High Altitude Opeations

[Dennis D'Angelo]

Tribal Members:

Anyone flown their Taylorcraft in the Salt Lake City Utah area? How are operations from this high density altitiude location--field elevation in the SL area is 4600 MSL? Looking for performance (or lack there of as I would expect) information on the A-65 equipped T-craft. Any survival tricks? Thanks.

dd

[Jim Hartley]

Re: High Altitude Operations

Tribal Members:

Anyone flown their Taylorcraft in the Salt Lake City Utah area? How are operations from this high density altitiude location--field elevation in the SL area is 4600 MSL? Looking for performance (or lack there of as I would expect) information on the A-65 equipped T-craft. Any survival tricks? Thanks.

dd

Hi Dennis,

I have a C-85 with a Stromberg wired full rich...no mixture control...I operate at 3500 MSL on occasions and I allow for twice the take-off run as a rule of thumb. I try to limit my taxi time so as to keep the engine running clean. It can crap up!...

As I side note, I am contemplating setting up the mixture control on the Stromberg or if I decide to keep this little jewel,I will look at the Marvel carb as an upgrade.


Jim Hartley

[Dennis D'Angelo]

Re: High Altitude Operations

Jim:

Thanks for the information. The A65 on my aircraft has the Stromberg and it is wired full rich also. I wondered if the mixture control could be ground adjusted to keep from losing power. Appreciate the response.

dd

[Dennis D'Angelo]

Re: High Altitude Opeations

Happy New Year from Stuttgart Germany--0001 local time

dd

[VictorBravo]

Re: High Altitude Opeations

Dennis DO NOT fool with the mixture control on the Stromberg carburetor unless you know it has all the parts inside. According to an IA who is an expert on these carburetors, many of them got re-built without all the parts needed to make the mixture control work, or without making them all functional. Some people did this because they knew the carb would be wired full rich anyway. So, check the function of the carburetor on the ground before you just hook up a mixture control or re-wire it.

This IA also assures me that you should be able to get a 65 horse T-craft to 10,000 feet if the carburetor is working properly.

An 85 horse engine, with a Stromberg carb, with the mixture control working correctly, will give you an airplane with good high altitude performance.

Without the 85 horse engine, I suspect that installing the vortex generator kit will give you the best improvement for the dollar.

Of course there is the old fashioned way... don't fill the fuel tank, leave the 50 pound ice cooler on the ground, don't take a passenger when it's hot, etc.

The very best survival skill I could recommend is to go get your glider add-on rating. You will learn how to fly gliders, but more importantly you will learn how to fly your T-craft

Bill

[flyguy]

Re: High Altitude Opeations

Agreed on the mixture contol. That thing can cause real problems. I've never heard of anyone that got one to work like a real mixture control. That is why almost all of them are wired rich. Depending of the prop and aircraft weight it isn't impossible to go to altitudes that are illegal, even with a 65. I think I would get a climb prop if I had to operate at high density altitudes. Seems like the best investment, along with keeping it light.
DC

[Richard Boyer]

Re: High Altitude Opeations

Interesting. Maybe mine is different on an 85? Mine works VERY well and I use it a lot when traveling.

Richard Boyer
N95791

[Dennis D'Angelo]

Re: High Altitude Opeations

Bill/Richard/Darryl:

Thanks for the input and the warning. I have a spare Stromberg that my IA is rebuilding now to ensure the mixture control is "somewhat" functional.

I have a cruise prop on the A-65 and will switch to a climb in the future--the few extra mph is not worth the loss in climb performance.

As for the glider add-on rating, I couldn't agree more. I've been flying them since 1983 and my sailplane experience has helped me greatly in flying period.

I recommend that any power pilot obtain the glider rating. However, to obtain the real benefit of soaring, take a cross-country course and experience the real thrill of soaring away from the home airport. Flying cross-country or racing a sailplane is the greatest experience any pilot can have and will greatly help with powered cross-country flying (especially in low powered aircraft).

Your inputs have been a great help in my deciding how to prepare for the trip to the "high" west. I greatly appreciate the tips and will keep you posted on my progress. Don't forget to...

...keep 'em flying.

dd

[swmorse]

Re: High Altitude Opeations

Dennis:

I have operated my '46 BC12D with it's A-65 in Colorado (Apt: 00V, 6874' MSL) for the past 2.5 years, both solo and with passengers. I also teach in it.

Best advise: Expect low performance in climb (it's a rudder plane!), check weight and balance closely and don't fly with ambient temps 80 F or higher unless you're light, there's no wind and you know how to take advantage of thermals!

At or near gross, you will see climb rates of 50 to 200 fpm at best. No wind takeoff and landing distances will be greatly increased (more than double), but you can still put her down in a driveway (there're longer here!). Getting out is another story!

Pick up Sparky Imeson's book "Tailwheel Tactics" or "Mountain Flying".

And enjoy your Taylorcraft.

Bill

[Ed O'Brien]

Re: High Altitude Opeations

Although my plane lives at Tri-County Erie (north of Denver) normally, I'm at 00V (Meadowlake) in Colorado too, for an annual. Full rich on the 65 and 85 is all I've ever flown in my L2 and without a miss or hiccup. Fly I-80 to SLC on a calm day (or calm part of the day) you should be fine. The Mountain flying books suggested are very important information to have in your brain. Buy them, read them, remember them, practice them, you'll be fine. I-80 isn't really a mountain route (it's a between the mountains route except over Donner Pass in the Sierras) although in the summer pressure altitude can be pretty high 9-10,000 in the afternoon all along that route.

For your comfort and reassurance the Civil Air Patrol flew 14,000 hours a year in 65 hp Luscombes and Taylorcrafts in the Colorado and Wyoming mountains in the 40s-50's. Likely the maps you'll use were partially surveyed (low and medium mountain passes) by Maj. Gen. John Curry and Lt. Col. Bill Madsen in T-Crafts. That said, these guys were masters of Mountain Flying. Are you? Be careful. Pack your head with information. Flight plan your butt-off (alternate routes and airports, limitations in winds and PAs)... then enjoy the trip.
With regards;
ED OBRIEN

[loon36u]

Re: High Altitude Opeations

I fly out of Heber, Ut ('5630) and Provo, Ut ('4490). Over the years, I have owned 3 t-Crafts, 3 Luscombes and an Aeronca Chief- all C-65 powered except for one of the Luscombes which had a C-90. All these aircraft performed well at both airports.
The above posts are right on!
When you get to Utah , look me up.