I've updated the Rubber Turns Calculator for any newcomers to FF rubber. With the way rubber can change throughout the years, this chart will give you a good place to start. Use it only as a general guide. 2002.hallmanstudio.com/rubber_turns_calculator.pdf
I'd like to think she's delivering all our messages of love up there Tom. I well recall the earlier videos on the build and details of this exceptional Ryan. Am I the only one who sees a touch of The Spirit Of St. Louis in this lovely aircraft? Sad to see her fly away, but it's surely an honourable badge for any aeromodeler! Thanks so much for showing us this wonderful footage Tom, and I do hope you build another Ryan! ⭐👍
The M-1 was very much the baseline for the Spirit. If you haven't read "We" The autobiography by Charles A. Lindbergh, I suggest adding it to your reading list. Monumental effort and journey.
Hi Tom!: Well Hung claims another beautiful plane! Really enjoy watching the trim sessions and what adjustments you make to get them to fly like that! Can't wait to see the next Ryan you build!!
Dear MAX, it's always a pleasure to see your models so well made and the splendid flights you manage to make them do. The compliments I give you are more than deserved and this comes from someone who creates scale reproductions of real planes for the aeronautical museum in Loreto Italy. I would love to shake your hand but unfortunately the distance doesn't allow us to. I wish you many more achievements and I greet you cordially. Girotto P.
One of your best! As a teenager, who had much better eyesight than the old man that he turned into, I flew R/C sailplanes and I know the joy of being caught in a "killer boomer". Almost lost a model once and even with full down elevator and right rudder held, it took a couple minutes to get it back: the thermal was that strong.
Im a newcommer to your channel. Iv built and flown free flight years ago. If you get a chance, could you also include in a future video a bit of information on hinges, and how to make them. Really enjoy the content..keeping the dream alive. Thank you.
Another fantastic trim video, thank you so much. I must ask are the elevators and rudder surfaces adjustable to help with trim are only the thrust plate in the noise and clay on the wing tips the way to adjust trim? And if the elevator and rudder are adjustable, is it by bending some kind of metal hinges when the plane was built. Thanks for any help and again great videos. 😊
Yes to all. Every surface has an impact when adjusted, along with the thrust and ballast. Therein lies the challenge. The hinges are small, thin pieces of aluminum from a soda can, added thru slots in the balsa, after it's covered.
@@maxfliart Suggesting that a thinner motor could be used. Thinner motor means more turns per inch, with more inches for turns, lower revolution rate for longer motor run.
information you may know the following. p-factor is always present. there is proportionally a lot of p-factor in this sort of model. so, trimming for a right turn is slightly more difficult. The optimal location of cg is at thirty percent of chord (or a bit forward-of thirty). because this is a 'normal' airframe, it should have a normal distribution of mass (dom) and cg location. in other words, varying the auw and/or dom of a model is a less-than ideal trimming method. generally, a model will glide well, if a correct amount of nose-up trim is present at the horiz-stab. when a model is trimmed for good glide, it will tend to climb when flying under power. if climb is not wanted and a model is trimmed accordingly, the model will then have a high sink rate, when the power is gone. d
I assume the DT did not upset the lift aerodynamics enough to overcome the thermal lift, a bit like a leaf in the autumn. And thank you for all your detailed information to help we newbies.
The plane will have a certain rate of descent in still air when DTed. If the thermal updraft is faster, the model will go up. You can rig it to come down faster, but then in still air it will hit the ground fast and smash. As in so many other things in model aviation, it is a question of balance.
The tail up DT actually makes the wing stall. But the stalled wing may have a higher lift coefficient than in flying trim. Our little airfoils do not have a large maximum lift coefficient and they do not have an abrupt loss of lift at stall. The lift coefficient curve is a gentle hill, not a sharp peak. Rigging for a dive will bring the plane down faster, but then you may break the prop and landing gear. After they learned to recover from a spin, pilots wanting to get down in a hurry would put the plane in a spin. But a model does not recover from a spin by itself. A plane hitting the ground with a fast spin will break the wing, propeller, landing gear and tail. Tom might get away with it on that field with soft weeds to absorb the impact. You create a spin with up elevator and hard rudder.
A smaller propeller will turn faster on the same motor, it will run at higher power, climb faster, but it will also run out the limited supply of energy more quickly, reducing duration. In general, the larger the diameter, the more efficient the propeller. McCombs recommends a propeller diameter in inches equal to 1.5 times the square root of wing area. However, as in all things, too much is possible. Ground strike limits propeller diameter for ROG flights. Propeller acts like fin, forward of CG. This can adversely affect lateral balance. A larger propeller may require more fin area. Aircraft, propeller and motor must work together. They must be matched. You start by trimming the aircraft to be stable and minimum sink. Then you select the propeller that flys horizontally (apex condition) with minimum torque. Then you select the motor that starts at 99.995% of breaking turns and lands just as the last turn comes out of the motor. All these things can be determined by test flying. High power, fast climb to high altitude, is to be avoided. Power is the rate of use of energy. Energy per unit time. Time is available energy divided by power. Available energy is given by the weight of the rubber, maximum duration comes with minimum power. The rubber torque curve does not allow uniform power, so we must find a balance. The optimum balance occurs when the average torque of the motor equals the level flight torque (apogee torque) of the airplane.
I fly RC planes. I have a feeling there are things about trimming RC-pilots lost touch with. If you trimming the plane for a decent free flight, then it will probably be easier to controll the plane. Just release the controller and the plane adjust it self.
Oh it was set, and deployed at 2 minutes, but the thermal was huge, so it didn't matter. I had seen the same situation the previous two flights, where the DT popped but the model became almost stationary...holding its altitude, even going up slightly, but then it finally fell out. I asked for too much on that last flight, which I made because I'd wanted to get closer to max winds, and see how she'd handle it...which she did...a bit too well. It was almost like flying an indoor model outside. So light, that a DT would only 'suggest' a recovery in that air. Thx for the comments.
I've updated the Rubber Turns Calculator for any newcomers to FF rubber. With the way rubber can change throughout the years, this chart will give you a good place to start. Use it only as a general guide. 2002.hallmanstudio.com/rubber_turns_calculator.pdf
I'd like to think she's delivering all our messages of love up there Tom.
I well recall the earlier videos on the build and details of this exceptional Ryan. Am I the only one who sees a touch of The Spirit Of St. Louis in this lovely aircraft? Sad to see her fly away, but it's surely an honourable badge for any aeromodeler!
Thanks so much for showing us this wonderful footage Tom, and I do hope you build another Ryan! ⭐👍
Yes, the Sprit of St. Louis was also built by Ryan Aircraft.
Totally agree on the Spirit of St. Louis! @@aeromodeller1
The M-1 was very much the baseline for the Spirit. If you haven't read "We" The autobiography by Charles A. Lindbergh, I suggest adding it to your reading list. Monumental effort and journey.
Aerial poetry...stunning. It's as if that plane was meant to fly forever. Thank you.
Thank you for my winter meditation . .
Joyous!!
Hi Tom!: Well Hung claims another beautiful plane! Really enjoy watching the trim sessions and what adjustments you make to get them to fly like that! Can't wait to see the next Ryan you build!!
Dear MAX,
it's always a pleasure to see your models so well made and the splendid flights you manage to make them do.
The compliments I give you are more than deserved and this comes from someone who creates scale reproductions of real planes for the aeronautical museum in Loreto Italy.
I would love to shake your hand but unfortunately the distance doesn't allow us to.
I wish you many more achievements and I greet you cordially.
Girotto P.
Thx for the kind words. You work in a beautiful town!
Sorry about the loss. That said, you are a wonderful model maker.
One of your best! As a teenager, who had much better eyesight than the old man that he turned into, I flew R/C sailplanes and I know the joy of being caught in a "killer boomer". Almost lost a model once and even with full down elevator and right rudder held, it took a couple minutes to get it back: the thermal was that strong.
Happy day! Another Maxfliart video. Thanks Tom
Masterclass builders masterclass model ==oss i looked forward to building one that can go OSS i enjoy spending time watching your videos.
Im a newcommer to your channel. Iv built and flown free flight years ago. If you get a chance, could you also include in a future video a bit of information on hinges, and how to make them. Really enjoy the content..keeping the dream alive.
Thank you.
Good stuff, Bubs
So sad to see such a beautiful model and a rare set of Hungerford wheels go OOS. Stunning model and great video!
Nice job!
Another fantastic trim video, thank you so much. I must ask are the elevators and rudder surfaces adjustable to help with trim are only the thrust plate in the noise and clay on the wing tips the way to adjust trim? And if the elevator and rudder are adjustable, is it by bending some kind of metal hinges when the plane was built. Thanks for any help and again great videos. 😊
Yes to all. Every surface has an impact when adjusted, along with the thrust and ballast. Therein lies the challenge. The hinges are small, thin pieces of aluminum from a soda can, added thru slots in the balsa, after it's covered.
perfect
Ouch. You don't mention if winds remain unspent on landing. Beautiful model, trimming and flights. Thanks.
Probably yes early on, before I get past 50% winds. But once she gets up there with higher torque, she used them all.
@@maxfliart Suggesting that a thinner motor could be used. Thinner motor means more turns per inch, with more inches for turns, lower revolution rate for longer motor run.
information you may know the following. p-factor is always present. there is proportionally a lot of p-factor in this sort of model. so, trimming for a right turn is slightly more difficult. The optimal location of cg is at thirty percent of chord (or a bit forward-of thirty). because this is a 'normal' airframe, it should have a normal distribution of mass (dom) and cg location. in other words, varying the auw and/or dom of a model is a less-than ideal trimming method. generally, a model will glide well, if a correct amount of nose-up trim is present at the horiz-stab. when a model is trimmed for good glide, it will tend to climb when flying under power. if climb is not wanted and a model is trimmed accordingly, the model will then have a high sink rate, when the power is gone. d
I assume the DT did not upset the lift aerodynamics enough to overcome the thermal lift, a bit like a leaf in the autumn. And thank you for all your detailed information to help we newbies.
Exactly. Thx for the kind words.
The plane will have a certain rate of descent in still air when DTed. If the thermal updraft is faster, the model will go up. You can rig it to come down faster, but then in still air it will hit the ground fast and smash. As in so many other things in model aviation, it is a question of balance.
The tail up DT actually makes the wing stall. But the stalled wing may have a higher lift coefficient than in flying trim. Our little airfoils do not have a large maximum lift coefficient and they do not have an abrupt loss of lift at stall. The lift coefficient curve is a gentle hill, not a sharp peak. Rigging for a dive will bring the plane down faster, but then you may break the prop and landing gear. After they learned to recover from a spin, pilots wanting to get down in a hurry would put the plane in a spin. But a model does not recover from a spin by itself. A plane hitting the ground with a fast spin will break the wing, propeller, landing gear and tail. Tom might get away with it on that field with soft weeds to absorb the impact. You create a spin with up elevator and hard rudder.
A smaller propeller will turn faster on the same motor, it will run at higher power, climb faster, but it will also run out the limited supply of energy more quickly, reducing duration. In general, the larger the diameter, the more efficient the propeller. McCombs recommends a propeller diameter in inches equal to 1.5 times the square root of wing area. However, as in all things, too much is possible. Ground strike limits propeller diameter for ROG flights. Propeller acts like fin, forward of CG. This can adversely affect lateral balance. A larger propeller may require more fin area. Aircraft, propeller and motor must work together. They must be matched. You start by trimming the aircraft to be stable and minimum sink. Then you select the propeller that flys horizontally (apex condition) with minimum torque. Then you select the motor that starts at 99.995% of breaking turns and lands just as the last turn comes out of the motor. All these things can be determined by test flying.
High power, fast climb to high altitude, is to be avoided. Power is the rate of use of energy. Energy per unit time. Time is available energy divided by power. Available energy is given by the weight of the rubber, maximum duration comes with minimum power. The rubber torque curve does not allow uniform power, so we must find a balance. The optimum balance occurs when the average torque of the motor equals the level flight torque (apogee torque) of the airplane.
cuando dijeste..me gustaria verlo mas alto ..jajaj se cumplio al pie de la letra saludos ..
Sí, el vuelo fue un poco exagerado.
I fly RC planes. I have a feeling there are things about trimming RC-pilots lost touch with.
If you trimming the plane for a decent free flight, then it will probably be easier to controll the plane. Just release the controller and the plane adjust it self.
Beautiful model. Sad to see it carried away by the thermal Gods. I thought you set the DT in the earlier flight. Not set in this flight?
Oh it was set, and deployed at 2 minutes, but the thermal was huge, so it didn't matter. I had seen the same situation the previous two flights, where the DT popped but the model became almost stationary...holding its altitude, even going up slightly, but then it finally fell out. I asked for too much on that last flight, which I made because I'd wanted to get closer to max winds, and see how she'd handle it...which she did...a bit too well. It was almost like flying an indoor model outside. So light, that a DT would only 'suggest' a recovery in that air. Thx for the comments.
Noooooo! Not the Hungerfords!
Yeah...oh the humanity...
🤣😂🥲😭🦨
I've never been a fan of weight on the tips. My 2 cents.