TWENTY YEARS AGO

Goddard Lift Kit Breathes Life into Pawnee

The Goddard Lift Kit, developed by Tucson-based Airborne Research, enhances the flight characteristics of the Pawnee with its slottedleading edge and aileron gap seal additions to the wings.

TUCSON, AZ — What you are about to read, some will not believe. All I can do is assure you that it is true. I flew the two aircraft; a Piper Pawnee and a Piper Super Cub, allow me to tell you the story.

Last year I was contacted by Airborne Research, owned and operated by Mike and Hal Goddard of Tucson, Arizona. I knew nothing of the company, but quickly learned Hal had developed a leading edge kit for the Pawnee and the Super Cub. The claims Airborne Research were making about the effects of the Goddard Lift Kit were nothing short of unbelievable. When Hal told me the Super Cub could make an approach to landing at 25 mph and stall at 15 mph, I had to restrain myself from calling him a “stretcher of the truth”. I needed to see and fly these aircraft and check out their abilities for myself. Thus, I made a trip to Arizona for a couple of evaluation flights.

Hal Goddard formed Airborne Research in 1989 primarily for the development of several light aircraft add-on modifications he had designed. In 1995, Mike Goddard, Hal’s son, joined the company bringing his expertise in modifications, quality control, marketing and flight testing.

Hal started his ag flying career during the 1960s flying with Tom Glover of Quality Aviation in Marana, Arizona. He also taught ag flying skills to pilots at the Ag Aviation Academy in Minden, Nevada. Hal’s colorful aviation career includes flying Helio Couriers across the North Atlantic, with travels in the Middle East, Far East, South America and Central America participating in the U.S. State Department’s drug eradication operations.

One flying job earned Hal the first waiver to land zero-zero (prior to Category 1 & 2) with a Baron. This was no normal Baron. It was outfitted with a Transland spreader. The National Center of Atmospheric Research (NCAR) had contracted with Hal to fly in these conditions spreading a hygroscopic material along the approach-to-land and down the runway. The object of the research was to see if the material would dissipate the fog and create a “tunnel” for other aircraft to use for landing!

Airborne Research is the offshoot of an idea to clean up the airflow around the lift struts of various aircraft. From that research, came the Goddard Lift Kit for the Pawnee and Super Cub, a slotted, leading edge that redistributes the boundary layer to follow the full chord of the wing. The trailing edge of the cuff and the position on the leading edge of the wing are critical to the Kit’s performance. The Kit also comes with a gap seal kit for the ailerons and flaps. The Kit is attached by straps with over center turnbuckles and takes less than a day to install.

The Goddard Lift Kit is attached by bands reaching over and under the wing.

Mid-morning, the measured density altitude at Tucson’s Ryan Field (KRYN) was 5,000 feet. Hal was my check pilot, seating himself in the back seat of the Super Cub. We were to make a short flight north to Tom Glover’s Quality Aviation in Marana, Arizona where the Goddard Lift Kit outfitted Pawnee was based. Along the way, Hal would demonstrate the Super Cub, and of course, I’d try to duplicate.

Hal explained Airborne Research had installed a helicopter airspeed indicator for a fairly accurate airspeed indication. Upon takeoff, Hal delegated me the aircraft controls and told me to “go after it”. He had forewarned me the takeoff and landing roll of the Super Cub was only 75 feet! Even at 5,000 feet DA and with two adults and full fuel, I didn’t miss that statement by much, it may have been closer to 100 feet!

Climbing out at 35-40 mph was rather impressive. You just don’t expect this kind of performance from an otherwise standard 150 hp Super Cub. What was even more impressive was after leveling, the aircraft cruised at 120 mph, no loss in cruise performance from the leading edge kit.

The Goddard Lift Kit is attached to the Piper Super Cub in the same manner as the Pawnee.

From about 1,500 feet AGL, I stalled the aircraft in a variety of configurations, no problems. No violent releases, just a gentle buffet and sinking; very docile. And, sure enough, the stalls with power and flaps were an indicated 15 mph. Making an approach at 25 mph with flaps and just a touch of power was a cinch.

Well, you can only have so much fun in a 20-mile hop, within minutes we were at Quality Aviation where Hal introduced me to its owner, Tom Glover.

Tom started flying ag in Marana with Harold Frost in 1960. Frost passed away and Tom bought the flying service. Quality Aviation operates four C-model 235 hp Pawnees of the late 1960s vintage and two Braves. Two of the Pawnees, at the time of my visit, were outfitted with Goddard Lift Kits. One of the Braves was being fitted with the kit for testing purposes.

Tom explained that most of his flying was over cotton. His flying day starts at 4:30 am and stops by 9:00 am due to the heat. With the Pawnees outfitted with the Goddard Lift Kit, Tom said 125-gallon loads are never a problem. He never cuts back on the load because of density altitude increases. This is what Tom told me before I flew the Pawnee. I concur. The reality is, Tom can carry 150-gallon loads, he just didn’t think I’d believe him before I flew the aircraft.

I avoid flying a strange ag aircraft loaded on the first flight. I followed this procedure with the Pawnee, taking it up empty and working it over a nearby cotton field. It flew fine. An empty Pawnee has always been a good flying ag-aircraft.

Being cautious, and it was hot, I loaded 80 gallons and headed down the runway under full power. I was amazed at how quickly the Pawnee climbed out and how well it handled in the turns returning for another run over the cotton. Not much sense wasting a lot of time with this piece of a load, I returned for 125 gallons.

A little water goes a long way in a Pawnee. If you’ve not had the pleasure of working a Pawnee under high density altitude conditions, then you may not understand why a pilot gives a lot of thought to a 20-gallon change in a load. Even an extra ten gallons of fuel is cause for consideration. Knowing this from past experience (I learned to fly ag in a Pawnee, like many ag-pilots), I prepared for an extended takeoff run, asking Tom how he managed the crosscountry wires at the end. I should have known something was up, when he hesitated and didn’t really give me a good answer, something like, “You can get under them or just angle off to the southwest”. Interesting.

After takeoff, I realized why I got such a vague answer. I could hardly tell any difference in the aircraft with 125 gallons onboard from when I had just returned with 80 gallons! It was truly unbelievable.

Quality Aviation’s rag-wing Pawnee with its Goddard Lift Kit flew great, with 125 gallons, 20 or so gallons of fuel and a density altitude of 5,000 feet. I tried everything (normal) in the way of turns; race tracking, standard turns, wiping the ends, all with the load and surprising myself with each turn. Across the field, I couldn’t see any reduction in indicated airspeed for this Pawnee, about 110-115 mph using 2,400 rpm.

Tom Reabe of Reabe Spraying Service in Waupun, Wisconsin has bought at least one Goddard Lift Kit. His letter is a

sidebar to this article. In his letter, Reabe sums up the performance of the Kit rather well. Again, I concur.

Another bonus for the operator who installs the Goddard Lift Kit on his Pawnee(s) is the improvement to the aircraft’s swath. I could not see the effects to the swath from inside the cockpit, but Airborne Research has a video for potential customers that pretty much demonstrates how well the Kit improves the Pawnee swath. Airborne Research is claiming an increase to the swath width by five feet or about 10%. Also, it appears in the video the swath does not get entrapped in the aircraft’s wing vortices. Obviously, the Kit has an impact on the formation of the vortices. The Goddard Lift Kit has an FAA

337 Field Approval. However, since the kit has made such a significant improvement in performance and safety, an application for an STC has been filed at the request of the FAA and is currently in the certification process.

If you are interested in buying a Goddard Lift Kit, I recommend you view the video and then arrange for a time to fly a Pawnee with the kit. Bring your checkbook. If you are serious about buying a kit, you won’t leave without signing on the dotted line for a Goddard Lift Kit. Visit Airborne Research’s website at www.airborneresearch.com and/or email them at airborneresearch@uswest. net. Their fax and phone number is 800-975-2015. Call’m and tell’m AgAir Update sent ya!

A collage of various angles of the installation of the Goddard Lift Kit on Tom Glover’s (Quality Aviation) Piper Pawnee.

Goddard Lift Kit testimonial

To whom it may concern:

I have been operating Piper Pawnees since 1972. I recently installed the Goddard Lift Kit on a PA25-235C model. I must say, it is the single greatest improvement to the Pawnee I have seen to date. The Lift Kit allows tighter turns and sharper pull ups. The airplane goes where the nose is pointed. The airplane climbs faster, controls pressures are lighter, and it handles the load easier. I find myself turning inside of obstructions I used to have to turn outside of.

I have not seen a speed reduction or any adverse characteristics with the Goddard Lift Kit. As far as I’m concerned it’s a win-win situation. Sincerely, Tom Reabe Reabe Spraying Service, Inc., Waupun, WI