MONTY THE ANSWER
MAN ARCHIVE...
BUYING
A SWIFT -- Page 3
WHAT PRICE SWIFT GLORY???
(070300)
Subj: Buying a Swift
From: Robert Carver <rcarve@earthlink.net>
Monty, I'm considering buying a Swift. The owner has sent me a list of
all the equipment on board (IFR) which is nice. But I am wondering about
several things: It has "buckaroo" wing tips. What effect does
this have on performance, value, or resale value? Aside from having a
mechanic look at it and determine airworthiness, general condition, logbook
history, A/D's , engine compression and last annual inspection date what
should I be particularly aware of? How do I determine the real value of
the plane vs the asking price? One last one, where can I get a checkout
in So. Cal.? Thanks, Bob Carver
Bob,
Look on the Swift site for flight instructors. I know (the airplane),
which was formerly owned by a friend of mine. The "Buckaroo"
wing tips are perhaps a close second to the stock wing tips for takeoff
and climb. They have a reputation for being a mile an hour or so slower
and of course the roll rate is a little slower. Overall, I think they
are pretty good. The stock tips are pretty pricey right now, if you can
find a set. If stock tips do become available, it only takes an hour or
so to change them. As I recall, (the Swift in question) was very clean
and corrosion free. I must confess I'm way behind on prices! I see
some prices that I can hardly believe on Swifts these days, but I was
reading an article on British Tiger Moths and they get $70,000 for an
overhauled one, and a Swift, I feel is worth a lot more! -- Jim
(Editor's note: This question for
Monty came with the actual "N" number of the Swift involved
but not wanting to risk the sale I deleted it. [It probably didn't matter
but whatever...] Additionally, when talking about how much Swifts are
worth these days I would focus more on what they actually end-up selling
for rather than asking price. I know that can be a touchy subject sometimes
but if any of you out there can send me email <arbeau@napanet net>
on what you paid for your Swift compared to the asking price I'd like
to share that information with the rest of the gang. Thanks in advance...
Oh, one more thing as a reminder to anyone in search of a Swift. And we've
mentioned this from time to time. It is worth the effort and money to
get a mechanic familiar with Swifts to do a pre-buy inspection. To go
without that would be a rather significant gamble for an aircraft that
is over 50 years old. Swift mechanics and flight instructors are listed
on the GTS Homepage.)
YOU NEED TO CHECK MORE THAN JUST
THE USUAL THINGS...(110300)
Subj: inspection of aircraft
From: Don Cumpston <don@penn.com>
Jim : Do you feel there are other items that should be checked on our
Swifts at annual time that are not in the standard items required to be
inspected by the IA? I have a good mechanic that I'm happy with, but he
does not have a lot of Swift experience, and I don't want him to miss
anything. Thanks Don
Don,
Several things I check closely are:
1. The airplanes are old, 50 years
or more. Check for corrosion, especially the vertical fin and the outer
wing panels. If corrosion is found, check everything closely.
2. Check the cables for rust, especially
in the wing trailing edge area.
3. Check the horizontal stabilizer
front spar for cracks. With the wing/fuselage fairings removed look at
the first rivet outboard in the front spar.
4. Check the upper wing attach fittings
if you are not familiar with the airplane. I still find GC-1A wings installed.
5. Check the landing gear with the
airplane on jacks per the reoccurring AD notes.
6. On a stock 125/145 engine mount,
inspect per the AD note.
7. Check the rudder cables for the
specified 70 lbs. tension.
8. Check under the instrument panel,
make sure some installed instrument or radio is not the elevator up limit.
9. If the battery is relocated, be
sure the master relay is adjacent to the battery box, not on the firewall.
10. If an alternator is installed
make sure a 60 amp breaker is properly installed.
11. Check the early type ailerons
for cracks at the balance weight screws.
12. If the airplane is a converted
GC-1A, make sure the flap travel is 30 degrees.
I'm sure there are other things which
could be mentioned but these are notable items from off the top of my
head. Of course, normal items in FAR 43 apply. -- Jim
SWIFT RECOMMENDATIONS...(120100)
From: Gary Sigvaldsen <sigvaldsen@worldnet.att.net>
Monty: I currently fly a 737/300 for US Airways, and retire in less than
four years. My wife and I are thinking seriously about getting a Swift,
125hp or more. Current thoughts are "to buy what we want", not
a "fixer upper". Your thoughts and recommendations would be
appreciated. Gary S. Sigvaldsen <sigvaldsen@worldnet.att.net> Raleigh,
NC
Gary,
Hmm...what's a guy with a Minnesota name like that doing living in NC?
Seriously, the words most experienced Swift expert flys for US Air also.
Mark Holliday, do you know him? Mark has several Swifts and sometimes
sells off one of his collection. I don't think he has anything for sale
right now but it never hurts to ask. His email is <MarkH85@aol.com>
and phone number is (651)770-3881. I don't think he's home today but I
expect him back toward the end of the week. I don't know if you
would be happy with a 125hp engine. A 145hp engine is OK for a more-or-less
original Swift, but the 210hp TCM 10-360 makes a real hot rod. There are
various 150 thru 200hp Lycomings in Swifts also. Of course, the ante goes
up with the power. A good 125/145 Swift goes for 30K to 40K, most 210hp
Swifts go for more that 50K, and up to 100K for a showpiece. I welcome
further comment or discussion. -- Jim Montague
PAPERWORK: DO THE RIGHT THING...(120200)
by Don Bartholomew <spectro@nanosecond.com> of The Aeroplane
Factory in Minden, NV
Thoughts about paperwork: When an IA does an annual on a plane, they are
responsible for the plane from the day it was manufactured until the day
they sign off the annual. To comply with this responsibility, they must
check all the paperwork that applies to the plane. It is typical to get
a plane in for an annual and handed either just the most current log book
(too little information) or a box of paperwork that is 12" deep (too
much). If the IA has to sort through a box of paperwork to determine what
is currently applicable, they will spend a lot of time which you will
ultimately have to pay for. It is common to find sales brochures, 337's,
STC's, etc for things that aren't even on the plane.
Here is a suggestion to make life
easier on your IA, and save you some money. Make one book or folder that
contains all of the current information about the plane: 337's for equipment
that is still installed on the plane, only the current weight and balance
papers, only the current equipment list, STC's for current changes to
the aircraft, most recent AD compliance list. This needs to be complete.
If the IA can't find the approvals for a particular installation in this
folder, they will assume no approval exists. Compare your paperwork to
the airplane to see if there is paper on everything that is installed
or modified on your plane.
Have another folder, if you want,
for historical data for the plane which contains information that is no
longer current: old weight and balance and equipment lists, STC's and
337's for things that have been taken off the plane. Keep a third file
for general Swift information and data. Happy paper sorting, Don
SWIFT QUESTIONS...(030301)
Subj: Swifts ...
From: Mark & Rhonda Oltjenbruns <moltjenb@bellsouth.net>
Hey Monty ,
It looks like you the Man ... I'm thinking pretty seriously about a Swift.
I have located a few. Is there anything that I need to look for as far
as maintenance problems ...landing gear or ... Are you in Athens as in
Tennessee ? I'm based at Cherokee Co just north of Atlanta . I will be
selling a 68 Cardinal 180 hp/conv . My plan was to keep it , but I fly
mostly by myself and want something fun to fly. What is the average range
in the swifts and cruise? Any info appreciated , Mark
Mark
It depends. On any 50 year old machine it depends on how it has been maintained.
If allowed to get out of whack, the gear can give a lot of trouble. Once
it is properly rigged and set up a few adjustments at every annual will
take care of it. I have had Swifts for 35 years and the gear actuators
seem to need "O" rings every 5 or 10 years and the gear system
needs attention perhaps every 500 hours or so. I am located in MN. You
have the "Swift Experts" of the world not too far from you,
in Athens, TN. As far as performance goes, again, it depends. Just about
any engine from 85 to 220 hp can be found in Swifts. A 145 hp Swift will
cruise about 140 mph and with standard fuel, be good for 2 1/2 to 3 hour
legs. Some "big engine" Swifts will run red line airspeed (185
mph) and hold 55 gallons with aux tanks. -- Jim
WHAT PRICE SWIFT???(060402)
From: SteveWlson@aol.com
Subject: Re: Swift
(Editor says... Folling is Steve Wilson's reply to a request for information
about how much a Swift is worth...)
Bob... Nice to hear from you. I kinda look at what I might pay for an
airplane needing work as what it would be worth completely restored or
brought to the condition I might like, and then work backward. Right now,
a very nice stock 125/145 Swift in original condition will bring upward
of $40K (or more), while one in very average condition maybe $25-30K.
I know that most folks look at some of the work required as a "Labor
of Love" and I understand that; however, I think my time is worth
something. If you start by estimating the cost in parts to bring the airplane
up to the condition you would like, and then subtract that figure from
what you think you might sell it for when completed, you will likely come
up with an acceptable figure for the current value. Good luck... Steve
W
WHAT PRICE WRECKED SWIFT...(080202)
Subj: Price of wrecked Swift
From: Paul Chandler <paulisa@voltage.net>
Okay, Loaded question of the day! I'm wanting to know how you determine
the price of a Swift that has been set-up after an accident with some
parts removed and sold. What is there is a fuselage in good shape and
the center section bad on left side. Also good R/H wing but bad L/H wing.
(This is not too unusual ---Ground Loop, Maybe.) Anyway no engine . no
tail feathers. no landing gear. I know it's not much left to it but I
hate to see one setting out left to the elements when I know it could
be fixed. I'll mention that I'm an aircraft mech. with the tools and sheet
metal supplies to fix most any thing. Also have swift time from working
with Nagle. I tell this mainly so you understand the work would not be
hired out. Also this will be a weekend project over a long time, mainly
trying to keep the old bird from a sad death. One more note and then I'll
shut up. I 've been in planes before but only in a Swift did we go up-side
down and round and round! Anyway, a reply will be great. Regards, Paul
Chandler
Paul
Like you said -- that's a loaded question. It really depends on a lot
of factors that cannot be shared by mail! Also, it depends on your ingenuity
for scrounging parts etc. It sounds like the most important, and expensive,
parts are there. The Swift that Mick Supina and I just rebuilt was damaged
worse and had more parts missing than the one you describe. You day no
engine -- how about the rest of the firewall forward? Prop, engine mount,
cowling, baffling, exhaust, etc.? You say no landing gear -- how about
the actuators and linkage? No tail feathers? -- no horizontal, elevators,
vertical or rudder? Resurrecting that bird may depend more on your parts
scrounging ability, (and luck)! than your mechanical ability! -- Jim
FUTURE CITABRIA OWNER? (DEC
02)
From: jetdude76@yahoo.com
Hello,
I am looking into becoming a Swift owner and have a question. I have been
asking questions of current and past Swift owners. Everyone seems to really
enjoy or enjoyed having a Swift. There is just one thing that has come
up... A fellow who I spoke with said he sold his Swift a few years back
due to fear of gear problems. Having never had a Swift I am confused by
what he said. Apparently, there was problems with his in the strut or
gear and leaking of fluid from that region. His fix was to pull it apart
and fix the culprit of the leaking, but said that eventually he would
have had to replace it and since there are no more Swifts, it would possibly
have became a much of a pain and expense to maintain as his warbirds he
had in the hanger. I guess my question is, can anyone tell me more about
his concerns and maybe end my confusion as to what part of the gear he
was talking about? Hopefully I haven't confused you as much as I am confused.
Thanks, Future Swift owner.....
The Swift is an old airplane and certain
parts are hard to get. But you can always get them if you use a little
ingenuity and are willing to pay the price. Also, it is important to have
a qualifiedmechanic perform certain maintenance, like gear rebuilding
and rigging. No one starts out knowing all the answers but using myself
as an example, I learned by doing. If you are not willing to do the same
perhaps a simpler airplane, like a Citabria which has no moving parts
in its spring gear may be for you. -- Monty
COLLECTOR CLASSIC OR EVERYDAY UTILITY AIRPLANE... (AUG 03)
Subj: Swift Useful Load #'s
From: Eric Shepardson <ericshepardson@hotmail.com>
Jim,
I have enjoyed all the information you have put together on the website
run by Denis. I have finally decided to quit renting and purchase my own
plane. I have been a fan of the Swift ever since I saw one at the local
airport as a kid about 35 years ago. In evaluating my needs in a plane,
I plan to fly about 150 hours/year both business and pleasure with the
wife. I need a plane that has reasonable speed, (130 knts) and can carry
passenger loads of 350 pounds including baggage for vacation. In examining
data, it appears that Swifts with the gross weight increase are at 1970
pounds, and most modified Swifts empty weights are around 1450 pounds.
With additional fuel tanks up to 50 gallons, I can barely put myself in
the plane at full fuel let alone my wife and myself. how do most Swift
owners operate their planes? On only 20 gallons of fuel with frequent
stops on cross country's? Also, do you know of anyone who has put a Lycoming
0-360-A4K in a Swift? This is the engine from the Tiger, which operates
a fixed pitch prop. I really love the Swifts, and hope I won't have to
convince my wife that it is needed for a "second" plane. Look
forward to your reply. Regards, Eric Shepardson
Eric
Most big engine Swifts with the gross weight increase to 1970 lb. can
still be overloaded. I guess you would have to take each airplane separately
and run the numbers. I just did a W&B on a 210 Swift, and with an
empty weight of 1343 lb. you could carry full main fuel (28 gal.) two
170 lb. people and 100 lb. baggage. With less baggage and a smaller passenger
you could carry some aux. fuel. If the empty weight were more (like 1450
lb that you mention) you of course have 107 lb less to work with. With
a full fuel load of 50+ gallons you are indeed looking at a single place
airplane or one that might carry a 100 lb passenger and no baggage. The
way I look at a Swift it is more of a collectors classic and showplane
than a utility airplane for everyday usage. I will admit to having flown
Swifts with over 2000 lb. takeoff weight and I cannot say I am comfortable
with that. I don't know of anyone who has used a fixed pitch prop on a
big engine Swift. You would gain about 30 lb. in useful load but overall
performance would suffer. -- Jim
SWIFTS FOR THE TALL GUYS... (OCT 03)
From: Roger Harris <rharris@petrillolaw.com>
Hello Jim,
For some time now, I've been thinking of purchasing a Swift. Last Saturday,
I finally got to go for a flight in one. While the airplane handled well,
I did find the cockpit to be rather cramped. Unfortunately, I'm 6'2"
tall and quite long in the trunk. What, if anything, can be done about
this? Switching to thinner seat cushions would be a step in the right
direction (this has often worked for me in sailplanes), but is there any
other way to obtain more height in the cockpit (I understand that the
seats are fitted over a fuel tank, so I guess there's no easy answer in
that direction)? I hope that you might have a suggestion, since flying
with my head always bent over to one side is not a very comfortable proposition!
Many thanks for your kind assistance.
Roger Harris
Toronto, Ontario
Roger
Taller guys than you have operated Swifts. It might take quite a bit of
adjusting to the seats. There is no fuel tank ordinarily below the seats,
but there are STCed belly aux ranks that fit below the seats in some Swifts.
Take the lower cushion out completely and see what you think. The seat
back can be made quite thin also. -- Jim
(Editor says... I pointed Roger in the direction of Tom "Tall Guy"
Numelin out here in California for some ideas. If any of you have some
advice for Roger please send him an email.)
TALL GUYS IN SWIFTS... (OCT 03)
(Editor says... Our thanks to Bob McLean for taking the time to write
Roger on the tall Swift pilot deal.)
From: BobMcLean2@aol.com
Subject: Tall Guys in Swifts
Roger,
Was reading your questions about "vertically challenged"
swift pilots. I am 6'5" tall and have over 500 hours in Swifts. Unfortunately
I have not flown one in the last five years.
When I first sat in a Swift with stock seats, I thought that "this
is not going to work out" The original seats were overstuffed affairs,
and I really couldn't have flown the airplane like that (knees in the
panel, no clearance for the head, etc.) My omniscience airplane partner
immediately removed the seats and replaced them with some unknown style
seats which amounted to a board and foam which was upholstered and fit
down into the seat bay behind the spar and the back of the seat.
I think the secret is to get the seat bottom as thin and low as you can
stand, get the seat backs as thin as you can stand, avoid installing a
radio stack in the center of the panel, under the panel. My airplane was
always "a work in progress" and I mostly flew it without insulation,
or upholstery on the cockpit walls. This gave my left knee a little more
room as well. Again the lesson here is to keep everything thin for more
space.
I flew for years a second Swift which was upholstered, and was able to
manage, but had to remove a "catch-all" pocket along the left
side "knee zone" which fortunately was installed by snaps. It
also had low seats which fit into this area that I talked about, and the
"center" radio stack (mounted below the panel, was actually
"off center" by an inch or two which helped a great deal (as
long as I was in the left seat.)
I have ridden is "plush" Swifts where I couldn't even sit up
straight (my shoulder was nearly against the hatch).
I know tall guys can fly Swifts. It can be done, without a lot of effort.
You may feel like your driving a kiddie car with your knees on either
side of the wheel, but it ended up being a comfortable mode for me, and
I flew many cross country hours under those circumstances, with the lower,
thinner seats. -- Bob McLean
LOW TIME SWIFTS... (FEB 04)
Subj: Seeking Advice in my search.....
From: Jim Salmonsen <Topgunn62@aol.com>
Dear Jim,
In my search for a Swift I have been surprised to find a good number of
them with low airframe hours. Realizing that each one is its own individual
case, does your experience show you that these machines have stood up
well to the inactivity and time with less wear&tear on airframe/landing
gear parts, or are they prone to be high maintenance once they start getting
some use again. I was wondering if you've seen a trend of any kind, and
if so, in what areas usually? Thanks in advance for your reply, Jim Salmonsen
Jim
If a Swift has been out of service for several years you can count on
the hydraulics will need overhaul. Also, in coastal areas or if stored
outside anywhere corrosion is a real possibility. Not that a Swift is
different in that regard from any other airplane. The Cessnas made in
the 60's and 70's typically have corrosion starting in the wings. If you
should buy a Swift that has been inactive you should get it at a price
whereby you can afford to overhaul all the hydraulic components. Avoid
any extensive corrosion unless you buy it at a "fixer upper"
price. -- Jim
LOW TIME SWIFTS...(MAR 04)
From: "Harry Fenton" <gippsaero@charter.net>
Subject: Low time Swifts
(Editor says... This is in reply to a recent email about low time Swifts...)
Your question on low time Swifts sounds like questions that I was asking
during the year or more of searching preceding my purchase. Let me give
you my two cents worth based upon my experiences.
First, I approach every airplane based upon the condition that I observe,
not the condition that the logbooks states the condition to be. In short,
I find most logbooks to be sorely lacking in detail or sometimes just
flat out fiction. Out of the 30 or so airplanes that I have owned, maybe
three or four had "accurate" logbooks. Logbook information is
important, and a necessary starting point, but it is only a partial factor
in buying the right plane.
Research beyond the logbooks is critical. Luckily, you’ve found the Swift
group, and most all (but not all!) of the important information on the
Swift can be found in the "Monty the Answer Man" archive or
in the various publications printed by the Swift Foundation. Much of the
Swift service information still remains undocumented and I have had experienced
the "Oh yeah, by the way.." statement several times post facto
to acquiring my Swift. While the information available at the website
is very good, the oral history is just as important. Case in point: a
conversation that I fell into regarding wrinkled spars is one of my favorite
"Oh yeah, by the way…" conversations. Several Swifts have this
condition, which can typically be viewed by simply looking into the wheel
well or looking along the top of the wing. Nowhere is this little point
highlighted directly in website or by Swift Service Bulletins, although
references to this condition can be found in the Maintenance and Operation
manual printed by the Swift Foundation. Sometimes the only way to find
out about a particular idiosyncrasy is via incidental conversations. I
would have not noticed it right away had it not been pointed out to me.
This leads to the single most important resource that I have found to
date- the caretakers and enthusiasts for the Swift! I cannot stress enough
that you should not buy a Swift until you have looked at a minimum of
three aircraft in person and spoken with at least half a dozen owners
who have had their Swift for 10 years or more. I’m not sure what the average
term of a caretaker is, but I’m willing to bet than more than half of
the Swifts out there have had the same owner for more than a decade. The
one I acquired had the same owner for nearly 47 years, but more on that
later.
If you can’t travel to where the experts are, you can learn about Swifts
by attending Sun ‘n Fun, Oshkosh, or the Swift Convention. Depending upon
where you are located, there are several active Swift wings, also. My
indoctrination to Swifts occurred during a trip to Lake Elmo, MN, home
to numerous Swifts and three very long time Swift devotees- Pat Moore,
Jim Montague, and Mark Holliday. These guys are great resources not only
from the technical side, but the historical aspect, as well. I think that
Jim and Mark have owned half of the Swift fleet at one time and they can
rattle off the lineage and damage history of many, if not most, of the
Swifts in existence. Oral history like this has proven to me to be the
single most important guide to successful Swift caretaking.
I purchased an airplane that has accumulated about 900 hours since new,
the engine had about 670 hours since overhaul (in 1953) and it had one
owner for 47 years. The airplane had been based in Arizona for more than
two decades. On paper this sounds like a great deal, doesn’t it?
It has been a great plane and I’m very happy with it, but the reality
is that it sat for nearly 20 years and this really took a toll on the
engine, hydraulics and other parts. Mark Holliday rebuilt the actuators
and got it into flying shape just before I bought it. The killer to the
engine was that the previous owner ran it on the ground for 20 minutes
a couple of times a week with no flying for many years. This resulted
in glazed cylinders and a lot of internal rust in the engine. Jim Montague
and Mark and I all agreed that I might be able to fly it for a while and
the engine might prove to be ok. I wasn’t surprised when the engine went
sour, though. Since June 2003 I’ve put about 60 hours on it and here is
the work I’ve accomplished to date:
Engine top overhaul
Overhaul prop to generate logbook for prop
New mags, wires, plugs
Rebuild exhaust
New engine baffling
New accessory case, component gaskets
New tach cable
Overhaul airspeed, altimeter
Rebuild, rebush tailwheel
Remove old wiring, cables, radio gear
Various wiring and microswitch repair
--Work to be accomplished
Continued repairs to tailwheel mounting brackets
Teardown engine to replace leaking gaskets
Replace all hydraulic hoses due to age
Replace all cockpit glass
Repair firewall cracks at lower cowling mounts
Cosmetic restoration, paint, polish
Interior
To be honest, I looked at a couple of other Swifts that were in better
mechanical and cosmetic shape, but had many higher hours- and were also
higher priced. Technically, the higher hour ships may have been in better
shape simply because they were being flown and were continually active.
I’m an A&P/IA, so the work aspect was not a problem, although I didn’t
really want yet another project plane. Ultimately, I decided that the
lower price of the Swift I bought to be worth the work that I would have
to put into it. But, I have to be honest; I knew this plane was the right
one before I even opened the logbooks. Despite the problems from lack
of use, the overall condition was an indicator of a diamond in the rough.
In retrospect, the mechanical problems have not been all that major and
I have really learned the airplane by crawling around it to work on various
things.
The moral of my story is that you should expect to work on a plane that
has not been flown- simple as that. Just like the human body, if a plane
is not exercised, it will get creaky from lack of use. Any airplane that
is flown a solid 100 hours/year and has a mid-time engine that was overhauled
within the past decade is probably the best bet for low to moderate maintenance
levels. There is no such thing as a maintenance free plane, regardless
of age, hours, or anything else!
I’m not sure where you are located, but I’m in Northern Illinois and I’d
be happy to give you a tour of my ship.
Harry Fenton GC-1B C125 N78267
"ORAL HISTORY"... (MAR 04)
From: Harry Fenton <gippsaero@charter.net>
Subject: RE: spar web wrinkles
Hi Jim,
Even though I'm pretty familiar with airplanes in general, I've learned
about Swift idiosyncrasies that I may not have noticed had they not been
pointed out to me. This "oral history" provided by owners is
as important, or more, than what is written. I continually find that little
bits of information are tucked away in somebody's memory or in a folder
somewhere. Any 60 year old airplane is bound to have some kind of flaw,
and most of these flaws aren't too big of concern. It could be wrinkles,
bad fitting cowlings, poor repairs, unapproved modifications, you name
it. But, it always helps to know what you're getting into sooner, rather
than later. I can't imagine what it was like to own and maintain a Swift
before the internet! I really lucked out by meeting you and the other
guys at Lake Elmo. The guidance that I got from you guys really changed
my decision process when I was buying my Swift. In turn, I try to share
my experiences with other potential Swift buyers so that their experience
is as good as mine. I'm already thinking ahead to my second Swift, maybe
a GC-1A the next time around...Harry
SWIFT QUESTIONS FROM THE UK...(APRIL 04)
Subj: Temco Swifts
From: Louis Bell <louis_bell2001@yahoo.co.uk>
Jim, it seems that you are the focal point of contact concerning these
lovely aircraft ! I have recently obtained my PPL and am considering what
type of aircraft to purchase. I have read pretty much all of the "Swift"
web-site and have concluded a number of pertinent things.
1. Tail dragger experience and a Swift CFI instruction very much required.
2. The plane HAS to be in a first rate condition with ALL modifications
documented and detailed corrosion inspection.
3. Larger engined options (180- 210 hp) are preferable to avoid the lower
end of the envelope problems.
Thus, and so as not to become too enthusiastic and make a mistake, I would
appreciate your guidance. Firstly, I noticed that there are two Swifts
currently in the UK and if you can, would it be possible for you to let
me have contact details of the owners so I can discuss with them the problems
of Swift ownership in the UK. If not appropriate, please could you pass
on this e-mail to them so they can contact me directly. (if you have the
details) Secondly, in the "For sale" page of the Swift Site
there is one which would be within my price range but gives me a little
cause for concern. That plane S/N 3755 - N2455B being offered for sale
by Arthur Douse has come down in price to $60,000 odd, but compared with
the upper end price range which seems to be about $130,000 looks on the
surface to be quite good value for what it is. My question is: Is this
aircraft well known and is there a qualified Swift engineer near where
it is based who can do a full inspection ? Other than not to be used during
aerobatics (I assume) is there any problems with the wing-tip tanks that
are fitted to this aircraft? Haven't seem them fitted ao any other plane.
If a good idea for long range performance, who makes them or where can
they be obtained from? Sorry, there is one other question which is who
are the best companies who provide airframe / service parts as it isn't
quite clear from the Site? Sorry to ramble on a bit, but hope you can
assist a bit. Many thanks... Louis Bell
Louis
I would not advise a Swift to someone with less that 100 hrs TT. Not that
it is impossible or even that difficult to fly but the Swift is not a
trainer. I believe one Swift owner in the UK has his email address on
his website. Swift N2455B has been based in South Florida and would require
a good
inspection to look for possible corrosion.
I have seen the airplane some time ago and it looked fine from a casual
walk around. There were several sets of those canted tip tanks made but
they were never STC'ed, I don't know if the ones on 55B are approved on
a one-time basis or not. There are several mechanics in Florida or South
Carolina familiar with the Swift. I have cc'ed this to them. There is
also a fellow in California with a Swift for sale named Mike Bell, any
relation? It is a beauty, the ad is on the Swift site. The Swift Museum
Foundation owns the type certificate for the Swift and has many parts
available. The contact information is on the web site. -- Jim
NEW CARETAKER FOR SWIFT N80613...(APRIL 04)
From: Janet & Keith Brandt <kjb@awcmail.com>
Subject: Swift Newsletter
After a year of looking for a Swift, as of yesterday I am the proud owner
of a Swift and today took possession of it!! I have yet to take-off and
land it, but hope to have the opportunity to do that on Sunday (tomorrow
the weather is predicted to be horrible). I will write more about my purchase
at a later date. I will just add that I bought it with the help of Mark
Holliday and Jim Montague, and I can't convey how much their help and
expertise has made me comfortable in feeling I have the right airplane
for me. Please add my email address to your newsletter. Thanks.
Keith Brandt
Burt, Iowa
BUT WAIT, THERE’S MORE. SPECIAL THANKS TO JIM MONTAGUE AND MARK HOLLIDAY...
Jim,
For the last 24 hours I have been "sky high" about this aircraft
I have in the hangar at Algona. I haven't had the time to even check email
until just a few minutes ago because I have either been telling people
of my experiences over the last several days or talking Swift in general.
I mention the email reference, because I signed up for the Arbeau emails
yesterday morning and received one back from him today welcoming me to
the organization. He said word travels fast in the Swift family and you
had already sent him information on me. That is amazing and I am in awe.
I wanted to send an email thanking you for all the help, guidance, and
wealth of knowledge I received from you and Mark Holliday on Thursday.
I have expressed to the many people who have been at the airport to look
at the airplane, how I couldn't have purchased an airplane from a better
environment. I feel so lucky I made that telephone call to you several
weeks back that started me on the this chain of events. The knowledge
and genuine affection you and Mark display toward the care and maintenance
of a Swift I feel honored and lucky to have "bought into". I
know I wouldn't be where I am today in terms of knowledge of this airplane,
realizing I have only begun to scratch the surface, had I purchased a
Swift from someone else. But I promise you I will keep working to know
it better. It feels really great to know I have learned from the best!!
The arrival of N80613 in Algona has created quite a stir. I am not alone
here, as I have a friend whose father owned a Swift in the early 50's.
He is now 86 and was at the hangar this morning telling stories of all
the great times he had in the Swift. He would tell of how it did this
or that and how smooth it flies and I could only support his stories with
comments of very limited experience. He will be one of the first people
who gets a ride when I get checked out (right behind Janet!!). I hope
that will be tomorrow but the weather doesn't look very promising. I will
be gone next week to Florida to visit our nephew, so it's either tomorrow
or wait a week until I return. From the looks of Ron's smile when he climbed
out of the Swift (Ron is the instructor Mark checked out yesterday), I
think he hopes it doesn't work out tomorrow. That way next week he will
have to fly it a couple times while I'm gone so he stays proficient. Basically
I am the envy of the neighborhood and there is a line forming for rides.
This is getting a little long. I just
wanted to express my appreciation for all you have done for me and N80613.
You can bet that Janet, I and N80613 will be up to visit you in the very
near future.
Thanks again!!!
Keith
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