The T-28 is suitably different don’t you think?
The US Navy (always quick off the mark) asked for some modifications to be made, these culminating in the T-28B, which had a more powerful 1425 hp Wright-Cyclone R-1820 and a three-blade propeller. Later Navy models featured landing hooks and a smaller prop for carrier deck operation. Eventually, several hundred surplus A models were sold to the French, these seeing service in Algeria and Laos. Its interesting to note that the later T-28D had hard weapon points installed for guns, rockets, napalm and 500 lb bombs. North American produced over 2,000 T-28s in total, and the aircraft saw service in 24 countries. There are still 400 flying today.
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The early finish of the Weston show (due to poor ground conditions) meant that I could get home a little earlier and try the fit of my new servos. Alas, whilst they eased into their boxes, the wing possesses such little depth that the bottom of the servos creased the film covering on the top side. To resolve this I carefully removed a piece of film and glued in two short pieces of hardwood to raise the servos by 1/8. With this, I added extension leads to the units and fed them into the wing.
Epoxy is used to glue the wing panels, the joint strengthened by a stout aluminium tube and a dowel incidence peg at the rear. Once the glue was dry I sealed the joint with some delicately shaded white insulation tape. The fixed undercarriage mounting positions are hidden beneath the covering, which must be slit as appropriate before adding the piano wire legs. The undercarriage doors (neat though they are) are made from sharp plastic, so I nipped off the bits that could spring back and pierce the wing covering before part-securing them with tie wraps. The addition of a Y-lead completed the wing, save for the application of a few scale decals.
Next on the list was to fit the fuel tank, which goes together with relative ease. Said tank should be secured with foam beneath, and on both sides, for a good, snug fit. Engine installation was also a breeze, the ASP 25 being a comfy fit with only a little of its hardware hanging out in the breeze.
With the box almost empty (just decals to add) I reassured myself that everything was in place and operating properly, prior to checking the C of G in readiness for the maiden flight.
Three days later the Trojan’s wheels sat on grass for the first time at the club patch, whereupon I test-ran the ASP prior to the first flight. Here, I noted that the throttle setting needed a little adjustment and that the engine appeared to be revving a little fast. Nothing to worry about, though, as I have a three-bladed 10 x 6 prop that may quieten it down whilst also converting the model into a T-28B. During this testing period almost everybody at the field sidled up to ask about the Trojan, attracted by its cute, chunky and attractively rugged frame. Even Delyn jet jockey Nathan Farrell-Jones came up and asked about the neat model.
With the Trojan headed into the light breeze I throttled up and sent her down the strip. On rotation she leapt into the air, immediately proving to be pretty responsive and sprightly (full rates being used here). The only trim adjustment was to reduce the elevator movement, which was clearly too much judging by the Trojans rocket-like take-off!
For the second flight I added a bigger prop and reduced the rates; control was definitely a lot smoother, and I began to enjoy and explore the Trojans flight envelope with some smooth rolls and loops. The landing was more sedate this time around, allowing me to flare properly and complete a near perfect three-pointer.
Aircraft type: Sport-scale ARTF
Manufactured by: Black Horse
UK distributor: Ripmax Ltd. Tel. 020 8282 7500. www.ripmax.com
Wingspan: 49″ (1250mm)
Fuselage length: 41″ (1040mm)
Wing area: 392 sq. ft.
All-up weight: 3.8 lb (1.75kg)
Wing loading: 22oz / sq. ft.
Control functions: Aileron, elevator, rudder, throttle
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