I have sent plans to a couple of people, but nothing has ever come from that.
GUILTY ! . No itke and I think well worth building .
I think that with a molded fuselage , and maybe cowl cheeks , the weight wouldnt be a problem .
With all the formers & planking theres a lot of wood in there .
The Haker Typoon etc layout of a center section truss , Tubular Aft Section & Bearer Front section ,
with the Fwd Skin just that , would carry the loads And limit materials .
Id think it worth getting airworthy again , Kieth . But without going overboard . ( My P-38 s got more stripped back so only Spars Really worth utilising . And that only thru expene of two sheets on 1/4 7 4 x 48 .
A bit weatherbeatens not going to spoil the score .- Evaluateing it with a ' New ' engine ( approprite to the weight, a Stalker 51 RE maybe ?? )
would tell you where its at . Thicker winter air counters the loading . Ive found 20 Oz Sq Ft ok but 4.5 laps And it keeps you on your toes .
( the MB3 ) ANYTHINGS relaxing , comparitivly after that . Great Fun if you like your hair standing on end And deserves a stiff whiskey post flight .
( sadly Lacking
) . Suprisingly smooth accurate manouvres but could cut off it the top of the hourglass & into the Clover ,
like most things if you dont watch your steo there, in Wind . Next'll get a wobbly rudder .
tempted to do another for perth so people can have a go with a 440 dodge on oil in the rain , as it were .
( recently laminated a rear deck from 3 off 1/32 hard quatergrain . Think TWO lamns. would be comparable to soft 3/32 sheet , moulded )
Kieth or someone asked me if ' the plane bobbles in the opposite direction at first, with the T- Tail '
regarding my Whirlwind .
Id said NO but in fact it does , or can , or might . !
I think when its a bit gusty , or the winds variable , as you hold a bit of pressure on the control , to 'ease ' it
into say a round loop , maybe the centre of drag up there has a effect .
But the W.W. has a airfoiled 1/4 sheet tailplane .
MAYBE one autmatically eases in opposite control to smooth it , after familiariseation ? .
The Problem ( Neurosis ) is more ' Wing Wash ' , the Whirlwinds High Tailplane is well clear of it .
Maybe under duress ( Rough Air / Blowing ) when the wings working hard the wash aft is more dramatic ,
if the tailplane fell into a turbulent ' hole in the air ' the wing wash , there could be trouble . ! ?
The English Electric P1A / Lightning had the Tailplane Lower than the Wing , so in landings its in clean air .
The Whirlwind this effect , the tailplane flying in ' its own ' air is most discernible ( more so in winter / thick air ).
The 63 in Spitfire you felt the Tailplane ' go through ' the Wheel Wake ( 3 in ballon wheels ) going into loops , from level .
a distinct ' bump ' .
Gloster Javlins and B.A.C. 111 / VC 10s
with T-Tails could get into a DEEP STALL . Note a 50 or 100 ton aircraft has a more discenable wake / wing wash , than a two pound lightly loaded stunt ship .
In Landing mode the Tail in the wing wash at excessive incedance made it ineffective, leading to trouble .
The DeH Comet Airliners similarly if overrotated got the wing stalled on the ground and wouldn't take off .
Theyre not the only ones that do that .
A Carabu doing its nosewheel on the deck , nose down ' flypast ' runs shows Lift / effective Incedance with FLAPS operated aint necessarily what youd expect .