Mark - Not a BC-12D. The BC-12D and BL-12D) had side by side seating. Mine had tandem seating.Quote:
Originally Posted by Mark in Rochester
Two more clues: the rear seat in mine 'swiveled' and had a collaspable Map board.
:cheers:
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Mark - Not a BC-12D. The BC-12D and BL-12D) had side by side seating. Mine had tandem seating.Quote:
Originally Posted by Mark in Rochester
Two more clues: the rear seat in mine 'swiveled' and had a collaspable Map board.
:cheers:
Bl-65?
Bl-65? Won't let me upper case the B and the L together???
Bill - Sounds like a a keyboard problem. Anyway my airplane was an L2-B. The military version of the Taylorcraft DCO-65 - The military insisted on the covered "turtleback" (L2-A Model) be converted to the full glass enclosure (L2-B Model) as shown in my pictures.Quote:
Originally Posted by Bill Hollinger
A subsequent Model the L2-M was later produced with a 'Compression Cowl which increased cruise speed to almost 100 MPH. It also had pilot operated wing spoiler/s installed because the T-Craft was noted for being a "floater" on landing. They were a terrific help in getting into a short strip which the airplane usually couldn't get out of :yikes::
The fusalage on the DCO-65/L-2 was built heavier than the BC/BL-65 series T-Crafts and 'Wartime Shortages' precluded the wings having aluminum ribs and leading wing edges. Wood was therefore used and all the above put the empty weight up to about 1000 lbs. Fully loaded it weighed appox. 1350 lbs, about 300lbs more than the BC/BL series T-Crafts. Needless to say takeoff performance suffered. It was used for Liasion/Artillary Spotting/Scouting and mostly in the ETO.
The L2-B really needed at least an 85HP engine (and flaps:help:) but still a wonderfull airplane if you knew it's limitations.
My Dad bought it NIB (Crate) Army Surplus at Ft Bragg in 1946 for $375.00, put it together down there and flew it home to Maryland. We rebuilt it twice and I sold it in 1988. It was built in 1943 (Serial # L-5004).
Last I heard of it was about 15 years ago and the story was it went into trees trying to get out of a to short strip on a "Hot Day" :crying: with two people aboard. (gotta know the limitations).
My Dad died July a year ago at age 91. :crying: - Maybe our Dad's are shooting the Bull about airplanes as we speak!!
Regards and :cheers:
:p Okay this Garand board has entered an area that I know just enough to be dangerous :super:
The comments about a T-Craft flying 80 mph on a 65 h.p. are true enough with a "cruise pitched prop".
And the comment about flying "backward" in a winds aloft condition is true in a "slow flight configuration".
Though exposed early to a "Cub" in my college days to begin work on my ticket, the L-3 "Aeronca Champ" won my heart over the T-craft hangered at Rankin Field ( 78Y) years ago.
With 50 ft cross country power lines at the North end of Rwy 34 the motto that climb beats speed when one is in need added comfort to my pucker power during take off. ( These little ditties always come in handy when your taking tests :ugh: )
Yes, the T-craft would sail right on by me in straight and level flight, but in time to climb events how I loved every precious inch of altitude on warm calm days the Champ offered over the T-craft.
There were several 7AC's at Rankin... some were modified to the L-3 configuration. It did slow down the Champ a little but the 360 omni vision was great :super:
So:cool: much for the memories of an old grass roots pilot
GUNSMITH IIQuote:
Originally Posted by gunsmith II
Your spot on in that the Piper J-3/L-4 and the Aeronca 7AC/L-3 climbed faster than a T-Craft DCO-65/L-2.
The T-Craft L2 was a "Ground-Hog" on takeoff due to it's weight. The Aeronca L-3 and Piper L-4 were lighter by approx 300 lbs running the same 65 HP engine.
All had the same landing distance with a competant pilot. Good judgement on my part kept me from "rolling my airplane into a ball" on several occasions on takeoff but but I must admit things were 'dicey' a-couple of times.
I've had what I consider to be the somewhat rare pleasure of flying the Taylorcraft J-2 (with "a Tail-Skid") also known as the J-2 with a 40HP Lycoming as well as a very eary Piper J-3 with the "Lenopee" 3 Cylinder Radial Engine and I did that 'Solo' with 'Snow Skie's' 3 TO's & Landings without any issue's. Enormous FUN!!
I've solo'ed 'Stearman's' and 'At-6's' and flown the Stinson V-77 "Gull Wing" with the owner at my side.
As much as I love my Milsurp Rifles, they don't fly!
:cheers:
Sorry. All my experience was in hot rods -L16s and L19s. :madsmile:
Bob
Ah the beauty of horsepower :beerchug:
Yes the L-16 and it's 90 h.p. was a completely different aircraft :move eek:
All those rich kids :cool: could afford the muscle machines :p
I thought the first time I climbed into the front seat of a 90 h.p. craft that the Champ would lift off vertical on a short - soft field T/O. 100 ft T/O's were very common in the bird with a little wind flowing down the C/L.
But I didn't get much of a chance to build any time ($$$$ problems) so it was back to the 65 h.p. and daring feats of skills strong arming the tail with feet tap dancing on the rudder pedals. :clap:
I fould one of my old Champs a couple of years ago. It's been rebuilt and flying in Alaska. Upgraded with Tundra tires and 150 h.p. powerplant. Now that would be awesomefun. :beerchug:
There was a guy in my hometown who owned a Citabria Champ. He weighed about 300 pounds and made a show of having to pinch himself into his plane and run the engine up 'til it screamed to get off the strip. He'd then pull vertical. Then at about 400 feet he'd pump the throttle to make the Lycoming chortle and then chop it and fall off into a hammerhead. The first time you saw it your heart dropped into your sneakers. But he'd recover and make a low pass, giggling to himself. The local drivers would keep quite until his little joke was over and then cuss under their breath. :)
Bob
Yes, those pilots who are current and have the touch for sensing the condition of a aircraft are recognized by their fellow brothers as qualified.
Never having the horsepower to perform such T/O displays as described by Bob, it was my avenue of choice to display what I thought to be above average skills on landings.
Over the wires it was time to perform full slips off each wing and flair exactly over the fence and be stopped on the numbers. :bow:
The benefit was that I didn't have a long taxi back to the run up area....
i.e., I'd cut in front of the other pilots who'd used up all the runway to land. :dancingbanana:
So the :10 minute circuit around the patch got a boost with shorter taxi's and more T/O and L's at the high rate of $10/ hr wet. :rolleyes:
Where oh where have those days gone....:runaway: