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  • #16
    Originally posted by 3Dreaming View Post

    I want to make sure I have the paperwork in order, so I am not hanging myself out there when I sell it.
    I understand. I guess what I was trying to say is that given the climate on field approvals appears to be changing, there may be a better alternative to "piggy-backing" on a prior approval for a different airplane. I believe the AC could get you to a supportable log book entry, but understanding your preference for the field approval, the AC provides a road map for filling out the 337 e.g.:

    "Original exhaust replaced with Piper cub exhaust P/N??? approved for installation on A65-8 under Piper type certificate #???.
    Minor alteration to lower cowling to accommodate tailpipes and patch original location.
    Alteration does not require a change to type design,
    Alteration not listed in Taylorcraft Specification number A-696,
    however;
    No appreciable affect on W&B
    No appreciable affect on structural strength
    No appreciable affect on performance
    No appreciable affect on power plant operations
    No appreciable affect on flight characteristics
    No appreciable affect on other airworthiness qualities.

    Does additional data need to be approved?

    You answer yes to the last question and submit the 337 (however I'm not sure what additional data needs to be approved?)

    All of the above is consistent with Figures 3-1 and 3-2 of the AC
    I kinda wish we had an AC like that in Canada.
    Last edited by Scott; 01-04-2019, 23:56.
    Scott
    CF-CLR Blog: http://c-fclr.blogspot.ca/

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    • #17
      Originally posted by PA1195 View Post
      What current exhaust P/N's are on the Taylorcraft?

      Gary
      It has a system similar to this, https://www.wagaero.com/engine-parts...stem-a-65.html
      Except it has stainless pipes instead of mild steel.

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      • #18
        Originally posted by 3Dreaming View Post

        It has a system similar to this, https://www.wagaero.com/engine-parts...stem-a-65.html
        Except it has stainless pipes instead of mild steel.
        Maybe some of these in stainless? It'd be nice to have some FAA/PMA approved P/N's available for the process like those listed below.

        https://www.aircraftspruce.com/catal...rj3exhaust.php
        https://www.univair.com/categories/p...st-system.html

        Gary
        N36007 1941 BF12-65 STC'd as BC12D-4-85

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        • #19
          Originally posted by PA1195 View Post

          Maybe some of these in stainless? It'd be nice to have some FAA/PMA approved P/N's available for the process like those listed below.

          https://www.aircraftspruce.com/catal...rj3exhaust.php
          https://www.univair.com/categories/p...st-system.html

          Gary
          At least one section of the shroud still has a PMA sticker on from Aero Fabricators. I think the rest of the exhaust is also from there. They do also offer a stainless PMA'd stacks.

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          • #20
            Originally posted by 3Dreaming View Post

            At least one section of the shroud still has a PMA sticker on from Aero Fabricators. I think the rest of the exhaust is also from there. They do also offer a stainless PMA'd stacks.
            Well that's a good start. It seems locally that the FSDO folks are strongly suggesting there be some supporting data or documentation for alterations. That exhaust system is well proven with known warts. I'm actually surprised that someone hasn't done more of the same with Piper products given the age of Taylorcraft exhausts. A DER may be able to cut through the process quicker than the furloughed FAA that will have a backlog when the fog clears. Once that's done others may be able to use the product. For this plane how you avoid excessive additional expenses getting there may be a challenge.

            Gary
            N36007 1941 BF12-65 STC'd as BC12D-4-85

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            • #21
              I finally got the field approval for my exhaust. No real problems, but it did take a while. It had to go the ACO. The PMI I was working with is new to the field approval process, and was a little unsure of what needed to be done in this situation.

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              • #22
                Originally posted by 3Dreaming View Post
                I finally got the field approval for my exhaust. No real problems, but it did take a while. It had to go the ACO. The PMI I was working with is new to the field approval process, and was a little unsure of what needed to be done in this situation.
                Great, I am glad for you, when I was doing the C-90 install and an L-2M with an 0-200, my PMI was working a lot with a guy in the ACO, so she said send them to Jerry and if he buys off on it, I'll sign off also, glad I got everything done, cause she moved on and the PMI I have now is not friendly, to put it mildly

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                • #23
                  Originally posted by LostnSpace View Post

                  Great, I am glad for you, when I was doing the C-90 install and an L-2M with an 0-200, my PMI was working a lot with a guy in the ACO, so she said send them to Jerry and if he buys off on it, I'll sign off also, glad I got everything done, cause she moved on and the PMI I have now is not friendly, to put it mildly
                  Of the 2 PMI's in the FSDO one just went to school to do field approvals, and the other is scheduled to go. The one who is scheduled to go said he wished he could sign it off, because he had no issues with it.

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