31
Open Forum / Re: Half-A plastic parts
« Last post by Dave Nyce on Yesterday at 09:02:38 PM »Looks like Mike can supply a bulk quantity of the bell crank. So, now I am looking for the plastic engine mounts.
- April 23, 2024, 07:04:21 PM
Recent Posts
32
Stunt design / Re: Another odd question - Forward sept wing trailing edge and flap hinge line
« Last post by Air Ministry . on Yesterday at 08:58:23 PM »" Knocking you down would take a wind of at least 70 mph. The terminal velocity, which is the wind speed (falling speed) where the force of the wind equals the force of gravity, for a person is about 120 mph — that would likely knock you down. "
Figured a 1.2 lap time with G 15 on 50's is 187 / 300 kph odd . From the shelter of a Big hedge , a calm day oon a cyclone ( Hurricane ) the air from the Tasman concentrating falling across Auckland Harbour.
Raising on the raise and dropping to funnel through out downwind , the pushing down on the ground air from the raise over the Macracapra Hedge further enhancing its efficency , Sothat on occassion , downwind
the pip was sqyuezzed from the 180 downwind to say 240 / 250 , where it was inobservable . QUICK , befor the noise stopped twice as it hit ' into wind ' concurrent with a judder or two , before into the lee of the
hedge .
So , theres wind and theres wind . Three Goes totalling the field got it back after trying loops in lulls ! ? on the next flight , without breaking the lines . The new .015 solids woulda snapped like spagetti , if you ' caught '
it firm without cushioning the snatch .The brother refused to launch it for a third go . And I was just getting the hang of it ! .
Now this deflector ! ( NOTE THE DEFLECTION ) was a Renouned Wind Flyer . So we presume he knew a thing or two about it . He mayve even have thought aboutit a bit . and come to a few concusions .
LIKE THIS .
He perhaps mayve decided , was the way to doit .
My sealevel speriance gotme looking athis . Thought the inge might even keepit stright , inna urricane but wotid I know . I was only 16 . Nontheless . It was Contrived for a 11 x 4 prop & 40 knot wind . wotyer got often . for a HP or torp 40 rear induction . or a Super tigre maybe . R V .
THIS didnt like a muffler inboard ( it'd kick - drop nose to zero tension , on a slow wingover , 2/3rd thu. ( or 60 up, dowhill ) a step & kick appropriate line , and it'd ' caught ' the air again ! ! .
(( I wondered ; and figured . Maybe it was the equal Taper wing . Smaller Chord inboard tip . The Later bl
@dy gret big one with the ribs the same, and tips. Dont do that . So USE EQUAL TIPS . )
muffler outboard itdidnt doit . or muffler free . With a 9 mm intake on a 21/40 ST & C'case pressure , unmuffled . it didnt even think of it . Was fine manouvreing UPWIND . But used a bit of juice .
So THATS Swept Flap Hinges . Digest in morsels r youll get indegestion . See you dont choke . SET A FEW PARRAMETERS and ARRANGE THE REST to SUIT . theres no ' one sixze fits all ' .
The throw the componnents on the floor & get a bit of chalk , got Coppers a few World Championships . . F1 Grand Prix . BALNCE & PROPORTION is whereitsat . Mate .
A Genisis Three with a funny fuselage , and Bob's your Uncle . ( Hunt swept Hinge . hope bob chimes in with his observations , Has Flown Bill's Juno , too. I think . )
To the Field once or twice , down the sheltered street , the sprint across the main road in a lull , and across the gap to the lee behind the 12 foot hedge , crouched sprinting holding tight with all fingers & toes
did the trick .
I believe it was some time before someone got a 300 kph lap out of a .15 on straight fuel .
THUS : a few comments regards ' flying in the wind ' have some grounds in fact .
Power , Yaw control . ( Balanced Fuse. Side Area . ) I find with a flat wing , C G & leadouts at near the bellcrank pivot , the reliable waytago . One can even ease the C G Behind the pivot .
A ROUNDED ( fully ) fuse is less implicated in the cross wind effect . To big a rudder or nose , will act as a vane or suchlike .
As In lowish Fuse side Area , and not a oversized rudder , will get it stable in yaw , for a flat wing .
Diheadral your better having it 5 ton And good stiff flaps , Elevators & controls . Like a 2 kilo 630 Sq. in. M B 3 . and wear a helmet . Obviously 18 thou. lines are a minimum , billowing over 18 Knot wind .
FLAP SWEEP . if its got a TON put a RABE RUDDEr onit . while yer buildingit .
Figured a 1.2 lap time with G 15 on 50's is 187 / 300 kph odd . From the shelter of a Big hedge , a calm day oon a cyclone ( Hurricane ) the air from the Tasman concentrating falling across Auckland Harbour.
Raising on the raise and dropping to funnel through out downwind , the pushing down on the ground air from the raise over the Macracapra Hedge further enhancing its efficency , Sothat on occassion , downwind
the pip was sqyuezzed from the 180 downwind to say 240 / 250 , where it was inobservable . QUICK , befor the noise stopped twice as it hit ' into wind ' concurrent with a judder or two , before into the lee of the
hedge .
So , theres wind and theres wind . Three Goes totalling the field got it back after trying loops in lulls ! ? on the next flight , without breaking the lines . The new .015 solids woulda snapped like spagetti , if you ' caught '
it firm without cushioning the snatch .The brother refused to launch it for a third go . And I was just getting the hang of it ! .
Now this deflector ! ( NOTE THE DEFLECTION ) was a Renouned Wind Flyer . So we presume he knew a thing or two about it . He mayve even have thought aboutit a bit . and come to a few concusions .
LIKE THIS .
He perhaps mayve decided , was the way to doit .
My sealevel speriance gotme looking athis . Thought the inge might even keepit stright , inna urricane but wotid I know . I was only 16 . Nontheless . It was Contrived for a 11 x 4 prop & 40 knot wind . wotyer got often . for a HP or torp 40 rear induction . or a Super tigre maybe . R V .
THIS didnt like a muffler inboard ( it'd kick - drop nose to zero tension , on a slow wingover , 2/3rd thu. ( or 60 up, dowhill ) a step & kick appropriate line , and it'd ' caught ' the air again ! ! .
(( I wondered ; and figured . Maybe it was the equal Taper wing . Smaller Chord inboard tip . The Later bl
@dy gret big one with the ribs the same, and tips. Dont do that . So USE EQUAL TIPS . )muffler outboard itdidnt doit . or muffler free . With a 9 mm intake on a 21/40 ST & C'case pressure , unmuffled . it didnt even think of it . Was fine manouvreing UPWIND . But used a bit of juice .
So THATS Swept Flap Hinges . Digest in morsels r youll get indegestion . See you dont choke . SET A FEW PARRAMETERS and ARRANGE THE REST to SUIT . theres no ' one sixze fits all ' .
The throw the componnents on the floor & get a bit of chalk , got Coppers a few World Championships . . F1 Grand Prix . BALNCE & PROPORTION is whereitsat . Mate .
A Genisis Three with a funny fuselage , and Bob's your Uncle .
( Hunt swept Hinge . hope bob chimes in with his observations , Has Flown Bill's Juno , too. I think . )To the Field once or twice , down the sheltered street , the sprint across the main road in a lull , and across the gap to the lee behind the 12 foot hedge , crouched sprinting holding tight with all fingers & toes
did the trick .
I believe it was some time before someone got a 300 kph lap out of a .15 on straight fuel .
THUS : a few comments regards ' flying in the wind ' have some grounds in fact .
Power , Yaw control . ( Balanced Fuse. Side Area . ) I find with a flat wing , C G & leadouts at near the bellcrank pivot , the reliable waytago . One can even ease the C G Behind the pivot .
A ROUNDED ( fully ) fuse is less implicated in the cross wind effect . To big a rudder or nose , will act as a vane or suchlike .
As In lowish Fuse side Area , and not a oversized rudder , will get it stable in yaw , for a flat wing .
Diheadral your better having it 5 ton And good stiff flaps , Elevators & controls . Like a 2 kilo 630 Sq. in. M B 3 . and wear a helmet . Obviously 18 thou. lines are a minimum , billowing over 18 Knot wind .
FLAP SWEEP . if its got a TON put a RABE RUDDEr onit . while yer buildingit .
33
Open Forum / Re: Fiorotti programing g force
« Last post by Fred Underwood on Yesterday at 08:08:35 PM »I’ll try to add to Ken’s post with a little user experience. My use of force terms may not be good engineer-speak as I don’t know that language.
If your timer says G-force in a window, it is likely a v6.4. The V6.5 has more G-force options showing in the window. If you just turn G-force on to its lowest on setting, it will then show you the outward force that you are flying with, as the number of “G’s” equivalent (after calibration). In addition, you will notice that you get a rapid blink of the light for about 3.5 – 4 laps as it calibrates to find that number. Fly level in those first laps until regular blinking. When you are directly overhead, the plane is pulled down directly along the lines with a force of 1 G. So, overhead the force that the timer shows for level lap is decreased by 1 G. At some value of outward force less than the calibrated, the timer will add rpm based on the amount of G-force selected. That amount is preset in the timer. At some point in elevation, there is enough downward force along the lines to turn on G-force. In real flight conditions, speed may also decrease as the plane climbs and give further decrease in outward force/G-force. G-force may come on in the 45 – 50° range and then be active above. Meaning it may be on at the tops of some horizontal maneuvers. In moderate wind, G force can add or subtract rpm in level flight if the wind pushes the plane up wind, of pulls out enough downwind to exceed the force change threshold. After you understand calibration and the G-force number, it is easy to adjust the G-force setting to fit your style. 5 - 10 is a reasonable starting value.
Nose up seems to come on in the 20° nose pointed up range and then goes off at less. Not elevation, but nose point angle. Nose up does not care if the plane needs a boost for acceleration or force, it just comes on with the angle.
Of course Sensitivity settings also enter in. You can turn off Sensitivity and learn nose up and G-force as already mentioned.
Hope this helps.
See the manual here
https://stunthanger.com/smf/gettin-all-amp'ed-up!/fiortti-timer/msg660554/#msg660554
a pdf in reply 116.
If your timer says G-force in a window, it is likely a v6.4. The V6.5 has more G-force options showing in the window. If you just turn G-force on to its lowest on setting, it will then show you the outward force that you are flying with, as the number of “G’s” equivalent (after calibration). In addition, you will notice that you get a rapid blink of the light for about 3.5 – 4 laps as it calibrates to find that number. Fly level in those first laps until regular blinking. When you are directly overhead, the plane is pulled down directly along the lines with a force of 1 G. So, overhead the force that the timer shows for level lap is decreased by 1 G. At some value of outward force less than the calibrated, the timer will add rpm based on the amount of G-force selected. That amount is preset in the timer. At some point in elevation, there is enough downward force along the lines to turn on G-force. In real flight conditions, speed may also decrease as the plane climbs and give further decrease in outward force/G-force. G-force may come on in the 45 – 50° range and then be active above. Meaning it may be on at the tops of some horizontal maneuvers. In moderate wind, G force can add or subtract rpm in level flight if the wind pushes the plane up wind, of pulls out enough downwind to exceed the force change threshold. After you understand calibration and the G-force number, it is easy to adjust the G-force setting to fit your style. 5 - 10 is a reasonable starting value.
Nose up seems to come on in the 20° nose pointed up range and then goes off at less. Not elevation, but nose point angle. Nose up does not care if the plane needs a boost for acceleration or force, it just comes on with the angle.
Of course Sensitivity settings also enter in. You can turn off Sensitivity and learn nose up and G-force as already mentioned.
Hope this helps.
See the manual here
https://stunthanger.com/smf/gettin-all-amp'ed-up!/fiortti-timer/msg660554/#msg660554
a pdf in reply 116.
34
Stunt design / Re: Another odd question - Forward sept wing trailing edge and flap hinge line
« Last post by Air Ministry . on Yesterday at 08:03:08 PM »Published The ories ! . Hunt / Wewage - > Effectivly LONGER MOMENT ARM . if you average the hinge , half way out , its further forward .
P. Walker . - . " Break my arm if you ever see me try another swept forward hinge ! " yaw / Trim instabilty ' errors ' making it a P A I N .
My ' observations , having half the planes with it , most severe sweep . Like THIS , ( Which is a M B 5 minus two . First 5 had that empenage , so a 3 could have 5 tail feathers , if you wanted to make life easier .)
o.k. Had a wreck 65 ounce STANDARD F2B ' 46 / 60 ' ( magnum based ) dunger out in hard bumpy air on the weekeend .
Had me thinking Id have to do a Standard ' 46 / 60 ' DECENT Genisis Spectrum Hallmark STANDARD YANKEE STUNT SHIP . as the orrible free T Tiger 46 ona 12 x 6 Tornado without touching the needle ' Did the Trick '
if not perfectly , PERHAPS it'll be acceptabilitil . as theres another two came withiit need bearings , it'll be three free . As We Said ' Something your not to worried about PLANTING ' ( in a GALE - . so no undred hourfinish or suchlike )
Swept Hinge - Stability - YAW . and THINGS .
published ' Hunt werwage ' = " Self Servo Effect " as in lighter control loads with it . IN THE WIND .
Bob ' quote ' Genisis 3 favourite ' with the is it ? 3/4 Flap Hinge Sweep .
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
THIS with a Rabe Mustang FIVE Airfoil . Fully sheeted . SEE THE HINGE LINE . Mate . 
For Flying in GALES - Rough air - Turbulance . a projectile . , 4.5 to 4.8 if your lucky , lap time . Std. Setting it usually self ' unloaded ' to suit on Atd. setting . THOUGH , when its billowing like billyoooooo
o , Down Proping keeps it moving . or accelerating ' out of a hole ' . With Tourque ( reactive force ) being the PRIME ISSUE . aaarrggghhhhh . Duck . Wheres my helmet . So there are limits .
HOWEVER : That Scale planform , once at 2:3 Flap to elevator , flew itself through the pattern smoothly , consistantly , and self generated consistant ' bottoms' Tho the V 8 from inverted , downward -
required ' comitment ' . After seeing it do it o.k. a few times , one accepted it was possaable . If inexplicable .
WITH THE 1/8 " FLAP HORN WIRE & C/F PUSHROD . Stiff 1/2 flaps and elevator . AND the prime flying feedback was the wee tail followed . the WING lifting the ship , in the rounds . In the squares ,
It was ' On the Controls ' ( as in the moving surfaces seemed the primary element - in force . other than the POWER . Equal and in concert . Apparently . )
That , A few spitfires , a Mustang , and others , WITH DIHEADRAL = The YAW is the complication . MB3 was fine - other than into the clover ( 45 up level ) and Top - 2nd Crner in the Hourglass .
this is where being able to leap 30 foot per bound saved the day .
AS IT NEVER HIT THE GROUND , the obsevation was a Rabe rudder may've made the jackrabbit act unnessesary .
Wot appens with diheadral & swept hinges ; The Yaw ( resultant of POWER reaction . ' prop grab ' - plane try to rotate opposite prop . As the PRIOP's ' gripped ' and the plane ' HASNT GOT A HOLD / Grip . ->
it's in a AIR HOLE OR UNBALANCED . The reaction to the primary force ( power - at that point , engine ON . )
The Flat Wing rather swept Folkerts , concived around 76 , for a 11 x 4 ! ! , If it KEPT MOVING was pretty good regarding yaw , roll , tension , and things like that .
First Flight on 9 mm intake 7 C'case pressure - Hor. Eights high , upwind , were FINE .
So presumeably electrification would lower the fuel consumtion to acceptabe . for that trim .
Presumeably , deflected swept flaps ' gather ' the atmosphere inwardly , in extremis , the fuselage acts as a fence , so working hard at high pressure , the flow theres good.
In V light wind and over 15 , the Folk was ' neutral ' fore & aft . around 8 to 12 it was soggeyer , wanting a touch more flap dialed in .
So , a SUMMARY . Adjustable Ratio . fore & aft . Provision for interconnected rudder , for if required . 1/8 wire flap horn wire for .46 / 60 . Im thinking the 5/32 is a bit stiff for bumpy air , when its blowing .
Several Notorious champions consider a little cushioning in roll from air load deflection is neccesary . the lenght of arm along the hinge , as a torsion bar , absorbs some ' bump ' reducing roll in uneven air turbulance .
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------=-
P. Walker . - . " Break my arm if you ever see me try another swept forward hinge ! " yaw / Trim instabilty ' errors ' making it a P A I N .
My ' observations , having half the planes with it , most severe sweep . Like THIS , ( Which is a M B 5 minus two . First 5 had that empenage , so a 3 could have 5 tail feathers , if you wanted to make life easier .)
o.k. Had a wreck 65 ounce STANDARD F2B ' 46 / 60 ' ( magnum based ) dunger out in hard bumpy air on the weekeend .
Had me thinking Id have to do a Standard ' 46 / 60 ' DECENT Genisis Spectrum Hallmark STANDARD YANKEE STUNT SHIP . as the orrible free T Tiger 46 ona 12 x 6 Tornado without touching the needle ' Did the Trick '
if not perfectly , PERHAPS it'll be acceptabilitil . as theres another two came withiit need bearings , it'll be three free . As We Said ' Something your not to worried about PLANTING ' ( in a GALE - . so no undred hourfinish or suchlike )
Swept Hinge - Stability - YAW . and THINGS .
published ' Hunt werwage ' = " Self Servo Effect " as in lighter control loads with it . IN THE WIND .
Bob ' quote ' Genisis 3 favourite ' with the is it ? 3/4 Flap Hinge Sweep .
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
THIS with a Rabe Mustang FIVE Airfoil . Fully sheeted . SEE THE HINGE LINE . Mate . For Flying in GALES - Rough air - Turbulance . a projectile . , 4.5 to 4.8 if your lucky , lap time . Std. Setting it usually self ' unloaded ' to suit on Atd. setting . THOUGH , when its billowing like billyoooooo
o , Down Proping keeps it moving . or accelerating ' out of a hole ' . With Tourque ( reactive force ) being the PRIME ISSUE . aaarrggghhhhh . Duck . Wheres my helmet . So there are limits .
HOWEVER : That Scale planform , once at 2:3 Flap to elevator , flew itself through the pattern smoothly , consistantly , and self generated consistant ' bottoms' Tho the V 8 from inverted , downward -
required ' comitment ' . After seeing it do it o.k. a few times , one accepted it was possaable . If inexplicable .
WITH THE 1/8 " FLAP HORN WIRE & C/F PUSHROD . Stiff 1/2 flaps and elevator . AND the prime flying feedback was the wee tail followed . the WING lifting the ship , in the rounds . In the squares ,
It was ' On the Controls ' ( as in the moving surfaces seemed the primary element - in force . other than the POWER . Equal and in concert . Apparently . )
That , A few spitfires , a Mustang , and others , WITH DIHEADRAL = The YAW is the complication . MB3 was fine - other than into the clover ( 45 up level ) and Top - 2nd Crner in the Hourglass .
this is where being able to leap 30 foot per bound saved the day .
AS IT NEVER HIT THE GROUND , the obsevation was a Rabe rudder may've made the jackrabbit act unnessesary .
Wot appens with diheadral & swept hinges ; The Yaw ( resultant of POWER reaction . ' prop grab ' - plane try to rotate opposite prop . As the PRIOP's ' gripped ' and the plane ' HASNT GOT A HOLD / Grip . ->
it's in a AIR HOLE OR UNBALANCED . The reaction to the primary force ( power - at that point , engine ON . )
The Flat Wing rather swept Folkerts , concived around 76 , for a 11 x 4 ! ! , If it KEPT MOVING was pretty good regarding yaw , roll , tension , and things like that .
First Flight on 9 mm intake 7 C'case pressure - Hor. Eights high , upwind , were FINE .
So presumeably electrification would lower the fuel consumtion to acceptabe . for that trim .
Presumeably , deflected swept flaps ' gather ' the atmosphere inwardly , in extremis , the fuselage acts as a fence , so working hard at high pressure , the flow theres good.
In V light wind and over 15 , the Folk was ' neutral ' fore & aft . around 8 to 12 it was soggeyer , wanting a touch more flap dialed in .
So , a SUMMARY . Adjustable Ratio . fore & aft . Provision for interconnected rudder , for if required . 1/8 wire flap horn wire for .46 / 60 . Im thinking the 5/32 is a bit stiff for bumpy air , when its blowing .
Several Notorious champions consider a little cushioning in roll from air load deflection is neccesary . the lenght of arm along the hinge , as a torsion bar , absorbs some ' bump ' reducing roll in uneven air turbulance .
--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------=-
35
Open Forum / Re: Fioretti programing g force
« Last post by Shorts,David on Yesterday at 06:24:43 PM »Thanks Ken, I'll definitely put that advice to use.
36
Stunt design / Re: Another odd question - Forward sept wing trailing edge and flap hinge line
« Last post by Brett Buck on Yesterday at 06:13:00 PM »I think the swept-forward hinge line is probably a mistake, if nothing else, I think it makes it much more prone to yaw instability with the controls deflected.
Brett
Brett
37
Stunt design / Re: Another odd question - Forward sept wing trailing edge and flap hinge line
« Last post by Bill Schluckbier on Yesterday at 05:08:52 PM »Thank you Dave and Doug for your replies; I will definitely watch the video. I have seen many of Windy's videos but somehow I missed this one.
Thank you,
Bill
Thank you,
Bill
38
Open Forum / Re: Sig Mfg
« Last post by Steve Helmick on Yesterday at 04:47:01 PM »Thanks, Dennis...the price is kinda high, but the $20 shipping is a deal-breaker, especially since it says other fees may apply! Epoxy, CA and Titebond will have to suffice. Steve
Steve 39
Open Forum / Re: Sig Mfg
« Last post by Dennis Toth on Yesterday at 04:28:12 PM »Well if you want it Tarzan glue is available on eBay: https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2332490.m570.l1313&_nkw=tarzan%27s+grip+glue&_sacat=0
Best, DennisT
Best, DennisT
40
Open Forum / Carbon Fiber fuel tanks
« Last post by Tom Luciano on Yesterday at 04:24:01 PM »So, I have Windy's Big Job. When he gave it to me, it had pinholes in the Carbon Fiber tank. I slathered som epoxy on it and called it good. I was always concerned that sooner or later it would spring a leak and ruin the plane.
Fast forward a couple years and Sparky acquired Windy's molds and some guidance from Dan Winship, Howard, and Windy, Sparky is producing top quality tanks. I flew some test flights with the new tank yesterday and it performed flawlessly. Sparky made the tank a custom size and followed up with me to make sure everything was the way I needed it. His tanks look as good as they performed. I purchased 3, 2 complete and 1 tank kit. The kit is a great buy. I will do business with Sparky anytime as he takes pride in his work. If anyone is in the market reach out to him his turn around time is phenomenal!
Pictured old tank and new you can tell which one Sparky made
Tom
Fast forward a couple years and Sparky acquired Windy's molds and some guidance from Dan Winship, Howard, and Windy, Sparky is producing top quality tanks. I flew some test flights with the new tank yesterday and it performed flawlessly. Sparky made the tank a custom size and followed up with me to make sure everything was the way I needed it. His tanks look as good as they performed. I purchased 3, 2 complete and 1 tank kit. The kit is a great buy. I will do business with Sparky anytime as he takes pride in his work. If anyone is in the market reach out to him his turn around time is phenomenal!
Pictured old tank and new you can tell which one Sparky made
Tom