PatMc

I think you've picked the wrong thread 🤣

Why is it a problem ? Is it because the fuel drains out between flights ?

Hmm, what type of power do petrol petrol & diesel pumps use at the filling station ?

So it's 8ft x 4ft x 3/8ins then ? 😉

The variations of number bases in Imperial system is a good way to remind us that base 10 numbering system isn't necessarily the most useful in all circumstances.

The weight of a 100" span model isn't all that critical, especialy if you mainly intend flying from the slope. In fact it's likely there will be more occasions when a bit of extra weight would be benificial to penetrate against the prevailing wind or fly through sinking air quickly. IMO 12 oz/sq ft is a good all round target wing loading & 8oz is min to be able to fly that type of glider regularly in UK. Making provision for adding ballast when required would be more useful than saving a few grams.

That's Ollie Tiger territory 😱

Habour Air is based in Vancouver, most of their business is scheduled & commuter. IIRC there were some sightseeing destinations further afield that could be booked in advance but only when suitable aircraft were not busy with their main business committments. Something like 90% of the Canadian polulation live within a couple of hours drive to the US border. The Northern Territories flights may make good spectacle subjects for TV but are probably only a tiny proportion of the small aircraft commercial flights & mainly covered by a number of small specialist operators.

Was "in the middle of the wilds of Canada" mentioned in the video ? 24 years ago I was on holiday in Vancouver & visited the harbour area several times. During one of the visits I took a sight-seeing trip on one of the Beavers doing a commuter taxi service run from Vancouver Harbour around several of the small islands close to Vancouver Island. The harbour airport was busy with Beavers & Twin Beavers but most of the scheduled destinations were short distance with just a few to the more remote parts of BC. My experience of the mainly short, relatively low level flights being the norm was pretty much as described in the video.

The aileron hinge method would be acceptable but the covering film used pulls away from the paint/adhesive. I re-sealed mine a couple of times but will not fly the model again until it's completely recovered with Hobbyking film. I've made a lot of modifications to the model & will post some pics & details when I have some spare time, probably in a couple of weeks.

I added some nose weight to mine to achieve the cg shown on the Flair kit plan when I built it around 1986 & it was ic powered. When I re-furbed & converted it to electric around 2012 I removed the nose weight incrimentaly until the cg was back to the point shown on the pdf posted earlier. It now has a better glide & wider speed range than originaly but is just as benign to control. As mentioned in an earlier post KK didn't specify a cg position on the plan of either original versions but probably suggested builders found a cg position that suited themselves by trial & error over the ubiquitous long grass. BTW it's a fallacy that the engines used in models like the Jnr 60 were heavy compared with today, the first Jnr 60 I saw was in 1956 it was F/F & powered by a either a Yulon 30 or 49 (I don't know which) glow plug engine. The owner also had a single channel later version Jnr 60 powered by an ED racer. The Yulon 30 weighed about 5 oz the 49 about 6 oz, the ED racer about 5.5oz. Petrol engines of the era were also lightweight but required a battery & ignition coil, however these latter were usually sited with the cg in mind. Another fallacy is that 4s ic power is in keeping with the period of vintage models whilst electric power isn't. There were no suitable 4stroke engines for Jnr 60 size models until around the late 1970's early '80's. Even then the first available were 40 size & a bit OTT. OTOH the first electric powered RC model - a Radio Queen - flew on electric power around 1957. Graupner's & Sanwa were also flying FF electric powered models around a year or two later. Pete Russell successfully coverted his STOL Mk 1 to electric power as an experiment about 10 years before the OS40 FS appeared.

Glad you liked it. I've modified the tail units or tailplane alone on about 7 or 8 models that I currently have as I've built them. Some, like my Jnr 60 & Magnatilla only ever the tails removed for maintenance etc but some of my electric gliders routinely have their tailplanes removed for storage & transport between outings. The Jnr 60's is a little over-complicated as I wanted to keep the elevator linkage pull-pull but out of sight. BTW another reason I do it is that I have more trust in bolted on tail unit than a glued in place one.

I think the reason for the anomaly is that the plan is showing a "typical" wing section it doesn't claim to be the actual section. KK didn't normaly print their ribs or formers etc accurately on their plans as they didn't want people building from their mates plan instead of buying a kit. Which of course means that Ben Buckle & Flair kits may not have 100% accurate parts of the originals. Here's a chunk from OZ 1955 plan with the "typical" rib rotated 90 degrees confirming what you found.

It's shown in the bottom right of the Jnr60 mods PDF sketch.

I use throttle control & elevator trim - it's easier 😉