BeechTalk - BT

Username Protected · **Posted:** 11 Jan 2020, 13:13

Username Protected wrote:

SEAL Aviation. Be prepared for a massive bill. It was over 200 hours of labor to seal the Widgeon which has two 54 gallon tanks. It's a big job.

That’s who I’ve been talking to. They quoted me $2500-$3500 and 3-4 days

Username Protected · **Posted:** 11 Jan 2020, 13:26

Username Protected wrote:

Michael, I’ve always wondered about the ground handling on the Widgeons. Could a club footed Stearman pilot handle one?

It's fabulous on the ground. I think the Stearman is harder to land than a Widgeon. It's a pussycat on turf in a crosswind. It's sportier on pavement BUT you differential thrust to keep it straight. I was taught to fly it never locking the tailwheel. You would be totally fine.

Controls are light and responsive too. It's a really nice flying airplane.

Username Protected · **Posted:** 11 Jan 2020, 13:28

Username Protected wrote:

SEAL Aviation. Be prepared for a massive bill. It was over 200 hours of labor to seal the Widgeon which has two 54 gallon tanks. It's a big job.

That’s who I’ve been talking to. They quoted me $2500-$3500 and 3-4 days

Username Protected · **Posted:** 11 Jan 2020, 14:42

There is a Widgeon on Controller with Lycoming GO-480 engines which I believe are 340 hp. If the Widgeon performs well with 200 and 280 rangers, it must do reallly wel with 340.

Username Protected · **Posted:** 11 Jan 2020, 15:38

There are 3 Mallard projects not far from me. The company was converting them over to PT6s. Deals fell through.

Username Protected · **Posted:** 11 Jan 2020, 19:10

Username Protected wrote:

There is a Widgeon on Controller with Lycoming GO-480 engines which I believe are 340 hp. If the Widgeon performs well with 200 and 280 rangers, it must do reallly wel with 340.

-200 hp Ranger Widgeon is pretty anemic
-Link and Mckinnon did a GO435 260HP and a GO480 270HP. A few guys have converted to GO480 295 twin bonanza engines
-McDermitt made a 240HP and 260HP O-470 and IO-470
-Mansdorf made a 300HP Lycoming radial conversion (the worst of the worst)
-Dean Franklin made a 260HP conversion with flat cowls (mine)
-A few one off IO-520s and there's one IO-550 conversion.
-There's a few Magnum Widgeons with 300HP turbo IO-540s with Navajo cowlings.

-Mine weighs about 3100lbs empty with a 5500lb Gross. It's a great performer. My buddy with the GO-480 weighs about 3850 empty.

Username Protected · **Posted:** 11 Jan 2020, 19:10

Username Protected wrote:

There are 3 Mallard projects not far from me. The company was converting them over to PT6s. Deals fell through.

Where's that guy?

Username Protected · **Posted:** 11 Jan 2020, 19:17

Username Protected wrote:

Where's that guy?

KCPT Frakes Aviation
https://www.mallardaircraft.com/

Username Protected · **Posted:** 11 Jan 2020, 20:54

Username Protected wrote:

Where's that guy?

KCPT Frakes Aviation
https://www.mallardaircraft.com/

Username Protected · **Posted:** 11 Jan 2020, 22:34

https://en.wikipedia.org/wiki/Chalk%27s ... l_Airlines
These three in storage would have gone to the airline.
Frakes built stacks for King Airs back in the mid ‘80s

Username Protected · **Posted:** 12 Jan 2020, 09:25

Username Protected wrote:

I like the hangar. G-44 and G-wagen. Both great throw-backs.

I had one, and now I have the other.

Which Widgeon did you have?

Username Protected · **Posted:** 12 Jan 2020, 10:17

Mine's a straight 44 too. I don't think the A version does much. My friend has one and I can't tell a difference other than taking a little longer to get on step. We are getting close to making these reliable, modern airplanes. We had new hydraulic actuators along with Cleveland wheels/brakes made. Mine is fully rewired with modern avionics. I've addressed my leaking fuel system and so has my neighbor. Other than those systems being a little antiquated, I'm hoping it won't be much worse than a Baron. Definitely not suit and tie airplanes but nothing like owning a Goose or Albatross!

Username Protected · **Posted:** 12 Jan 2020, 10:33

I remember Charlie Hillard refitting the Widgeon with turboprops in his hangar at Meacham.

Username Protected · **Posted:** 12 Jan 2020, 11:11

I agree about the "A". I assume you've read all about the Petulant Porpoise.

The main problems I had were with the alternator conversions, which failed repeatedly on trips, and the hydraulic unloader valve and accumulator. But my airplane was a poorly restored example, which I did not detect until I had owned it for a while. Too many swap meet parts that just weren't going to last.

Best of luck with yours, it is a beauty!