Topdressing Super Cubs

[delticman]

Feb 12, 2021 13:53:32 GMT 12 Peter Lewis said:

Back in the saddle:

PA18A Super Cub c/n 18-6181 was allotted the US registration N8476D at Piper's Lock Haven factory in 1957, but was immediately exported to NZ where it became ZK-BVO on 1Apr1958 with Aerial Farming (Holdings) Ltd., Milson.

After assembly at Palmerston North it appears to have quickly headed south later that same month to go on line with Warren Hart's Harts Aerial Topdressing Company, based in Christchurch.

On 23rd March 1964 Brian Warren had a reported incident in ZK-BVO while working near Oxford.

Restored to health, this Cub was eventually replaced by a new Pawnee and moved on to Aerial Sowing (Canterbury) Ltd. in April 1966. The Hart company became a full subsidiary of Aerial Sowing the following year.

ZK-BVO passed into private ownership in February 1968, and was engaged in the venison recovery industry when it was hit by a wave while taking off from the beach at Longridge Point, South Westland, 16Nov1970. The aircraft was reported to have swing into the surf and then broken up.

However, rather remarkably, ZK-BVO rose again when Southair at Dunedin built up a Cub from the remains of ZK-BKB/ZK-CEX and presumably parts of ZK-BVO and thus a 'new' ZK-BVO reappeared in September 2002. This aircraft is still active in the Westland area. 

ZK-BVO at Christchurch January 1960



and in the same area, leaping into life


 
Still at Christchurch, now May 1961 and showing signs of wear



Back into the Airwork hangar, possibly during the Aerial Sowing ownership



[This was the second Rudnick PA18A.

[Peter Lewis]

Noted, thanks Ray.

[planewriting]

Looks like a DH89 fuselage in the back of the hangar in the opening BVO photo.

[Peter Lewis]

PA18A Super Cub 150 ZK-BOW crashed at Mahoenui, Waitomo, 20Feb1961 while being operated by Farmers Aviation of Hawera.

The remains were removed to Christchurch and rebuilt by Airwork, reappearing in February 1962 as ZK-BYV. This rebuild carried the same c/n as ZK-BOW, 18-6219.

Airwork passed ZK-BYV on to Frank Desborough, by then living in Rotorua, in March 1968. It is unclear if Airwork actually used this Cub operationally during the period it was registered in their name, and I have not seen a photo of it equipped to do so.

After some years that were mostly employed glider towing, ZK-BYV was exported to an owner in Canada and reappeared there as C-GHRH. The NZ registration was cancelled in July 1999.

ZK-BYV outside the Airwork hangar in Christchurch, possibly taken during their ownership

[davidd]

The 4th image in the run of shots of BVO is stated to have been taken in Airwork's hangar at Christchurch, but this is not so. The Airwork hangar (now long gone of course, as have all the other original hangars) was partially made of concrete blocks, but its multiple wide doors opened straight out onto the tarmac facing the main field, and its configuration as a hangar was "wide, but shallow", as can be seen in the multiple views of the building on this thread. Almost certainly the photo in question was taken in what was then known as the "Council" hangar, which was of course long and comparatively narrow, with opening doors at each end. For a period from 1950 till the brand-new "Pascoe" terminal was opened in 1960, part of this hangar (actually the air-side annexes) functioned as the so-called "overseas terminal", where the TEAL DC-6s operated from (on trans-Tasman flights I think). In this configuration, there was a secure "international passenger" access pathway, with high netting fencing on each side, perhaps even netting across top, which split the hangar floor space into 2 sections, with the longer western section available (rental) for privately owned aircraft, while the Aero Club used the smaller eastern part. As kids in the mid-60's we were always poking around in the western part taking photographs, cannot imagine why the security was so slack then, but I'm glad it was!
David D

[Peter Lewis]

ZK-BYW was a rebuild of PA18A Super Cub 150 ZK-BPB which had crashed at Soar's Piriaka airstrip near Taumaranui on 27Aug1961.
The rebuild was carried out by Airwork at Christchurch, and retained the c/n 18-6170.

This rebuild was registered to Airwork on 1Feb1962 and the Cub joined Arwork's operational topdressing fleet.

It appears to have worked without reported incident until March 1966, when it was passed on to the Canterbury Aero Club. It then moved through a number of owners but was destroyed in a hangar fire at Rotorua on 31Mar1981, along with several other aircraft.

ZK-BYW at Christchurch while with Airwork

[nobody]

I am enjoying the "resumption of normal transmission" Peter.

BYW is still extant. Prior to the fire, I THINK BYW had been blown off it's pickets on an airstrip and into a gully and of course damaged. So it was disassembled at the time of the fire. The fuselage frame became "annealed" but I believe the wings were stored elsewhere in the hangar or were not in the hangar and were not burnt up.

Quite a lot of work was done up until the mid-2000's on BYW, which some of the parties involved had chosen to rename BPB. I saw it in Canterbury last and it is most likely still in the South Island somewhere.

[Peter Lewis]

Presumably ZK-BYW/BPB is still 'under rebuild' as neither registration is current on the CAA database.

[Peter Lewis]

After Cub 150 ZK-BKB crashed near Waipukerau in February 1964 the damaged aircraft was removed back to Milson. 

It was over time rebuilt to airworthy status and reappeared in January 1965 as ZK-CEX c/n AF-PA18A-2
(As an aside, I did hear that ZK-CEX had been allocated to a C172 destined for the Auckland Aero Club. However, that Club objected, saying that some of their lady members would not be happy flying an aircraft carrying that registration. Thus the 172 became ZK-CEY and CEX went elsewhere).

The Cub stayed with Aerial Farming when James Aviation took over the company, and was registered into the James ownership in December 1968.

However, I do not believe that ZK-CEX was used operationally, as although it first flew as such in 12Jan1965 both photographs below show it in two-seat configuration. The hangar shot is dated 17Feb1966 and the James Aviation photograph is presumably late 1968/early 1969.

Of course the Cub did not fit into the James fleet profile, so it was sold off to W I Sarginson, Wanaka, in March 1969.

After a number of owners ZK-CEX came to grief when, while landing, it ran off a strip located beside the Dingle River, Marlborough, 26Feb1999. The remains then passed through a couple more owners before ending up being part of the rebuild of ZK-BVO by Southair in 2002.

ZK-CEX in the Aerial Farming hangar at Milson 17Feb1966. ZK-BKH behind.



Carrying the modified James fleet logo, also not the absence of any agricultural fittings.


Photo flinched from the internet

[nobody]

Feb 15, 2021 13:05:36 GMT 12 Peter Lewis said:

Presumably ZK-BYW/BPB is still 'under rebuild' as neither registration is current on the CAA database.

When the CAA began charging annual registration fees, many of these "long term" projects got de-registered.

Last time I saw BYW/BPB, which was in 2007, the project had been shelved/put on hold. They're all doable; you just have to have deep pockets.

[madmax]

Peter, I too heard the story way back in the sixties that AAC had objected to the use of the letters CEX on their C172. Regarding your assumption that PA18-150 CEX was never used operationally (fitted with a hopper or spray gear) I tend to agree. I saw the aircraft towing gliders at Masterton about 1967/8 and at the time it look to have never done a days hard work.

[chinapilot]

Hi Peter - many thanks for a great ‘series’ as usual.

Regarding BOW and BPW - no pilots names mentioned re the mishaps.

In the mid ‘60s there was a story going around about a self depreciating humorous telegram sent to the then CAD re a early ‘60s PA18 mishap whilst topdressing which mentioned “... jettisoned aeroplane instead of load“.

The gentleman is still around ( and he is an absolute gentleman).

[Peter Lewis]

I can only provide data that is in my records re the pilots involved.
If anyone can add more detail, that would be great.

[Peter Lewis]

In 1965 Aerial Farming constructed a new PA18A fuselage at the Milson hangar, and then completed the project by adding various components from Cubs ZK-BKP and ZK-BKL.

The resultant aircraft was registered ZK-CMQ on 25Aug1965 with the c/n of AF-PA-18A-3

Again, this Cub appears to have never worked operationally for Aerial Farming. It was quickly onsold to Matthew Barbour who was based in Wellington, being registered to him on 12Oct1965.

It later passed through four more owners before being acquired by Chris Pask in December 1978 for his Hastings-based Pask Air Services Ltd. By this time Pask was operating Pawnees, so once again ZK-CMQ did not work in ag operations.

Pask parted with ZK-CMQ during February 1979 and in 2001 the Cub departed for Alaska where it became N555GB

ZK-CMQ at Rongotai mid-1960s

[kevsmith]

CMQ was opeated by Peter Matich's Taupo Flying School from about March 1967 until the Autumn of 1973. (Source "Heartland High Flyer")

[Peter Lewis]

After Farmers Aviation's PA18A Super Cub 150 ZK-BTB was badly damaged in a strip overrun at Lovell's Flat, South Otago, in February 1965 the wreck was retrieved. A decision to rebuild was made, so the workshops at Aerial Farming's Milson base set to work and by the end of that year had rolled out the completed aircraft.

Presumably quite a bit of new or recycled content was incorporated as the rebuild was given the c/n AF-PA18A-4 and registered as ZK-COG to Farmers Aerial Topdressing Co. Ltd., Invercargill, on 10Dec1965.

ZK-COG was fitted out as a sprayer and worked as such despite Farmers Aviation now being part of the James Aviation combine. 
In early 1968 it was flown to Hamilton, converted to a two-seat configuration, and sold to M D Thompson of Dunedin who took ownership in April 1968.

In July 1984, after two more private owners, ZK-COG returned to the aerial spraying role with Rowley Aviation, carrying the name "Lil Sister". This lasted until August 1993 when Rowley pilot Bruce Evans then took ownership. There was a change of operator to the Aerial Sowing Group Ltd., Nelson, from May 2002 to April 2009 after which ZK-COG moved back to the Evans family. It is still current.

ZK-COG with spray rig, probably at Invercargill



and pegged out somewhere



and in the hangar at Balclutha



In the James Aviation hangar, Rukuhia, 16Mar1968 - in the days when you could wander inside!



At Rangiora as Rowley's "Lil Sister"


Steve Lowe photo

[Peter Lewis]

PA18 Club-Cub ZK-BTK crashed at Ardmore in late 1968 and was rebuilt to fly as ZK-CYL with Farmers Aviation Ltd., Hawera, but as far as I can tell it was never an operational agricultural machine. Both photos I have show it as a passenger aircraft. 

ZK-CYL at Ardmore 1969




As far as I know, that covers the Cubs that were used operationally in topdressing and spraying.
During the 1960s Cubs were replaced by more suitable aircraft, often Pawnees, with the last topdressing example retiring in 1984 and the swansong of the AgCub being Rowley's fleet of four spray-equipped aircraft that were active up until the early 1990s.

A few of the damaged AgCubs were rebuilt and re-registered in later years, but found employment in glider towing or other non-ag work. At least one other second-hand PA18A has been imported.

ZK-DFO, Built from parts, including fuselage from ZK-BKP, first flight 15Dec1971



ZK-ERB, rebuild of ZK-BNS, early 2000



ZK-TOW, rebuild of ZK-BPI 2004



As usual, any further information, updates or constructive comments are welcome.

[nobody]

Feb 18, 2021 21:26:47 GMT 12 Peter Lewis said:

PA18 Club-Cub ZK-BTK crashed at Ardmore in late 1968 and was rebuilt to fly as ZK-CYL with Farmers Aviation Ltd., Hawera, but as far as I can tell it was never an operational agricultural machine. Both photos I have show it as a passenger aircraft. 

ZK-CYL at Ardmore 1969




As far as I know, that covers the Cubs that were used operationally in topdressing and spraying.
During the 1960s Cubs were replaced by more suitable aircraft, often Pawnees, with the last topdressing example retiring in 1984 and the swansong of the AgCub being Rowley's fleet of four spray-equipped aircraft that were active up until the early 1990s.



ZK-ERB, rebuild of ZK-BNS, early 2000




As usual, any further information, updates or constructive comments are welcome.

CYL, in that picture has a straight 18 fuselage, i.e. not a PA-18A fuselage, making the installation of a hopper impossible. Maybe Bruce Aitken intended to put a Sorensen belly tank on it, like the one shown on BRP, earlier in this thread. More likely, he just wanted a Cub to fly around in, he had BOX as a two-seater for a while.

I think that COG had a Sorensen belly tank fitted for the spraying seasons while with the Evans (possibly the one from BRP). BPM also had a Sorensen belly tank fitted in the late 80's but apart from some trials with water, it was never used operationally.

BNS/ERB in that picture also has a straight 18 fuselage. BKN and BNY were also rebuilt with straight 18 fuselages, which I have been told came from 90 hp Super Cubs. Later BKH was rebuilt with a straight 18 fuselage, but that was a new one.

Thanks for the plethora of Cub information Peter. Feel free to start a new thread covering the non-topdressing Cubs! LOL

[Deleted]

Feb 19, 2021 6:18:51 GMT 12 nobody said:

Thanks for the plethora of Cub information Peter. Feel free to start a new thread covering the non-topdressing Cubs! LOL

Hear hear! I've thoroughly enjoyed checking in each night and seeing your latest post, Peter. Thank you for taking the time to do this.

[Peter Lewis]

With reference to the number of accidents in AgCubs, I like this summary that I found recently, particularly the second-to-last paragraph:


Early in my career I worked for an Ag operation that also conducted an Ag pilot school.

This was in the mid 70s so a few things may have changed but not the basics.

They did not use a belly rig for the basic portion but used a standard 90 hp cub.

We were operating over 5000 ft in northern Colorado so the cub with two pilots simulated a heavy sprayer. They focused on tail wheel training and then on proper approaches, turns, and of course flying low. (And to avoid "downwind turns")

From the cub they would transition into a 150 hp pawnee; which again is way underpowered but they used it for "dry runs". Eventually they would use a light load of water.

Next was to go to the 260 hp pawnee for actual work, and if they had the "right stuff" they would work with the company during the summer season for on the job training.

The next step was into 450 hp N3Ns of which we had 4.

It was progressive training, sort of like the military.


I said all of that to say this:

Avoid the belly rig idea. A lot of guys got in trouble with them as there was no reliable way to jettison the load if you have a problem. The best they had in those days; as I recall was a mechanism to drop the entire tank, and not all had this installed. The cubs with the internal units that were custom fiberglass used re-closable dump valves which could unload 100 gallons in a few seconds. The original A model units were not so good; and sort of a one-time shot to dump the load that didn't work very well.

With a cub with a hopper in the back seat you become the filler of a sandwich if you crash. it isn't pretty. At a minimum you usually get a bath in pesticide. Many pilots were killed in cubs doing ag work. Cubs are great airplanes and can get into small patches were other could not; and very forgiving; right up to the point were they kill you.

Use a standard cub for basic training; and then transition into something more usable and safe!



www.supercub.org/forum/showthread.php?52322-PA-18A-Agricultura-Group