> I finally got a great day to fly and nothing I had to fix.  OAT -
    30F,
     > Wind - 0. Only hindrances were the snow drifts on the
    taxiways.  I had
     > to dig my way out twice when I got a little too far off the path
     > scraped clear by the city.
     >
     > I checked the Hobbs as I lifted off, 9.5.  After flying around for a
     > while getting a feel for the plane at different power settings and
     > doing some turns I noticed the Hobbs was 9.9.  Flew some more and the
     > Hobbs was 9.9.  Huh! it must have just clicked over last time I
     > looked.  Checked my watch and five minutes later the Hobbs was 9.9.
     > Well crap, how long have I been flying?  I transferred some fuel
    to the
     > main tank just to be sure I had plenty. (The fuel gauges work but
    are so
     > non-linear I haven't learned what any particular reading really
    means.)
     >
     > Uneventful landing and I was sort of expecting it to be OK, i.e. I
     > wasn't as nervous as I was for the last two.  Now I've got
    something to
     > fix.  I got a good time for TO from the video camera and it turns out
     > the flight was exactly 1 hour.
     >
     > I'm still seeing around 7500 rpm at TO, 100 mph and 1000 fpm climb.
     > Today I flew enough to find that I can run around 6500 to 6800
    rpm and
     > keep the temps below 210 with IAS of 130 - 140 mph. And I can
    maintain
     > level flight at 100 IAS at about 5500-5800.  All at 8000 to 8500 MSL
     > I'm going to have to try my ground adjustable Warp Drive prop to see
     > what kind of performance I get running with a little more bite.
     >
     > Bob W.
     >
     >

    What is the weight of your airplane with you in it and
    full of fuel? From that I can derive a guess on the HP.
    Is your field elevation around 5000 feet?

    Keep up the good work Bob. I love those pireps.
    BTW I thing the pitch is too low on your warp drive.

    --
    Paul Lamar ...No rotor no motor.

    Thanks Paul,  My total weight today was 1820 lbs.  I had about 35 gal
    on board at liftoff.  Field elevation is 6200.  I saw the 1000 fpm
    around 6700 to 7000 ft but won't guarantee the control inputs were
    totally stable.  Like a lot of homebuilt, the BD-4 is very sensitive
    to control inputs.

    I don't have the Warp prop on right now.  I have an email in to the
    company to see if I have a standard or HP model.  It was purchased
    locally from a builder that didn't use it.  Interesting story about the
    prop I'm using.  It's a custom prop made by a shop at the Moriarty
    airport.  Solid carbon fiber two blade 68" dia X 78" pitch.  It was
    made for a Lycoming 150 HP and started at 72" dia.  The Lycoming
    couldn't get enough static rpm, so the prop was cut down 1/2" at a time
    until they got to 68" and decided to abandon the prop.  They never got
    over about 1900 static, and reducing the dia from 72 to 68 only made a
    50 or 60 rpm difference.  Something peaked out at about 68 1/2" but I
    don't remember what.  I'm turning static 6500/2.85 = 2280. The
    advantage to me in using this prop is that it isn't costing me
    anything unless I decide to keep it.  It isn't looking too good for
    that right now.  I bought the Warp later because I got a pretty good
    deal on it. I figured it would be good for ground testing if nothing
    else. If it's the HP model, it should be good for flight too.

    Bob W.

    --
    N93BD - Rotary Powered BD-4 - http://www.bob-white.com
    First Flight:  11/23/2006 7:50AM - 1.7 Hours Total Time
    Cables for your rotary installation - http://www.roblinphoto.com/shop/

    Well you obviously have more HP at 6500 RPM than the
    Lyc had at 1900 RPM. The Lyc 150 HP rating is probably around
    2500 RPM or more. My wild ass guess is the Lyc was putting
    out 114 HP at 1900 RPM. If your engine is 180 HP at 7500 RPM
    than it should be about 156 at 6500. All wild ass guesses
    and crude extrapolations. What is a BD4 supposed to do
    performance wise with a 180 HP Lyc?

    BTW as I recall the BD4 has an all flying tail with an anti servo tab.
    If you increase the anti servo ratio that should make it
    less sensitive. I got the BD4 plans around here someplace. If I
    find them I will take a look. Are the ailerons sensitive too?
    --
    Paul Lamar ...No rotor no motor.

    That's correct Paul.  Stabulator with anti-servo tab and a large
    rudder.  There were two sizes of rudder because some customers didn't
    think the small rudder was big enough.  Bede still claims the control
    coordination was better with the small rudder.  The ailerons are fairly
    sensitive as well. Making a turn with ailerons only results in quite a
    bit of adverse yaw, because of the flat sides as I
    understand.  Everyone
    that's hooked up an autopilot had tied the steering to the rudder.  I
    think I will get used to the control feel after a few hours flying. I've
    already made some turns without throwing the ball all over the
    place. :-)  The control feel is soft and mushy at 100 but gets solid as
    a rock above 140 or so.

    On the HP calcs, there's at least a 20% reduction for the altitude, so
    the Lyc may have only been getting 91 HP which would also put me at 124
    HP and maybe 144 during climb.  There's a BD-4 on the field with an
    IO-320.  Next time I see him I'll compare notes.  I also need to put my
    wheel pants on.

    Bob W.

    Do you have the metal wings Bob? If so you could go to
    Cessna style Frieze ailerons. My C182 is almost completely coordinated
    with feet flat on the floor.

    http://www.pilotfriend.com/training/flight_training/fxd_wing/primary.htm
    <http://www.pilotfriend.com/training/flight_training/fxd_wing/primary.htm>
    Frieze ailerons are designed so that when the aileron is deflected
    upward a lip extends down into the air stream. As a result the
    up-going aileron produces more drag than the down going aileron.
    This helps provide some of the force required to start the aircraft
    yawing in the desired direction of the turn.

    Paul Lamar ...No rotor no motor.

Paul,

What kind of (year) 182 do you have?  Mine (and others that I've flown)
has ailerons with the hinge flush with the top surface of the wing.  I
suppose there's a small "Frieze effect" because the lower edge of the
aileron may extend forward of the hinge point - I'll have to check on that..

I think the Cessna 205's, 206's, and 210's (from 1964 on) might have
Frieze style ailerons - the hinges are cantilevered from the trailing
edge of the wing further aft, and lower.  One those airframes they
extended the flaps.  To restore the roll control they added chord depth
to the ailerons.  If they hadn't moved the hinge point aft of the
aileron's leading edge (making it Frieze), the control forces would have
been even higher than they are (200 series Cessnas, while I rather like
them, fly like trucks).

It's kind of a crummy photo, but you can see the aileron/flap
arrangement for 2nd gen 210 here:

http://www.controller.com/images/controller/fullsize/74064877.jpg

The two chord wise slots in the bottom surface of the aileron are relief
for the hinge.

Here's a similar photo of a 182 wing:

http://www.controller.com/listings/forsale/detail.asp?PID=332611&OHID=1112986&guid=3D33B7FE027A476DB50FE05C8FA63354
<http://www.controller.com/listings/forsale/detail.asp?PID=332611&OHID=1112986&guid=3D33B7FE027A476DB50FE05C8FA63354>

Note that the aileron is much shorter in chord and somewhat longer in span.

I think the main reason the 182's don't have much adverse yaw is because
they use differential ailerons - they are geared to deflect up more than
they deflect down (also on that web page you listed).  Like every
somewhat modern airplane I've flown, my 182 has noticeable adverse yaw
at low airspeed, and almost none at cruise speed.  On a smooth day,
while in slow flight, with wings level, stabilized flight, note some
object on the horizon which the nose is pointed at.  Feed in a bunch of
aileron without adding any rudder.  The result will be that the nose
swings away from the direction of the bank.

Some airplanes I've flown have quite a bit of adverse yaw at nearly any
airspeed - namely Champs, Supercubs, and just about any kind of glider.


Regards,

Matt-

Mine is a 1976 Matt. Mine has the piano hinge on the top wing
surface as well. This works better in theory than that illustration
I uploaded.

I'll have to try that slow flight effect. Strange that it does
not work as well.