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