Design > Stunt design
Another odd question - Forward sept wing trailing edge and flap hinge line
M Spencer:
VD~ But if ya gotta do it ! , its gotta be done , as in if your trying a semi scale somthin , it CAN be workable , even a Non semiscale somthin , like the Genisis III , Crossfire cetra .
The Typhoons butchered for a ST 60 from the previous RV OS 80 , considerably smaller motor , but 15 5 nitro and it swings the 12 x 6 Master three blade o.k. .
The engine bay work swa the C G go way higher , or somewhat higher , unforseen . ( shifted beares from under drop in from top engine with top cover , to
cowl from existing underside , angle cut . Bearers etc OVER ( above / underslug ST 60 ) with the front cowl now LEAD . as its 12 Vs 18 Ounce . And a ounce in the lower lip .
AND a heavy spinner dome nut .
%^@
The previous swinging in triangle bottoms , on these things , is largely eliminated , going to .016 solids instead of the .018 seven strand steel lines . Less drag & inirtia in the wire , and less weight maybe .
Last flights on the typhoon had it a slight weave / kick in the hourglass bottom , eased but still tight . V tight if you say you caint doa fivefoot corner .Slight wallow . Similar slight wallow in tight Sq inside
bottom , but ased / opened - no swing .
Got non adj. leadouts with 1 3/4 od spacing . SO . . . . Id thought it now 76 Ounce , but the scales say 82 . plus 5 or 6 ounces of fuel . LL~ LL~ LL~ LL~ Oh Dear . I think it's 630 sq in odd . Very odd .
So if it can do it ( the schedule ) at that weight , resonably well . ( Better control - steerability - accuracy than a 64 oz Magnum with soft flaps . Theres no harm trying - if your willing to persevre and chop
things about , if you were to preocupied to install during the ' build ' . ( Wobbly rudder - adjustable leadouts ) Noext Time it'll get it . Figure I could hit 54 Oz ( 1/16 th wing , mouldded fuse & rear surfaces )
Spit on 11 x 5 1/2 on a mega rich flight 4 stroked pre igniting ? maybe ( only one gasket , 10 % nitro ) on a motor Ive had from new . So pulled to check bearings as slight brown Exhaust residue .
Or course , the replacement motor wont give the same run . So , ONCE it's rebearinged , watch out . Was 5.2 or 5.4 more likey . An estatic flight wot hit the mark . the .016s , turning well grooving , no swing.
AND I forgot the spinner Wt. nut on the uva mota , so it missed the mark on all that too . >:( >:( Which is why reputable souls keep a NOTE BOOK of ALL SETTINGS , so were told . and in M'Cyle racing . Particularly !
Another Notorious Example , https://stunthanger.com/smf/at-the-handle/oscillations-around-the-roll-axis/msg640718/#msg640718
Told by Brian ' Flys seven degrees Nose Out . You look straight down the inboard leadingedge - flying it ' ( nutha reputable says ' they ( F C ) Dont do TIGHT corners )
But if you want to get hysterical , THAT means the outer flap hinge is nearenough straight , whilst the inner hinge is raked to billyo . Which must do somethging , aerodynamically .
But Since Its Teathered !! Maybe it flys an inner wing and an outer wing , as two interconected dissimaler raked surfaces , aerodynamically . But anchored ( by lines ) and somewhat balanced Vs loads . ~^
Know Nuthin on This , aerowise . Plans on one of the ' free ' sites .
Therefore ' addition ' of raked flap hinge , with no other variations to a existing design , may not cut the cake , a THINK about the whole cabbodle as a INTEGRATED concept / design , might get you into it .
Having purloined the drawings for THIS , and tripped over some cheap light 2 1/2 spinners ( $ 2 ! 2 & a something , anyway . Think 2 3/8 does it .) Finally Figured INBOARD tanks , on a profile test ship . maybe .
One mighta noticed ALL Al's semi scale things ve got Raked Flap hinges , so the previous remark , You Might NEED to use raked flap Hinges , could hold tho the Berringer's didnt were less scale . take yer Pick .
THIS : ( Id been burning a gallon a week ) First Time Airbourne ,
Was Loops , Outside loop into Sq Out, into Sq 8 , then hourglass , wingover , clover repeat & other things . Good Evening Air . Thrown by Ex RAF Machanic from Biggles Day . Reapeared , With " Not Bad Eh . Not Bad " Which I though a high complement . Not a word on the castor smoke pouring aft , in his best blazer & tie . Followed Instructions . Clean Launch . So , The RAKED FLAP HINGE isnt always totally abysmal .
The 2 metre one'd be going now , if I pulled my finger out , for a week .
As part f a ' concept ' it can well work well . One or two whove tried it have won a thing or two withim .
Bill Schluckbier:
Air Ministry -
Thank you for posting the photos and your comments. I had seen photos of the Firecracker and Bandolero before; I believe in the PAMPA magazine.
Bill
M Spencer:
The Bit between the teeth ! . :(
The braincell moves on from the last point , SO ;
Cogitating , it becomes evident , that PERHAPS . As the drag of the flap at the tip is Further Forward , the tendancy to swing ( yaw osscilation ) might be slkightly greater , acording to the degree of flap hinge sweep .
THEREFORe perhaps a touch more aft area / longitudeinal stability / weather vane effect , as in Fin or Aft side area , could be required to ' balance things ' again if say a Std set up was modified with / to a swept flap hingeline . :P
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' We ' come to this , as ( Contry to somes observations ) Ive Found the Diheadral set up ship , is generally more ' locked in ' on OUTSIDES . Presume the wing channels the airflow in a tad ( like the flap sweep trip )
so as they sit well and hgold the air . whereas on INSIDES they tend to skid - in the vertical - as airflow sweeps out and off . All but the Hurriane have this tendancy . Under Pressure .
Stinking hot day , bad engine run , or pilot not showing consideration to smooth & measured handle opperation ! . :o as in if yr a bit rough , she's o.k. on outsides , but lets ya know ona da inside squares .
The fancy ' lifting ' section At the ROOt can mean the FLAP at low deflection , in rounds , is more favourably aligned , in outsides , giving noticeably better lift in the bottom of the top outside in the vertical eight .
Allowing darn good ' hold ' and transition , smoothly , to thew lower inside . hurricane again better here , but the diheadral & flap sweep on the ten ton typhoon , alows it to do what no man would think it could .
82 ounce bigeezes . Shouldnt do nuthin .
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Theres oily Fircrackers , like THIS . Which theres a published plan for . And Later Firecrackers . AND a .35 firecracker plan .
Alan Resinger
These Below being the later one :
Heres a bitonit : https://pampacl.org/wp-content/uploads/2020/02/SN_Magazine_-NOV_DEC_2007.pdf theres a 2006 / build on Hoffmans , in stunt news . for a few strucyure photos ?
Bill Schluckbier:
Hi -
I just noticed you reply, a few months late. Thank you for the information and my apologies for the lateness.
Dave_Trible:
In scanning over Scientifictions stuff from above a light went on (dimly) in my head. He was talking about the airplane flying in an outward skew and that then making the swept trailing edge outboard nearly parallel with the lines, tangent to the flight path and then the inboard side more seriously raked forward, which would present that wing flap ahead of the outboard side and turned to accumulate more of the waining boundary layer to work with. On my Neptune and other classics from that era that used swept edges, very little to NO tip weight is/was used. Perhaps the differences in lift side to side more or less negated to need for tip weight......hm....that would also be true to a much smaller extent with the straight TE. It may also be a source of confoundment in the trimming process-attempting to use tip weight as standard fare when it might not be needed...
Dave
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