Author Topic: DO-335 (Read 10105 times)

John Rist · « **on:** August 09, 2013, 02:01:20 PM »

Well my DO-335 is out of paint. Next a ton of work with the ink pin and add decals. It will be close for FCM this year.

Tim Wescott · « **Reply #1 on:** August 09, 2013, 02:22:51 PM »

Looks awesome so far. Dare I ask about weight?

John Rist · « **Reply #2 on:** August 09, 2013, 06:03:09 PM »

Quote from: Tim Wescott on August 09, 2013, 02:22:51 PM

Looks awesome so far. Dare I ask about weight?

It's heavy but with two TDs churning it should go!

Just weigh the DO-335. It looks like 23-24 oz. However it has a 24" wing span and approximately 120 sq in so it should fly OK.

John Rist · « **Reply #3 on:** August 13, 2013, 02:37:26 PM »

Decals generated and applied. Ready for clear coat. Next step is install two Cox 049, prop shaft with rear bearing, and fuel tanks. Question? Is it legal to remove fuel tanks for scale judging?

chuck snyder · « **Reply #4 on:** August 13, 2013, 04:56:29 PM »

Don't know about the 1/2a rules in various places, but in all the other events it would be illegal to remove the tanks. The rules are very explicit about what can be changed.

Mike Keville · « **Reply #5 on:** August 13, 2013, 06:18:29 PM »

If you were to bring it to our 7th annual 1cc event here in Tucson, Oct. 12-13 (and I wish you would....it's a beauty!) the tanks should be left in place.

John Rist · « **Reply #6 on:** August 13, 2013, 08:40:48 PM »

That's what I thought - I will just paint them to match.

John Rist · « **Reply #7 on:** August 13, 2013, 10:30:58 PM »

Quote from: Mike Keville on August 13, 2013, 06:18:29 PM

If you were to bring it to our 7th annual 1cc event here in Tucson, Oct. 12-13 (and I wish you would....it's a beauty!) the tanks should be left in place.

Wish I could but it is 1616 miles from my house. That's 6 days travel time by car Total trip time is 10 days. Maybe some day but not this year.

John Rist · « **Reply #8 on:** August 14, 2013, 03:18:23 PM »

Well my DO-335 is ready for engine test running. The big concern is will the rear motor drive the prop shaft. Will post results.

John Rist · « **Reply #9 on:** August 14, 2013, 03:19:27 PM »

More ready for test run.

jim gilmore · « **Reply #10 on:** August 14, 2013, 06:43:06 PM »

Thats a work of art. I sure hope it flies as good as it looks
.

wwwarbird · « **Reply #11 on:** August 14, 2013, 09:34:18 PM »

That's really cool, nice job. Don't be surprised if a .40 sized version pops up somewhere at some point.

John Rist · « **Reply #12 on:** August 15, 2013, 04:56:00 PM »

Well I just finished test running the two engines. They ran really good. I am not sure what you would call them. They are a mix of parts. The rear started out as a Medallion .049. It now has an after-market aluminum housing that replaced the red plastic housing. It is also sporting a brand new product engine piston and jug. The front started out as a TD .051. It has an after-market aluminum housing that replaced the red housing. It also is sporting an after-market venture that has a micro set needle. And last but not least it has a brand new product engine piston and jug. They seem to be happy on 15% fuel.

My first test run lasted for about 2 minutes should be long enough for 10 laps. On the test run the front quit first. I hope to adjust everything so that the rear quits first. However with the inline engines it doesn't matter. It should fly on either engine well. If all goes well I hope to test fly tomorrow or Saturday.

Jeff Traxler · « **Reply #13 on:** August 16, 2013, 12:44:29 AM »

That little bugger looks great.I'll be at the FCM and can't wait to see it fly.

john e. holliday · « **Reply #14 on:** August 17, 2013, 08:37:59 AM »

If the plane flies as well as it looks in the pictures and your documentation is up to snuff, you have winner.

John Rist · « **Reply #15 on:** August 17, 2013, 10:52:32 AM »

Well as the old saying goes we want 70 deg temp, no wind, and no rain for a test flight. Today was such a day except for the no rain. Well it wasn't exactly raining but it was misting. A mega thanks to Rollin Keszler for coming out in this slop to be my pit crew and take picture of the first flight of my DO-335.

Now for the flight report. She flies great! The take off was a little rough. I tried to lift too soon but it made it into the air. It is a bit of a lead sled and will need 3/4 of a lap to come up to flying speed. In other words Requires a true scale rollout on take off. Once airborne it was stable in level flight with good line pule. At 30 laps the front engine quit. She made a smooth landing on one engine (rear). Taxied for about 2-3 laps and the rear engine quit. All in all a really good flyer.

Photos courtesy of Rollin Keszler:

jim gilmore · « **Reply #16 on:** August 17, 2013, 12:03:25 PM »

Out of curiosity. Are you saying with only one engine it would not have flow for a few laps ??
Reason I ask this is i had a sterling p-38 . the 1/2a one and the one time i flew it the engines were very rich and it rolled almost 3 laps before they leaned out and it flew ....though I think that was the only time I flew that model.

John Rist · « **Reply #17 on:** August 17, 2013, 12:24:33 PM »

Quote from: jim gilmore on August 17, 2013, 12:03:25 PM

Out of curiosity. Are you saying with only one engine it would not have flow for a few laps ??
Reason I ask this is i had a sterling p-38 . the 1/2a one and the one time i flew it the engines were very rich and it rolled almost 3 laps before they leaned out and it flew ....though I think that was the only time I flew that model.

The front engine is stronger than the rear. The rear is turning that big U-joint and prop shaft. It might fly on the front only but with rear only it would be a struggle. Anyway landing and taxi on one engine was cool!

Will Hinton · « **Reply #18 on:** August 17, 2013, 01:27:06 PM »

Great John! I think I might be able to make the FCM on Saturday after all, so bring plenty of fuel and conversation with you!!!

john e. holliday · « **Reply #19 on:** August 18, 2013, 07:58:45 AM »

That is great news about the plane. Now go show them at the FCM contest.

John Rist · « **Reply #20 on:** August 18, 2013, 09:14:24 PM »

To soon to tell but the weather looks good for the FCM @ the AMA August 24, 25 2013. SO the plan is for me and my wife Peggy to make the trip. I will bring 3 airplanes. My electric 576 Ringmaster, my Extra 300S, and my DO-335. Hope to get in some fun flying with the Ringmaster on Friday. I need to learn the novice pattern. Right now I have attempted everything but the overhead 8.

What time does the scale contest begin on Saturday?

wwwarbird · « **Reply #21 on:** August 18, 2013, 11:13:33 PM »

John,

Just curious, what length/diameter lines are you using?

John Rist · « **Reply #22 on:** August 19, 2013, 06:24:14 AM »

Quote from: wwwarbird on August 18, 2013, 11:13:33 PM

John,

Just curious, what length/diameter lines are you using?

Dornier Do-335

Scale = 1/22.5
Model wing span = 24"
Model Power: Two Cox TD .049
Model weight: 23.5 oz (1.46 lb)
Line set: .010" x 2 x 38' SS Braided
Pull Test: 1.46 lb x 10 = 14.6 lb ( 14 lb, 10 oz.)

Jeff Traxler · « **Reply #23 on:** August 20, 2013, 02:13:03 PM »

Quote from: John Rist on August 18, 2013, 09:14:24 PM

To soon to tell but the weather looks good for the FCM @ the AMA August 24, 25 2013. SO the plan is for me and my wife Peggy to make the trip. I will bring 3 airplanes. My electric 576 Ringmaster, my Extra 300S, and my DO-335. Hope to get in some fun flying with the Ringmaster on Friday. I need to learn the novice pattern. Right now I have attempted everything but the overhead 8.

What time does the scale contest begin on Saturday?

Hi John,I think around 8 AM.Allen likes to get things going early.I am going down to Muncie on Thursday to practice and will be glad to help you with that overhead 8 Friday if you would like.I am camping at the AMA so I won't be hard to find.Trax

John Rist · « **Reply #24 on:** August 20, 2013, 08:16:31 PM »

Quote from: Jeff Traxler on August 20, 2013, 02:13:03 PM

Hi John,I think around 8 AM.Allen likes to get things going early.I am going down to Muncie on Thursday to practice and will be glad to help you with that overhead 8 Friday if you would like.I am camping at the AMA so I won't be hard to find.Trax

Trax,

What does you camper look like? Will you be in the RV hookup lot or the camping area? I will also be traveling Thursday. I have a Coleman camper that has been converted to a one room toy hauler. It is no longer a camper but an EZ-UP on wheels. I will probably park it at the L pad. For me ruffing it is a lumpy bed at a motel.

Jeff Traxler · « **Reply #25 on:** August 20, 2013, 09:44:17 PM »

John,Ill be at the primitive camoground.I have a transistor radio and a flashlight.All the juice I need.I drive a white Dodge Dakota with a cap.

John Rist · « **Reply #26 on:** August 21, 2013, 02:36:15 PM »

Well this will be my final post before I head out to the FCM @ AMA. A converted, very old, Coleman camper makes a great toy haler. I have about $600 total in the rig. That includes new wheel hubs (and bearings), new rims, and new tires. It was a ton of work to convert but hay shop time is quality time.

The black covered thing on the front is a 3 KVA generator. The air still works and I have power for charging batteries.

john e. holliday · « **Reply #27 on:** August 22, 2013, 08:34:26 AM »

And a place to sleep when the planes are rearranged it looks like. Have fun at the FCM Contest.

John Rist · « **Reply #28 on:** August 22, 2013, 07:00:43 PM »

Quote from: john e. holliday on August 22, 2013, 08:34:26 AM

And a place to sleep when the planes are rearranged it looks like. Have fun at the FCM Contest.

Works for me - BUT the wife needs a motel

John Rist · « **Reply #29 on:** August 23, 2013, 05:58:19 PM »

Had trouble getting in a test flight - object on the runway!

john e. holliday · « **Reply #30 on:** August 24, 2013, 10:12:08 AM »

Don't get them upset. I had the same problem flying off an athletic field while attending a company school. But, they would mosey away once I started the engine and once I landed would resume their activity.

John Rist · « **Reply #31 on:** September 05, 2013, 06:00:51 PM »

Well the DO-335 is underpowered. I bought a NV AMD 061CL to put in the front. Am bench running it right now. It appears to quit a bit stronger than the TD it will replace.

Will Hinton · « **Reply #32 on:** September 05, 2013, 06:51:19 PM »

Good idea John, but I also think you could use more torque for the rear one to turn all that hardware. I loved watching the ship fly, it is well worth more work!!!!!!!!!!!!!!!!!!!!

It was also great to chew the fat and get to know you better.

John Rist · « **Reply #33 on:** September 07, 2013, 09:52:01 AM »

Well the DO-335 with a Norvel 061 setup is ready for it's first test flight. The NV AMD 061CL with a Cox 5x3 3-blade, on 30% fuel is turning 20500 RPMs. The back engine, a TD 049 on a Cox 5x3 3-blade pusher and 30% fuel is turning 14000 RPMs. I still have 3 head shims in the AMD 061. But it runs so well that I will try it this way.

Monday is test flight day. Will report.

Bill Little · « **Reply #34 on:** September 07, 2013, 11:46:58 AM »

Quote from: John Rist on September 07, 2013, 09:52:01 AM

Well the DO-335 with a Norvel 061 setup is ready for it's first test flight. The NV AMD 061CL with a Cox 5x3 3-blade, on 30% fuel is turning 20500 RPMs. The back engine, a TD 049 on a Cox 5x3 3-blade pusher and 30% fuel is turning 14000 RPMs. I still have 3 head shims in the AMD 061. But it runs so well that I will try it this way.

Monday is test flight day. Will report.

Good luck with the tests flights, John. It is looking great!

BIG Bear
RNMM/AMM

John Rist · « **Reply #35 on:** September 09, 2013, 06:36:31 PM »

It works!! The Norval AMD 061 has great power. The DO-335 is now a contender!

Fred Cronenwett · « **Reply #36 on:** September 09, 2013, 07:48:29 PM »

Awesome John, Good to hear everything worked on the model!

Fred

john e. holliday · « **Reply #37 on:** September 10, 2013, 08:38:34 AM »

Great news, now go get em.

Bill Little · « **Reply #38 on:** September 12, 2013, 02:41:19 PM »

Excuse my ignorance, but how many laps are required to be flown with all engines running to get the multiple engine bonus?

Thanks!
Bill

John Rist · « **Reply #39 on:** September 12, 2013, 04:03:37 PM »

Quote from: Bill Little on September 12, 2013, 02:41:19 PM

Excuse my ignorance, but how many laps are required to be flown with all engines running to get the multiple engine bonus?

Thanks!
Bill

It depends on the contest. At St Louis all aircraft must be a twin 1/2 A thus no bonus points. It is flown under local rules. I am looking for my copy of rules. They have a minimum number of two engine laps to be an official flight. Not sure how many.

AMA 1/2 A scale rules provides 10 points for up to ten laps (1 point per lap). They also provide 0 to 40 points for realism and smoothness of the flight including the landing.

Their is a five point multi engine bonus "provided the additional engine(s) run during the majority of the flight (excluding landing)"

SO what's the majority of laps. Say if I fly 10 laps - I need 6 laps to qualify. If I fly 20 laps I need 11 to qualify. What I am guessing is that they will quit counting after ten.

FCM goes by AMA rules.

I have no clue on the Texas 1/2 contest.

wwwarbird · « **Reply #40 on:** September 12, 2013, 09:32:33 PM »

Among others I'm anxious to check out this model next weekend. I'm planning on making the trip down from Minnesota, getting to the Pear Tree on Thursday afternoon.

Fred Cronenwett · « **Reply #41 on:** September 13, 2013, 10:33:10 AM »

We talked about the rules at the St Louis club meeting last night. The number of laps came up and the majority vote was 10 laps also.

Give Bob Arata a call (look in the events section for his phone number) and he can give a full run down of the 1/2a rules.

Fred Cronenwett

SteveMoon · « **Reply #42 on:** September 20, 2013, 12:42:18 PM »

That is a great looking plane, super cool!

Steve

Bill Little · « **Reply #43 on:** September 20, 2013, 12:56:19 PM »

Hi John,

As I have said on other occasions, I think the model is awesome! A very good exercise in "engineering".

I hope to get to see you, and your models, while we are all still around. I think you come up with some great subjects and execute them very nicely.

BIG Bear
RNMM/AMM

RknRusty · « **Reply #44 on:** September 20, 2013, 07:13:19 PM »

I would love to be able to be there and see this magnificent machine fly. I'm just proud to have been able to contribute to your threads when you were sorting out your engine setup.
Good luck, John.
Rusty

wwwarbird · « **Reply #45 on:** September 21, 2013, 11:12:46 PM »

John,

Didn't see you and the Do335 in St. Louis today. Thought you were coming?

John Rist · « **Reply #46 on:** September 24, 2013, 03:34:06 PM »

Quote from: wwwarbird on September 21, 2013, 11:12:46 PM

John,

Didn't see you and the Do335 in St. Louis today. Thought you were coming?

Sorry about that- something came up. Besides he current DO-335 is a lead sled. I have started version 3 - hopefully light enough to fly better. The current one doesn't like wind. Am aiming for next year.

John Rist · « **Reply #47 on:** November 21, 2013, 03:39:00 PM »

The new shaft for the 3rd generation DO-335 came in today. It was fabricated by Lee machine shop and it looks great. It has been fitted for a Norval .061 instead of a TD 049. It is 1" longer than the old shaft and weighs less. As always great job Lee! The goal for the third generation DO 335 is weigh 1/2 of what the old one weighs. It also is sporting a new high lift air foil. I am hopping it may possibly do a loop.

MarcusCordeiro · « **Reply #48 on:** November 29, 2013, 06:29:55 AM »

That is a very cool design...
Like it!!!
Just don't forget a vídeo of the new one...

Marcus

John Rist · « **Reply #49 on:** December 29, 2013, 02:20:25 AM »

Finally worked out the controls for the elevator. Rear motor shaft is in the way for the normal torsion rod between halves.

John Rist · « **Reply #50 on:** March 13, 2014, 04:42:34 PM »

I now have two working 1/2A engines for this project. I picked up a TD .051 for $10 bucks. Rolin picked it up at a swap meet for me. Bench test produced 20K rpm on 25% fuel, 5x3 3 blade Cox prop. Today I built a test stand so I could test run my Norvel .061 driving the U-joint/prop shaft assembly. Bench test also produced 20K rpm on 25% fuel, 5x3 3 blade Cox prop.

Fred Cronenwett · « **Reply #51 on:** March 13, 2014, 08:45:44 PM »

John - Your 1/2a will be in the April 2014 issue of Model Aviation. 1/2a will be covered in the next issue

Like the test stand with the shaft drive

Fred

wwwarbird · « **Reply #52 on:** March 13, 2014, 10:21:15 PM »

John,

Can we see a good close up photo (or photos) of how the shaft is designed at the prop mount?

John Rist · « **Reply #53 on:** March 13, 2014, 10:58:28 PM »

Quote from: wwwarbird on March 13, 2014, 10:21:15 PM

John,

Can we see a good close up photo (or photos) of how the shaft is designed at the prop mount?

Attached is the drawing I sent to Lee Machine Shop that was used to create the current shaft. However Lee made the actual shaft from an aluminum tube to save weight.

The prop shown in the test stand picture is a normal prop to provide cooling for the test run. The prop for the airplane is a pusher. On the airplane the rear motor is cooled by prop wash from the front motor.

Avaiojet · « **Reply #54 on:** March 14, 2014, 11:05:12 AM »

John,

Nice design, wish I had thought of something like that.

Will Hinton · « **Reply #55 on:** March 14, 2014, 02:57:09 PM »

Gotta tell ya, John, your engineering skills are fantastic on this. Can't wait to see it fly!

wwwarbird · « **Reply #56 on:** March 15, 2014, 08:19:30 PM »

Quote from: John Rist on March 13, 2014, 10:58:28 PM

Attached is the drawing I sent to Lee Machine Shop that was used to create the current shaft. However Lee made the actual shaft from an aluminum tube to save weight.

The prop shown in the test stand picture is a normal prop to provide cooling for the test run. The prop for the airplane is a pusher. On the airplane the rear motor is cooled by prop wash from the front motor.

Thanks John. Does it use a stock Cox prop thrust washer or...?

John Rist · « **Reply #57 on:** March 15, 2014, 10:47:27 PM »

Quote from: wwwarbird on March 15, 2014, 08:19:30 PM

Thanks John. Does it use a stock Cox prop thrust washer or...?

Yes it is a Cox prop thrust washer. The bearing is from McMaster-Carr. The PN on the package is SRW4ZZ A5. McMaster PN 57155K388. It is a .250 ID, .6250 OD. The outer race is .1960 wide. However the inner race is raised. It is .2272 wide. This allows the bearing's inner race to be hard clamped to the shaft. It is wedged between the prop washer and the shoulder on the shaft. It is double shielded and pre-lubed. However I have had bearing failures until I started adding a drop of oil before each flight. Also they are cheep so I tend to install a new one right before a contest.

wwwarbird · « **Reply #58 on:** March 16, 2014, 07:28:28 PM »

Thanks for the info John, I've been kicking around an idea for a few years for which I would need a reliable shaft setup. I would be needing it for a .15 or a .25 size engine.

John Rist · « **Reply #59 on:** March 17, 2014, 12:25:18 PM »

Quote from: wwwarbird on March 16, 2014, 07:28:28 PM

Thanks for the info John, I've been kicking around an idea for a few years for which I would need a reliable shaft setup. I would be needing it for a .15 or a .25 size engine.

The hard part is the U-joint. I bought mine 2 years ago on Ebay. I have been looking and can not find anything listed anywhere comparable in size. Every thing listed today is for small eclectic boats or for flex shafts. The motor side of my joint has a 1/4 x 20 thread. Lee plugged it and re-threaded for the Norval .061 shaft. If anyone knows of a source please list it.

MarcusCordeiro · « **Reply #60 on:** March 18, 2014, 01:10:40 PM »

Nice!!

Marcus

John Rist · « **Reply #61 on:** March 28, 2014, 01:01:04 PM »

Quote from: wwwarbird on March 16, 2014, 07:28:28 PM

Thanks for the info John, I've been kicking around an idea for a few years for which I would need a reliable shaft setup. I would be needing it for a .15 or a .25 size engine.

Just for fun I ordered the U-joint I found on eBay.

http://www.ebay.com/itm/380691644809?_trksid=p2055119.m1438.l2649&ssPageName=STRK%3AMEBIDX%3AIT

It looks like that it could work with a 15 to 25 size engine. It measures about 1.3" long. The motor side has what appears to be a 5mm x .8 bolt hole. Adapting this to your motor could be interesting. Of course if you have a 5 mm motor shaft all is good. If the motor shaft is smaller you could use an insert. If it is larger it could be a problem. I think the part is hardened steel and would be hard to machine.

The shaft end has a 4 mm hole and a set screw. One would have to machine a shaft end to fit.

If you are serious about getting this to work buy one of the U-joints. Send your motor, U-joint, drive washer, etc to Lee machine shop. I would bet Lee can make it all work.

John Rist · « **Reply #62 on:** June 26, 2014, 07:14:53 AM »

Well the bad news is that I trashed the LA-5 again and I will not be attending the NATS. The good news is that the DO-335 is ready for paint. Right now my plans are to attend the the FCM. Hope to bring my Extra 300S (Fun Scale) and the DO-335 for 1/2 A scale. Possibility I may try my hand at beginners stunt.

John Rist · « **Reply #63 on:** August 04, 2014, 12:00:27 PM »

I finally have finished the 3rd generation DO-335. In the photo is the family tree of the 3 generations. The small one was first. It was too small. Second one was bigger but too heavy. It didn't want to fly. It had 3 problems: Too heavy, bad airfoil, and elevator on one side only. This leads us to the 3rd generation. 1: is lighter. 2: It has a real airfoil (S7055) extracted from the book Summary of Low-Speed Airfoil Data by the University of Illinois. 3: It has the elevator on both sides.

The test flight one day this week will tell the tail!

John Rist · « **Reply #64 on:** August 04, 2014, 12:02:14 PM »

More 3rd gen DO-335 photos

Tim Wescott · « **Reply #65 on:** August 04, 2014, 12:44:49 PM »

It looks like there's a lot of hard work and craftsmanship in all three planes. Hopefully the 3^rd time will be a charm!

Allen Goff · « **Reply #66 on:** August 04, 2014, 04:36:00 PM »

John, can't wait to see it fly.......3 weeks away.
Blessings
Allen

RknRusty · « **Reply #67 on:** August 04, 2014, 08:14:09 PM »

John that is some piece of work! I mean that in a great way. I bet the Tee Dee uses more gas. My Norvel .061s sip fuel compared to my Tee Dee .049s. So, which engine do you want to shut down first?
Rusty

John Rist · « **Reply #68 on:** August 04, 2014, 08:42:10 PM »

Quote from: RknRusty on August 04, 2014, 08:14:09 PM

John that is some piece of work! I mean that in a great way. I bet the Tee Dee uses more gas. My Norvel .061s sip fuel compared to my Tee Dee .049s. So, which engine do you want to shut down first?
Rusty

That's the beauty of inline twins. It doesn't matter which one quits first.

John Rist · « **Reply #69 on:** August 28, 2014, 09:11:51 PM »

Well after almost destroying it I finally have it working. The problem was that I couldn't keep the back engine running. To make the long story short I had put a NORVEL AMD 061 on the back. I started out with a balloon tank and then I tried a bladder tank. No matter what I tried it was not a happy camper. I am not sure what the problem is but it appears that the NORVLE AMD does not like reverse air flow over the venture. So as the air blast from the front engine would change the NROVEL would go nuts and quit. You could gets things running OK but on launch the airflow would change and the NORVEL would die. The cure was to put a stock TD with a product engine 049 jug on the back. First test run on the bench and every thing was happy. Fist test flight today both engines ran the full flight (17 laps). By the way the front engine is a TD 051. So Broken Arrow here we come.

PS I may even have my LA-5 back in the air by then.

John Rist · « **Reply #70 on:** September 05, 2014, 04:38:16 PM »

The DO-335 was dissembled, cleaned, paint touch up, new decals and reassembled. After her many crashes (back engine kept quitting) she is ready for her first static judging!

More good news the LA-5 is back together, wings are covered, and tomorrow I start the painting process. It too will be ready for Broken Arrow!

Praying for good weather. Hope to see all of you!

Fred Cronenwett · « **Reply #71 on:** September 05, 2014, 08:09:53 PM »

John,

we are getting ready here for the Broken arrow and will be excited to see the DO-335 in person!

Looking forward to seeing you again

Fred

http://lafayetteesquadrillecl.wordpress.com/lafayette-esquadrille-cl/control-line-contest-st-louis/control-line-stunt-pampa-scale-broken-arrow-st-louis/

RknRusty · « **Reply #72 on:** September 05, 2014, 10:11:11 PM »

Good luck, John!

Rusty

John Rist · « **Reply #73 on:** September 15, 2014, 08:35:23 AM »

Sunday, after Church I test flew the LA-5. It has survived all of my abuse! It still flies great. So it's off to Broken Arrow with 3 airplanes: Extra 300S, LA-5, And the DO-335.

Hope we have good weather!

Will Hinton · « **Reply #74 on:** September 15, 2014, 12:08:31 PM »

Knock'em dead, John!!

Allen Goff · « **Reply #75 on:** September 15, 2014, 02:56:11 PM »

John you realize what you have done here? You have upped the anty on 1/2A scale competition. If someone wants to do well in this event you better do your homework, because John has! Great looking airplane. May we see you at the NASA scale classic in a couple weeks?
Hope all goes well this weekend in St.Louis.
Blessings
Allen

Fred Cronenwett · « **Reply #76 on:** September 24, 2014, 06:03:00 PM »

John flew his DO-335 at the Broken arrow, the video not quite in focus but still shows the model flew very well

Enjoy....great Job John, 2nd place out of 5 entries

Fred Cronenwett

John Rist · « **Reply #77 on:** September 24, 2014, 09:22:47 PM »

Fred,

Thanks!!!!

A great video of the best flight ever on the DO-335. I actually worked at having the front engine quit first. When it dose I can land and taxi on the back engine. When the front engine stops the back engine has little or no cooling so it heats up goes over lean and slows down. Once on the ground it contentious to slow down until it quits. I will claim that I designed it that way - that it wasn't an accident. Anyway however it came about it is now called a feature.

Thanks to all who put on the Broken arrow Scale contest. I had a blast.