Calling all Taylorcraft L-2 experts.......

Speeddemon651 · **Joined:** Tue Jan 25, 2011 2:03 pm **Posts:** 235

Does anyone know what the start and end Taylorcraft L-2M serial numbers were ?

I'm specifically trying to find out when the greenhouse/observation rear windows were utilized serial number wise for the L-2M's. If not what year did it start (I'm thinking 1943) and end ?
(I know some people had modified earlier models adding them)

Did Taylorcraft produce the L-2m and T6 glider at the same time ? I'm interested in buying a L-2M but want to make sure it's not originally a T-6 that was converted to a L-2.
(Seems to be a few out there and a lot of L-2's don't have good documentation if any...)

I've noticed registration wise, a lot of Taylorcraft L-2's are registered model wise as either a DCO-65 or L-2 and have their serial numbers listed with an (O-****) or (L-****) or just 4 digits (****).
Other than the obvious, people dropping the letter over the years as planes changed hands, data plates being lost etc, is there any story behind some aircraft being listed as on O=observation, L=liaison or just a plane 4 serial number ?

Any L-2M's still utilizing wing spoilers ?

Thanks in advance for your help.

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Did you try Joe's site?

http://cgibin.rcn.com/jeremy.k/cgi-bin/ ... ntent=L-2A

http://cgibin.rcn.com/jeremy.k/cgi-bin/ ... ntent=L-2B

http://cgibin.rcn.com/jeremy.k/cgi-bin/ ... ntent=L-2M

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Speeddemon651 wrote:

Does anyone know what the start and end Taylorcraft L-2M serial numbers were ?

I'm specifically trying to find out when the greenhouse/observation rear windows were utilized serial number wise for the L-2M's. If not what year did it start (I'm thinking 1943) and end ?
(I know some people had modified earlier models adding them)

Did Taylorcraft produce the L-2m and T6 glider at the same time ? I'm interested in buying a L-2M but want to make sure it's not originally a T-6 that was converted to a L-2.
(Seems to be a few out there and a lot of L-2's don't have good documentation if any...)

I've noticed registration wise, a lot of Taylorcraft L-2's are registered model wise as either a DCO-65 or L-2 and have their serial numbers listed with an (O-****) or (L-****) or just 4 digits (****).
Other than the obvious, people dropping the letter over the years as planes changed hands, data plates being lost etc, is there any story behind some aircraft being listed as on O=observation, L=liaison or just a plane 4 serial number ?

Any L-2M's still utilizing wing spoilers ?
Thanks in advance for your help.

I can help you a little concerning the L-2 but I am no expert. I owned a L-2A years ago. All of the Liaison series aircraft started out with the "O" designation that became "L" for Liaison in 1942.

I have some early documents on the L-2 I gathered while looking for stuff on my O-58A and will post for you in this thread.

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Glider School

Speeddemon651 · **Joined:** Tue Jan 25, 2011 2:03 pm **Posts:** 235

Thanks for the great reply,

I wonder why accident rates were higher in the L-2's and L-3's, which called for them to be replaced by the piper L-4's ? I was always under the impression flying a L-2 vs L-4 are very very comparable ?

The previous designs for the cub (L-4) was all Taylor (of later Taylorcraft) and side by side comparison of the L-2 vs L-4, they look almost identical.

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Speeddemon651 wrote:

Thanks for the great reply,

I wonder why accident rates were higher in the L-2's and L-3's, which called for them to be replaced by the piper L-4's ? I was always under the impression flying a L-2 vs L-4 are very very comparable ?

The previous designs for the cub (L-4) was all Taylor (of later Taylorcraft) and side by side comparison of the L-2 vs L-4, they look almost identical.

The L-2 has a semi symmetrical airfoil that is faster than either the L-3 or L-4 but is no good for short field work and it does not "telegraph" an impending stall as well as the L-3 and L-4. In addition it will spin more readily that either the L-3 or L-4.

The majority of the L-2 accidents happened while turning from base to final at minimum airspeed. A stall in a L-2 at minimum speed with any rudder or aileron deflection will result in a pretty quick and very nice spin. I loved that about my L-2A it spun better than any of my other L-Birds. You just cannot slow it down like you can an L-4 in order to get in to a short field. The spoilers on the L-2M did help a little as the aircraft could be flown faster up till short final then deployed to sink fast in to the short field. However the spoilers did not help the dismal take off and climb performance due to the weight and wing.

The L-2 best rate of climb comes 10 mph higher than a L-4 which means you are eating up available runway to an obstacle at a much greater rate than an L-4. L-2 aircraft are scarce as not many were ordered and a large number were destroyed in accidents.

One final note, the wings are all wood including the ailerons and when I parked mine at air shows if it rained and the wood ailerons absorbed a lot of moisture they would bind until dried out.

I did like the faster cruise 8 to 10 mph than the L-4 and the roomy cockpit.

The L-3 had a low accident rate but was too heavy compared to the L-4. The only Aeronca that compared in performance to the L-4 was the O-58A it is 50 to 75 lbs lighter than the later L-3B.

You just cannot beat a Cub for shortfield work, the L-2 and L-3 would not even come close.
https://plus.google.com/photos/10337410 ... 0615753051

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

One final note, most of the L-2s that were assigned to glider training schools had the lightweight glider radio installed along with a fixed wire antenna. The majority of Ft. Sill aircraft were also equipped with these radios and not the heavier RCA series that required power supply and generator.

Speeddemon651 · **Joined:** Tue Jan 25, 2011 2:03 pm **Posts:** 235

Thanks again for the great response! I would love an L-4 but the price of an airworthy example (even a rough one needing fabric) is easily twice as much if not more than an L-2.

I've looked into them but you really need to know your stuff when looking for one because their are quite a few J-3's made into L-4's and visa-verse. I like the L-2's with the observation rear window because you just don't see them much and they really are in a lot of cases "the poor mans Warbird".

Speeddemon651 · **Joined:** Tue Jan 25, 2011 2:03 pm **Posts:** 235

L-4Pilot,

Why did you specifically give up your L-2 and buy a L-4, ? Just Curious, I've considered trying to find a L-4 but I haven't been able to find one cheaper than a L-2.

Did L-4's have Metal wing ribs , Aileron ribs?

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Speeddemon651 wrote:

L-4Pilot,

Why did you specifically give up your L-2 and buy a L-4, ? Just Curious, I've considered trying to find a L-4 but I haven't been able to find one cheaper than a L-2.

Did L-4's have Metal wing ribs , Aileron ribs?

I love Liaison aircraft and have owned/restored, Three L-19s, three L-4s (two L-4Bs and one L-4E) and am currently restoring a Army T-41B. I have the sole surviving O-58A that was built in 1941 but have it for sale as I have no time to complete it.

Documentation, pedigree and history are very important with these small L Birds because there are so many built up out of parts, civilian bits and pieces and substituted paperwork. Pedigree can mean the difference between a $65,000 L-4 and a $35,000 L-4.

The L-2 is a very good airplane but is different than the L-3 and L-4. There are even significant differences between the early O-58A and the later L-3B and L-3C.

All of the prewar Liaison (O-57, O-58A and O-59) aircraft that flew in the Louisiana and Carolina Maneuvers are all gone now with the exception of a YO-58 owned by Gene Oshrine and the sole surviving O-58A that I own. There are no surviving O-57 or O-59 aircraft left.

Here are links to the O-58A and the T-41B. I will make you a deal you cannot refuse on the O-58A.

http://s1141.photobucket.com/user/L-4Pi ... t=3&page=3

http://s1141.photobucket.com/user/L-4Pi ... t=3&page=1

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Chris Brame · **Posted:** Wed Sep 03, 2014 5:39 am

Hi L-4Pilot! Since you seem to be the expert here, any chance you might be able to ID this neat little L-3 I shot at Oshkosh in '77?

Wish I'd taken more closeups.

L-4Pilot · **Joined:** Tue Jan 18, 2011 10:35 pm **Posts:** 616

Chris Brame wrote:

Hi L-4Pilot! Since you seem to be the expert here, any chance you might be able to ID this neat little L-3 I shot at Oshkosh in '77?

Wish I'd taken more closeups.

Not possible to make a positive ID from that photo but it is has a balanced rudder from either a TAC or L-3 series aircraft but can't tell if it has aileron cables or bellcranks/pushrods. Cowling and exhaust are not standard and you cannot see if has the antenna configuration of a B or C. The C had a welded tab on the fin for a fixed wire antenna while the B used the reel antenna set up. The very early L-3B had a curved rear window but later B and C aircraft had the angle and look the same from a distance. The later model B and C aircraft had all wood wings and a wood instrument panel.

Speeddemon651 · **Joined:** Tue Jan 25, 2011 2:03 pm **Posts:** 235

As a side question unrelated to L-2's, does anyone what what the L-4J serial numbers started and stopped with ?

Cubs2jets · **Joined:** Mon Jan 18, 2010 9:12 am **Posts:** 310

L-4J's S/N 12341 (44-80045) to S/N 14033 (45-55267)

S/N 13982 to 13989, 14024, 14027, 14029, 14031, 14032 and 14034 to 14091 were cancelled and completed post war as J3C-65 Cubs.

C2j

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