Taylorcraft 1943 History: USAAF until 1945. Sold as surplus. by Civil Air Patrol in midwest for a.



Item specifics
Condition: Used Make: Taylorcraft
Model Year: 1943
History: USAAF until 1945. Sold as surplus. Used by Civil Air Patrol in midwest for a few years (1950s). In storage at Forest Barber"s facility until 1997. Rebuilt by EAA-1056 in 1997/98. Last Annual: August, 2015 TTAF: unknown (less than 700 hours when it left CAP; about 350 hours since EAA rebuild) A-65-8 engine -- TSMOH: ~80 hours. Compressions 76/80, 74/80, 74/80, 76/80 Prop: ~80 hours (new 2006) 7443 New fabric and paint in 2005 (Polyfiber and Polytone). Seats are black vinyl over the original tube-framing and wood. Pilot seat adjusts fore-aft via a crank on the left front. Observer seat is the original, swivel seat. Dual controls -- stick, rudders, throttle, brakes -- at both crew stations. Solo flight from front seat (not back like a Cub) Over the last several years, replaced tires and tubes, exhaust (Dawley), wheel bearings, and bungees. Maule pneumatic/steerable tailwheel. Bushing replaced in 2013. A very nice flying, old-school stick-and-rudder airplane. Cruise 90mph @ 21500rpm. 4-5 gph. ADS-B exempt (no electrical system) Fuel capacity: 14 gallons. There are 2 six-gallon wing tanks (one on each side) which feed a two-gallon header tank which is located forward of the instrument panel. Solar panel on observer desk provides power for intercom, handheld radio, and a GPS via a small, rechargeable battery behind observer seat. External antenna for a handheld radio is mounted to the gap-filler for the left wing. Markings: the wing/fuselage roundels and the fin flashes are all painted on using Polytone paint. The N-numbers are decals Basic panel -- oil temp, altimeter, airspeed, tach, inclinometer, and oil pressure. Brakes are the original heel brakes. 4-point belts/harness for both seats. Bruce"s custom canopy cover. Pilots manual, parts manual, and structural repair manual.Original equipment: the brackets/mount points for the original military equipment (radios, trailing antenna, etc) all appear to be present. I do not have any of the original radios, etc. Spoilers: There are no spoilers installed. I have them but they were not installed during the 1997/98 rebuild. Lift Strut AD: The Taylorcraft lift-strut AD does not apply to the L-2, L-2A, L-2B, or L-2M. It is specific to the B-series T-crafts. Are you positive about the lift strut AD? Yes. It does not apply to the L-2, L-2A, L-2B, and L-2M or the civilian D-series tandems. There were a handful B-series Taylorcrafts (BC-12, BF-12, BL-12) pressed into military service which were given L-2 designations (L-2G, L-2H, L-2J, L-2K, and L-2L). The strut AD does apply to these models only. Aerobatics: The airplane can perform light aerobatics (no tail slides). The pilots manual lists approved manuevers and speeds. The airplane is listed/advertised sale locally. I reserve the right to end the auction if I enter into a successful sale outside of this auction. Post-sale pickup/storage: I have no immediate need for my hangar so the plane can stay inside at no cost until pickup can be arranged (within reason -- eg up to a few months). Required training: I"m not a CFI. The L-2 is a pretty easy airplane to fly. I did my tailwheel training in a BC-12 and had no issues transitioning to the L-2. Aircraft is hangared at KIZG (Fryeburg, ME) Can I talk to the IA who does the annuals? Absolutely. The same IA has maintained this plane the entire time I"ve owned it. I will provide contact information via e-mail. How old are the wings? The entire wing was rebuilt in 1997/98. All the wooden components are new, including the spars -- i.e. none of the original WW2 wood was reused. Metal components were cleaned, inspected, and installed. Control cables: new cables were installed during the 1997/98 rebuild. Fuselage: the frame was blasted, dye-checked, and repainted during the 1997/98 rebuild Fuel tanks: the right tank was rebuilt in 2005. The left tank has no issues. ELT: AK-450 installed in the panel Glass: all glass was replaced during the 1997/98 rebuild. Light Sport Aircraft: As far as I can tell, the L-2M has a gross weight that"s 25 pounds too heavy to meet LSA requirements. Electrical system: Lots of questions regarding electrical systems and apparently a lot of misperceptions over how these aircraft were configured when produced for the Army. USAAF L-2M"s left the factory with A-65 engines (65hp). They are hand-propped. None had electric starters. Some aircraft had a wind-driven generator to provide electrical power to run a small suit of military radios that were installed in some aircraft. These generators were clamped to the left wing strut. They weigh a considerable amount. I added a small solar panel on the observer desk which charges a small weed-whacker battery. It provides the same power at a fraction of the weight.Engines: All L-2s were produced with the A-65 engine. Wings: The wings on all L-2"s are wood -- ribs, spars, etc. The wings were completely rebuilt in 1997/98. All the wooden components were replaced with new, including the spars. The original wings were assembled using green glue -- which was never intended to last more than a few years. Trades: Thank you for the offers but I am not interested in trades. Current date: 2016-04-18