Martin Harris - Moderator
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Posts posted by Martin Harris - Moderator
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Can you post pictures of the relevant parts of the plan?
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Hi Paul - I don’t know what sort of building experience you have but the normal convention is unless stated otherwise or denoted by grain pattern/direction, wood is balsa.
Your cowl mount plan extract, for example, shows both the pattern for ply and specifies liteply (rather than the heavier/stronger birch ply generally used for more structural parts.
Balsa is often shown with short straight parallel lines, denoting grain direction.
Hope I’m not teaching you to suck eggs…
P.S. I would have removed the sticker from the balsa as it won’t help the glue adhesion and those generous glue fillet’s won’t add much other than weight. Always worth saving the odd gram wherever possible…
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Hope you get it resolved soon. I think you’ll be more likely to get a result by pursuing the owner than posting here - as far as I’m aware, he doesn’t use this forum.
Jon, who gave us so much information and assistance on the forum no longer works for the company nor has any connection with them.
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It’s not a case that you can’t buy these products if you have a legitimate reason for having them. You have to prove you’re of good character as well - not unlike obtaining a shotgun certificate.
…and send the government some money - not a ridiculous amount though.
I wonder if you need a licence to grow rhubarb now! The leaves are rich in oxalic acid…
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Wow - that’s certainly modelling at its purest. How did you rivet the wing skins - they don’t look like pop rivets but I can’t imagine how you’d access the rivet tails…
Wing ribs hand made over a former?
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7 minutes ago, carlos rangel said:
No gluing at all in the whole airplane, every skin will be riveted to the structure
That sounds fascinating - any detailed construction photos?
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Do you bond the aluminium or rivet some or all of the structure? Something like Sikaflex or more traditional modelling glues?
Always amazes me the size of the Pioneer. Looks like a traditional light aeroplane until you see a picture of it with crew in situ!
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A thousand words…definitely semi symmetrical:
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I’m waiting on a video of my experience on Saturday. I’ve obviously got a significantly more rearward CofG than during my previous extensive flying of the model but the model showed no sign of excessive pitch sensitivity during the flight and inverted flight still required a positive push. If it had been a model of unknown origin, I wouldn’t have had any concerns - and as I’ve done extensive test flying of clubmates’ models of all types and provenance over the years, I’m no stranger to flying models with rearward CofGs!
Was the response to the gust CofG related? To be honest, I’m not sure and I’m hoping the video will give some clues. What I do know is that conditions were deceptive and increasingly gusty for all pilots present that afternoon.
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A problem for home mixers in the UK is that nitromethane is classed as an explosive precursor and you need to hold an Explosives Precursor and Poisons licence to obtain or store anything from 30% content upwards.
This requires checks on the applicant and intended uses and a fee for issue and subsequent renewals.
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17 minutes ago, Peter Jenkins said:
I just can't screw up the courage to stick a contact lens in my eye!
I said the same for decades and then for some reason suddenly decided to give it a try. I haven’t looked back since…if you’ll forgive the inappropriate metaphor! -
Beware of the lightest weight cloths - some just have a more open weave and therefore take a greater percentage of resin/fibre to fill the weave making the result actually heavier than using a nominally heavier cloth.
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Regarding the problem of prescription sunglasses, the best solution for me 25 years or so ago was to bite the bullet and overcome the cringe factor in trying contact lenses. Finally, light drizzle is no problem, I have a free choice of sunglasses and I feel that my distance vision is better than with glasses - especially when they would collect dust and fingerprints etc.
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I’m assuming that second Ian is Payneib, of the current Pegasus Hurricane thread? Looking forward to hearing about its maiden - if your field ever dries out! At least the wind should help there…
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Duplicate photo removed.
All the information regarding the record suggests 3000m - or an average climb rate of just under 10,000 feet per minute.
Perhaps the builder of the model made an error in his signwriting?
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For more clarity, the main sponsor of the full size was the Oracle IT corporation and the full size aircraft was a one off called the Turbo Raven. If you’ve been searching for information about an aircraft called an Oracle, this explains your lack of success!
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Ah - it looks like that is a scale model of the full size record holder - I’ve found photos showing similar wording on different models. The sponsors shown on the rudder are American based companies.
This article may be of interest - although it suggests the 1 minute 9 seconds was to 3000 metres - possibly a typo somewhere?
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Don't forget that these instructions were written before modern synthetics were widely available. Back in the day, Neil Tidey only recommended castor for Lasers...
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I'm guessing height rather than distance? Something in the region of 3000 fpm isn't a bad climb rate...
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I judge my approaches by attitude rather than (ground)speed but gusts in ground effect can add significant transient energy! Flying today was probably my biggest error although conditions appeared reasonable enough for the flight.
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Welcome to the forum Slater. Some pictures would help! Was this a Wren turboprop powered Turbo Raven? Maybe even this one?
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An awful long way back - the engine's out!
More seriously, about 3/4 of an inch behind the plan point. I don't think it had anything to do with today's hiccup - the rest of the flight was perfectly stable in pitch.
Hopefully I can find a compatible engine mount to avoid making more holes in the firewall. Other than rewiring one of the retract units, the only other repair work will be the undercarriage mountings.
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Wish my idle would have crept up...
Today's experiment was a bit of a mixed bag in a moderate to fresh gusting wind. I taxied out without a moment of drama, turned into wind, started the take off run, brought the tail up, balanced nicely on the main wheels, came off into a steady climb out, raised the gear and found more performance than ever before, with half a pound of lead sitting on my workbench. No sign of wing drops with tight turns, waffled happily at tickover with the stick hard back and still a reasonable push needed while in (non-scale) inverted flight.
Full of confidence, trundled down the approach, settled into the flare, waiting for the speed to bleed off and the engine cut...at the same time a crosswind gust hit and the model ballooned a few feet - with no energy reserve and no engine, despite immediate relaxation of the elevator the nose dropped uncontrollably and the poor old girl flopped onto her spinner, breaking the swiss cheese (from several engines over the years) engine mount (firewall seems fine) and hammering the undercarriage, popping the mounts out of the foam. Nothing more and nothing terminal - unlike most ARTFs these traditional builds are pretty resilient - but annoying as all the comments from the peanut gallery were of how good she'd looked in the air and sounded amongst the plethora of electric models and EDF jets flown at our club today. Maybe, given the earlier stall test, I'd overdone the elevator movement reduction but given the circumstances, probably a simple stall?
It was recorded on video but I'm not likely to get a copy before next week so further analysis will have to wait.
And Man City nicked a goal at Wembley...😢
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Robin Fowler DC3 96 inch
in Scale Matters
Posted
This appears to duplicate a current thread so I’ve locked it for now.