cruiseair74372
New member
Can someone tell me the difference between the 14-13 , the 14-13-2 and the 14-13-3? :lol: :lol:
different types
- Thread starter cruiseair74372
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cruiseair74372
New member
cruiseair74372 said:
Is there no one out there that knows the difference between the three? :lol: :lol: :lol:
CruisairPilot
New member
Randy,
I researched this sometime back and this is what I found (please anyone correct me on any of this info if I'm in error):
14-13's: Serial no's 1060 thru 1385.
14-13-2's: Serial no's 1386 thru 1583 (I dispute this as my serial number is 1592 and it is listed as a 14-13-2-what I think is the last 14-13-2 as number 1593 is shown as a 14-13-3). The 14-13-2 was essentially the same as the 14-13 except for increased area of the stabilizer and elevators. The tip fins on the 14-13-2 are also constructed from plywood rather than tube & fabric on the 14-13. The Bellanca factory did retrofit many of the 14-13's with the smaller plywood fins though, as time passed. The elevator stops on the 14-13-2's were revised (19 up and 19 down ) from the 14-13's (18 up and 19 down with gear up and 23 up and 19 down gear extended).
14-13-3's: Serial no's 1584 (see my comment above) and on. Dual landing lights were added to the left wing leading edge, revised instrument panel, adjustable front seat backs, revised oleo sruts and nut crackers.
14-13-3W: The serial numbers were included in the 14-13-3 numbers. This was the same as the 14-13-3 except the rear seat was removed to create a station wagon type compartment. I have heard of one of these in existence but have not seen it in person.
I hope this helps out.
Best regards,
Gary Walentoski
I researched this sometime back and this is what I found (please anyone correct me on any of this info if I'm in error):
14-13's: Serial no's 1060 thru 1385.
14-13-2's: Serial no's 1386 thru 1583 (I dispute this as my serial number is 1592 and it is listed as a 14-13-2-what I think is the last 14-13-2 as number 1593 is shown as a 14-13-3). The 14-13-2 was essentially the same as the 14-13 except for increased area of the stabilizer and elevators. The tip fins on the 14-13-2 are also constructed from plywood rather than tube & fabric on the 14-13. The Bellanca factory did retrofit many of the 14-13's with the smaller plywood fins though, as time passed. The elevator stops on the 14-13-2's were revised (19 up and 19 down ) from the 14-13's (18 up and 19 down with gear up and 23 up and 19 down gear extended).
14-13-3's: Serial no's 1584 (see my comment above) and on. Dual landing lights were added to the left wing leading edge, revised instrument panel, adjustable front seat backs, revised oleo sruts and nut crackers.
14-13-3W: The serial numbers were included in the 14-13-3 numbers. This was the same as the 14-13-3 except the rear seat was removed to create a station wagon type compartment. I have heard of one of these in existence but have not seen it in person.
I hope this helps out.
Best regards,
Gary Walentoski
Thanks for shaking our cage Mike, I think each of us should know our aircraft's TC. Especially me, since I am almost at the end of certifying my bird into it's Canadian Citizenship. I feel dumm because I read this TC about 25 time but at prop and engine level...I have the 165 h.p. so only prop cert. for this is the aeromatic and other rare constant speed ones. Since I am not related to Rochfeller or Bill Gates, I will not install a zillion dollars CS but only get LSTC for wood 150 h.p. one. 74X66 intead of the 76X53 that is the one for Stinson on Float...
But here what TC say about 14-13 ...cut and pasted from the A-773 TC
Model 14-13, 4PLCM, Approved September 1946. 14-13-2 4PLCM Approved June 1947, 14-13-3, 4 PCLM and 14-13-3W, 2 pclm, Approved October 25, 1948.
Model 14-13-2 same as 14-13 except for increased areas of stabilizer and elevators, decreased tip fin area, revised wood
construction and revised elevator stops. Model 14-13-3 same as 14-13-2 except for dual landing lights in left wing leading edge,
revised oleo struts and nut crackers, adjustable front seat backs and revised instrument panel. Model 14-13-3W same as 14-13-3
except for removal of rear seats.
So as mentionned, my 1377 was born Jan.47, prior approval of 14-13-2 so it was a 14-13. But upgraded to -2 ta-daaaah :lol:
But here what TC say about 14-13 ...cut and pasted from the A-773 TC
Model 14-13, 4PLCM, Approved September 1946. 14-13-2 4PLCM Approved June 1947, 14-13-3, 4 PCLM and 14-13-3W, 2 pclm, Approved October 25, 1948.
Model 14-13-2 same as 14-13 except for increased areas of stabilizer and elevators, decreased tip fin area, revised wood
construction and revised elevator stops. Model 14-13-3 same as 14-13-2 except for dual landing lights in left wing leading edge,
revised oleo struts and nut crackers, adjustable front seat backs and revised instrument panel. Model 14-13-3W same as 14-13-3
except for removal of rear seats.
So as mentionned, my 1377 was born Jan.47, prior approval of 14-13-2 so it was a 14-13. But upgraded to -2 ta-daaaah :lol:
Larry Lowenkron
Member
Alain, Realizing I am getting a little off topic here, I noticed in your last message that you were going to put a fixed pitch wood prop on your plane. You could put a metal McCauley or a metal Sensenich prop on. I think both are STC for the 165 and will give you significantly better performance than a fixed pitch wood prop.
Good luck! Larry
Good luck! Larry
I have a McCauley metal prop and find the caution range to be a non-issue. I have yet to find myself operating in that range. In the pattern I find that about 2000-2100RPM and full up trim is good for level at 85MPH. Cruising is always 2500-2700RPM. Everything I do seems to be above or below that range.
I don't know about others but my plane climbs out very well with the 165/McCauley combination. We'll see how it behaves on a hot summer day but on a 30 degree day, I usually see 1200-1400FPM when I fly solo.
Tim
I don't know about others but my plane climbs out very well with the 165/McCauley combination. We'll see how it behaves on a hot summer day but on a 30 degree day, I usually see 1200-1400FPM when I fly solo.
Tim
Alain1
New member
This is about the same for me!!!!
But I have a wood 76X53 on my 165hp. and the 150 would have
74 but by 66, quite a bit more pitch.
150 was calling for above 140 m.p.h with this last wooden prop. It is cert for 165.
Right now I find mine too fine pitch because the moment I am straight and level, I can over rev way too easy. The engine is hungry for some pitch. get in the red just lowering the nose for a second.
A.
But I have a wood 76X53 on my 165hp. and the 150 would have
74 but by 66, quite a bit more pitch.
150 was calling for above 140 m.p.h with this last wooden prop. It is cert for 165.
Right now I find mine too fine pitch because the moment I am straight and level, I can over rev way too easy. The engine is hungry for some pitch. get in the red just lowering the nose for a second.
A.