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Wow! Nice one Jim.

Had a friend, who used to have a very nice Tiger. Had a unique paint job. Navy blue with WWII roundels and NAVY on the side. Copied the paint job of a Hell Cat, except it was glossy paint

Used it for his business, flew IFR regularly in it, and flew it with a group of Grumman owners who did formation flying clinics. Had to sell it when he lost his medical. Real economic performer. Good speed, reasonable payload and fuel economy. Just an all around nice airplane. flying on rainy days is a bit of a pain. He'd open the canopy just enough to stick an umbrella out and open it up. Kind of funny to watch but it worked.

Well, the 'old' me would have used just 2 words... Last one being, "you"

http://www.airnav.com/airport/2Q9

Well, let's see.......one time on a hot day in Nevada off of a dirt strip we watched a Grumman, (Don't know which type), go through the fence at the end of the runway while we in our "heavy" 100hp 150 departed quite handily. But, even with this, I will apologize when I questioned the Grumman as being an "awesome" airplane and put a plug in for the 150-152 on this 150-152 Forum.

Bill

Wow. It's a Gulfstream!

Andrew,

Coincidence department. Had dinner last Thursday night with a group of friends. One was an instructor who was a student of mine 35 years ago. Once well into the wine, she started telling everyone about taking instrument dual in a Cheetah and our procedure for getting in the airplane when it was raining. We'd preflight in the hangar and put the Jepps and stuff in the airplane, then pull it out, each of us holding an umbrella. After securing the tow bar, we'd get on our respective wing walks, then slide the canopy open, step in, close the umbrellas and close the canopy.

No matter what we did, everything got wet and we had to deal with two wet umbrellas in the cabin. Nevertheless, it was a lot of fun - and still the source of a lot of good memories. The way she was telling it last week had people falling off their chairs laughing.

Warmest regards,
Rick

Ha! Yes I could see that happening. The gentleman I spoke of would use his umbrella getting out of the plane. It was a huge, multicolored tour guide style umbrella, that looked even bigger over his maybe 5'1" frame.

The plane would come to a stop, you'd see the canopy wiggle and then the umbrella poke up through the opening. Then the huge thing would blossom and cover nearly the entire cabin area. He'd climb out then close the canopy before clamoring down off the wing.

Don't think I saw the procedure for boarding the aircraft in the rain, though I'm quite sure he would not have been above simply starting up and taxiing it out of the hangar.

Andrew,

It's funny, we never even considered starting in the hangar. I think it was probably against club rules and there was a sort of feeling that we didn't want to blow junk into the hangar, plus there was that uncomfortable, nagging thought that something really bad could happen... Over the years I've come to listen to that thought.

Warmest regards,
Rick

Andrew,

Just re-read your post and saw the bit about "his maybe 5'1" frame."

I think it was '78 when six of us took a Lance to OSH. We were walking back to the airplane one evening when we saw a guy approaching us - he was maybe five feet tall, max, and he was wearing a sombrero with the biggest brim I'd ever seen. The diameter was well in excess of his height and the thing undulated as he walked. He seemed to be perfectly serious about wearing it - one of the funniest things I've ever seen at OSHvegas.

Warmest regards,
Rick

A friend has a 2 seat Grumman with a 180hp lycoming on the front (ken blackman has STCs for cheap) and it is most certainly not the Grumman being spoken of here. 1800fpm with the two of us on a 75*, 65% humid day, 175kts gps (about 160 indicated) ground speed at 9k feet @ 9gph.

Seen it with my own eyes as I was there when it happened. The only thing I didn't like was high approach speeds with those short wings.

> Interesting < [bondline.org]

Ken Blackman received approval to move the "Sparrow Hawk" high compression STC from Cessna 152s to the AA-1C Lynx, SA641NW.


Maynard Crosby received approval for an installation of the Tiger O-360-A4K in Cheetah and Traveler airframes, effectively converting the Cheetah to a Tiger, though the Traveler became a "Super Traveler" with the limitations in fuel capacity and CG limits from the smaller tail.

Peter Otten received SA5452NM to install the 200 HP IO-360-C1C6 and Hartzell C/S prop from a Piper Arrow onto a Cheetah. As part of the conversion, the option of increasing the GW by replacing the center spar with a Tiger part allowed recovery of the UL lost with the change in engine and prop weights. After years of keeping the multiple STC unavailable to the public, Peter sold the rights to FletchAir, and they eventually sold the rights to Scott Jernigan, who re-engineered the drawings and coined the term "Hyper-Cheetah", saying that if the 180 HP Tigerization made a Super Cheetah, the next higher superlative would be "Hyper", which coincided with his Hyperdyne Systems business name.

John Coze received approval to install a 260 HP IO-540-D4A5 engine and Hartzell C/S prop on his Cheetah, SA4966NM.

There are many other one-off conversions with 4 and 6 cylinder engines installed on the Cheetah/Tiger airframe, but none are multiple STCs or available to the public at this time.