GENERAL DESCRIPTION
The Taylorcraft Model B or B12, is a high wing strut braced, two place cabin monoplane and is available as a land plane or a seaplane. The Model B or B 12 is obtainable with the following 65 horsepower engine installations:
Lycoming 0- 145-B
Franklin 4AC-176-B2
Continental A-65-8
SPECIFICATIONS - General (All Models )
Wing Span - 36ft.
Height (Tail Down) - 78 in.
Wing Chord - 63 in
Length Overall - 21 R. 9in
Dihedral - 1 Degree
Wheels - Shinn
Tires - 6.00 x 6 2-ply
Tail Wheel - 6 x 2.00
FUSELAGE
The fuselage is composed entirely of steel tubing welded into a unit structure. All members are of S.A.E. No. 1025 or No. 4130 steel. All members are jig cut and in case of replacement they can be furnished ready for welding into the fuselage.
All fuselage tubes are given a protective coating primer.
Saltwater seaplane fuselages require extra fittings and special corrosion protection. Fresh water fuselages have no special corrosion protection. Care should be taken to give replacements for seaplanes the same corrosion protection as the original material. All saltwater seaplane fuselage tubes are sandblasted, primed, coated with enamel and oiled on the inside. Information concerning the size and material on any member can be obtained from the Service Department.
WINGS
The wings are a built up structure having two solid spruce spars braced with steel tubular drag struts and steel tie rods. The ribs are built up of riveted aluminum sections and nailed to the spars. The leading edge is formed of sheet aluminum fastened to the ribs by self-tapping metal screws. The wings are covered with medium airplane fabric which is sewed to the ribs with 6U commercial gray waxed linen, right twist, rib cord, reinforced by means of 3/8" herringbone tape and covered with 1-l/2" pinked edge wing tape. Seven or more coats of high grade airplane nitrate dope provides the cloth with tautness and finish.
AILERONS
The ailerons are also a built up structure with a spruce spar and with stamped aluminum ribs. Aluminum leading edge is fastened to the ribs by means of self-tapping metal screws and nailed to the spar. They are fabric covered and doped. The ailerons are attached to the wing through steel hinge brackets which are bolted to the rear spar in the wing. The center hinge bracket carries a horn from which a tubular drag link transmits the motion to the ailerons.
TAIL SURFACES
The tail surfaces are built up with steel tubing frame work and formed steel ribs. The two stabilizers and the fin are bolted to the fuselage and wire braced. The two elevators are bolted at the horn so that they act as a single unit. The fuselage, Fin and stabilizers are equipped with replaceable bronze bushings which should be oiled frequently.
LANDING GEAR
The landing gear is built of tubing, forming two separate units and are individually hinged to the fuselage. Each has replaceable bronze bearings, which should be oiled frequently.
No part of the landing gear is heat treated. The shock absorbers for each side consist of two 9/16" shock cords. There is a rubber bumper installed on the shock truss in the fuselage which separates the landing gear and the fuselage structure at the point where the shock cord is attached. A stop cable is also provided at this point to prevent the shock cord from being stretched beyond it's elastic limit. Roller bearings are installed in the wheels. The brakes are cable controlled and of the internal expanding type with the lining on the drums.
Standard planes without brakes are equipped with a spring leaf tail skid. When brakes are installed, a special spring with a full swivel tail wheel is used in place of the spring and skid. A steerable tail wheel is also available.
CONTROLS
The control system has dual wheels attached to an H column to control the elevators and ailerons. The control wheel shafts slide through composition bearings and are connected to the control column by a universal joint. These wheels may be removed by removing the bolt connecting the shaft to the universal joint. Always remove the rear hub of the universal joint when removing dual controls. The right set of rudder pedals may be removed by removing one bolt from each pedal.
Flexible steel cables are used throughout the control system to transmit motion. All pulleys are mounted on graphite bronze bushings. The trim tab control on the Model B is below the left seat and is to compensate for slight nose or tail heaviness. To correct for nose heaviness, the handle is raised, and to correct for tail heaviness, the handle is lowered. The trim tab control on the Model B12 is located on the ceiling, and is turned clockwise to correct for nose heaviness, and counter-clockwise to correct for tail heaviness.
ENGINE CONTROLS
The engine controls consist of a magneto ignition switch, throttle, a carburetor heater, gas shut-off, and an optional primer. There is an altitude adjustment on the Continental carburetor equipped engines, and available on the Lycoming and Franklin at extra cost. Operation instructions for the controls are shown on the instrument panel or control knobs. The throttle is located at the lower center of the instrument panel and is of the push-pull type. The throttle is pushed forward to open. To apply carburetor heat, pull the knob full aft.
FUEL SYSTEM
The fuel system consists of a twelve gallon terneplate gas tank located in the front of the fuselage just forward of the instrument panel. Fuel quantity is indicated by a wire gauge mounted to a float and incorporated in the fuel filler cap and is located just ahead of the windscreen. A fuel shut-off control valve is located on the instrument subpanel, and is pulled out fully to shut-off fuel to the engine.
Fuel is gravity fed to the carburetor. A small copper screen is placed in the outlet of the tank. Flexible hose connections are used between the tank, gascoalator and the carburetor. An optional small line is attached to the gascoalator inlet to deliver fuel through the optional primer to the cylinders for starting.
An optional six gallon tank may be installed in the right wing as well as the left wing. The valve for the wing tank may be located above the corresponding door or just below the instrument panel on the respective side.
The wing tank will supply extra fuel to the main fuel tank by gravity. Fuel transfer should only take place only when the main tank is half empty.
A six gallon auxiliary tank is also available and can be mounted behind the seat as extra equipment.
ENGINES
The engines are wet sump motors, having an oil capacity in their crankcase for one gallon of oil
STARTING
Before the start of any flight, a complete check of the aircraft should be made to determine to determine airworthiness of the aircraft. A check should be made of the quantity and quality of the fuel. A drain valve is provided on the gascoalator to check for accumulation of water in the fuel. Also, it is recommended that the oil quantity be checked and replenished as necessary.
When starting, always have a competent person at the controls. If this is not possible, it is advised to block the wheels or tie the tail down.
Be sure the fuel valve is on, and with the magneto switch in THE OFF POSITION, give the primer one or two full strokes (if installed), then pull the propeller through four or five blades. Place the magneto switch in the ON position, open the throttle a little bit (1/4" or less), and briskly pull the prop through. If the engine fails to start, repeat the operation. If the engine loads up, place the magneto switch in the OFF position, open the throttle wide and turn the prop backwards several blades to clear the engine. Then proceed to start as described above.
ELECTRICAL SYSTEM
All models of Taylorcraft after serial No. 2529 are wired for lights, and on those that are not equipped with navigation lights, the wires are strung through the wing and taped to the wing bow at the extreme tip. The wires on the fin are taped to the top edge just ahead of the trailing edge.
The battery is placed on the floor immediately ahead of the seat, slightly to the left of the center of the ship and is grounded to the fuselage framework under the seat. The system is fused in the positive lead where it comes out of the battery box and the fuse should always be replaced by a fuse of the same capacity as the original installation.
If the ship is equipped with a battery, care must be exercised in charging, as small aircraft batteries should not be charged over 2-1/2 amperes in excess of any outside draw such as lights or radio for more than a fifteen minute period.
If the ship is equipped with a generator, charging rate should be held down, either by a brake or an adjustable regulator. If the battery is charged outside, charging should never exceed 2-1/2 amperes.
If the charging rate is excessive or if one cell is broken down, the battery will boil, causing acid to leave the battery and perhaps come in contact with parts of the ship which may result in a failure. If the battery is charged out of the airplane, there is not the danger of damage to the airplane, but the battery is likely to be injured if the charging rate is excessive.
PARACHUTES
Provisions for parachutes have been made. By removing the four bolts (the nuts are riveted in place) on the front edge of the seat and making one-half turn of the leading edge frame and replacing the bolts, the seat is lowered ample to accommodate parachutes.
GROUND HANDLING
1. Head the airplane into the prevailing wind and set the controls by securing the wheel all the way back with the safety belt. Rudder controls do not normally require locking as the rudder is held in place by the tail wheel springs. However, for long term storage outside or where it is suspected the wind could change and blow from the tail, a clamp can be used to secure the rudder. Two pieces of wood, felt covered with a screw and a wing nut should do the job very well. This assembly is fastened at the bottom of the rudder, the screw going between the vertical stabilizer and rudder.
2. If high winds are anticipated or airplane is to be parked unattended, it is recommended that the airplane be moored. To moor the airplane, attach ropes to the tail wheel leaf springs and to the mooring rings (optional equipment) near each wing strut end. Stake ropes to the ground leaving enough slack to allow for shrinkage of ropes due to moisture or rain. If your airplane is not equipped with mooring rings, tie the mooring ropes to the outer end of the front lift strut. If mooring stakes are not available and new ones are being driven, do not drive straight into the ground directly under the tie down point, but drive diagonally into the ground several feet away from the tie down point so as to fix a 90 degree angle between the rope and the stake when tied.
TIRES
For maximum tire service life, tire pressure should be maintained at 20 PSI. Tires that have cord showing, or display deterioration such as weather checking or cracking should be replaced.