density charts for bc-12

[marc]

Does any have a density chart on bc-12dTHANKS MARC

[Len Petterson]

Re: density charts for bc-12

Did they have such a thing in 46?

My "chart" says if there is bush or power line in the end of the a short runway and I am sweating, it is No go! My A 65 will be sweating to!
It is amazing what 2000 ft of runway and a cool a brezze can do!
The degrigation of engine power from hot air is on a percent bacis and let say 10% 65 is 6.5 Hp.Gross weight 1200 Lbs
A 200 Hp engine losses 20 HP,Groos weight 1600 lbs, in realety, what aircraft/engine has last the most in power to wheight ratio? 1200 lbs/ 65 = 18.5 lbs/hp 1600/200 = 8 Lbs/hp.
1200/58.5= 20.5Lbs/Hp versa 1600/180 = 8.88 Lbs/hp
Hot and heavy is always a danger IN ANY aircraft and with low power even more so.
Good Pilot Judgement.applies here!

A superior PILOT uses his superior JUDGEMENT so HE does NOT have to use his superior SKILL.

Practice short field work on a long runway and keep track of YOU can do!
It is not only the planes performence, yours to.
A Good Taylorcraft + Good pilot = Unbeatable performence.
Going on 80 hr in 3 years in the Taylorcraft.
Am I their yet? Sometimes, I am learning from every flight. And loving it.
Len

[Forrest Barber]

Re: density charts for bc-12

I have some rule of thumb stuff somewhere , will be looking.
Remember that each 10 degree rise from 59 degrees F adds 600 ft to density altitude, I use 900 ft to be safer. Practice on longer runways, measure stuff, stop watch & altimeter reference. THEN be ready for the engine failure or one cylinder out, have a plan, do it....... with enough altitude.
How about practicing the dreaded 180 after take-off it can be done, kind of like a turn in a blind canyon with rising terrain, have the altitude and try it so you can do it if needed. try engine outs. During my low-level Air Show acts, I can pull the throttle at any point and make it back to earth safely...

[marc]

Re: density charts for bc-12

Hey forrest,what highest airport you been at with your t-cart.thanks Marc

[Len Petterson]

Re: density charts for bc-12

Forrest
What is the best glide speed for the Taylorcraft?
Looks to me to be 55 Mph.
180 turn are killers in most aircraft. I gues the long wing makes a difference. They are very effective in ground effect, I gues what's why I bounce so often, but when we would not want the bungecoords to go hard and stiff now, would we?
I will try some 180's AT ALLTITUDE!
Len.

[Robert Lees]

Best glide speed

[Thread Drift Warning]

I use 65mph as the best glide (meaning minimum drag speed, so best range for height) which by no coincidence is the best rate of climb speed too.

Try the "full nose-up trim nil power" glide speed...it should be about 65mph, which is why the nose-up trim is set to that limit.*

[/Thread Drift Warning]





*
B model with trim tab in elevator:

Check trim tab limits are as per the TC.
Climb to safe height.
Cool engine gradually, and as throttle is reduced, add nose-up trim until throttle is at idle & trim is full nose-up.
Note descent speed (should be about 65mph)
Remove hands & feet from controls and note how aeroplane descends (should be straight if wing rigging is OK).

Gradually increase power & nose-down trim together, until normal flight is resumed.

[barnstmr]

Re: density charts for bc-12

For approach speed, my instructor taught me to use the 1.3Vso method... works for many general aviation airplanes.

approach at 1.3 times the published stall speed, or if none is published, go do some airwork... do some stalls.... note indicated airspeed in the stall. Then practice some slo-flite at 1.3 times the stall speed. This is a good approach speed and you'll find the Tcraft behaves well using this method.

[Forrest Barber]

Re: density charts for bc-12

I teach power off, establish glide with one turn nose up trim out of cruise you still have to hold back a bit then look out at the chord line reference to the horizon, bring her level, pull back a wee bit more to about 3-4 degrees up , feel the slight sink, then look at the airspeed , that is the approach speed used about 500 ft out from the end of runway. The 1.3 is good too!
lets get the stall speed by stalling her, bringing nose up, power off, one degree per second till she breaks note he INDICATED airspeed may not be thesame on all ships, then use 1.3 Vso and get around 55 mph.... aha they will be about the same. When approaching with gusty winds add to that for good control.

I never flew a Tcart! I have a bit of time in Taylorcrafts ( Tcrafts) . The 65 HP of mine has never been on a runway above 4000 down south here somewhere. I flew the tests to 12,800 in the BC12D , 15,000 plus in the F-19 and the F-21 to past 18,000 and still going up 100 ft per minute had to interpolate after that . No transponder that day.

[Len Petterson]

Re: density charts for bc-12

KZU stalls at 42 Ias straigth ahead * 1.3 = 54.6 Mph.
My comfortable approch speed is 60, so I am sticking to it. At 60 I think my trim is all the way back.
For realy short field landings mayby 55.
70 for wheel landings.
I have done some takeoffs over trees and power lines there I been as low as 50 - 55 before I leveled out. WITH ONE EYE ON THE AIRSPEED INDICATOR.
To close for comfort, but one learn to apprichiate the big wing.
Len

[Forrest Barber]

Re: density charts for bc-12

Sounds very sensible to me. There are no old bold pilots. I only come below 58-60 when it very necessary. I did the certification tests on the F-19 to do the 375 ft. over the 50 ft barrier and back in again. I had a real tight butt the whole time. We used every trick possible with the prototype and I really did not agree with that published figure.

[Acroeric]

Re: density charts for bc-12

In some really short strips I frequent I fly an approach at 50 but only when light and in calm air. I have been coming over the trees and putting her into a very hard slip to get down- then straightening out just before touching down. I tried this 100's of times up high before doing it down low. I even stalled using full rudder and opposite aileron and was really suprised when the rudder went dead- the airplane started flying again until the rudder went dead again. In other words- in a hard slip MY AIRPLANE will stall the rudder before the wing. I am finding I can routinely get in very, very short. I marked the strip where I am based to simulate the length I have at my farm. So far I have had no problems staying within the limits of my 900ft farm strip. I am still trying to figure out how to nail it with no float- still a better plane than pilot!

[SCRed]

Re: density charts for bc-12

For what it's worth, I have taken off from Gallup, NM (GUP), elevation 6472' in my 65hp Taylorcraft. It was about 85 degrees that day. I had 18 gallons of fuel on board, myself at 170, my nephiew at 150, which put me at max gross for all intents and purposes. Wind was calm. We used up most of the 7316' runway to get airborne. We did not climb very fast, to be sure, about 50 feet a minute or so at first. But, we did get off the ground safely.

There are caveats about trying that elsewhere, of course. In this case, I have a climb prop, the surrounding terrain was completely flat, and there were no squirrelly winds.

Density charts are fine to consult, but they are no substitute for knowing your airplane. I alwayst trust my guts before I'll trust the chart. If there is any doubt about whether or not it (regardless of what it is) will work, I always take that to mean I shouldn't try it.