Hello Ryan,
The first T211s were equipped with C90 and O200-Conti-engines, sourced via military surplus for obvious reasons. However the O200 is not a straight fit: the standard Continental oilsump hits the firewall because JT 'forward cab' design, resulting in excellent visibility, also moved the feet of the pilot and passenger more to the front (the firewall has a provision for this). JT designed a new sump, angled it more forward and more oval compared to the standard round one (drawing 1558 and STC SE8WE). It sits very tight to the firewall. This STC-sump developed cracks on the first model after around 800 Hr of flight.
I can't get my hand on the document right now but JT's handwritten note states (I quote from memory):' Due to cracks in the sump to receive 4 welded reinforcement tubes, engine RPM to be restricted at 2500 RPM'. The sumps on N2501A had these reinforcements but pilot handbook states take off at WOT (=2750RPM)
The third sump had just started leaking on N2501A (each one @ 3000 US$ and cracks after 50-80 hours), my options were running out. My aircraft mechanic said ' Sell the plane and let some-one else find out' while I thought 'Torch it.' ... and then I stumbled on the part drawing with the note. Chilling, also 'aha' and not pleased to find this in 2011... I liked even less all the 'specialist advice' covering cause and solution nor the 'some have it and some don't'-response from Indus (where -I guess and fair to them- I was a bit of a PITA while not even a client)
Anyway: the T211 has never been faulted on the airframe-side, there is not an AD since conception, it is safe and forgiving. Yearly maintenance is a breeze: there is absolutely nothing to do on the airframe-side. I quite like 'It is a new airplane' when I pick up the 1991 Thorp T211.
Up to this day -fingers crossed- no one has managed to kill himself with a T211.
This aircraft -which design and engineering solutions I rate higher than Cessna 150/152- has in each of its versions been betrayed by its engine or -better said- by an engine related problem: the cracking sump of the O-200 , the overheating/detonation of Jabiru's, the sheer weight of the WAM-120 diesel.
I find repeated errors strange and certainly in aviation or when several companies fall over them. More so when one considers that the T211 flies happily with the 2500 RPM-restricted O200. Take off @2500 RPM, cruise @ 2350 which implies that the T211 takes off (this at MTOW) with 75 HP. This low power feat is also confirmed as there exists a T211 (N211XH) powered by a C65. I have taken off as test with N1A @2300 (1 pilot, 40 l of fuel)
So JT found out quite soon -mid 1954- the O-200-engine related problem, corrected it and then it seems to be forgotten.
Mid 1990 the T211 (by then named Thorpedo Indus) received a new engine (Jab3300) for cost reasons. I bet JT was yelling from above: Why put in 120 HP if it only needs 75 HP to climb as a home-sick angel? Did you check the cooling properly?
Well, they did not and by 2010 Indus started to wind down. Sales dropping, money pouring out and problems rising, I suppose. Indus has made 28-38 aircrafts which make them the most succesfull T211-builder to date. And now I have bought N667JS (Jab3300) which the owner described as a 'sale-proof aircraft'.
I am not finished yett with the T211.
Greetings from EBGB,
|
