Buying an L-2

[Robert M. Gary]

I'm considering by an L-2 that is being offered for sale. I went down
and looked at it the other day and found it to be a nice plane.
However, I have two questions...
1) I've not had a chance to fly it yet. I've heard its a dog. I can
believe it. The gross weight is pretty high, higher than any other 65
hp plane I've seen. However, I find it hard to believe it would be
more of a dog than the Chief of J-3 I used to fly.
2) How do a eveluate the price? There are is no Vref or Bluebook for
this plane. Should I just consider it to be a Champ?
3) With me in the back and my friend up front we'd come out 1/2"
behind he CG range. I assume this is probably a common problem. Are
there cowl weights to move the CG? I'm thinking it shouldn't take much
weight to shift the CG .5".

-Robert, who finds that a Mooney is great for long trips but needs a
second plane for fun flying.

[Skyking]

Rev No. 5 - - - - - -

Reformatted 4/94.

DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

A-746

Revision 5

TAYLORCRAFT

(Army L-2, L-2C) DC-65

(Army L-2E) DF-65

(Army L-2D) DL-65

(Army L-2A, -2B, -2M) DCO-65

April 3, 1972

AIRCRAFT SPECIFICATION NO. A-746

Type Certificate Holder: Mr. Robert J. Kuhlow

15740 Fieldbrook Drive

Brookfield, Wisconsin 53005

I - Model DC-65 (Army L-2, L-2C), 2 PCLM Approved 25 November 1941.

(Army L-2 same as DC-65 except for overhead window in cabin.)

Engine Continental A-65-8 (See item 308 for optional engines)

Fuel 73 min. octane aviation gasoline

Engine limits For all operations, 2300 rpm (65 hp)

Airspeed limits Level flight or climb 110 mph ( 96 knot)

(True Ind.) Glide or dive 140 mph (122 knot)

Propeller limits Static r.p.m. at maximum permissible throttle setting:

Not over 2210, not under 2040.

No additional tolerance permitted.

Diameter - not over 72 in.; not under 70 in.

C.G. range (+11.8) to (+19.5)

Empty weight C.G. range (+12.6) to (+16.7)

Maximum weight 1250 lb.

No. seats 2 (+11) and (+40). Placard required: "SOLO FROM FRONT SEAT ONLY."

(See NOTE 3 for swivel type seats).

Maximum baggage 20 lb. (+60)

Fuel capacity 14 gal. total (2 gal. fuselage tank (-18) and two 6 gal. wing
tanks (+23))

Oil capacity 4 qt. (-38)

Control surface movements Elevator 28° Up 28° Down

Elevator trim tab 41° Up 41° Down

Aileron 28° Up 21° Down

Rudder 25° Right 25° Left

Serial Nos. eligible 4002 and up and all AAF No. Use mfg. no. if available.

Required equipment Items 101, 102, 103, 104 and 105

A-746 Page 2

II - Model DF-65 (Army L-2E), 2 PCLM Approved 25 November 1941.

(Same as DC-65 except for engine installation)

Engine Franklin 4AC-176-B2 (See Item 308 for optional engines)

Fuel 73 min. octane aviation gasoline

Engine limits For all operations, 2200 rpm (65 hp)

Airspeed limits Level flight or climb 110 mph ( 96 knot)

(True Ind.) Glide or dive 140 mph (122 knot)

Propeller limits Static r.p.m. at maximum permissible throttle setting:

(1) With 4AC-176-B2 engine - not over 2170

not under 2050

(2) With 4AC-176-BA2 engine - not over 2315

not under 2150.

No additional tolerance permitted.

Diameter - not over 72 in.; not under 70 in.

C.G. range (+11.8) to (+19.5)

Empty weight C.G. range (+12.9) to (+16.8)

If empty weight C.G. falls within this range, it is unnecessary to check

critical forward and aft C.G. positions. Range is not valid for

non-standard arrangements.)

Maximum weight 1250 lb.

No. seats 2 (+11) and (+40). Placard required: "SOLO FROM FRONT SEAT ONLY."

(See NOTE 3 for swivel type seats).

Maximum baggage 20 lb. (+60)

Fuel capacity 14 gal. total (2 gal. fuselage tank (-18) and two 6 gal. wing
tanks (+23))

Oil capacity 5 qt. (-45)

Control surface movements Elevator 28° Up 28° Down

Elevator trim tab 41° Up 41° Down

Aileron 28° Up 21° Down

Rudder 25° Right 25° Left

Serial Nos. eligible 4002 and up and all AAF No. Use mfg. no. if available.
4001

eligible at 1200 lb. maximum weight.

Required equipment Items 101, 102, 103, 104 and 105

III - Model DL-65), 2 PCLM Approved 25 November 1941.

(Same as DC-65 except for engine installation)

Engine Lycoming O-145-B2 (See Item 308 for optional engines)

Fuel 73 min. octane aviation gasoline

Engine limits For all operations, 2550 rpm (65 hp)

Airspeed limits Level flight or climb 110 mph ( 96 knots)

(True Ind.) Glide or dive 140 mph (122 knots)

A-746 Page 3

Propeller limits Static r.p.m. at maximum permissible throttle setting:

Not over 2315, not under 2100.

No additional tolerance permitted.

Diameter - not over 70 in.; not under 68 in.

C.G. range (+11.8) to (+19.5)

Empty weight C.G. range (+12.9) to (+16.8)

If empty weight C.G. falls within this range, it is unnecessary to check
critical

forward and aft C.G. positions. Range is not valid for non-standard
arrangements.

Maximum weight 1250 lb.

No. seats 2 (+11) and (+40). Placard required: "SOLO FROM FRONT SEAT ONLY."

(See NOTE 3 for swivel type seats).

Maximum baggage 20 lb. (+60)

Fuel capacity 14 gal. total (2 gal. fuselage tank (-18) and two 6 gal. wing
tanks (+23))

Oil capacity 5 qt. (-45)

Control surface movements Elevator 28° Up 28° Down

Elevator trim tab 41° Up 41° Down

Aileron 28° Up 21° Down

Rudder 25° Right 25° Left

Serial Nos. eligible 4002 and up

Required equipment Items 101, 102, 103, 104 and 105

IV - Model DCO-65 (Army L-2A, L-2B AND L-2M), 2 PCLM Approved 24 February
1942

(Same as DC-65 except for rear view transparent cabin enclosure, revised
cockpit arrangement, and revised

fuselage, and landing gear structure. Army L-2M is same as model DCO-65
except for revised rear

transparent enclosure, revised instrument panel, revised 6 gal. wing tank,
closed cowl, revised engine

installation, spoiler installation, and operating limits as noted below:)

Engine Continental A-65-8.

Fuel 73 min. octane aviation gasoline

Engine limits For all operations, 2300 rpm (65 hp)

Airspeed limits Level flight or climb 110 m.p.h. ( 96 knot)

(True Ind.) Glide or dive 140 m.p.h. (122 knot)

Spoilers extended (L-2M) 90 m.p.h. ( 78 knot)

Propeller limits Static r.p.m. at maximum permissible throttle setting:

(DCO-65, L-2A, L-2B) Not over 2350, not under 2000.

(L-2M) not over 2325, not under 2135.

No additional tolerance permitted.

Diameter - not over 72 in.; not under 70 in.

Center of gravity (DCO-65, L-2A, L-2B) (+12.3) to (+19.3)

(C.G.) range (L-2M) (+12.3) to (+17.56)

A-746 Page 4

Empty weight C.G. range (DCO-65, L-2A, L-2B) (+13.2) to (+17.1)

(L-2M) (+13.2) to (+15.3)

If empty weight C.G. falls within this range, it is unnecessary to check

critical forward and aft C.G. positions. Ranges are not valid for

non-standard arrangements.

Maximum weight (DCO-65, L-2A, L-23) 1300 lb.

(L-2M) 1325 lb.

No. of seats 2 (+11) and (+37). Placard required: "SOLO FROM FRONT SEAT."

(See NOTE 3 for swivel type rear seats).

Maximum baggage (DCO-65, L-2A, L-2B) 20 lb. (+59)

(L-2M) None.

Fuel capacity 14 gal. total (2 gal. fuselage tank (-18) and two 6 gal. wing
tanks (+23));

(L-2M) (+24)

Oil capacity 4 qt. (-38)

Control surface movements Elevator 28° Up 28° Down

Elevator trim tab 41° Up 41° Down

Aileron 28° Up 21° Down

Rudder 25° Right 25° Left

Spoilers (L-2M) 50° Up 0° Left

Serial Nos. eligible (DCO-65, L-2A, L-2B) 4002 and up and all AAF No. Use
Mfg. No. if available.

(L-2M) 5166 and up

Required equipment (DCO-65, L-2A, L-2B) Items 101, 102, 103, 104 and 105

(L-2M) Items 101, 102, 302 (e) and 304.

Specifications Pertinent to all Models

Datum Leading edge of wing

Leveling means 3/8 in. above top of stabilizer L.E. and top of stabilizer
rear beam at fuselage.

Certification basis Type Certificate No. 746 (CAR 4a)

Production basis None. Prior to original certification a CAA representative
must perform a detailed

inspection for workmanship, materials, and conformity with the approved
technical

data, and a check of the flight characteristics.

Export eligibility Eligible for export to all countries subject to the
provisions of Advisory Circular 21-2.

Equipment: A plus (+) or minus (-) sign preceding the weight of an item
indicates net weight change

when that item is installed.

Propeller and Propeller Accessories

1. Propeller - Hartzell ground adjustable, hub HA-12U, blades 7414 to 6814
or 7214 to 6814M. 18 lb. (-58)

Eligible at diameter and static r.p.m. limits shown above for fixed pitch
wood propellers.

2. Propeller - McCauley Model 1A90 with following limits: 21 lb. (-58)

Static r.p.m. at maximum permissible throttle setting:

Not over 2250, not under 2070

Diameter: Not over 74 in., not under 72.5 in.

(Eligible on DCO-65 model only.)

101. Propeller - wood (fixed or adjustable pitch) 11 lb. (-58)

A-746 Page 5

Engines and Engine Accessories - Fuel and Oil System

No aircraft of these models shall be eligible for original certification
with single ignition engines after August 1, 1941. In

addition, no aircraft of these models shall be eligible for recertification
with single ignition engines unless such aircraft were

either previously certificated with single ignition engines or were
originally certificated prior to August 1, 1941.

102. Carburetor air heater 1 lb. (-51)

105. Muffler (No. D-A624) 6 lb. (-36)

106. Carburetor air intake & filter (Continental A-5810) (MODELS DCO-65 &
DC-65 only) 3 lb. (-49)

107. Carburetor air scoop & filter (Skinner Purifiers, Inc. model S-300A
scoop & F-300A filter) 3 lb. (-47)

(Model DCO-65 (L-2 Series) only) (Filter must be installed on airscoop at
all times.)

108. AC air filter 1529265 (Aircooled Motors Dwg. SK-534-4) (Model DF-65
only) 1 lb. (-41)

308. Engines

A. Model DC-65 (Continental - Per Engine Specification No. 205)

(1) A-65-7 -11 lb. (-34)

(2) A-65-9 +3 lb. (-34)

B. Model DL-65 (Lycoming - Per Engine Specification No. 210)

(1) 0-145-B1 -11 lb. (-45)

C. Model DF-65 (Franklin - Per Engine Specification No. 221)

(1) 4AC-176-BA2 Neglect weight increase

Engine limits - For all operations, 2300 r.p.m. (65 hp)

110. Oil Filter, Fram PB-5, Weight includes 1 quart of oil 4 lb. (-30)

(a) (DC-65 and DCO-65)

Kit No. 510, Fram Installation Drawing No. 61544

(b) (DL-65) Kit No. 520, Fram Installation Drawing 61550

(c) (DF-65) Kit No. 501, Fram Installation Drawing 61564

Landing Gear and Floats

103. 6.00-6 wheels (Shinn 6C4) with 6.00-6 2-ply tires 22 lb. (+0)

104. Tailskid - Spring 5 lb. (+190)

302. Tail wheel (+198)

(a) Omitted

(b) 6x2.00 steerable (Aircraft Associates) +3 lb.

(c) 6x2.00 full swiveling (Taylorcraft) +3 lb.

(d) 6x2.00 steerable (Lake State Products 5-40-31) +4 lb.

(e) 6x2.00 steerable (Taylorcraft) +4 lb.

(f) 6x2.00 steerable (Scott Model TA-8B) +4 lb.

303. Parking brake 3 lb. (-13)

304. 6.00-6 wheels (Shinn 6C4HB) with brakes +6 lb. (0)

307. 6.00-6 4-ply tires Neglect with increase

A-746 Page 6

313. Skis (Eligible on any airplane of these models provided the propeller
installation meets the

minimum 9 in. ground clearance. The maximum weight for the skiplane will be
the same

as for the corresponding landplane of that shown in parenthesis after each
ski model,

whichever is less) Use actual weight change

(a) Federal SC-1 (Maximum 1400 lb.)

b) Heath 725 or 725A (Maximum 1450 lb.)

c) Air Transport 1224-580-1 (Maximum 1220 lb.)

d) Jacobsen (formerly Escanaba) EAS-100 (Maximum 1200 lb.)

e) Federal A-1500 (Max. 1500 lb.) Federal Installation Dwg. 11R232

f) Federal A-1500A (Max. 1500 lb.) Federal Installation Dwg. 11R232

g) Federal A-1850 (Max. 1850 lb.) Federal Installation Dwg. 11R232

h) Federal A-2000 (Max. 2000 lb.) Federal Installation Dwg. 11R232

i) Federal A-2000A (Max. 2000 lb.) Federal Installation Dwg. 11R232

j) Federal CA1850-6 (Max. 1850 lb.) Federal Installation Dwg. 11R232

Electrical Equipment

301. Position lights (Grimes B) 2 lb. (+24)

305. Battery

(a) 6 volt Willard SYR-7-3 (10 A.H.) with box 9 lb. (-30)

(b) 6 volt Reading 333LD (33 A.H.) 14 lb. (-25)

(c) 12 volt Willard SYR-7-6 (10 A.M) with box 16 lb. (-25)

(d) 6 volt Reading 324L (24 A.H.) with box 12 lb. (-24)

311. Generator, wind driven

(a) 6 volt General Armature Co. 10 lb. (0)

(b) 12 volt Lear No. 1030-A 10 lb. (+5)

(c) 6 volt Champion Model W612-6V with rotor brake 10 lb. (+1)

(d) 6 volt Champion Model W612B 9 lb. (0)

Interior Equipment

306. Cabin heater Neglect weight increase

309. Taylorcraft compass (Carwell) 2 lb.

401. (a) Cabin heater (Surface Combustion Inc. 5 lb. (-37)

Model AAV-15N-12 fuel burning heater)

(b) Duct for above heater installation 2 lb. (+20)

(Model DCO-65 (L-2 Series) only)

402. (a) Cabin heater (Stewart Warner Model No. 24809) 10 lb. (-32)

(b) Duct for above heater installation 2 lb. (+5)

(Model DCO-65 (L-2 Series) only)

NOTES

NOTE 1. Current weight and balance report including list of equipment
included in certificated weight empty, and loading

instructions when necessary, must be in each aircraft at the time of
original certification and at all times thereafter

(except in the case of air carrier operators having an approved weight
control system).

NOTE 2. Placard required, "SOLO FROM FRONT SEAT ONLY."

NOTE 3. The swivel type rear seats with folding backs on all Taylorcraft L-2
series aircraft must be permanently fastened so

that there is no possibility of interference with the rear control stick.
The back should be bolted or welded in place

and the seat should be permanently locked in the forward facing position.

A-746 Page 7

NOTE 4. The following parts from TG-6 gliders can be used directly on
Taylorcraft D series aircraft. The replacement of

such complete component parts is considered a minor repair in accordance
with Cam 18.3006:

1. Tail surfaces except the fin.

2. Landing gear tires and wheels

3. Tail wheels.

4. Wings. Wings with the spoiler installation should be used only on the
model Army L-2M. The spoiler

installation should be removed and a suitable covering placed over the upper
surface opening on wings for

use in other Model D series airplanes.

5. Certain parts and assemblies of the control system from (and including)
the middle occupant aft.

6. Wing struts.

7. Instruments, same as or equivalent to those used on powered aircraft.

The fuselage primary structure of the TG-6 glider aft of the firewall
station can be used on Taylorcraft D series

airplanes; however, the use of such parts entails a major repair and must be
handled as such in accordance with

CAM 18.

...

"Robert M. Gary" > wrote in message
om...
> I'm considering by an L-2 that is being offered for sale. I went down
> and looked at it the other day and found it to be a nice plane.
> However, I have two questions...
> 1) I've not had a chance to fly it yet. I've heard its a dog. I can
> believe it. The gross weight is pretty high, higher than any other 65

It depends on what you consider a Dog, most any 65 HP airplane isn't going
to blaze through the sky. The 11AC
Chief has 1250# gross and the L-3 is 1260.
The L-2 has the T-Craft airfoil so it may not get off the ground a quick.

I think that it would be a fun machine.

> hp plane I've seen. However, I find it hard to believe it would be
> more of a dog than the Chief of J-3 I used to fly.

What kind of shape were the engines in?
> 2) How do a eveluate the price? There are is no Vref or Bluebook for
> this plane. Should I just consider it to be a Champ?

No, it's not a Champ but it qualifies as a Warbird.
The price will be what the seller will accept and
what the buyer is willing to pay. No Bluebook
can determine the value of a Classic.
> 3) With me in the back and my friend up front we'd come out 1/2"
> behind he CG range. I assume this is probably a common problem. Are
> there cowl weights to move the CG? I'm thinking it shouldn't take much
weight to shift the CG .5".

Have you tried Atkins? :)

Gook Luck,

Skyking
>
> -Robert, who finds that a Mooney is great for long trips but needs a
> second plane for fun flying.

[Carl Ellis]

(Robert M. Gary) wrote in
om:

> I'm considering by an L-2 that is being offered for sale. I went down
> and looked at it the other day and found it to be a nice plane.
> However, I have two questions...
> 1) I've not had a chance to fly it yet. I've heard its a dog. I can
> believe it. The gross weight is pretty high, higher than any other 65
> hp plane I've seen. However, I find it hard to believe it would be
> more of a dog than the Chief of J-3 I used to fly.
> 2) How do a eveluate the price? There are is no Vref or Bluebook for
> this plane. Should I just consider it to be a Champ?
> 3) With me in the back and my friend up front we'd come out 1/2"
> behind he CG range. I assume this is probably a common problem. Are
> there cowl weights to move the CG? I'm thinking it shouldn't take much
> weight to shift the CG .5".
>
> -Robert, who finds that a Mooney is great for long trips but needs a
> second plane for fun flying.

Robert -

If you are looking at a Taylorcraft L-2 then you need to check out the
Taylorcraft sites. There is lots of help out there. Where are you
located?

vb.taylorcraft.com
www.taylorcraft.info
www.taylorcraft.com

The L-2 is nice airplane but it is heavy compared to a BC-12.

- Carl -

[EDR]

Are the spoilers wired closed?

[Robert M. Gary]

Carl Ellis > wrote in message 6>...
> (Robert M. Gary) wrote in
> om:
>
> > I'm considering by an L-2 that is being offered for sale. I went down
> > and looked at it the other day and found it to be a nice plane.
> > However, I have two questions...
> > 1) I've not had a chance to fly it yet. I've heard its a dog. I can
> > believe it. The gross weight is pretty high, higher than any other 65
> > hp plane I've seen. However, I find it hard to believe it would be
> > more of a dog than the Chief of J-3 I used to fly.
> > 2) How do a eveluate the price? There are is no Vref or Bluebook for
> > this plane. Should I just consider it to be a Champ?
> > 3) With me in the back and my friend up front we'd come out 1/2"
> > behind he CG range. I assume this is probably a common problem. Are
> > there cowl weights to move the CG? I'm thinking it shouldn't take much
> > weight to shift the CG .5".
> >
> > -Robert, who finds that a Mooney is great for long trips but needs a
> > second plane for fun flying.
>
> Robert -
>
> If you are looking at a Taylorcraft L-2 then you need to check out the
> Taylorcraft sites. There is lots of help out there. Where are you
> located?
>
> vb.taylorcraft.com
> www.taylorcraft.info
> www.taylorcraft.com
>
> The L-2 is nice airplane but it is heavy compared to a BC-12.
>
> - Carl -

I have checked them out. There is some information, but not much on
the L-2. The main problem is a lack of information about what L-2s are
selling for. Its hard to evaluate the price of something when you
don't have previous sales to look at.

-Robert

[Carl Ellis]

(Robert M. Gary) wrote in
om:

> Carl Ellis > wrote in message
> 6>...
>> (Robert M. Gary) wrote in
>> om:
>>
>> > I'm considering by an L-2 that is being offered for sale. I went
>> > down and looked at it the other day and found it to be a nice
>> > plane. However, I have two questions...
>> > 1) I've not had a chance to fly it yet. I've heard its a dog. I can
>> > believe it. The gross weight is pretty high, higher than any other
>> > 65 hp plane I've seen. However, I find it hard to believe it would
>> > be more of a dog than the Chief of J-3 I used to fly.
>> > 2) How do a eveluate the price? There are is no Vref or Bluebook
>> > for this plane. Should I just consider it to be a Champ?
>> > 3) With me in the back and my friend up front we'd come out 1/2"
>> > behind he CG range. I assume this is probably a common problem. Are
>> > there cowl weights to move the CG? I'm thinking it shouldn't take
>> > much weight to shift the CG .5".
>> >
>> > -Robert, who finds that a Mooney is great for long trips but needs
>> > a second plane for fun flying.
>>
>> Robert -
>>
>> If you are looking at a Taylorcraft L-2 then you need to check out
>> the Taylorcraft sites. There is lots of help out there. Where are
>> you located?
>>
>> vb.taylorcraft.com
>> www.taylorcraft.info
>> www.taylorcraft.com
>>
>> The L-2 is nice airplane but it is heavy compared to a BC-12.
>>
>> - Carl -
>
> I have checked them out. There is some information, but not much on
> the L-2. The main problem is a lack of information about what L-2s are
> selling for. Its hard to evaluate the price of something when you
> don't have previous sales to look at.
>
> -Robert
>

Join the forum and make a post asking this very question. We are a very
friendly bunch with some very knowledgeable members so I would be very
suprised if you don't get a useful response. Several L-2 in the group
have sold in the last six months so the data is out there.

- Carl -

[Robert M. Gary]

Carl Ellis > wrote in message 6>...
> The L-2 is nice airplane but it is heavy compared to a BC-12.

How does it fly? Is it more of a dog than the J-3? I know the J-3 is
lighter but its certainly not short field or fast plane (lots of stuff
hanging from it). (I'm not looking to buy a J-3, I'm just looking for
a compare)

-Robert

[Carl Ellis]

(Robert M. Gary) wrote in
om:

> Carl Ellis > wrote in message
> 6>...
>> The L-2 is nice airplane but it is heavy compared to a BC-12.
>
> How does it fly? Is it more of a dog than the J-3? I know the J-3 is
> lighter but its certainly not short field or fast plane (lots of stuff
> hanging from it). (I'm not looking to buy a J-3, I'm just looking for
> a compare)
>
> -Robert
>

I haven't actually flown one, I'm basing my comments on those of others.
There are numerous L-2 owners on the vb.taylorcraft.org forum who would be
happy to give you a detailed response. I fly an F-19 (100hp) Taylorcraft.

I've flown a J-3 (about 7 hours). It's not much of a hauler but with a C-
85 it'll pop right off the ground, but it is slow. I believe the L-2 will
beat it by about 10mph.

- Carl -

[EDR]

They can be a real bitch to get in and out of.

[Carl Ellis]

EDR > wrote in :

>
> They can be a real bitch to get in and out of.

Worse than a Cub?

- Carl -

[EDR]

In article 6>, Carl
Ellis > wrote:

> EDR > wrote in :
> > They can be a real bitch to get in and out of.

> Worse than a Cub?

Yes. Unlike the fold up/fold down door on the Cub, the L2 has a single
door. The lower front of the door angles back and requires the pilot to
be able to lift his/her leg up high to clear the sidewall. It can be
tight with the position of the front seat.

[Carl Ellis]

Lots of new L-2 action over at the taylorcraft forum. Looks like a really
nice one for sale.

http://vb.taylorcraft.org/search.php?
s=&action=showresults&getnew=true&searchid=19123

[Robert M. Gary]

Carl Ellis > wrote in message 6>...
> EDR > wrote in :
>
> >
> > They can be a real bitch to get in and out of.
>
> Worse than a Cub?

Yes, I'm a big guy and it was pretty tough for me to get in and out of
the L-2. The front seat was the worst. I never had a reason to sit in
the front seat of the Cub, but I can say the L-2 is much harder to get
into than the Citrabria/Champ airframe. The reason is that the door is
hinged so far back. The door hing comes to about my mid-leg. The seat
isn't much further back. I would say the distance back from the door
hing to the back of the front seat is just over a foot. That's a
pretty tight fit to get into (especially for my 6'4" frame). However,
I felt I could figure it out well enough to buy it. Once I was in it,
it was much more comfortable than a J-3 or a Chief. The Cub isn't very
comfortable because you fly with your legs spread around the front
seat. In the Cub my knees were always stuck in my chest (no seat of
rudder adjustments available).
The other thing about the Cub that is less than ideal is the very
light wing loading. A Cub never flys straight on its on. Anytime the
wake of a small bird crosses your path, a Cub wing will drop. Much
more than the Aeroncas. I'm not sure about the L-2. The L-2 has a lot
of weight so I'm guessing the overall wing loading would be more.

-Robert

[Carl Ellis]

(Robert M. Gary) wrote in
om:

> Carl Ellis > wrote in message
> 6>...
>> EDR > wrote in
>> :
>>
>> >
>> > They can be a real bitch to get in and out of.
>>
>> Worse than a Cub?
>
> Yes, I'm a big guy and it was pretty tough for me to get in and out of
> the L-2. The front seat was the worst. I never had a reason to sit in
> the front seat of the Cub, but I can say the L-2 is much harder to get
> into than the Citrabria/Champ airframe. The reason is that the door is
> hinged so far back. The door hing comes to about my mid-leg. The seat
> isn't much further back. I would say the distance back from the door
> hing to the back of the front seat is just over a foot. That's a
> pretty tight fit to get into (especially for my 6'4" frame). However,
> I felt I could figure it out well enough to buy it. Once I was in it,
> it was much more comfortable than a J-3 or a Chief. The Cub isn't very
> comfortable because you fly with your legs spread around the front
> seat. In the Cub my knees were always stuck in my chest (no seat of
> rudder adjustments available).
> The other thing about the Cub that is less than ideal is the very
> light wing loading. A Cub never flys straight on its on. Anytime the
> wake of a small bird crosses your path, a Cub wing will drop. Much
> more than the Aeroncas. I'm not sure about the L-2. The L-2 has a lot
> of weight so I'm guessing the overall wing loading would be more.
>
> -Robert
>

Everyday is a bumpy day in a Taylorcraft. You learn in a hurry to use
that rudder to pick your wing up. I fly an F-19 which has a 1500lbs
gross and it gets bumped around, the L-2 has only a 1300lbs gross but
the same wing area. It is possible to make long trips in these
airplanes, a group of us made a 1400 mile trip last weekend, PDX->O22->
PDX. My friends were flying their BC-12D's (65hp) which have a 1220
(??) gross weight. If it's relatively smooth it's possible to trim out
and fly with your hands in your lap.

- Carl -