Taylorcraft L-2 / DC(O)-65
Continental Engine Horsepower UpgradeMany Taylorcraft Civilian DC and DCO-65 and Military L-2 airplanes were delivered from the factory without an electrical system. Those with full electrics were heavy /inefficient /had antiquated wiring / a bulky and troublesome battery / and the old strut-mount "wind"-driven generator. These systems were useful and functionally sufficient, but are now out-dated. There's much better equipment available today.
With a Certified Aeronautical Products STC for a C85-12, C90-12, or O-200A engine installation, you get paperwork that allows you to install a
starter and if necessary to
add an electrical system to your airplane. Some of these options are already FAA approved and some are not. C.A.P. has supported many different configurations, some of which were approved via
FAA form 337 with DER Support. C.A.P. has an FAA DER on staff to assist with development and approval of data if needed. Here are some of the options.
Starter Options:B&C Specialty Products model BC320-1 Push-button Starter (Approved and is compatible w/Engine STC # SE00145WI)
(10.3 lb. )Sky-Tec ST2 Series Push-button Starter(Requires DER Approval and is compatible w/ Engine STC # SE10076SC)
(9.2 lb.)Delco-Remy Pull Starter(Requires DER Approval but no Engine modification STC is needed)
(This starter was standard on many post WWII airplanes)
(16 lb.)
Armstrong Start Method
To remain as light as possible, many operators opt to use no starter and/or no generator by using a cover plate over the accessory pads.
Benefits of Electric Start:
- No-more tying down your airplane
- No ground crew (armstrong starter)
- Safety - Safety - Safety
What about a Charging System?STC # SA02164LA does not come with paperwork for a charging system. One of the challenges with the Taylorcraft L-2/DC(O)-65 engine installation is that the original exhaust system does not allow adequate clearance for use of an engine-driven generator or alternator. Certified Aeronautical Products has developed some
here are some solutions to this problem...
Dual Exhaust RisersCertified Aeronautical Products has developed the paperwork and drawings for this upgrade to install dual exhaust risers and heat shrouds from Luscombe 8E. This requires very little modification. With this change, the necessary space is made available to allow fit of several alternator options.
(New Stainless Steel Parts are available new from Univair and Wag-Aero)
(Used Steel parts are sometimes available on E-bay or other trade sites)
(Requires DER Approval)
Alternator Options:B&C Specialty Products BC433 Brushless 12V 30-amp alternator(Requires DER Approval and exhaust changes)
(4.4 lbs.)Plane Power ER14-50 Standard 12V-50-amp alternator(Requires DER Approval and exhaust changes)
(7.2 lbs.)Continental 633661 Standard 12V-60-amp alternator(Requires DER Approval and exhaust changes)
[Interchangeable with electro-systems(ES4001); or Ford(DOFF10300FR; DOFF-10300H; DOFF10300H; C6FF-10300C]
[Standard from Cessna 150]
Other Charging Options:
Basic Aircraft Products (Wind Driven) Turbo Alternator
(Approx 9-amp @ 90 mph/5-amp @ 75 mph)
(Requires DER Approval)
(No exhaust changes)
(5.0 lb.)
Charge with an external portable battery charger
(No Alternator; No Generator; No Additional Approvals Necessary)
(Have the convenience of a starter without the added weight and complexity of an alternator or generator)
(Uses cover plate over the engine's accessory pad)
(Lightest Weight Option)
Storage Battery
Battery location should be selected with careful consideration of the aircraft weight and balance. The original battery installation for those L-2 / DC(O)-65 models equipped with electrical system utilized bracketry at the forward fuselage bulkhead on the aft side of the firewall (between the front rudder pedals). Taylorcraft factory drawings are available showing this configuration.
But depending on the weight of other powerplant variables such as the propeller, starter, and alternator your airplane may require another location for the battery to offset the weight of these other components. The goal is to maintain the aircraft's center of gravity (CG) when empty within the FAA approved limits. ALWAYS CONSULT WITH AN APPROPRIATELY RATED FAA CERTIFIED A&P TECHNICIAN.
Ener-Sys (Odyssey) Battery
C.A.P. drawings and DER approval support are avialable
C.A.P. can provide engineering support to meet any of your electrical system installation (or other engineering) needs.
For more information, contact barnstmr@aol.com
Disclaimer
CERTIFIED AERONAUTICAL PRODUCTS (C.A.P.) IS NOT TIED IN ANY WAY TO ANY OF THE MANUFACTURERS, SUPPLIERS, STC HOLDERS, OR OTHER COMPANIES LISTED HEREIN. THE CONTACTS, INCLUDING WEB-LINKS ARE PROVIDED FOR INFORMATION ONLY. THOSE COMPANIES ARE EACH RESPONSIBLE AND ACCOUNTABLE FOR THE SALES, DISTRIBUTION, WARRANTY, AND TECHNICAL ADEQUACY OF THEIR OWN PRODUCTS.
