Do it!

I just got a cessna 140, loving it, very exciting learning TW. If its a good T craft, do it! I honestly can say I wish I had trained from the get go in her or similiar like a T Craft...

I have owned a Taylorcraft for nearly 30 years F 19 and now NF 22 with the exception of the struts and the engine bolt every hundred hours they are essentially ad free And they are all pretty much built the same way all the way back to the 40s no matter what model you have never had anything that wasn’t easily fixed of course the struts being the major issue
It flies very well sometimes too well you have to pay attention to airspeed or you will never get it on the ground. It will fly when others won’t all things being equal, it will not allow you to be sloppy And if you learn to use your feet well it will reward you in many ways


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While most of the current Taylorcraft AD's should have been addressed by now (like lift struts and their fuselage attachments) the next elephant in the room may be this item: http://dc65stc.blogspot.com/2010/07/faa ... sheet.html Read the FAA's Airworthiness Concern Sheet linked in the Blog and the SAIB CE-11-05 below for details on the self inspection process.



At earliest opportunity have a mechanic inspect the gear legs for corrosion particularly the streamlined diagonal strut shown separated. I've seen one that happened last winter and it's a concern especially if heavy side loads are experienced or the plane is flown on skis.

Gary

Like all aircraft that is we pay mechanics, And that’s why we do a walk around Sooner or later everything will break regardless of the model, every time I happen to make a hard landing I get out and look for broken stuff not necessarily the airplanes fault


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tcraft wrote:Like all aircraft that is we pay mechanics, And that’s why we do a walk around Sooner or later everything will break regardless of the model, every time I happen to make a hard landing I get out and look for broken stuff not necessarily the airplanes fault

Warmblood58 is looking for a starter plane to learn in and help maintain (he mentions he's older and mechanically inclined-good). Flying and owning and airplane involve two very different responsibilities and potential expenses. Buy it and fly it assumes continued airworthiness.

Unfortunately there's few mechanics I bet that are aware of the potential for corrosion in a Taylorcraft beyond the current AD's. The SB 78-001 that mechanics might check if they're aware is only for the presence of a drain hole in one of two locations in the lower gear diagonal strut. The FAA's SAIB I linked goes beyond that in suggesting a more thorough inspection for internal corrosion. Neither currently require FAR Part 91 compliance.

The gear that failed locally due to internal corrosion had the drain holes, but on one gear leg it was a blind shot into solid steel that never allowed for draining moisture. Nobody bothered to check for years. That strut is open at the top near the bungee attachment and can ingest moisture from both ends and rust.

So if the OP decides to get the Taylorcraft I suggest he or his mechanic at least ensure the drain hole is open and blow air into them to confirm no rust exits through the top opening. Then treat with anticorrosion lube. It might save the gear which is now $2000/leg from Univair and the wing spars if they hit earth.

Gary

Yes of course corrosion and damage toairplanes depends tremendously on a hanger and the climate they are flowing in two airplanes built on the same day one being on the coast and the other one being in Arizona I would take the one in Arizona regardless Hard to stop moisture no matter what you do


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tcraft wrote:Yes of course corrosion and damage toairplanes depends tremendously on a hanger and the climate they are flowing in two airplanes built on the same day one being on the coast and the other one being in Arizona I would take the one in Arizona regardless Hard to stop moisture no matter what you do


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This TCraft plane has been hangered for many years in Northern California!

"Rust never sleeps."