They are used in F5D pylon racing. It's an FAI international class. I have a GM 10x23 carbon prop right now, but the 9.5x24 has a bit more rpms and a better bite and using less current draw. This stuff is usually direct from the makers in Europe. It's specialty stuff; you'll never see this sort of thing in any mainstream shop or website. These props are custom made and go around $75. to $200. each! My GM is from Ukraine. It's a $95. prop. The motors are specialty too, as well as the planes that are 100% carbon. These planes are around $1300-1900. ready to fly.
Soaring USA is one of the main US distributors. And there's Big Bruce Racing in Australia and Down Under Pilot from New Zealand. But Bruce DeChastel is now only doing the Sawtooth 12x25 props. Those are for a different set up.
Creating a solid mount for the motor is imperative. Attach wood to the inside of the hull with epoxy and mount your motor mount to the wood. Be warned that the plastic hulls are generally on the thin side and will have a good amount of give to them. This is another reason to use wood to stiffen the area where the motor mounts. Don't be surprised if there is some slight "twisting" of the hull when the motor is fully torqued.
When getting a rudder, it is possible to get a rudder with a built in water pick-up for the cooling system. When using these, it is very important to get the prop as close as possible to the rudder. The prop wash is what forces the water through the tubing. No prop wash, no flow. The forward motion of the boat is NOT enough to move the water through the tubes. (Learned that one the hard way
Posted by bigtruck169 |
Feb 17, 2015 @ 10:28 AM | 2,896 Views
1 hp = 746 Watts.
EDF - 85% exhaust reduction Fan swept area( FSA)
you want it the exact same size as the rear of the edf tube, but in a normal configuration, you could vary the size of the opening depending on what speed you want more thrust at... a smaller opening will give less initial thrust, but will give more thrust when the plane is up to speed, allowing a higher top speed, where a larger opening will give more initial thrust, but will give less thrust once the plane is up to speed, meaning a lower top speed....
FSA caluclater - http://www.rcgroups.com/forums/showthread.php?t=1160865 http://www.radiocontrolinfo.com/info...alculator/#FSA
the longer the inlet duct, the larger the inlet area should be. a good compromise would be an 85% FSA inlet, with an 85% FSA exhaust area. as a rule of thumb, you should never go smaller on the inlet, than the exhaust are
Intake area depends on the complexity of the internal ducting. corsair Nut had and F86 with an intake area roughly 70% of FSA and it performed very well. With a straight duct, smaller intake.area will work well. In complex shaped duct, I doubt that intake area would have worked as well.
Having said that, try to aim.for an intake area between 85% and 100% of your fans FSA. This will give you the beas performance overall. The smaller the intake area, the faster your top end speed will be, but static performance will be lower....Continue Reading
Latrax was founded by Jim Jenkins in 1977. The first R/C toy was the Alpha, followed by the Lancia Stratos, Mustang Cobra, 77 Camaro, and the 1979 Firebird. On the Hobby side, the first Latrax Hobby R/C was the Corvette, followed by the 1979 Firebird, Porsche 917, and the Hustler Buggy. I believe that there was a Latrax Cigarette Racing Boats, one that was a toy model and a second one as a Hobby model. As far as I know, those where the only Latrax models available, along with the parts accessories.
What makes this story so ironic was the fact that Mr. Jenkins sold Latrax to Brinkmann in 1980. And a few years later, around 1982, Brinkmann closed down the company because it was not part of their core operations.
With that said, Mr. Jenkins went on to co-found Traxxas in 1986, which was about 9 years after he establish Latrax. Today, his son, Mike Jenkins is sole owner of Traxxas, a company that was built on top of the Latrax brand.
It would be great if someone would write a bio on the origins of Latrax and the people behind it and how it led to the creation of Traxxas.
description **PLEASE READ THIS** for anyone looking at this model displayed in my showroom and wondering if I will sell it? PLEASE DON’T ASK!!! I get numerous requests from TC members wanting to buy cars displayed in my Tamiyaclub showroom, and to be honest I get very annoyed when people ask to buy something that is clearly NOT FOR SALE!! This car is part of MY COLLECTION and...Continue Reading
Posted by bigtruck169 |
Jul 29, 2014 @ 07:34 AM | 2,932 Views
Amazing WW2 Aircraft Facts
These are very moving statistics.
On average 6600 American service men died per MONTH, during WW2 (about 220 a day).
People who were not around during WW2 have no understanding of the magnitude. This gives some insight.
276,000 aircraft manufactured in the US .
43,000 planes lost overseas, including 23,000 in combat.
14,000 lost in the continental U.S.
Please read before clicking on link below. It will explain and be more interesting. The U-2 is considered the most difficult plane in the world to fly. Each pilot has a co-pilot, who chases the plane on the runway in a sports car. Most of the cars are either Pontiac GTO's or Chevrolet Camaro, that the Air Force buys - American. The chase cars talk the pilot down as he lands on a bicycle-style landing gear. In that spacesuit, the pilot in the plane simply cannot get a good view of the runway. Upon takeoff, the wings on this plane, which extend 103 feet from tip to tip, literally, flap. To stabilize the wings on the runway, two pogo sticks on wheels prop up the ends of the wings. As the plane flies away, the pogo sticks drop off.
The plane climbs at an amazing rate of nearly 10,000 feet a minute. Within about four minutes, I was at 40,000 feet higher than most commercial airplanes. We kept going up to 13 miles above Earth's surface. You get an incredible sensation up there. As you look out the windows, it feels like you're floating; it feels like you're not moving, but you're actually going 500 mph. The U-2 was built to go higher than any other aircraft. In fact, today, more than 50 years since it went into production, the U-2 flies higher than any aircraft in the world, with the exception of the space shuttle.
It is flying more missions and longer missions than ever before, with nearly 70 missions a month over Iraq and Afghanistan , an operational tempo that is...Continue Reading
The advantages to a V-tail are for the most part more structural than aerodynamic. The whetted area is essentially the same, but they have less interference drag than a conventional tail (fewer corners, and usually wider angles in those corners).
In addition, dividing up the same total area into only two surfaces instead of three means that their span loading and/or Reynolds numbers will be better. This becomes increasingly significant the smaller you get, so it can be a very important factor for models. This is part of the reason why V-tails are more common on models than on full-scale aircraft. They also have some of the same aerodynamic benefits as T-tails, but without the T-tails' deep stall problems and horrendous structural penalties.
OTOH, there is some destructive interference between the panels of a V-tail for yaw stabilization and rudder authority, which is a disadvantage in full-scale. However, in my experience, the effects of the improved span loading and Reynolds numbers usually more than make up for this in most model aircraft applications.
Ultracote and Monokote color paint match charts for mixing PPG paint.
Quick jump to your color below:
Ultracote: Orange, Yellow, Flame Red, Deep Blue, Black, White, Deep Red, True Red, Midnight Blue, Aluminum, Purple, Cub Yellow, Sky Blue
Monokote: Jet White, Royal Blue, Insignia Blue, Dark Red, Metallic Red, Red (miscle), Black, Sky Blue, Cub Yellow, Aluminum, Maroon, True Red, Metallic Blue, Purple
Note: Below the folloing links is the chart in text form, which is quick loading. You may also click the links to view the original JPG files of the scanned data, which has more information but takes a long time to load (up to 1MB!).
JPG #1 Ultracote Orange, Yellow, Flame Red, Deep Blue
JPG #2 Ultracote Black, White, Deep Red, True Red
JPG #3 Ultracote Midnight Blue, Aluminum, Purple, Cub Yellow
JPG #4 Ultracote Sky Blue
JPG #4 Monokote Jet White, Royal Blue,
JPG #5 Monokote Insignia Blue, Dark Red, Metallic Red, Red (miscle)
JPG #6 Monokote Black, Sky Blue, Cub Yellow, Aluminum
JPG #7 Monokote Maroon, True Red, Metallic Blue, Purple
Ultracote Orange Base Color Parts Cumulative
DMC900 Strong White 48.9 48.9
DMC908 Strong Yellow Oxide 23.0 71.9
DMC907 Yellow Shade Moly Orange 610.9 682.8
DMC906 Medium Chrome Yellow 757.9 1440.7
Ultracote Yellow Base Color Parts Cumulative
DMC900 Strong White 153.2 153.2
DMC905 Lemon Chrome Yellow 1240.8 1394....Continue Reading
Posted by bigtruck169 |
Mar 03, 2014 @ 01:42 PM | 4,026 Views
On an earlier thread I posted some links for covering weights, they were compiled by independent testers (listed below) using a variety of measuring standards like Oz/sq/yard, Gr/Sq/Meter, etc, making it hard to compare them accurately. Well, I sent'em all through the online converter and changed them all to "Grams per Square Foot". Why? Because it's easy. Most kits and plans (in the U.S.) supply wing area in square inches and we all know that 1 square foot= 144 square inches, right?
Anyway, here they are, lightest to heaviest from the top. Some of the sites differed by a small amount so I converted those to a "Range" and for a couple of samples there already was a "range" of weights, since some of the colors are heavier than others. For further descriptions see the links on the earlier post. http://www.wattflyer.com/forums/showthread.php?t=10278
Weights in Grams per square Foot.
Produce Bags (Thin Plastic, From Target) 0.53 (See Post # 18, 24)
Japanese Tissue 0.650
Risteen Microlite (Corsair Blue) 0.81 (See Post # 20)
Risteen Microlite 0.90-0.95 (see post # 15 + 20)
Esaki Light Silk (Clear) 0.97
Risteen Microlite (Light Yellow) 1.1 (See Post # 20)
Saran Wrap (11" x 12") 1.29 (See Post # 18)
Ripstop Polyester 1.575 (see post # 15)
Coverite MicroLite (Transparent) 1.889
Nelson LiteFilm 1.950
Airspan 2.119 (Mfg listed weights 2.229-2.601)
MicaFilm (Transparent) 2.332
Light Colored Japanese Tissue, 2....Continue Reading
DX7 - PZ Radian Pro Full House Set up
here is the setup for a Radian Pro with a DX7 and AR600, motor is on gear switch, flaps are on the throttle stick and camber is on 3-position flap switch.
First, you want the servos attached to the receiver as follows:
CH1 THRO - Flaps Y-harness
CH2 AILE - Right aileron
CH3 ELEV - Elevator
CH4 RUDD - Rudder
CH5 GEAR - ESC
CH6 AUX1 - Left aileron
Now, for the transmitter, in the system setup mode under TYPE SELECT, set the type to ACRO. Under INPUT SELECT, set AUX2 to INH and set FLAP to SYSTEM. Set FLAP TRIM to ACT. Under WING TYPE set FLAPERON to ON and V-TAIL to OFF.
In the function mode under REVERSING SW, set CH1 to NORM and the rest to REV.
Under FLAP SYS, under the FLAP column set NORM UP 20%, MID 0%, LAND DN 20%. These values can be adjusted for more or less camber. Leave the ELEV column set to all 0's.
Set PROG MIX1 to THRO-> ELEV ON and set both RATEs to -20%, SW to ON, and OFFSET to +100.
Set PROG MIX5 to FLAP-> THRO ON and set both RATEs to +100%, SW to ON, and OFFSET to 0.
Remember, with this setup, your throttle stick will normally be in the high position. I also moved my flap pushrods all the way to the end of the servo horns to get about double the throw.
Interfacing Spektrum DX7 to either DragonLink, EzUHF, Thomas Sherrer, or ChainLink LRS
March 17, 2011 Categories: Compatible Equipment Lists, Equipment Connections & Wiring, Featured by Ian Davidson 27 Comments
Connecting a Spektrum DX7 to long range radios is not documented well as most of the LRS manufacturers only explain how to connect their TX to Futaba radios. The DX7 has a trainer port that sends out PPM signals and some have tried to use this port for their LRS connection. The benefit of using the trainer port is that the DX7′s 2.4 radio is automatically cut from power and does not transmit any longer.
However, measuring the PPM’s signal power of the trainer port reveals that the signal is a lot weaker compared to the internal PPM bus signal. In theory, you want to provide your LRS system with the strongest PPM signal available, which means you have to use the internal PPM bus. This manual describes how to hook your LRS system directly into the PPM stream of the radio and also provides power (which the trainer port does not). While it requires you to open up the radio, cut some wires, make some solders, and drill a hole in the case, it’s really not that bad of a mod and provides a great solution that makes switching between LRS and 2.4 easy. Thanks to Ian for coming up with this solution and for writing it up!
This isn’t a detailed ‘how too’ manual, just a quick overview....Continue Reading