Author Topic: N82562 1967 H-295/U-10D 1239 (66-14337)  (Read 8030 times)

Doug Johnson

N82562 1967 H-295/U-10D 1239 (66-14337)
« on: August 06, 2011, 06:36:48 AM »
N82562     1967  H-295/U-10D   1239 (66-14337)



Ken Berger has this U-10D fuselage located in Monroe, WA crosswind gear and interior are in separate boxes. No motor mount and the cowling may be already spoken for.

My understanding is that he's asking $2,000.00 but is willing to do some trading.

Ken is a member and you can send him a personal message if interested, or know someone who is.

If you could find a 7/800 fuselage with wings using parts from both you would have one of the best H-295's flying.
« Last Edit: August 09, 2011, 04:13:50 AM by Doug Johnson »
Doug

gearedone

  • Guest
Re: N825621967 H-295/U-10D1239 (66-14337)
« Reply #1 on: August 06, 2011, 06:14:43 PM »
Why would you want an 7/800 fuselage?? That heavy flying dump truck would have to re-calibrated and weight and balance done. The only component of the 800 worth a darn is the stainless steel carry-thru.

Doug Johnson

Re: N8256 21967 H-295/U-10D 1239 (66-14337)
« Reply #2 on: August 06, 2011, 08:50:22 PM »
These two posts by Louis pretty much tells why slightly edited by me,


C-GZZL

I have a 295 "repaired" by Ken from a 800 frame. It is from  H-23.   He talked to me about only two "repaired" 295 with 800 frame.  Mine and another one sold to south america.  But he might had repaired more, i don't know.  I remember talking about only one other than mine.  I do know the 295 was N2706J the serial # is 1263 A 1967 H-295 Rebuilt using H-23 frame.

Louis

A good project would be to take that serial number, and "repair" it with a 800 fuselage.  It takes some work on the 800 fuselage to lighten it, like removing the big boxes for the back landing gear tricycle config that was never put on the 800, and some work on the firewall to accomodate the 295 gear shocks ( no way i would keep the stupid 800 gear ) and you end up with a brand new zero corrosion frame and wings that was certified for 4000 pounds ( that is a diff from the 3800 pounds , 200 pounds X 4 G= 800 pounds safety factor ). You won't be able to put the gross at 4000 pounds, but you will have the piece of mind if you fly it there, or if you fear corrosion on the old carrythrough. You have to keep the motor mount from the 295, the 295 cowling, the landing gear, and find a 480. 

You sell what is left from your 295 ( old wings, old stab, old frame, old tail ), and you sell what is left from the 800 ( the IO- 720, and the prop. The rest, you just scrap it , like the 800 cowling and the gear )

Paperwork exist from M. Brent to do it.  You end up with as close it is possible to a brand new 295, tested to 4000 pounds X G factor, with a cargo door and the new interior.  The new avionic that are available now will bring the empty weight around to a 1400 series. 

I would do it if i didn't already have one like that.  To do it, there is a brand new 800 somewhere in a hangar down south Athens Georgia.  A friend owns it, Luigi is his name.  But it ain't me, even if we have the same name. If you do it, I owe you a cotter pin that is holding the back seat.  I stole it 15 years ago and it is still on my conscience.  I don't really care  since he never flew the plane, but if one of you owns it, then i owe you one.

Then you copy my STC for wipline floats, the one they are putting now on 206.  Should cost you a quarter that was it has cost me to approve it ( engeneering studies, flight test etc) Very lightweigt floats for amphibious.  You can come try it anytime.

If I was not ashame of my paint, I would post a photo.

Louis

The gross weight frame beef up is already built into the frame along with the beefed up floor. In the Gross Weight increase most of the diagonals in the top and floor are beefed up with split tubing in the 7/800 frames this is already done using slightly larger and heavier wall  tubing. Its actually a little bit less weight doing it that way.

There's also the 700 in Cypress.

Doug
« Last Edit: August 07, 2011, 07:00:09 AM by Doug Johnson »
Doug

gearedone

  • Guest
Re: N825621967 H-295/U-10D1239 (66-14337)
« Reply #3 on: August 06, 2011, 09:29:30 PM »
The Helio in Cyprus is a 700...
« Last Edit: August 06, 2011, 09:45:08 PM by gearedone »

Doug Johnson

Re: N82562 1967 H-295/U-10D 1239 (66-14337)
« Reply #4 on: August 06, 2011, 10:04:23 PM »
Didn't think it mattered as far as frame and wing specs go. But I made the correction.
« Last Edit: August 07, 2011, 07:00:49 AM by Doug Johnson »
Doug

wasmech

Re: N82562 1967 H-295/U-10D 1239 (66-14337)
« Reply #5 on: October 26, 2011, 02:55:05 PM »
Is this airframe still for sale? 

Doug Johnson

Re: N82562 1967 H-295/U-10D 1239 (66-14337)
« Reply #6 on: October 26, 2011, 03:28:13 PM »
Go to members list and ask Ken Berger with a personal message. I've heard someone in AK bought it.
Doug

Doug Johnson

Re: N82562 1967 H-295/U-10D 1239 (66-14337)
« Reply #7 on: November 04, 2011, 07:32:23 PM »
Well what happened is it sold, lets hear the rest of the story?
« Last Edit: November 04, 2011, 07:35:23 PM by Doug Johnson »
Doug

Ray Dorsey

Re: N82562 1967 H-295/U-10D 1239 (66-14337)
« Reply #8 on: November 04, 2011, 11:33:50 PM »
Yes . It,s In my Yard covered in snow,hiding from the wind an snow that just came through .
 Clocked 80at the airport. Been without  power for a few day,s.

Doug Johnson

RP-C2691, #541 Phillipines
« Reply #9 on: November 19, 2011, 01:19:15 PM »
Edit RP-C2691#541 Phillipines
« Last Edit: November 21, 2011, 08:12:49 AM by Doug Johnson »
Doug

Doug Johnson

Re: N82562 1967 H-295/U-10D 1239 (66-14337)
« Reply #10 on: November 21, 2011, 08:24:17 AM »
error the picture is; RP-C2691 Philippines  dereg, it's a 1961  H-395 c/n 541   originally N4185D,  VT-DRJ, next  registered, XW-PEA Laos this reg # also uses on U-10D 1236 (66-14334) by CIA, Next reg as B-847 while used by Air America, sold to Manila, Phillipines.
« Last Edit: March 01, 2012, 11:52:17 PM by Doug Johnson »
Doug