Trying to get back to basic flying

[Dennis Bute]

Re: Trying to get back to basic flying

Thank you everyone for your input. All good information.

I'm trying to stay within LSA. My father may learn to fly and it would be infinitely more convenient for him to not try to get a medical. The tcraft seems like a great little plane that fills a lot of my needs but there it seems the old saying holds true that there is never a perfect plane for all missions.

Dennis

[Hank Jarrett]

Re: Trying to get back to basic flying

The only way to find a plane that is perfect for all your missions, is to pick your missions based on the plane you want.

Buying a light plane is more an emotional choice than a rational one. No one "needs" a Taylorcraft, we WANT them.
Hank

[M Towsley]

Re: Trying to get back to basic flying

It's a lifestyle, right Hank?

[Dennis Bute]

Re: Trying to get back to basic flying

I'm not rated in anything over a Saratoga since our holding company has owned a lot of planes with a corporate pilot I've been extremely lucky to have flown (from the right seat) a Caravan, Pilatus PC12, King Air 200, King Air 350, and a Citation Encore. We owned a lot of different planes as the business need changed but there were always shortcomings of each model that represented tradeoffs.

Of all of those I think my favorite was the Caravan. You never really got much more than 165kts cruise and we rarely flew over 6,000 feet but it was like landing a gigantic 172 on steroids.

[M Towsley]

Re: Trying to get back to basic flying

Well, you would be at the opposite end of the spectrum. 80-90 mph and 2.500 feet would be high and fast for some guys on here.

Let me explain it this way. A buddy of mine has a P-51, F4U-5N and about ten other airplanes, including an Extra 300L. Of all the planes he owns, the Taylorcraft L-2M he owns his is the favorite.

These planes are light and make a 172 appear to be high performance. It is a different level of piloting. In fact, many pilots used to the heavy airplanes usually have their hands full when transitioning to these light, slower, airplanes. However, they are a blast, and allow you to look out the windows a lot more.

[Dennis Bute]

Re: Trying to get back to basic flying

I'm impressed by the openness of the group and the willingness to share information. The forum adds a lot of value to the tcraft for me.

I'll put it out there here and probably start another thread. I'd be interested in an 85hp model if anyone is selling. Doesn't need to be fancy.

Dennis

[crispy critter]

Re: Trying to get back to basic flying

Dennis, welcome to the group.....in regards to the cruise and performance of a tcraft...Marty, you are a wonderful source of help and info and I do not mean to overstep ya on this but I have owned about a half dozen tcrafts and I have yet to find one of them I couldn't get an honest 105-110mph @2150rpms on an a65 in hot summer time weather. It does require a good standard pitch metal prop and playing around with the rigging a bit. These same airplane were being operated out of a 2400' strip in rural east ky with trees and hills at both ends of the runway carrying myself at 6'3", 210lbs, my father at 6',260lbs, and 24 gallons of gas in hot,humid August. They wasn't always loaded like that but we're at one time or another and except for a slow climb they done fine and would still cruise at 100mph plus. They are a good solid airplane, can be a little tight for the bigger guys like myself but I fly them comfortably anywhere I want to go and have plenty of room when flying solo or with one of the kids or wife....my dad and I also fly together often and even thou we are snug and cozy in the tcraft together it's still not too bad. In the summer once ya get off the ground an clear of obstructions you can pop both doors open and gives ya a lot more shoulder room and a bit more cooling breeze.

[Windknot]

Re: Trying to get back to basic flying

The only way to find a plane that is perfect for all your missions, is to pick your missions based on the plane you want.

Buying a light plane is more an emotional choice than a rational one. No one "needs" a Taylorcraft, we WANT them.
Hank

WOW!!! I may have that etched on my tombstone!!! I've never read anything more true.

I think picking the RIGHT airplane is like picking your soul-mate. You'll know her when you see her. Look at many, but when the ONE comes up, dont wait.....grab her and take her......or somebody else might.

For reasons of disclosure, I've passed or chosen not to jump at no less than 20 airplanes in the last 12 months. I've been told that I'm being too picky. Sooner or later, I'll know....and I'll pick the RIGHT one (for me).

Happy Hunting - all I can add on top of what the others have said is think light, then think lighter and then think higher horsepower. You're not really going to go a lot faster, but you'll be able to get up and out with a little less sweat on the brow.

[M Towsley]

Re: Trying to get back to basic flying

Kevin,

It must be the air, I want to fly where you are flying! Me and a skinny guy on a 2,500 ft grass strip in summer, albeit with a wood cruise prop, was interesting. He asked if we were going to fly over or under the power lines at the end of the strip. We made it over. That is when I put the standard prop on not long after. Whew....

My first BC-12 was a 95 mph plane with a metal 74-45 prop. However, you reinforced just what I said earlier. Properly rigged makes all the difference, I think.

[Hank Jarrett]

Re: Trying to get back to basic flying

Everyone needs to know that Kevin has a BC-12 with a 575# empty weight. ;-)

Not poking at Kevin here. You will find out that almost ALL Taylorcrafts get flown above max GW once in a while with no problems at all. It is just that it is illegal. The basic design is certified up to 1750# GW for the F-22A and the design is more than safe as far as structural failures is concerned. I can't imagine any of us hasn't taken off with the weight fudged a little. When I bought my 41 the W&B was pure fiction and I flew it for a LOOOONG time before I did my own ACTUAL MEASURED W&B and discovered it. The over weight didn't scare me at all, but finding out I was flying at the aft CG limit scared me a bit. I was glad I hadn't started my spin training yet and we never carried anything in the baggage compartment. Because of fuel transfer problems with the wing tank I had also tagged it out (see other thread on fuel transfer, it can be fixed if you have it). The aft CG limit was with NO WING FUEL and no baggage! MAN! Were the controls nice and light!
When you buy one, get a set of inexpensive digital scales and do a W&B! Don't reject it for being heavy. It is like a good woman, you can work off a little "junk in the trunk" if she is worth it!
Hank

My wife reads that and I could be a dead man!

Dennis, welcome to the group.....in regards to the cruise and performance of a tcraft...Marty, you are a wonderful source of help and info and I do not mean to overstep ya on this but I have owned about a half dozen tcrafts and I have yet to find one of them I couldn't get an honest 105-110mph @2150rpms on an a65 in hot summer time weather. It does require a good standard pitch metal prop and playing around with the rigging a bit. These same airplane were being operated out of a 2400' strip in rural east ky with trees and hills at both ends of the runway carrying myself at 6'3", 210lbs, my father at 6',260lbs, and 24 gallons of gas in hot,humid August. They wasn't always loaded like that but we're at one time or another and except for a slow climb they done fine and would still cruise at 100mph plus. They are a good solid airplane, can be a little tight for the bigger guys like myself but I fly them comfortably anywhere I want to go and have plenty of room when flying solo or with one of the kids or wife....my dad and I also fly together often and even thou we are snug and cozy in the tcraft together it's still not too bad. In the summer once ya get off the ground an clear of obstructions you can pop both doors open and gives ya a lot more shoulder room and a bit more cooling breeze.

[crispy critter]

Re: Trying to get back to basic flying

Marty, east Kentucky,1000 foot field elevation. McCauley 74/45 standard metal prop with the entire airplane rigged properly with a little touch or two of my own when needed. You have to get the rigging set so once you level out the airplane is flying on step rather then always dragging the wing tip leading edges at a positive angle of attack. The airplane will run much better,handle much better, stall much straighter,come off the ground much better, climb more stable(without trying to settle as bad),plus it allows the engine to run clean in cruise without constantly carrying a load therefore it runs cooler. It's 90% rigging and The rest is prop and cleanlieness....weight has a little factor too but rigging is most important.

[cvavon]

Re: Trying to get back to basic flying

Marty you hit on the two things that make the biggest difference rigging is important but the prop is the one thing that can be changed vary easy and make a big difference 74/45 is very course 74/43 is a cruse prop had the one on C85 and a65 re-pitched to 74/41 still not right just bought 76ak4 72/40 hope to try it next week also wood props you need to go course due to flex of the blades then you loose take off speed because engine won't turn up to red line or over the small continentals are all about RPM'S you have to turn them up to get horse power out of them so RPMs equals prop pitch equal Horse power

[Hank Jarrett]

Re: Trying to get back to basic flying

Isn't it amazing how the little things add up to overall performance! One of the things I am already doing is taking careful measurements from my plane as a baseline for seeing what minor "tweaks" improve the performance. Leaky door frames, loose and wavy wing to fuselage fairings, excess tail surface gaps, gaps in the gear to belly area. They all add up with crooked planes being one of the biggest areas for improvement. So many planes out there with different wash-out!
If you actually enjoy tweaking your plane it can pay off big time. If you DON'T enjoy it, just hang tight till we get some rigging numbers so you can just jump to the answer.
Hank

[Ryan]

Re: Trying to get back to basic flying

I am 6'3 250 and have no issues getting out with our 65hp. Flew it all summer in the heat from short strips etc... Went out of Forrest's one after noon with a heat index of 110 density altitude, a 190 lbs passenger and no doors and she performed. just be careful though. We are running a 74 46 metal prop. With your height I would recommend removing the headliner. Skylight is even better. Our tcraft has more head room then our pacer. I cruise an honest 90-95 ground speed. Tail wind she hits 100- 105. Headwind gets you 80 though!

[Dennis Bute]

Re: Trying to get back to basic flying

Thanks Gang,
I've had some good communication with forum members offline and it sounds like I just need to wait it out and get a ride to see if it'll work for me. But it sounds like it is exactly what I'm looking for. Low, slow, inexpensive and fun.
Dennis