Almost an ARC.

I glued the pieces together today. I had the flaps and elevators mated to their horns and removeable from the horns. I had glued a 4-40 nut onto the flap pushrod so I can use the nut driver tool to r & r the pushrod. It's a pain to count turns and install it using a pair of pliers. I cut a drinking straw from McDonald's to fit over the ball link on the bellcrank and jam the bellcrank full forward and then remove the pushrod and fit the straw end into the pushrod cutout to hold the bellcrank in position for the trip through the fuselage cutout and to hold the ball link in place for the re installation of the pushrod. I generally do this with the wing fully sheeted and not being able to see the ball link.  I cut the bellcrank pivot rod 1/8" longer than the wing is thick so it will stick out 1/16" on top and bottom so I can put a brace on the wing sheeting and the rod and fuselage sides. As the rod gets to the fuselage side I push the rod down to sheeting level and flex the thinnest side over the rod and push it back up inside the fuselage so the other end will slip through. Nothing new there. After truing the wing to the fuselage I tack it in several places. Then I install the pushrod into the ball link. I only go a couple turns before twisting the straw to check that it's free. If it isn't free to turn remove the pushrod because it got threaded between the straw and the ball link. Put the push rod back in and try to twist the straw again, repeat as necessary until the straw is free then turn the pushrod in the number of turns you counted when you removed it. You didn't think of that did you? I didn't and that's why I put it there instead of at the beginning. in this case I needed 15 turns to reinstall the pushrod. What this does is give you the strongest fuselage possible as there isn't any cuts to scab over after the wing is installed.
  I've tried several different ways to true up the wing to the fuselage over the years and stumbled on this method today. I have four pieces of marble broken from the same large piece and two of the biggest ones are under the smaller two that the wing is resting on. The engine crutch area of the fuselage is the only parallel part of the whole thing so I put two framing squares on the marbles next to the wing panels and wiggled the fuselage until it mated to the squares. A couple glue tacks and I'm done. I rechecked the alignment with a tail to wing tip measurement and it's good. Any flat board with a hold in it for the nose can be used.

Save that balsa.

Many years ago I built an XLT r/c pattern plane. It was designed by Joe Bridi and the construction techniques he used are still relevant today. I don't like to waste wood by hollowing out a large and expensive block of balsa. What Bridi did was to use triangle stock and a top plate of suitable size to take the place of the inch thick balsa that will be reduced to a tenth of it's original size. Bridi trimmed one of the 45 degree ends so the triangle could be glued to the fuselage side in place of the block. then a top plate is glued to the tops of the triangles and the proper radius drawn on an end. After carving the outside to a rough dimension I used the shoe shine method with a strip of 80 grit sandpaper to smooth the outside then the piece is removed and the triangle stock is hollowed saving tons of balsa and time. There are lots of kits on the market that have blocks of balsa that can be replaced with this method and the blocks saved for something better, like selling them on ebay or making your own triangle stock.

And the times are hard to change.

I'm not too surprised at the stunt "powers that be" not making c/l stunt or c/l in general more interesting for the r/c crowd. The ARF and ARC models appeal to the new modelers of today just as the Scientific hollow log kits apealed to the new modelers of yesterday. I started by trying to build a print wood stick and tissue kit when I was about 5 years old, 1949. Trying to cut out the formers with their many 1/16" square notches for the stringers outside with a double edged razor blade was futile to say the least. I got a plastic ready to fly when I was about 8. The good part is it had an engine. I got it to fly a couple times before the fuel destroyed the plastic, but I had an engine. The many hollow log kits were my first successful attempt at building and flying. From there I climbed the ladder of kits and finally gained enough skill to start scratch building planes. A logical and methodical progression that is the proven way to advance any kind of learning. I think the 'powers that be' should embrace the ARF/ARC models as the path to being a successful c/l flyer. Do away with the builder of the model rule in the classes below expert and have a logical progression from beginner to expert not just beginner and expert like it is today.  By that I mean distinct and separate skill classes for each group. Each class having a tougher group of maneuvers than the last. For a beginner to move up to the next class today he needs to fly the expert class pattern. It's like having a 20 foot ladder with one rung at the bottom and one rung at the top. It just doesn't make sense to me. I crashed several models between beginner and intermediate trying to learn the expert class pattern. Most people don't have as many planes as I had to keep going and after crashing or thinking they would crash they are gone, back to r/c. I know the argument put forth by the "powers that be" and most of it doesn't make sense to me either. Arguments should be made on how simple c/l is compared to r/c, how much less costly, the small area needed to fly, the interchangeability between r/c equipment and c/l equipment, the ability to "feel the model", never losing a plane in a tree, only having to walk 60 feet to pick up the pieces, that building a good flying c/l model will make you build a better flying r/c model and when r/c is stopped by NOTAM or some other regulation you can go into your back yard and still fly.

Good weather equals flying, bad equals building.

 Thursday and Friday I got in a bunch of trimming on the Polynesian. After the wholesale changes it flew better and a few more tweaks here and there produced more results.  I got it flying 5.5 second laps and using 5.0 ounces of 10% fuel per flight.  I think it still needs more tip weight as I only have 3/4 ounce in it.
 The Privateer needed stuff and I ordered it from Brodak and it came in yesterday. I installed the horns into the flaps and elevators this morning, installed the leadout slider and tied the leadouts, made up the tip weight box and installed the wing tips. I still need some triangle stock so I'll stop at the hobby shop when we bring the grandson home today.
 Between the 10% fuel and my  2% fuel I've gone through another gallon.

A few good days.

I've been flying the Polynesian tying to get it trimmed. I've made several changes and test flights with a bit of improvement. The weather has been awful and I've read some more on trimming and made wholesale changes again. Tomorrow looks like it will be flyable.
  I ordered some stuff from Brodak for the new Privateer. The wing is just about ready to install but I need the control horn to go in first. That stuff is almost here.
 The new metering rods on the el camino carb. seems to be working. It runs a bit better.

Still looking for spring.

 The winds have been kinda strong lately left over from the blizzard. I've been working on the Privateer and it's coming along nicely.  I took the wing out of the jig this morning, Easter, and got it to fit into the fuselage. The controls are in loosely. I need to add shear webbing to the spars and build the tips. I need control horns and a few other items before I can call the wing complete.
  I went fishing for a few minutes yesterday and only got one bite. The river is still too high and it was below 32 early in the morning. Typical opening day here.

The blizzard.

During the storm a few days ago I got into the building season mood and started making a kit of the plans I had enlarged the day before. So far the kit is looking like a plane. I got the wing about 1/3 built with the molded leading edges drying and the fuselage sides starting to go together. The stab/elev are cut out and hinged as well as the flaps/wing trailing edge. Fin/rudder are cut out and set per the plans. I made doublers like the Legacy with 1/64 ply going past the trailing edge of the wing cutout and 1/32 ply from the nose to the wing spar. The rest of the construction is similar to the Legacy.
  The rain has swollen the river for opening day of fishing season again. All that remains is for temps in the 20's for Sat. morning.

I broke the 'Easy Button'.

 I took a trip to Stales to get the plans enlarged. All went well until I walked into the store.
There was a customer at the counter where I wanted to do business. I waited and after 5 minutes the attendant took my plans and I gave her instructions on what I wanted. About 5 minutes was the reply. I meandered around a bit and found Bounty paper towels on clearance, 8 rolls for $5.00. Then I found  a stack of 12 rolls for $10.00 in another location. I did the math and found the 12 rolls were the better buy. Then I noticed the enlargement was on the counter. I looked at it and it was only half of the page. She said it was being redone. Finally it came out and it was perfect. I paid her and then tried to make a small copy of the rib as all the ribs are the same. It took a minute to get the machine to 335% and several copies to get the rib on the page. I ran out of credit card (Staples) and had to get help to put more money on the card. As I now realize the card is still in the machine. I finally got a copy of the complete rib that I can use. I picked up a bundle of 12 rolls of Bounty and went to the other pay here place. Three stations and only one is working and that by a trainee who is being helped by a manager. I was third in line and the manager bailed out calling for more cashiers. One arrived and took the guy in front of me and then the copy girl arrived and took me on the last cash register. There I stood. For 5 minutes she tried in vain to get the thing to open the drawer. Another person said it takes 30 minutes to get that to work first thing of the day. I suggested going to McDonalds. Then going to the second register. Good idea. That one had been working and as she checked me out I said the old "Easy Button" broke today. I haven't been to Staples yet that I didn't have some kind of trouble. On top of that the sheets per roll on the 12 pack are the half sheets vs. the full sheets on the 8 pack. I got screwed again.

Rain and wind, right on time.

Every year just after the state stocks the waters with fish it rains enough to raise the water level close to flood stage just before the opening day of fishing season. In turn the rushing water washes the new fish out to sea before they can adapt to river living. Today it started raining and is forecast to be heavy so bye bye fishys.
 I managed to get out the other day and the spare parts plane is flying well but the tank isn't quite right. I removed that one and installed a metal tank. I have to remember to make the fuselage wider as the tank is a tight fit. The P-63 is flying well as well. The longer lines did the trick.
 I fired up the Cub Cadet and ran it over some leaves to limber it up for the season. I put a tube in the left front tire and it's holding air now.
 On the El Camino I ran a wire from the fuel tank sender ground to the frame as the body ground may not be good enough causing the erratic readings on the gas gauge.
  The latest issue of Control Line World has two more plans of Allen Brickhaus' models. One from 1977 and one from 2011 if I read it right. I have figured out how much to enlarge the center folds to get them back to full size.

Too much tweak.

After 3 hours of splitting wood for the park rangers I cut 18 inches off the lines and changed the P-63 lines to 65 footers. Then I headed for the field. First flight with the spare parts plane was not pretty.  I should have left the flaps alone. I gave them a tweak for the second flight and it went much better. The winds were causing problems so I went home. I put two sticks on the flaps and found them to be even. I gave them a little tweak and will check it next time out.  I didn't get a chance to try the P-63 because of the winds.

29 gallons of fuel on the wall.....

Take one down and run engines with it and get in flights with it and it's time for another gallon of fuel. I went to the field this morning with the spare parts engine and plane and the Evo .60 powered P-63. I got in 4 flights with the spare parts and figured I need to shorten the lines and adjust the plastic tank a bit. I tried the 12 x 4 on 3 flights and the 12.25 x 3.75 on  one flight. I put the 12 x 4 back on as I don't have any spare 11.5 x 4's. Ground clearance issue. The Evo started right up and ran well for 3 flights but the tank seemed off a bit. When I got home I adjusted the spare parts tank and took the P-63 tank apart and found the vent out of position and the uni-flow way off. Things should be where they should be now.  I figure the P-63 needs longer lines. I have 63 footers on it and 63.5 footers on the spare parts plane. Kinda backwards. I'm thinking 62 on the spare parts and 65 on the P-63. I also put a half ounce of tip weight in the P-63 as it didn't have any, but the engine hangs out a bit, and the flaps on the spare parts plane were tweaked into alignment. I found 1.5 ounces of tip weight in the spare parts wing and reduced it to a half ounce a few days ago. I may have bent the flaps to carry the load a while back and without the weight they don't need to be twisted.

In the early morning rain.

Except it wasn't raining. I took the spare parts engine and plane to the field before the wind got out of hand this morning. I put up 3 flights and each one thought the first loop of the clover was a cut off loop. The plane flew pretty good in spite of the problem. I had a 4 ounce metal tank installed and could only get 3-5/8 ounces of fuel in it. Even at that I should have had enough to finish the pattern. At home I removed the tank and found a cut in the vent line at the tank nipple. I had a 4 ounce Du-Bro plastic tank made up and it just fit inside the fuselage and holds more than 4 ounces. I installed it using new fuel tubing and pressure tested it to make sure it doesn't leak. With the clunk tank I can put in an ounce of fuel and fly it if I want. I'll check the winds and maybe get in another session.

Parts interchangeability.

After messing up the spray bar hole in my new .46LA I ordered a new block from Tower. Having nothing to lose I elongated the spray bar hole  and got the spray bar close to the center of the venturi. The engine runs pretty good. Now what to do with the new block. I carefully drilled the spray bar holes and got them right this time. Then I took all the parts off the other engine and installed them into the new block except for the nva. I still had a spare block doing nothing. I started getting other spare parts together for the .46LA and came up a crankshaft short. I looked on Tower and found one for the .35 and .40 FP engines when I clicked on the .46LA crank. That gave me an idea and I checked the specs for the .40LA and found them exactly the same as the .46. I have 4 .40's doing nothing so I removed the crank and back plate which gave me enough parts to make a .46.  I tested it on a board and then installed it into the spare plane and tested it there. The winds are a bit too high for a flight today.
  I made a mask of my AMA number and painted it on the Legacy wing. Still waiting for the two graphics cutters to come through. Not much hope though.

More test flights..

Conditions were about perfect for test flights yesterday morning. I changed lines on the Bearcat and brought the Legacy that had minor things done to it after the first flight a couple weeks ago.  The Bearcat fuselage is so fat it's hard to hold on to when starting inverted. I tried the starter but the Higley Heavy Hub was too small for the large diameter of the cone and too big for the small end. I took a 5/8 inch piece of 3/4 inch heater hose and pounded it into the large end of the starter cone reducing it's diameter enough so it would grab onto the hub. I got it started by hand inverted for the first flight and used the starter for the other two flights. It spun the engine for a few seconds and when the fuel reached the engine it fired off. The new lines worked well and the plane was a lot more stable. A tweak of the needle and I got in most of the pattern doing one lap between maneuvers as I didn't put in enough fuel. On engine shut off it dives towards the ground so I checked the engine alignment today and it had a bit of up thrust. I put a 1 degree shim under the engine. It's flying pretty good otherwise.
  The Legacy didn't need much from the first flight except for a bit more tip weight and a handle adjustment. I got in 3 flights with it and all the maneuvers with one lap between. It's a very stable plane and, to me, it presents well and turns well.
  The gas lift supports for the hot rod hood came in today. The retainer clips gave me some trouble but they fit perfectly.

First flight jitters.

After our noon snack I loaded the Bearcat into the truck and headed to the field. I knew starting would be troublesome as the engine is cowled with no room to heat the engine with water. Also the engine hasn't been run since installing it into the plane. I had to straighten the needle to get it to stick out of the cowl and jammed a piece of brass tubing on so I could turn it. I loosened the engine with primed fuel and had to start it inverted. The fuselage is big and hard to get a grip on. After spitting the prop off I got it running. Back on it's wheels the needle extension had fallen off so I had to use pliers to turn the needle. Out at the handle I gave the release and then noticed the glow battery still attached. I flew the 2-1/2 ounces out and landed. The engine started better on the second flight

and I leaned it out a bit more after removing the battery. As I walked the lines to the handle they twisted and caused a lot of problems to un twist.  Luckily I put enough fuel onto the metal tank and the engine stayed running. The second flight was hunt city as I think the lines had wrapped up again after I unwrapped them. I should have held them tight as I un wrapped them in the first place. The ground isn't too flat and as I landed the ground rose up as the plane touched down knocking off the right side gear door. Other than that it flew well. The wind  knocked it around a bit on the second flight so we packed up and went home. I removed the cowl and brazed a cross piece on the needle and put a landing gear strap on each gear door.

I can tell it's spring.

The fuel gauge in The El Camino is a bit strange. It only works in warm weather. From October until today it wont work. To get the cars loosened up after sitting most of the winter I took the hot rod out for a spin. Then I took the El Camino out and after a few miles the gas gauge started working. I have 3/4 full tank. I really have to look for a new tank sending unit.
  I went to the field this morning with the Honey Bee and the Ringmaster. I had put the new engine back on after trying to get the spray bar closer to center. It ran well on the board and real good on the plane. The Honey Bee has been sitting for several months and after the hot water it started on the first flip. That's the thirstiest .46LA I have. It takes 3-3/4 ounces of fuel for the pattern.
 While I was getting the hot rod ready to run Mike K. from the dog track stopped by. He's still working but the plant is slow. He's bottom man with only 20 years there.

Battery tender test.

After the long winter I figured it was time to get the hot rod running. I had put a battery tender on the battery around Dec. It took some cranking but it finally caught and stayed running. The tender did a good job.
 I took the Ringmaster up to the field and the ground is too soft to drive down so I walked and got in a flight. The winds were messing things up so I went to the shed and removed the mower battery so I could charge it. I measured out a circle at the east end of the runway and will probably move to there. There's never anyone else around when I fly so I don't see a problem. This will cut mowing time quite a bit and the farmer will be happier and less likely to create trouble. We had a talk last year and he said this place is a pain to mow. I took the hint. Both parties have permission to use the property but he can mess things up if he stops mowing the hay.