Aerofax Minigraph 11 - Grumman-Schweizer AG-CAT

Aerofax Minigraph 11

Grumman/Schweizer

AG-CAT

by Nick Pocock

General Equipment Locations

1. Battery 2. Fuel FilierCap 3. Oil Fuel Cap 4. Master Cylinder and Reservoir 5. Hopper Door 6. Navigational Lights 7. PitotTube 8. Stall Warning Sensor 9. Trim Tab 10. Foot Holes 11 . Baggage Compartment Door 12. Air Filter Access Door 13. External Power Supply 14. Fuel Gauge

© 1994 by Nick Pocock; Library of Congress #94-69850; ISBN 0-942548-59-0 Published by: Aerofax, Inc and Special Aviation Publications P.O.Box120127 Rt.1,Box730 Arlington, Texas 76011 China Spring, Texas 76633 817261-9145 817641-4269 fax.: 817 459-0726 European Trade Distribution by Midland Publishing Ltd., 24 The Hollow, Earl Shilton, Leicester, LE9 7NA, England; 0455 847256/fax.: 0455841805

THE GRUMMAN/SCHWEIZER AG·CATSTORY by Nick Pocock

The prototype G-164 Ag-Cat, N74054, constructornumber X-1, atSchweizer's Elmira, New York facility. Noteworthy is the spraypump fairing visible below the firewall between the spring steel struts of the main landing gear.

PROGRAM HISTORY: The ancestry of the Ag-Cat includes that series of muscular warplanes produced by the Grumman Iron Works, so named for their extraordinarily rugged airframes. It first flew in 1957, following in the paw-prints· of the Wildcat, Hellcat, Bearcat and Tigercat fighters of World War Two. Though the fighters had been monoplanes, the Ag-Cat returned to the biplane tradition of the pre-war Grummans. This layout had the rugged

strength and other desirable qualities required for its work as an ag-plane...which is an aircraft used in agriculture to dust, spray, or seed crops. Joseph Lippert was responsible for the origin of the Ag-Cat program. In 1955, as aerodynamicist of the preliminary design group at Grumman Aircraft Corporation, he discussed with Arthur R. Koch (pronounced "Coke") the possibility of designing an agricultural airplane, and that as a team, they

should endeavor to sell the idea to Grumman with the emphasis on forming a Grumman non-military company. The latter which would build a prototype of this aircraft and Ultimately, manufacture it to sell to the agricultural industry. Joe Lippert studied the eXisting information about "dusters" (as they were called in those days). He then made a trip with Arthur Koch through the southwestern United States to observe ag flying operations

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The far-sighted LeRoy Randle Grumman was born in 1895 and died in 1982.

Joe Lippert and the original Ag-Cat model he built to sell his idea to LeRoy Grumman.

ArthurKoch listened to Joe Lippert's suggestion that the Ag-Cat be built.

Grumman's X-1 prototype, N74054, seen before engine relocation andprobably before the aircraft's first flight. Grumman facility is visible in background.

Grumman's X-2 prototype, N74055, shortly before completion and first flight. Fuselage panels and cowling parts have been removed for photography.

Three-quarter rear view ofGrumman's X-2 prototype with the majority ofits fuselage access panels removed. Structure was simple but rugged.

Grumman 's X-2 prototype in flight. Aircraft's docile flight characteristics became readily apprent early in the flight test program.

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and talk to people in the business. From this research he then determined the original specification, and made the initial sketches. At that time most of the aircraft used for agricultural work were modified Stearman Kaydetbiplanes--which were World War Two trainers--and other modified types, many of which were not entirely suitable for the job. The Stearman, although the most numerous and best-suited, had some deficiencies which would need to be eliminated in a new design: the landing gear needed to be less demanding from a maintenance standpoint while remaining rugged; the aircraft needed to be inherently quick at stall recovery with instant aileron response while maintaining light control forces to reduce pilot fatigue; it had to be capable of carrying approximately twice the hopper loads of the best Stearman conversions fitted with the 220 horsepower Continental radial engine. Koch, who had been a designer for Grumman since 1935, designed an aircraft based on Lippert's specifications and sketches, with Lippert assisting with the aerodynamic layout, powerplant selection and installation, and the spraying and dusting systems. This resulted in the proposal forthe Grumman G-164, which later would become known to the world as theAg-Cat. Lippert chose the biplane configuration to minimize the wing span required to carry the specified load, with the advantages of a smaller turning-radius for more economical turn-arounds at the end of a swath run. The biplane's improved maneuverability, with its higher rate of roll, also would help to reduce the time spent in turns, and improve safety during turns. (An ag-pilot knows that he is not making any money during the turn-around!) A biplane arrangement also provides a strong, light structure, with good crash-protection for the pilot. In order to reduce the chance of a crash due to stalling, the top wing of the G-164 was designed to stall first. By arranging the stagger and gap between the wings so that the upper wing acts as a slat, a slot-effect is created that improves the airflow over the lower wing. Thus, with the unstalled lower wing still providing lift and with its center of pressure further aft, there would be a moderate nosedown pitching moment which would tend to unstall the top wing. The pilot thus would not

Humorous proposal to the AirForce calling for a military version of the G164 as an "anti-insect weapon system".

Grumman's X-2 prototype during initial tests of liquid spraying system and associated capabilities.

have to take corrective action with the elevator controls. The ailerons thus remain powerfully effective even during the stall. Since stalling is one of the most frequent causes of agricultural airplane accidents, this safety feature was well justified, and undoubtedly contributed to the excellent safety record of the Ag-Cat. Koch and Lippert had misgivings about trying to sell the idea of this agricultural aircraft to the chief engineer of what was, basically, a military establishment. They, therefore, approached Leroy Randle Grumman directly. Mr. Grumman, as he was usually called--founder of Grumman Aircraft Corporation--had not been active in the daily operation of the company since the end of the World War Two, but he still loved airplane design, and worked with his small group of talented engineers on preliminary designs and product development, until his retirement in 1966, at the age of 71. He was only mildly interested in the ag-plane proposal at first. After about a month-and-a-half of discussions, however, and some encouragement from Leon A. "Jake" Swirbul, Executive Vice President, Mr. Grumman finally accepted the proposal to design and build two identical prototypes. These were to be built in a commercial plant outside the higher-cost military environment, and under the supervision and control of Koch and Lippert. The design and construction of the two Ag-Cats would be funded to a limit of $200,000. Koch and Lippert had just started on the project when Mr. Grumman was persuaded by the head of the experimental shop to produce these prototypes under his supervision, in one of the hangars at Grumman's military facility, with subsequently higher overhead and labor costs. Furthermore, he suggested that while the two prototypes (to be designated X-1 and X-2, respectively) would be identical in external configuration, they would be built with two different internal structural configurations for the wings, with X-2 having a geodetic rib arrangement. This slowed the completion of the project and increased the cost to $600,000. The design and fabrication of the G-164 prototypes was completed after several months. The first flight of X-1 (N74054) took place on May 27, 1957 , flown by test pilot, Franklin T. "Hank" Kurt, who had been appointed to the job by Mr. Grumman. The G-164 lived up to its designers expectations,

Grumman's X-2 prototype found its way to the Texas State Technical Institute in Waco, Texas where it was later restored.

Bill Schweizer was a strongproponent of his company's Ag-Cat production program.

Paul Schweizermade the family name a major playerin sailplane production.

and a type certificate was issued on June 21, 1957. (Both prototypes are extant as of 1994: X-1 is on display at the National Agricultural Aviation Museum, in Jackson, Mississippi; and X-2 is used as an instructional aircraft at Texas State Technical College, in Waco, Texas.) Terrell Kirk remembers that the Ag-Cat was a very easy aircraft to fly, especially the

original G-164, which was fantastically maneuverable. Its rate of roll, and roll acceleration, were greater than any World War Two fighter--it was a very responsive airplane. Koch and Lippert then went on a demonstration tour throughout the southern states to determine the acceptance of the G164 by the agricultural industry. More than

The G-164 's structure is conventional but is optimized for extraordinary strength and durability. Particular emphasis has been placed on the cockpit andassociated roll-over assembly.

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From left to right: Bill Schweizer, Paul Schweizer, Schweizer test pilot Clyde Cook, and Ernie Schweizer on the occasion of the first production Ag-Cat's successful first flight.

Testflying the first production G-164, N10200. This was the first Ag-Cat to be manufactured by Schweizer at their Elmira, New York facility.

three hundred ag-pilots flew the prototypes, directly comparing them with the aircraft they were then using on cotton or rice crops. Their response was very encouraging. Koch and

Lippert returned to the factory at Bethpage, New York, and after reviewing the results of the demonstration tour, it was decided by Mr. Grumman to produce the aircraft, and to

Schweizer Aircraft Corporation's factory at Elmira, New York during 1974. Numerous production AgCats are visible to the right.

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locate a new facility in which to produce the G-164, as originally planned. In the spring of 1957, while the prototypes were being built, Fred Eckert, assistant to George Titterton,Vice President, Contracts, in charge of manufacturing operations at Grumman, had invited Bill Schweizer, one of the founders of Schweizer Aircraft Corporation (SAC), manufacturers of metal sailplanes (see "History of SAC' later in this book), to see him during his next visit to Grumman on subcontract business. Eckert showed him the aircraft, and asked whether Schweizer could build them. Bill assured him that they could. Brothers, Paul and Ernie Schweizer, also visited Grumman to look at the G-164, and they all agreed that it would be an ideal project for their company. Eckert suggested that Schweizer prepare a budgetary quotation for planning purposes. The proposed program included bUilding the production tooling, and manufacturing the first one-hundred aircraft. In June, 1957, Bill Schweizer took Paul Pullen, Ernest Whidden, and John Griswold, three of his top manufacturing people, to Grumman for two days to study the working drawings and the prototype aircraft. After several weeks of searching for a suitable available facility, George Tittertan, on a visit to the Elmira, New York, facility of Schweizer Aircraft Corporation (already a sub-contractor of Grumman's), decided that the G-164 would fare best by being produced for Grumman under sub-contract. During September, 1957, a contract was negotiated for the production of one-hundred aircraft, to be approved by the SAC board, and Grumman management at the end of the month. As Bill Schweizer had been following up on the project, he went to Grumman during the first week of October, 1957, to sign the contract. By January, 1958, the production program was well under way. SAC personnel were excited. They felt that ag-plane manufacturing would be a stable business, rather like making farm tractors! The G-164 aircraft still did not have a name. Mr. Grumman wanted to call it the "Grasshopper", but the marketing people were not enthusiastic about this name for advertising and sales. At a distributors meeting Dick Reade, of Mid-continent Aircraft Corporation, asked: "Why not follow on from the Grumman series of fighters: the Wildcat, Hellcat, Tigercat, and Bearcat? How about, 'Agricultural Cat', or 'Ag-Cat'?" And the AgCat itbecame. The arrangement was that Grumman Aircraft Engineering Corporation owned and managed the program, and controlled the design. SchweizerAircraft Corporation manufactured, flight tested and obtained FAA (Federal Aviation Administration) certification for each aircraft, before it was presented to Grumman, who then paid Schweizerfor it. Grumman then handled the marketing and sales. Koch stayed with the Ag-Catprogram at Elmira as Chief Designer, handling production design changes and improvements until his retirement in 1972, although continuing to do consulting work for Schweizer Aircraft Corporation up through 1987. Lippert continued with Grumman and the Ag-Catprogram until 1962, after which he was involved only as a consultant, as the aircraft was modified. Schweizer estimated that it would take

fifteen thousand man-hours to build the production tooling for the complete Ag-Cat which, with ten men, would normally be ninemonths. They set a goal to complete the tooling, and to run five sets of parts by July, 1958. In August they started assembly of the first production aircraft, using the more conventional parallel wing-rib arrangement as on the prototype X-1. On 17 October, SACtest pilot, Clyde Cook flew it for the first time. Grumman representatives About ten attended Schweizer's first Ag-Catflight ceremony, including Terrell Kirk, designated Ag-Catsales manager and acceptance pilot. Four Ag-Cats were delivered to Grumman by the end of the year 1958. The G-164 was certified by the FAA in the Restricted Category in January, 1959, with the 220 hp Continental W670-6N sevencylinder radial engine. (Other engines available, FAA certificated by Lippert during the period 1959 to 1962, were: 240 hp Gulf CoastW670-240, a tank engine modified by Bill Lewis; and 245, 275 and 300 hp Jacobs.) The contract production schedule required one aircraft per week by March, 1959, and two per week by October, 1959. By the end of March twelve FAA certified AgCats had been delivered to Grumman. The two prototype aircraft had been equipped with landing flaps on upper and lower wings, but since it was found that shorttake off and landing performance, necessary for agricultural work, was satisfactory without using flaps, it was decided not to incur the additional expense and complication of including them on the production G-164 aircraft. The contract specified that the agricultural material hopper should be installed in the aircraft, but it did not include the spray and dust dispersal systems, considered accessory equipment, which Grumman felt could be installed later. When they started the development of the installation of the systems, they found that (by Murphy's Law) the job was more complicated than expected. Ag-Cats ordered by customers, were ready for delivery - without dispersal systems. Grumman and Although both Schweizer had a lot of experience in engineering and building aircraft, developing agricultural systems was something new for them. They worked together, however, to solve the basic problems of providing an even distribution of spray or dust over the application area, and controlling the volumeper-acre applied, while protecting the pilot from harmful effects of the agricultural chemicals. Grumman obtained the advice and assistance of some experienced aerial appli-

The first production G-164, N1 0202, constructornumber 1,seen during operational use, was manufactured during January of 1959 and licensed the following month.

cators. Joe Lippert went down to Texas A&M University with an Ag-Cat to work with Joe Brusse for several months on the field development and testing of a spray and dust distribution system. When they thought they had perfected an acceptable spray system, they found thatthe environmental regulations in some states required a "suck-back system" for the spray booms to positively stop the flow of chemicals when the pilot shut off the system, thus reducing the chance of chemicals being dropped outside the intended application area. Bill Schweizer recalled that when the first dust spreader was ready for flight testing, they could not get any inert foundry talcum powder, as normally used for testing. Grumman's service test pilot, Terrrell Kirk, suggested using lime, and took off with fivehundred pounds of it in the Ag-Cat's hopper. When he opened the dust gate in flight, the dust came out of the spreader, but some was sucked back into the tail section of the fuselage and into the cockpit. Kirk almost suffocated, and emerged from the cockpit a giant white snowman. Realizing that the open cockpit was a low-pressure area, they solved the problem by installing a dust-seal bulkhead behind the cockpit, and inducing air into the cockpit to raise the pressure. By the end of April, 1959, Grumman and SChweizer were satisfied that the dispersal systems were debugged and ready to market, and Grumman started delivering the Ag-Cats to the customers. Unfortunately the operators were unhappy with the spray and

dust systems on the new aircraft, even though they were the latest then in existance. Grumman sent out technical representatives to investigate the complaints, some of which were legitimate, but many were not. Each operator seemed to have a different idea of what was wrong with the system, and how it should be redesigned, and seemed to be prejudiced against any system different from their own ideas. The Ag-Catwas one of the first special-purpose agricultural aircraft in the world to be manufactured and sold with a factory-installed dust-and-spray system. Prior to this most ag operators bought surplus military biplane trainers for less than a thousand dollars, which was about five-percent of their original cost. They usually bought two aircraft, one modified as a duster, and the other a sprayer, by using equipment such as hoppers, fans, valves, pumps, and spray nozzles, purchased from ag suppliers, to install their own systems. There was a tendency for operators to be proud of their own systems and designs, and perhaps to overlook any of their shortcomings. These systems would probably have failed to comply with the state regUlations, whereas the Ag-Cat system had been tested to do so. Joe Lippert soon found that the real problem was: each section of the country had different requirements depending on the crop. For example: Louisiana, rice; Mississippi, cotton; Texas, range; California, garden vegetables; etc. Since the military-surplus trainers could be purchased and modified so cheaply, it was

The second aircraft from the right, N63W, seen in a batch ofinitial production Ag-Cats, was the third production G-164. It was sold to Lyon Flying Serice, Inc., in Louisiana. Near-leading-edge placement ofspray bars is noteworthy.

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The eleventh production G-164, N1 0211 on August 11, 1975. Atthe time, it was being operated by MOE. Ag-Cat logo on roll-over headrest is noteworthy.

The twelfth production G-164, N10212, with a 600 horsepower Pratt & Whitney radial. At the time, March 28, 1969, the aircraft was operated byBronner & Jones Flying Service.

N10271 was the seventy-first G-164. Above-trailing-edge location of spray bars is noteworthy. Visible to right is G-164, N676Y.

difficult for operators to justify the fifteen thousand dollar cost of a new Ag-Cat, even though one aircraft could be used for dusting, or spraying, and the type had passed stringent testing. Due to the slow acceptance of the AgCat by the operators, Grumman slowed down the production at Schweizerto one aircraft per month until sales improved. By the end of 1959, a total of 35 Ag-Cats had been manufactured, but only 10 had been delivered to customers. During 1960 production was set at two aircraft per month. With suggestions from the field, and the help of Ernie Schweizer, who was an FAA approved DER (Designated

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Engineering Representative), the Ag-Cat was debugged and design improvements were made, and approved qUickly on site at Elmira. The first foreign deliveries were made to Panama and Uraguay in July, 1960. Sales almost tripled with 29 Ag-Cats being sold in 1960. A total of 64 had been built, leaving 25 in inventory. Having open cockpits, these aircraft created a storage problem, as Grumman decided that they should be hangared during the winter. Since there was no spare hangar space at Elmira, the aircraft were flown to Hornell and Ithaca airports. Bill Schweizer has some happy memories of helping Terrell Kirk with the ferry flights. It seems the flights of two were not

always along a straight course, with Bill trying to shake Terrell off his tail! In 1961 production was increased to three per day, 34 being manufactured. By the late spring 1961 sales started to pick up and 56 Ag-Cats were sold that year. Thus the inventory was reduced to three aircraft, and a backlog of 30 orders for aircraft to be delivered in 1962. Finally the companies efforts were begining to payoff. In the summer of 1961 Schweizer negotiated an order for a second hundred Grumman Ag-Cats (SIN 101-200). To help stimulate sales, Terrell Kirk, AgCat sales manager, was working with Grumman's advertising agency on a new advertisement. They wanted a picture of an Ag-Catspraying corn. Kirk picked out a lush cornfield between old Route 17 and the Erie Railroadtracks in Big Flats, near the airport at Elmira. The photographer took his position in the narrow field, and Kirk started a spray run with the wheels just above the top of the corn. Unknown to Kirk, there was an electric wire across the center of the field that he had not seen because it did not have any supporting poles in the field. The Ag-Cathitthe wire, was pulled down into the corn, and then bounced up again. Kirk flew the "modified" swept-wing Ag-Cat back home, trailing streamers of corn leaves. Seventy-seven Ag-Cats were delivered in 1962, and the 190th was built since production had started in 1958. Grumman ordered another one-hundred aircraft, serial numbers 201-300, in September, 1962. Seventy-two were sold in 1963, giving a total of 244 in service. Supplying Ag-Cat spare parts had now become seven-percent of Schweizer's total business. There were also some foreign orders awaiting payment at the end of 1963, as all deliveries from Schweizer are on a cash-ondelivery basis. A Japanese company had ordered an Ag-Catin January, 1963, and had made a downpayment. The aircraft was disassembled and crated, but by December it was still in the shipping area. Bill Schweizer remembers that someone had asked Clyde Cook, final assembly inspector and test pilot, what was holding up the shipment? Cook answered, "Apparently the Japanese have no 'yen' forthe Ag-Cat." In the fall of 1963, ten Ag-Cats were delivered to a big ag-plane operation in the cotton plantation area of Guatamala. AgCats delivered across the Atlantic or Pacific oceans are normally crated, or containerized, but those going to Central or South America are flown by professional ferry pilots, or by the customers' pilots. To increase the aircraft's range, extra fuel was carried in the chemical hopper, and a hand-operated wobble-pump was used to transfer fuel from the hopper to the main fuel tank in the center-section of the top Wing. Each pilot was given a brown paper bag containing about five hundred one-dollar bills to pay for fuel and travelling expenses. Piper's new 235 hp Pawnee with 150 gallon hopper--smaller and lower priced-was proving to be a competitor to the Ag-Cat. Grumman management decided that the AgCat could be made to carry a bigger load with some minor changes, which would make it more economically efficient. Starting with a new contract (SIN 301400) the 220 hp Continental engine was replaced by a 300 hp Jacobs R755 engine, which allowed the hopper size to be

increased from 215 to 245 gallons. The new hopper was made of aluminum, and welded to provide better sealing. The most impressive sales feature was that the Ag-Cat could now carry one ton of water-soluble agricultural material. These features, and some other service impovements, were tooled for production, and FAA certification during the fall of 1963, and the new model was ready for the spring 1964 market. A total of 400 opencockpit G-164 Ag-Cats were built. Engines ranged from the original 220 hp W670 Continental; the Gulf Coast 240 hp; the 300 hp R755 Jacobs; and 275 and 245 hp Jacobs. Beginning with serial number 401 the Super Ag-Cat G-164A, powered by a 450 hp R985 Pratt & Whitney, with a 300 gallon fiberglass hopper, and an optional closed canopy, was certified in March, 1966. It was also available with the 300 hp Jacobs, and later, in 1969, the 600 hp R1340 Pratt & Whitney. A total of 1,730 G-164's, and G-164A's were eventually built. By 1968 an enviable safety record had been established for an ag-plane, as over one million hours had been flown by Ag-Cats in the U.S.A. without a fatality. There are a number of design features which have contributed to this achievement: good overturn protection from the tubular structure behind the pilot's seat (designed for this purpose); the upper wing; and high fin and rudder; slow take-off and landing speeds; all structures around the pilot's cockpit stressed to 40G; two sets of wings and a long nose capable of absorbing a lot of crash energy; fuel tank in the center-section isolating fuel from cockpit area; and biplane configuration with forwardstagger prOViding stability and gentle stall characteristics. The first fatal accident occurred on 25 March 1968, when serial number 20, N10220 crashed near Lancaster, California killing the pilot who had flown a total of twenty-five hours in the type. In 1971 the Ag-Cat's fuel capacity was increased from 46, to 80 gallons by adding two optional tanks in the upper wing panels. Also, a new urethane-resin paint finish was used to inhibit oxidation of all metal parts. In October, 1972 the 1,00ath Ag-Catwas built. Grumman's new commercial airplane division, Grumman American Aviation Corporation (GAAC), had direct sales responsibility for the Ag-Catprogram in 1973, when their contract with SAC was for 150 aircraft. Although 171 were actually built, this still did not satisfy the sales demand. To justify a SAC plant expansion, an agreement was made by GAAC to buy 200 Ag-Cats in 1974,245 in 1975, and 300 in 1976. In 1974 three new models were planned by Grumman American to meet the expanding ag-plane market: G-164A-The current production model with a new sealed cockpit for pilot protection from chemicals, and powered by the 600 hp R1340 Pratt & Whitneyengine. G-164B-With wing span increased from 36 to 42-foot-3-inches, so that it could carry the same load as the "A" model, and provide a wider spray swath, powered by the 450 hp Pratt& Whitneyengine. G-164C-With a new fuselage design for a 500 gallon hopper, 42 foot-3 inch-wing span, and powered by the 600 hp R1340 Pratt& Whitneyengine. In September, 1974, Grumman

American brought two large trailers, and a staff of seven engineers to work with Schweizer on the design and FAA approval of these new models. By December the new "A" Model was in production. By January, 1975, 1,400 Ag-Cats had been built, and were operating in 34 different countries. In Novemberthat year the G-164B Super Ag-Cat B with a 300 gallon hopper, modified vertical tail surfaces, and longer wings and spray-boom, was certificated. It was powered by either a 450, or 600 hp Pratt & Whitney engine. In February 1976 the Super Ag-Cat C was flown, and in November 1977 was certificated; it had a deeper and longer fuselage accomodating a 500 U.S. gallon hopper. This was found to be too big and heavy for the power available from the 600 hp Pratt & Whitney R1340, and only 44 were produced. Production of the Super Ag-Cat A ended in December 1977. Grumman Aircraft Engineering Company, restructured in 1969 became the Grumman Aerospace Corporation, a subsidiary of the Grumman Corporation, had been marketing the Ag-Cat. Subsequently its subsidiary, Grumman American Aviation

Distinctively simple planform of the G-164 is demonstrated by N 10291.

G-164, N496Y, was constructor number 153. It was manufactured during 1962 and was operated by Zumwalt Aviation at the time this photo was taken.

G-164, N579Y, was constructor number 170. It is seen with the majority ofits fuselage access panels removed. Completely enclosed cockpit had become optional by this time.

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Onstott Dusters' G-164, N594 Y, constructor number 185, equipped with a Pratt & Whitney R1340. This aircraft laterbecame TG-FIR-F.

Thayer Brothers' G-164, N599Y, constructor number 190 during 1965. It was modified to incorporate a Vultee BT-13's Pratt & Whitney R985 engine, cowl, propeller, and windscreen.

In 1965, Farmers Crop Dusters ofBakersfield, California operated G-164, N657Y, constructornumber 199. It had a 600 horsepowerPratt & Whitney. Later registered as TG-FIL -F.

Company, was bought by Gulfstream American in 1978. All production Ag-Cats continued to be manufacted by Schweizer Aircraft Corporation, at their Elmira, New York, factory. On 30 May 1980, however, the Ag-Cat production was stopped at SAC, as Gulfstream American announced that they would start building the Ag-Cat at their Savannah, Georgia, plant. It took thirty-two tractor-trailer loads to transport the inventory of tools, parts, and materials to Georgia. Production never started in Savannah, how-

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ever, and in September, 1980 the Ag-Cat program was offered for sale. By the end of November Schweizer agreed to purchase the program for 3.3 million dollars. By the end of 1980 Schweizer had produced 2,455 Ag-Cats: 400 G-164's, 1,330 G-164A's, 659 G-164B's, 44 G-164C's, and 22 G-164D's, which were Super Ag-Cat C's with a Pratt & Whitney PT6A turbo-prop engine. In January, 1981, Schweizer had bought the Ag-Cat manufacturing and mar-

keting rights from Gulfstream American, and T.C. "Joe" Kosier was hired as Ag-Cat sales manager. In October Schweizer produced their version of the G-164B, known as the AgCat B-Plus, with longer wings and a 400 gallon hopper, and was powered by either a 450 hp R-985, or a 600 hp R-1340 Pratt & Whitneynine-cylinder radial engine. The improvements in load-carrying capabilities as the Ag-Cat evolved were not without some penalties. As weight and power were increased, control forces and feel became heavier, and response was slower. As more Ag-Cats were produced there were eventually more fatalities while flying them. For example, there were four during the years 1983-84. Since 2,567 Ag-Cats had been manufactured through May 31, 1985, of which about 1,700 were still flying in the U.S. an average of 400 hours a year each, the estimated fatality rate therefore has been one in every 340,000 hours offlying. By 1989 Ag-Catproduction consisted of about twelve aircraft per year of the G-164B Super BAg-Cat, with a top wing raised eight inches, which had been introduced in 1983 for improved visibility, and aerodynamic efficiency. These were powered by 450, or 600 hp Pratt & Whitney radial engines, some components of which were in very short supIn ply and therefore more expensive. addition, through a manufacturing agreement with Ethiopian Airlines, nine kits were shipped to Ethiopia for the manufacture of G164-BT Ag-Cats, powered by PT6-34AG Pratt & Whitney turbines. These aircraft are known in Ethiopia by the name Eshet, meaning fresh (crops). To our knowledge the Ag-Cat has been in continuous production longer than any other agriCUltural aircraft, 1957-1994. The proof of the pudding, they say, is in the eating; the Ag-Cat has been helping to feed people for over thirty years. AG-CAT MODIFICATIONS: Agri-Jet Power, Inc.: Don Nance, Route 1, Box 169, McCrory, Arkansas 72101. S.T.C. for installation of GarrettTPE331 Series turbine engines of 575 shaft horsepower on a "B" Model Ag-Cat, making it more streamlined and 600 pounds lighter than with the R-1340. ClarkAviation, Inc.: Joel P. Clark, P.O. Box 327, Bay Minette, AL 36507. Installed 400 h.p. Lycoming on Ag-Cat registered N590Y. EAL Ethiopian Airlines S.C.: P.O. Box 1755, Addis Ababa. Eshet Ag-Cat Super B Turbine kits from SAC assembled under license. 750 shaft horsepower Pratt & Whitney PT6A-34AG turboprop. Six completed by early 1989, the first on 20 December 1986 registered ET-AIY. Frakes Aviation, Inc.: Route 3, PO Box 229-B, Cleburne, TX 76031. Installation of 750 shaft horsepower Pratt& Whitney PT6A34, and in spring of 1978, the PT6A-34AG (derated to 540 shaft horsepower) turboprop. Malden Ag-Craft. Two-seat trainer conversion, exhibited at the Paris Air Show in 1979. Marsh Aviation Co.: William G. Walker, Jr., Vice President, 5060 E. Falcon Drive, Mesa, AZ 85205. Installation of Garrett TPE 331-1-101 turboprop engine, derated to 600 shaft horsepower in Ag-Cat G164, A, B, & C. Certificated in 1980, with six

completed by 1981. Mid-Continent Aircraft Corp.: Dick Reade, Drawer L, Hayti, Missouri, 63851. King Cat, Ag-Cat "G" with Wright R1820 engine. Page Industries: In 1978 installed a 600 hp Lycoming LTP-101 turboprop on an Ag-CatB. Serv-Aero: Salinas, California. Installed a 560 horsepower Alvis Leonides radial, and Dowty Rotol propeller on an AgCat. Stage 1/: In 1978 installed a 650 horsepower hemispherical-head Chrysler engine in an Ag-Cat. Turbines, Inc.: Jim Mills, Route 31, Box 23, Terre Haute, IN 47803. Turbo Cat. PT6 In 1980 Twin Cat Corporation: installed two 310 horsepower LycomingTIO540J horizontally-opposed engines in an Ag-Cat.

Showing some wearand tear, G-164, N332Y was constructor number207. Spray barassembly is visible under fuselage.

------------AG-CAT MANUFACTURERS: Schweizer Aircraft Corp.: Joe Kosier, Ag-Cat Sales Manager, P.O.Box 147, Elmira, NY 14902. HISTORY OF SCHWEIZER AIRCRAFT CORPORA nON: The SchweizerAircraft Corporation was incorporated in Elmira, New York, on December 15, 1939. Its story, however, really began at Peekskill, New York, when the three Schweizer brothers, Bill (12), Paul (17), and Ernie (18), built and flew a primary gliderforthe first time on June 19,1930. This was the SG PI-1 , a training glider of very basic design, consisting of a parasol wing, a single seat mounted on a skid, and tail surfaces, all connected by a very simple open framework. The brothers Ernie and Paul later studied aeronautical engineering at the Guggenheim School of Aeronautics, New York University. When Ernie graduated in 1934 he was offered an engineering job at Grumman, but the work was really as a draftsman. Ernie liked to design, but did not like routine drawing, and since the brothers were working on a design project themselves, he declined the offer of eighteen dollars per week. Although this was apparently an entry level job, had Ernie taken it he would probably have eventually become one of Grumman's top designers as the company grew. When Paul graduated a year later only three or four out of the class of fifty-two students got jobs related to aircraft; the remainder were fortunate if they were able to get a job running an elevator, or anything else, during the depression. In 1937 Paul and Ernie went into partnership to form the Schweizer Metal Aircraft Company, while Bill was still in college. They then produced the world's first all-metal sailplane, the SGUI-6, the designation meaning, Schweizer Glider Utifitysingle-seat, number six. The Schweizer brothers feel that what some may consider to be disadvantages really helped them to eventually build a large corporation, and to survive some of the hard times, where others have failed. First, they had been brought up working hard together in their father's family restaurant business (their father had come to the U.S. from Switzerland in 1905). Secondly, they started their business in the depression years without any capital. They had their father's barn to work in and only limited equipment, and learned to either improvise, or do without.

G-164 N705Y, constructornumber 271, operated during 1966 by Agricultural ServiCes ofFirebaugh, California, had a Pratt & Whitney R1340 and ade Havilland "Otter" propeller.

G-164, N728X, constructornumber282 owned byDouglas Bailey Inc. and seen on February 2, 1974 at Marysville, California. From this experience they learned to adjust to every situation. The three brothers have always worked well together, and if ever they disagree over decisions that have to be made then the majority rules. Ernie specialized in engineering, Paul in finance, and Bill in manufacturing. In December, 1939 the company moved to the Elmira Knitting Miff building, in Elmira, New York. Then in March, 1943, it moved to its present location at Chemung County Airport at Elmira. During the Second World

War Schweizer Aircraft Corporation built single-seat, and two-seat gliders and sailplanes for military use. After the war Schweizer continued to develop and produce sailplanes, and motor-gliders, along with a variety of parts under sub-contract to Bell, Boeing, Grumman, Sikorsky, Edo, etc. As the sons of the Schweizer brothers grew up they became involved with the operation of the company: Ernie's son, Les, engineering; Bill's sons, Paul Hardy, finance and marketing, and Stu, production.

9

With a slow down in demand for agricultural planes affecting the sales of the Ag-Cat, and the growing popularity of the higher performance fiber-glass sailplanes, which hurt the sales of the all-metal Schweizerdesigns, the sons of the Schweizer brothers negotiated the purchase of the rights to manufacture the Hughes helicopters. This is another example of the diversification and flexibility of operations that has kept the family business going for fifty years - and it is still going strong today. AIRCRAFT GENERAL DESCRIPTION:

Working G-164A equipped with a 450 horsepower Pratt & Whitney radial. Spray bar has been mounted in standard wing-trailing-edge position.

G-164A, N895X, serial number 40 1, prior to delivery. Most of the aircraft's fuselage access panels have been removed to permit inspection.

Classic image ofN903X, serial number 424, following spray run.

10

The Ag-Cat is specifically designed for agricultural use. It is a biplane with nonretractable landing gear. Power is supplied by an air cooled radial engine equipped with a variable-pitch constant-speed propeller. Fuel is supplied from a main fuel tank in the upper-wing center-section. Supplemental fuel is suppled from outer wing panel tanks for increased range. The pilot's cocokpit is fitted with a plexiglass canopy, overturn structure, and ventilation system. The chemical hopper is located to the rear of the main firewall and in front of the pilot for either dispersal of liquids or solids. Airframe and Landing Gear: The fuselage contains the hopper, sealed cockpit, baggage compartment, and rear section. It is of all metal tubular construction covered by aluminum with a firewall covering the front end to isolate the engine from the fuselage, and a dust- sealing bulkhead aft of the fuselage baggage compartment. Forward, center, and rear side panels are attached to each side of the fuselage utilizing turnlock fittings ("camlocs") for easy removal. A steel frame canopy with a curved windshield, hinged side doors, hinged top door, and rear side windows enclose the cockpit. Fresh ram air is forced into the cockpit through an airscoop fastened to the canopy rear cap. The air is ducted to an outlet on the cockpit floor and to an adjustable outlet nozzle behind the pilots shoulder. The baggage compartment is located behind the pilot's seat, and is accessible on current Ag-Cat models, through a hinged door located in the fuselage right half center side panel. A 40G seat belt and shoulder harness installation is anchored to the fuselage structure. The wing group consists of two upper wing panels bolted to the upper wing center section, two lower wing panels bolted to the lower longerons, together with struts and wires

Grumman's G-164A Super Ag-Cat. N948X was serial number 462. Open cockpit side transparency is noteworthy, as are spray bars and nozzles.

necessary to rig the wings. The wings are of conventional two beam construction with nose ribs, intermediate, and trailing edge ribs, covered by aluminum skin on the upper surface and cloth fabric on the bottom surface. The standard fuel system on the G-164A & B consists of a 46-gallon tank installed in the upper wing center section. Increased fuel capacity (optional) is provided by adding: one fuel tank in the upper left hand wing panel for a total of 64 gallons, or one fuel tank in both upper wing panels for a total of 80 gallons. The standard fuel system on the G-164C consists of both upper wing tanks and a center section tank for a total of 80 gallons. The tail group consists of a vertical fin, rudder, horizontal stabilizer and elevator constructed of steel tubing and steel channel ribs covered with doped cotton fabric and braced with streamlined wires. A cable deflector wire extends from the canopy rear cap to the top of the tail fin to protect the fin leading edge, in the event the aircraft should encounter a wire strike. The main landing gear is attached to the fuselage just aft of the firewall. Each main landing gear wheel is supported by a steel spring leg which is bolted to an aluminum beam. The main landing gear is secured to the fuselage by means of two support plates which are bolted to the lower longerons and landing gear beam. The aircraft has a steerable tail wheel which is operated by the rudder pedals. Upon reaching full rudder travel the tail wheel becomes full swiveling. The tail wheel assembly is supported by a steel spring leg to absorb landing shock. Fuselage: The tubular steel fuselage is made entirely of SAE 4130 chrome-moly steel tubing of various diameters and wall thicknesses to meet the design requirements of each section. All joints are heliarc welded. The completed structure is completely sandblasted, using fine steel filings, and carefully inspected before priming. The priming coat is an epoxy based zinc chromate primer, while the hard finished coat is a special urethane resin based paint. After the final coat, oiling plugs are removed from the upper and lower longerons and these tubes are pumped full of corrosion preventative "Rustban" No. 397, then drained and the plugs resealed. An integral part of the fuselage is a welded-tubular truss (turn over structure) and skid shoe located directly behind the pilots seat. The pilots seat is secured by two stanchion tubes which are attached to the fuselage tubular structure. The stanchion tubes allow the seat to slide up or down to a position selected by the pilot. A shock cord assists the pilot in raising the seat. The floor assembly extends rearward from the pilot's compartment and baggage compartment, behind the pilot's seat, to the sealed dust bulkhead. Attachment fittings including lugs, gussets and brackets are welded to the fuselage tubular structure for attachment of components, formers, and fairings. The contoured main firewall, contoured dust-sealing bulkhead and canted formers provide the vertical members for attachment of the front, center, and rear side panels to each side of the fuselage. A "V"- shaped former is attached to the left side of the fuselage only, which incorporates a recessed step for entrance into the cockpit with provisions for an external power receptacle located above the step. In addition, the G164C model has a fixed stirrup type external step located on each side of the

G-164A, N948X, constructornumber 462, during spray run conducted as part of Grumman tests of

Super Ag-Cat.

G-164A, N950X, con structor number 464, equipped with a 300 horsepower Jacobs radial. The aircraft had notyet been delivered and was being flight tested bySchweizer.

fuselage directly below and in line with the pilot's seat; and, a recessed step located on the left side of the fuselage, in the middle of the front side panel, for access to the fuel tank filler cap located in the upper wing center section. . The tubular fuselage structure is the same for both G-164 A&B models with the exception that the G-164B model incorporates a tubular extension attached to the rear of the fuselage to accommodate the larger tail-fin. The bottom of the fuselage is covered by a chin skin, belly skin assembly, and rear belly skin assembly. The chin skin provides access to the landing gear beam for jacking the aircraft, and is fastened to the firewall and

belly skin assembly by means of screws and nutplates for easy removal. The sides of the forward portion of the belly skin assembly are secured by screws and elastic nuts through channel members extending from the firewall to canted formers on each side of the aircraft. The aft sides of the forward belly skin are riveted to the canted formers and to the rear belly skin assembly and stiffener. The aft flanges of the rear belly skin are attached by means of rivets to the tail-fin fairing formers. The rear side panels are attached to the dustbulkhead channels, turtle deck, tail-fin fairing formers, and rear belly skin assembly flanges. The center side panels are attached to the dust-bulkhead channels, canopy, rear

A Grumman test G-164A, N8385, construction number 878, equipped with a wing-mounted pitot boom for airspeed calibration.

11

G-164B, G-BDZF, constructornumber27B, operated byMilier Aerial at Wickerby in England. Centersection fuel tank is being topped-off.

G-164B, N48625, constructor number 90B, prior to delivery. This aircraft later was sent to the Dominican Republic and there registered HI-203.

belly-skin flanges, belly skin and center formers. The front side panels are attached to the center formers, upper longerons, bottom channel and belly-skin assembly, and firewall bolted to the fuselage. The G-164C model tubular fuselage is a larger overall structure which is required to accommodate the larger hopper and load carrying capability. Fuselage Panels: Each side panel con-

sists of aluminum skin, curved formers, "camloc" fasteners, and rubber sealing strips. The aluminum skin is stiffened by "V"- type corrugatlons which are sealed at each end by rubber filler blocks. The curved formers are riveted to the inside surface of the panel skin and shape the panel to match the contour of the fuselage. The" camloc" fasteners attach the panel to the fuselage. The rubber sealing strips, on the inside surface of the panel, pre-

G-164B, N6607Q, constructornumber 134B, at Merced, California on June 4, 1977. Visible in right background is sole surviving Fleetwings "Seabird". 12

vent foreign material from entering the fuselage. Canopy: The canopy consists of a steel frame, aluminum panels, molded fiberglass rear cap, windshield fairing, windshield, hinged side doors, hinged top door and rear windows. The canopy windshield fairing on the G-164A& 8 is secured directly to the hopper, and to the aft hopper fairing on the G-164C. The aft section of the canopy is riveted to the fuselage turtle deck. A faired ventilation air scoop is attached to the top of the canopy rear cap. Entrance to the cockpit is provided by the left hand fold-down door and hinged top door. Turtle Deck: The turtle deck consists of a forward bulkhead, aft frame, and aluminum skin. The skin is stiffened by two "V"- type corrugations which are sealed at each end by rubber filler blocks. The G-1648 fitted with the R975 engine has an air scoop located on the left side of the turtle deck. Wing Group: The wing group, consisting of an upper and lower wing, is comprised of a wing center section panel, four equalspan outer-wing panel assemblies, and four ailerons. The center-section panel is supported by cabane struts which are connected to the fuselage. The upper wing outer panels are bolted to the center-section and are connected to the lower outer wing panels by interplane struts. The lower wing outer panels are bolted to the fuselage lower longerons. Inter-aileron struts connect the upper and lower ailerons. The Wings are rigged by means of flying wires and landing wires. The outer wing-panel structure consists of: front and rear extruded beams, intermediate and trailing edge ribs, and nose ribs covered by "D"-shaped stressed aluminum skin sections riveted to the forward beam and nose ribs. Stressed aluminum skin panels riveted to the panel beams, intermediate, and trailing edge ribs, form the upper surface of the outer panels. Each lower wing panel is constructed with a reinforced walkway at its inboard end to allow access to the hopper and cockpit. The underside of both upper and lower panels are covered with cotton fabric, with the exception of the area within the propeller slip stream which is covered by stressed aluminum skin riveted to the panel beams and ribs. Heavy aluminum hinge fittings, riveted to the panel beams, attach the upper wing panels to the center-section clevis fittings, and the lower wing panels to the fuselage lower longeron welded clevis-type lugs. The hinge fittings utilize bushings of different lengths to allow the aft panel hinge to take the entire drag load. The rear-beam hinge and bushing are clamped up tight within the clevis lug by the attaching bolt. The front beam hinge bushing only is clamped tightly by the clevis attaching bolt. To accomplish this, the forward clevis lug is slightly wider than the rear clevis lug in order to incorporate a longer hinge bushing. The same attachment method applies to the upper panels. High-strength aluminum-alloy hinges are bolted to the wing panels for attachment of the ailerons. The center-hinge arm is bolted to the rear beam and the inboard and outboard hinge plates are bolted to the trailing edge ribs. Each hinge is fitted with a sealed roller bearing. The landing and flying wire anchor straps are of 4130 chrome-moly steel. These straps are bolted to Wing-beam

fittings. The moulded fiberglass-wing tips are attached to the outboard edges of the wing panels with screws. The upper tips are molded to incorportate the navigation lights. The underside of the upper and lower wing panels are fitted with access holes for inspection and maintenance of internal fittings. Fabric: The underside of each wing panel is fabric covered using grade-A cotton impregnated with butyrate dope, three coats of aluminum pigmented butyrate dope, and three coats of colored butyrate dope. The fabric is secured to the wing panel structure by pre-doped reinforcing tape, and rivets. Main Landing Gear: The main landing gear is attached to the fuselage just aft of the firewall. Each main landing wheel is supported by a tapered high-heat treated spring-steel gear leg. The upper end of the leg is bolted to a landing-gear support beam assembly consisting of a machined extruded aluminum alloy beam and a beam support plate bolted to each end of the beam. The assembly is attached to the fuselage by bolts, connecting the support plates to lugs welded to the lower longerons. On the G-164 A&B models a bracket is located at the center of the beam which attaches the beam to a fuselage tubular-cross member. A cantilever forged-steel axle is bolted to the lower end of each gear leg. The main-gear wheels and tires, and disc brakes are mounted on the steel axles. Provision for towing the aircraft is made by providing a tow lug inboard of each spring leg. The spring legs are of 4150 steel hot rolled, fully heat-treated and shot-peened with one coat of epoxy primer and two coats of urathane gray. A gear leg shim is utilized on the G-164A & B to hold the aft side of the spring leg against the support plate cutout. It is permissible to relocate the shim to the aft side of thespring leg if excessive toe out exists. The G164C model utilizes both a forward and aft shim. The spring leg is anchored to the landing gear beam by a stud assembly, and to the beam support plate by a support-plate baL The stud assembly, consisting of a support plate and stud, anchors the tapered end of the spring leg against the "I" beam lower cap. The stud fits through a stud hole in the spring leg and into the "I" beam lower cap. An anchor plate secured to the "I" beam upper cap by a roll pin, anchors the stud plate against the spring leg by means of connecting bolts which extend through the lower cap. A metal spacer is clamped between the tapered end of the spring and the beam lower cap. The support-beam bar secures the spring leg to the beam-support side plate by two bolts and barrel nuts located inside the support-side plate. Each axle on the G-164A & B models is secured to the spring leg by two internal wrenching bolts threaded into the axle base, and one countersunk bolt installed with a nut and washer located on the springleg side. An inner row of bolt holes with threaded inserts extend through the axle flange to accommodate the torque plate attaching bolts which secure the torque plate to the axle. Each axle on the G-164C Model is secured to the spring leg by three internal wrenching bolts, nuts, and washers. The torque plate is secured to the axle flange by means of the axle bolts. Main Landing Gear, G-164C: The main gear on the G-164C model is attached to the fuselage by the beam support plates

Dumping a load of dust, G-164B, N3629B, constructornumber 740B, utilizes its spreader unit from relatively high altitude. Wind velocity and direction are critical to such operations.

Stretched fuselage of G-164C and associated engine upgrades are this version's distinguishing features. Photo taken during the 1978 Hannover, Germanyairshow.

The ends of the support plates are fitted into the fuselage clevis lugs. T.he forward ends of the gear support plates are clamped up against a shim by a bolt and clamp-up bushing located on the outside face of the clevis lugs. The side loads are taken up by the forward clevis fittings which eliminate the need for a fuselage bracket attached to the center of the gear beam. Clamp-up bushings and shims are not installed in the aft clevis lugs, thus allowing freedom of movement at the support plate aft connection. Brake Assemblies: The Cleveland multi-cylinder disc brake assemblies are designed for use with fixed position brake discs. The cylinder assembly floats on

anchor pins that allow it to align itself with the disc, and clamp both sides of the disc with equal pressure. This floating cylinder is necessary to allow the friction linings on each side of the disc to act as caliper type clamps when fluid pressure is applied by the master cylinder. The anchor pins then act as dowels to prevent the rotation of the cylinder assembly. The disc brakes are self adjusting, eliminating the need for lining clearance adjustment subsequent to initial installation. As the linings wear, an increased volume of fluid between the brake cylinder head and piston in the wheel cylinders compensates for wear. There is never any need for brake

G-164C, N48444, during spraying operations. Additionalfuselage length of the G-164C permitted increased payload without sacrificing the aircraft's superior flight characteristics.

13

Caught at the moment of touchdown, Miller Aerial's G-164BTurbine Ag-Cat lands to reload during the middle of a dusting operation. Spreader, aft oflanding gear, is readily discernible.

G-164BTurbine Ag-Cat, N8499K, constructornumber 720B, during spraying operations. Long-nose of turbine powered Ag-Cats was dictated by e.g. requirements.

Another turbine-powered Ag-Cat conversion has been offered by Agri-Jet Power, Inc. The engine is a Garrett TPE-331 producing 575 shaft horsepower.

pedal adjustment regardless of lining wear. Brake fluid must be checked at intervals and added to make up for their displacement change. Unlike drum type brakes there is no spring to return the linings to a retracted position. Releasing master cylinder pressure simply removes the pressure at the wheel cylinder clamp up, allowing the disc to spin free with no danger of grabbing or locking. Therefore, there is no need for great fluid dis14

placement, which in turn allows smaller bore high pressure cylinders. Tail Landing Gear: The tail landing gear consists of a single leaf spring, tail wheel swivel assembly, tail wheel fork, and tail wheel. The tail wheel single leaf spring is attached to the fuselage by means of a single bolt at its forward end, while the aft section of the spring leg on the G-164A & B models is seated into a bracket assembly containing a

bracket bolt, which fits into an eccentric bushing. When the bolt is turned the bushing clamps the spring leg up tight against the bracket. The aft spring-leg attachment on the G-164C model consists simply of a bar and two bolts which secure the spring leg to the fuselage aft bracket. The tail-wheel swivelassembly consists of a swivel mechanism and friction damper. The tail wheel is connected to the swivel assembly by the tail wheel fork. Empennage: The empennage consists of the horizontal stabilizer and vertical tail fin. The tail fin is offset to the right 3 degrees to counteract engine torque. A cable deflecting wire is attached to the tail fin and canopy to protect the fin from being struck by wires. The tail fin is interchangeable between the G-164 A&C models whereas the tail fin on the G164B model has a longer chord and incorporates two vertical tubes which are attached to the fuselage. Horizontal Stabilizer: The horizontal stabilizer welded structure consists of a tubular leading edge, and trailing edge, center tube, tubular diagonal braces, steel sheet end caps, and channel ribs. A bolt installed vertically through the center tube attaches the leading edge of the stabilizer to a fuselage bracket. The trailing edge of the stabilizer is attached to the fuselage by bolts installed horizontally through welded lugs on the stabilizer trailing edge tube and brackets welded to the fuselage. The elevators are attached to the horizontal stabilizer welded hinges incorporating press-fit sealed ball bearings. A bracket for mounting the elevator horn is welded to the center tube. Vertical Tail: The tail-fin structure consists of welded steel tubes which form the leading edge and trailing edge of the fin and are welded to channel ribs and diagonal braces. The ends of the tubular members attach the fin to the fuselage. The G-164B model vertical fin incorporates two vertical tubes, which slide over the main fuselage tail post, and aft auxiliary tail post, where it is secured by two bolts. The leading edge tube is bolted to a fuselage bracket. The G-164A & C model fin has a shorter chord and only one vertical spar which fits over the fuselage main tail post, since the fuselage extension is not installed on the G-164A & C models. Pilot's Seat: The pilots seat consists of a frame assembly, seat pan, seat cushion, back cushion, stanchion-tube assembly, and shock cord to assist the pilot in raising the seat. The height of the seat is adjusted by means of a handle located on the right side of the seat. The aircraft may be equipped with the optional type "Spinks'" seat, which has a nylon-mesh seat and seat back. Control Surfaces: The control surfaces consist of upper and lower ailerons, aileron trim tabs, elevators, elevator fixed trim tab, elevator movable trim tab, rudder, and rudder fixed trim tab. Ailerons: Frise- type ailerons are fitted to all four wing outer panels and are driven by cables, cable sectors, and push-pull rods located in the lower wing panels. The upper ailerons are driven off the lower ailerons through inter-aileron struts. The ailerons are of simplified construction utilizing internally stiffened aluminum panels which are riveted to the top and bottom of the forward spar, trailing edge strip, and channel ribs. Nose ribs, attached to the forward spar are covered by a "D"-shaped aluminum tube. Hinge fit-

I

tings connect the ailerons to the hinge arms on the wing panels. Five static-balance weights are riveted to the inner surface of the aileron "D"-tube. The ailerons are interchangeable between aircraft models G-164A, B & C and between the upper and lower wing panels. Rudder: The rudder welded-steel structure consists of a torque tube, preformed nose-skin fairings, tapered channel ribs, and trailing edge, and tip consisting of a metal strip, and steel tubing. A ground-adjustable trim-tab is riveted to the trailing-edge strip, with a navigation-light housing welded to the upper end of the trailing-edge strip. The rudder is covered by doped cotton fabric. Clevis hinges are welded to the torque tube for attachment of the rudder to the tail fin. The flange at the lower end of the torque tube is bolted to the rudder steering horn. Elevators: The elevators are of welded steel structure and consist of a torque tube, preformed nose skin fairings, tapered channel ribs, and a trailing edge and tip consisting of a metal strip, and steel tubing. A groundadjustable trim-tab is riveted to the trailing-edge strip on the right-hand elevator, while the left-hand elevator trailing-edge strip is fitted with a movable trim tab operated by a push rod connected to a screw and sprocket assembly at the torque tube. The elevators are completely covered by doped cotton fabric. Clevis hinges are welded to the torque tube for attachment of the elevators to the horizontal stabilizer. The elevators are joined together by their torque tubes which are bolted on both sides of the elevator actuator horn. Flight Controls: The movable flight controls consist of the control-stick assembly, aileron control system, elevator control system, elevator trim-tab control system, and rudder control system. The control-stick assembly controls the aileron and elevator control systems. The rudder pedals control the rudder control system, and a movable arm in the cockpit controls the elevator trim tab. Engine Cowling: The engine cowling consists of removable panels, which extend from the engine-shroud assembly to the main firewall. Channel members, which are secured to the exhaust-shroud assembly and firewall serve as mounting points for attaching the top and bottom sides of the panels while the forward and aft sides of the panels are attached to the perephery of the firewall and exhaust-shroud assembly. The panels utilize "camloc" fasteners for quick removal. The panel located on the left side of the accessory section contains the oil-cooler airscoop, which directs cooling air to the oil cooler. The amount of cooling air can be regulated by a manually operated handle in the cockpit. A flexible cable assembly connects the handle to a control valve which is located inside the airscoop. The control valve is installed on G-164A SIN 1726 and up, G164B SIN 316 and up, and all G-164C models. The panels located on the right side of the accessory section contain air-exit ducts which remove warm airfrom the engine compartment. An airscoop, and carburetor air-filter housing are an integral part of the airinduction system. When the R985 engine is installed on a 26-inch engine mount an additional panel is installed aft of the carburetor air filter. An armor plate covers a portion of the bottom panels to protect the panels from

AeroMod G-1674A conversion is known as the Maxi Cat. This one is owned byKenny's Crop Dusting, Inc. ofCaruthers, California. It was photographed on October 11, 1990.

Clark Aviation, Inc. (of Bay Minette, Alabama) conversion to G-164A, N590Y, constructornumber 181 utilized a 400 horsepowerhorizontally opposed, air-cooled Lycomi ng. c

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Frakes Turbo Conversion modified this G-164C, N6596K, owned byChuck Jones Flying Service of Biggs, California. It was photographed on October9, 1991. the dispersal-pump blades in the event of a blade failure. Engine Mount Assembly: The engine mount assembly is a tubular welded steel frame attached at four points to bolts extending through the firewall from the tubular frame of the fuselage. Welded to the engine mount ring are 61ugs for attachment of the R985 and R1340 engines, and 4 lugs for attachment of the R975 engine, and one welded bracketfor attachment of the engine strap. The mount ring is supported by four pairs of diagonal tubular braces welded to the mount ring. Instruments: Standard flight instruments include an altimeter, airspeed indicator, and magnetic compass. The range of the altime-

ter is 0 to 20,000 feet. Three concentric pointers indicate altitude in increments of 20; 100; 1,000 feet. A small scale on the instrument face is calibrated in inches-of-mercury. The scale is rotated by a knob at the lower left of the instrument case to equal the ambient barometric pressure. After adjusting instrument to field barometric pressure, the reading of the altimeter will indicate the actual distance of the aircraft in feet above sea level. The altimeter is connected to the same static line as the airspeed indicator. Engine Instruments: The engine instruments consist of the manifold-pressure gauge, tachometer, cylinder-head temperature, oil temperature, and oil-pressure gauge. 15

AnotherFrakes Conversion is the Turbo-Cat, N9889. This aircraft is owned by Air Rice, Inc. Cleanliness of turbine engine installation is particularly noteworthy.

Marsh Aviation offers the G-164C- T conversion also under the name Turbo-Cat. It has a 778 shaft horsepowerGarrett TPE331-1-1 0 1 derated to 600 shaft horsepower.

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Mid-Continent Aircraft Corporation has developed a G-164C conversion known as the King-Cat. ltis powered by a 1,200 horsepowerWright R1820 radial.

Hydraulic System: The brake hydraulic system consists of two brake pedals, two master cylinders, parking-brake controlvalve, and hydraulic lines, hoses, fittings, and clamps. Operation of the brake pedals depress the pistons in the brake-master cylinders, forcing hydraUlic fluid under pressure through the hydraulic lines. The parking brake valve consists of two valves operating hydraulically independent of each other. The valves are operated by a single cam shaft which is controlled mechanically by a single operating handle. The design is such that when setting the parking brake, the brake 16

handle maybe placed in the "ON" position before or after pressing the brake pedals. Activation of the parking brake handle rotates the cam causing a poppet valve to seat on the inlet port, trapping fluid between the parking brake valve and the brake assemblies. Since the poppet valve is spring loaded, pressure applied to the brake pedals after the parking brake handle is placed in the "ON" position will lift the poppet off its seat, permitting additional hydraulic fluid to pass through the parking brake valve to increase the pressure at the brake assemblies. This enables the parking brake valve to be set either before or

after depressing the pedals .. The G-164C system contains a common reservoir which supplies both master cylinders with hydraulic fluid, whereas each master cylinder on the G164A & 8 contains an integral reservoir, filler plug and vent. 80th types of master cylinders, contain a compensating valve, return spring, piston and seals. In the released position the compensating valve is open. This allows any thermally expanded fluid within the wheel brake assembly to return to the reservoir. The brake system incorporates both rigid tube assemblies and flexible hose assemblies. Hopper: The fiberglass "Durakane"-lined hopper is secured to the fuselage by means of a stainless-steel tubular "A" frame mounted horizontally inside the hopper. Brackets welded to each corner of the "A" frame serve as pads for the hopper attaching bolts which secure the hopper and "A" frame to the fuselage. Both the G-164A & B hoppers have two stainless-steel baffles which are hung from the 'A' frame. The G-164C hopper has three baffles attached to the rods which extend the width of the hopper. The hopper vent lines consist of molded-fiberglass ducts which form an integral part of the internal surface of the hopper. A glass sightgage is attached to the rear of the hopper where it can be viewed by the pilot. Two types of hopper-loading doors are supplied: a fiberglass door which seals for spraying, and a plywood folding-type-door for dry and solid materials. The Twin CatProject: Sam Goldman initiated the Twin-Catproject and formed the Twin-Cat Corporation, with his associate G. Thomas Peterson, in 1979 to market twin-engine conversion kits for Ag-Cats. Goldman was president of Chesapeake Airways, and had previously originated the Turbo Albatross conversions, built by the Conroy Corporation. Peterson had been chief test pilot for the General Aviation Division of Rockwell International. The object of the Twin-Cat conversion was to provide an alternative to the scarce Pratt & Whitney R1340--plus tWin-engine safety--using two Lycoming T10-540 turbocharged flat-six's, which were readily available and had 2,000 hour time-beforeoverhaul (TBO). These were mounted on platforms bolted to the main longerons on each side of the fuselage. The thrust lines were canted slightly outboard and downward to improve the airflow over the wings. It was claimed that stall speed was reduced by 12 mph, and that take-off distances and rates of climb were 20 percent better than with the R1340. The prototype Twin-Cat (N8761 H, a 1975 "A" model) first flew in 1979 and had an empty fiberglass nosecone fairing, whereas, production kits included an 85 gallon fuel or chemical tank, counterbalanced by a 40 galIon tank in the rear fuselage. A FAA Supplemental Type Certificate (No. SA 1101 SO) was issued for the conversion, for which most of the test flying was done by former Lockheed test pilot Herman "Fish" Salmon. The FAA required that the Twin-Cat should be able to take off from a 2000 foot runway over a 50 foot obstacle, at a speed of 60 mph, at a maximum gross weight of 6,500 pounds. Also, to accelerate to 80 mph after unstick, throttle back the left engine, dump the load, wait 3 seconds before feathering the Hartzell three-blade propeller,

clear the obstacle, and land straight ahead, or after circling. The emergency dump valve allowed the load to be jettisoned in one-anda-half seconds to reduce the gross weight from 6,500 to 4,500 pounds (the empty weight was 3,500 pounds). In 1982 Charles O. Petersen (no relation to G. Thomas Peterson) of Petersen Aviation, Inc., Minden, Nebraska, leased Twin-Cat N8761 H from the Twin-Cat Corporation, Ormond Beach, Florida, as a backup for their six single-engined Ag-Cats. Charles asked his son Todd to fly it for the season because of its twin-engine safety. Todd considered this to be a privilege, and remembers: "It was great, except that it was difficult to trim. We flew it in the same field with the other Cats operating in groups of three. But going from one field to another, you could open it up and walk away from the conventional Cats. It would haul as much as you could put into it, but with the fuel burn the way it was (due to a cooling problem with the cowlings, which was fixed with a new cowling the next year) the fuel capacity was the limiting factor, so there wasn't much point in filling up the hopper. This would of course be different for somone working rice or some other crop where the application rate was greater. "The Twin-Cat was much quieter than the Cats powered by a 985, so if we had to spray close to cattle, we could sneak up on them and they usually didn't even know it was there. "At the end of the season, the Twin-Cat Corporation tried to sell it to us, but at $165,000 it was impossible. The problem as we saw it was the choice of engines. Had they used a 235 horsepower 0-540, instead of the TSI0-540, the sale price could have been much less, and it could have used mogas, instead of avgas. "I believethata total of three were made, and were worked that summer. One was totale.d after a wire strike, the other two (including mine) were dismantled the following year, round engines were placed on the airframes, and the STO's were turned back in tothe FAA." (On 21 December 1983, Jim Davis, of the Twin Cat Corporation, offered to make "one of the Twin Cats' available to the author to check out for a magazine article. Further correspondence was, however, returned as "Not deliverable".) Flying the Ag-Cat In 1965 I had been offered a job in Australia flying Ag-Cats, and in many ways regretted not taking it, for I had wanted to fly one, and they certainly had a good safety record. It was not until 8 December 1984, however, that I had the opportunity to fly an Ag-Catfor a magazine pilot report (published in the December, 1985 Pilot Magazine): This was a G-164A Super Ag-Cat powered by a 600 hp Pratt & Whitney R1340 engine, operated by Harmon Air Service, Inc. and flown by pilot Mike McMains from Marlin, Texas, since 1977. Mike likes flying the Ag-Cat. His only complaint, however, concerns the time the entire propeller assembly came off one powered by a Polish Pezetel engine during the first swath run across a field. He said that he instinctively pulled up, and discovered he now had an "instant glider" - but one without the glide ratio of Schweizer's other sailplane products. Not having much choice, he

An unusual modification is represented by this G-164A, N947X, constructornumber 461, converted to a British Alvis "Leonides" radial. Seen at Salinas, California on March 27, 1976.

Turbines, Inc. offers a G-164B conversion toTurbo-Cat powered bya Pratt & Whitney PT6. This particularaircraft is opera ted by Reynolds Flying Service, McRoy, Arkansas.

Unquestionably the most bizarre of the many Ag-Cat conversions is the Twin-Cat, equipped with two, side-by-side, horizontally-opposed, air-cooled Lycoming TSIO-540engines.

landed on a terraced field, tearing the main landing gear off the Ag-Cat as it reared up onto its nose, but suffering no injury himself. Mike does not know how old his present Ag-Cat (N4369, manufactured 1973) really is, but it is definately a "working workhorse" rather than a shiny factory demonstrator. I was impressed by its rugged construction almost like that of any other piece of farm machinery! It seemed monstrous as I climbed up onto the lower wing, and using the convenient hand and footholds provided,

stepped into the cockpit. The canopy roof can be unlatched and hinged up out of the way to make entry easier. The seating arrangement is like that of most ag-planes: upright, comfortable and functional, with plenty of room. The controls move very easilyon ball-bearings. Mike climbed on to the wing beside me to complete my briefing. The throttle, pitch and mixture-control quadrant is on the left side; the spray-valve is convenient for the left hand, with the solids-feeder lever below it 17

TheTwin-Catis operated by Peterson Aviation, Inc. ofMinden, Nebraska. From almost any angle itis one of the most unusual Ag-Cat configurations ever to fly.

Peterson Aviation's fleetin 1982 included, from right, N692Y, N15AZ, Twin-Cat N8761 H, N48442, and three other Ag-Cats. N 15AZcame from Guatemala with a flying wire mod. "

Ii

Two of the modified G-164As making up Rosie O'Grady's Flying Circus. This relatively unknown aerobatic team was directed by noted balloonist andparachutist Joe Kittinger.

Ii

One ofthe most colorful and highly modified ofall Ag-Cats is noted aerobaticpilot Gene Soucy's aircraft. Special systems have been installed to facilitate night-time aerobatics.

and the emergency dump handle on the left side below the instrument panel. Mike said the rudder pedals were not too easy to adjust, but we rearranged the seat cushions to enable the rudder and toe brakes to be easily operated. The chemical pump brake-lever

18

was to the right of the seat. (Pulled back for STOP, it is essential to prevent windmilling from overspeeding the pump when the chemical tank is empty.) It was a cool December morning and the aircraft battery was too weak to start the big

radial without the aid of jumper-cables from Mike's truck. Once it fired, however, with the usual cloud of blue smoke, it continued its rythmic idling beat with the distinctive background clanking accompaniment so typical of these faithful old engines. After warming up the engine, I taxied to the end of the single runway. Forward visibility is partially restricted by the radial engine while the tail is on the ground. I cycled the Hamilton Standard constant-speed propeller and completed the pre-take-off checks. The hopper was marked 285 US gallons (or 2,000 pounds) capacity, but on this flight was empty. I eased open the throttle, pushed the long stick forward at arms length to raise the tail, and eased it back as we accelerated down the asphalt runway. Forward visibility was excellent once the tail was up, and without a load, the Ag-Cat was quickly airborne and climbing rapidly. I eased back the power to 29 inches at 2,000 rpm and circled the airfield. Mike had recommended cruising at 2,000 to 2,100 rpm at 30 inches when carrying a load. I tried some stalls. Power-off they were docile; with power it was reluctant to stop flying - yet equally docile when it did finally break. I then tried some simulated spray passes and procedure turns at 1,000 feet, but even at this height it was difficult to avoid scattering cows which seemed to have appeared from nowhere in the fields below. Not wanting to harm Mike's public-relations program I returned to the airfield, flew a circuit, and with a trickle of power on the approach made a wheel-landing. Mike had warned me about the tailwheel s'1immying, so I held the tailwheel off for as long as possible. When it did touch the ground it shimmied, and I used the powerful wheelbrakes to stop the aircraft before taxiing back. We parked the Ag-Cat and drove to a small country cafe, where we had a barbecuedsausage sandwich and a debriefing. Mike said that the best place to practice spraying was right over the airfield, since it was used mainly by ag-pilots. On returning to the airfield we pumped some water into the hopper and I flew again. I made a series of passes down the length of the field, which had trees at one end, and wires atthe other. The air was bumpy, butthe Ag-Cat was quite stable. Stick forces were heavy during the pull-up and turn-around, but the roll-rate on this short-wing version was excellent. Mike had said that the longer-wing versions were more sluggish in roll, and thought that the best compromise was probably the 18-inch, or 24-inch STC (Supplemental Type Certicate) wing extensions on the G-164A, which was easier to operate from roads than the long-wing G1648 series. After a day's work flying the 600 hp AgCat with its heavy rudder and elevator the pilot should not have any trouble sleeping. I found that I worked up quite a sweat, even on a cool day (since both sides of the canopy were open on this aircraft I had worn a Parka jacket and hard hat). Mike remarked that the 450 hp version, with its lower weight, is lighter on the elevator. Visibility in flight is good, and although the airspeed indicator was not working on this aircraft, the speed across the field would have been 110 to 115 mph. I had definately enjoyed flying the AgCat. It was difficult, however, to say whether

the flight was more enjoyable than shooting the photographs from the ground, while Mike - the real professional - demonstrated how it should be flown! CREDITS: The author and Aerofax, Inc. would like to thank the following for contributing to this Minigraph: Alvena Pocock, Editor; Mike Amos, Photographer; Mabry I. Anderson, Author and Pilot; Brian Baker, Photographer; Betty D. Branch, Photographic Research Clerk, United States Departmant of Agriculture; Paul Chapman, Photographer; Joel P. Clark, Clark Aviation, Inc.; Jack Delaney, Ag-Cat restorer; M.D.N. Fisher, F&H Aircraft; Margie FitzGerald, Curator, National Agricultural Aviation Museum; Harold Fox, Aircraft Maintenance Instructor; Maurice E. Goff, Jr., Ag-Cat Pilot and Mechanic; Robert P. Harwood, Grumman Larry Havard, Aircraft Corporation; Maintenance Instructor; Mike Hooks, The Society of British Aerospace Companies, Ltd.; David Horton (w/special thanks for allowing us to photograph his Ag-Cat in detail) of Airlease, Inc.; Ken Keane, Joyflights, Gold Coast, Australia; Terrell Kirk, Ag-CatSales, Testing and Engineering since 1959; Joe Kittinger, V,P. Flight Operations, Church Street Station; Arthur R. Koch, AgCat Designer; Joe Kosier, Ag-Cat Sales Manager, Schweizer Aircraft Corporation; William T. Larkins, American Aircraft Historian; Joseph Lippert, Aerodynamicist, and originator of the Ag-Cat program; Lois Lovisolo, Corporate Historian, Grumman Peter Mackay, General Corporation; Manager, Field Air, Victoria, Australia; Mike McMains, Harmon Air Service, Inc.; Kathleen Meredith, Public Relations Officer, Aero Media International, Ltd.; Jay Miller, Publisher, Aerofax, Inc., who suggested this book; Jim Mills, Turbines, Inc.; Don Nance, Agri-Jet Power, Inc.; Mr. Perry, Serv-Aero; Todd Petersen, Petersen Aviation, Inc.; Chris Pocock, Photographer; Kevin R. Prosper, Photographer/lliustrator, Schweizer Aircraft Corporation; Dick Reade, President, MidDave Continent Aircraft Corporation; Roemer, Schweizer Aircraft Corporation; David Schramm, Aviation Safety Inspector, Federal Aviation Administration; Ernest Schweizer, Founder, Paul Schweizer, Director and Chairman of the Audit Committee, and William Schweizer, Chairman of the Board, Schweizer Aircraft Corporation; Gene Soucy, Aerobatic Pilot; Guy Taylor, Taylor Spraying Service; W.J. "Bill" Taylor, writer and photographer; Thomas Trissell, Trissell Flying Service, Inc.; Barbara J. Tweedt, Marketing SChweizer Aircraft Communications, Corporation; Henk Wadman, Airnieuws Nederland; William G. Walker, Jr., Vice President, Marsh Aviation Company, Tom J. Wood, Ag-Pilot International Magazine; Jay E. Wright, photographer; Joe Zumwalt, Zumwalt Aviation. Special thanks to Bill Aircraft Schweizer and Schweizer Corporation for kind permission to reproduce material supplied by them. Bibliography: AG-Cat Manuals, Grumman/Schweizer Grumman, Sixty Years of Excellence, Bill Gunston The Grumman Story, Richard Thruelsen Janes All the World Aircraft(various)

Ethiopian Airlines' Eshet's version oftheTurbo-Cat has been manufactured in small numbers to accommodate aqricultural aviation requirements in its home country.

Banner-towing is one ofthe lesser-known Ag-Cat jobs. This G-164A, constructornumber 797, is based out ofSouthbampton, England, and is registered G- WOLL (ex-G-A YTM).

Turboshaft -powered G-1640, G- TCAT (now PH- YTO) , constructornumber20. ltis seen at Lelystad, England on June 21, 1985. Low and Slow, Mabry Anderson Soaring with the Schweizers, William Schweizer Wings Like Eagles, Paul Schweizer

About the Author: At age 13 Nick Pocock became an "aeroplane spotter". Armed with notebook and box-camera, he cycled along narrow English lanes to the many local aerodromes. At age 17, he learned to fly in Tiger Moth biplanes through the Air Training Corps, and later joined the

Royal Air Force Volunteer Reserve as a cadet pilot. Since then, his flying has included several years of competition and exhibition aerobatics, and instruction. He was the sole representative of the United Kingdom in the Second World Aerobatic Championships, at Budapest, Hungary, in 1962. He then flew three seasons of cropspraying in Texas, Nicaragua, and Mississippi. Later he flew part-time: gliding (instructing and towing), aerial photography, seaplanes, and skywriting. Pocock has writ-

19

G-164B, G-BFTN, oonstructor number204B, powered by a 450 horsepowerPratt & Whitney engine. This aircraft later was registered PH-APR.

Author Nick Pocock has spent many hours in the Ag-Cat's spartan cockpit.

in Texas. Nick teaches at Texas State Technical College and is a member of the Institution of Mechanical Engineers, Antique Airplane Association, Experimental Aircraft Association, and OX5 Pioneers Historians.

n I~

i:

G·164 PRINCIPLE DIMENSIONS, CONTROL MOVEMENTS, WEIGHTS, ETC.:

"

,I II I'

I

.'

II II

British G-164A, G-BCXI, constructornumber 1414, under the loading chute at Lincolnshire, near London. Spreader is visible aft oflanding gear.

DIMENSIONS: MODEL G-164A Wingspan (Upper) 35' 11-1/8" (Lower) 34' 0" Horiz. Stab. Span 13' 0" Overall 23 ' 10" Length * Height 11 ' 0" Prop. Ground Clear. 10 3/4" (min.) Prop. Dia. 108" (max.) Tire Tread 96" Dihedral Chord Stagger GrossWt. Wing Area Aileron Area Stab. Area Elev. Area Fin Area Rudder Area

G-164B

G-164C

42' 2-3/4" 42' 2-3/4" 40' 6-3/4" 40' 6-3/4" 13'0"

13'0"

25' 7" 11 ' 0"

30'0" 11 '5" 179/16 "

3deg. 58" 35deg. 45001b. 328 sq. '

10 3/4" (min.) 108" (max.) 96" 3deg. 58" 35deg. 4500 lb. 391.8sq. '

108" (max.) 100" 3deg. 58" 35deg. 6300 lb. 391.8sq. '

31.4 sq. ' 19.3 sq. ' 26.1 sq. ' 9.9 sq. '

31.4sq. ' 19.3sq. ' 26.1 sq.' 17.97sq. '

31.4sq. ' 19.3sq. ' 26.1 sq.' 9.9sq. '

10.0sq. '

10.0sq. '

10.0sq. '

* 450 HP (Long Mount) 24' 3"1 600 HP (Long Mount) 24' 3 5/8

British G-164A, G-A TVY, constructornumber 287 (ex-N725YIGY-JDP) ofAviation Spraying Services Ltd., Rochester, England. This aircraft laterbecame N8285ID-FADAlPH-ZLD.

ten the book, Oid W.O. Custead Fly First?, and numerous magazine articles about aircraft, and other aviators. He has spent six

20

years researching the Ag-Catstory. Nick and Alvena have been married 30 years, have four children, and live on a ranch

M

CONTROL MOVEMENTS, G164A, B, C, MODELS: Ailerons 2]0 (±2°) Up 131/2' (±2°) Down Elevators 25° (±2°) Up 15° (±2°) Down Rudder 33° (±2°) Left 2]0 (±2°) Right ElevatorTrim Tab 18° (±2°) Up 13° (±2°) Down

WEIGHT OF COMPONENTS: MODEL G164A G164B G164C Upper Wing Panel (each) 1441b. 1851b. 1851b. Lower Wing Panel (each) 141 lb. 1831b. 1831b. Center Section 871b. 871b. 871b. Upper Wing Fuel Tank (each) 181b. 181b. 181b. Fuselage 500 lb. 500 lb. 762 lb. Main Landing Gear 265 lb. 2651b. 445 lb. Tail Surfaces (w/rigging) 781b. 781b. 891b. 250 lb. Hopper 120 lb. 1201b. Power Plant Installation R985 10171b. 10171b. n/a R1340 12401b. 12401b. 12551b. R975 N/A 10651b. n/a Power Plant installation consists of complete power plant detachable at the main firewall including the propeller. POWERPLANT: (less accessories) R985-25,27 R985-39, 39A, T1 83, 148 R985-AN-1,3 R985-T182 R1340-AN-1, S1H1, S3H1 R975-46/PA2 Exhaust System Accessories Propeller 2830/AG-100-4S 12D40/G101A-12 12D401AG-100-2

685 lb. 450 HP 6741b. 668 lb. 6531b. 600 HP 865 lb. 525 HP 7171b. 31 lb. 40 lb. 172lb. 177lb. 1841b.

G-164A, GY-JDR, constructornumber288 at Rochester, Englandduring 1966. Earlier, ithadbeen registered N726Y. Subsequently, it was registered G-A TVZlN8286,/D-FACU.

G-164A, CF-UOF, constructornumber 411. A large number ofAg-Cats have found their way into Canada to accommodate agricultural requirements there.

French-registered Ag-Cats are relatively commonplace in lightofthe agricultural activity associated with grape growing and otheragrarian activities. This G164A, F-BHHY, was photographed at Montdidies on May29, 1971.

21

Fire-fighting Ag-Cat conversion. Fire-fighting aircraft are a prized commodity in France as forest fires are a common problem there. This G-164C, F-BZJH, constructornumber 11C, original/y was registered F- WZJH and N6S87K. Photographed at Montpel/ier during August of 1994.

i ~'

G-164A,D-FADA, constructor number 287, has since become PH-ZLD. It was photographed at Seppe during 1977.

G-164A, D-FACU, ofAgrartlug Works in Germany. Lower wing tip modification is noteworthy.

G-164A, D-FACU, constructornumber 288, has been through numerous owners and associated registrations including N726Yand N8286.

G-164A, PH-2LD, constructornumber 287, at Seppe on AprilS, 1977. Curled tips reduce turbulent airflow and improve spray/dustpatterns.

G-164A, PH-DAP, is one oftwo operated byDutch Air Sprayers of Siddeburen, Northern Hal/and.

G-164A, 1260, at Dekelia Air Base, Greece on November 8, 1980. Military markings on Ag-Cats are unusual and rarely seen.

22

P .NCE

G-1648, PH-APR, constructor number2048 powered by a Pratt & Whitney engine of450 horsepower. Increased area of vertical tail is readily discernible. The aircraft was photographed at Midden-Zeeland during 1981.

A small number ofG-164As were manufactured for use in Panama. Three aircraft, including HP-346 and HP-347, are seen at the Schweizer factory.

Pratt & Whitney -powered G-1648, PH- TPR, constructornumber 3328, at Midden-Zeeland during 1981.

These ten G-164As were part of a fleet sale to Guatemala. They are seen prior to delivery, already bearing Guatemalan civil registration markings. Registrations visitle, from left to right, include: (TG) FIR-F; FIQ-F; FIP-F; FIO-F; FIN-F; FIM-F; FIL-F; FIK-F; FIJ-F; and FII-F.

G-164D, PH- YTO, constructornumber02D. Dorsalfin extension and long nose peculiarto the turboprop Ag-Cats are noteworthy.

G-164A, ZS-KIT, constructornumber585 ofAvex Air in South Africa. Photo was taken during 1974.

23

G-164A, ZK-MEW, at Queenstown, New Zealand on December25, 1991. Aircraft is painted brightyellow with black checkerboard on nose and cowl.

Spanish-registered G-164A, EC-8AN (ex-N605U), constructornumber 334, being blessed in Portugal before entering service.

Newly delivered G-164C, PZ-U8L, at Surinam. Slightly stretched fuselage of this version is readily apparent.

Newly delivered G-1648, YV-144A, for Venezuela. Size ofG-1648 vertical tail is distinctive feature of this variant.

G-1648, SE-GEP, constructornumber 1878, for Sweden. This aircraft originally was registered in the U. S. as N6660Q. Readily discernible under fuselage, just aft ofmain landing gear, is spreader unit. Spray bars have been removed.

24

G-164, N1 0211, constructornumber 11, operated by Atwood's as a sprayer. Photo taken in California during December of 1989. This aircraft is powered by the original Continental 670 radialfound only on early Ag-Cats.

G-164A, N711 WW is one ofatleastthree Ag-Cats modified for use in noted balloonist Joe Kittinger's Rosie O'Grady's Flying Circus. The aerobatic team's aircraft have been distinctively painted and equipped with 600 horsepower engines.

25

G-164, N10218, constructornumber 18, of Streeter Flying Service, photographed during October of 1990. Short-coupled fuselage of G-164A is particularly noticeable when this model is compared to the later, longer G-164C.

G-164A, N655Y, ofP. M. Dusters at Durham, California during October of 1991. Aircraft is being loaded with dust. Spreaderassembly is readily visible under fuselage. Engine is kept running during process in order to shorten down time.

26

G-164A, N7807, constructornumber 1012, of Miller's Flying Service, Colusa, California, during October of 1991. Airfoil shape to spreader assembly under fuselage is readily discernible.

G-1648, N3629F, constructornumber 7458, of Haley Flying Service, Tracy, California, during October of 1990. Aircraft is essentially stock and is configured for spraying. Spray bars are mounted immediately aft of wing trailing edge.

27

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Gene Soucy's unique G-164, nicknamed the Show Cat, has been modified to incorporate a number of unusualfeatures including a second cockpit in place of the normal hopperinstallation. Visible on the wingtips are pyrotechnic devices fomight aerobatic routines.

G-164B turbine conversion, N6617K, constructornumber 392B, is owned by Vince Crop Dusters of Buttonwillow, California. Because of light weight of turboshaft engines, turbine conversions to stock G-164s require long engine mounts to counter effects on c.g.

28

With engine running, G-164A, N458Y, constructor number 104, is loaded with dust while pausing on a strip near Highway 20 outside Sutter, California on April30, 1966. The aircraft is powered by a 525 horsepowerPratl & Whitney R1340.

G-1640, G-BHHY, constructornumber 020, reloads during a dusting operation in England. Aircraft is owned and operated byMilier Aerial. Self-contained unit on truck considerably reduces aircraft down-time during reloads.

29

Ken Keane's G-164A, VH-CCK(Sister Hanna) modified to accommodate PK3500 floats. It is seen at Palm Beach, Queensland, Australia.

Ken Keane's G-164A, VH-CCK, is possibly the only Ag-Cat equipped with floats. Ventral fin for improved directional stability is noteworthy.

Remains of G-164B, N6689Q, constructor number 420B in Jarmon Auto junkyard in Phoenix, Arizona during October of 1988.

G-164A, N716Y, constructornumber 278 at Richvale on April 5, 1966. Cockpit structure, obviously intact, savedpilot's life.

G-164A, N652U, constructornumber 388 following a freak windstorm at Schweizer's Elmira, New York factory. Damaged aircraft like this were either written-offor, when feasible, repaired to as-new condition.

30

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....-_.-

------

--

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

Grumman/Schweizer Model G·164 Ag.Cat

Length: 24ft. 6 in. Wingspan: 35 ft. 8 in. Height: 10ft. 9 in. Horizontal Tail Span: 13 ft. 0 in. Landing Gear Track: 8 ft. 0 in. Empty Weight: 2,179 pounds Gross Weight: 3,600 pounds

Grumman/Schweizer Model G·164A Ag.Cat

Length: 23ft. 1Oin. Wingspan: 35ft. 11.1 in. Height: 11 ft. 0 in. Horizontal Tail Span: 13 ft. 0 in. Landing Gear Track: 8ft. 0 in. Empty Weight: 2,201 pounds (W670-6A) Gross Weight: 3,600 pounds (W670-6A)

31

Grumman/Schweizer Model G·164B Ag.Cat

Length: 25 ft. 7 in. Wingspan: 42 ft. 2.75 in. Height: 11 ft. 0 in. Horizontal Tail Span: 13ft. 0 in. Landing Gear Track: 8 ft. 0 in. Empty Weight: 3,145 pounds (R985) Gross Weight: 6,075 pounds (R985)

Grumman/Schweizer Model G·164C Ag.Cat

Length: 30 ft. 0 in. Wingspan: 42 ft. 2.75 in. Height: 11 ft. 5 in. Horizontal Tail Span: 13ft. 0 in. Landing Gear Track: 8 ft. 4 in. Empty Weight: 3,025 pounds Gross Weight: 6,075 pounds

32

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Grumman/Schweizer Model 450B Ag-Cat

Length: 24 ft. 1.62 in. Wingspan: 42 ft. 4.39 in. Height: 11 ft. 5.9 in. Horizontal Tail Span: 13 ft. 0 in. Landing Gear Track: 8 ft. 0 in. Empty Weight: 3,625 pounds Gross Weight: 5,200 pounds

Grumman/Schweizer Model G-164B Turbine Ag-Cat

Length: 26 ft. 11.9 in. Wingspan: 42ft. 4.5 in. Height: 11 ft. 5.9 in. Horizontal Tail Span: 13 ft. 0 in. Landing Gear Track: 8 ft. 0 in. Empty Weight: 3,140 pounds (typical) Gross Weight: 9,000 pounds (typical)

----~

33

~'Jtl~LJJ [,.,5

JC::Ci '

"))Ion" to,;

G·164A/B/C Aircraft Stations

J'O.:l~·

IC""t", lin" <>1 !'.,,,,,h'.l" ,.~i I """t)

lc'!ctut>
34

fi,,,.

."t>,,)

1"B)00.2,·

IC"ntc·, line of ~"n"I~'J" T~il 1'<>"')

G-164A instrument panel is kept purposefully simple to avoid maintenance headaches.

Tu rbo Ag-Cat instrument panel is optimized to accommodate the engine instrumentation required for turboshaft propulsion.

G·164C Instrument Panel

G·164A and G·164B Instrument Panels

r"""I~'J"

1''' "'"""l~",, sudo", WI; wing St,),lon

G-164A instrument panel. Padding around instruments is for pilotprotection in the event ofan accident. Panel is basic with little in the way ofadvanced navigation gear or communications equipment.

Special panel arrangement found on Gene Soucy's highly modified airshow Ag-Cat. Aerobatic routine is visible to right.

(C""tc' line
"=\If

Left side cockpit console serves as mounting point for throttle quadrant, mixture control, and trim wheel. Cockpit accommodations in general are very $partan.

Control stick is conventional design with simple rubber grip.

Right side ofcockpit and associated console are easily accessed by removing metal outerpanel. Fuselage tubularstructure is designed to absorb massive impact loads in case ofaccident.

Seat and associated support structure are highly utilitarian but extremely rugged.

011. TEHPERATUR .

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CYI.Il-lOI:R TI:MI'I::RATURI::

Engine Instruments

Left side ofcockpit is made accessible by removing metal external skin panels. Visible are the trim wheel and throttle quadrant. ..and associated linkages.

35

ID

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./

The aft fuselage structure is built ofconventional welded steel tubing. Readily discernible in this vew without paneling is the push-pull tube assembly fOf'the elevator control system.

A small storage space with hinged door is locatedjust aft of the cockpit.

Ethiopian-manufactured G-1648 Eshet with side panels removed. Such access permits quick and simple maintenance procedures and easy clearning.

Steel tube structure off G-164 fuselage nearing completion at Schweizer plant.

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Right wing N-strut and aileron interconnection strut from rear.

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Right wing N-strut and aileron interconnection strut from front.

Left wing N-strut and aileron interconnector strut from side.

37

TURN OVER STRUCTURE

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Control Stick Assembly

FLOOR ASSEMBLY

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11

1. Control Stick 2. Elevator Arm 3. Elevator Stop Arm 4. Torque Tube 5. Aileron Stop Arm 6. Aileron Upper Sector 7. Support Plate 8. Bracket 9. Bolt 10. Aileron Lower Sector 11. Bolt 12. Bolt

Pilot's Seat 1. Collar 2. Stanchion 3. Fuselage Bracket 4. Shock Cord 5. Seat Bracket 6. Fuselage Bracket 7. Seat Belt

The canopy is hinged to provide access to the cockpit. This aircraft has a heavily tinted canopy and windscreen to reduce glare.

Pilot's Seat

Canopy and Turtle Deck

1. Tubular Frame 2. Pan 3. Lever 4. Safety Belt 5. Strap 6. Locking Pin

1. Side Panels 2. Fiberglass RearCap 3. Windshield Fairing 4. Windshield 5. Side Doors 6. Top Door

36

7. Rear Windows 8. Turtle Deck 9. Ventilation Scoop 10. Forward Cap 11. Handle 12. Screws

13. Rivets 14. Corrugations 15.AirScoop 16. Retaining Straps 17. Retaining Straps

Left side cabane struts and trailing edge of wing centersection. Parabolic mirrors permit wide-field aft view.

Modified centersection ofGene Soucy's one-off, two-seat aerial demonstation Ag-Cat. Visible is lowerportion of wng-walker support assembly.

Cabane strut assembly mounted immediately undercentersection of upper wing. Centersection contains fuel tank.

Cabane strut assembly as viewed from side. Visible also are fuel lines from center-section fuel tank and venting for chemical tank.

Center Section

Steel flying wires for wing bracing are given aerodynamic fairings at their connecting points.

Standard G-164 wingtip. Several different wingtip designs have, in fact, been utilized on the Ag-Cat with the majority of the non-standard configurations coming from modification companies. Tip designs have, on occasion, improved spray and dustiing characteristics.

38

Wing manufacture atSchweizer. Wing is all-metal structure with metal upper surface skin and fabric lower surface.

Ailerons, like wing, are all-metal. Each wing is equipped with a single aileron and each pair on each side of the aircraft is interconnected

G-164 prototypes were equipped with flaps on both wing surfaces. Upper left flap on N74055 is seen here. Production aircraft did not ha ve flaps.

Horizontal tail is adequately and rigidly braced with two sets offlying wires. Single boltpasses through surface to attach both upper and lower braces.

Vertical tail and rudder assembly are braced using same flying wires that support the horizontal tail.

Hinged, single surface trim tab varies somewhat in design from G-164 model to model. This tab is ground adjustable only.

Example ofinset trim tab mounted on trailing edge ofleft elevator. This tab is adjustable from cockpit.

39

Empennage Structure G·164B

Push-pull tube assembly interfaces control stick and elevator for pitch control.

1. Leading Edge Tube 2. Trailing Edge Tube 3. Center Tube 4. Diagonal Braces 5. End Caps 6. Channel Ribs 7. Tube 8. Tube

9.Rib 10.Tube 11. Tub 12. Trim Tab 13. Steering Horn 14. Strip 15.Tube 16. Fairing

Engine mount assembly for the Model G164A/B/C. (1) Ring; (2) Lug; (3) Tube.

17. Fairing 18. Tube 19. Rib 20. Flange 21. Navigation Light Housing 22. Fairing 23. Strip 24. Tube 25. Bolt

Engine mount for 220 horsepowerContinental as installed on X-2 G-164 prototype.

Jacobs, Pratt & Whitney, Continental, Wright, and even British Alvis radial engines all have been installed and utilized to power the Ag-Cat.

40

Engine mount of G-164 prototype, constructor numberX-2.

The two prototype G-164s were powered by 220 horsepower 7-cylinderContinental radials.

One ofseveral different Pratt & Whitney engine options is the 525 horsepowerR1340.

The Pratt & Whitney R1340 is a relatively common radialfound on the Ag-Cat. Unfortunately, parts for radial engines, due to theirscarcity, are now expensive and difficult to find.

Intake, mounted on right side offuselage, provides filtered air for carburetor.

Propeller Governor Operation

1. Governor Speeder Spring 2. Governor Flyweight 3. Governor Pilot Valve and Spring Collar Assembly 4. Propeller Governor Line 5. Engine Propeller Shaft 6. Propeller Blade 7. Propeller Counterweight Shaft and Bearing Assembly 8. Propeller Counterweight and Bracket Assembly 9. Propeller Piston 10. Propeller Cylinder R 1340 exhaust manifold and associated collector ring. Exhaust is mounted on right side.

Throttle quadrant and associated linkage to engine are mounted on left side of fuselage.

The propellergovernorconsists primarily oflarge counterweights attached to each blade that function in concert with engine rpm. A more detailed description can be found in drawing above.

41

Aft View of R985 Engine Installation

Space between the firewall and the back side of the engine is dedicated to oil tank, oil cooling system, plumbing for fuel system, and electrical system.

Power Controls Aft of Firewall

~E_C~NTROl

,,/T 1

1. Magnetos 2. Starter 3. Alternator 4. Carburetor 5. Backfire Box 6. Flexible Hose 7. Elbow 8. Filter Housing

9. Channel 10. Flexible Tube 11. Propeller Governor 12. Alternator Cooling Hose 13. Grounding Strap 14. Oil Relief Valve 15. Hose Section 16. Governor Actuating Shaft

Oil System

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1. Power Control Quadrant 2. Bracket 3. Clamps 4. Mounting Pad

5. Throttle Control Cable 6. Propeller Control Cable 7. Mixture Control Cable

The Garrett TPE-331 series turboshaft engine--much lighter and considerably more powerful than its radial siblings--is rated at 575 shp.

42

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1.0ilTank 2. Oil Tank Vent Hose 3. Oil Tank Vent Hose 4. AirOil Separator )D 5. Hose 6. Oil Tank Vent Hose 7. Tee 8. Oil Delivery Hose 9. Crankcase Breather Hose 10. Oil Return Hose 11. Elbow 12. Oil Outlet Hose 13. Oil Cooler 14. Surge Valve 15. Fitting 16. "Y" Drain 17. Oil Tank Vent Hose 18. Oil Feed Line 19. Oil Cooler Pipe 20. Hose

Engine mount forGarrett turboshaft engine. Because ofturboshaft 's lighter weight, mount has to extend forward for e.g. requirements.

Center Section Assembly

AnotherG-164A turboshaft engine modification utilized a Pratt & Whitney PT6A-34 (seen on G-164A N9889).

1 ~o',E~gineCOWling ~~ ~ ", \ r J ' I : , ®" ' . '..-:-'. ' . ~\' .. '

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Fuel System Vent Lines (48 Gallon)

4

1. Top Panel ~ 2. Channel ~ 3. Side Panel. LH 4. Valve ~~ 5. Airscoop '. , 6. Bottom Panel, LH . Q

1. Fuel Tank Compartment 2.Corkpad 3. Seating Strip 4. Lightening Hole

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7, Armor Plate 8. Bottom Panel, RH 9. Air Exit, Duct 10. Airscoop 11. Air Exit Duct 12. Panel

Fuel System

1. Tube Assembly 2. Tube Assembly 3. Clamp 4. Tube Assembly 5. Fitting 6. Tube Assembly 7. Tube Assembly 8. Fitting 9. Elbow Fitting

Fuel System Vent Lines (64 Gallon) 1. Tube Assembly 2. Tube Assembly 3. Clamp 4. Tube Assembly 5. Fitting 6. Tube Assembly 7. Tube Assembly 8. Fitting 9, Elbow Fitting 10. Fitting 11. Tube Assembly 12. Tube Assembly 13. Fitting 14. Fitting

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1. Right Hand Fuel Tank 2. Fuel Outlet 3. Hose 4. Strainer 5. Bonding Strap 6. Sump 7. Drain Valve 8. Center Fuel Tank 9. Left Hand FuelTank 10. Fuel Primer Line 11. Fuel Outlet and Strainer 12. Tube 13. Tube

10. Fitting 11. Tube Assembly 12. Tube Assembly 13. Fitting 14. Fitting 15. Fitting 16. Elbow 17. Tube Assembly

15. Tube Assembly 16. Fitting 17. Tube Assembly 18. Fitting 19. Hose Assembly 20. Fitting

@ 14. Tee 15. Tube 16.Tube 17. Fitting 18. Bracket 19. Tube 20. Bulkhead Fitting 21.Tube 22. Fuel Strainer 23. Drain Valve 24. Elbows 25. Fitting (Primer) 26. Fitting

27. Tube 28. Elbow 29. Fuel Shut-off Valve 30. Tee 31. Tube 32. Brackets 33. Hose 34.Tube 35. Strainer 36. Fittings 37. Elbow 38. Tube 39. VentTube

1. t09. Tube Assemblies 10. Hose 11. Fitting 12. Fitting 13. Fairing 14. Plugs 15. Fitting 16. Fitting 17. Fitting 18.Clamps 19. Fitting 20. Fitting 21. Fitting 22. Fitting

Fuel System Vent Lines (80 Gallon)

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43

Spring steel landing gearstrut ofG-164A is rugged andeminentlypractical. Easily maintained and --if damanged--easily repaired, it is also extremely strong and up to accommodating heavydynamic loads. Each main wheel is equipped with a disc brake which also allows differential steering.

G-164 Main Landing Gear Parts

G-164C Main Landing Gear Assembly

Static testing of the Ag-Cat's main gearat Schweizer. Tires were deflated in order to increase relative main gearstrut loads.

Tail wheel is steerable and is interconnected with rudder and rudderpedals. A spring steel strut attaches it to fuselage.

44

1. Disk 2. Inner Wheel Half 3. Outer Wheel Half 4. Spacer 5. Bolt 6. Back Plate Assembly 7.SnapRing 8. Dust Cover 9. Cotter Pin 10. Nut 11. Bearing

12. Nut 13. Washer 14. Bolt 15. Snap Ring 16. Ring Seal 17. Felt Seal 18. Ring Seal 19. Bearing

1. Spring Leg 2. Fuselage Bracket 3. Eccentric 4. Bolt 5. Washers 6. Bushing

G·164A/B Tail Landing Gear

7.Nut 8. Nut 9. Washer 10. Bolt 11. Bolt, Cam

G·164CTaii Landing Gear 1",

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1. Cotter Pin 2. Nut 3. Washer 4. Fork 5. Spacer 6. Axle Bolt 7. Nut 8. Washers 9. Wooden Plug 10. Upper Shaft 11. Lower Shaft 12. Bolts 13. Bushing 14. Base Fitting 15. Base Bushing 16. Nut 17. Washer

18. Spring Retaining Plate 19. Screw 20. Springs 21. Swivel Plate 22. Woodruff Key 23. Friction Plate 24. Retainer Ring 25. Cam Plate 26. Cam Lock Plate 27. Spring 28. Dowel Pins 29. Cover 30. Washer 31. Bolt 32. Olite Bushing 33. "OURing 34. Steering Horn

35. Washer 36. Washer 37. Nut 38. Washer 39. Internal Wrenchirig Bolts 40. Nut 41. Internal Wrenching Bolts 42. Washers 43. Plate 44. Spring Leg 45. Washer 46. Nut 47. Bolt 48. Washer 49. Bushing 50. Washer 51. Nut

t----A--~----'t 1. Master Cylinder 2. Fitting 3. Hose Assembly 4. Fitting 5. Tube Assembly 6. Tube Assembly 7. Clamps 8. Fitting 9. Tube Assembly

10. Clamp 11. Fitting 12. Tube Assembly 13. Clips 14. Fitting 15. Hose Assembly 16. Fitting 17. Brake Cylinder 18. Parking Brake Valve

Hopper door is equipped with four latches and two hinges to provide access to hopper. Hopper can accommodate dust or liquidS.

Bartlebaugh sump is located under center section offuselage. In this view, the sump door is open.

Bartlebaugh sump when viewed from front. Hinged door allows complete draining ofhopper.

45

Spreader Assembly

G·164A/B Hopper Doors "''''

G·164C Hopper Doors

LATCH

1. Wind Drive Agitator 2. Gate Box 3. "A"Frame 4. Bearing 5. Emerency Dump Latch 6. Mounting Hinges 7. Rotary Gate 8. Emergency Dump Cable Guide 9. SpreaderTail

Hopper Installation

Hopper Installation

Trailing Edge Spray System

1. Strainer Assembly 2. Inner Boom Assembly, RH 3. Pressure Gauge Fitting 4. Transfer Pipe 5. Hose 6. Hose 7. Inner Boom Assembly, LH 8. Quick Disconnect Sockets 9. Toggle 10. Bracket 11. Hose 12. Quick Disconnect Sockets 13. Boom Support, G-164A

1. "A" Frame 2. Vent Pipe (Trombone) 3. Vent Pipe Fitting 4. Hopper 5. AftPanel 6. Forward Panel

Strainerassembly disperses liquids from transerpipe to inner boom assembly.

7. Vent Pipe 8. Hose 9. Brace 10. Baffle Plates, G-164NB 11 . Baffle Plates, G-164C 12. Aft Brackets

Spray bars for liquids are usually mounted off the trailing edge of the lower wing.

Spray System

The spray pump is powered by a small propeller turned by airflow.

46

Hopper is made of fiberglass to alleviate any concerns for corrosion that might stern from the use ofcaustic chemicals.

Liquid chemicals are loaded through side-mounted valve assembly. Quick disconnects permit fast turnaround times.

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New automated systems have replaced, at times, the use offlagmen.

G·164 Const. Nos. and Regis.

115 116

Prototypes:

117 118 119 120

X1 X2

N74055

G·164A:

10 11 12 12A

14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42

43 44 45 46 47 48 49 50 51 52 53 54 55 56 57

58

N10258

59 60

N10259 N10260 N50080 N10261 N10262 N10263 N10264 N10266 N10267 TI-329F N6172U N10268 XB-YOU N10269 N10396 N10397 N10271 N10272 N10273 N10274 CX-AZN N10275 N10276 N10277 N10278 N10279 N10280 N102B1 N10282 N10283 N10284 N10285 TG-DUG-F N10286 N10287 N10288 XB-VUE N10289 N10398 N10291 N10292 N10293 N10294 N10295 N10296 N10297 N464RF N10298 HP-346 N221W N221WP HP-347 N73646 N455Y N456Y N462RF XB-SIT N457Y N458Y N459Y TG-FAE-F N11KQ TG-FAF-F N15AL N462Y N463Y N464Y N465Y N466Y N467Y XB-NOW N468Y

N74054

N10202 N10201 N63W N10203 N10204 N10206 N10207 N10208 VP-JCJ N11982

61 62 63 64 65 66

N

68 69 70 71 72 73 74

N73WJ N10210 N10211 N10212 N10213 VP-JCA N11983 N10214 N10215

N? CX-AVS N10218 N10219 N10220 N10221 N10222 N10223 N10224 N10225 N10226 N10227 N10228 N10229 N10230 N10231 N10232 N10233 N10234 N10235 N10236 N333CH N10237 N10238 N10239 N12LW N10240 N10241 N10242 N7716 TG-DtP-86 TG-DIP-F N10243 N10244 N10245 N143W N10247 N10248 N10249 N10250 N10251 N10252 N10253 N10254 N10255 XB-YUQ N10256

N

67

75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102

103 104 105 106 107 108 109 110 111 112 113 114

121 122 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139

140 141 142 143 144

145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176

N470Y N471Y N460RF N472Y N473Y N474Y N475Y N457RF N467Y N459RF N477Y N478Y N479Y N4BOY N463RF N481Y N482Y N484Y N485Y N486Y N487Y N488Y N489Y N490Y B-DEN N491Y N492Y N493Y N494Y N495Y VP-JCL 6Y-JCL N495Y TG-FAG-F TG-FAH-F N11KF TG-FAI-F N499Y N521Y VP-JCO 6Y-JCO N521Y N513Y N514Y N515Y N516Y AN-AOZ N518Y N460Y N461Y N496Y N497Y N498Y N519Y N520Y AN-APU N522Y N523Y N524Y N525Y N526Y N527Y N528Y N529Y N530Y N577Y N578Y N579Y N580Y N581Y N458RF N582Y N517Y N584Y TG-FIN-F N585Y TG-FIO-F N17661

177 178 179 180 181 182 183 184 185 186 187 188 189

190 191 192 193 194

195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 217 218 219 220

221 222 223 224 225 226 227 228

Data plates on typical Ag-Cat provide original production and mod information.

Smoke generating pyrotechnics being installed on wingtip ofGene Soucy's aerobatic Ag-Cat.

TG-FIP-F N587Y N588Y N589Y N788Y N590Y N591Y NS92Y TG-FIQ-F N593Y N594Y TG-FIR-F N595Y N596Y TG-GAU-F N597Y TG-GAV-F N598Y TG-GAWTG-JIX-F LV-JRB PT-KMA N599Y N649Y

229 230 231 232 233 234 235 236 237 238 239 240 241 242 243 244

245 246 247 N 248 TG-GAX-F 249 N652Y 250 TG-GAY-F 251 YS-319A N653Y N654Y TG-FII-F N14FC N655Y TG-FIJ-F N656Y TG-F1K-F TG-KEO N657Y TG-FIL-F N658Y TG-FIM-F 659Y 660Y 661Y N461RF N662Y 663Y 331Y 332Y 355Y 363Y 364Y VH-CCG N399Y 400Y N402Y N468RF N403Y N405Y N406Y N407Y N501Y TG-GEH-F N13MZ VP-JCV 6Y-JCV N4778T CX-BCQ N550Y N552Y N553Y N554Y N601Y N602Y N604Y XB-VIR

N606V

N8285

N

N11E

N652Y JA N617Y N618Y N465RF N645Y N646Y N647Y AN-ASM N66BY 6Y-JCY N669Y? N466RF N670Y EC-CZY N671Y N691Y N692Y N693Y XB-XOY N694Y N695Y N696Y N697Y N698Y N699Y

D-fADA PH-ZLD

N

288

253 254 255 256 257 258 259 260 261 262 263 264 265 266 267 268 269 270 271 272 273 274 275 276 277 278 279 280 281 282 283 284 285 286 287

N PZ-UBB N585Y N586Y N592Y N594Y N596Y N597Y N598Y N651Y N653Y I-GRUA N654Y N655Y VH·FPB N656Y YS-566A N657Y YS-567-A N701Y I-GRUB N702Y I-GRUC N703Y N704Y N705Y YS-568-A N706Y YS-569-A N710Y YS-570-A N712Y N713Y YS-571-A N714Y N715Y N716Y N717Y N718Y N719Y N728X N721Y N722Y N723Y N724Y N725Y 6Y-JDP G-ATVY

345 346 347 N8286 348 D-FACU 349 N728Y 350 N729Y 351 N730X 352 N732Y 353 N 354 N734Y 355 TG-GOV-F 356 N726Y

6Y-JDR

G-ATVZ

289 290 291 292 293 294

295 296 297 298 299 F 300 301

N15AZ N735Y N736Y N738Y YS-576-A N739Y AN-AUS TG-GOUN741Y

357 358 359 360 361

N VH-CCI

302

PZ-UBA

252

342 343 344

303 304 305 306 307 308 309 310 311 312 313 314 315 316 317 318 319 320 321 322 323 324 325 326 327 328 329

330 331 332 333 334 335 336 337 338 339 340 341

N VH-CCJ AN-AVL AN-AVM N584Y AN-AVN N616Y AN-AVO N655Y N656Y N65BY N667Y N701Y N702Y N705Y N706Y N710Y

362 363 364 365 366 367 368 369 370 371

N VH-CCK N742Y N743Y N744Y N745Y N746Y ZK-CLQ VH-CCR N747Y N748Y N749Y N750Y N146KY N751Y N752Y TG-HEA-F LV-JRC PT-KLZ XB-YUP N602U N603U N604U N605U EC-BAN N606U EC-BAO N607U N608U N609U N610U N612U N613U

372 373 374 375 376 377 378 379 380 381 382 383 384 385 386 387 388 389 390 391 392 393 394 395 396 397 398

N614U N615U N616U N300TD N617U N618U N619U N620U N621U N622U N364Y N502Y N503Y N549Y N615Y F-OCHY F-BHHY N713Y N740Y VQ-LAE N740Y N623U N624U TG-HEM-F XB-COY N625U D-FACU 5Y-AJG ZA-JWU N626U D-FAMY N627U AN-AZA N628U AN-AZB N629U AN-AZC N630U N631U N632U VH-CCB N633U N634U N635U VQ-LAF N635U N636U N637U N638U N639U PZ-USC N640U N641U N642U XB-DER N643U N644U N645U N646U XB-DIF N647U N64BU N649U N650U N651U N652U N653U N654U N655U N656U N657U VH-PUV N658U N659U N660U N661U VH-FBA N662U

399

N663U

400

N664U G164A N895X

450

EC-BFN 401 402 403

N746Y

451 452 453 454

N605U

ZS-LRT 404 405 406 407 408 409 410 411 412 413 414

415 416 417 418

419 420 421

422

423 424 425 426 427

428 429

430 431 432 433 434 435 436 437 438 439 440 441 442 443 444 445 446 447 448 449

N606U SE-ENX N632U N665U N667U N668U N670U

N CF-UOF N673U CF-UOG N675U SE-ENT PH-DAS N33509 N676U N677U N678U N679U YV-T-GTU YV-E-GPU YV-10A N897X N898X N899X SE-ENU N3084 N901X D-FACY 5Y-AIZ ZS-JWV N902X VH-PUQ N903X N904X N905X N906X SE-ENW PH-DAP N33508 N907X N908X YV-T-BTU YV-E-BPU YV-80A N909X EC-BGY N910X VH-CCN N912X VH-CCO N913X N915X N916X N917X N920X N926X N927X N928X N929X VH-PUV N930X N931X N932X N933X N934X N935X D-FACO N936X N937X

455 456 457 458 459 460 461 462 463 464 465 466 467 468 469 470

471

472 473 474 475 476 477 478

N938X 507 GX-BGZ-R 508 N896X 509 N902X 510 N939X 511 N940X 512 YV-T-MTE 513 YV-E-LPF 514 YV-291A 515 N941X 516 N942X 517 N943X 518 N967ZF 519 N944X 520 N945X N946X N947X N948X N949X N950X N951X N952X N953X N954X N955X N956X YV-T-ITJ YV-E-LPE YV-292A N957X YV-T-ITK YV-E-LPG YV-104A N958X N959X N960X N961X N962X N963X N964X CX-BHG-

R 479 480 481 482 483 484 485 486 487 488 489 490 491 492 493 494 495 496 497 498 499 500 501 502 503 504 505 506

N965X N966X N967X N968X N969X N970X CX-BHE-R N971X C-GWND N972X N973X CX-BHF-R N974X N975X N976X YU-BES N977X N978X N979X YU-BET N980X N981X N982X N983X N984X YU-BEU N985X YU-BEV N986X YU-BEW N909X N910X N912X N929X N940X N943X

521 522 523 524 525 526 527 528

529 530 531 532 533 534 535 536 537 538 539 540 541 542 543 544 545 546 547 548 549 550 551 552 553 554 555 556 557 558 559 560 561 562 563 564 565 566 567

568 569

N956X N957X

N964X N970X N973X N9S7X N988X N989X N990X N991X N992X N993X N994X N995X HC-AOQ N996X N997X N998X PZ-UBD YV-T-OTX YV-E-LPJ YV-93A N5250

N YV-T-YTH YV-E-LPK YV-92A

570 571 572 573 574 575 576 577 578 579 580 581 582 583 584 585 586 587 588 589 590 591 592

N VH-CCS YV-T-GTA YV-E-LPN YV-295A N5251 N5253 N5254 YV-T-YTB YV-E-LPM YV-331A EC-BLJ

N N5252 N5255 N5256 N5257 N5258 YV-T-OTX YV-E-LPR N5259 N5261 N5260 N5262 N5269 YV-T-JTK YV-E-LPQ YV-36A PZ-UBE N5264 N5268 N5265 N5270 N5278 N5280 N5305 N5266 N5274 N5267 N5275 N5286 N5276 N5279 N5285 N5277 YV-T-WTV YV-E-LPV YV-322A YV-T-WTU YV-E-LPU N5282

593 594 595 596 597 598 599 600 601 602 603 604 605 606 607 608 609 610 611 612 613 614 615 616 617 618 619 620

621 622

N5289 N5281 N5291 N5287

N5292 N5288 N5294 N5303

YV-T-OTX YV-E-LPW YV-321A N5295 N5296 N5293 N5284 N5297 N5298 ZS-KIT N5299 YV-T-WTX YV-E-LPZ YV-51A N5319 N5306 N5301 N5307 N5309 CF-FLR N5304 N5312 N5327 N5302 YU-BGS YV-T-WTY YV-E-MPA YV-96A CF-YEU N600T N5333 N5316 AN·BJY N5335 N5321 N5322 N5324 YU-BGT N5329 N5331 YV-T-RTZ YV-E-MPB YV-94A N5339 N5332 N5340 N5330 N5334 N5342 YV-T-YTR YV-E-MPC YV-74A YU-BGU N5344 N41S YV-T-RTU YV-E-MPE YV-23A N5347

N N21RA N5349

623 624

N

625 626 627 628 629 630

N22RA N5345 N5338 N5343 N5337 N5353 YU-BGV

47

631 632 633 634 635 636 637

638 639 640 641 642 643 644 645 646 647 648 649 650

N5351 CF-FWV N5352 N5355 N5356 N5354 N5357 N5358 N5RF YU-BGW N5360 N5361 N5362 YV·T·JTQ YV-E-MPJ

739 740 741 742 743 744 745 746 MPM

747 748 749

YV-20lA N5346 N5363

750 751 752

N5364 N5366 N5365

753

N5368 N5369

yy. T·ITX

754

YY-E-

MPG

651 652 653

654 655 656 657 658 659 660 661 662 663

664 665 666 667 668 669 670 671 672

673 674 675 676 677 678 679 680

681 682 683 684 685 686 687 688 689 690 691 692 693 694 695 696 697 698 699 700 701 702 703 704 705 706 707 708 709 710 711 712 713 714 715 716 717 718 719 720 721 722 723 724 725 726

727 728 729

730 731 732 733 734 735 736 737 738

48

755 YV-'03A N5370 N5272

756 757 758

N5371

759

VH-SlK N5328 N976X PZ·UBF N979X

760 761 762 763 764

PT-OJJ

765

PT·KTE PT·DJK N985X C-FORS N984X N986X N5336 N6530 NBS31

766 767 768 769

770 771 772 773 N6532 774 NBS33 775 N6585 776 YV·T·XTF 777 YV-E·MPD 778 YV-44A 779

N6538 YU·BGX N6555 G-AYTM

780 781 782

lS-AVX

783

YV·T·YTA YV·E·MPI YV-9SA N N6539 N6540 N6537 N6541 N6534 N67072 ET·AOY 5Y-API PH-LIZ N N10AA N6542 N6535 N6546 N

784 785

786 787

788 789 790 791 792 793 794 795 796 797

N N23RA N6549 N N24RA N6543 N6544 N6545 N6548 N6S50 N6552 N6547 N6SS3 N6554 C-GOLQ N6559 N6556 N N700MC N6562 N N6564 N6566 PZ-U8C N ZS-IAG N65S7 N6568 N6560 C-GMHD N6569 N6570 N6571 N6572 N6573 C-GORK N6575 N6576 N65n N6578 N ZS-JJ8 N6S81 N6583 N6582

798 799 800 801 802 803 804 805 806 607 808 809 810 811 812 813 814 815 816 817 818 819 820 821 822 823 824 825 826 827 828 829 830 831 832 833 834 835

N6565 N91HC N6584 N6644 N6586 YV-T-MTD HK-748E N6580 N6587 N6588 N6589 N6590 N6592 N6594 N6595 N7962 9J-AOC N6596 C-GZQN N6597 N770ZF N6509

N6599 N66e2 N6603 N6604 N6605 N6B06 N6607 YV-T-MTE YV-E-

836 837 838 839 840 841 842 843 844 845 846 847 848

849 850 851 852

YV-293A N660B N7963 9J-ADD N6615 N6609 N6618 YV-T-YTR YV-E-lPT YV-12A YV-T-XTK YV-E-MPA YV-267A YV-T-YTD HK-1258E N6624 N6625 N6627 N6628 N6629 NOO30 N6631 N6632 N6634 PT-DUX PT-DXS N6637 N6639 N6640 N6643 C-GDZL N6645 N6646 N7844 N6647 N7852 N6648 N6649 N6654 N6655 N6656 C-GUQE N6657 N6658 N6659 N7832 CF-OMX N7833 C-GBSB N7835 YV-T-KTO YV-E-BPO YV-01A YV-120A N7840 N7842 N7843 N7836 N N16AA N7839 N7846 N N N7849 G-AYTM G-WOlL N7849 N7848 N7850 N7851 N7853 N7854 N7855 N7857 ZS-JDY N7856 N7859 N7860 N7902 N7903 N7904 N7905 N7926 N7927 N7928 N7929 N7930 N7932 N7933 N7934 N7935 N7936 N7937 N7938 N7939 N7945 N N7948 N7950 N7951 YV-T-KTM YV-E-MPN YV-266A N7952 N7953 N7954 C-GTIC N7955 N7956 C-GTSJ N7957 N7958 N7959 N7960 N7961 N7964 N7965 N7979 N7980 N7981 N7982 N7983 N7984 YV-T-ATO YV-E-MPT YV-119A N7985 N7986 N YU-BHY N7987

853 854 855 856 857 858 859 860

861 862 863 864 865 866 867 868 869 870 871 872 873 874 875 876 877

878 879 880 881 882 883 884 885 886 887 888 889 890 891 892 893 894 895 896 897 898 899 900 901 902 903 904 905 906 907 908 909 910 911 MPa

912 913 914 915 916 917

918 919 920 921 922 923 924 925 926 927 928 929 930 931 932 933 934 935 936

937 938 939 940 941 942 943 944 945 946 947 948 949 950

951 952 953 954 955 956 957 956 959 980 961 962 963 964 965 966 967 968 969 970 971

C-GVPO N7992 N7993 N7994 N7995 N7996 N7997 N7998 N8365 N8366 N8367 C-GJPK N8368 N8369 N8370 N8372 N8375 N8376 N8377 N8378 N8373 N8379 N8374 N8380 NB384 N15AA N41S YV-T-QTJ YV-E·MPF YV-27A N8385 N8387 N8388 N8389 N8390 N8495 N8386 N8496 N8497 YU-8HZ N8498 C-GANE N8499 N7202 N7203 N7204 N71PB N7205 N7219 N7220 N7223 N7224 N N7225 N7226 N7227 N7228 N7231 N N7230 N7232 N7233 N7234 N7235 YV-T-OTX YV-E-

972 973 974 " 975 976 977 978 979 980 981 982 983 984 985 986 987 988 989 990 991 992 993 994 995 996 997 998 999 1000 1001 1002 1003 1004 1005 1006 1007 1008 1009 1010

lOll 1012 1013 1014 1015 1016 1017 1018 1019 1020 1021 1022 1023 1024

1025 1026 1027 1028 1029 1030 1031 1032 YV-355A 1033 N7237 1034 N 1035 N7229 1036 N7238 1037 N7245 1038 N7246 1039 N7247 1040 ZS-JDZ 1041 N7248 1042 N7249 1043 N7250 1044 N7353 1045 N7355 1046 N7357 1047 N 1048 N7689 1049 N7358 1050 N7359 1051 N7360 1052 N7361 1053 N7362 1054 N7363 1055 N7364 1056 N7365 1057 N7366 1058 N7367 1059 N7368 1060 N7369 1061 YV-TAAT 1062 YV-E-MPY 1063 YV-284A 1064 N 1065 N7372 1066 N7395 1067 N97JS C-GOUX 1068 N7396 1069 N7397 N7498 N7399 1070 N7400 N7442 N7443 1071 N7444 1072 9J-ADN 1073 N7445 1074 N 1075 9J-ADP 1076 YV-TAPH 1077 YV-E-NPD 1078 YV-915A 1079 YV-TA81 1080 YV-E-NPF 1081 YV-75A 1082 N7447 1083 N7480 N7482 1084 N 1065 N72ES N7483 1086 N7484 N 1087 N772ZF 1088 N7485 1089 N7486 1090 N7487 1091 N7488 1092 N7489 N4237 1093 PZ-U8G 1094 N5410 1095 N7490 1096 N7492 1097 C-GTOR 1098

N7493 N7494 N7495 N7496 N7496K N7497 N7499 N7803 N7688 N7690 N540B N7692 ZS-IRX ZS-IRW N7693 N7694 N7698 N7236 N7806 N7696

N7802 N7863

1099 1100 1101 1102 1103

1106

N4976 N4796 N4824 ZS-IZL N4832 N4859 N4983 VH-CCF N5062

1107

N5068

1106 1109

N5070 N5072 N322D N5074 N5076 N5078 N5079 N5082

1104 1105

1110 1111 1112 1113 1114 1115 1116 1191 1117

N7804 JS-JVG 1118 N7805 N7371 1119 9G-A8Y 1120 N7695 N7867 1121 N7687 1122 N7864 1123 N7697 1124 N7869 1125 N7699 1126 N4236 1127 N4238 1128 N4240 1129 ZS-IX8 1130 N4239 1131 YV-TACT 1132 YV-E-NPG 1133 YV-198A 1134 N4241 N7807 N4242 N4243 1135 N4862 1136 N4863 1137 N4864 N4865 1138 N4866 1139 C·GIQM N5407 1140 N40DT N5409 N N72P8 1141 N5411 1142 1143 TC-ZUD N5412 1144 N5413 1145 N7862 1146 N5414 1147 N5415 1148 N5416 1149 N5417 1150 N5420 1151 N5418 1152 N4244 NPW

N4294 N4296 N4309 N4313 N4326 N4227 N4345 N4246 N4247 N4368 N4369 N4387 N4398 N4450 N4455 N4508 N4529 N4530 N4536 N4546 N4558 N4561 N4562 N4563 N4564 N4571 N4573 N4578 N4579 N4582 N4589 N4591 N4760 TC-ZUC N4598 YV·Q-NPI YV·E-NPI YV-77A YV-D-NPP YV-E-NPP YV·283A N4638 N4642 N4643 N4647 N4653 N4654 N4657

N4863 N4665 N4673 N4698 N4593 N4767 TC-ZUE N N4998 7T-VTl N5012 ZS-IZJ N4623 N4708 N4728 N4849 N4757 N4880 C-GANB N4892 N4897 N4920 N4940 N4956 N4963

NPW

1163 1154 1155 1156 1157 1158 1159 1160 1161 1162 1163 1164 1165 1166 1167 1168 1169 1170 1171 1172 1173 1174 1175 1176 1177 1178 1179 1180 1181 1182 1183 1184

N5083 RP-GYV-D-NPR YV-E-NPA YV-76A

N5096 N73PB

N5084 N5085

1186

1187 1188 1189

"90

1191 1192 1193 1194 1195 1196 1197 1198 1199 1200 1201 1202" 1203

1204 1205 1206 1207 1208 1209 1210

1213 1214 '1215 1216 1217 1218 1219

1220 1221 IVF

1222 1223 IVF 1224 1225 1226

1227 1228 1229

1230 N5087 N5093 1231 N5149 1232 N5168 1233 N5203 1234 Z$-IXY 1235 TI-ANY 1236 N5213 1237 N5214 1238 N5236 N5249 1239 N5374 1240 N5238 1241 ZS-IUP 1242 CA-APV 1243 C9-APV OPG ZP-? N5239 OPG N5375 YV-D-NPS 1244 YV-E-NPS 1245 YV-332A 1246 ZS-IZI 1247 N5376 ZS-IXZ 1248 CR-APX C9-APX 1249 ZP-? 1250 N5377 1251 1252 N5378 N5379 N5380 1253 N5386 1254 N5388 1255 N5390 1256 N5398 12~'l N5395 1258 N5396 1259 N5397 1260 YV-DA1F 1261 YV-E1262 1263 YV-116A 1264 N5401 N5404 1265 N5428 A1F N5436 1266 N 7T-VTN 1267 N5439 1268 N5449 1269 N5450 N5437 IVF N5458 1270 N9549 1271 IT-VTM 1272 1273 N5453 1274 N5469 N5470 1275 N9508 1276 PZ-UBH N41TS 1277 N5472 1278 N5473 N5474 1279 N5476 IVF . 1280 N9736 N5477 IVF N4ti30 1281 N9509 1282 N9506 1283 N9512 N9513 1284 N9514 N9S22 1285 N19PK N9530 1286 N9548 1287

7T-VTO 1185

1211 1212

N9547 7T-VTP N YV-D-NPT YV-E-NPT YV-199A N9532 N9533 N9534 N9535 N9536 N9538 N9544

1288 1289

1290 1291 1292 1293 1294 1295

1296 1297 1298

1299

N9630 N9653 N9632 YV-E-OPI YV-l10A N9678 N9G80 N9638 XPTD N9682 N9681 YV-D-NPU YV-E-NPU YV-97A N9640 N9643 N9685 N9707 N9546 N9648 N9684

1300

1301 1302 1303 1304 1305 1306 1307

1306 1309 1310 1311 1312 1313 1314 1315 1316

N9686 YV-E·OPJ YV-109A N9652 N9654 CS-APN N9677 N9704 N9679 N9687 C-G8VW N XPTO N25RA N9688 GREEK N9689 GREEK N9692 C-GUND N9693 N9722

N9694 N9695 N9696 N9697 AN-SLY N9698 N9700 N9709 N9708 N9725 N9716 N9717 N9757 CS-APY N9723 N N9715 N YV-DYV-EYV-118A N9724 N9734 N9728 N9735 CS-APW N9729 AN-8LZ N9748 N9755 N9763 N9765 VP-HCS N9766 N9768 N9769 N9n4 N9830 N N9798

1317 1318

1428 1429 1430

1322

N9948

1433

1323 OPM

YV-E-

1434

YV-35A N9892 N9889 N9893

1435 1436 '437 1438 1439 1440

1319

'320 1321

1324 1325 1326 1327 1328 1329

GREEK N9816 N9822 N9823 C-GDZM N41S-1 ZS-JEP YV-E-OPK YV-117A N9825 N9827 N9828 N9829 N9866 N9853 N9729 N EC-CZC N9618 N9868 N48463 TS-ACK N48464 TS-ACl N48465 TS-ACW ZS-WJW N CS-AOC YV-E-OPL YV-98A N9863 N9888 N9869 N9887 N9874 N9870 N N16SS N9875 N ZS·JEZ N9873 ZS-JJN N9876 N9879

N9906

1441 1442

C-GULA N9909 N9925 N9920 N9924 N9926 N N25SK

1336

N9930

1337

1361

N9927 N9935 N N994S N N27SK N9937 N9942 N48375 N48376 N8972H N8974H N9947 7T-VTS N9946 N99S3 N9956 7T-VTR N28SK N9957 C-GT8N N29SK N9960 7T-VTT N9962 7T-VTU N9824 N9949 N9936 N40LI N40ET N9963

1362

N9965

1363

YV-E-PPI 1472 YV-02A 1473 N8936H YV-E-RPA 1474 YV-358A 1475 YV-08A 2352 1476 N8938H YV-E-RPC 14n YV-380A 1478 N8850H 1479 G-BDLW TS-PRJ 1480 YV-E-RPD YV-20A 1481 YV-E-RPB 1482 YV-351A 1483 N6501H 1484 N9967 1485 7T-VTV 1486 N9968 '487 N9969 1488 7T-VTX 1489 N9970 1490 N9977 1491 7T-VTW 1492 N9978 1493 N9982 1494 N9983 N9984 1495 N9650 1496 N8502H N35RA 1497 N8506H N8507H N8508H 1498 YV-E-PPJ YV-78A 1499 YV·E-PPH 1500 YV-269A 1501 N8509H 1502 N8512H 1503 N8515H 1504 N8516H 1505 N8518H 1506 N8519H 1507 C-GTAS N8525H 1508 N8526H 1509 N8528H 1510 N8529H 1511 N8533H 1512 N8535H N8543H 1513 N8547H N6TF 1514 N8549H N8550H 1515 N8555H AN-8N8 1516 AN-8NJ 1517 N41976 C-GNIG N8559H 1518 N8561H 1519 N8570H 1520 N8548H N8571H 1521 N 1522 G-BCXI 1523 N8573H 1524 1525 N85nH N8580H N8581H 1526 YU-BJM 1527 YU-BJN 1528 1529 YU-8JO 1530 YU-8JI N 1531 N8583H N8589H 1532

1338 1339 1340 1341 1342 1343 1344 1345

1346 1347 1348 1349 1350 1351 1352 1353

1354 1355 1356

1357 1358 1359

1360

1364 1365

1366 1367 1368

1370 1371 1372

GREEK N9809 N9794 N9805 N9806 N9778 N9780 N8899H TS-ACI N N48511 CS-AQK GREEK

N9903 C-GWIP

1330 1331 1332 1333 1334 1335

1369 N9792 N151M N9807 N9793 C-GOZV

1431 1432

7T~VTQ

GREEK N9782 N9783 N9785 N9786 N642KG GREEK

1426 1427

ZS-JLA N8862H TI-AIK N8864H TI-AIN N8869H TI-AIM N9944 TI-ANW

1373 1374 1375 1376 1377 1378 1379 1380 1381 1382 1383 1384 1385 1386 1387 1388 1389

1390 1391 1392 1393 1394 1395

1396 1397 1398 1399

1400 1401 1402 1403

1404 1405 1406 1407

1406 1409 1410 1411 1412 1413 1414 1415 1416 1417 1418 1419 1420 1421 1422 14'23 1424 1425

1443

1444 1445 1446 1447 1448

1449 1450 1451 1452 aPG

1453 1454 1455 1456 1457 1458 1459 1460 1461 1462 1463 1464 1465

1466 1467

1468 1469 1470 1471

N8597H YV-E-PPX YV-79A N8595H N8598H N8599H 5N-AME N8604H N8605H N8609H TI-AKF N8613H N8614H N8623H N8626H N8629H N8630H N8636H N8638H N8640H C.-GANV N8641H N8644H N8649H N8651H YV-E-QPF YV-282A N8653H YV-E-PPY N8653H N711WW N8657H N8658H N8659H YV-EYV-30A N808W N1SW N8661H N8814H N8668H N8669H C-GANX YV-e:-PPZ YV-333A N8671H N8670H N8672H N8673H C-GRPV N8677H N8681H N8679H N8732H YU-8JK YU-8Jl N8685H N8682H N8691H YV-E-QPH YV-137A YV-07A N8692H N8693H N8696H RP-C-

1533

1534 1535

1536 1537 1538 1539 1540 1541 1542 1543 1544 1545

1546 1547

1548 1549 1550

1551 1552

1553 1554

1555 1556 1557

1558 1559

1560 1561 1562 1563

1564 1565 1566 1567 1568 1569 1570 1571 1572 1573 1574 2354 1575 1576 1577 1578 1579

1580 1581 1582

1583 1584 1585 1586 1587

1588 N8699H 1589 YV-E-QPA 1590 YV-387A 1591 N8701H 1592 N8702H 1593 N8703H 1594 TI-ANX 1595 N8706H 1596 N8707H 1597 N8709H YU-BJT 1598 YU-BJU 1599 N 1600 N8718H 1601 N8710H 1602 N8719H N8720H 1603 N8721H 1604 N8722H 1805 N8725H 1606 C-GFMl 1607 N8728H 1608 C-GZMl 1609 N8713H N8712H 1610 VH-AAO 1611 YV-E-OP8 1612 YV-391A 1613 N8714H 1614 TJ-AMF 1614 N8716H 1616 YU-BJP 1617 YU-BJA 1618 N8729H 1619 N8734H 1620 N 1621 N8735H 1622 N8731H 1623 N8739H YV-421A 1624 N8741H 1625 1626 N8742H 1627 N8751H N8753H 7T-VTY 1628 N 1629 NB7S6H 1630 AN-8NP 1831 NB759H 1832

7T-VTZ N8760H 7T-VUA NB761H N8762H YV-E-OPC N8762H N N YV-172A YV-391A N8768H N8766H N8769H N8773H N8774H C-GOlO • N8n9H N8783H N8788H N8790H N8792H N8793H 7TNU8 YV-146A

1633 1634 1635 1636 1637 1638 1639 1640 1641 1642 1643 1644 1645

1846 1647 2356

1648 1649 1650 1651 1652 1653 1654 1655

N8802H 7T·VUC N8806H GREEK N8808H N8862H N84PG N8842H N8816H N8819H N8826H N48377 N8831H C-GSZH N8836H N8840H N8851H N8852H N8857H N8859H GREEK N8861H GREEK N48641 YV-l56A N8863H N N8866H N8896H N8872H N8875H N8876H N8878H N8881H N8882H N8891H N8892H N8919H N8920H N8930H YV-158A N8922H N8923H N8924H N N8931H GREEK N8932H N8934H N48399 N8935H Rp·CN8939H YV-420A N8940H N8941H N8942H N8943H N8944H N8945H N8948H N8946H N8949H N GREEK N N8950H N8951H N8953H N8955H N8957H N8958H N8959H N8960H N8962H N8964H C-GPZC N8965H N8967H N8971H N8977H N8978H GREEK N8980H GREEK N N N31180 N31181 YV-159A N31182 N31183 N8911H N8914H N8916H N8917H N36RA N8982H N31185 N48373 N48374 N48378 N48379 N48381 N49381 N48383 N48384 N48385 N48387 N48394 C-GIYC N48395 N48396 N48402 N48403 N48405 N48406 484ZB N48408 N48426 N48419 N48422 N48556 N48428 N48435 N48558 N48437 N48438 N48439 N48459 N48442 RP-C· N48467 N48468 N48469 N48489 N48471 N48491 N48473 N48495

1656 1657 1658 1659 1660 1661 1662 1663 1664 1665 1666 1667 1668 1669 1670 1671 1672 1673 1674 1675 1676 1677 1678 1679 1680 1681 1682 1683 1684 1685 1686 1687 1688 1689 1690 1691 1692 1693 1694 1695 1696 1697

N48496 N48506 N48507 N48523 N48508 N48524 N48514 N48509 N48584 N46533 N48535 XBN4853B N48543 N48539 N48554 N48555 N48575 N48578 N48562 N48564 N48583 N48594 C-GLAO N48615 N48622 N48599 N48601 N48613 N48629 C-GREZ N48635 N48651 N48714 XBN6621Q N6602Q N6622Q C-GQHQ N6635Q N6642Q N6620Q N6636Q N6661Q N6662Q N6663Q C~GLAP

1698 1699 1700 1701

1702 1703

1704 1705

1706

1707 1708 1709 1710 1711 1712 1713 1714 1715 1716 1717 1718 1719 1720 1721 1722 1723 1724 1725 1726 1727 1728 1729 1730

N90410 N6664Q N6680Q N6681Q N66820 C-GLAT N9799S N6683Q N6690Q C-GLRQ N9041M N14AG N6701Q C-GlAR N4222P N6692Q G-GlRS N9808Q N6702Q N6714Q N67150 N6716Q N6717Q N6718Q YV-157A N6741Q N6743Q N6744Q C-GF81 N6752Q N6761Q N6762Q N6787Q N6838Q N6846Q N6858Q N6859Q N34TF N6865Q N6887Q N6888Q N6889Q N6891Q N6894Q

G-164B: 18 28 38 48 58 68 78 88 98 108 118 12B 138 14B 15B 16B 17B 18B 19B 20B 218 228 238 248 25B '26B 27B 288 298 30B 31B 328 338 34B 35B 36B 378 388 398 40B 418 428 438 448

N8834H N1164B N8961H N8981H N48369 VH-HCR N31184 N31186 N48370 N48348 N31187 N48386 N48372 N48397 N48398 N48412 N48413 N48415 N48423 N48429 N48432 N48445 N48416 N48449 N48452 N48453 N48417 N48454 G-BDZF N48455 N48456 N48457 N48458 N48474 N48475 T1-AJV PZ-UBI N48476 N48477 N48478 N48487 N48482 N48483 C-GBOO N48519 N48484 N48485

45B 468

N48486

47B 48B 49B SOB 51B 528 53B 54B 55B 56B 57B 58B 59B 60B 61B 62B 63B

64B 65B 66B 678 68B 69B 70B 71B 72B

73B 74B 75B 768 77B 78B 79B 80B 81B 82B 83B 84B 85B 86B 87B 88B 89B 90B 91B 92B 93B 94B 95B 968 978 98B 99B 100B 1018

102B

N48492 N48494 N48493 N48497 N48498 N48515 N48501 N48503 N48516 N48505 N48529 N442KG N48517 N48585 TI-ARC N48518 N48532 N48591 C-GBQQ N48631 N48534 N48542 N48541 N48546 N48549 N211JM N48547 N48551 N48553 N48559 N48592 N48593 N48596 N48562 N48436 N48565 ZS-KIP N48597 N48567 N48571 N48572 N48598 N48574 N48614 N48595 N48624 N48609 N48625 HI-203 N48611 N48628 HR·AAA N48602 N48604 N48632 N48636 N48639 N48643 N48645 N48646 N48655

1038

104B 1058

106B 107B

106B 109B 1108 1118 1128 1138 1148 115B 1168 1178

1188 1198 1208 1218 1228 1238 1248 1258 1268 127B 1288 1298 1308 1318 1328 1338 1348 135B 136B 1378 1388 1398 1408 141B 1428 1438 1448 1458 146B 147B

148B 1498

150B 151B 1528

153B 1548 155B 1568 1578 1588 1598 160B 1618 1628 1638

164B 1658

166B 1678 1688 1698 170B 1718

N48659 N48664 N48667 N48668 N48672 N48675 N48676 G-8EII N48677 N48678 N486B1 N48684 N63D N9256A N48685 G-8EIJ HA-AAH N4758A C-GCZXY N48711 N48424 N48717 N48719 N48721 N48722 N48723 N48658 N48724 N6600Q N66Dl0 C-GUY8 N6603Q N142KG N25JV N66050 N6606Q C-GVVJ N6607Q N6608Q N66090 N6610Q N48713 N66110 N50WS N54JS N48712 N6614Q N6615Q N66160 N66170 N66180 N66190 N66230 N6624Q N66250 N66260 N6627Q C-GANH N6628Q N6629Q N66300 N48687 N6631Q N6632Q C-GUHF N6633Q N6634Q N6612Q YS-673-A N6613Q ZS·JZL N6613Q RP-C235 9M-AWN N N6637Q N6638Q N6639Q N6640Q N6641Q

Weal}' and worn G-164A, N4369, flown by the author during spraying session at Marlin, Texas. Author's experiences flying this rugged and dependable aircraft are documented in the text.

1728

1738 1748 1758 1768

1778 1788 1798 1808 1818 1828

183. 1848 1858 186B 187B

N66450 N6646Q N6647Q N6648Q N6649Q H242KG N66500 N66510 N66520 N66530 N66540 C-GMVX N6656Q N66570 N66580 PZ-U80 N66590 N66600

SE·DEP 1888 1898 1908 1918 1928 1938 1948 1958 1968 1978 1988 1998 2008 2018 2028 2038 2048 2058 206B 2078

208. 2098 2108 2118 2128 2138 2148 215B 2168 2178 2188 2198 2208 2218 2228

223. 2246 2258 2268 227B 2288

N66650 N66670 N66680 C-GSPP N66690 N66700 N66710 N66720 N66730 N66740 N66760 N66no N66780 N66790 N66840 N66850 N66860 N66870 G-8FTN PH-APR N66890 N66880 N66970 N66940 N6695Q N66960 YU-8KU

N66'80 N66930 YV-156A N66990 N67000 N66910 N67030

N N67D50 N67040 N67060 N67070 N67080 N67090 C-GRGO

229B 2308

2318 2328

2338 2348 2358 2368 2378 2388 2398 2408 2418 2428

2438 2448 2458 2468 2478 2488 2498 2508

251. 2528 2538 2548 2558 2568 2578 2588 2598 2608 2618 2628 2638 2648 2658 2668 2678 2688 2698 2708 2718 2728 2738 2748 2758 2768

N N6710a N67110 N67120 YU-8KV

2778 2788 2798

N67130 N67190 C·GWJA H6722Q C-GUWD N N67230 N67240 YU-8KW N67250 N67260 N67200 N67270 N97174 C-GSOU N67280 N N67290 N67300 N67310 N67320 YU-8KX N67330 N6721 0 N6734Q Tl-All NB7360 N67370 N67380 N67390 N67400 N67510 C-DTCJ N61450 N542KG HR-ADZ N67460 N67850 Nl12JM N67470 N67500 N67480 N25CD N67490 N342KG N67530 N67540 N67550 ZS-KIO N67560 N67570 N67580 N67590 N67600 N14R N67630 N67640 N67650 N67660 ZS-KAZ N67670 lV·P lV-MSX N67680 N67690 N67700

C·GZlM 280B 2818 2828

283' 284. 2858 2868 2878 2888 2898 2908 2918

292. 2938

294. 2958 2968 2978 2988

299. 300.

N6771Q N6772Q N200DA H6773Q N6774Q N67750 N67760 N67770 C-GTPE N67880 PK-F8A N67790 N67800 N67810 C-GOlS N67340 N67820 C-GllO N6783Q N67850 Nl12JM YV-189A N67860 N67780 YV-179A

N

3068 3078 308B

N67890 N67900 N630 N67910 N67920 N67930 N67940 N63E N67950 N67960 N67970

3098

N

310B 3118

N67980 HR-AFK N3131U C-GPIZ N67990 YV-190A N68040 N68050 YV-142A N68070 N68080 N68090 N68140 G-BFJO N68150 G·BFJP N68160 N68200 N68210 YV-373A YV-185A N68220 N68310 N68670 VP-HCW N68700 YV-l44A

3018 3028 3038 3048 3058

3128 3138 3148 3158

316. 3178 3188 3198 3208 3218 3228 3238 3248

3258 326B 3278 3288

3858

3298 3308 3318 3328

N68710 N68720 N6874Q N68820

3338 3348 335.

N688S0 YV-148A N68950 N6500K

3888

N68980

392.

N69040 N6941 0 N69930 N6502K

3938

3868 3878

PH·TPR

3368 3378 3388 3398 3408 3418 3428 3438

344. 3458

346. 347. 348. 349. 3508 3518 3528

353. 3548 3558 3568 3578 3588 3598 3608 3618 3628 3638 3648 3658 3668

3708 3718 3728 3738 3748 3758 3768

377. 3788 3798 380B 3818 3828 3838 384B

3948 3958

N6503K N6504K N6506K N6509K N6510K N6513K

N N68590 N6515K N6520K N6524K N6527K N6528K N6530K N6531K N6532K N6533K N6539K N6541K N6542K PZ·U8U N6543K N6546K HR·AGO TI·AR8 N6549K N6552K N6554K

HC·8DY 3678 3688 3698

3898 3908 3918

N6557K N6558K N6560K C-GTMG N6563K N6565K

N YV-344A ZS-KPZ N6708K YV-345A YV-346A N6571K N6572K N5KY N658DK

N6583K N6586K N6598K N6599K N6600K H6605K C·GPSM

396. 3978 3988 3998 4008 4018 4028 4038 4048 4058 4068 4078 4088 4098 4108 4118 4128 4138 4148 4158 4168 4178 4188 4198 4208 4218 4228 4238 4248 4258 4268 4278 4288 4298 4308 4318 4328

433' 434' 435. 436B 4378 4388 4398 4408 4418 4428 4438

444'

N66C7K C·GMVY N660aK N6609K TI-AMH YS669A YS670A N6613K N6614K N6617K N66l8K HC-8GM N6611K N6612K ZS-KOE N6619K N6620K C-GVNJ N6625K N6633K N6636K N6637K N6642K

N N6649K N6651K

N VH-IFZ N6653K N6654K N6656K N6664K

N6669K N6670K N6678K N6680K N6682K N6683K N6686K N6687K N6689K N6690K N6691K N6692K N6694K N6695K N6696K N6698K N6699K N6700K N6701K N6711K N6712K N6714K N6160K N6716K YV-415A N6718K N6720K N6725K N6727K N6729K N6730K N6731K N6741K N6742K

IS-WO 4458 4468 4478

4488

N6744K N6745K N6746K • N6749K 9M·AWK

449.

N

4508 4518 4528 4538 4548 4558 4568 457B 458B 4598 4608 4618 4628 4638 4648 4658 4668 4678 4688 4698 4708 4718 4728 473B 4748 4758 4768 4778 4788 4798 4808 481B 482B 4838

N6758K N6751K N6752K N6756K N6737K N6761K N6762K N6764K N6765K N6768K N6771K N6772K N6773K N6774K N6775K N6776K N6777K N6778K

4848 4858 4868 4878 4888 4898 4908 4918 4928 4938 4948 4958 4968 4978 4988 4998 5008 5018 5028 5038 5048 5058 5068 5078 5088

N N N6779K N6780K N6781K

N N6783K N6784K N6785K N6786K N6788K N6782K N6790K N6791K N6792K

N N N N N6793K N6794K N6795K N6796K N6797K N6798K N6799K N6809K N6814K N6819K N6820K N6821K N6823K N6825K N6827K N6832K N6848K N6851K N6860K N6861K N6872K N6879K

509B 510B 5118 5128

513B 5148 5158 5168 5178 5188 5198 5208 5218 5228 5238 5248 5258 5268 5278 5288 5298

530. 5318 5328 5338 5348 5358 5368

537. 538. 539. 640. 5418

6428

544. 5458 5468 5478 5488 5498 5508 5518

552. 5538

554. 5558 5568 5578 5588 5598 5608 5618 5628 5638 5648

565. 5668 5678 5688 5698 5708 5718 5728 5738 5748 5758

N6880K N6881K N6885K N6aS6K N6888K N6a90K N6891K N6892K N6902K N6903K N6907K N6912K N6915K N6917K N6921K N6938K N N6944K N6951K N6963K N6964K N6966K N6970K N6977K N6982K N6997K N6998K H8006K N8009K N8011K N8013K N8016K N8025K N8027K N8031K N8043K N8046K N8051K N8056K N8059K N8063K N8065K N8066K N N8080K N8081K N8092K N8089K N8093K N8094K N8075K TI-AMG N8097K N8098K N8102K N8104K N8105K N8106K N8107K N8109K N8110K N8114K N8116K C·DMVO N8126K N8128K

576B

6718 5788 5798 5808 5818 5828 5838 5848 5858 5868 5878 5888 589B 5908 5918 5928 5938 5948 5958

596.

NB130K N8131K N8132K N8133K N8137K N8138K N8139K N8141K N8142K YV-8lA N8147K N8148K N8150K YV-49A YV-SOA N8151K N8157K N8160K YV-83A N8163K N8167K C-GVCl N8171K TI-AOl

6288

6298 6308 6318 6328 6338 6348 6358 6368 6378 6388 6398 6408 6418 6428 6438

6448 6458

N

5978 5988 5998 6008 6018

N8172K N8175K

6488

602.

C·D'DC

64'8

6038

N8182K PZ-UBO N8183K YV-376A N8186K YV·374A N8187K N8190K HP-841

6048 6058 6068 6078

608. 6098 6108 6118 6128 6138 6148 6158

616. 6178 6188 6198 6208

N8272K

N

N PZ-U8P N8197K YV-228A N8201K N8209K N8211K N8217K N8218K YV-229A

N YV-371A N8222K N YV-84A N8225K

6468 6478

6508 6518 6528 6538 6548 6558 6568 6578 6588 6598 /6608 6618 6628 6638 /6648 6658 6668 6678 668K 6698 6708 6718 6728 6738 6748

N YV-372A N8221K YV-85A N8227K

6758 6768 6778

623.

N8231K

6248 6258 6268 6278

N8232K N8234K N8237K N8239K YV-8EA

6788 6798 6808 6818 6828 6838

6218 6228

N8241K YV-87A N8191K YV·S8A N8242K YV-89A N8244K YV-90A N8247K N8250K YV-l05A N8251K N8254K N8253K N8255K N8257K N8260K N8261K N8263K N8265K PZ-U8V N8267K N8276K N8281K YV-408A N8285K N8287K YV-406A N8289K N8291K

N8296K N8297K N8298K N8301K N8307K N8308K N8326K N8327K N8351K N8353K N8354K NB357K N8362K N8363K N8365K N8367K N8371K N8372K N8373K YV-288A YV·287A YV-280A YV-279A YV-277A NB386K YV-278A N8376K N8380K N8382K C-GRWZ N8386K N8388K PZ-UBW N8418K N8392K N8395K

6848

6858 686B

6878 6888 6898 6908 6918 6928 6938 6948

695B 6968 6978

698. 6998 7008 7018 7028, 7038 7048 7058 7068 7078 7088 7098 7108 7118 7128 7138 7148 7158 7168 7178 7188 7198 7208 7218 7228 7238 7248 7258 7268 7278 7288 729B

730. 7318 7328 7338 7348 7358 736B 7378 7388 7398

x.·

NS396K C-GRDZ N8400K N84{)lK N8402K N8405K N8407K N8412K N8457K N8429K N8438K N8440K N8435K N695GA N8444K N8449K N8465K ZS-lPl N8448K N8449K NB451K N8459K 8477K TI-ARA N8476K N8477K NB478K N8481K NB482K N8483K N8486K N8490K N3491K N8493K N8494K N8497K C·GROW N164MC N8498K C-GVUI N8444K N36260 N3626G N3626N N8499K N3626R N3626T N3626U C-GZGU N3626Z N36265 N36269 N36278 N36270 N3627G N36270 N3627A N3627S

N N36270 N3628D N3628F N3628T N3628Z N36287

7408 7418 7428 7438

744. 7458 7468 7478 7488 7498 7508 7518 7528 7538 7548 7558 7568 7578 7588 7598 7608 7618 7628 7638 7648 765B 766B 7678 7688 7698 7708

7718 7728 7738 7748 7758 7768 7778 7788

779. 7808 7818 7828 7838 7848 7858 7868 7878 7888 7898

N36298

N N3629C N36290 N3629E N3629F N36289 N3629J N3629K N3629N N3629P N3629T N3629U N3629X N3629Y N36308 N36300 N3630G N3630K N3630T C-FTlN N3630U N36303 N36318 N3631G N3631T N3631Z N36316 N3632C N36320 N3632R

N N3532S N3632T N36328

N N36338 N3633C N36330 N3633S N3633T

N N N3663Z N76lS

N N N75000

CN7500U N7500X

EshelG·l64B·T: OOH 002E 003E 004E 005E 006E OOrE

008E 009E 010E 011£

ET-AJE

ET·AJI ET·AJJ ET-AJO ET-AJO ET-AJM ET-AJN ET·AJR ET·AJT ET-AJV ET-AJW

Mooring Provisions

AilERON CENTER HINGE

TIE OOWN TO AilERON CENTER HINGE

Exterior Inspection

.~.---~

Minimum Turning Radius

l..

Aircraft Access Holes

'

_~l

1. Air Filter Access 2. Oil Fill Access 3. Fuel Strainer Drain 4. "C" Model Brake Fluid Dipstick 5. Baggage Compartment '. 6. Fuel Line Access 7. "N" Strut Attachment Access 8. Aileron Access 9. Aileron Bellcrank and "N" Strut Access 1O. Inspection Holes 11 . Gap Bands

ISBN 0-942548-59-0