Back in the air! / with a radio question

[Tom G]

Well my 5 month annual is now finished! Many things were done the most significant was the rebuild of the landing gear that I had done at the Taylorcraft factory. We assembled the airplane on Friday and the annual was done over the weekend with a test flight on Sunday. It flew and ran great!

My only problem is with the radio. I have a delcom handheld and we put a new antenna on the bottom of the boot cowl but reception is still not that great. I think I may have to go to a shielded ignition system. Can anyone tell me whats involved with that? My mags are Bendix SR4's.

Thanks!

[dewhitaker]

Re: Back in the air! / with a radio question

Search the forums for eiseman mags thread. I posted many pictures from this past spring when we converted mine to shielded Slick mags. I used the "ercoupe cups" from Fresno for the top plugs. If you do this, you will not have to modify your cowling with "cowl bumps." Either way will work, that was just my preference as I wanted to retain the original look of the cowl.

I have put about 40 hours on it so far and love it. PM me for further information if you need it.

[dedrekon]

Re: Back in the air! / with a radio question

Tom,
I have the SF4RN8 mags and use an old Icom A22 with pretty good reception and noise levels. My antenna is mounted on top.
One great thing about those old Bendix mags is how low they can idle. Mine will run very smooth and happy at 4-500 RPM, which makes a HUGE difference in landing distance. The Slicks (in my experience) just won't idle down like that...running about 7-800 rpm at idle. Believe me, 3 or 400 rpm is a lot when you're trying to cram one in real tight.
Just a thought.....others may have different experiences with the Slicks.

Vincent

[Tom G]

Re: Back in the air! / with a radio question

David: thanks very much for that information. I'll do the search and let you know if I have any more questions.

Vincent: Funny you should mention the idle. My idle was never that low until now. During the annual the points were changed in my mags, now it will idle down to about 400 (sounds like a Model A Ford!) I also did notice a shorter landing distance. Interesting point...

[dewhitaker]

Re: Back in the air! / with a radio question

Hi Tom, concerning the idle speed, it is the impulse coupling spring that needs protected. Slicks will need a minimum idle speed of about 550 RPM to keep the impulse coupling from snapping. Too low an idle speed will tear them up. You can prove this to yourself by listening to the engine when it shuts down. As it coasts to a stop, the impulse coupling will clatter. This short time will not hurt them. My idle speed is about 600 RPM.

[Dusty]

Re: Back in the air! / with a radio question

Mine will run very smooth and happy at 4-500 RPM, which makes a HUGE difference in landing distance.

Explain, please. When I'm trying to get in real short I always drag it in with a bit of power - or a LOT of power, depending on the airplane and what I'm hauling. I fly it as slow as I possibly can and use power to control my descent rate. I certainly see how a lower idle speed would occasionally be beneficial after you're on the ground on skis (I often pull carb heat and go to one mag to slow it down), but what am I missing? Inquiring minds want to know.....

[dedrekon]

Re: Back in the air! / with a radio question

Dusty,
I agree that dragging it in with power is the easiest way to land short....especially if you have a nice open approach, but if you have to slip hard over some trees and get it stopped fast, it's nice to have your bird idle down real slow. T's are so light, even a couple hundred RPM will cost you some distance. Pulling carb heat and switching one mag off are fine, but if you need power fast, it could be cumbersome to switch the mags to both, push in the carb heat and then give it full throttle.

We were having some problems recently with the prop control on the Stinson...instead of idling down to 800 like it usually does, it wouldn't drop below 1100 RPM (with a similar increase on the top end). Believe me, it made a huge difference in our landing distances.

Vincent

[Richard Boyer]

Re: Back in the air! / with a radio question

I have slicks on my 85. It will idle so low on the ground as to make the impulse couplings "clack". Sounds really cool! (Chicks dig it!!!) well, I like to tell myself that........

[Forrest Barber]

Re: Back in the air! / with a radio question

I was taught there is this thing called "zero thrust"where the prop is neither pulling or being a big brake. Lower idle is sort of used as a brake at speeds over stall then the lower idle does help on skis and floats ( especially) when real slow so there is less thrust. Practice your technique is the best way.
I did LOVE the spoilers we put onto the motor Glider ( D-52) modeled after the L-2M & TG-6 but simplier.

[Dusty]

Re: Back in the air! / with a radio question

T's are so light, even a couple hundred RPM will cost you some distance.

Mainly to play Devil's Advocate....

Will a Tcart glide further with a windmilling prop or a stopped prop? I assume stopped - most airplanes will. I run a 74/40, so I assume mine's even draggier than "most." SO, from some RPM, further slowing the prop should DECREASE drag. I wonder where that cutoff is? 1000RPM? 500? 0?

My mag/carb heat trick is on the ground. I taxi across a couple roads to get to parking, and it's icy. My typical ski landing is in a couple feet - or more - of powder, and getting stopped is the least of my concerns. I'd never advocate killing a mag on short final.

I tend to sweat takeoffs much more than getting in - I can land my 100HP all kinds of places I'd never get out of, crappy brakes and all. A full-rudder slip, flying just fast enough to feel a 6-inch jerk on the yoke, will get over the trees in a big hurry. This is mostly academic anyway, but now you've really go my curiosity up.

[dedrekon]

Re: Back in the air! / with a radio question

Dusty,
I'm no scientist, but it shouldn't be too difficult to get some handle on this question. Check your stall speed at 500 rpm as compared to 800 or 1000....or whatever your bird idles at.

I feel pretty darn confident it will be a little slower at the lower RPM and a little slower stall speed means a little shorter landings. I do agree the T will get in shorter then it will get out IF there are obstacles to clear....it slips like a banshee but doesn't climb at quite the same angle. It will get off the ground very quickly (3-400 feet) if the right technique is used.

I may try it myself today. I'm going down to Pacific City on the Oregon coast to drop someone off in about an hour. If they don't have too much luggage, I'll take the T and goof with it on the way back, otherwise I'll be flying the Stinson.

I don't have any time on skis (sounds like fun), so I can't address those unique issues, but I'm sure you're methods are sound. Floats are similar....sometimes anything you can do to slow that sucker down is good....mag off, carb heat, open the doors, whatever.

Regards,
Vincent

[VictorBravo]

Re: Back in the air! / with a radio question

I did LOVE the spoilers we put onto the motor Glider ( D-52) modeled after the L-2M & TG-6 but simplier.

What would this require in terms of changes to the structure? Are the spolers just munted to the ribs with brackets, or re there changes to the spars and/or compression struts? This might be a candiate for an STC, because the Taylorcraft could certainly use the additional glidepath control. Is this something you think could be done on an assembled airplane, or is it something where you would want the wing apart on a bench?

[Forrest Barber]

Re: Back in the air! / with a radio question

I generally take a wing off to do everything, only about 45 mins per side...or less. the spoilier actuation requires a rod that has to go through the wing tanks, the L-2M thanks ahve this installed. My method uses a built up box that fits into the wing aft of the front spar in the ailerson area. I will do some pics soon.... of the prototype for the D-52.