Press Release March 20, 2010
The word has been leaked for a few weeks now, so it is no secret. The long-awaited acquisition of the Harer/Gilberti STC by C.A.P. is now complete. We are working diligently now to make this upgrade available by mid June, 2010. Stay tuned for more developments.
Terry B.
Wednesday, May 19, 2010
Original Taylorcraft Aviation Corp. Documents
In an effort to support owners and operators of Taylorcraft airplanes, Certified Aeronautical Products (C.A.P.) is re-publishing some of the original Taylorcraft Aviation Corp. factory documents recently acquired.These documents were first released for public use between 1938 and 1944. It is our intent to make such documents available as we acquire them.
C.A.P. makes no claim of responsibility for the content of these documents. They are provided for informational purposes only. It is the responsibility of the appropriately rated maintenance technician to verify the validity and effectivity of maintenance information before returning an aircraft to service in accordance with FAA Regulations.
- Instruction Manual, models B & B12 (contains some information for model A airplanes)
- Taylorcraft Aviation Corp. Service Bulletins #1 through #19 (#10 missing)
- Taylorcraft Aviation Corp. Service Bulletins #21 through #34 (#20 missing)
- Taylorcraft Aviation Corp. Service Bulletins #35 through #55 (#'s 36, 37, 40, 41, 43, 44, 48, 49, 51, 52, & 54 missing)
Tuesday, April 27, 2010
B-17G Texas Raiders
I had the unique opportunity and pleasure to work on a certification project for one of the greatest airplanes to ever fight for our country... a B-17G Flying Fortress, "Texas Raiders".
This airplane is operated by the Commemorative Air Force (CAF) - Gulf Coast Wing in Houston, TX. For years, B17G operators have been struggling with turbo-supercharger reliability issues, even after disabling the turbos by removing the wastegate butterfly and compressor wheels. This problem has intensified as replacement parts have become nearly extinct.
CAF - Gulf Coast Chief Maintenance Officer, Chuck Conway designed a modification that solves the problem and still looks fairly authentic to the untrained eye. A new welded pipe assembly was fabricated with an overboard outlet to dump exhaust overboard just ahead of the turbo-supercharger. The design bolts up to the turbos which remain installed as the original and thus retain the authenticity. For now, the modification has only been done on the #1 and #4 engines on Texas Raiders. Modifications for the #2 and #3 engines is planned for this fall, after the airshow season.
When the CAF first contacted me, through my friend Mark, I was skeptical that we might be able to clear all the FAA hoops for certification in time for their first airshow just three weeks ahead. We got busy anyway and remained optimistic... CAF members from all over Texas and elsewhere sent me information that enabled me to assemble a technical report. I received great support from my FAA counterparts and was able to secure special authorization to approve the data myself as a DER. This turned out to be a blessing, enabling the A&P/I.A. to submit the 337 directly to FAA OKC and return the airplane to service himself, based on having approved data.
This was my first encounter with a "Limited" type certificate aircraft. This presented some unusual certification issues and challenges. Using FAA processes, it became necessary to select and establish the appropriate certification basis for the change. My FAA advisor agreed with the approach I proposed and so the rest was a matter of technical details. The CAF guys got busy and prepared the airplane for a ground test and with the results, I had everything needed to make the approval.
When things go well as they did on this project, I truly love my job. It is nice to be able to contribute to keeping this kind of historical machine alive for folks to enjoy. This project truly was a team effort, which couldn't have been done so quickly without the input from many folks. Still the CAF folks really have been appreciative for the work I did. Here's what some of the CAF team-members had to say.
"Terry: Thanks very much for taking on the Herculean task of straightening out the paperwork on Texas Raiders! ...Your input and expertise on this project was the KEY to successfully putting this aircraft back on the show circuit! I am really looking forward to meeting you, and thanking you, in person! Best wishes. Doc"
"Terry, ...All the CAF folks spoke of how much they enjoyed meeting you and how they appreciated your work. I'm glad it finally worked out OK. You pulled off in 18 days what the first guy had sat on for 6 months, so in their mind you worked a miracle... Mark"
And here's what Chuck Conner had to say in his monthly column in the May 2010 issue of "Cowl Flaps", the CAF GCW Newsletter...
So with the approval in hand, "Texas Raiders" made it to its first scheduled air show after a 7-year restoration. It just so-happened that this show was in Temple Texas just 20 minutes from my house. So, on Friday April 30, my wife and two of our kids came along to go see the airplane. The flight crew, led by Buddy Cooksey treated us all to a personal tour of the airplane. I am sure we will not soon forget this experience.
I need to acknowledge my my friend Mark Julicher and thank him for recommending me for the work. Mark also prepared some of the continuing airworthiness data for this bird. Others who were helpful were David Carr, Chuck Conway, Don Price, Walt Thompson, Peter Hakala, Jimmy Stahl, Randy Wahlberg, and Ron Dietes. In a matter of 15 days, start-to-finish, we accomplished the FAA approval for some exhaust changes which make the airplane safer and enabled the CAF Gulf Coast Wing to get the airplane legal and available for the 2010 Air Show season.
This airplane is operated by the Commemorative Air Force (CAF) - Gulf Coast Wing in Houston, TX. For years, B17G operators have been struggling with turbo-supercharger reliability issues, even after disabling the turbos by removing the wastegate butterfly and compressor wheels. This problem has intensified as replacement parts have become nearly extinct.
CAF - Gulf Coast Chief Maintenance Officer, Chuck Conway designed a modification that solves the problem and still looks fairly authentic to the untrained eye. A new welded pipe assembly was fabricated with an overboard outlet to dump exhaust overboard just ahead of the turbo-supercharger. The design bolts up to the turbos which remain installed as the original and thus retain the authenticity. For now, the modification has only been done on the #1 and #4 engines on Texas Raiders. Modifications for the #2 and #3 engines is planned for this fall, after the airshow season.
When the CAF first contacted me, through my friend Mark, I was skeptical that we might be able to clear all the FAA hoops for certification in time for their first airshow just three weeks ahead. We got busy anyway and remained optimistic... CAF members from all over Texas and elsewhere sent me information that enabled me to assemble a technical report. I received great support from my FAA counterparts and was able to secure special authorization to approve the data myself as a DER. This turned out to be a blessing, enabling the A&P/I.A. to submit the 337 directly to FAA OKC and return the airplane to service himself, based on having approved data.
This was my first encounter with a "Limited" type certificate aircraft. This presented some unusual certification issues and challenges. Using FAA processes, it became necessary to select and establish the appropriate certification basis for the change. My FAA advisor agreed with the approach I proposed and so the rest was a matter of technical details. The CAF guys got busy and prepared the airplane for a ground test and with the results, I had everything needed to make the approval.
When things go well as they did on this project, I truly love my job. It is nice to be able to contribute to keeping this kind of historical machine alive for folks to enjoy. This project truly was a team effort, which couldn't have been done so quickly without the input from many folks. Still the CAF folks really have been appreciative for the work I did. Here's what some of the CAF team-members had to say.
"Terry: Thanks very much for taking on the Herculean task of straightening out the paperwork on Texas Raiders! ...Your input and expertise on this project was the KEY to successfully putting this aircraft back on the show circuit! I am really looking forward to meeting you, and thanking you, in person! Best wishes. Doc"
"Terry, ...All the CAF folks spoke of how much they enjoyed meeting you and how they appreciated your work. I'm glad it finally worked out OK. You pulled off in 18 days what the first guy had sat on for 6 months, so in their mind you worked a miracle... Mark"
And here's what Chuck Conner had to say in his monthly column in the May 2010 issue of "Cowl Flaps", the CAF GCW Newsletter...
So with the approval in hand, "Texas Raiders" made it to its first scheduled air show after a 7-year restoration. It just so-happened that this show was in Temple Texas just 20 minutes from my house. So, on Friday April 30, my wife and two of our kids came along to go see the airplane. The flight crew, led by Buddy Cooksey treated us all to a personal tour of the airplane. I am sure we will not soon forget this experience.
I need to acknowledge my my friend Mark Julicher and thank him for recommending me for the work. Mark also prepared some of the continuing airworthiness data for this bird. Others who were helpful were David Carr, Chuck Conway, Don Price, Walt Thompson, Peter Hakala, Jimmy Stahl, Randy Wahlberg, and Ron Dietes. In a matter of 15 days, start-to-finish, we accomplished the FAA approval for some exhaust changes which make the airplane safer and enabled the CAF Gulf Coast Wing to get the airplane legal and available for the 2010 Air Show season.
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.
"Terry,
I received a note from Tom Peters, who owns this sweet little L-2B.
"Terry,
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.
Tom"
Tom"
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
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:
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
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.
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
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
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.
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 (inquire)
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”
O-200A
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
See: Starter & Electrical Options
See: Installation Photos
Call us with Questions: (254) 715-4773
Taylorcraft L-2 / DC(O)-65
C85-8, C85-8F, C85-12, C85-12F, or C85 w/ O-200 crankshaft (inquire)
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”
O-200A
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
See: Starter & Electrical Options
See: Installation Photos
Call us with Questions: (254) 715-4773
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