Re: [RCSE] oldie-but-goodie questions
>I want to put a ballast box in the Oly. I've not done one before. >What I'm thinking about is making a balsa compartment under the wing >saddle at the CG. The ballast will be bags/containers of lead shot >that will go in this ballast box. The Oly has a weight of 40 oz and >a wing loading of 6 oz/ft^2. What wing loadings should I ballast >for? I'm thinking 6oz/, 9oz/ and 12oz/. On the Olympic-II, the Airtronics adjustable towhook is shown on the plans. I finished a 13 year building project (my Oly-II from high school) this year and used that towhook. Buddy Roos explained that he also used that towhook on his Olympic-II years ago. He put long bolts in place of the short ones that hold the towhook channel to the plane. Noting the space between the two bolts that extended into the fuselage below the wing, he drilled holes in sheet steel. This became his ballast system for the Olympic. The steel was centered on the center of gravity before marking and drilling. Sheets were approximately 1/8" thick and 2" wide. Each was marked with its weight and could be combined. I took advantage of Buddy's having them in his toolbox at Mid-South this year. Winds were high, and I just had my Olympic-II. We used them to ballast up by 18 ounces (even then, my flights were pretty much in reverse with only one turn...final). >Wing surgery: on the Oly, I need to go into the center-sheeted part >of the wing and strengthen the spars and tighten up the wing joiner >rod tubes. I wonder if I need to remove and replace _all_ the >center sheeting, or if I can just cut "access windows" in the >sheeting near the spars, and patch those openings when done. The >center sheeting will be 'glassed, so the ultimate strength of the >sheeting is secondary. I put CF-tow on the spar caps top and bottom full length. I'm glad that I did since the ballasted launches in high winds probably put max stress on the wings. See the "Kit Modifications" area of the Charles River Club's website for more ideas. - David [EMAIL PROTECTED] RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
Re: [RCSE] What is the best rudder, elevator spoiler ship
Are you looking for either 2 meter,100",or 3 Meter for RES... there are so many but so little will take a strong winch launch but look around and maybe the rcse will help with some good ideas .. there are many strong planes these days for those high winch launches - Original Message - From: "Dana Falconer" <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Sent: Wednesday, November 01, 2000 5:41 PM Subject: [RCSE] What is the best rudder, elevator spoiler ship > I am trying to figure out the best competition rudder, elevator, spoiler > ship. Any suggestions? > > Thanks > _ > Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. > > Share information about yourself, create your own public profile at > http://profiles.msn.com. > > 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]
Re: [RCSE] All that B52 jazz ...
I doubt that VERY much! -Original Message- From: Brett Jaffee <[EMAIL PROTECTED]> To: Tail Heavy <[EMAIL PROTECTED]> Cc: [EMAIL PROTECTED] <[EMAIL PROTECTED]>; [EMAIL PROTECTED] <[EMAIL PROTECTED]> Date: Wednesday, November 01, 2000 4:52 PM Subject: Re: [RCSE] All that B52 jazz ... >I've heard (and I'm not sure about this) that a U-2/TR-1, from alititude, can glide across the entire width of the continental US. > >Tail Heavy wrote: > >> > ... That's the double standard. ... >> > ... just pointing out the hypocrisy.;~) >> > >> >> Here here , exactly regis ! >> >> Oh man , a B52 will glide "deadstick" for 215 miles from bombing altitude ?? >> WOW - how high is that ,10 miles up ? I'm amazed ! >> >> 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-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] FMA Quantum 6 Channel?
Anyone had any experience with this dual conversion receiver? tnx jtm RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
Re: [RCSE] All that B52 jazz ...
Brett; This is just one of those rumors that never seems to die. In the F-14 community, we use to routinely train against the U-2 as a high altitude target to practice Phoenix missile launch parameters. The real adversary was the Mig-25 Foxbat, but they were never available as a target. The U-2 would typically cruise at about 60-70K at a speed of about .92 IMN. So, lets say that they operate at 14 miles of altitude. Even with the 60-1 glider ratio of the Nimbus 4, that only gets them 840 miles. Obviously the glider ratio of the U-2 is considerably less, probably on the order of 30-1, so 420 miles is probably closer to reality. Glide ratio's aren't real good no matter what you're flying in the rarefied air above 40K. BTW, the best glide ratio of any fighter I flew was the F-8 Crusader at 20-1. Even this was fairly impressive as we could easily cover 100+ miles from 40K feet and still arrive at a high key position for a dead stick approach. Of course, as soon as we deployed the RAT (Ram Air Turbine) to generate electricity and hydraulic pressure, the glide ratio dropped to 15-1 and with the gear down, it became 10-1. BTW, the intercept profile was much more difficult when the target became the SR-71. It's a whole different ball game to try and intercept the SR-71 at 85K and 2.8 IMN. Fred RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] For Sale Schpotdorker "lite".. RTF
Wingspan: 119", Wing area: 985 sq. in., Weight: 58-62 oz., Wingloading: 8.5 oz./sq. ft., Airfoil: Blended SD Airfoils, Skill level: ADV/ADV, Radio: 6-8 channel receiver, 6 micro servos, 600-1200mah battery pack These are the Stats from NSP website check it out there ... This one is Ready to fly comes with Hitec 85MG servos and a JR 9 ch RX Also its the "lite Kevlar Version" Plane sells for $625.00 just for the Kit..no servos mine comes with 6 Hitec 85Mg's and a JR 9 ch RX Price is $650.00 plus shipping from so cal or pick up.. Here are some of the Stats from NSP Web Site.. http://www.nesail.com/schpotdorker.htm The SchpotDorker is a highly sophisticated ship that will thermal in the lightest lift and still launch hard and pull like an F3J ship; it combines the best aspects of the Psyko with new airfoils and lighter wingloading. The result is a sailplane optimized for light lift and spot, er, Schpot landings: a pinpoint-accurate landing device. Daryl Perkins, 3-time F3B World Champion, took his Psyko Molded design to the 1998 Nats for another win in Open Class competition. Not one to leave well enough alone, Daryl reworked the Psyko's planform design with particular attention to airfoil and lift distribution over the whole wing. He was looking to optimize spot landing performance while retaining the outstanding TD capabilities of the Psyko. Daryl then refined the planform and the SchpotDorker was. hatched. The SchpotDorker uses five integrated airfoil sections to optimize airflow over the wing. The airfoil details of the SchpotDorker remain proprietary, so we will simply say this is the most advanced designed planform and computer designed lifting surface produced by NSP to date. The epoxy glass and Kevlar fuselage of the SchpotDorker is a wonderfully crafted, streamlined beauty that sports a nosecone for ease of entry and strength. It started with a Psyko fuselage modified for weight reduction. It is unpainted (again for weight considerations), with an average weight of seven (7) ounces. The fuselage is reinforced with Kevlar and Carbon fiber for a very strong and stiff but lightweight structure. All the composite work is done at one location to ensure a good fit. Like the Psyko 3, the SchpotDorker has a long tail moment and a generous fin for directional stability. All flying surfaces are composite. The wings are made of carefully matched Spyder foam and special high-density, low weight blue foam to render the best combination of strength and low weight. The wing surfaces are bagged with a special carbon fiber cloth and encased in a bias-cut satin weave FG to provide torsional rigidity and smooth surface finish. The wings are finished white on top with natural black finish on the bottom to maximize visibility. The SchpotDorker features built-in Kevlar hinges on the ailerons and flaps. Like the Psyko 3 and all our top-of-the-line composite sailplanes, we followed our inclination to use nothing but the best components, and our hardware is top quality. We include a carbon fiber wingrod, high strength fiberglass control horns and special, lightweight carbon fiber pushrods for smooth, slop-free response. All hardware and instructions are supplied for the modeler, as is standard for all NSP kits. The SchpotDorker also comes with plans to make the task of setup and assembly clear and easy for the modeler. Great penetration and a surprisingly efficient glide are provided by the blended airfoil. We have found the SchpotDorker launches very high and has the ability to range. The speed range is very wide with an upper end glide is very good especially considering the very light wingloading. The ability to hang in the air is just what you should expect from this advanced planform. If you can't work lift with the SchpotDorker, it just isn't there! What is most remarkable is the turning ability of this sailplane. It is quite evident that the SchpotDorker will turn quickly and efficiently and is able to work the very lightest lift and smallest thermals. All sailplanes see an increased sinkrate in turns; the SchpotDorker minimizes this loss and maintains the ability not only to float but also to retain its good straight-line abilities and stay efficient throughout the turn. With the SchpotDorker it is possible to make exploratory turns in fragmentary lift without concern for excessive altitude loss. What does this mean? As an expert pilot, you can feel confident to take the SchpotDorker to the limit of your piloting capabilities. The SchpotDorker will not let you down. The SchpotDorker pulls hard on the winch and climbs almost vertically when it's set up properly. The extended zoom at the top can be easily rounded off into a quick lively cruise, perfect for quickly reaching those thermals on the boundaries of visibility. This is a very well balanced ship. Handling is immediate, tracking is steady and the overall feel is one of synergy, which goes together with form. Flight performance is just as you would expect
Re: [RCSE] Tim McCann
Hi Jack: You're the second person that has asked that but there's no change and it loads OK on this end. http://www.alltel.net/~tmccann/ You can also get to my site through www.superskeg.com I'm still in the process of setting up a DNS host. Let me know if you still have trouble Tim - Original Message - From: Jack Dubich <[EMAIL PROTECTED]> To: <[EMAIL PROTECTED]> Sent: Tuesday, October 31, 2000 2:05 AM Subject: [RCSE] Tim McCann > Has Tim McCann (skids and skegs) site address changed? I tried to access it > today and couldn't get to it. > > Thanks --- Jack Dubich > > 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]
Re: [RCSE] aerodynamic question
>wing at a positive angle of attack >making the distance over the top of the wing greater and >the distance on the bottom of the wing less between the >forward and aft stagnation points. This increases the velocity >and reduces the pressure over the top of the wing and reduces the >velocity and increases the pressure over the bottom of the wing. >This is how a wing creates lift. Using the wing as a frame of reference, the air stream velocity differences over the top and bottom surfaces will vary much more than the minor differences in these lengths. Think of a wing as an air pump, it accelerates air downwards (mostly by sucking air down from above). I offer "proof" of this below. As a wing with angle of attack moves through the air, it deflects/sucks air downwards (corresponds to lift) and also a little bit forwards(corresponds to drag). The air's resistance (momentum) to this acceleration creates a pressure differential. Since the wing is not an engine, there's no overall increase in energy (actually some loss due to friction), so Bernoulli's relationship between velocity and pressure apply: total energy = pressure energy + kinetic energy. Lower pressure areas will have faster moving air and vice versa. "Proof" of wings as air pumps: Imagine a "closed system" consisting of a sealed 10 pound very large box containing 90 pounds of air (about 1215 cubic feet). This system weighs 100 pounds. There is a pressure differential inside the box; pressure at the top is less than pressure at the bottom. This is how the air exerts it's "weight" within the box. The pressure differential times the cross sectional area of the box will equal the weight of the air, 90 pounds in this case. Now open up this system, remove 1 pound of air, and place a 1 pound model into the box and reseal the box (since plane is denser than air, the overall pressure will be a bit less). This new closed system still weighs 100 pounds, 10 pounds of box, 89 pounds of air, and 1 pound of model. At all times, gravity is always exerting 100 pounds of force on all the components on this system. Air pressure differential creates 89 pounds of force, and the model resting on the bottom of the box adds another pound directly onto the bottom of the box. The model then begins to fly in a level oval pattern within the box. As long as the center of gravity of this system is not accelerating vertically, the weight of the system remains at 100 pounds. Since the model no longer touches the box, the pressure differential must have increased enough so that it now creates 90 pounds of force within the box, since this is the only means for the air and model to exert their weight upon the interior of the box. (and no, the system doesn't get lighter, gravity is always pulling down with 100 pounds of force on this system, and if the system isn't "falling", it continues to weigh 100 pounds). Since the model's flying increased the pressure differential within the box, the models wings must be acting as air pumps in order to create and maintain this pressure differential. And in case you were curious, a plane with a flock of birds in it weighs the same even when the birds are flying, as long as there is no net overall vertical acceleration. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Wingeron Planes?
An absolutely excellent wingeron plane is Joe Cormier's Mach-1. The plane is extremely well balanced, flies in light lift, and ballasted, I have shredded air with it in 40 mph wind. The Mach-1 is a 60-inch sloper with bagged carbon wings; it's all done and painted except for radio installation. You can even buy the wingeron servo from Joe and have him install it. I'll gladly e-mail some pictures of mine to anyone who contacts me privately at [EMAIL PROTECTED] Joe reportedly has about 15 for sale at the moment. E-mail him at [EMAIL PROTECTED] Best, Dieter Mahlein, ShredAir http://shredair.com RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] aerodynamic question
On 1 Nov 2000 [EMAIL PROTECTED] wrote: > So this implies that in steady flight there is more air going under > the LE than coming out at the TE. (Alternatly more air leaving the > upper surface past TE than entering) Wouldn't that result in > continuously increasing density under the wing (or vaccume over) as > long as it is moving? You might work this into a perpetual motion > machine. At the stagnation point where the flows part, the speeds are the same. At the trailing edge, the speeds are also the same (Kutta condition). So, if we draw our control volume in front and behind the airfoil, conservation of mass still applies. HOWEVER, it's in between those two points that everything interesting happens. Take a look at this flying wing airfoil pressure plot, I found it through the UIUC airfoil site. It was done using Dr. Drela's Xfoil code. http://amber.aae.uiuc.edu/~m-selig/flyingWingAfs/s5010/s5010.html (It's actually a pressure distribution, but the two are closely linked.) First, note that the y-axis is reversed. This is done for the sake of clarity; speed of the flow is higher on top and lower on the bottom, so pressure is lower on top and higher on the bottom (Bernoulli's law). The stagnation point is that place on the lower surface where Cp = 1. This is the high-pressure spike on the lower left of the plot. Cp=1 implies the flow velocity is zero, which is why it's called 'stagnation'. The Kutta condition is that place at the trailing edge where the flows come back together. It's a bit of a mess on this plot due to boundary layer interactions, but it's that place at x = 1, y ~ 0.1. (For most airfoils it'd be less than 0, but this is a flying wing airfoil. The reflex trailing edge pushes the pressure up, to counter the airfoil pitching moment.) You can see that the speed increases dramatically as the pressure rounds the leading edge. All that curvature acts like a big ol' waterslide for air. After that high point at x ~ .05, the air spends the rest of the airfoil slowing back down to the Kutta condition. On the bottom, you can see that the air takes its own sweet time speeding up to the Kutta condition. After about x ~ .5, it hardly changes speed at all. And never does it get going as fast as the freestram air (Cp=0). (The reason the Cp can be allowed less than the freestream speed at the trailing edge is that the plot is the x-component of the Cp. If both x and y components are taken into account, the speed at the TE is equal to the freestream. The y-component of Cp is what gives you pressure drag.) Daniel O. Miller BRAIN: Pinky! Are you pondering what I'm pondering? PINKY: I think so, Brain, but three men in a tub? Ewww, that's unsanitary. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Lung Transplant update
Bruce and Sandy want to thank all those who have prayed and shown kindessAndy is doing much better,he is off the ventilator, he is eating fairly well and was up two times today...His kidney functions are improving some whatThey want the soaring gang to know how much the concern for them has and still means to them...Thanks and God Bless you..Brian Smith _ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. Share information about yourself, create your own public profile at http://profiles.msn.com. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] aerodynamic question
On Wed, 01 November 2000, Daniel Olin Miller wrote: > Let's not perpetuate any misconceptions. > When the streamlines come back together at the TE, there is no law of man > or nature that says the particles that were seperated at the LE see each > other again. In fact, for an airfoil at positive lift, it can be shown > that for two infintesimal particles parting ways at the forward stagnation > point, the upper one reaches the TE while the lower one is still loitering > well ahead of the TE. So this implies that in steady flight there is more air going under the LE than coming out at the TE. (Alternatly more air leaving the upper surface past TE than entering) Wouldn't that result in continuously increasing density under the wing (or vaccume over) as long as it is moving? You might work this into a perpetual motion machine. The law of nature that applies here is that two objects cannot occupy the same space at the same time. The density can not increase forever. JH ___ Free Unlimited Internet Access! Try it now! http://www.zdnet.com/downloads/altavista/index.html ___ RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] MC ultra duo plus charger
Anyone have the guapner MC ultra duo plus charger? It's all in German and I have some questions about some settings. the major thing is what is signified by the letters on the main screen. I can change them from ( L ), (EL) or (LE) I haven't a clue. anyone? Thanks, Nowell... RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] What is the best rudder, elevator spoiler ship
I am trying to figure out the best competition rudder, elevator, spoiler ship. Any suggestions? Thanks _ Get Your Private, Free E-mail from MSN Hotmail at http://www.hotmail.com. Share information about yourself, create your own public profile at http://profiles.msn.com. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
Re: [RCSE] All that B52 jazz ...
That might be possible - they start from a pretty fair altitude - depends on the glide ratio - If they did not have to drag along the engine weight it would help. A bit of trivia - one of the principal engineers on the original U-2 - is a well known glider pilot. - Original Message - From: Brett Jaffee <[EMAIL PROTECTED]> To: Tail Heavy <[EMAIL PROTECTED]> Cc: <[EMAIL PROTECTED]>; <[EMAIL PROTECTED]> Sent: Tuesday, October 31, 2000 7:29 PM Subject: Re: [RCSE] All that B52 jazz ... > I've heard (and I'm not sure about this) that a U-2/TR-1, from alititude, can glide across the entire width of the continental US. > > Tail Heavy wrote: > > > > ... That's the double standard. ... > > > ... just pointing out the hypocrisy.;~) > > > > > > > Here here , exactly regis ! > > > > Oh man , a B52 will glide "deadstick" for 215 miles from bombing altitude ?? > > WOW - how high is that ,10 miles up ? I'm amazed ! > > > > 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-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
