Developed from the Taylorcraft Model A, the side-by-side two-place, single-engine, Model B was constructed in large numbers during the late 1930s and early 1940s and was available for delivery from the factory as a land plane and a floatplane. Like many light aircraft of its day, the fuselage is constructed of welded steel tubing and covered with doped aircraft fabric. The wings are braced using steel-tube struts.

Taylorcraft BC-12 / Plus D Article

The Model B was mainly bought by private pilot owners. Large numbers were flown in the United States, and many were sold to owners in Canada and several overseas countries, including those in Europe.

The BF (ATC 699) of 1938 sold for $1,549 and had an optional fully-cowled 65hp Franklin 4AC giving a slight increase in performance. The BF-12-65 added an elevator trim tab.

The Model B production was restored post-WW2 as the BC-12. Almost 4500 were built before replaced by the Model 19.

Many were still active in 2015.

The wing’s airfoil, rather than being the flat bottom Clark “Y” or USA 35 everyone else was using, was a semi-symmetrical 23000 series known for low drag and less gentle stall characteristics. For a wing that long to be that fast, it had to have a low-drag airfoil.

The pre-war airplanes used 1025 steel tube or a combination of 1025 and 4130. Postwar airplanes are all 4130.
The wings use pressed-aluminium ribs over wooden spars. Most Taylorcrafts use Shinn brakes which are mechanical shoe types with the lining on the drums, not the shoes.

In 1939 and 1940, Taylorcraft built the BL-50 (with optional 65hp A-65), BC-65 and the BF-60. All three models were the same airframe with a Continental, Lycoming, or Franklin engine. The number in the model designation indicated the engine horsepower. The 1938 BL was ATC 700 and sold for $1,549-1,595.

The BC (ATC 696) sold for $1,495-1,565. Seating was side-by-side. A total of 2,401 of the B models were produced of which a large number went to Army and the USAAF as L-2, O-57, and TG-6 glider. One went to Great Britain for evaluation of production. 132 were built under license by Taylorcraft Aeroplanes Ltd in 1939-41 as C (with O-145) and Plus-D (90hp Cirrus Minor). The first military use of a personal lightplane was 18 civil models impressed into RAF as C/2.

A total of 4314 of the 1941 BL-12 Deluxe model with the 65hp Lycoming O-145 engine were sold, including export deliveries. The BLS-50 was powered with a 60hp 4AC-17 engine.

In England, from 1953 to 1968, Taylorcraft Ltd produced 798 B models as civil Auster Autocrat and military Auster VI, plus 1,150 other models, until the end of production in 1968.

Postwar versions were reintroduced in 1946 as BC-12-D Standard and Deluxe Traveller (ATC 696) with 65-85hp Continentals. Last production version, as F-22 by Taylorcraft-Ruckle of Lock Haven PA, had a list price of $34,110 in 1991.

As World War II broke out, all production of civilian airplanes ceased at the Taylorcraft Corporation. Taylorcraft submitted a tandem seat design for the U.S. Army Air Corps evaluation and the airplane was accepted and designated the L-2 liaison aircraft. Some 1800 were produced throughout the war.

The BC-12D retained the popular Continental A-65-8A engine. It had side-by-side seating and an enclosed engine cowling.

Taylorcraft production includes 100 prewar Model As, 1800 military L-2s, more than 2800 post-war BC-12Ds, and more than 120 F-19 Sportsmans.

Duane Cole’s Taylorcraft, a BF-50, was built in 1938, the same year Cole earned his Private Pilot license. In 1950, it was acquired by John Vasey, a well-known aerobatic pilot and air show performer. Vasey shortened (“clipped”) the wingspan from 36 feet to 28 feet, 10 inches, and strengthened the wings. That gave the airplane more speed and a faster roll rate. Vasey also moved the pilot’s seat and control seat to the center of the cabin, making the two-seat BF-50 into a single-seat airplane, and shifting the airplane’s center of gravity. Finally, he replaced the original Franklin 50-horsepower engine with an 85 hp fuel-injected engine. His modifications turned the docile BF-50 into a powerful and agile aerobatic performer.

Duane Cole bought N21292 from Vasey in 1952. Thus began one of the longest running aerobatic “partnerships” in history. Duane Cole and his signature red and cream Taylorcraft entertained millions of air show spectators in 47 states and five foreign countries. Cole installed a new 150-horsepower engine on the plane, but otherwise left the basic structure and Vasey’s modifications unchanged. He had little use for radios or instrument flying, and flew all over the US using pilotage and dead reckoning skills.

In 1962 and 1964, Cole flew the Taylorcraft to win the US National Aerobatic Championship and was named in 1962 to the US aerobatic team to compete for the international title in Budapest, Hungary.

Gallery

Variants:

BC / BC-50
1938 – Based on the Model A with a 50 hp Continental A-50-1 engine and modified wing construction, also known as the BC-50
Wingspan: 36’0″
Length: 22’0″
Useful load: 468 lb
Max speed: 97 mph
Cruise speed: 88 mph
Stall: 35 mph
Range: 275 mi
Seats: 2

BCS
1939 – Seaplane variant of the BC

BC-65
1939 – Model BC with a 65 hp Continental A-65-1 engine
Wingspan: 36’0″
Length: 22’0″
Useful load: 510
Max speed: 105 mph
Cruise speed: 95 mph
Stall: 38 mph
Range: 250 mi
Seats: 2

BCS-65
1939 – Seaplane variant of the BC-65.

BC-12-65 / L-2H
1941 – As BC-65 except for minor structural changes and added elevator trim tab and a Continental A-65-7 engine.

BCS-12-65
1941 – Seaplane variant of the BC-12-65

BC-12 Deluxe
1941
Engine: 65hp Continental A-65
Wingspan: 36’0″
Length: 22’0″
Useful load: 470 lb
Max speed: 105 mph
Cruise speed: 95 mph
Stall: 35 mph
Range: 375 mi

BC-12D Twosome
1945 – Postwar production version of the BC-12-65 with a Continental A-65-8 engine with alternate tail surface, alternate one piece window and other minor changes.

BCS-12D
1946 – Seaplane variant of the BC-12D

BC-12D1
1946 – As the BC-12-D with left hand door, parking brake and right-hand wing tank removed

BCS-12-D1
1946 – Seaplane variant of the BC-12D1

BC-12D-85 Sportsman
1948 – A BC-12D fitted with a 85 hp Continental C85-8F engine and increased power and gross weight.

BCS-12D-85
1948 – Seaplane variant of the BC-12D1.

BC-12D-4-85
1949 – A BC-12D-85 fitted with an extra rear side window and a Continental C85-12F engine.

BCS-12D-4-85
1949 – Seaplane variant of the BC-12D-4-85.

BF / L-2G
1938 – Franklin 4AC-150 engine
Wingspan: 36’0″
Length: 22’0″
Useful load: 512 lb
Max speed: 103 mph
Cruise speed: 93 mph
Stall: 38 mph
Range: 255 mi
Seats: 2

BFS
1939 – Seaplane variant of the BF.

BF-12 Deluxe
1941 (ATC 699)
Engine: 65hp Franklin 4AC

BF-50
Engine: 60hp Franklin 4AC-171.

BF-60
1939 – As BF with a 60 hp Franklin 4AC-171 engine.

BFS-60
1939 – Seaplane variant of the BF-60.

BF-65
1941 – A BF with a 65 hp Franklin 4AC-176-B2 engine, also known as the BF-12-65 (L-2K).

BFS-65
1941 – Seaplane variant of the BF-65

BL
1938 – with a 50 hp Lycoming O-145-A1 engine, also known as the BL-50

BL
1938
Engine: Lycoming O-145, 50hp or 65hp
Wingspan: 36’0″
Length: 22’0″
Useful load: 510 lb
Max speed: 102 mph
Cruise speed: 95 mph
Stall: 38 mph
Seats: 2

BL-12 Deluxe
1941
Engine: 65hp Lycoming O-145

BLS-50
Engine: 60hp 4AC-17

BLS
1939 – Seaplane variant of the BL.

BL-65 / L-2F
1939 – A BL with a 65 hp Lycoming O-145-B1 engine.

BLS-65
1939 – Seaplane variant of the BL-65.

BL-12-65/ L-2J
1941 – A BL-65 with a Lycoming O-145-B1 engine and minor structural changes and added elevator trim.

BLS-12-65
1941 – Seaplane variant of the BL-12-65.

Specifications:

Engine: Continental C-90, 90 hp
Seats: 2

BCS-12-65
Engine: Continental A-65-1, 65 hp
Engine Limits: For all operations, 2300 rpm
Propeller Diameter: not over 79 in., not under 70 in.
Wing span: 36′
Length: 22′
Height: 6′ 10″
Weight empty: 700 lbs.
Useful Load: 518 lbs.
Baggage: 30 lbs.
Fuel: 9 USGal.
Fuel: 73 min. grade aviation gasoline

BC-12-65
Engine: Continental A-65-1, 65 hp
Engine Limits: For all operations, 2300 rpm
Propeller Diameter: not over 83 in., not under 70 in
Wing span: 36′
Length: 22′
Height: 6′ 10″
Weight empty: 700 lbs.
Useful Load: 518 lbs.
Baggage: 30 lbs.
Level flight or climb limit: 105 mph (91 knots)
Glide or dive limit: 131 mph (114 knots)
Fuel: 9 USGal.
Fuel: 73 min. grade aviation gasoline

BL
1938
Engine: Lycoming O-145, 50hp or 65hp
Wingspan: 36’0″
Length: 22’0″
Useful load: 510 lb
Max speed: 102 mph
Cruise speed: 95 mph
Stall: 38 mph
Seats: 2

BL-12 Deluxe
1941
Engine: 65hp Lycoming O-145

BLS-50
Engine: 60hp 4AC-17

Taylorcraft / Cole BF-50
Engine: Lycoming O-320 A2A, 150 hp
Wing Span: 28 ft. 10 in. (originally 36 ft. 0 in.)
Length: 22 ft
Height: 6 ft. 7 in
Empty Weight: 846 lb
Gross Weight: 1178 lb
Seats: 1

The Taylorcraft 20 Ranch Wagon, later dubbed the Zephyr 400, covered with Fiberglas that was intended to be the best seller. The use of Fiberglas shells over the steel fuselage was considered a technological breakthrough, and Taylorcraft dubbed it “The bulletproof vest with wings.” In all, there was nearly 40 Model 20s made.

Each one was made on demand, and therefore, each was slightly different. Some of those differences would appear around the windows or doors or other nonstructural areas, former Taylorcraft engineer Jack Gilberti said. A fourth door was optional with the 15A and 20.

The model 20 was based on the 15A, but was different in three ways: It had a 225-horsepower Continental O-470 engine and the maximum gross weight jumped from 2,200 pounds to 2,750 pounds. It also had Fiberglas wing skins, gas tanks, and seats, and was among the first airplanes ever to make such extensive use of Fiberglas.

They needed something to stimulate sales, Gilberti said, and thought up the Fiberglas idea. He said it was the first use of Fiberglas covering on an aircraft. The company sought help from a man across town who made Fiberglas boats. Workers took the bare steel-tube frame, wrapped it with chicken wire, and slathered it with plaster of paris to make a mold for the Fiberglas. The aircraft was then touted in Taylorcraft ads in 1956 as the “new Fiberglas Taylorcraft, the most advanced design for safer flying.” During demonstrations journalists were invited to hit the airplane with a hammer to demonstrate the aircraft’s toughness, and it was no lie. Photos of two Model 20s that crashed in wooded areas show the fuselage intact; the passengers were unharmed. “It was a tank,” Gilberti said.

The model 20 repowered Ag Topper built at Collinsville around 1951 were specialised versions of the model 15 as crop sprayers. TC 3A3 was issued on 12 May 1955 for 208hp Continental O-470-A and 225hp O-470-J engines.

Gallery

20 Topper
TC 3A3
Engine: Continental O-470-J, 225hp
Wingspan: 34’8″
Length: 24’4″
Max speed: 115 mph
Cruise speed: 110 mph
Stall: 46 mph
Range: 325 mi
Ceiling: 15,000′

20 Topper
TC 3A3
Engine: Continental O-470-A 208hp
Wingspan: 34’8″
Length: 24’4″

Zephyr 400
c.1990
Engine: Continental O-470J, 225hp
Wingspan: 34’8″
Length: 24’4″
Max speed: 160 mph
Cruise speed: 150 mph
Stall: 60 mph
Range: 675
Seats: 4
Price: approx $70,000

One Taylorcraft BC-12D, N6678N, was modified in 1950 for an unsuccessful military evaluation. It featured a flapped and slotted wing, and greenhouse cabin.

Engine: Lycoming O-290, 130hp
Wingspan: 36’0″
Length: 21’9″
Useful load: 620 lb
Max speed: 110 mph
Cruise speed: 100 mph
Stall: 38 mph
Seats: 4

In the late 1940s and the early 1950s the people at Taylorcraft wanted to better cash in on the coming boom in general aviation. The boom never happened, but its promise generated a Taylorcraft big enough for the whole family.

The idea of a four-place aircraft began in 1945 as the war ended. A prototype was built at that time, but it never got out of the development stage. According to the book, The Taylorcraft Story by Chet Peek, the prototype began as a tube-and-fabric aircraft at the Taylorcraft plant in Alliance, Ohio, and was dubbed the Tourist. development stopped with the bankruptcy of the company.

When the Taylorcraft company was bought by Ben Mauro and moved to Conway, Pennsylvania, the model went with him but wasn’t developed further until 1949. Prototype NX36320] had a 125hp Franklin and the Model 15A, which retained the Tourist moniker, was intended to have a 125-horsepower Franklin engine. First flying on 1 December 1944, concerns that Franklin might go out of business caused a switch to 145-horsepower Continental C-145 engine.

The 15A features three large doors – a fourth was optional – slotted wing tips to improve aileron effectiveness at slow airspeeds, and the same door handles used for Nash automobiles.

It has a wing with wooden spars and stamped-aluminum ribs. C.G. Taylor, the founder and former owner, was working with Mauro as a vice president when he was asked to take weight out of the airplane; he took 150 pounds out but he never touched the wings. For stress testing during the wing’s design, it was hung from the roof of the factory and loaded with increasing weight over the course of an afternoon. Mauro got bored waiting for it to break and went back to his office. Finally the workers heard a crack and thought the wing had failed, but it hadn’t: The roof beam of the factory had cracked from the weight of the still-intact and heavily loaded wing.

Preflight includes draining two tank sumps and the gascolator. The tanks are covered by fabric. Features include side window panels that slide up and down and an overhead trim control. The preflight also includes the gas caps. Because they use forward-facing vent tubes, care must be taken not to install them backward, which can result in siphoning out gas in flight.

The interior is tight enough that you must fly with someone you like, but it is not uncomfortable. Steel tubes of the airframe limit foot space. Original avionics included Narco tube radios (an outside vent channeled air to cool the tubes).

Takeoff requires a 10-degree flap setting using a mechanical lever on the floor. (Takeoff with two people aboard took less than the advertised 500 feet). True airspeed measured at typical cruise power setting of 2,350 rpm was 85 knots (98 mph. Stalls with power on dropped the right wing.

Production began in 1947 at Conway, and later (c.1950) Collinsville. ATC 3A3 was first issued on April 3, 1951 for the 15-A with Franklin 6A4-150-B31 or 145hp Continental C-145-2 engines. Selling for $4,500 a total of 31 were built.

The original four-place 1953 demonstrator Taylorcraft 15A, N6653N, first went to a flight school in Texas where it was used for rides. Then it went to Alaska where in the 1950s and 1960s a church flew supplies to remote settlements until a shortage of parts led to dereliction. The aircraft sat in the weeds at Fairbanks International Airport in the 1970s until it left Alaska on a truck with the promise of restoration in Florida.

The restoration never happened, but two pilots in Alliance stepped in, restored it, then sold it to finance their North American T-6 restoration. Roe bought it in 1992 for $24,000 and brought it to Culpeper, Virginia. By 2010 it was owned by Robert Peterson of Mahaffey, Pennsylvania. It features a Lear Omnimatic navigation radio developed by Bill Lear, father of the Learjet.

Roe said. “I can use short fields – it probably made a heck of a bush plane in Alaska. If only it were a little faster.” He flight-plans for 105 mph and burns 8.5 gallons per hour; usable fuel totals 40 gallons. Roe uses 80 mph in the pattern, 70 on final, 60 over the numbers, and finds that touchdown occurs at 45 to 50 mph. The only modification he made was to add Fiberglas wing tips.

The Taylorcraft 16 of 1946 was an all-metal model 15 of which only one was built.

Taylorcraft 15-A Foursome
Engine: Franklin 6A4-150-B31, 150hp
Wingspan: 36’3″
Length: 24’0″
Useful load: 925 lb
Max speed: 125 mph
Cruise speed: 112 mph
Stall: 38 mph
Range: 450 mi
Seats: 4
TC 3A3 / ATC 775

Taylorcraft 15-A Tourist
Engine: Continental C-145-2, 145hp
Wingspan: 36’3″
Length: 24’0″
Seats: 4
TC 3A3 / ATC 775

The 1959 Model 500 that was tested briefly before being canceled.

Mike Rodina of Hampshire, Illinois, has the only Taylorcraft 500 on the registry. Basically a Model 20, it had a fifth seat mounted at an angle in the cargo compartment. The rear seats tilted forward to allow access, but after brief experimentation the idea was dropped. The 500 was also to have a nosewheel and disk brakes. It got the brakes, but the nosewheel modification was never attempted.