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[Tim the inspector]

Hey all, could anyone explain to me what the big differences are between the Reed wing (wood spar) and the Rawe wing (metal)?  It's my understanding that Reed clips from the root and runs a strap over the spar at the outer strut attach point but I know nothing about the Rawe conversion works.

I know both will end up several feet shorter than a standard Cub wing but I had wondered if one was simply a copy of the other and if there were advantages to one over the other.

Thoughts?

-Tim

[bob turner]

You might be happier with a Decathlon.  It has a clipped wing, and is lots cheaper than a Cub. Plus, the inverted system is already installed and approved.

[dmcneil]

Tim,

The Reed conversion does indeed shorten the wing at the root. I'm not very familiar with the Rawe conversion but the one a saw had spill plates and square wing tips. Not very attractive in my opinion.

The Cub Club has the manuals for both the Reed and the Rawe conversions. Shoot them an email and tell 'em I sent you.  Their website is www.cubclub.org

A couple of other notes... as you probably know, Univair has a metal spar, "Reed" conversion, O-200 STC. Might be worth a phone call to them for more info. Also, ScootAir has a couple of STCs available for using the C-85 and the C-90 on the Reed conversion. Their STC also allows the gross weight to go back up to standard rather than the 1100 lbs limit of the Reed conversion. Their STC also allows closer rib spacing if I'm remembering correctly. www.scootair.org It's definitely worth a phone call to them for info...

Dan

[JimC]

Keep in mind though, that the wing will perform better with the original rib spacing.
JimC

[huston marlowe]

JimC :  WHY ?  Do you like the more slender average airfoil version ?

[JimC]

Huston, I'm typing on an Android phone, which is awkward.  Will respond in more detail later.  It has to do with flight performance of membrane surfaces when off-optimum design point.
JimC

[Tim the inspector]

Thanks for offering up what I'm sure is a great alternative but it just has to be a Cub.  I've wanted a J-3 since I was six years old and now I'm finally going to go for it.  I can borrow a Taylor E-2 for those lazy evenings when I just want to go dawdle around so when I build up a J-3 it will be clipped.

Dan, I'll have to get in touch with ScootAir about that O-200 Clipwing higher weight STC, it looks like just the thing I'm after.  I'm also going to be joining the Cub Club soon.

As for the rib spacing, I'm all for performance but I also understand some maneuvers can break Cub ribs.  I assume as long as you don't do anything particularly violent the stock number of ribs will be just fine, am I assuming right?

-Tim

[JimC]

Yes, and the stock number of ribs will supply a bit more lift (which you need in a clipwing).
JimC

[dmcneil]

Hey Tim,

Definitely give Scot at Scootair a call. I don't think they have the O-200 on their STC. I believe it's for the C-85 and C-90 only but call Scott to verify that.

The stock Piper ribs are a weak point in the Clip Wing. Many folks increase the number of ribs for that reason. The Pied Pipers (sorry) of the Clip Wing flock are Giles Henderson and Mike Vaughan out of Mattoon, IL. I don't have contact info for them but it would be worthwhile to talk with either of them. Their airplanes are almost identical with O-200 power and many mods... although both airplanes look very traditionally Clip Wingy.  Those guys have more Clip Wing experience than anyone else I can think of. Their airplanes are standard category which was a major struggle getting everything approved.

The rib strength issue began early with Taylor-Piper. There is a fascinating Service Bulletin (SB22) on ribs breaking on J-2 and early J-3 aircraft subjected to, and this is a direct quote, "violent acrobatics"!  I can't even begin to contemplate attempting violent acrobatics in a J-2! Anyway, after J-3 serial number 2605, a stronger rib was used. Still, they are were built for light weight and not aerobatics. As you know from your E-2 time, light weight is a very important thing in a Cub...

Dan

[David Johnson]

Giles has  straight struts with no shock cords. I wonder how he got that approved.

[N70108]

Tim, You are correct. The Rawe conversion is a knock off of the REED. The only difference being Reed is wood spar and Rawe is Metal. Keith Rawe consulted with Mr. Reed during the process of getting the Rawe conversion FAA approved. The FAA took over a year and did quite a lot of test to the first airplane and a stack of paperwork . You may have seen N70108 which was a REED conversion owned by Keith Rawe and the basis for the conversion. It had the plates on the wing tips which have now been restored to original wing tips. N70108 has returned to the Houston area. I remember loading it on a trailer in 1965 after Keith purchased it from local duster "SPARKY NELSON" for the sum of $300.00
You may find it interesting that the first actual Rawe conversion was a 135 hp. metal spar and cut back fuselage. It was after great effort FAA approved and licensed Standard Cat. The airplane has disappeared into time. There is a picture of it in the Pete Bowers Cub book. The airplane was sitting in Puyallup washington. A long way from it's Texas roots
The mods to the airplane also included ( post FAA approval ) a fishing pole tube and shot gun rack for the many duck hunting excursion's on the Trinity River.