Bill Rogers----My Name is Frank Strange and I used to own N8442B back in the mid 80s---I live in Palatka Florida and I stayed pretty close to home with her. She did love the ground but once in the air was a fun little bird---I kind of hated to let her go but did not have a chose. I am like You as I have been around for a while (75 years)---Can't pass a physical any more so it is just a dream and memory now---Thanks for bringing those memories back.
|Bob Atol, 10.01.2014|
I was in Naval Air at Santa Ana when the war ended and I was shipped to our other base at Lompoc. A civil service worker offered me an aircraft engine and it was a Franklin with dual carbs.I got it in June of 46 and I still have it in 2014 in Pasadena CA. I was going to put it in a dry lakes race car but never did. Some day maybe. Was the service drone hotter than the later model?
|Robert Wall, 31.12.2013|
I bought SN 444 N41726 Culver Cadet (Franklin 80 hp)in 1954 with a 41 custom Chev coupe and +/- $500. Flew it about a year and sold it 'cause I needed a car. Current owner in OR I believe. The Cadet was more popular than the V but this website doesn't even mention it. How come?
|Jack Carlin, 25.12.2013|
I overhauled a Cont 85 engine for a Culver V in 1955. It belonged to Bob Hampson,N3077K, It crashed for lack of fuel at the Turners Falls, MA airport in 1957. It had crashed prior to that in Western, Pa or Eastern ohio due to bad wx. Hampson was the pilot both times. I flew N3077K several times after getting out of Navy flight training in 1957. It was underpowered, It would leave the runway and then not climb, especially loaded and in warm wx. I don't see it in the registrations so assume it went for parts Hampson and the passenger Francis Atherton were unhurt luckily.
|Old Bob Siegfried, 21.11.2013|
Good Evening, I flew with Bob Kaukee (sp?) in one in which he had installed a 115 Lycoming. Something of a ground lover, but not bad once it got airborne. No idea if he ever got it approved with the bigger engine and have no idea where it went. That was in about 1949 or 1950 at Elmhurst airport of suburban Chicago.
|Ann Burns, 02.09.2012|
I now own Culver V N3104K since my husband Curtis Burns passed away this year. My plane is undergoing it's annual inspection and a new paint job. I want to sell it as soon as possible. Please read the posting by Curtis Burns on 15.05.2008.
|Eric Holverson, 28.01.2012|
My dad owned culver v NC80261 circa 1950. He's owned various planes throughout his life but this one is probably the one he remembers most fondly. If anyone has any history on it after my father owned it, he would be elated to hear about it. All i have is a few old faded pics of it. Thanks!
|Joe Moreland, 13.11.2011|
I own SR# 17 at preaent time. The Government bought 10 i was told and they had 150hp but I have not found any more information about them. I live in southern New Mexico
|Scott Boyd, 05.07.2011|
I flew a Mooney Mite a few times but never a Culver. With Johnson bar retraction and a 65 hp engine it was not too bad. From the picture I think it was smaller yet.
|Jim Thompson, 04.07.2011|
I owned Culver V N3074-K, purchased it in Atlanta, Ga, flew it it for 2 or 3 years and sold it to a fellow from the Northeast. Last I knew, he as headed home with it, like in the Boaton area. It was a neat-flying little bird, all one had to do was convince it that it could fly, get it off the ground, get the gear up, and climb out at about 250 feet per minute. Once one got it to altitude, it would trim out in lever flight at just about 120 mph, and lean down to about 5 gallons per hour. I've always wondered whatever became of it.
|Stan Henslee, 02.06.2011|
Note to Richard Price - your Culver Cadet the Turbulent Twerp belonged to my father, Gene Henslee until he sold it in 1949 - it was named after my sister Patricia. Have many pictures if you want any.
|Chuck Blaker, 13.05.2011|
Back in the late 50's I bought a neat little airplane called the Culver Cadet for 600 dollars. As I remember, it was powered by a 90 HP Franklin and would cruise at about 145 @ 5000 ft. burning around 6.5GPH. I loved the little bird and would to have another.
|Howard Chapman, 18.02.2011|
On the V's predecessors - The Cadet was inducted into service with the USAAF as a radio control target drone at the start of WW II - PQ 8. The tail dragger was a problem for ground control. Modified with three legs it became the
PQ 8A. If my mammary is still intact it had a larger fin & rudder also. The 8 was replaced with the PQ 14, a severe redesign. Narrow single place fuselage, redone wings. A bunch faster - both to produce and in the air.
My brother served his WW II time in the Hawaiian islands repairing the Culvers. He rebuilt, from scrap parts, a custom 14 for his Leut. with a bigger engine, big spinner, clipped wings, that the Leut. chased around the sky with the other pilots training for combat. It was fast. Unfortunately all photos & stuff was lost in a fire.
|James Allen, 24.01.2011|
Need parts for a V, check out my website allensaero.com
|George Ardwin, 20.01.2011|
I was part owner of Culver "V" N3116K in the mid sixties while still a student pilot. It was based at Detroit City Airport for awhile, then we moved it to Mettetal airport in Plymouth, Michigan. It was a delight to fly.I had some very interesting flights with it. Lost an engine when it "swallowed" a valve one time.It is now located in a museum in Libral Kansas.
|george washburn, 18.12.2010|
After a combat tour in B-24"s Assigned to ferry command in Memphis and made 5 trips that summer ferrying PQ-14' from Mississippi to Cal. Great fun thought I was a fighter pilot!! 200+/- mile rangeno radios!!
|Bill Rogers, 17.12.2010|
My N# was N8442B. Great airplane tried to convert to an O-200 but that engine was never certified for fuel injection as I remember. The nose gear was in the way of the carb. I think the carb may have been able to turn around and fit. I thought about derating an O-200 to a 90 HP version. several versions appeared later as a Superior version. At 80 yrs old my memory is fading some.