Tuesday, February 23, 2010

Tom Peters' L-2B with Cont. C85-12

STC SA02164LA Testimonial:
I received a note from Tom Peters, who owns this sweet little L-2B.

Here are some other pictures that I have at my office. I may have some others on my home computer. I will check and send them. I have no problem with you using them so long as you don't try to pass them off as your own (just kidding). The B-17 in in the background is the EAA Aluminum Overcast. The gentleman in the period costume is not known by me. The picture with the other aircraft was taken at an EAA fly in at Sulphur Springs.

As to the STC, it is the best thing to happen to my L-2. I went from A- 65, 65 horsepower to the C-85-12, 85 horsepower. I used the same prop as the A-65 (Flottorp 7248 wooden). I get about 7-10 mph more cruise but the real change is in climb performance. The plane jumps off the ground now and climbs better with two people on board than it did solo before. I have not flown enough to evaluate the fuel burn but based on the short flights I have taken, it is about the same. I can't tell you how comforting it is to not have to stand in front of the plane and flip the prop to start. I go through the same preflight routine as the A-65. Throttle closed, mags off. Turn the prop through 8 blades. Climb in, mags on, push the button and it starts on one or two blades. I did not install a generator (yet) but may in the future. The change over was easy. Used the same engine mount, exhaust and cowling. added 15 pounds to the empty weight but that is more than compensated for with the extra horsepower. The only modification I had to do was cut a hole in the lower cowl because the carburetor intake was a little different. At some point in the future, I plan to upgrade the C-85 with the O200 conversion STC to get to 100 horsepower.

Saturday, February 13, 2010

Installation Photos: L-2 / DCO-65

L-2B - C85-12 - Delco Starter - NO alternator
Aircraft is modified with enclosed cowl from L-2M

L-2M - O200A - 60-amp alternator - "Split" Exhaust mod

Click here: Success Story

L2M - c85-8 - NO starter & NO electrical system

L-2A - C85-12 - B&C Starter - NO charging system
Aircraft has elec. system but uses external portable battery charger

STC # SA02164LA Starter & Electrical Options

Taylorcraft L-2 / DC(O)-65
Continental Engine Horsepower Upgrade

Many 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 Risers
Certified 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


STC # SA02164LA Engine & Propeller Options

Engine-Horsepower Upgrade
Taylorcraft L-2 / DC(O)-65

C85-8, C85-8F, C85-12, C85-12F, or C85 w/ O-200 crankshaft
STC base price includes paperwork for one of the eligible propeller model from the following list
- Any TC Approved Wood Propeller; 70.5” – 72”
- McCauley Model 1A90/CM; 69.5” – 72”
- McCauley Model 1B90/CM; 69.5” – 72”
- Sensenich Model M74CK-2; 70” – 72”

C90-8F, C90-12F

STC base price includes paperwork for one of the eligible propeller model from the following list
- Any TC Approved Wood Propeller; 70” – 74"
- McCauley Model 1A90/CM; 69.5 - 71”
- McCauley Model 1A90/CM; 69.5” – 71”
- McCauley Model 1B90/CM; 69.5” – 71”
- Sensenich Model M76AK-2; 72.5” – 74”


STC base price includes paperwork for one of the eligible propeller model from the following list
- McCauley Model 1A105/SCM6950; 68” – 69”
- McCauley Model 1B90/CM7443; 71” – 74”
- McCauley Model A-101/6948; 67” – 69

Inquire: Other Propeller Options
email: barnstmr@aol.com

See: Starter & Electrical Options

See: Installation Photos

Call us with Questions: (254) 715-4773