Coyote Ugly wrote:T Cart in Super Cub country.. No Electric drills.. ha ha

Nice place and pictures Joe! I would not be surprised to see some pictures of the T-cart on Bunker hill or Arc Dome Mountain soon!!
That might be asking a little much from the T-Cart, but if you do It, I would like to see the pictures!

The picture above should be submitted to AvWeb for their picture of the week IMHO. The Title sent along with it should be "65 Horsepower Taylorcraft Lands at FL100"

Like all of us, my hat's off to Pops. I'd be honored to learn some of your tricks.

Ha, no tricks, just dumb an always screwing around.. Ha ha.

Coyote Ugly wrote:Ha, no tricks, just dumb an always screwing around.. Ha ha.

Smoke n mirrors, tellem Pops

Well, it may have been a bit of a chore getting the A-65 up there, but at least you had the legendary stopping power of the mighty Shinn brake system to help in the rollout For those that havn't had the experience, think go cart brakes, so not only no GO no WHOA, all the more impressive!

EZFlap wrote:The Red Green episode using a hand held cake mixer as an a utomotive power window upgrade had me rolling on the floor.

Yeah. I actually saved that one. I like the one where he uses plungers as beer holders. Actually, that's a good idea!

So quoth Rhino, "That's beyond awesome... It's Be-awesome!"

'Greg

courierguy wrote:Well, it may have been a bit of a chore getting the A-65 up there, but at least you had the legendary stopping power of the mighty Shinn brake system to help in the rollout

I've actually though about swapping the mechanical goodyear brakes on my Luscombe out for Shinns. The reason is that the Luscombe TC only calls out 4 ply tires with shinn brakes; for all the other brakes they call about a specific size (600x6). If I had shinns then I could run any tire I wanted as long as they were 4 ply

whee wrote:

courierguy wrote:Well, it may have been a bit of a chore getting the A-65 up there, but at least you had the legendary stopping power of the mighty Shinn brake system to help in the rollout

I've actually though about swapping the mechanical goodyear brakes on my Luscombe out for Shinns. The reason is that the Luscombe TC only calls out 4 ply tires with shinn brakes; for all the other brakes they call about a specific size (600x6). If I had shinns then I could run any tire I wanted as long as they were 4 ply

Let me know when you find an 8:50x6
4 ply.

Believe it or not, properly adjusted and set up Shinn mechanical heel brakes are plenty good enough to put a T-craft with stock tires over on its nose. Oversize tires may exceed a Shinn brake's stopping power of course, but they work better than you think on a standard Taylorcraft, even with those little potato chip heel brake pedals. One of our T-craft experts in England, the great Rob Lees, wrote out a full manual on the proper set up and maintenance of Shinn brakes, photo-illustrated to boot. Turns out it's just doing decent maintenance like most other stuff in an airplane.

Note the massive brake pedals on the TC. Friend sys with the big tires it's like no brakes at all.

whee wrote:

courierguy wrote:Well, it may have been a bit of a chore getting the A-65 up there, but at least you had the legendary stopping power of the mighty Shinn brake system to help in the rollout

I've actually though about swapping the mechanical goodyear brakes on my Luscombe out for Shinns. The reason is that the Luscombe TC only calls out 4 ply tires with shinn brakes; for all the other brakes they call about a specific size (600x6). If I had shinns then I could run any tire I wanted as long as they were 4 ply

I'm going with Cleveland wheels and brakes, so I can make you a heck of a deal on some shinns with new linings

Unfortunately as of June 10, 2011 the FAA has amdended Order 8900.1, the Fight Standards directive aviation safety inspectors use for policy. Per Volume 4, Chapter 9, Section 1. figure 4-68: changes to landing gear and related components.......brake and brake systems, or additions require an STC.

In terms we understand: our local FAA FSDO folks can no longer issue a field approval for changes in brake systems. You now have to obtain an STC.

For those who are undaunted by Federal bullshit I have in my possession a 337 dated 12/16/10 for a Grove conversion using those damn hydraulic heel master cylinders. Grove is apparently working on an STC for said conversion but don't hold your breath. The heel cylinders cost $975 apiece from Aircraft Spruce so I hope Robbie and gang don't use those.

For the moderators, I lack the horsepower to convert a .pdf to a .jpg for posting here. It's a very nicely documented major mod with pictures and arrows not the usual unreadable gobbledy gook. I'll forward it if anybody wants but I'd rather just post it.

EB

Emory Bored wrote:Unfortunately as of June 10, 2011 the FAA has amdended Order 8900.1, the Fight Standards directive aviation safety inspectors use for policy. Per Volume 4, Chapter 9, Section 1. figure 4-68: changes to landing gear and related components.......brake and brake systems, or additions require an STC.

In terms we understand: our local FAA FSDO folks can no longer issue a field approval for changes in brake systems. You now have to obtain an STC.

For those who are undaunted by Federal bullshit I have in my possession a 337 dated 12/16/10 for a Grove conversion using those damn hydraulic heel master cylinders. Grove is apparently working on an STC for said conversion but don't hold your breath. The heel cylinders cost $975 apiece from Aircraft Spruce so I hope Robbie and gang don't use those.

For the moderators, I lack the horsepower to convert a .pdf to a .jpg for posting here. It's a very nicely documented major mod with pictures and arrows not the usual unreadable gobbledy gook. I'll forward it if anybody wants but I'd rather just post it.

EB

A couple years ago I tried to install grove brakes on my plane via 337. I had a copy of an approved 337 for exact install I was going to do. The FSDO guy, who is a good guy and has been helpful in the past, asked if the Grove brakes were TSOd. I told him they were not but that Grove has STCs for different planes using the same wheels, master cylinders and calipers. I was surprised by what he told me. A FSDO cannot field approve brakes that do not have a TSO and he could report the 337 I showed him a copy of. The FAA could then revoke that 337 and ground the aircraft till the non-TSOd brakes were removed or an STC was obtained. He had no interest in causing problems and didn't report it but he did warn me to be careful who I showed the 337 to because some FAA guys would report it.

whee wrote:A couple years ago <snip> FAA guys would report it.

I'm not sure he was right. PMA'd stuff carries no TSOA. This reference is interesting ( http://www.aeapilotsguide.com/pdf/03_Ar ... 03TSOA.pdf ) Back to high desert T-cart antics! Sorry about the de-rail.....

EB

I believe that Cub Craftes uses Grove brakes on their Sport Cub, at least on the kits. Of course, it's an S-LSA, not a type certified airplane.
When the FSDO sez an STC, does a "one time STC" count? Darned if I know the difference between a one-time STC & a field approval, but apparently there is one.

hotrod150 wrote: When the FSDO sez an STC, does a "one time STC" count? .

Yes, it is the same thing, but it is o nly valid on your aircraft. A "multiple" STC is required if the STC holder wants to sell copies to others. But a one-shot STC still means that the one-shot airplane is fully and equally type certified with the modification.

Emory Bored wrote: Unfortunately as of June 10, 2011 the FAA has amdended Order 8900.1, the Fight Standards directive aviation safety inspectors use for policy. Per Volume 4, Chapter 9, Section 1. figure 4-68: changes to landing gear and related components.......brake and brake systems, or additions require an STC. .........

So would a one time STC suffice?
Still don't know the difference (if any) between a "one time STC" & a "field approval", other than the name.

About 3 pounds of paper.

This about sums it up.

https://skydrive.live.com/redir?resid=9 ... ERyBUBsu-M