Can a 65 hp BCD12 cruise at 95 mph?

[Guest]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Tachometer is brand new, but was off anywhere from 50-80, but am taking that into account. (It is currently back at Mitchell for repair). I checked it early on with an optical tach.

A/S confirmed with GPS. Apparently if flies straight, just could be tweaked. Stall is around 34 mph indicated.

Hi Marty,

A couple of suggestions;
1) rig your rear strut in accordance with that well known Taylorcraft rigging drawing for setting wash in/out.
2) rig your ailerons so they are UP about 3/8" above the trailing edge. (probably 1/4" to 1/2" works you can experiment) When I say up by 3/8" I mean that the aileron trailing edge center line is 3/8" above the wing trailing edge center line.

Those items were helpful for mine.

Dave

[M Towsley]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Thanks Dave. I had always heard about rigging the ailerons up a bit, I can do that. The rigging on the rear struts will take me a little longer to do. I will have to look that info up, (I've seen it, just have never done it). Again, thank you!

[Guest]

Re: Can a 65 hp BCD12 cruise at 95 mph?

go here => http://www.taylorcraft.org/resources...rcraft Manuals

open the owners manual and find page 22

[M Towsley]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Thanks, David!

[crispy critter]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Marty,
Bring it done to west liberty, it will take me less then a couple of hours to give ya an extra 10-20mph, depending on your prop. As for the ailerons, I usually droop them about a 1/4" or what ever it takes to make them perfectly streamline in flight. Letting them raise in flight will cost you a little bit of climb performance and give you no noticeable speed over them being streamline. A for the struts....if it flies straight now just take your rear struts loose and turn them out exactly the same amount on each side until you get the desired results.

[astjp2]

Re: Can a 65 hp BCD12 cruise at 95 mph?

I know of a tripacer that had the washout removed, on a hot sunday in 1999, the pilot took off heavy and when he went to return to the airport, the airplane rolled inverted and crashed into a tree, if his washout would have been factory it would have only stalled, the 23012 is not known for nice stall characteristics and removing the washout will make it nasty. Just food for thought!

[Pearson]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Hey guys, the washout setting procedure in the manual will only get you in the ball park of where your washout needs to be. If you think you are not too far off, you may be causing more work for yourselves. With the ball centered, if your yoke is within 6 or 8 degrees of level to achieve level flight, I would just tweak the adjusting screws rather than go through the whole process.

[cvavon]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Well just got home from 600 mile cross country going west Friday was getting a small push from a quartering tail wind 2350 rpm at cruse 100 to 103 mph coming home east no wind same 2350 RPM 93 to 95 MPH that is with AK76-4 72/40 sensenich prop but could fire wall and get over 106 mph + at 2600 rpm prop does just what I wanted it to do .Not as fast as Mc74/43 but it will get the plane off the ground much sooner.

[baldeagle27]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Some interesting reading in the Owner's Manual, re rigging--

"ASSEMBLY OF WINGS
The wings are attached to the fuselage through the hinge fittings with the bolts provided.
Hold or block the wing in its approximate position while the wing struts are installed with
the bolts provided. The proper amount of incidence is built into the fuselage fittings and
the dihedral is fixed by the length of the front struts. The rear struts are adjusted at the
factory and must be assembled as tagged. After the plane is out in service, it may change
balance slightly, by developing wing heaviness. To correct this, remove the bolt at the
upper end of the rear wing strut of the opposite of that which is heavy and unscrew the
plug 1/2 turn or more until the balance is corrected. After an airplane has recieved a
major overhaul, it may be advisable to check the complete rigging of the airplane. To
accomplish this, level the plane laterally by attaching a cord from wing tip to wing tip
over the front spar. Place a line level on the center of the string and level the plane by
blocking up the low wheel by a jack or other means. Level the plane longitudinally by
placing a level on the stabilizer close to and parallel to the fuselage. Use a 30" level to
check the incidence at the tip of the wing, (readings to be taken on the first full rib from
the tip). By placing the edge of the level at the forward part of the rear spar along-the rib
mentioned with the level in horizontal position, there will be a gap between the front edge
of the level and the wing of 1-5/16". The plug at the top of the rear strut is used for
adjustment. The tail surfaces are bolted to the fuselage and rigged level and plumb with
the wings with an ordinary level used along the rear tube of the stabilizer and the rear
tube of the fin. The wires to be rigged snug but not too taut. A low bass is satisfactory.
The control cables are provided with turnbuckles for proper adj ustment of the rudder and
elevators.
When rigging the ailerons with the wheel centered, adjust the cables through the zipper in
the back of the cabin so that the trailing edge of the aileron is in line with the trailing
edge of the wing. All cables should be adjusted until they are snug, NOT TIGHT. If the
cables are too tight, there will be too much drag in the aileron control."

So they rigged them with the ailerons even with the trailing edges on the ground, which seems like it would have them reflex up a little in flight.



"TAYLORCRAFT MODEL B & B12
RIGGING INFORMATION
As the airplane is built entirely in jigs, it requires no rerigging to disassemble and
reassemble the wings. There are only two points where any wing adjustment may be made.
The front wing struts being jig built have no adjustment.
To check the rigging of the wings and tail, stretch a cord across the wings at the front
spar and level the ship with a line level placed over the center of the cabin. Stretch a
second cord across the wings at the rear spar and level with a line level. The rear strut
adjustment is used to accomplish this. The bolt at the point of attachment of the wing
strut with the wing fitting must first be removed. A long screwdriver may be used to move
the adjusting nut as required.
In flight testing, if the airplane flies either wing heavy, the rear strut adjustment may be
used to correct this by washing the opposite wing out, or the heavy wing in.
If the airplane flies nose heavy, both wings may be washed in; or if tail heavy, both wings
may be washed out for correction.
The tail is rigged level and perpendicul ar while the ship is level. An ordinary level used
along the rear tube of the stabilizer and rear tube of the fin will accomplish this. The
wires should be rigged snug but not too taut. A low bass tone is satisfactory."

Interesting about washing both wings in or out for longitudinal trim-

Mine has a Sensenich wood 72x42 and cruises about 87mph at 2,200 rpm.



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[Robert Lees]

Re: Can a 65 hp BCD12 cruise at 95 mph?

...

Mine has a Sensenich wood 72x42 and cruises about 87mph at 2,200 rpm.

Andrew, the last sentence in your post is the most interesting because:

1. It's the last one.

2. The preceding ones were too difficult to read (double paragraph spacing helps an awful lot)

3. 2200 rpm on a metal prop (of any make) on 65hp would give 10mph more..might not look pretty, but then if we were all after pretty we could all fly a Pitcairn autogyro.

4. Are you going to be at Brodhead this July?

Rob

[baldeagle27]

Re: Can a 65 hp BCD12 cruise at 95 mph?

Rob, I'm planning on being at Brodhead in a Pietenpol-



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