[RCSE] SIDEARM WINS NATS HANDLAUNCH
I thought this should be MENTIONED as it hasn't appeared on the exchange.It is fairly important, possibly revolutionary(no pun intended) PAUL SIEGEL out flew everyone flying his own design DISCO besting the field of some of the top handlaunch pilots THROWING Disc throw(1 revolution). This may change the future of handlaunch as now most ALL pilots can start the task at the same height(a novel soaring concept). Yes, there were some top california arms and thumbs in the large entry National Handlaunch,as well as last years National Champion,and past Natioal Champions in the field. No one stayed with the consistency of Siegel. I'm sure there are plenty of excuses below #1, but the discus throw is a fact! His self developed ship(I know he has a bunch of friends that helped as well, but I don't know there names) is fairly traditional in design and span, long tail German fuse, cruciform tail from Mirage, beefed up tip for the discus throw. I spoke with Paul during the comp and had some interesting dialog. He asked me if I thought it felt dangerous to be on the field competing along side him. I said"not at all'. I am much more concerned about the "super convetional thrower" who folds a hlg. throwing right at me. Some styles appear more dangerous than others(where is this thing going anyway) but Pauls appeared totally predictable in approach, and effect. Obviously he knew what to do with the" Disco" after the launch and it launched every time as high as anything at the Nats. It was a very competive field with Siegel 1st, lost his 1st name Miller(not me) 2nd, Perkins 3rd and Fox4th. Iwas running back to Colorado at the time, and thought I could pick up the scores on the internet(wrong) so this is just what I recall. Enjoy, Skip Miller RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
Re: [RCSE] Need Upstart Help
Did your questions get answered? One end of the tubing is tied to one end of the string. The other end of the tubing is staked into the ground. The other end of the string has a metal ring on it that hooks onto the model's tow hook. You walk back with the model (and line), pulling tension on the tubing. When you have enough tension (depends on high start and model), you throw the model up and forward (after verifying the transmitter and receiver are turned on!). The model will go up like a kite...the tubing pulls it up like someone running with a kite on a string. When the model gets over where the tubing is staked into the ground, you want to release the model from the line. Sometimes the ring will just slip off the hook, sometimes you need to dip the nose down and up to unhook. Drag from the folded parachute helps pull it off. When the line is free, the chute opens and helps the line fall in a downwind direction, ready for the next launch. It's also a lot easier to find the line with a bright red chute on the end. I hope some of that helped... Tremendously... Now one more question: How do you keep the parachute folded until you release from the line? Thanks, Daniel RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Landing strategy
About this landing thing You should take lessons from the Phoenix group, (CASL) landings not a problem at the SWC. Four winches and plenty of landing tapes and judges to score. SWC was a "CLASSIC." From what memory I have of Mid-South, room should not have been an issue. John RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Nats 2000
I would also like to know the results for all the events up to date,, I have team members there, and am interested in how they are doing...I know this isn't the worlds,, but it is important to me... thanks charlie RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Servo temp Drift
Bob parks did some tests with R/C servos and extreme temps perhaps he would share his results with the soaring list. :) Smooth Sailing, Karlton Spindle http://www.MultiplexRC.com RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Fw: Servo temp Drift
Thanks Bob! Smooth Sailing, Karlton Spindle http://www.MultiplexRC.com - Original Message - From: Bob Parks [EMAIL PROTECTED] To: Karlton Spindle [EMAIL PROTECTED] Cc: [EMAIL PROTECTED] Sent: Thursday, July 27, 2000 3:10 PM Subject: Re: Servo temp Drift Karlton, I dont subscribe to the soaring list, so it probably wont let me post. If not please forward this for me, and send me copies of any relevant replies. Bob In our last episode, Karlton Spindle wrote: I didnt do a lot of testing, but mainly concentrated on Multiplex Super FL mc/V2 servos. This is for a NASA flight test as part of the Mars Airplane effort. We want to get real aero data at the proper Reynolds and Mach numbers (roughly 40K and .65 cruise respectively). So we will be flying a 3 meter airplane at 110,000 ft after a balloon drop at 120,000 ft. (it takes about 8,000 ft to get to flying speed and to pull out) Anyway, the airfoils are very thin for the low RN, so not much will fit in the wings and tails, and since it hits Mach .75 or so in the pullout, having a good tight servo is a real good thing. I have tested the Super FL in a thermal vacuum chamber through a typical pressure and temperature profile for sea level to 90K ft, and also done some very cold testing (-100F) as well as a room temperature endurance test at 125Kft for a couple of days (servos self heated to about 130F). I had to remove all the grease, replacing it with a dry lube (probably limits the lifetime, but it only needs to work for for a couple hours), and I also had to rework a plastic output shaft to pot coupler, which got loose below about -40F, but after that the servos worked fine over the whole temperature/pressure range and there was NO noticeable temperature drift. I didnt measure it precisely, but if there was drift it was not over a degree or two. They were a bit sluggish below -70F or so, if they were cold soaked without moving. However they would self heat enough to behave well after a few seconds of movement. In all cases the servos were driven by an AeroScientific servo driver, it is crystal controlled and stayed at room temperature, so not much drift there! The Aerovironment Pathfinder airplane is also using some type of RC servos, also going down rather cold, but I dont know the details of it. So, in summary, I dont know about other servos, but the mc/v2 Super FL dont drift with temperature! One other note.. you have to be pretty careful with the airplane and linkage design to avoid temperature drift there! For the high altitude flight, we are using CF pushrods in a CF airframe. Since I am not on this mailing list, please send a copy of any replies directly to me at [EMAIL PROTECTED] Thanks Bob Parks * * Bob ParksOne of the penalties for refusing * * [EMAIL PROTECTED]to participate in politics is that you * * [EMAIL PROTECTED] end up being governed by your inferiors.* * http://www.kidsource.com/ --Plato * * RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
Re: [RCSE] Using a tow plane to launch sailplanes
When towing a glider the pilot of the glider MUST NOT rise off the ground too quickly. The glider must follow the tow planes flight path. The limited towing I have seen was done at a brisk pace in some wind, maybe why the steep climb, and mostly straight out. Rising very quickly. I don't think this is the required flight path though. Just maybe the safest way with the conditions that day. [EMAIL PROTECTED] wrote: Hi all, The other day a friend of mine asked me to tow up his sailplane with my IMAC plane and I agreed. The results were interesting but not what we had intended. Both planes survived in tact but the glider never got more than 20 feet in the air before the two planes separated. The IMAC plane hadn't left the runway yet. So the question I have for this list is how do people tow sailplanes up to altitude? Does the tow plane accelerate fast or slowly, etc. I'm looking for a prescribed procedure on how to safely do this. Thanks, John RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED] RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Sharon
I have another Sharon that I might be willing to sell. It's my #1 contest ship, but a certain distributor may sponsor me with 2 new planes for Visalia, in which case I'll be willing to sell it. The price would be $1250, shipped. Interested? It's only been flown mabe 15 flights or so. Absolutely flawless, and has wipers installed for the flaps and ailerons (Sharons don't normally have them), as well as custom made, tape-on skegs. All Volz Micro-Maxx servos installed. Keith M 877-436-8096 toll free RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Airtronics Rx's for sale
I have several Airtronics Rx's for sale. All are 8 channel. Some are PCM 92985 and some are FM (I don't have the model # in front of me) and all are obviously dual conversion. PCM Rx are $95 FM are $65 I'm not exactly sure how many I have but it should be close to 10 total. If you are interested in them, send me your name and which type you want. I should be able to get you the crystal of your choice. Get in line and as I gather them up, I'll fill the orders. Getting the crystal of your choice will take an extra 2 weeks but I can send the RX out as soon as I gather them. gv Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
Re: [RCSE] SIDEARM WINS NATS HANDLAUNCH
Skip Miller wrote: I thought this should be MENTIONED as it hasn't appeared on the exchange.It is fairly important, possibly revolutionary(no pun intended) PAUL SIEGEL out flew everyone flying his own design DISCO besting the field of some of the top handlaunch pilots THROWING Disc throw(1 revolution). This may change the future of handlaunch as now most ALL pilots can start the task at the same height(a novel soaring concept). Yes, there were some top california arms and thumbs in the large entry National Handlaunch,as well as last years National Champion,and past Natioal Champions in the field. No one stayed with the consistency of Siegel. I'm sure there are plenty of excuses below #1, but the discus throw is a fact! His self developed ship(I know he has a bunch of friends that helped as well, but I don't know there names) is fairly traditional in design and span, long tail German fuse, cruciform tail from Mirage, beefed up tip for the discus throw. It was a very competive field with Siegel 1st, lost his 1st name Miller(not me) 2nd, Perkins 3rd and Fox4th. The Miller was Tom Miller from PA, flying his own design. Tom lost it on the last round with a landing that was out by just a few feet. Probably would have given him enough time. I think Joe Hahn was 6th, I was just a few points behind Daryl going into the last round, but Jerry Robertson hosed me, Joe Hahn, and Mike Fox which bumped Daryl up to 3rd since he won his group. I can't complain about 8th since the last time I flew HLG was the last nats. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Rx at low temp
I had six of one brand that failed below 30'F. I expected to fly down to 0'F and found this very upsetting. My radios of the past did not do this. Worse still you would not be aware of this because coming from the house or car they would retain some heat and then slowly die as their temperature dropped Any Rx that will run at these low temperatures.?? Almost all the old "am"s would Rick RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] A killer HL task
So, for any of you HL CDs out there, here's a potentially brutal task you can think about adding to your repetoire: Three threes in ten, unlimited throws, each flight must be at least one minute. I hate it, but if you're having problems separating the wheat from the chaff, this may be the one. This can be a killer if the cycle is bad, and will likely create a whole stack of new throwouts (if your format has one.) Do the math here: Dr. Jeckel flies three 1:05's. Mr. Hyde ends up with one 1:20 and a couple :58's. Dr. Jeckel takes 195 seconds to the tent, but Mr. Hyde can only bring 80. Dr Jeckel enjoys his 1000 while Mr. Hyde sees wood evaporating when the 410 posts. For comparison, see how those same flights would fare in a normal total time task: Jeckel = 995, Hyde 1000. And no, I'm not whining. Derek RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] HLG in Muncie
So, about that midwest air... The guys were saying the air in Muncie this year was as good as it gets. Let me tell you, it was damn good sometimes. Fun ones, ya know: like when you're cored and you're trying to keep the speed up so as to prevent the unfortunate stall, then realize just how much down you are giving. You ease back on the stick...only to find the plane slow to a sustained 2mph horizontal and 5mph vertical. Hook, sky, hook, sky. Punch, read, drop, throw, punch, hook, sky. The way real air is supposed to be :-) Beautiful air back there, and some of the boomers were every bit as good as Poway has offered in the past. So that describes an up-cycle in the best air Muncie reportedly has to offer. As Skip said in his F3J report, the good air offered some very easy reads for us. Far off the field, someone had placed a mylar streamer on a pole. This thing was showing feeds like a freakin computer. It'd drop, then rise above the pole, and then point straight downwind. It was easy to infer both strength, speed and distance to the air as the streamer changed heading. The prevailing wind was from the East for us Monday, and it was generally light and steady. Conditions deteriorated from there. Not only strength, but geometry and duration of the lift is different than what I've seen before. I've seen stuff shear at altitude, I've seen other stuff detach from the ground preventing entry from below. This air was different, and was consistently a pain in the a$$. Reading became very difficult for me, as following shifts and feeds to their logical conclusion most often yielded nothing. Following my instincts to areas I felt were going to be productive was more often than not a mistake. Even when I or my callers would get me to the right spot, my trusty kluge would rarely go up. It was finally handling OK again, but based on neutral air times, I know my sinkrate is higher than it has been in the past (chuckies do tend to lose a little when they get long in tooth.) This kind of air really hones your ability to fly smooth, and I feel like my thumbs are better than they've ever been. Launch is back too, but if you can't go up, you can't stay up. Being unable to read is bad enough, but it gets pretty disheartening when you get great altitude on launch, core air, aviate well and still don't go up while others around you do. The good news is that although I did get schooled by the Muncie air and the midwest pilots this year, spending a half day in really tough air taught me a lot. We only get fleeting glances of truly weak air in SoCal, and my strength has always been working the light stuff. Back in the corn fields, I look even more like a hack than at Poway, but trust me, nothing went unnoticed. I think the trip may become one of those milestones to look back on as a critical step in development. The generally good air at home has enabled me to become wasteful with energy. True, if I were to stay in Cali, the fresh insight into light air may yield unimportant gains, and it would be much more productive to tackle the windy/turbulent areas. However, as the patriarchs have shown us (even you Art), true skill is having the depth of experience to excel in all conditions. This trip may make the morning 1000's come a little easier in SoCal, but the real payoff will be in subsequent out-of-state events. This experience has strengthened my resolve in another area as well. I've proposed that the eventual F3K team selection process include performance at both the NATS and the IHLGF as prequalification and then a dedicated team selection over a third weekend in a third state with assigned timers. Scores from all three events would be used to select the team. Besides being cumbersome and possibly pricey, many of my peers and mentors have concluded that the IHLGF is good enough or that the selections should just be held in SoCal because in all likelihood two thirds of the team will come from here. If we were to field a team most proficient in SoCal air and then send them to an event in air like the Midwest, we may be sorely surprised. I do think Joe and Paul would have still taken first and second in Muncie, but as you know, these two are in a class by themselves and we can't take things for granted (such as do they want it or not?) I've prided myself in light air performance and yet got veritably schooled this week. Not a big surprise considering my inexperience, but the team I would like to represent the US at the F3K WCs would excel in all conditions. I can't think of a single person who wouldn't be rewarded in one way or another by a trip to Muncie. Whatever your intentions are, you will come back a more developed stick. But if you're going there to bring home the wood, you'd better bring the lightest, floatiest thing you can get your hands on. And you'd better know the thing well enough to be able to guide it like a flatbed truck carrying a pile of eggs over the Ortegas. But you'd better bring the wind ship
[RCSE] Tail sections vs. handling
Summary: airfoil families and planform selections DO matter, even on hand launch birds. A little empirical data for you. I recently had to bag a new set of tails for the Kluge and a second set for the new Splooge. The Splooge requires the tail halves to mount individually and directly to the CF/Al boom, which involves gluing and then wrapping with some glass. Not being one who enjoys tail failures, I'm always looking for ways to beef things up. The Kluge originally used a 5% section made from mirroring the top surface of a thinned 7003, which I created because its max thickness point is well forward and the LE has some roundness to it. However, I had also got some templates for a fin section which had to this point gone unused. The fin section was a derivitave of a mirrored RG-14 top section, created to maximize thickness at the joining area. The LE is sharper, the section reaches max thick later, and sustains a high thickness for a fair portion of the chord; ya know, that whole broader, deeper thing. Seemed like the thing to try for the new Kluge/Splooge tails since I figured it would help make that boom/tail joint a little stronger. The chord of the root template is a little larger than on my original tails, so I cut the span down just a hair while retaining the original tip section in order to maintain the prescribed tail area. I think it's still around 5%, but the chord is bigger so thickness might be increased a super tiny bit. Moving surfaces are identical in area and the routed hinge line is the same width. Surface finish and weight is the same as well. So the only things that really changed were span, planform and root airfoil. The rest of the Kluge fuse is damn near identical to where it started, and incidence was brought into spec over a friendly camper's burner on June 3. I can honestly say that I see a significant change in the handling qualities of this plane. I've lost snappiness in entering turns (poly, by the way) and cleanliness at max deflection. Although I can't perceive a worsening of the dead-band issue, the handling has definitely changed for the worse. As far as the planform change goes, I would think that the slight increase in taper would tend to work in the right direction, enabling the tail to be effective at more angles of attack. Also, the slightly increased chord should have cleaned things up due to the improved Re. Since the surfaces were identical in size, the hingeline effectively moves farther aft as a percent of the root, which could encourage the max-deflection problem I see. The rest gets back to the sharp LE and the sustained thickness. The quick fix would be to take a sanding block to the LE, the right one would be to replace the tails. Due to these perceptions, I can no longer agree with the idea that tail sections are irrelevant at the Reynolds numbers HLG tails fly in. Keep it as thin as your joining method will allow, keep the thickness very far forward, keep plenty of volume up near the LE and get that hingeline as far forward as the effects of rigging and servo slop will allow. And then you'll be stylin! Derek RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Need Upstart Help
No problem at all. The ring is attached to the top center of a round parachute. The strings coming from the end of the parachute are tied together and to the end of the string not tied to the rubber. The tension in the line will hold the parachute pretty much closed. When the plane comes off the hi-start nothing is pulling on the top of the parachute to hold it closed and the parachute will open for its trip back to the ground. Brian -Original Message- From: Daniel Boyer [mailto:[EMAIL PROTECTED]] Sent: Thursday, July 27, 2000 12:40 PM To: [EMAIL PROTECTED] Subject: Re: [RCSE] Need Upstart Help Tremendously... Now one more question: How do you keep the parachute folded until you release from the line? Thanks, Daniel smime.p7s
