idleing long periods

[slam555]

Well another flight another adventure and always some questions.

I finally got my radio fixed, it had to go into a professional shop (no self repairs this time, not that I didn't try)
we flew it to the airport, class C air space, 7600 on the transponder, and rescue crews to greet us on the runway ( very embarrasing), with in 4 days the radio was working, and from the Fri. morning we were going to fly it back till this Fri. it rained. lol, since it got cold, and sat for a bit, the engine had issues getting started, finally it kicked and and ran, by the time I paid for gas and got back in it it was running smooth and at temp. we were told to goto runway 20 and hold, so we did, after 25 mins at 1000 rpms, we were given permission to enter the runway and take off, well throttle was advanced, and it wouldn't go above 1500.


so we taxied back to th shop where it was worked on and I played with it, I have an EG guage for cylinder temps, and looked at each one, 1 and 4 were 240, 2 and 3 were 125, fouled plugs, but they are new plugs, put them in my self. Double checked them before we started the engine. anyway lean the carb which doesn't seem to do anything and I also pulled the carb heat on, with it leaned and carb heat on it revved right up, the cylinder 2- 3 started heating up , by the time we took off they were within 15 degrees of one another. not one issue with the engine on 3 landings or the flight home,

so when idling should we pull the carb heat on
since its a stromberg carb how does it lean the mix when I pull it the engine doesn't change, if we're idling it doesn't kill the engine
according to the manual theres another carb for the 85 continental does anyone have any info or experience with it or is the stromberg the best for this engine

[Robert Lees]

Use carb heat generously, especially at idle and on wet grass. Small Continentals are ice-makers.

There is no mixture control on the ground for a Stromberg carb.

May I ask who taught you to fly in a Taylorcraft with a Stromberg carb?

[3Dreaming]

slam555, you do know as a student pilot you are not allowed to perform any maintenance on your airplane, such as changing sparkplugs or working on the radio.

[slam555]

As a student pilot you are correct that I technically am not allowed to work on the plane even for matanance, but I can with someone checking my work
as for the previous A&P who worked on this plane, he should give it up, this plane has been greatly neglected, but amazingly enough it passed the anual inspection

and its not the only plane I've seen or looked at to buy, there were quite a few that were in worse shape, but still passed inspection

as for my liscense, I'm there to finish I've soloed 3 different types of 172's and the Cherokee i have enough hours and qualify for a sportsmans certificate, but it wouldn't take that much more and I can get a full pilot, certificate, but learning to fly a taildragger has been quite the adventure the real issue was to find someone to teach me that was current.
the first guy porpised the plane down the runway on his landing. nobody new the numbers for stall descent speed, and landing speed, through you guys and the manuals I've been able to get it all together, and my instructor who finally looked it over and gave it a try, and has flown the plane with great care and caution, he is taildragger certified, just not current on the taylorcraft


Even though I don't have my license I did take lessons in a ryan and was tailwheel certified, this was done when the school I was being taught at went down to 1 plane, and the airport was having runway work done, there was no flying, so I decided to get my own plane to finish getting my license I found 1 taylorcraft, that quit on landing and they couldn't get it restarted, waited 6 weeks for them to get the carb rebuilt, then mine came up for sale, looked it over, checked the logs, ran the engine, saw that it need some TLC, but had a solid engine, all the bells and whistles I wanted, and a solid structure, spent over 5 hours looking it over and going through the logs.

the guy who flew it to where I keep it was supposed to teach me to fly it, on the first flight he came in too fast too high and it bounce 3 times before settling down, I never asked him back
When my current instructor looked at it we were flying a piper archer I flew us to the airport landed on the little ( and I mean little) airstrip, and we look at me plane, after a week he called and said he'd be willing to try it. I have the video of him taking off and landing, its a thing of beauty.

As for my qualifications for working on the plane, I've worked on many different types of machinery, with all sorts of specs., I've built several street racers, worked on monster trucks, done boats, and maintan'd printing equipment. printing presses have tighter specs than most others, that includes planes. SO I know how to work a wrench, and I know to look up torque specs, and it isn't the first time I've had to work with safety wire. I have friends to keep an eye on me and my plane is getting restored to something better than when I bought it.


I've owned it for 3 months and have 3 flights that can qualify it as a flight, not 30 minutes of ferrying it here or there to get worked on. now that the radio is fixed, and the all in one unit is in there's not much to do but fly it, install new bungees, and some repair to the covering.

I almost forgot to mention, I've been building and flying the model planes since I was 8 and I'm now 60 my better ones are covered in the same material as my plane,

I do enjoy this forum, and would like to meet some of you personally I am not the typical flyer, I like to work on my things whether it be a house or truck, or boat and of course my plane. I will be taking the course for plane matanence with MOSAIC now running so I can work on my plane

[slam555]

slam555, you do know as a student pilot you are not allowed to perform any maintenance on your airplane, such as changing sparkplugs or working on the radio.

well who should I get. the guy who ran the 2" into the fuel line on the post it only takes a 1/2 to 3/4 screw. Oh lets see the guy who smeared JB weld epoxy at the fitting on the gas tank,
Wait I know, the guy who ran another 2" screw through the post and into the wiring harness, the guy who put a joint in the middle of a 5' fuel line, and it leaked, how about the guy who screwed the cover plates for the bungees, not only to the landing gear and when the tabs broke, drilled and screwed, the covers to the fuse. ( 2 more holes to fill)
how about the guy who cut the door , or the guy who signed off on the annual , with all this still being there and none of the cables and pulleys lubed, which also says they weren't inspected.
I have a A&P that answers questions and will help when needed and I ocasionally buy him lunch when he checks my work.

[EXPlanes]

Hey Slam I find it hard to believe you tolerate spending 25 minutes idling prior to takeoff. I would be searching for a smaller airport to hanger the plane at even if its an hour or more drive! Actually, at a smaller airport you may find the type of taildragger pilots and mechanics that would be more willing to help you out and give you some decent advice. I realize that where I fly out of spoils the taildragger pilot with light traffic and quick departures off concrete and even allows for the fun of landing on the seasonal grass and snow. When annual time comes around usually about ten taildragger owners work together and have their aircraft ready for the local AI to arrive and perform them all in a few days. The trading of information, parts, and follow-up is priceless!

Concerning parts for antique aircraft the EAA has been pushing the FAA to accept new rules for using modern day aircraft parts (including experimental parts used in LSA) on older certified craft for a few years now. I believe its time had come many years ago when experimental aircraft were using new technology and state of the art manufacturing practices to produce safer and better components than surplus or used certified aircraft parts could provide. Just the propellers alone are a good example of what is available that should be allowed on older certified craft. It would probably surprise the FAA if they knew what is being used today on older certified aircraft that has provided years of safe operating service.

I think the FAA would rather see our antique type aircraft on the scrap heap of time, rather than make the time to accept or provide new rules on using noncertified experimental parts on older aircraft flown by steam gauge pilots! Just look at the drone registrations versus the tube and fabric aircraft and one can see where this is heading in the mind of an FAA desk jockey.

[slam555]

I agree, the place that fixed my radio, is what I call a large airport, not like JFK or O-hare but big enough that it does get busy therefore there are wait times, I don't keep my plane there , but we do use it for pattern work and radio work. the airport I have my plane at is a private airport with small runway, plenty long for me, but not as wide as I would like. on the weekends we have jumpers, and it also serves as a hub for crop dusting, the surrounding area is mostly farm land, a lot of it owned by the same guy or a family member of the airport owner.
just today I met a A&P who can do inspections, I really like this guy, he works on other planes at the airport, including the jumpers plane, and he's willing to travel to my plane to help whereas others wanted me to fly it in.

The FAA in all its wisdom still needs work, but they did make the rule that if a part is unavailable the owner or repair person can fabricate the part so long as it meets or beat the original specs. They can't get rid of us or our antique flyers, but they can wait us out we cannot last forever. However even the new planes are tail draggers, all my R/C models are tail draggers, and tomorrow, I hope to get my first shot landing mine.

I would like to put out a thanks to all of you guys who have answered questions, and helped me

[3Dreaming]

well who should I get. the guy who ran the 2" into the fuel line on the post it only takes a 1/2 to 3/4 screw. Oh lets see the guy who smeared JB weld epoxy at the fitting on the gas tank,
Wait I know, the guy who ran another 2" screw through the post and into the wiring harness, the guy who put a joint in the middle of a 5' fuel line, and it leaked, how about the guy who screwed the cover plates for the bungees, not only to the landing gear and when the tabs broke, drilled and screwed, the covers to the fuse. ( 2 more holes to fill)
how about the guy who cut the door , or the guy who signed off on the annual , with all this still being there and none of the cables and pulleys lubed, which also says they weren't inspected.
I have a A&P that answers questions and will help when needed and I ocasionally buy him lunch when he checks my work.

Regardless of what someone has done to the airplane previously doesn't change what you can legally do to the airplane now as a student pilot. As an instructor and A&P mechanic I thought it was worth pointing out. If you do have something unfortunate happen the FAA could use this against you.

[slam555]

true, but as I've said my work gets looked over before it flies, and its all preventive work, I'm having the a&p do the new mags, and we looked at an issue with the carb.
MY point is if they have these rules and the professionals don't follow them, whats the use. I was also under the impression that an aviation mechanic A&P were supposed to be a step above the average guy, just because of the safety and importance of keeping the planes flying, so far I can't say I'm impressed,

I know there are good or great guys out there, but lately I have heard stories, seen shortcuts, that really concern me, a friend has a kit fox lees than 100 hours on it, so far the engine ate a valve spring, and he had to make an emergency landing, and the repair wasn't under warranty, now the same engine eats a quart of oils every 25 hours, when he called the manufacturer they told him, his engine was from a batch that might have bad piston rings. they were switching vendors and the first batch was Iffy, He was also told that the new ones would cost him $450, no installation. that's insane

Any way I'll have my certificate soon and most of my repairs (that I can do) are done, I have also found an A&P that does housecalls, he came out today Sunday and help me diagnose the engine issues, to which he'll will replace my mags and put in new wires,

thanks for all the responses

[3Dreaming]

true, but as I've said my work gets looked over before it flies, and its all preventive work, I'm having the a&p do the new mags, and we looked at an issue with the carb.
MY point is if they have these rules and the professionals don't follow them, whats the use. I was also under the impression that an aviation mechanic A&P were supposed to be a step above the average guy, just because of the safety and importance of keeping the planes flying, so far I can't say I'm impressed,

I have also seen some pretty egregious things on airplanes over the years. You can argue the point all you want, but that doesn't change the rules. I was simply pointing out that legally as a student pilot you are not allowed to do preventive maintenance on your airplane.

[astjp2]

Hey Slam I find it hard to believe you tolerate spending 25 minutes idling prior to takeoff. I would be searching for a smaller airport to hanger the plane at even if its an hour or more drive! Actually, at a smaller airport you may find the type of taildragger pilots and mechanics that would be more willing to help you out and give you some decent advice. I realize that where I fly out of spoils the taildragger pilot with light traffic and quick departures off concrete and even allows for the fun of landing on the seasonal grass and snow. When annual time comes around usually about ten taildragger owners work together and have their aircraft ready for the local AI to arrive and perform them all in a few days. The trading of information, parts, and follow-up is priceless!

Concerning parts for antique aircraft the EAA has been pushing the FAA to accept new rules for using modern day aircraft parts (including experimental parts used in LSA) on older certified craft for a few years now. I believe its time had come many years ago when experimental aircraft were using new technology and state of the art manufacturing practices to produce safer and better components than surplus or used certified aircraft parts could provide. Just the propellers alone are a good example of what is available that should be allowed on older certified craft. It would probably surprise the FAA if they knew what is being used today on older certified aircraft that has provided years of safe operating service.

I think the FAA would rather see our antique type aircraft on the scrap heap of time, rather than make the time to accept or provide new rules on using noncertified experimental parts on older aircraft flown by steam gauge pilots! Just look at the drone registrations versus the tube and fabric aircraft and one can see where this is heading in the mind of an FAA desk jockey.

show me a PMA'd factory part from 1979 or older for a taylorcraft....

[astjp2]

Well another flight another adventure and always some questions.

I finally got my radio fixed, it had to go into a professional shop (no self repairs this time, not that I didn't try)
we flew it to the airport, class C air space, 7600 on the transponder, and rescue crews to greet us on the runway ( very embarrasing), with in 4 days the radio was working, and from the Fri. morning we were going to fly it back till this Fri. it rained. lol, since it got cold, and sat for a bit, the engine had issues getting started, finally it kicked and and ran, by the time I paid for gas and got back in it it was running smooth and at temp. we were told to goto runway 20 and hold, so we did, after 25 mins at 1000 rpms, we were given permission to enter the runway and take off, well throttle was advanced, and it wouldn't go above 1500.


so we taxied back to th shop where it was worked on and I played with it, I have an EG guage for cylinder temps, and looked at each one, 1 and 4 were 240, 2 and 3 were 125, fouled plugs, but they are new plugs, put them in my self. Double checked them before we started the engine. anyway lean the carb which doesn't seem to do anything and I also pulled the carb heat on, with it leaned and carb heat on it revved right up, the cylinder 2- 3 started heating up , by the time we took off they were within 15 degrees of one another. not one issue with the engine on 3 landings or the flight home,

so when idling should we pull the carb heat on
since its a stromberg carb how does it lean the mix when I pull it the engine doesn't change, if we're idling it doesn't kill the engine
according to the manual theres another carb for the 85 continental does anyone have any info or experience with it or is the stromberg the best for this engine

stop idling at 1000 rpms, its not a cessna with a lycoming, I idle at 500, keeps the cylinder temps down. what is your field elevation? I am at 4500 msl, the stromberg mixture is not rapid response but will work at 5000 and above in cruise. I had the exhaust pipe color of brown and not black to show it was leaned correctly.

[slam555]

show me a PMA'd factory part from 1979 or older for a taylorcraft....

I have an old new stock regulator dated 1965, but I chose the newer one for the replacement

[slam555]

new mags will be in Monday and installed on Tuesday , if all goes well flying on Wednesday