ok Im back into the fold and have a couple questions

[swoeric]

Re: ok Im back into the fold and have a couple questions

ok i feel better about finding out there are frankenstein planes from the factory.. this plane seems to be all factory stuff beyond mag switch and for instrumentation we have compass tach airspeed and VSI...

unfortunately the paper work with this plane all looks like it says continental ... one dar I called first is a Tcraft expert and he kinda suggested that we talk as the plane gets closer and that i might find another ..



i did find a copy of an airworthiness certificate in the paper work from the FAA can this be used instead of a re inspection

[Guest]

Re: ok Im back into the fold and have a couple questions

Eric,

I was looking at your post and thinking about an answer.

However I think that one cannot answer without seeing/knowing what the records for the aircraft say.

There are many posts by others that imply things but the real story is in the records for your aircraft.

Perhaps a visit to a local A&P will be useful since he/she can look at the records with you.

Just a thought, Dave.

[3Dreaming]

Re: ok Im back into the fold and have a couple questions

ok i feel better about finding out there are frankenstein planes from the factory.. this plane seems to be all factory stuff beyond mag switch and for instrumentation we have compass tach airspeed and VSI...

unfortunately the paper work with this plane all looks like it says continental ... one dar I called first is a Tcraft expert and he kinda suggested that we talk as the plane gets closer and that i might find another ..



i did find a copy of an airworthiness certificate in the paper work from the FAA can this be used instead of a re inspection

Prior to 1956 airworthiness certificates were issued annually. If it has had a permanent airworthiness certificate issued since they were issued annually you should be able to get a replacement without having an inspection by the FAA.

That will be the easy part. The hard part is for the airplane to be airworthy, it needs to conform to the type certificate. You have mentioned a couple items that suggest that it does not conform.

[Hank Jarrett]

Re: ok Im back into the fold and have a couple questions

But we can bring it into conformity. If you figure out the right configuration (what teh record say it is, not what it REALLY is) before you start putting it together, it isn't that hard to bring her into compliance with the TC. Just get the paper right first and get the IA concurrence. Leave off all the junk that isn't supposed to be there and document everything you add in the logs and you will be fine. That is how I did my 41 and I could take a conformity inspection by anyone. It is no harder to build her to the paperwork than to do it wrong.

Hank

[Hank Jarrett]

Re: ok Im back into the fold and have a couple questions

Just got a note from the Forum that my box here is full AGAIN!!!! IF you are trying to contact me send an email to me pending my cleaning out my box here.

Sorry bout that. Seem to need to empty it every few months any more!

Hank

[swoeric]

Re: ok Im back into the fold and have a couple questions

om 3d dreaming has it right... yes a permant was issued I'm chasing that down rather than inspection

ok all of the paper work from FAA says bc12 d with a65.

so to make it conform to that would require a new engine

taking both TCDS out to the plane tonight to see how many checks in each we can mark off

were the frames ever marked with the serial number?

[NC36061]

Re: ok Im back into the fold and have a couple questions

Eric,

I have 39244, s/n 6498. Like ragwing says, these early post-war airplanes were built with left-over pre-war parts. They are oddballs in that they use the pre-war three-hinge tail, but are BC12-Ds... makes no sense because the "D" reflects the change to the D-model tandem two-hinge tail, which they don't use, unless someone else changed it after it left the factory. I have elevator trim, very oddball if you have a pre-war 1150lb GW fuselage with flipper trim! It could have happened I suppose, or fuselage maybe replaced at some point? Look for the s/n on top of the upper right-hand door hinge and/or back side of the throttle plate, that will tell the real story.

Dave

[3Dreaming]

Re: ok Im back into the fold and have a couple questions

You could maybe get an approval for the Lycoming. Most removed the Lycomings and installed Continentals. I am the only one that I know of who went the other way, but the Lycoming was original and just a log entry for the change.

[Mark Bowden]

Re: ok Im back into the fold and have a couple questions

Yes, fuselages have the serial number stamped on the upper door hinge tabs, 2 on both sides. They may be filled with paint, do a pencil rubbing if they are hard to see. Also look on the back side of the flange supporting the throttle, might be there too. Note, this number may not match the aircraft serial number, but it should be close

In the FAA paperwork copies, look for the AC309 form, that will tell how it was equipped from the factory with the options per TCDS. If it is in the FAA file it should be early in the airworthiness section. It is a small card like the Limitations card.

Just because it may have come from the factory with an A65 doesn't mean the Lycoming is not proper. Look through the 337 paper trail, it could have swapped over at some point. Like mentioned above it could just be a log entry as well.

[Mark Bowden]

Re: ok Im back into the fold and have a couple questions

You can order replacment AW certs from your FSDO office

http://www.faa.gov/about/office_org/field_offices/fsdo/?state=OK

You need it displayed on board.

[swoeric]

Re: ok Im back into the fold and have a couple questions

Where exactly is the serial number is it on the exterior of the aircraft on top of the hens tab or on the interior of the plane on the frame tube

[Hank Jarrett]

Re: ok Im back into the fold and have a couple questions

My SNs were on the top (or could have been bottom) of the top left hinge tab of the pilots door. A second SN was stamped into the back of steel piece the knobs go through under the instrument panel. As someone else said, the SN on the fuselage is teh FUSELAGE SN, NOT the planes SN! The guys whop built them told me in the 70s that they moved fuselages back and forth on the line all the time and they got out of sequence when they had to fix mess ups or something needed to be modified. They would pull a fuselage out of the line, take it back for the fix and just put it back in where they could. Most SNs were "close" but lots were NOT the same as teh planes SN any more.

How about posting some photos when you can and we will be able to tell more.

Hank

[Ragwing nut]

Re: ok Im back into the fold and have a couple questions

Just got a note from the Forum that my box here is full AGAIN!!!! IF you are trying to contact me send an email to me pending my cleaning out my box here.

Sorry bout that. Seem to need to empty it every few months any more!

Hank

yeah that was me trying to reply to your pm.

[Hank Jarrett]

Re: ok Im back into the fold and have a couple questions

Shoot me an email. It will be a few days before I can clean the box out. I am also on the FB Taylorcraft group and you can email me through through that too.

Hank

[Mark Bowden]

Re: ok Im back into the fold and have a couple questions

I'll get a picture of the number location this evening. My SN is 6564 so we are pretty close; Dave, we are only 66 apart.

Mine are on the top door hinge tabs, both doors, the frame hinge tabs and the door tabs. There is no reason or requirement that the stamp matches the aircraft serial number. The aircraft serial number is set by when the "assembly line position" starts. Good factory practice was the likely reason they are close or match the aircraft SN, but could be quality inspection on the welding.

A part is a part is a part. The reason a part might be serialized (more so today then back in the day) is that sub-assy or assembly has a quality inspection of importance those the inspection records are kept and traceable back to that part number and part serial number.

Part serialization can commonly be applied to parts that have material property changes as during fabrication. For example: composite or metal bonded parts curing in an autoclave, metal parts that get heat treated after forming, welded (certified welder & tests) assemblies and of course complex mechanical assemblies: doors, engines, landing gear, etc... You are after traceability back to the process that set the final material properties of the part.