Educational Opinion's....Please test our knowledge.

[crispy critter]

Several times in the past I have tried to explain to friends the differences, requirements,and parts needed to upgrade to 85hp and still remain LSA compliant. Then when they go to make the conversion or repair and already converted bird they get a lot of mixed advise from suppliers and folks who are supposed to know the difference.....So with this all said it has happened again. A friend is trying to repair a BC12D that has been converted to a BC12D-85(still a LSA)and when he sent his engine mount off to be overhauled they told him he had a 65hp mount and it is not the same as the 85 even after he tried to explain what he had.

Now,what I want to do here is quiz our t-craft folks just to see who knows the difference's in our beloved taylorcrafts. This will help some who have asked these questions in the past and maybe try to straighten out a lot of the guessing. Let's all put our two cents worth in here and see what we come up with. I already know the differences and will confirm any correct answers or post a correct reply at after a day or so. The quiz is, What is the difference in a POST WAR BC12D,BC12D-85,Model 19, and F-19? What parts difference's,W&B difference's,equipment,etc? This should be be a fun educational little quiz.

[Robert Lees]

Re: Educational Opinion's....Please test our knowledge.

The difference in engine mount is that for the 65hp aircraft, thee mount has "65" stamped on it.

For those modified to 85, the "65" has been ground off.

[mikerice]

Re: Educational Opinion's....Please test our knowledge.

I agree with Robert Lees- there is no difference in the Continental engine mounts, other than length. The short mount will hold a 65HP, 75HP, 85HP, 90HP or O200. There is also a long mount that is 4 inches longer (first used on the BC12D-4-85) that was designed to push the engine 4 inches away from the firewall for adding a starter and/or generator to a Continental C85-12 with accessories. These long mounts require an extended top and bottom cowl. Nowadays, it is possible to mount a smaller generator and/or light weight starter on the short mount, and retain the original cowls, although the clearance is still so tight the engine must be loosened to remove the accessories.

I have a weight schedule that I made up years ago comparing the different models and their gross weights in comparison to the LSA requirements. This is mostly from the Type Certificates, but I am away from my notes, and will have to find it in a couple of weeks.

[flyguy]

Re: Educational Opinion's....Please test our knowledge.

Once upon a time it was acceptable to do the 65 to 85 conversion with a 337. Mine was done that way. It's a bit different, chuckle. I have the STC for the conversion, but have not used it. It appears to have 2 different configurations as far as I can tell.

That was his first mistake--telling them what it was used on. Been there, _____ _____.

Darryl

[jim cooper]

Re: Educational Opinion's....Please test our knowledge.

The A 50,A65, and A 75 all have a bare empty weight (without exhaust and Prop) of 170 lbs. Dry, Empty Weight. This includes mags and carb. Without these two accessories....156.71 lbs. The C85 without starter-gen. is bare empty of 157.8 lbs. For the C series, with accessory case add 9.76 lbs. Flanged crank, add 1.04 lbs more.JC