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MONTY THE ANSWER MAN ARCHIVE...

BUYING A SWIFT -- Page 3

WHAT PRICE SWIFT GLORY??? (070300)
Subj: Buying a Swift
From: Robert Carver <rcarve@earthlink.net>
Monty, I'm considering buying a Swift. The owner has sent me a list of all the equipment on board (IFR) which is nice. But I am wondering about several things: It has "buckaroo" wing tips. What effect does this have on performance, value, or resale value? Aside from having a mechanic look at it and determine airworthiness, general condition, logbook history, A/D's , engine compression and last annual inspection date what should I be particularly aware of? How do I determine the real value of the plane vs the asking price? One last one, where can I get a checkout in So. Cal.? Thanks, Bob Carver

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

LOW TIME SWIFTS... (FEB 04)
Subj: Seeking Advice in my search.....
From: Jim Salmonsen <Topgunn62@aol.com>
Dear Jim,
In my search for a Swift I have been surprised to find a good number of them with low airframe hours. Realizing that each one is its own individual case, does your experience show you that these machines have stood up well to the inactivity and time with less wear&tear on airframe/landing gear parts, or are they prone to be high maintenance once they start getting some use again. I was wondering if you've seen a trend of any kind, and if so, in what areas usually? Thanks in advance for your reply, Jim Salmonsen

Jim
If a Swift has been out of service for several years you can count on the hydraulics will need overhaul. Also, in coastal areas or if stored outside anywhere corrosion is a real possibility. Not that a Swift is different in that regard from any other airplane. The Cessnas made in the 60's and 70's typically have corrosion starting in the wings. If you should buy a Swift that has been inactive you should get it at a price whereby you can afford to overhaul all the hydraulic components. Avoid any extensive corrosion unless you buy it at a "fixer upper" price. -- Jim

LOW TIME SWIFTS...(MAR 04)
From: "Harry Fenton" <gippsaero@charter.net>
Subject: Low time Swifts
(Editor says... This is in reply to a recent email about low time Swifts...)
Your question on low time Swifts sounds like questions that I was asking during the year or more of searching preceding my purchase. Let me give you my two cents worth based upon my experiences.

First, I approach every airplane based upon the condition that I observe, not the condition that the logbooks states the condition to be. In short, I find most logbooks to be sorely lacking in detail or sometimes just flat out fiction. Out of the 30 or so airplanes that I have owned, maybe three or four had "accurate" logbooks. Logbook information is important, and a necessary starting point, but it is only a partial factor in buying the right plane.

Research beyond the logbooks is critical. Luckily, you’ve found the Swift group, and most all (but not all!) of the important information on the Swift can be found in the "Monty the Answer Man" archive or in the various publications printed by the Swift Foundation. Much of the Swift service information still remains undocumented and I have had experienced the "Oh yeah, by the way.." statement several times post facto to acquiring my Swift. While the information available at the website is very good, the oral history is just as important. Case in point: a conversation that I fell into regarding wrinkled spars is one of my favorite "Oh yeah, by the way…" conversations. Several Swifts have this condition, which can typically be viewed by simply looking into the wheel well or looking along the top of the wing. Nowhere is this little point highlighted directly in website or by Swift Service Bulletins, although references to this condition can be found in the Maintenance and Operation manual printed by the Swift Foundation. Sometimes the only way to find out about a particular idiosyncrasy is via incidental conversations. I would have not noticed it right away had it not been pointed out to me.

This leads to the single most important resource that I have found to date- the caretakers and enthusiasts for the Swift! I cannot stress enough that you should not buy a Swift until you have looked at a minimum of three aircraft in person and spoken with at least half a dozen owners who have had their Swift for 10 years or more. I’m not sure what the average term of a caretaker is, but I’m willing to bet than more than half of the Swifts out there have had the same owner for more than a decade. The one I acquired had the same owner for nearly 47 years, but more on that later.

If you can’t travel to where the experts are, you can learn about Swifts by attending Sun ‘n Fun, Oshkosh, or the Swift Convention. Depending upon where you are located, there are several active Swift wings, also. My indoctrination to Swifts occurred during a trip to Lake Elmo, MN, home to numerous Swifts and three very long time Swift devotees- Pat Moore, Jim Montague, and Mark Holliday. These guys are great resources not only from the technical side, but the historical aspect, as well. I think that Jim and Mark have owned half of the Swift fleet at one time and they can rattle off the lineage and damage history of many, if not most, of the Swifts in existence. Oral history like this has proven to me to be the single most important guide to successful Swift caretaking.

I purchased an airplane that has accumulated about 900 hours since new, the engine had about 670 hours since overhaul (in 1953) and it had one owner for 47 years. The airplane had been based in Arizona for more than two decades. On paper this sounds like a great deal, doesn’t it?

It has been a great plane and I’m very happy with it, but the reality is that it sat for nearly 20 years and this really took a toll on the engine, hydraulics and other parts. Mark Holliday rebuilt the actuators and got it into flying shape just before I bought it. The killer to the engine was that the previous owner ran it on the ground for 20 minutes a couple of times a week with no flying for many years. This resulted in glazed cylinders and a lot of internal rust in the engine. Jim Montague and Mark and I all agreed that I might be able to fly it for a while and the engine might prove to be ok. I wasn’t surprised when the engine went sour, though. Since June 2003 I’ve put about 60 hours on it and here is the work I’ve accomplished to date:

Engine top overhaul
Overhaul prop to generate logbook for prop
New mags, wires, plugs
Rebuild exhaust
New engine baffling
New accessory case, component gaskets
New tach cable
Overhaul airspeed, altimeter
Rebuild, rebush tailwheel
Remove old wiring, cables, radio gear
Various wiring and microswitch repair

--Work to be accomplished
Continued repairs to tailwheel mounting brackets
Teardown engine to replace leaking gaskets
Replace all hydraulic hoses due to age
Replace all cockpit glass
Repair firewall cracks at lower cowling mounts
Cosmetic restoration, paint, polish
Interior

To be honest, I looked at a couple of other Swifts that were in better mechanical and cosmetic shape, but had many higher hours- and were also higher priced. Technically, the higher hour ships may have been in better shape simply because they were being flown and were continually active. I’m an A&P/IA, so the work aspect was not a problem, although I didn’t really want yet another project plane. Ultimately, I decided that the lower price of the Swift I bought to be worth the work that I would have to put into it. But, I have to be honest; I knew this plane was the right one before I even opened the logbooks. Despite the problems from lack of use, the overall condition was an indicator of a diamond in the rough. In retrospect, the mechanical problems have not been all that major and I have really learned the airplane by crawling around it to work on various things.

The moral of my story is that you should expect to work on a plane that has not been flown- simple as that. Just like the human body, if a plane is not exercised, it will get creaky from lack of use. Any airplane that is flown a solid 100 hours/year and has a mid-time engine that was overhauled within the past decade is probably the best bet for low to moderate maintenance levels. There is no such thing as a maintenance free plane, regardless of age, hours, or anything else!

I’m not sure where you are located, but I’m in Northern Illinois and I’d be happy to give you a tour of my ship.

Harry Fenton GC-1B C125 N78267

"ORAL HISTORY"... (MAR 04)
From: Harry Fenton <gippsaero@charter.net>
Subject: RE: spar web wrinkles
Hi Jim,
Even though I'm pretty familiar with airplanes in general, I've learned about Swift idiosyncrasies that I may not have noticed had they not been pointed out to me. This "oral history" provided by owners is as important, or more, than what is written. I continually find that little bits of information are tucked away in somebody's memory or in a folder somewhere. Any 60 year old airplane is bound to have some kind of flaw, and most of these flaws aren't too big of concern. It could be wrinkles, bad fitting cowlings, poor repairs, unapproved modifications, you name it. But, it always helps to know what you're getting into sooner, rather than later. I can't imagine what it was like to own and maintain a Swift before the internet! I really lucked out by meeting you and the other guys at Lake Elmo. The guidance that I got from you guys really changed my decision process when I was buying my Swift. In turn, I try to share my experiences with other potential Swift buyers so that their experience is as good as mine. I'm already thinking ahead to my second Swift, maybe a GC-1A the next time around...Harry

SWIFT QUESTIONS FROM THE UK...(APRIL 04)
Subj: Temco Swifts
From: Louis Bell <louis_bell2001@yahoo.co.uk>
Jim, it seems that you are the focal point of contact concerning these lovely aircraft ! I have recently obtained my PPL and am considering what type of aircraft to purchase. I have read pretty much all of the "Swift" web-site and have concluded a number of pertinent things.
1. Tail dragger experience and a Swift CFI instruction very much required.
2. The plane HAS to be in a first rate condition with ALL modifications documented and detailed corrosion inspection.
3. Larger engined options (180- 210 hp) are preferable to avoid the lower end of the envelope problems.
Thus, and so as not to become too enthusiastic and make a mistake, I would appreciate your guidance. Firstly, I noticed that there are two Swifts currently in the UK and if you can, would it be possible for you to let me have contact details of the owners so I can discuss with them the problems of Swift ownership in the UK. If not appropriate, please could you pass on this e-mail to them so they can contact me directly. (if you have the details) Secondly, in the "For sale" page of the Swift Site there is one which would be within my price range but gives me a little cause for concern. That plane S/N 3755 - N2455B being offered for sale by Arthur Douse has come down in price to $60,000 odd, but compared with the upper end price range which seems to be about $130,000 looks on the surface to be quite good value for what it is. My question is: Is this aircraft well known and is there a qualified Swift engineer near where it is based who can do a full inspection ? Other than not to be used during aerobatics (I assume) is there any problems with the wing-tip tanks that are fitted to this aircraft? Haven't seem them fitted ao any other plane. If a good idea for long range performance, who makes them or where can they be obtained from? Sorry, there is one other question which is who are the best companies who provide airframe / service parts as it isn't quite clear from the Site? Sorry to ramble on a bit, but hope you can assist a bit. Many thanks... Louis Bell

Louis
I would not advise a Swift to someone with less that 100 hrs TT. Not that it is impossible or even that difficult to fly but the Swift is not a trainer. I believe one Swift owner in the UK has his email address on his website. Swift N2455B has been based in South Florida and would require a good

inspection to look for possible corrosion. I have seen the airplane some time ago and it looked fine from a casual walk around. There were several sets of those canted tip tanks made but they were never STC'ed, I don't know if the ones on 55B are approved on a one-time basis or not. There are several mechanics in Florida or South Carolina familiar with the Swift. I have cc'ed this to them. There is also a fellow in California with a Swift for sale named Mike Bell, any relation? It is a beauty, the ad is on the Swift site. The Swift Museum Foundation owns the type certificate for the Swift and has many parts available. The contact information is on the web site. -- Jim

NEW CARETAKER FOR SWIFT N80613...(APRIL 04)
From: Janet & Keith Brandt <kjb@awcmail.com>
Subject: Swift Newsletter
After a year of looking for a Swift, as of yesterday I am the proud owner of a Swift and today took possession of it!! I have yet to take-off and land it, but hope to have the opportunity to do that on Sunday (tomorrow the weather is predicted to be horrible). I will write more about my purchase at a later date. I will just add that I bought it with the help of Mark Holliday and Jim Montague, and I can't convey how much their help and expertise has made me comfortable in feeling I have the right airplane for me. Please add my email address to your newsletter. Thanks.
Keith Brandt
Burt, Iowa

BUT WAIT, THERE’S MORE. SPECIAL THANKS TO JIM MONTAGUE AND MARK HOLLIDAY...
Jim,
For the last 24 hours I have been "sky high" about this aircraft I have in the hangar at Algona. I haven't had the time to even check email until just a few minutes ago because I have either been telling people of my experiences over the last several days or talking Swift in general. I mention the email reference, because I signed up for the Arbeau emails yesterday morning and received one back from him today welcoming me to the organization. He said word travels fast in the Swift family and you had already sent him information on me. That is amazing and I am in awe.

I wanted to send an email thanking you for all the help, guidance, and wealth of knowledge I received from you and Mark Holliday on Thursday. I have expressed to the many people who have been at the airport to look at the airplane, how I couldn't have purchased an airplane from a better environment. I feel so lucky I made that telephone call to you several weeks back that started me on the this chain of events. The knowledge and genuine affection you and Mark display toward the care and maintenance of a Swift I feel honored and lucky to have "bought into". I know I wouldn't be where I am today in terms of knowledge of this airplane, realizing I have only begun to scratch the surface, had I purchased a Swift from someone else. But I promise you I will keep working to know it better. It feels really great to know I have learned from the best!!

The arrival of N80613 in Algona has created quite a stir. I am not alone here, as I have a friend whose father owned a Swift in the early 50's. He is now 86 and was at the hangar this morning telling stories of all the great times he had in the Swift. He would tell of how it did this or that and how smooth it flies and I could only support his stories with comments of very limited experience. He will be one of the first people who gets a ride when I get checked out (right behind Janet!!). I hope that will be tomorrow but the weather doesn't look very promising. I will be gone next week to Florida to visit our nephew, so it's either tomorrow or wait a week until I return. From the looks of Ron's smile when he climbed out of the Swift (Ron is the instructor Mark checked out yesterday), I think he hopes it doesn't work out tomorrow. That way next week he will have to fly it a couple times while I'm gone so he stays proficient. Basically I am the envy of the neighborhood and there is a line forming for rides.

This is getting a little long. I just wanted to express my appreciation for all you have done for me and N80613. You can bet that Janet, I and N80613 will be up to visit you in the very near future.

Thanks again!!!

Keith