Here is a list of all the postings Simon Chaddock has made in our forums. Click on a thread name to jump to the thread.
|Thread: Keil Kraft Caprice CoG|
A "slurry" of lead short and epoxy is significantly less dense (60%?) than solid lead.
Much better to fabricate a block of lead that exactly fits the nose compartment. Lead is soft and cut be cut and filed fairly easily Hopefully you will get fairly close to the 75 g required in the first compartment so only a small bit will be needed in the second.
The very fact the plan says add weight as necessary in the first two compartments to achieve the balance point shown suggests it was always going to be required?
Edited By Simon Chaddock on 14/07/2019 09:35:34
|Thread: Eddy Currents|
Is it correct to say the current in the battery leads to a brushkess ESC is not changing rapidly?
DC yes but it is pulsing as the current is switched to each "phase" of the motor..
If it was not pulsing there would be no need to worry about the length the battery to ESC wires.
Not eddy currents but induced voltage spikes..
|Thread: More regulation|
The CAA has published CAP 1789 which outline the UK governments proposals for UAS under the EU guidelines.
It makes interesting reading not least of which is the use of a kinetic energy limit for the lighter classes of UAS which sounds like an electronic speed limiter will be required.
Even the sub 250 g 'toy' class is to be limited to a maximum of 400 ft from the transmitter.
Conventional sub 25 kg model planes would fall into the C4 class which requires an A3 location - "far from people".
And all by July 2020.
|Thread: Beginner Questions|
A foam corsair will indeed be fairly easy to fix but then you will probably have to as it is not so "easy" to fly!
The trouble with any such WWII fighter, even a foam one, is it will almost certainly react faster than you can think at the early stages of learning and it will not very forgiving on the controls. Learning by yourself the result will be you will crash and sooner (measured in seconds!) rather than later.
As you won't really understand why it crashed you won't learn much about flying either.
To further complicate things after it has been repaired you won't know if the next crash is due to your lack of skill or the effect of the repair!
We can only advise you of the potential problems.
Do let us know how you get on.
As you are a beginner my major concern is that none of your current planes are suitable to learn to fly on. You will crash and break them in short order..
Even with the most basic trainer (high wing and as crash proof as possible) it is not easy to learn to fly. By far the best method is to join a club where you may well be able to get proper tuition with an instructor and possibly with buddy dual controls as well.
If you must learn by yourself then get a foam plane designed for the job, like a Bixler. There are many others available.
Save your WWII fighter types until you can fly.
In a nutshell you have to match the connectors from the speed controller (ESC) to the battery or use a 'change over' connector.
It looks like the plane has low current JST (red) type whereas the battery has a high current XT60.
Finally remember LiPo batteries can only be charged using a dedicated LiPo charger.
Edited By Simon Chaddock on 06/07/2019 15:31:02
|Thread: Gloster Javelin|
I am a long advocate of 'visual' scale speed. i.e. the time for a plane to travel its own length.
Even Concorde did not go much above 300 knots at an airshow (the equivalent of RC flying?) and the Vulcan significantly less..
That is very impressive - and even more so at half speed!
How much does it weight?
|Thread: Dusty Crophopper Semi Scale|
j D 8
Agreed the Crusader did not have ailerons on the outer wing panels but inboard were flaperons and relative to the wing span they were pretty big!
The only issue I would expect is that you might have to increase the throws a bit to compensate for their inboard position. Doing so would tend to undo any tip stall benefit by creating more adverse aileron yaw.
In practise if flown gently and in gentle conditions I doubt it will make much difference.
Just a point but are there any full size planes that have their ailerons positioned that far in when used for landing?
|Thread: What effect does a large cowl have on the efficiency of propeller?|
As a rule of thumb the outer 1/3 of any prop does 2/3 of the work so you need to check the cowl diameter to your 11" prop.
As quite a proportion of the prop will be 'blanked' by the cowl you might find a 12 x 5.5 when in place does not actually exceed the motor's current limit.
Experimentation and a Watt meter are the order of the day!.
|Thread: July Open Weekend Fly In 27th-28th. Don Valley mfc.|
I hope to be there and with a few more planes not seen before.
|Thread: Servos moving on power up?|
Yes the servo will 'twitch' on power up but it will not go beyond the electronic max travel, normally 125%.
If you set the linkage so the 'up' stop occurs at 125% servo travel then it would never exceed the stop. You would of course have to set the flap up travel to 125%.
Alternatively assuming the linkage was strong enough I am pretty sure a metal geared servo would not be harmed by the very brief servo "stall" that might occur if the start up twitch did try to exceed the stop limit.
|Thread: No Auto Rotation|
You have got the same incidence (negative)and in the same sense on all the blades?
Does it rotate with the blades held like a windmill? But only do this in a gentle wind. If it still does not rotate then something is seriously wrong. .
I can only endorse that a wind milling prop is much more likely to "catch" on the ground than a stationary one.
An ESC brake is 'dynamic' so the prop is still free to be pushed out of the way even though it has stopped rotating.
With no U/C the ground effect is stronger so a reduced actual touch down speed is possible. Every little helps.
|Thread: Battery sag, not battery fault, answers on a postcard please|
ESCs can reduce power if they overheat...
You may have to set up and test the motor/ESC/battery combination together on the bench to identify where the problem lies.
If it will run on the bench for say even 30 seconds all full power then you know it has something to do the actual installation in the plane.
|Thread: Real metal on aircraft. Is it a problem for radio?...|
Does your Rx have a satellite Rx port? A satellite Rx is basically a second receiver so provided their aerials are physically separated the chances of both being "blanked" at the same time are greatly reduced.
If it does not then at the expense of extending servo leads i would place the Rx as far away as possible from the area of metal skin.
Remember when the plane is flying away from you, particularly low down the metal is very likely to be directly between the Tx and Rx.
As Dwain says there is benefit to having the aerial exposed under the fuselage as it should be "in view" of the Tx virtually all the times. Just don't go inverted directly overhead!
There was a lot to be said for the old long aerial 35 mag rx that ran right down the rear fuselage, up the fin and any left over just dangled out the back!
The single tiny short antenna Rx are rather susceptible to be 'blanked' by any metal object and perhaps should be considered 'park fly' rather than 'full range'. Even the mass of a LiPo when directly between the Tx and Rx can reduce the signal strength. The further away the Rx antenna is from any metal (including wiring) the better.
This problem can be minimised by either adding a compatible satellite receiver which can have its own antenna in a different location and set at 90 degrees to the main Rx antenna or by using a Rx that has two longer 'diversity' antenna that can be suitably positioned.
|Thread: CAA CAP 1789|
Interesting that the maximum weight allowed before registration is required in France is 800 g rather than 250 g proposed in the UK.
The French seem to have a different definition of low/no risk!
|Thread: Lidl XL Glider|
Just to complete the story my Lidl conversion did its maiden flight at the DVMFC flying in on 1 June.
I made this video as soon as I got back!
I have since made a flight at the same location of 36 minutes!
|Thread: Transmitter / receiver issues, help needed pls|
You appear to have an issue when the servos are moving so the best course of action is to check things logically one by one.
First disconnect ALL the servos from the receiver leaving just the ESC connected in its correct channel as this provides the power to work the receiver..
With the prop (already!) removed now only the motor should turn when the throttle stick is moved from off to full speed.
If all is OK then connect one servo, say the elevator, to its correct channel and check it moves correctly with the appropriate stick movement.
Does the servo make a buzzing noise when it is at full travel? If it does disconnect the linkage from the servo arm so there is no load on the servo. Does it still make a buzzing noise?
If it does then there is something wrong with the servo. If it doesn't then the linkage is putting en excess load on the servo and leave it disconnected. You have identified one problem but there may be more.
Add another servo to the receiver and check it works as it should and so on until you have all the servos working correctly.
If to achieve this you have servo linkages disconnected then you need to investigate what is causing the stiffness. A common cause is unduly stiff control surface hinges.
By this sort of logical approach you should discover which servo(s) is/are causing the problem and hopefully why.
You did say you like to tinker!
Do let us know how you get on.
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