PeterF

If it is a 60 then the prop you need is something like a 16 x 12, which it will turn over at something like 5,300rpm. I have a pair of older ones in a Mosquito (see avatar pic). The plug is very close to the propeller so a remote glow that stays on the plug is recommended to keep your fingers from that big prop. As noted, reverse the direction of the starter by swapping the battery wires. When starting, if you can not choke the carb (I can't on mine as fully cowled) then open the throttle fully, glow off, spin the motor over for a few seconds to prime the engine, then close the throttle down to start setting, switch on the glow and then spin the motor over again and it should fire up. They make a different noise to other engines. You also need to make sure that the firewall is well built as they develop twice the torque of a conventional engine. Running in 2 x RCV 60SP engines on test stand Mosquito flight with 2 x RCV 60SP There are a few other vids on there of the engines running without the cowls when being set up. Peter Edited By PeterF on 27/08/2014 19:43:06

The forward bottom cover plate has the hold down loops on according to the plan, you just need to bend that bit down by 90 deg.

Trevor, I have put some photos in of the top and bottom of the interplane struts. These show that in both cases there are exposed ends of the threaded rod with nuts and a cover plate which has two nuts. The cross section through the ribs and interplane struts on the model plan show this same detail with the exposed nuts. On the bottom of the wing there is an extra loop and this is provided, it is the tie down point to stop the plane being blown away in a strong wind. On the plan view of the upper wing there appears to be the cover plates to go between the two threaded rods. Peter.

I have recently completed a B2 Stealth and looked into this. There are a few links to some sites with CoG calculators for simple single panel flying wings below. **LINK** **LINK** For more complex shapes such as the B2 with multiple panels and the Vulcan to some extent you can use the link below to download a program that will do this for you to calculate the centre of pressure or to input the CoG position as a %age of the mean aerodynamic chord. I wrote something similar to do the calculation in Excel before I found the program. **LINK** There is a large thread on RC Groups covering this which is where I found the info from when building the B2. **LINK**

Yes it is allowed but not positively encouraged. Recently we saw what could be a downside when a member collapsed on the flight line when there were a group of us there and I had to arrange an ambulance. Had he been on his own then we do not know what would have been the outcome for him personally. Luckily, there was an instructor on the line observing someone and he managed to get the tranny and bring the model down. However, we are logical enough to recognise that anyone doing anything rural alone (walking, cycling, horse riding etc.) would always run this risk and our site is remote at the end of a private gated road, hence downed models are relatively low risk, therefore it seems OTT to ban it, but to make sure caution is practised.

Terry, You tease, I have just been out into the workshop to weigh the wheels for you and just stood there going through the contents of the box again, can't wait to start this one, but I must finish what is on the board before starting another. The Traplet wheels weigh 418g for the tyres and wheel cores, I have not counted the DH wheel bosses in that. 52g lighter is not much because any wheels for this weight of plane need to have quite a bit of rubber in them. The pilot will either be Tiger Terry or Pilot Johnny from Rogers Pilots at **LINK**. My work takes me away for lengthy period from time to time, the Brian Taylor Mosquito in my avatar took over 3 years to build, hence anything like the Aerocockpit quadrants to cut down my build time is cheerfully grabbed. If you search on RC SCale Builder for Don Coe's Duncan Hutson Traplet moth build then he made up his own Quadrants and that may give you some inspiration. I had the Traplet kit for a while along with a Flair undercarriage but when the Falcon kit became available again I sold the Traplet kit unstarted and bought this one.

I have two glow powered twins, both 80" wingspan, a DC-3 and a Mosquito, plus one of the 72" electric Lancasters. All of these planes have conventionally rotating props. I believe that the issue is worse for tail draggers on take off because the propellor disc is not vertical and not in line with the direction of travel. Therefore, the angle of attack of the upgoing blade is different to the downgowing blade and the prop creates more thrust on one side than the other (P Factor). Therefore, the propellor creates a turning moment on the plane. When I started flying twins, no one else in my club did (there is only one other with electic power now) and I had problems with keeping it straight during take off and I kept the tail on the gound until a lot of speed was developed. After reading an article and understanding the effect, I have now adopted the take off where I let the tail rise as soon as possible to get the propellor disc vertical and to reduce the difference in thrust and now find things a lot more manageable with straight take off runs. I have rudder gyro on the DC-3 and Mosquito but even that did not work if the tail was kept on the ground because a lot of rudder was maintained to keep the plane straight with the tailwheel down, and then when lifting the tailwheel there was a kick that the rudder did not always catch. That probbaly also had something to do with the different effectivenesses of the tailwheel and the rudder, needing different travel for the same steering effect. Looking at a photo of the Grumman Albatross, it looks like it has a nosewheel and will be level for takeoff from ground or water, hence the issue should not be as bad as a tail dragger.

Hi Trevor, I bought this kit earlier in the year but have not yet started it as I still have stuff on the bench for another couple of months. You are ahead of me so I will keep a keen eye on your progress and hope you do not mind being a guinea pig. I have bought the full kit (less wheels) as it appears you have with the Swiss flying wires, which are things of beauty and take all concerns about soldering skills out of the build. I have bought the wheels & tyres from Traplet from their Duncan Hutson Moth as these look to be very scale with the correct DUnlop name moulded in etc. I have got instrument panel kits from Mick Reeves as these look very good and also his screens as these seem more scale than the ones in the kit as well as some turnbuckles and a few other bits and pieces. I have bought quadrant controls and harnesses from aerocockpit. There is also a brand new Laser 150 waiting in the cupbaord along with a semi scale prop nut I bought off ebay. I bought the disc with information / photos on from ebay linked to above, there are some nice photographs of lots of details but it is not a gamechanger in terms of the information available and is not a must have. I wanted to go to Woburn this year, I plan on modelling G-ADGV and that is usually there, but work is taking me away mid August. I saw your thoughts about the aileron servos, I had planned on building somethign scale with the actuating disc as shown on several build logs for the Flair and Traplet Moths, however, it appears that the wings on those models are a lot thicker than scale and can accomodate a vertically oriented servo with a larger than normal disc. The Falcon Models Moth does not have enough room, I have wondered about putting in a bevel gearbox driven off a servo, there are a lot of robotics gear sets available that can be driven off standard RC servos, or trying to devise some form of linkage. It all seems to be too much trouble though and using the thin wing servos appears to be a good compromise. I have seen two other build logs, one by Don Coe on RC Scale Builder, but this covers the fuselage only before he sold the kit on. Another on RC India, which again covers the fuselage only before the log (and the build ?) ran out of steam. I will probbaly do a build log as I work on mine, I have done with my most recent planes (on other forums). RC Scalebuilder build log RC India build log Peter. Edited By PeterF on 01/08/2014 12:00:31

Thanks, I have found 3 clubs who all fly within close range of wind turbines, about 250m closest approach and state they have had no problems. This is good information to assess our current situation and exactly what I was trying to find out.

Andrew, thanks for that, I have found a contact and contacted them.

Thanks for the responses. I do fluid flow as part of my job and have found quite a bit of lierature and studies on downwind effects of turbines on velocity profiles, turbulence etc. the trouble is reklating this to the effects on models. I have heard of a couple of clubs flying around 500m downwind, the trouble is we are likely to be closer than this and there does not seem to be much info.

I am the secretary of my club and there is a preliminary plan for a wind farm with 125m tall turbines (80m mast + 45m blades) in the field adjacent to ours. One of the proposed turbines may be as close as 125m from our runway. This is just too close so we are looking at moving the runway / flying area in the same general plot of land and the power company has stated they will help with the move. The questions I would like some help with from others who may fly near / have flown near wind turbines is 1. Do wind turbines create enough downwind turbulence to affect models. 2. How far do we need to move from the turbine to make sure we are clear of downwind turbulence. 3. Are there any other known problems with flying in the vicinity of wind turbines, distractions such as flocker if they are in the eye line etc. Some options still take us within 150m of the turbine tower, other options keep the flying area more than 250m from it. However, is 250m enough of a separation. If I take the CAP658 and BMFA Handbook for >7kg models I could fly within 50m of a structure but that just seems too close for comfort. I have got contacts of a couple of clubs and are chasing those up. Anyone else who has information would be welcome. I have tried searching and got little information. We are in touch with BMFA but they do not seem to be able to answer the question about how close can you fly without problems with turbulence. Many thanks in advance for any help you can supply. PeterF