[RCSE] Thanks- for charger advice.
Wow, lots of replies to my request for advice on the mis-charge (hitec charger on JR tx). Even spawned a little mano a mano debate there, sorry about that. As for the charging incident itself, it seems that I've done fairly little damage, though one of my packs may not be what it used to be, a little more time will tell. There was never any problem with the internal fuse, checked that right away. The potentially damaged battery did seem to take a charge fairly well, once on the right charger. I don't have sophisticated charging equipment, and will not be able to give out capacity numbers on it, but I will treat it with caution for a while until I'm more sure it's reliable. Thanks for the info and perspective. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
[RCSE] Radio Charging Error-advice please
Y'all know I'm no electronics whiz, so I'd appreciate a little advice if any is necessary: I just charged both of my JR TX's for several hours using two wall chargers. One charger was stock JR, the other one I THOUGHT was my other stock JR wall charger. but I now see that it was actually a Hitec wall charger. The radio that was on the Hitec charger had zilch, wouldn't come on, LCD display didn't even flash for a second. Seemed very weird at first, but once I realized it had been on the wrong charger, things started to make more sense. I've now got the uncharged (mis-charged?) radio charging on the JR charger, as was the original intent. I seem to remember from my days of wiring various other chargers that the wall charger polarity on a Hitec and JR chargers might be opposite. Any reason to expect that I've done any damage to the battery? Anything I should be doing or checking? I already put the 'correctly charged' battery in the TX that was on the Hitec charger and everything works fine. Thanks in advance for any reassurances (or horrors if warranted) :-) Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
RE: [RCSE] System Three clear Coat Epoxy
Well, I've used it for clear coat, and it works as promised for that, but it doesn't necessarily make sense to me to use it as a laminating epoxy for structural composite work. It is watery enough to be potentially even thinner than you really want, like thin enough to actually cause problems. And since it's meant for use as a topcoat, I'm not sure it's formulated with pure structural strength as a top priority. Fiber penetration would be great initially, but I almost wonder if enough resin would remain under vac to do the skin bonding work, etc. On the other hand, I think it's very much worth a test run with the stuff on an un-needed wing segment. I'd do that with ANY new epoxy just to get the lay of the land. Lift, Scobie in Seattle -Original Message- From: Sinoker [mailto:[EMAIL PROTECTED] Sent: Wednesday, March 09, 2005 10:34 PM To: RCSE (RCSE) Subject: [RCSE] System Three clear Coat Epoxy Hi, Need some information from the group. Anybody have some experience (Good or bad) about using System Three Clear Coat epoxy for a laminating resin in vacuum bagging wings. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
[RCSE] a beautiful ornithopter
Wow. Check out this rather elegant ornithopter and in particular the quality of the craftsmanship and design: http://www.ornithopter.de/bilder2.htm Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
RE: [RCSE] Gliding Ants
These gliding ants are very cool, though it would appear that their glide ratio is pretty bad. Interesting that a bad glide ratio actually serves them pretty well in this case. When they want to get away from a predator, a quick (efficient) glide back to the tree wouldn't be all that great a tool, while a poor (very near falling) glide back to the tree that gets them further out of harms way, but still with a good shot at returning home, is just the ticket. The one in the video looks like about 1:30, (NOT 30:1) so a scale-sloper-RC-model-gliding-ant would need to be reserved for those really ballistic slope days. Lift, Scobie in Seattle JVB wrote: I just read this interesting article on this species of ants that can glide. I thought I might share the link here... http://www.berkeley.edu/news/media/releases/2005/02/09_ants.shtml Jim Downers Grove, IL Member of the Chicago SOAR club, AMA 592537LSF 7560 Level IV ICQ: 6997780 AIM: InventorJim R/C Soaring blog at www.jimbacus.net RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
[RCSE] servo-receiver behavior question
Ok, so, when an onboard battery pack winds down to nearly exhausted, and the servos start to get erratic, meaning they start moving to do the requested motion, but only get part way there, then quit, then jump the rest of the way, perhaps in two or three of these steps for a full deflection, what exactly is going on? Is this the servo simply demanding more power than the battery can provide? Why isn't the servo simply slowing way way down, as opposed to jerking in steps to its destination? Does the receiver have any role in creating this erratic motion? Is the receiver somehow cutting in and out or is this familiar behavior just a symptom of how the power demands cycle between the servos and the battery? Thanks for insight from anyone with more mastery of electronic interactions than I have (which is an awful lot like just saying anyone) Lift, Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. Email sent from web based email such as Hotmail and AOL are generally NOT in text format
[RCSE] European Receiver Help please
I'm trying to help out a fellow in Belgium where apparently the standard is 35 or 40 Mhz. He'll be needing a full range RX in the sub 10 gram range, similar in size and weight to an FMA M5 or Berg. Can anyone help me out with sources, information, experience? Thanks in advance! Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] Charging Question, help please
If a small peak charger (Graupner in this case) says it is for charging 5-7 cell packs, and has charge rates from 100-500 Milliamps. What happens if you try to charge a FOUR cell (rx) pack of 150Mah using the 100Milliamp charge rate? Any problem? I'm always a little fuzzy on electronic stuff. Any help appreciated. Lift, Scobie at Liftworx www.liftworx.com http://www.liftworx.com/ RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] California Foam- THANKS
Thanks to all for replies and suggestions and offers of help. My young genius experimenter found white foam at a local Home Depot in the bay area, which was perfect for his needs... cheap and plenty good for early cutting experiments. His over the top excitement was just too cool. Check it out: I went to home depot today. it was GREAT they only hade white foam but it was really great they had allsorts of thicknesses. I bought one that was 1 1/2 inch sheet 2 feet by 4 feet i think it was $4.50. I also got a same sized sheet but a little more then 3/4 it was like 3.50. really great prices. He had a crude flying wing cut, radio installed and gliding within a day of his finding this 'foam goldmine'. 12 years old, built his own foamcutter. Awesome. Lift, Scobie at Liftworx www.liftworx.com http://www.liftworx.com/ RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] California Foam -Home Depot?
Hey CA folks, I'm trying to help out a young hobbyist I met this past weekend in CA. Can anyone tell me what foams are available at the Home Depot's (or equiv. stores) in your state? Any EPS, or blue or pink foams for learning to cut foam on and building some non-bagged prototype level models? Lift, Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] More CA foam ideas
Alternatively, is there anyone who would be willing to just ship some foam scraps to this rather talented kid? 12yo, almost completely self taught, just finished his first original scratch built DLG design, framed in balsa. Not perfect, but it flies pretty well. Also just built his own foam cutter and needs to figure out how to use it. Lift, Scobie at Liftworx www.liftworx.com http://www.liftworx.com/ RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
RE: [RCSE] All flying vertical stab...
Mark Drela sent: http://trc.dfrc.nasa.gov/gallery/photo/Daedalus/Medium/EC87-0014-8.jpg Hey, wait a sec, that thing is just a rib-constructed Supergee with an ugly pod and a big prop. Are you sure this is a photo of a full scale aircraft? :-) I think the guy inside is just a modified Hanz the pilot figure, and the whole thing was photographed just after an aggressive tip launch. Lift, Scobie at Liftworx www.liftworx.com RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] RX Help: need opinions/expertise
(Note: The FMA M5 receiver has been rock solid for Liftworx with hundreds sold to happy customers, virtually no problems whatsoever, so this is extremely rare, but it's a weird one, so I'm asking for help) A customer's M5 receiver is being powered with a 4cell AAA Nimh pack. When Hitec servos are plugged in they chatter nonstop. This was tried with micro and standard servos from Hitec, same problem with both. When Maxx Products MX-30's are plugged in there is no problem with chatter. I've personally used the M5 with various servo brands and had no problem Three questions: 1)Any clue what's happening here? 2)Any potential fixes? 3)Should we consider this receiver defective? Lift, Scobie at Liftworx www.liftworx.com http://www.liftworx.com/ RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] WAY cool visitor at field today
Dave, What you saw was a Stemme S-10 motorglider, pretty much top dog on the motorglider food chain, and just a ridiculously impressive aircraft. Not only 75'plus span, but comfortable side by side seating for two adults, fully retractable landing gear (in a tailwheel configuration) close to a 50:1 glide ratio, min sink of 112ft/min, stalls at 48mph, 700nautical mile cruise range, with powered service ceiling at 30,000 ft, revolutionary centripetal propeller deployment from a telescoping nose cone. The engine actually sits behind the occupants and drives the propeller by a torque shaft extension that runs between the two front seats to the nose cone. Single lever transition from glide to powered flight in 5 seconds. Wings are foldable by one person to normal hangar span. All ground operations can be performed with wings folded. Read the brochure at: http://www.stemmewest.com/pages/S10_E.pdf Unlike almost any other motorglider in its performance class, the S-10 is perfectly fine to use as a cruise aircraft,(in most the motor is reserved for launch-only operations) It has 139 mph turbocharged cruise speed burns maybe 5.2gal. per hr., which works out to about 27 miles per gallon. Cockpit has complete instrumentation. I'll stop before I start drooling on the keyboard here. Oh, wait, did I mention the solar panels that provide 30W of electrical power for onboard equipment when the engine is off? Lift, Scobie at Liftworx www.liftworx.com -Original Message- From: D Hauch [mailto:[EMAIL PROTECTED] Sent: Friday, November 12, 2004 10:20 PM To: [EMAIL PROTECTED] Subject: [RCSE] cool visitor at field today Hi, I was flying today at one of my fields, which is a small airport. Looked over to the horizon and saw this huge glider coming in for a landing. My first thougt was, Skip Millers here! :-) It was a huge t-tail motor glider. It had a 114 hp Rotex motor, mounted in the nose. Had retracts. 77' span. It was a six servo wing, well functions anyway, and spoilers. Cruising speed was 135 knots. Cost, well I was telling my girlfriend about it and asked her what she thought it cost, and she guessed $10,000. I said I had that much in molded planes and gear in my van, only because one was a Icon. :-) (just joking Don) Cost of motor glider, 1/4 of a million. Made my hobby seem real cheap. Going to order another Icon. Dave Hauch Mich. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] onboard batteries
I'd like some 20,000 mAh cells for my latest glider. If they could be smaller than a penny each, more like a dime, but a bit lighter, that would be best. Let me know what's out there. Thanks Scobie in Seattle. ;-) Lift, Scobie at Liftworx www.liftworx.com http://www.liftworx.com/ RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] A critical note on trainer cord use...
One critical note on teaching technique when using a trainer cord: If effective learning is the goal, it's VITAL that the teacher always use consistent verbal cues when giving control to the student, but even MORE importantly when TAKING BACK control from the student. As the teacher, if you're trying to let the student fly to their limit, this can be hard to remember to do, since you'll tend to concentrate on taking over just in time to fly the rescue. But especially when 'flying the rescue' you must give a clear verbal cue that is timed exactly with your moment of takeover. WHY IS THIS SO IMPORTANT? Because for the student there is essentially NO other indication that you have taken over control. They may continue to move the stick and think they are getting the results that in fact you are getting for them. This perception: thinking they were in control when they weren't is corrosive to the learning process. The student can too easily perceive that they have flown a brilliant save, only LATER to find out that it was you doing the saving and not them. This leaves the student with the task of trying to de-program what they thought was a success. When exactly did you take over? Did they fly part of the save, but not the end of it? would the moves they made even have been helpful? Who knows?. MUCH easier if they just get a clear cue at the moment that their own stick motions 'no longer count'. Anything that you both agree on is fine, and saying anything is better than nothing. but the clearest and quickest words the instructor might use are probably: YOURS! when giving control over to the student and MINE! at the exact moment of taking control back If you're like me, you'll find it's a non trivial task as a teacher to be completely consistent with this, but it's very important to try. Hope this is helpful. Lift, Scobie at Liftworx www.liftworx.com PS: The necessity for this rather fussy discipline in using a trainer cord could be completely eliminated if the manufacturer would simply couple a BEEP sound to the pressing and releasing of the trainer button/switch. Are there any brands that have figured this out? I'm sure a good electrics guy could probably add that in. A little beyond me, but I'm going to consider asking someone to do it for me. I do a lot of two-box training. Can anyone give me the quick idiot's guide to using a trainer cord? Do you have to trim both radios to match, do they both need all the same mixing set up (eg, elevon, etc)? Is it considered safer to pull the crystal from the trainer box? He's planning on using his regular Hitec radio and an older Flash that he has lying around. Brother is trying to get my nephew flying, just want to do my part to help them out. Thanks, Brent RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] Bird attacks
Ok, not strictly involving sailplanes, but still, some amazing gliding (and flapping) flight: This morning in cloudy light rain and high winds, I watched out my window here in Seattle the following scene: an extremely tightly bunched flock of smallish black birds (grackles?... something a good bit smaller than crows, and quite fast) perhaps 50-60 of them in a sort of big elastic 'sphere'. They were flying amazingly tight formation and veering and changing direction with incredible speed and unity... then I noticed that the reason for their tight-formation semi-aerobatics was that they were, as a group, harassing a red tailed hawk. I've seen one, two three and four birds all teaming up to give a raptor a hard time, but 60??? And they weren't doing the 'taking turns diving on the hawk' thing... they were acting as a single attacking mass... it was incredible to watch. Totally a new one on me, and just fascinating. The hawk was clearly losing, and really trying pretty hard, it seemed, to just get AWAY. I watched, riveted, until they went out of my field of view. Then an hour later I was talking on the phone, and happened to look out the window, and saw the whole show repeated AGAIN, only this time it was a bald eagle they were ganging up on. A half hour later, I saw it again, with the same or perhaps a different eagle. It was as if they formed a new sport, designated the neighborhood that slopes above Gasworks Park as the playing field, and scheduled three games in a row for Saturday morning. I've been watching birds for what I thought was a long time, but I've decided to quit thinking I won't regularly see something new. Lift, Scobie at Liftworx www.liftworx.com -Original Message- From: Steve Meyer [mailto:[EMAIL PROTECTED] Sent: Saturday, October 09, 2004 2:26 PM To: [EMAIL PROTECTED] Subject: Re: [RCSE] Bird attacks vs. airplane color Most of my planes are white on top, a couple of them are red. I have shared thermals with Hawks, Vultures, Seagulls, and once even a Duck. Hawks seem the most compatible. Occasionally they will screech and complain and bully you into leaving their territory. Once I was in a thermal with a Hawk. In my effort to stay in the good air with the Hawk I got a little close and the Hawk had to make an evasive maneuver. Like a near miss when flying with other sailplanes. I was sorry, though I don't think he understood me. We continued thermaling together, and when he had position on me, high on my 6, he dove at me in a threatening manner. It was beautiful and humorous. So I decided it was time to put my tail between my legs and scoot out of there and let him win. Like what was said before, I was just borrowing his air. Oh I just hope if I can be reincarnated it would be as a Hawk or Eagle so I can laugh at men trying to thermal their toy planes and not a pesky Red Wing blackbird that pops up out of the reeds to peck at passing sailplanes. :-) RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] Help with a link for CNC service.
Hello guys, Was it this list where someone had posted a link to an online cnc machining service? It was a website with a 3-D part design interface that let you design and loft a part, and then basically order that part to be machined and sent to you directly, made in whatever material you chose from a menu. I know there are plenty of 'part quote' CNC services, but this link was the closest I've ever seen to a one stop design-your-part-and-order-it-in-one-step type service. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] Escape the #11 blade forever, an offer from Scobie.
All this dull knife talk brings out the shameless huckster in me. get ready for the pitch. I abandoned the exacto and the #11 blade a long time ago and haven't looked back. My favorite hobby knife is the OLFA 300, so much so that I stock them for Liftworx, and you can order one (or more) from me, if you wish. A great stocking stuffer for you and your hobby pals. They have a very nice genuine OLFA Japanese steel snap-off blade system that is a very sweet combination of sharpness and hardness (no comparison to the cheap olfa-imitation snap-off blades), and you get 12 points per blade. The blade has a reliable locking mechanism that lets you set the cut for any depth from a tiny scribe line to a deep plunge, and when the tip goes dull, which is the most likely part of any blade to fail, you simply snap off a short segment of blade and keep cutting, no blade change necessary. Also, when you're done cutting, you can fully retract the blade, so there's no problem putting one in your pocket, or in your field kit, and you don't ever have to 'find that cork' or knife-cap, or whatever it is you use to try to keep your x-acto from sharpening itself on your fingertips. One OLFA 300 comes with 3 12-point blades (36 snapoffs) for $7.50, shipping included (US). Want packs of refill blades? I've got those too. Order one with your new Seeker or Red Herring kit, and I'll ship the whole order free until the new year if you mention this RCSE offer. The OLFA knives aren't up on the website yet, but I can zap you a photo if you want to see one. Check out www.liftworx.com if you want to look at the Liftworx microlight glider kits. Order by email, pay by PayPal or with a personal check. Lift, Scobie. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] Dyneema, Spectra
Dyneema is basically equivalent to Spectra fiber, and yes, it has largely been rejected as a material for fabric or linear composite construction due to lousy bonding properties. It can be an amazing fiber when used for rigging (ropes, lines, etc), but even there, it has a couple potential achilles heels: 1)incredibly slippery, making many conventional knots ineffective. 2) very low melting point. If it is used raw (not protected by a much higher melting point braided sheath) then another line (of any kind) dragging across it in one spot can easily produce enough localized heat from friction to simply melt through it. It is no wonder then, that Dyneema and Spectra have probably found their best niche in the low-stretch cores of high performance rigging lines (racing sailboats, etc.) ususally surrounded by braided, friction resistant sheathing, which solves both key problems, protecting from friction burn, and making knots more effective. Exposed braided spectra has found an interesting utility niche as control line for maneuverable multiline sport kites, where it's slippery nature is actually a gift, since these kites need to remain maneuverable even when the lines are twisted around one another from having done one or more 360deg maneuvers with the kite. This particular friction is not a problem for burn-through, because it is spread enough over length not to concentrate the heat in one spot. A sport kite with good quality braided spectra line can easily be turned 10 times in one direction and still be maneuverable. Try that with almost any other fiber Not surprisingly, the ends of the lines that attach to control bars and to the kite are usually sleeved for knotting and anti-chafe. More than you wanted to know, Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] CL-DSing: A memory revived
A memory revived for me too on this thread. As a young boy in Fairbanks Alaska, my pals and I made super-crude sort of U-C planes from corrugated cardboard and wood scraps. Over one summer, we took them through three levels of complexity. The first were simply cardboard planforms roughly modeled after a favorite paper airplane design of ours, weighted and balanced to be flung in a constant circle on the end of a single string. The only control influence was having the string short enough so that oscillating one's arm had some effect on altitude. You could get sort of a dive or climb out of the deal, but that was about it. Thing was, that was plenty fascinating enough for a good while. Just the chance to stare at a 'flying' craft of my own creation, with utter concentration, while the rest of the world whizzed past in a blur, was enough motivation to fly session after session, even though the recovery was often long and queasy! Strangely, of the three levels of glider, in some ways, this simplest one was the best, because there was the most sense that the thing was finding it's own trim, and kind of 'flying itself'. The next level of craft had the pilot holding a ten or twelve inch stick with a line at each end, tied off fore and aft on the aircraft planform (which was essentially a flying wing). The idea was to give some better control over pitch, which worked some. If you got too agressive and tried a loop, the lines would cross, and since we had only high friction string, even a single line crossing would usually lead to disaster. More crashes meant more repairs, and less motivation to keep flying. Interesting how those forces come into play in a kid's world. We could always go work on the tree fort, so at some point the cardboard planes lost out. The final level was actual elevator control with a central swing line to take the centripetal force, and two control lines off of each end of a control stick, turned through some kind of eyes on a central wood-stick fuselage, and controlling a broad elevator. This probably got the biggest laughs out of us, because the combination of poorly designed systems, and aerodynamic misunderstandings led to a flight profile in which, if you were lucky, you'd get the swing started, hold it level for a few circles with intense paranoia, try just one elevator movement, and immediately end in a furball of damaged airplane and tangled string. The funny thing was that if we'd had just a little more patience, materials, and engineering, we were actually pretty close to something that would have been serious fun. Instead, the 'full house' version was a constant disaster, and was quickly scrapped. I guess it's no wonder that I find such joy as an adult in radio control gliders. And, generally, I still seem to prefer the simple over the complex. Lift, Scobie in Seattle -Original Message- From: James C Deck [mailto:jcdeck;attbi.com] Sent: Thursday, October 31, 2002 7:16 PM To: RCSE Subject: [RCSE] CL-DSing: A memory revived OK, when I was very young, model airplane engines were beyond the economic capabilities of some of us. Enter whip-powered UC - the plane was simply whipped (BTW, a no-no in UC) and controlled. Some got quite good, others quite dizzy, but all had fun. All of the thrills of UC with none of the noise - we flew in a jr. high gym. No ARFs in those days. Jim Deck RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
[RCSE] Servo Travel Results (and more Questions!)
I asked a servo travel question recently, namely Is there a standard total travel, in degrees of rotation, for servos being driven by a non-computer radio, or a computer radio with travel set on default (100%) Thanks to all those who replied. Unfortunately, the replies were all over the place, from only 60 deg. total travel to 120 deg. Given that, I decided to try a pragmatic experiment. I used my mid-range 6channel JR computer radio, where the default untweaked travel settings all read 100%, and a long carbon pointer secured to my servo arm, and a fairly accurate protractor. Reciever was also JR, servo was a MX-30 sub micro. I got the following results: Aileron Channel 100% travel setting = 77 deg. total travel Throttle Channel 100% travel setting = 98 deg. total travel Elevator Channel 100% travel setting = 80 deg. total travel Rudder Channel 100% travel setting = 60 deg. total travel Does it make sense to anyone here that JR would program in default 'opinions' about how far each type of servo should be driven at 100%? The ones I care most about for Aileron and Elevator are at close to 80 deg. each. Any idea how standard that is throughout brands, Hitec, etc.? Anyone willing to try it for a Hitec system? Any other insights, anyone? Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] Please note that subscribe and unsubscribe messages must be sent in text only format with MIME turned off.
RE: [RCSE] Re: Soaring V1 #890
The point you make about seperating controls with seperate functions is an interesting one, but becomes hazy in the realm of aircraft control.In an aircraft, the simple 'single' intentto execute a level turn requires control inputs from elevator, rudder, and ailerons, every time, no exceptions,if you want your turnto be coordinated andaerodynamically efficient. Sothinking of these controls as being 'separate' because they control separate surfaces on the aircraftdoesn't quite fit. When I take people flying in my littletwo seater taildragger,novices are always amazedthat a simple turn requires the application of three coordinated control inputs. Lift, Scobie in Seattle -Original Message-From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]]Sent: Monday, September 23, 2002 5:11 PMTo: [EMAIL PROTECTED]Subject: Re: [RCSE] Re: Soaring V1 #890 In a message dated 9/23/2002 07:48:47 PM Eastern Daylight Time, [EMAIL PROTECTED] writes: Because you're pulling the aircraft's nose back towards the pilot'shead. Couldn't be simpler.Ah, except the pilot is on the ground, not in the airplane! It isn't intuitively obvious for models.Your point about bicameral dexterity is a good one, though one of the general rules in controls design is to separate controls with separate functions to the extent possible.
[RCSE] Please help me assess slope!
Sounds like a very manageable slope. Yes you can probably fly halfway up successfully. Two thirds might be better. Slope landings are basically done across the slope, as close to into the wind as you can get without flying away from the slope. If the lift is strong, you have to start out down below you, and bring the plane across the slope face while climbing up the slope to slow the plane. In gentle slope lift, you can just make a slightly lower pass, bring the pass in close to the slope, and slow the glider down by climbing just a little faster than the lift can support, and swish, a gentle sideways landing, wings level, or tilted just a little to match the slope, into all that tall grass you mentioned. When this becomes more familiar, it's not at all impossible to refine this technique so that you fly your slope pattern down below you on the slope, and do this 'climb to land' pass directly into your hand for a catch. In consistent slope lift, one nice thing is that you can almost always abandon a landing attempt and try again, simply by turning back out away from the slope. So it's often possible to try 10 or 20 landings before actually touching down. Dangerous Alternative: On a slope with a soft surface, you can use your height and speed to dive directly towards the slope below you, pull up at just the right moment for the conditions, come screaming up the slope, bleeding energy into a downwind stall just a few feet off the deck, and mush the plane into the grass, headed directly up the slope. You should do this landing after you have a few thousand successful landings under your belt and the slope is so familiar to you that you can fly an aerobatic routine, eat a sandwich, and instruct two or three newcomers all at once. Not for the faint of heart. If you can find a part of your slope that has a flat, or even better a concave surface facing the wind (called a 'bowl' in the world of sloping), this is particularly nice. A conVEX slope has the lift deteriorating off to each side, and a flight too far across the slope to one side or the other is hard to return from. A 'bowl' concentrates the lift into a reliable crescent band, and makes it easier to pass back and forth in front of you without worrying as you would on a convex slope about going too far off the sides where the lift gets ragged and turns into turbulence and sink. Lift, Scobie in Seattle -Original Message- From: ggareth [mailto:[EMAIL PROTECTED]] Sent: Tuesday, August 20, 2002 6:20 AM To: [EMAIL PROTECTED] Subject: [RCSE] Please help me assess slope! As you might have guessed I am a newbie on the brink of buying a foamie trainer. Anyway, today I went out and did an examination of my local slope. I've never seen anyone flying there and it's not listed as a site. Since I do not own a car this location is my only option. The slope is actually a huge man-made conical hill which was once used for skiing. It's 100m (300ft) high with slopes varying from vertical to a gentle slope. It has faces in every direction meaning that it should provide lift with any wind direction. Furthermore it's covered in high grass! That's the good news. The bad news is that there are floodlights, pylons, lifts and overhead cables. Most of these are concentrated towards the top of the hill. I'm wondering if would be possible to fly half way up the slope where there are less obstacles. Is this possible from a lift/turbulence point of view? Then I'm also curious about how to land. I know that aircraft always land into the wind but that would mean flying away from the hill...? Thanks in advance Gareth 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 M5 Survey
I'm with the school that says if we can only have it one way, then end plugs are the way, hands down. I'm somewhat bummed to learn that the M5 is not this way. I build things with the RX often in the wing, or in a VERY small pod, and here, a little length due to the added connectors is almost always better than dealing with the usual doubling in height with vertical connectors. I agree that a connector design that was only as long as the pins themselves (or a smidge longer)would solve this problem, but would only be a solution IF one was willing to replace all one's servo connectors, OR if manufacturers of servos adopted such a connector universally. Lift, Scobie in Seattle -Original Message- From: Ed Berris [mailto:[EMAIL PROTECTED]] Sent: Sunday, August 18, 2002 10:08 PM To: [EMAIL PROTECTED] Subject: [RCSE] FMA M5 Survey I just received two FMA M5 receivers and I must admit they are real gems. But, I have a question for you out there in soaring land. It seems to me that having end plugs for the five channels would have made much more sense. I also felt the same thing about the FMA Extreme. I wrote the company a letter regarding my preference for end plugs and was surprised when they told me that they were not hearing this from their customers. Well, you are there customers. Is it just me, or if you had a choice would you prefer to have end plugs for a small receiver designed to go into tight places? I'll tally up your votes and send it to Fred and his son to see if they might consider changing the plug configuration. Bring on the votes. Ed 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] Paging CARL of SVSS
Carl, Please get in touch with a confirmation of payment and address for the sloper kit. NO problem if you've decided against the sale. Just let me know so I can put it back on the market. I'm giving our deal until Monday before I cancel and put it up for sale again. Thanks, Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
[RCSE] FOR SALE
1- EPP'ee Sloper Combat Foamie Kit... $39 plus shipping see: http://www.srhobbies.com/page2.html scroll down to EPP'ee for photo and description Virtually NIB kit. Notes: Box looks terrible, perhaps not original but contents are all there, and totally fine. Box will be reinforced seriously by me for shipping. Someone cut a battery cavity in the nose, like they were just getting started building, but other than that, the kit is unmolested, instructions, wings, fuse, hardware, pushrods, aileron stock, spar stock, cool Epp'ee graphic sticker,coroplast tail, all there. Extra EPP block will be included for filling battery cavity, and re-cutting cavity if necessary for your installation. Cool kit. I've built one with a pal and had a lot of fun with it, but it's just not where my current pursuit in the RC glider hobby is going. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
[RCSE] Both Hi-Starts now gone
Sorry, I have only the EPP'ee sloper kit still for sale, No servos, batteries, or hi-starts. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
[RCSE] For Sale: EPP'ee foamie sloper kit
1- EPP'ee Sloper Combat Foamie Kit... $39 plus shipping see: http://www.srhobbies.com/page2.html scroll down to EPP'ee for photo and description Virtually NIB kit. Notes: Box looks terrible, perhaps not original but contents are all there, and totally fine. Box will be reinforced seriously by me for shipping. Someone cut a battery cavity in the nose, like they were just getting started building, but other than that, the kit is unmolested, instructions, wings, fuse, hardware, pushrods, aileron stock, spar stock, cool Epp'ee graphic sticker,coroplast tail, all there. Extra EPP block will be included for filling battery cavity, and re-cutting cavity if necessary for your installation. Cool kit. I've built one with a pal and had a lot of fun with it, but it's just not where my current pursuit in the RC glider hobby is going. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
[RCSE] Walkalong Glider Development
The Walkalong glider was originally invented by Paul McCready's sons, Tyler and Parker, (maybe with some guidance from dad?) hanging around in their dad's hangar in the years of the Gossamer Albatross development. I got the full story of the original invention from Parker McCready a few years back, though the details are slipping. I can confirm that Tyler decided to take the idea to the toy companies a year or two ago, and see who would bite, and that he has benefitted from developing the design in cooperation with whoever it is that's making it for Walmart, Toys-R-Us, etc. Is it in fact a Hasbro product? Anyway, it was not stolen from the McCreadys, which is nice to see. Lift Scobie in Seattle -Original Message- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]] Sent: Tuesday, June 11, 2002 9:15 AM To: [EMAIL PROTECTED] Subject: Re: [RCSE] It's foam and cheapWalkalong Glider type Oh yeah! They work GREAT -- i got a pair of them... you need a VERY still day, but those things work like a charm, and are a good way to get a workout without knowing it! fun for the kids, too! thermal them off of your heat exchanger, your grill, your forehead! For you guys that like anything that flies and like to save a buck or two Toys-R-Us has the Walk Along gliders called Air Surfers and they come 2 in a pack for $4.98. I have a feeling either Hasbro snagged a patent idea or McCreedy sold them the rights. From what I can tell it's pretty much the same and they fly very well. I haven't gotten it to work off my head yet but they come with a board and they work awesome off it and fly very well. But it's foam so some of you might not like it but it's cheaper than DLG's so it's two-fold. :) = -- Glenn W. Tri-Cities, Wa __ Do You Yahoo!? Yahoo! - Official partner of 2002 FIFA World Cup http://fifaworldcup.yahoo.com RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED] -- ben wilson [EMAIL PROTECTED] http://thelocust.org http://phliteklub.org 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] All black color scheme?
One thought that favors having SOME contrast between tops and bottoms or SOME assymetry in a glider color scheme is that with ALL black, even if it's very visible, it seems that you run the risk at high altitudes/distances of the 'image reversal' problem in which a silhouette-only image can be mentally reversed (as to which wing is closer for instance). Lift, Scobie. Just another thought on color. I was watching some ravens soar at a distance and angle we often fly our planes. I was struck how well they could be seen both on the top and bottom in the turn. The gloss black showed up well at all angles (the black gave good contrast and the shine gave some glint). I've been toying with the idea of painting a TD ship all gloss black. Any thoughts? RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
RE: [RCSE] Blue thingy on the 5125
I have a perfectly good monitor, and cannot see what you're referring to Harley. The photo I get to from this link: http://www.hitecrcd.com/Newproducts/5125.htm shows me a view of the servo from an angle that wouldn't show set screws even if they were there, only the arm surface that has the main mounting screw and the holes for clevises. So I'm wondering whether there is more than one photo, or what's going on? Anyone have clarification here? Are folks using another link with another photo? Lift, Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
RE: [RCSE] Ohmark mixers
www.tgworks.com has some ohmark mixers, I believe. Lift, Scobie used to sell a slick electronic mixer that had a dip switch to allow for setting different percentages of mixing aileron and elevator in an elevon set up. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
RE: [RCSE] Re: Wierd
What sort of numbers would these even be? These would be the sort of 'numbers' that make really trippy conversions into the Wingdings font. Nothing more. Lift, Scobie. RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
[RCSE] Another day that will live in infamy
I was flying my smallcessna just yesterday afternoon, thinking what a priviledge it is. Today, the entire nation's air traffic is grounded. John Roe was saying he wished the world was a different place. I couldn't agree more. After today, it will be a different place, of course, but not the one either of us had in mind, I'm sure. Now I'm getting on a bicycle to go feed a friend's cat, a friend who can't get home from Oregon because hissmall plane is grounded. The details of life can feel so absurd in the face of events this large. I'll spend the ride praying for todays victims, andhoping for peace for this world we live in. It seems almost wrong that it is such a perfect beautiful late summer day here in Seattle. Breathe deeply, everyone. Every lungfull is a priviledge. Lift, Scobie in Seattle.
RE: [RCSE] Scale????
What are the tolerances for calling something scale? As much as it would be nice to have a reasonable standard for this, or 'tolerances' as you say, I'm pretty sure the real answer is that there is none. It's more of a what-can-we-get-away-with while-making-the-various-compromises kind of thing (fits in the box better, flies better as a model, etc. etc.) And when the alterations from scale get too embarrassing for a kit-maker, it becomes 'semi-scale' or 'stand off scale' :) Since there is no limit to 'true scale' down to using miniature versions of the exact same building techniques, machining micro-hardware to create exact match canopy latches, the whole thing is really a spectrum from 'kinda-looks-like-the-original' to 'if-you-could-just-find-a-1/5th scale-human-being-with-a-glider-rating,-he-could-get-in-and-fly-the-thing' With scratch scale building, you get to determine your own standard, which is half the fun. Also, no problem forming your own canopy without vacuum, just make a good plug, epoxy coated, sanded out fine, and then heat a sheet of PETG (tape some cardboard 'handles' to each side of the sheet to give you something to hold) over an oven burner or heat gun until soft, and then draw it down over your plug. The more you stretch, the thinner your resulting canopy will be, and you can try as many times as you need to (just a few cents a try for the material) until you get a perfect canopy. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
RE: [RCSE] Foam Cutting problems - Answer
Thanks for posting this follow up, Jim. I agree that the single point method is a really good idea, especially for any extreme taper. I had totally forgotten that with your type of system, the pull points (clips) are ALSO the power points, meaning that a shorter span between clips means less resistance in the circuit. While not necessarily a problem, it makes me realize that my wire is always powered from the points where the wire mounts to the bow, and thereby produces the same resistance regardless of the insulated pull points, so I've never had to consider this issue. I imagine that the single pivot method allows you to go back to pretty much whatever 'power span' works best, saving you from the risk of having your pull points too close together for your given type of wire. Anyhow, thanks for the cool insights into some of the many subtleties of the hotwire world. Lift, Scobie in Seattle -Original Message- From: Jim Crook [mailto:[EMAIL PROTECTED]] Sent: Friday, August 24, 2001 9:46 AM To: RCSE Subject: [RCSE] Foam Cutting problems - Answer This is the solution to the small core wire breaking problem from my earlier post. Thanks to all who replied. Several people suggested a different wire. Several people suggested a different bow. Several suggested too much weight on top of the core. One person suggested to use the single point cut method (cut around a ivot) - The 1 was Roger from Tekoa I tried his method first (I already had everything I needed). It worked great. Easier to set up than the 2 point pull as well. Roger did say that the T-370 (his wire) may not provide enough resistance at the short wire lenght I was using (I had the power clips about 10 apart while using the 28 bow). Roger did not indicate if other wire (fishing leader being the most common suggestion) would work at that length. After using the pivot and single point I will never cut a large taper ratio any other way. It was way to easy, and eliminated all of the set up issues I have had in the past. Jim Crook 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] Manzanita Oregon
In the next few weeks, I'll be flying my small taildragger down the Oregon Coast for a few days at Manzanita beach with my wife. Wondering if anyone's doing any interesting flying anywhere nearby there on the Oregon coast, especially anywhere near any little coastal airports ( ;) ). What's the scene? Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send subscribe and unsubscribe requests to [EMAIL PROTECTED]
RE: [RCSE] Wingeron plane w/ add-on mixer
I'm not familiar with this particular model, but I've flown and designed both wingeron and pitcheron slopers. If it's a wingeron plane where the wings act like ailerons, and there is still a separate elevator in back, you don't need a mixer at all. If it's a pitcheron plane where the wings must act like aileronsAND relative elevator all at once (the tail is usually fully fixed-no controls- on a pitcheron plane), then you DO need mix capacity. An ohmark mixerwill probably do the trick, though it would be nicer to have independent relative travel control over the elevator and aileron functions of the mix. Lift, Scobie in Seattle. -Original Message-From: Peter Chiu [mailto:[EMAIL PROTECTED]]Sent: Wednesday, April 25, 2001 8:51 AMTo: [EMAIL PROTECTED]Subject: [RCSE] Wingeron plane w/ add-on mixer I was wondering if I can use an aftermarket electronic mixer (like the one from Ohmark) for use in a Wigeron plane like the CR Turbo ST? Or is the mixer only for V-tails and flying wings? I've never flown one of these wingeron planes so I'm a little confused, but it would seem that the control surfaces would work the same in principal as a V-tail or flying wing. Thanks Peter
RE: [RCSE] micro balloons
Micro balloons are spherically shaped silica hollow 'beads' that are so small they appear as simply white powder. Because they are hollow, they are very light. They are used as a lightweight filler for epoxy, to make a paste for creating fillets or other epoxy 'fill' applications. The resultant mixture of epoxy and microballoons is not considered particuarly strong, but may serve more than adequately for some structural needs. There are many other useful fillers for expoxy, depending on the desired strength, flexibility, color, and weight of the resulting mixture. Some of these include finely chopped carbon fiber, finely chopped cotton fiber, wood flour (very fine wood dust), etc. There are even fillers where each particle is a little flat 'plate' shape. The ability to mix literally different shapes of micro-fill into epoxy is one of the things that makes composite construction aspire to idealized structure at the microscopic level. Creating different epoxy 'butters' with combinations of these fillers tailored to specific structural needs is part of being a skilled builder in composites. Lift, Scobie in Seattle -Original Message- From: Liveto Soar [mailto:[EMAIL PROTECTED]] Sent: Friday, April 20, 2001 8:03 AM To: [EMAIL PROTECTED] Subject: [RCSE] micro balloons what the heck is a micro balloon? _ Get your FREE download of MSN Explorer at http://explorer.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]
[RCSE] fascinating flap research
For the aerodynamics heads out there here is some fascinating research from Stemme, the company that makes one of the more amazing motorgliders in the world. They are looking into reproducing the stall-mellowing effects of having self-actuated, top surface, partially porous flaps that mimick the effect of feathers on birds' wings to prevent stall separation from progressing forward on the top surface, well beyond the critical angle of attack: http://www.bionik.tu-berlin.de/user/giani/vortrag/sld002.htm The 'slide show' format of their presentation is very clear (be sure to read the text at the bottom of each page), and should do a great job of explaining this concept, so even if you're not an engineer, have a look! You'll very likely 'get' it. Enjoy watching these german experimenters in their efforts to preserve Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Microsoft IE users- here's how to actually do it!
As you can see from the message below posted by MSu1049321, (What an interesting name, it's even more unusual than mine... What WERE his folks thinking?) it's really helpful for a lot of the population on this list if you send your messages to the exchange in the simple text-only format called Plain Text, not the fancier microsoft version of HTML, which allows you colors and typfaces and all sorts of whiz-bang factor. Microsoft starts you out with the whizbang version, so if you want to send messages in Plain Text, you have to get in there and make a change. For those using Internet Explorer who are dying to be respectful and polite to the RCSE but simply don't know how to make that setting change, here's the deal. The change takes place just three or four unintuitive layers into the controls for the program :), so you'll be there in a jiffy by just following these (not obvious, as usual) steps : Open the Program On the top tool bar you'll see the word 'Tools' (To change something, like a car tire, you need a Tool, right?) Click on 'Tools', and a menu will drop down. Find the word 'Options'(I guess its' the Options tool??). If you don't see the word 'Options' it's probably because you are looking at an individual message window, and not the main program window. Close the message window and go to the main program window so that 'Internet Explorer' reads in the title band at the very top of your screen. Find 'Tools', click on it, and you'll see 'Options'. Click on 'Options', and you'll get a window with many tab titles. Choose the tab called 'Mail Format' You'll see a small text window. If the format listed in that Window is 'HTML', please change it by clicking on the little arrow button at the end of the text window. That will give you several options. Please click on 'Plain Text'. Then click on 'OK' at the bottom of that dialogue box and you will be on your way to sending happy, less problematic messages to the exchange. Congratulations. Lift, Scobie in Seattle -Original Message- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]] Sent: Monday, April 02, 2001 3:45 PM To: [EMAIL PROTECTED] Subject: [RCSE] Re :a word about how you format your mail to RCSE Us poor slobs who have to get the digest version often have to wade thru multiple copies and duplicate HTML text versions of all the various posts to RCSE. This duplication of posts can double the size of the files and the time to skim/read them. I am led to understand by those who know that the problem comes in the main from you folks who write-in messages using a certain product out of Redmond. (grin) But, all can be fixed simply, if you would take but an extra second and select a "plain text" formatting for your outgoing mail, at least to RCSE. Then your thoughts and opinions get a clearer shot as they go out to us in the ether. Please, give it a try. If you don't yet understand the scope of the trouble, subscribe to the digest version for a couple days and see it for yourself. Thanks for your kind attention. Thermals! 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] German Aero Club Letter
For those who are nervous about opening attachments, I have copied the text from the letter recently posted from the German Aero Club. Seems like a worthwhile commentary on the whole towing thread that's been raging on the exchange. Wouldn't want someone to miss it just 'cause they don't want to open an attachment. I'm totally not in the competition or towing game, just thought it might be good to get this (in Plain Text!) onto the RCSE for those to whom it's important, Best, Scobie: Hallo all, I was asked by leading members of the German Aero Club ( national soaring committee ) to provide following information to the members of the soaring list as well to the whole F3J community : The German national body DAeC ( German Aero Club ) decided on a meeting last week-end not to adopt the new towing rule (safety notice from march 26th 2001 ) and to use a local rule according to the Sporting Code from Jan 1st 2001 ( 2-man -towing with "stake" ) instead. Reason are that the German Aero Club realizes that the simply banning of the "stake" provides a lot of danger for helpers and towmen in F3J competition . On the other hand the 2-man towing with a adequately fixed ground anchors was well-proved and tested for many years in international competitions. This towing system was developed by a german F3J-working-pool who was working for 7 years on safety questions. The idea and intension was to keep the tow-men out of the line of fire ( wipping lines ) by using a towing -bar or a V-rope and to use a well fixed ground anchor instead of "human anchors " who are in serious danger as well . The accident in Slovakia was sincerely regreted but the towing method used in this accident had nothing to do with the safety standards in F3J competitions today. Furtheron the German Aero Club will send a protest letter to the chairman of the F3B/F3J sub-committee Mr. Thomas Bartovsky ! Also the german Aero Club will again present a proposal at the next CIAM meeting which includes a detailed drawning and description for the so called 2-man-towing ( one main stake with at least 2 additional stakes, similar to F3B turnaround ) in addition to the proven towing method according to Sporting Code from Jan 1st 2001. The German Aero Club also prefers to see F3J going on with "hand-towing" and not to establish power-winches to keep the specific identity of the popular F3J class. This was decided on a meeting early this winter ! If you need more information on this please write to [EMAIL PROTECTED] best regardsStefan Eder ( GER-2003 ).. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] see my very small R/C here!
They also make small r/c helicopters, container trucks, gyro flying saucers...but unforturnately no airplane! Raymond Wong Hong Kong They make micro RC copters that actually FLY? How small?
[RCSE] JR X-388S Manual Source? and other HELP, please.
A pal of mine recently got a batch of used RC gear for free and is sorting through it. I'm playing the role of mentoring him into the hobby, mostly glider, maybe a little electric. Included in this rather nice haul of planes and gear is a JR X-388S radio, not used in at least a year. 1)Anyone have ideas about where to get our hands on a manual for it? 2)What type of memory system does it have, and if it is lithium battery based, what's involved in trying to assure that things are ready to use and that we're not at the end of the life of that battery? Any other comments about the useability, programmability, or other features, pros, and cons of this unit would be welcome. He (we) will be using it in glider and perhaps electric applications. I'll be happy to forward onlist or offlist responses to my pal, as he is not a list member (yet). Thanks all, Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Is Light Aluminum wire ok for an antenna?
I've been using the kynar wire wrap wire for antenna replacements for at least half a year with no problems. Don't know that it's aluminum...or not... but it works for me. Lift, Scobie in Seattle I ran down to Radio Shack looking for wire and ended up buying some 30AWG wire wrap wire...it's light in color and I think it might be aluminum. It had an odd name which was sort of like 'kevlar'. Anyway, I replaced the heavy wire with the same length of this stuff, which did wonders for the overall weight, moment, etc of the glider, but now I'm suddenly wondering if the fact that the wire isn't copper might cause problems. Input, anyone? RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] source for wing bagging system
Martin writes: Do you know of a reasonably priced/functional bagging system? I refer you to my article on the CRRC website on super-inexpensive vacuum bagging. This system offers great control, utter simplicity, and the lowest cost of any system I've seen or heard of. It does require being careful with getting a good seal on your bag, but heck, you want that anyway, and it just isn't very hard to achieve on a small scale project (like almost anything in the hobby realm). It may not be for you, but it is seriously worth considering: http://www.charlesriverrc.org/articles/foam_vac/scobiepuchtler_simplebagging sys.htm Folks who have invested in much more expensive systems have a lot of criticism of this simple method, I assume mostly without having actually seen or tried it, but I hope there are some open minds around the topic, as it makes bagging much more accessible to many more folks which can only mean that our hobby benefits. More cool planes in the world, oh yeah! Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] The Evil Discus Death Menace
Ok, gliderland, There may in fact be SOME legitimate safety concerns with discus launching, and it is very much worth rationally thinking about what they might be, and how or whether to address them in the competition environment. For a while there it looked like no one was going to even bother with that, since hurling overstated condemnations of discus launching is so much cheaper and easier. Still, I have to take respectful issue with a strain of posts in the last few weeks that seem to be trying to pre-establish tip launched hlg's as fundamentally lethal. Given some honest insight, and an open mind, I don't think that such an extreme conclusion can be reasonably reached. So, let's open our minds for a few minutes and try to resist the really awful temptation to create yet another US vs. THEM situation here. Discus planes are brilliant in their originality. They have alot to offer the overall hobby in terms of access to really satisfying launch heights, whether in competition or NOT. It is fairly clear that many folks will only achieve elite launch heights using discus launched glider, and it would be great if that could be nothing but a good thingagain, regardless of the flying environment: competition, or otherwise. I think it's really fair for pilots in competition to be concerned about being struck by ANY glider. Further, it seems reasonable to think that discus pilots, being necessarily new to the technique may not have the accuracy we more easily assume (sometimes wrongly) to be inherent to overhand style. MAYBE, just maybe, there is an inherent accuracy difference that won't be overcome over time, though I personally think that's a seriously premature conclusion. We've seen things thrown overhand our entire lives and tend to think of other methods as 'abnormal'. I've even now seen posts that are trying to pressure folks into sticking with overhand because it seems more macho to them. Where's the contribution in that skewed insight? Are we working extra hard this year to make sure that gliding stays all male? I digress. In the comp. environment, Perhaps CD's will need to be especially conscientious for a few years until the overall skill level improves, which it absolutely and inevitably will. Out of control launchers, or just folks who place launch immediacy above safety, whether discus, or otherwise, may need some sanction. The idea that 'the first really bad accident will shut things down for everyone' is a fear tactic as old as the hills. A bad accident is a bad accident. It could happen with any type of plane at any contest, especially if people aren't thinking and being creative about how to mix fun, safety, and the risk that goes along with any flying sport, manned or not. How it get's reacted to will have everything to do with the overall health of the flying community involved, what positive steps they've taken to be reasonable about safety, and how well they work together and avoid divisiveness. Skill and accuracy comes with the progress and acculturation of any new technique. Many folks couldn't hit the side of a barn with a frisbee, for instance, which uses a fairly rotary throw technique, because release timing is so critical. But a good frisbee golfer could tell you what knothole in which barn board he was going to peg, and peg it. I'm not convinced that most discus throwers won't eventually be able to name their patch of sky before they throw right to it. Some already can. Make it a part of the culture that accuracy is expected and admired, and people will figure out how to be accurate, guaranteed. Ego's won't permit any other outcome. Another temptation is to watch the rotation of a discus launcher and immediately conclude, often without any personal experience, of course, that the whole system is like a giant unprotected Cuisinart blade, 360 degrees of pure menace. Ok, it's fair to say that the rotation of a 60" glider at the end of someone's arm takes up a fair amount of acreage (I never claimed that I thought full-hlg-size discus launching was issue-free), but as Dick Barker or anyone else who has put in some actual time throwing these things can tell you: MUCH of the rotation in a discus launch is relatively slow (not even CLOSE to the final release speed) and serves as a chance to 'float' the glider into a favorable wind-up position for the final 'centripetal whip' that leads to that potentially awesome launch height. Also, many perfectly awesome discus launches do NOT require a full 360deg. Because the slower portion of the launch arc is not creating much centrifugal force, the chances of the glider just 'slipping out of the launcher's hand' in any random direction is really incredibly small. I am not a competitor, more of an observer of the sport/hobby and it's progression. I don't have all the answers, I don't claim to have the solutions, and I'm not trying to tell anyone what to do. But I have thrown a bunch of planes, discus and other, and while I
[RCSE] Actual New Ideas for HLG competition, anyone?
Paul Naton made some great points in his recent and provocative HLG post that deserve a resultant thread that doesn't deteriorate into an us-vs.-them-its-all-about-danger-liability-and-other-bad-things mentality: Anyone up for serious consideration of completely NEW modes of hlg competition format? We've got these incredible gliders that just keep getting better and better. There's no reason to only keep doing the same things with them. Why not design contests that help to avoid safety concerns AND do an even better job of testing a really wide range of soaring skills and mental strategies? What about a sort of micro cross-country paradigm in which the overall site conditions must be artfully used to get one's glider to show up at a series of checkpoints? Some of those checkpoints might be near lift in a given round at a given moment, others of course wouldn't be. Ability to read lift, work lift, avoid sink or penetrate it efficiently, range upwind, range downwind AND our old pal launch height would ALL still be emphasized, but real and elaborate strategy might increase significantly, without the frantic launch and relaunch (and accompanying stopwatch timing) being quite as emphasized. In some situations, though, it would still be incredibly important to be able to relaunch quickly to try again. I see a scenario like this as being potentially more true to the idea of testing a full range of soaring skills, rather than adapting skills to a contest format. Imagine a ten or twenty minute round in which you can launch any time you want. If you think you can complete the task in the last two minutes because your theory is that the lift will be perfect for it at that moment, no problem, that's when you launch. If you have to launch three times during the round trying for the task, points could take care of taking your score down a bit compared to the guy who aced the task in his (or HER!) very first launch. If you can complete the task more than once in the round, obviously, big points go to you. At the end of the round, your glider has to be in your hand. If you caught it from the air rather than picked it up, bonus points for you. Just a few thoughts. If you see problems in managing a contest that's set up in this way, that's great! Think of it as an opportunity to think up some brilliant, innovative, creative and helpful solutions before you post back! For what it's worth, Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
FW: [RCSE] Hand launching
Dave writes: I have heard of the javelin style throw and base on knowing what that means for a real javelin, I am not clear how it is applied to a HLG. Hlg terminology is very new language, and as such is in flux. From studying the hlg terminology usage to date, I would conclude that 'javelin' or 'javelin-style' is now often used simply to differentiate from discus or tiplaunch styles, and as such applies at least to some degree to any overhand throw of an hlg, usually with pegs (most common) but also with a hole or specially molded fuselage 'grip indentations'. At least some of the time, though, 'javelin' or 'javelin style' is used to specifically imply a more fully athletic overhand throw with full arm extension, proper run up and foot placement, and body position, all adapted from the very refined motions that a trained javelin thrower uses. In this case it is meant to differentiate the style not only from discus or tip launch, but from a more cocked elbow, baseball-type, 'whipped' overhand throw (a style which doesn't generally work very well, by the way). In any case, I have never seen 'javelin' used to connote a particularly special or different grip on the aircraft, per se. Most javelin style throwers still use a peg. These are simpy my perceptions of how the words are being used on the internet, on the phone, and at the field(s). Hope this helps some, though I know I didn't answer all of your questions. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Hollyday Hi-starts
Brian writes A parson who is using a high start can only achieve the energy of the Pinnacle... Imagine the energy a fully ordained priest or even a cardinal could achieve! The Pope could probably get his glider in orbit. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Lift Distribution HELP
I'm working with some talented youngsters on aerodynamics and glider design and am having a hard time explaining exactly WHY elliptical lift distribution (and the resulting elliptical planform) is a theoretical ideal. Does anyone have a great simple way of thinking about it? Good modes of explanation are what I'm after here. TIA Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: RE: [RCSE] Ant in T/D fuse
The one apprehension I have about "antenna connectors" (as opposed to a solid, soldered wire) is that a bad or loose connection could result in signal loss and a lost plane. This sort of makes sense, and I ran into the same concern when I was rigging a plane this way. However, if you use a single male/female connector set from inside a classic servo connector, it's very light, and I figured it's just as reliable as all the other ones that I'm relying on every time I fly, three for each servo, battery, etc. Just a thought. Scobie RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Nose lengths on HLG
Walter, While I haven't done exactly what you're describing, in my latest HLG design efforts, I have had some success building planes that are 'pre balanced', meaning that the weight of each component(tail boom and surfaces, wing, pod, servo, rx, battery, etc.) is either calculated or measured from a previous prototype, and I run a weight and balance during the drawing phase of design, just as one would for a full scale aircraft, with each component having a 'weight value' calculated from its weight times the length of its moment arm as measured from a constant reference point. I run this in a little spreadsheet, and the results have been great, meaning that by tweaking the positions of various components, the intended balance point turns out really really close. The only balance weight I ever add is tiny and only to 'micro-tweak' for performance, or feel, or in order to experiment with CG's other than the designed CG. So, I'm shooting for a target and coming very close, which is nice, but I like the idea of a variable wing mount. That is a pretty reasonable approach if the rest of the design supports it, though it wouldn't be great for my current designs, as the pod integrates into the wing too much to have more than one position on it. So I elect to be fussy in advance to get a plane that is only carrying what needs to be up there. Interesting thoughts, hope these reflections add to the thinking. Lift, Scobie in Seattle. -Original Message- From: Walter Lynch [mailto:[EMAIL PROTECTED]] Sent: Tuesday, October 24, 2000 9:06 PM To: Scrollsander; Soaring at Airage Subject: Re: [RCSE] Nose lengths on HLG Has any one ever made a HLG with pod/boom, adjustable nose length depending on cg- somewhat like a Mantis where you position nose pod on the boom such that nose length is long enought to require no weight other than radio/battery to achieve proper CG? -Original Message- From: Scrollsander [EMAIL PROTECTED] To: Soaring at Airage [EMAIL PROTECTED] Date: Monday, October 23, 2000 9:35 PM Subject: [RCSE] Nose lengths on HLG Hi Gang, I need to get an average nose length on the current HLGs like Encore, Logic etc. Can Iask to have you send a measurment of the nose lengths from LEs to nose on your HLG? please reply privately, if you can. Thanks, Chris http://www.scrollsander.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] RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Weight scale?
I really like my Ohaus triple beam gram balance. Good weight range, and great accuracy, simple to use, and no digital or electric anything. Yes I am one of those weight freaks that counts every gram, but before you consign me to the padded room, consider that I design and build very small planes where an extra two grams in the tail can blow the balance and kill the original weight budget of the plane. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Lithium Camera Battery Concepts, was 8hour slope task battery
Responding to my use of non-rechargeable lithium cells as onboard power, Jim wrote: 1. I think the reason many of us use rechargeable cells is for cost consideration. Maybe it is cheaper to just reuse the same ones. But buying chargers, etc. costs money too, in fact, it is more expensive to start with buying everything. I wonder what would be a price comparison between the two would be? A cost comparison would be interesting, but open to some accounting interpretation, of course. The lithium cam-batt side of the equation is not too complex. I figure I pay (very cheerfully) about $0.23 an hour for onboard power, given that some of my models get only 12 hrs on the CR-2 packs (four servo hlg, for instance) and some get close to 40 hrs. on the DL123 packs (two servo red herring, for instance). Hard to compare apples to apples, though. How do you account for the cost of a fancy charger (some guys have more than one!), a field battery, multiple packs per plane if you want to fly while charging, the fact that rechargeables do eventually wear out or get unreliable (not to mention field batteries), and the value of time charging vs. time flying? It's a style thing, and a choice thing, not probably accountable in any real practical way. 2. I don't see it as the perfect solution for all applications. Me either, just all MY applications :) Just those where the battery is accessible. When I build as foamy my battery is in there until I cut it out. I remember you making this comment before, and if that is your rule about foamies, then that's perfectly allright. But I guess I'll admit to being a little mystified about why you seem so specifically energized about not replacing foamie batteries. It's easy enough in most foamies to make the battery removeable even if it's deep and surrounded by foam, and for most folks, the kind of duration these batteries give means they'd be replacing them once a month or even much less often, no great hardship in my opinion. Question, how do you know when you are getting to the end of your battery life? I just wrote an answer (posted RCSE) to that same query a few minutes ago which should make my very simple but effective technique clear enough. Let me know if it brings up more questions, or if you want a copy re-posted to you. I mean for those of us who stress about such a thing, the nice thing about rechargeable is that you can recharge until your paranoid heart's content. Yeah, it is partly a style and personality thing. For me, the 'nice thing' is specifically having many many flight hours where I don't have to stress about my batteries AT ALL (other than tracking flight time, but for me, that's an easy, reliable habit), or spend ANY time charging at the field, EVER. Even if you have two packs per plane, you will still fly more when you don't have to bring a charger or use it at all. If your flying time is precious to you, then not having to charge is an awfully big bonus. All I am saying, is that for a lot of us, we don't like the idea of using batteries until they die. No need to use them till they die. If you read my basic test technique, you'll see that the whole point is to never use them that way. In fact, once you have a benchmark for a given plane, you can be exactly as conservative as YOU wish. It's only if you're determined to get every last second out of a pack that you have to spend any time at all in worry mode. Let me just reiterate that I totally get the concept that many many folks are comfortable with rechargeables, very invested in the accompanying technology, and not needing or wanting a new idea or system, and that is fine. I am (despite previous semi-fanatical meant-to-be-humorous comments to the contrary) not actually out to change everyone's ways. But I think my style of onboard power has an awful lot of plusses, and occasionally folks assume problems with it that aren't really there. It offers a more equipment free, task free environment in which to do the hobby and for me, that really changed the whole picture and made it more viable to keep on flying rc gliders at all. I started learning faster and having more fun. I started taking my glider to places I never would have simply because it was so easy to throw just a plane and a tx in the car, duffel bag, backpack, whatever. I started taking 10 hour hikes with my HLG and flying in 6 different locations on a mountain. The hobby really changed for me. So I mean to share all that, in a spirit of real joy, with anyone who might end up enjoying the hobby in a new way as a result. Thanks for your thoughtful questions, Jim. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] 8hour slope task battery
Also a very real consideration. Thanks YK. I chose rechargeable not by cost reason but by environment reason. YK RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
FW: [RCSE] 1st time sloper
-Original Message- From: Scobie Puchtler or Sarah Felstiner [mailto:[EMAIL PROTECTED]] Sent: Wednesday, July 19, 2000 8:19 AM To: Richard Ida Subject: RE: [RCSE] 1st time sloper If you know how to handle your Stratus in a bit of wind, you should have NO problem sloping your local dam, and unless the wind is really howling up the slope, your Stratus will probably be more effective than the semi-scale slopers you mention, which are probably designed for bigger slopes and/or heavier conditions than you want to get started in. Try to start in wind that is truly coming in perpendicular to the slope. Sloping still works when the wind is shear to the slope but not NEARLY as well. Get used to good straigh-in conditions before you start flying in a cross-slope wind of any kind. ALWAYS start by flying a classic slope pattern. Launch, fly away from the slope just a little, then turn and fly along the slope, hopefully gaining or at least maintaining altitude for a while, then turn OUTWARDS away from the slope, bring the turn around until your'e pointed the other direction, fly along the slope again for a nice smooth pass, and turn OUTWARDS away from the slope again when you're ready to head back. This is the classic slope pattern no matter what size or type of aircraft one is sloping, from a paraglider to a high performance full scale competition glider. There is a road crossing the dam, where would I stand to launch, how far from the edge? Assuming no major traffic or safety concerns (and this may be a BIG assumption), then launch from as close to the edge as possible. On a good day, the lift band from this slope may be great, and it may extend outward and upward surprisingly far, but when you are just starting out and unfamiliar with the location, keep in mind that even in great conditions, the most reliable lift will be just out from the edge and just above the top of the ridge. Keep as much of your pattern in that area to start with, then when you have some altitude, explore and see just where the lift band extends, for a given wind condition. Should be fun. Give us the report, and feel free to ask more questions if you're still unsure. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] perception of distance, hlg height etc
Human ability to percieve distance is largely a learned skill, and as with most 'seeing' tasks, we rarely realize how subject to error it may be. While distance estimates may be good in a certain environment, with certain kinds of visual cues, it is no surprise that when trying to estimate the distances of our hlg's, we might regularly err. There is very little up there to use for known object comparisons, focus comparisons, and even the overlap of receding landscape is not of much use. The glider is often the only thing to focus on and I think this leads to easy errors in perception. My experience suggests that we (rc pilots) tend to underestimate numeric distances, but overestimate actual positions (thinking we're further away in terms of being over a landmark, than we actually are). The few times I really methodically checked my ideas about 'how far out over the water' I was flying at my local lakefront hill, I was embarrassed to find out how much further out I thought I was than I actually was. I've since tried to modify my perception by always adding some margin to distance perceptions. If I'm cruising over to try to take advantage of lift over a far away mini-ridge, I always go a little further than I think it is. Who knows if this is helping!? Only more testing will give answers. I do have a real sense that it helps alot to move around and fly the same area from different places. If you're in the habit of always flying your local spot from one position, you might consider moving around some. I have a couple special spots I like to fly where I can walk the entire time that I'm flying, and I'll often get in two or three miles of travel in a flying session. With all the discussion, I am really curious how high my launches are, though I gotta admit, I tend to think of them as a lot less than a hundred feet! I don't really know whether my own errors are over or under in trying to put a number to heights, but when non flyers watch me launch my Chinook, I know that they almost always underestimate. They'll often say things like "wow, that thing really went up! What was that, maybe forty feet?" Well, like I said, I don't know how high my Chinook launch is exactly, but I can tell ya... its way more than forty feet. I thought a couple of the comments that Chris Adams made recently were interesting in this regard. He mentioned that in trying to work with the laser rangefinder to determine hlg heights, the pilots regularly were sure they were over the guy with the rangefinder, when in fact they were still pretty far off. I'd be curious to know whether that error was regular. (Were they always short of the target spot, or always beyond it?) I'd guess they were short, based on my experience... maybe Chris will tell us. Chris also mentioned that even after testing the rangefinder successfully, he still has a nagging perception that his plane isn't going as high as the rangefinder says. I think I'm going to do some more distance perception testing at the local flying spots. I'll be really curious to see what I can learn about my own errors, and any general tendencies. I'd be curious to hear thoughts on any of the above ideas. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Re:3 cell pack for HL
By the way, I didn't write the paragraph below, but due to strange reply editing, it looks as if I signed it "Scobie". I'm perfectly aware that three cells can be made to work. I do use lithium camera cells instead, though, as many of you know, because I hate charging when flying, love the incredibly long life, love the relatively light weight. It's a personal choice. for what it's worth... Scobie in Seattle. I've not used a 3-cell pack on anything, but my concern is that the voltage (3.6 volts?) would be low enough to cause problems with the Rx function. Correct me if I'm looking at this wrong. Scobie RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
FW: [RCSE] Re: Adhesives
I know not to trust the cheap stuff in the silver and (purple/yellow/brown) bottles to be fuelproof. I can't name a brand because it seems like every hobby store I go to has their own name on the bottles - some sort of deal with the manufacturer, kind of like personalized pencils I guess. I think this stuff is called Bob Smith (no, not kidding) or something alot like that, and it is a custom branding deal just as you suggested. Great scheme for hobby stores. Not so sure that the consumer wins quite so hard. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Side Arm Launch HLG
Jeff wrote: Been hearing more and more about this new launch method for HLG's. Good. It's a cool method that deserves some real attention for several reasons: 1) If the plane is properly designed to take it, launch heights ARE quite amazing. 2) Even if you don't compete, and just like to wander around with an hlg in the great outdoors, the easy launch height is REALLY fun. 3) It seems (apologies to Dick Barker) that you don't need to look like a greek javelin champion to begin to get most of the advantage of these side arm launch heights. Everyone I've run into who has had a chance to seriously throw a good sidearm plane usually gets higher launch heights than they ever have achieved. Now granted, these are not generally folks who have trained hard and tried desperately for years to get world class launch heights from a javelin style throw, but the ease with which they are getting launches that are higher than anything they've thrown is pretty neat. 4) For folks like me who (due to previous injury) cringe just at the thought of having to do an overhand swing and follow-through on ANY kind of throw, the sidearm motion just instinctively feels easier on the body. If it gives me the highest launches I've ever thrown as well... BONUS! 5) There's a good chance that as more and more hlg athletes give this idea a try, we may see some wonderful styles, designs, and contest results emerge. It was a kick to hear about some europilots using a throwing pin through the wingtip to get more acceleration in the swing. Yay for experimentation. launch height sounds great, but can you accurately place the plane in the part of the sky that you want, like you can with a traditional throw? A definitive answer to this question is being developed slowly by all the folks pursuing side arm design and technique. Their goal is surely to be able to answer YES. 1)It's relatively new as a method/school of thought, so it's easy to find examples of folks who are not totally in control yet. No question that at full hlg span (1.5m), it seems like a real handful to get the rotation, release, and acceleration to produce a perfectly 'aimed' launch. And there's a fair argument to be made that the method will inherently never be quite as accurate as an aimed overhand throw. Dick Barker has certainly put in some serious time tuning and throwing his full size side arm design, the Uplink, and may beg to differ. I've watched him throw, and thrown his gliders, and I'm pretty sure he can put it where he wants it. 2)On slightly smaller sidearms, in the hands of a dedicated side arm launchers, I have seen launch acccuracy that I'd think even Joe Wurts would be satisfied with. Seems a slightly smaller ship gives the thrower a bit more 'vector authority' on launch, and the smaller ship size requires less rotation to get a great launch height, so its a bit easier for the thrower to concentrate on a targeted release. I'd apologize for not having more definitive answers, but heck, that's where all the fun is! We all get to participate (if we want) in seeing what can be done with this new(ish) technique! Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Sun protection
James recently wrote asking about hats and sun protection esp. with regards to preventing skin cancer. Among full scale guys, the hat of choice is often a floppy tennis hat that has a constant, downward sloped soft brim, but keep in mind that they have different problems from us. They are jammed into tight cockpits with canopies just inches from their skulls, and have to have a hat that won't scratch the canopy, bruise their heads in turbulence, or prevent them from quickly checking turns by having too stiff a forward brim. A world champion in glider aerobatics, who is also an instructor, is famous for inspecting student's hats preflight, and using his viselike fingers to tear off those little 'buttons' on the tops of baseball type caps while muttering darkly in his German accent about scratching canopies and respect for the aircraft. Since we don't fly onboard, we have much more flexibility! My personal favorite for seattle winters is a FILSON* wool baseball cap with oversized brim of waxed canvas. It's warm, repels showers, and protects from cloud glare. In summer, I wear a much lighter weight breathable-fabric large-brimmed baseball cap that has a generous 'desert flap' of cloth that protects the ears and the back of the neck. This flap can be tucked up into the hat for general wear, but if the sun gets harsh, out it comes. Also has adjustable tension elastic in the headband, so it can be cinched down tight for higher wind. Lift, Scobie in Seattle *Filson is a local Seattle manufacturer that supplied rugged clothing and gear to the workers, hunters and gold miners of the Northwest since the mid 1800's, and today still makes most of the same strudy stuff. Their motto is: "Why not have the best?" I think their stuff is just skookum! RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] MPI reciever, anyone?, Hitec feather rx, also.
Okay, so this Maxx Products Inc. company imports some nice litte servos, their little MX-30's which are a very viable alternative to HS-50's, and thinner if you like to put 'em in wings. and they distribute Hitec stuff, I guess, too. Now, they also import an rx, single conversion, competitor to things like the hitec feather. 1000' range, etc., under the Maxx Products line, called the MX6800 or something alot like that. Anyone have experience with these?, Comments?, comparisons to the Hitec Feather? And how are the Hitec Feather rx's faring out in the world, after what seemed like a bumpy start into the market? Anyone got a story on that with some real perspective? Anyone having tons of fun with their totally trouble-free feather rx? Thanks, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Slightly off topic computer help, anyone?
I have come to need the classic compression utility PKZIP, to unzip soaring related (!) and other files. I got all brave (for me) and went to a utilities site a while back and figured it all out, downloaded the program, and thought I was all set. Turns out the program came to me in a .zip file!!! So I need a copy of the program to get at my copy of the program!!! Can ya stand it??!? That pretty much shut me down, and I haven't tried again for a while. But now I have even more cool things on .zip files that I can't get at. If anyone knows how I can get a copy of pkzip that I dont NEED to already HAVE pkzip to USE, I sure would appreciate it. TIA, And tons of Lift, especially to the person who helps me out here! Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Foam cutting - curls up
Pink and blue foam are produced with some surface tension in the skin-like layer on the top and bottom surfaces. If you spraymount down a block of pink foam and cut a layer off the top using your hotwire, that layer will curl to some extent almost every time. Generally the thinner that first cut off piece is, the more it will curl. If that layer you cut off was created by actually making the bottom cut for your wing, then it can be distressing, because the piece of foam that you're already thinking of as 'your wing' seems woefully distorted. If the curl is not too extreme and you can weight the piece back down into the bed thoroughly and do the top cut, chances are your finished wing will be quite straight, because you will have gotten rid of the top 'manufactured surface' which is where most of the 'pre-tension' is in the foam. If you are set up to cut top surface first, then after your first cut, all you'll have is a warped top wing bed, probably not much concern. Just cut the bottom cut and you'll see that the wing itself is fine, though when you unstick the bottom bed from the table, you may find that it too has some curve. It is not at all unusual to get a perfectly straight wing core with top and bottom beds slightly (or not so slightly) curved, kinda like parentheses around a straight line: (!) If the curling is extreme or really interfering with getting a good core, I've heard of folks making a straight set of templates to just shave a slab off the top and bottom of the foam panel before they even get started cutting the actual foil profile, but it's worth avoiding this if you can, just because it's alot of extra fuss. Don't panic, cutting foam is awesome, and you'll soon work out the bugs. Feel free to ask further questions or write back if anything here is unclear. Hope this helps. Lift, Scobie in Seattle -Original Message- From: David A. Enete [mailto:[EMAIL PROTECTED]] Sent: Sunday, April 23, 2000 8:48 AM To: [EMAIL PROTECTED] Subject: [RCSE] Foam cutting - curls up I tried cutting foam for the first time last night and got a curly plank. The blank was Dow pink foam (Home Depot). I had the blank weighted down. I had templates at each end (pinned to the blank). The wire was .018 stainless steel. The cut didn't happen overly fast, just at a constant speed. So, now I've got a piece of foam that looks like a Hobie Hawk wing. What gives? - David [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] Freudian Spell Checker
Tom wrote: every time I send e-mail to Don and Joe, the spell checker wants to replace "Aerotech" with "erotica." My full name is Scobie Puchtler, and the same program creates reply emails to me with my name 'corrected'.. the result?. Scabby Putter, of course. Howzat? Lift, Scabby in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] living hinges on lightweight wings-HELP
I need the benefit of those with experience building ailerons/flaps into the lightest bagged wings. I'd like to cut the surfaces after bagging and have a hinge already incorporated into the layup. What weight of what stuff do I put in to give me a hinge 'layer' in a light hlg-type layup? light kevlar? where does it go in the layup order? And are there any special techniques for cutting up to but not through the living hinge layer? Any other tips for ensuring success with this scenario? Please help. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Travel cases and airlines
just a few comments about the airlines and big luggage. They ARE ALL inconsistent from airport to airport skycap to skycap. It all seems to depend on who's cracking down about what and where. This makes the whole oversize baggage thing a real sport, complete with gambling, so I was not surprised to hear your past experiences. consider a 20 for the skycaps? still cheaper than 50! It helps ALOT if your big luggage doesn't look weird. If you can adapt a case out of some other more recognizeable sporting goods case, you are ALWAYS better off. When I was travelling commercially for my company and had to carry as many as a hundred sport kites as baggage, we got our sewing shop to make us an OBSCENELY large duffel bag. I mean this thing could hold a fridge! But I swear that the fact that it LOOKED like a duffel bag got us through alot of airports without charges... (the fact that it looked like godzilla's personal duffel bag didn't seem to get that much attention) just a few cents worth from Seattle, Lift, Scobie. -Original Message- From: Jim Carlton [mailto:[EMAIL PROTECTED]] Sent: Sunday, April 09, 2000 8:59 PM To: [EMAIL PROTECTED] Subject: [RCSE] Travel cases and airlines It's that time of year again. Traveling XC to Poway for the IHLGF and would like some advice on transporting sailplanes on the airlines. Any tips or tricks would be appreciated. Last year I managed to check my travel case, that measures 63 X 18 X 11 and made from coreplast, in Cleveland with no problem but got socked $50 bucks on the return in San Diego. The skycaps wouldn't even look at it or the $10 bucks I had in my hand. Is this typical for SoCal? The airlines' customer service people seem to be vague as to what they will and won't take and how much it will cost. They let golf clubs, skis and surfboards go but might have a problem with my case. Go figure. Any help would be appreciated! Thanks, Jim Carlton 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] Microballoons mixture.
My understanding is that your two goals are incompatible. In professional composite construction, microballoon filler is not generally relied upon to add any strength. It is used because it thickens the epoxy well and if enough is used it can be quite light, and it sands fairly easily compared to other fillers. If you want anything like reasonable sandability, you won't be getting strength out of your filler, so plan to let your existing glass sleeve provide the strength, and make the filler as light (max balloon, min epoxy) as possible. As long as it's not acting strong, it might as well act LIGHT, and more balloons = less drip. If your existing sleeve work isn't strong enough, then a composites person might suggest adding another layer of glass, this time finer lighter weave. It will begin to fill the bigger irregularities, it will add strength, and less non-structural filler will be required after it goes on. Any of this make sense? Lift, Scobie in Seattle -Original Message- From: Kjell-Arne Fjelde [mailto:[EMAIL PROTECTED]] Sent: Wednesday, April 05, 2000 3:53 AM To: [EMAIL PROTECTED] Subject: [RCSE] Microballoons mixture. This is most probably a silly question. But I´ve never used the stuff before so :) Im vondering how much MB to use (in volume) so I´ll wont compromise the strenght of the epoxy too much, while still be fairly easy to sand. I´ve repeaired a fuse and used a glass sleeve to fix it. And the next step is to fill up the roughness of the glass sleeve. Sand it smooth and put some gelcoat on it. Any thoughts how this mix is supposed to look so I´ll get the best strenght and still be easy to sand.? Btw I´m using 16h epoxy so the mixture must not drip away from me either. regards Kjelli __ Get Your Private, Free Email at http://www.hotmail.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] No Thanks for ....Finger info
Gordy wrote: One good thing about Rays and mine, we were both high on sailplanes when it happened! You were flying a sailplane when you cut your finger off with a radial arm saw!? Wow. Building and flying at the same time... what is that.. like LSF-10? RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] RE: Inverted Dihedral
There has got to be more to it than just ground or surface effect. Swallows use significant anhedral for ANY non flapping glide, ESPECIALLY when circling in thermal lift or making a pass in front of a lifty slope. For them it is clearly 'best glide', and they always use it to some degree when not powered (flapping). In extended glides or when its really obvious that they're trying to climb in lift, the pose gets even more exaggerated. There is fairly significant sweep to the wings in this mode. Thoughts anyone? Lift, Scobie in Seattle -Original Message- From: Brett Jaffee [mailto:[EMAIL PROTECTED]] Sent: Wednesday, March 22, 2000 11:09 AM To: Rodger Hamer Cc: [EMAIL PROTECTED] Subject: Re: [RCSE] RE: Inverted Dihedral Possibly to enhance the ground effect as they come in low? I've seen video of a 2 person ground effect vehicle that had a similar wing tip down look. Rodger Hamer wrote: I was wondering about the fact that when ducks are on final, they always seem to have their wingtips curved downwards...possibly as an airbrake and to avoid tip vortices and wingtip stall? Gulls also seem to assume that flying configuration. Rodger - Original Message - From: "Ciurpita, Greg" [EMAIL PROTECTED] To: "'RCSE'" [EMAIL PROTECTED] Sent: Wednesday, March 22, 2000 7:25 AM Subject: [RCSE] RE: Forward sweep (stability) Ignoring the practicalities ... From Simons' "Sweep forward actually aids control at low speeds, delaying wing tip stall 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] Boomerang Wingloading?? Nathan??
I'm curious to know what the wingloading is on one of Nathans "light version" Boomerangs, just for a light-48"-slope-wing reference point. Thanks for info. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Re: CG machine
Go Bill Swingle! Nice idea! I like it! And if you're really in a hurry, just jam the pencils into a scrap slab of blue foam and balance away! Drill two holes near the middle of the 12 inch piece that will fit the pencils snuggly. Separate the holes by a distance approximately 1 inch wider than your widest fuselage. Insert the pencils with the erasers pointing up. File the erasers to the shape of an upside down "v" like this /\. Done. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Aluminum templates with scissors.
I want to know about this too, and how to make it work, because I tried it and my failure made me very wary of trying it again. I've now had great success with (admittedly harder to make) formica templates, but the sheet-metal-scissors route is still tempting if it can really be made to work well. What I tried was sheet-aluminum templates cut with scissors, polished really smooth. Thought I had a great deal going because they were so easy to make. But aluminum, especially soft aluminum, is really 'grabby' in contact with the stainless steel I use for cutting wire, and no matter how polished I made the template edge, it would still grab and scrape at the cutting wire, making a smooth cut nearly impossible. It was awful. Not to mention that the templates themselves were getting scraped up. Maybe the aluminum I had was way too soft?? Maybe harder aluminum would still cut with scissors and slide better against the stainless?? Maybe there's some kind of teflon tape that would protect the template edge while cutting?? If you get any responses off list, James, I'd love to get copies, and/or I'd welcome a quick thread on this subject on-list to get the benefit of all who've experimented with metal templates, especially scissor-cut. Lift, Scobie in Seattle -Original Message- From: [EMAIL PROTECTED] [mailto:[EMAIL PROTECTED]] Sent: Monday, March 06, 2000 2:46 PM To: [EMAIL PROTECTED] Subject: [RCSE] Template material I recall someone talking about some type of tin or aluminum they are cutting with scissors for use as templates. What is this stuff, and wherecan I get some? TIA, Jim 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] Importance of foam core cutting sequence (long)
This translates into wider kerf at the "slow" end. With that said, I'm not real sure but that "gravity-powered" cutters have the same problem. They do have the same problem. It is especially well illustrated when cutting wings for a delta in which the root may be twice the tip chord or more. Doesn't matter what's doing the driving. In this extreme taper situation, it is obvious that most of the pull work is being done at the root templates, where the wire is doing maximum speed within the system. At the tip, the pull cord is still doing its job, but it barely has to work against any resistance, because the wire has such a long time to eat foam that there is virtually no resistance. In fact strange waviness in the foam at the tip can always be expected to some extent because the hot wire spends so much more time in so much less foam that the surface is affected by the constant radiant heat. Its all kind of fascinating once you get to thinking about it. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Control resolution: mech. vs. computer corrections.
Though this question runs the risk of further exposing my radio-idiot status, I'll ask it anyway, in the hopes that the answers will improve said status instead of worsening it! So let's say that by using huge servo arms and tiny control horns, you set up your plane with huge throws. I mean huge. Let's say close to 90deg deflection both directions on every surface. And sure enough when you fly it... it's a little sensitive. So, rather than all the fuss of mechanical work, you simply reduce travel of all controls to 30% on your nifty computer radio, throw in exponential here and there, and keep on trying to fly. I've laid out an extreme case here, but any time you use your servos at less than full travel, you are losing control resolution, no? Assuming the model was very very sensitive to pitch, the above scenario might reduce elevator control to reasonable overall range of motion, but might easily leave you with such little resolution that trying to put in tiny elevator inputs could be frustrating, as the plane might over-react due to lack of resolution. Am I on the right track here?, or does using the computer to reduce travel also somehow 'compress' the resolution?? My line of reasoning here, not that this is practical, also suggests that if you wanted ultimate resolution on a surface that needed very little deflection, the way to get it would be to crank the servo up to maximum travel using the computer radio, put a large arm on the servo, and then put a HUGE control horn on the surface that, in spite of the huge travel and long output arm on the servo, would still reduce motion of the control surface to a minimum. This scenario gets you a servo moving through the maximum possible number of 'steps' to move a surface the minimum possible distance, thereby maximizing resolution... right?? Also, does anyone have any experiences in which limitations on control resolution was a practical problem? Any comments on how good control resolution actually is in our hobby and any other factors that affect it? Are some radios/servos significantly better than others? For the sake of keeping on topic, I'm assuming mechanical linkages to be slop free and perfect, regardless of horn or arm length. I look forward to being educated. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Thanks for Antenna lengths
Okay, everyone, I got the antenna length (Boy, did I ever get it!), though probably you all should keep measuring your antennas and keep on posting, cause I only have about twenty replies so far, and I'd really like to do a statistical averaging of all the Hitec rx's on the exchange. I'll plot the distribution geographically and by personality type, and we can discuss it in length in a new thread :) Anyone got any clues as to why most queries get a few good responses, but a question on antenna length has got half the western hemisphere out measuring their rx antennas?? I know what Freud would say Honestly, I do really appreciate the quick responses. Thanks everyone for the info! Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Need Programmable TX, new or used.
Hi, entire group! I am looking to set up a buddy with a flying wing. I have the kit, servos, rx, etc., but I need a TX that can handle exponential as well as basic mixing (elevon). And I want to pay minimum to get these basic features. The TX needs to have a nicad pack and slow charger to be useful to me. I would love information about: 1)Used TX you might have that would fit the bill, along with a proposed price. 2)Best possible source and price for a programmable TX-only purchased new. 3)Great deals on a full package that has the servos and rx and all. After all, I can always use the additional onboard pack for a project of my own later, esp. if the package deal is great. Has to be small submicro onboard gear to be interesting to me, though. Thanks in Advance for any leads. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Cutting ailerons
Actually, I started out cutting them with a rigging axe, and refined my method by switching over to Stihl! You must be one of those 'sloper' guys I hear so much about. What do you use for wing spars? GlueLams? or do you go straight for the Old Growth Doug Firs with the nice taper? Scob. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Sailboat Wings
In reaction to a submission about a landsailer that could make speeds of 120mph, Tracy recently wrote: In a 120mph wind? Where do they find such wind with flat land to race on that isn't covered in dunes? While 120mph is extreme speed for any sailcraft, it would not require winds of 120mph. The viability of sailcraft of various kinds to travel significantly faster than windspeed is well documented and happens every day with windsurfers, kitesurfers, iceboats, landsailers, sailboats with hydrofoils, etc. While sailcraft are often seen as 'simply being pushed along by the wind', this is only the case when travelling downwind. When travelling more like perpendicular to the wind, on a 'point of sail' referred to as a 'broad reach', sailcraft become a rather sophisticated balance of vectors, taking wonderful advantage of lift over the foil section of the winglike sail to produce speeds potentially surprisingly higher than the wind itself, especially when the medium of travel is low friction (as in an iceboat or wheeled landsailer) as opposed to high friction (as in a traditional displacement hull of a large sailboat). Even not particularly sophisticated iceboats can sail at sixty miles per hour in a 30 or 40 mph wind. Lift, Scobie in Seattle. -- Tracy Reed http://www.ultraviolet.org The idea that Bill Gates has appeared like a knight in shining armour to lead all customers out of a mire of technological chaos neatly ignores the fact that it was he who, by peddling second-rate technology, led them into it in the first place. - Douglas Adams in Guardian, 25-Aug-95 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] for MARK WOLFE
Mark, tried this as a reply direct to you, but it got bounced... so here it is on the exchange: Well, if you're coming from California... then no, there are no slope sites in Seattle. But there are slope-like options for flying. In a south blow, Gasworks park has a little speed-bump of a hill that is kinda fun for tiny little planes like red herrings, but it's a very urban setting with lots of other park users and you have to be pretty careful. If you fly at actual slopes, you will go there and ask where's the slope?? If it's blowing south to southwest on Puget Sound and not raining like crazy (which does happen some in the winter), then Discovery Park has a bluff that produces pretty darn good lift, but you will NOT want to be losing your plane over the edge... all trees and thicket... often very difficult to FIND a downed plane, much less get it back. Pretty serious lift, though. There are apparently a few semi-coastal sites up as far north as Bellingham, but at an hour and a half out of town in sketchy and changing winter weather, I don't really consider those 'slope sites around seattle' And out east of Seattle there are mountain sites, but they get less viable in winter, and are a pretty serious drive, from one to five hours, depending, often requiring 4wheel drive, etc, and getting high enough that the conditions may be FAR less than pleasant at midwinter. Whidbey Island has a couple beautiful West facing slopes and is not too far from Seattle, but catching a good day in winter with the right wind direction is a trick and a half. Sorry not to have more to offer, but we have a pretty distinct building season here in the rain city. Feel free to get in touch when you're in town. I am set up with pretty good links to weather conditions for the various sites and would be happy to help with scoping lift once you're on site. Besides, I'd love to see a Shrike/Elf do its thing! 633-1206. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Help! Foamcutter Details!
I am finally getting around to setting up my own weight driven foamcutter system, and I would like opinions about a few key details. I don't mind getting referred to online drawings and such, but I have seen most of them, and am now looking more for multiple opinions and solutions to particular details: 1. What kind of line are people running through their pulleys? What does Feathercut use? What does Del recommend? 2. What are various folks' solution to how to attach the pull-line to the cutting wire or bow? (It makes more sense to attach to the cutting wire for my design, but I'd like to hear about both, if folks do both) 3. More specifically, what keeps the attachment point (of the pull-line to the cutting wire) from slipping sideways when cutting a more highly tapered wing planform? And if the attachment point can be made slip-free, then what keeps the attachment point from bearing up against the side of the foam block or template when cutting more extreme tapers? Or is this just not a problem for some reason I don't yet understand? Thanks, as usual, for insight and info. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] formica laminates as wing skin
Even the thinnest formica laminates will be very heavy compared with other methods. The countertop laminates are engineered for toughness in terms of scratch resistance, surface hardness, etc. and are specifically NOT engineered for stress and bending loads, or particularly for tension or compression loads. In a word, they are BRITTLE. No law against trying, I suppose. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] formica laminates as wing skin
Even the thinnest formica laminates will be very heavy compared with other methods. The countertop laminates are engineered for toughness in terms of scratch resistance, surface hardness, etc. and are specifically NOT engineered for stress and bending loads, or particularly for tension or compression loads. In a word, they are BRITTLE. No law against trying, I suppose. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] HS-50 control horns?????
JPA wrote: I've been very happy with the performance of the HS-50s on the stuff I've flown. The one thing that I didn't like on the HS-50s was the lack of control horns. They come with only one. Really? I could have sworn mine came with a nice collection of horns, albeit the miniature kind. I know 'we' on the list here use a TON of HS-50's. Anyone care to comment? did JPA get his HS-50's from some dealer that is hoarding the extra horns?, or am I just remembering things funny that mine came with several??? Thanks for comments, Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] EPP, Please Help.
Okay, I've got the winter building bug, and this time I'm hotwired and dangerous. I need the best source for EPP foam in small to medium quantities. Thanks in advance for any help. Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Check out my fun Red Herring graphics!
"RED" of Red Herring fame recently updated his website and now with just a few clicks of your mouse, you can see the "angry fish" graphics on my all-EPP Red Herring! (I know you've been waiting with baited breath to see it... and nothing in life has held any meaning during the agony of your penitence) This is the plane that got the most airtime on my massive Northern California Sloping Safari last year. It has been ghosted around in light morning air at Tick Hill, and ballasted up for 40mph winds at Ft. Funston. And it has some serious airtime at my local speed bump, Gasworks Park in Seattle. Enjoy! Top of Page 2 under "Photo Gallery" http://www.tgworks.com/frame.html Lift, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] Re: This might be insane, but....
I think this is great, actually. It opens up a whole line of thought on aircraft interface design. Bravo. I might have to try it. Ambitexterous Lift, Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
RE: [RCSE] 5 minute epoxy
Cliff Lindgren writes: I'm curious to know if there is any difference in the quality (strength) of 5 minute epoxies..Please give me reasons for your choice in this matter. Cliff, I buy the stuff from an epoxy supplier (mostly to the boatbuilding trade) here in Seattle called SYSTEM THREE EPOXY. They make all the standard cure speeds. I like supporting a local company, but mostly I buy it because of the packaging. 5min epoxy, to me, is all about convenience. System Three sells their 5min in a pair of 6oz squeezable bottles (bigger too, if you're really gonna go through the stuff) with nice spouts that don't leak, and caps that are color coded to their bottles and super easy to get on and off. I can have a batch of 5min mixed up faster, cleaner, and neater with these bottles than any others I've tried. And I trust the brand, having had much good epoxy experience at several of their different cure speeds, though mostly not on model airplane projects. One project I did is almost 10years old, full outdoor exposure, and holding up really well. I don't know exactly how they stack up price wise, but I gotta assume they're competitive or better with anything else worth buying. Don't know how good their mail order service or shipping rates are, as I just pick up the stuff I need at their shipping office which doubles as a direct retail outlet. Can get you a number for System Three if you're interested. BTW they also make a two part expanding foam product that is pretty impressive. Makes polyurethane foam at 2lbs/sq foot, when fully expanded. Don't know if it really has any uses in model building, but Yee Hah, does that stuff expand! Lift, Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] LIGHT, Sandable Filler with strength?
What might I use as a filler on a foam wing that is as LIGHT as possible, has some strength, but still truly 'shape-able', and 'sand-able'?? This wing will be film covered directly over the foam, so I need something that I can really smooth out well to cover various cavities in the wing necessary for routing of wires and some of the radio components, before the final covering. I have used microballoons and epoxy, but it is not satisfying to shape, and comes out fairly heavy, at least when I've tried to mix it. Any tips to getting this stuff really satisfying to shape and super light? Is it even possible? I have used the super-light DAP and Red Devil Onetime, and they fill and sand great, and are remarkably light, but have TERRIBLE strength if used for anything but the tiniest fill jobs. On a tape covered wing, larger fills often break up under the tape covering. Any way to strengthen it? I'm curious about expanding foam sprays or mixes, but have my doubts about their ability to be shaped and sanded effectively. Any experience, anyone?? I guess I'd really like to find or mix something that would act as much like blue foam as possible, so that the fill sands similarly to the foam, and its easy to make a smooth transition from one to the other. TIA for your patience with this question, and all the brilliant answers I know are coming! Lift, Scobie in Seattle. RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
[RCSE] Oakland Area Flyers-help!
I'm flying into Oakland tomorrow (FRIDAY) for a conference, and may have some time after I arrive to go sloping (AFTERNOON). What's gonna be working tomorrow and how do I get there?? The nearer it is to the Oakland airport and or Mills College, the more likely it is that I'll be able to fly, but I'm open to all suggestions. I'd really like to test out the newly finished wings for my micro-sloper! I can accomodate very light to medium heavy lift. THANKS for any replies, Scobie in Seattle RCSE-List facilities provided by Model Airplane News. Send "subscribe" and "unsubscribe" requests to [EMAIL PROTECTED]
