While working on the back end I thought it was a good time to add some scale(ish) detail to the speedbrake recesses. I’ve recently done this to a large F86 It was however pre- built and painted from D4S, for something relatively simple it really added an extra dimension to that model so I decided to do the same on my A4 but this time it would have to be scratch built.

 
Hopefully it will look something like this once finished…

First off I made a plate out of light 1/16 ply which was boxed in. Small beads of epoxy were applied around all the joints with a syringe and some small bore air-tubing. This gave the base for adding a bit of detail.

The only problem using ply is that if raised rivets were added it would look like painted wood with rivets on. I could have used some proskin for an instant finish but the thicknesses I had were heavier than the ply and the really thin stuff wasn’t usable alone. I could line the box with thin proskin but would still have to add the rivets then paint it all aluminium then red and finally weather it adding more weight in the wrong place.
I decided to make litho plate panels and press the rivets in from the underside making raised rivets then burnish the whole thing. Here’s where I’m up to…a few more details to add and it will be ready for paint.

I’ve finished off the speed brake detail, I decided to risk cutting the circles out on the speed brake and its worked well. The speed brakes have been primed so its onto making the equipment trays in the front when I have some more spare time. I may get time to spray the gear which has to be my least favourite job of all.

I am writing to find out if you have any pilots who would be interested in finding out about precision aerobatics.
The Great Britain Radio Control Aerobatic Association (GBRCAA) is delegated by the BMFA to organise precision aerobatics in GB. In order to generate more interest in this aspect of the sport, they support a New Pilot Open Day at which experienced aerobatic pilots will take rank newcomers to the sport under their wing. The idea being that the newcomer gets to fly his model and gets feedback on how he can improve his flying and aerobatic skills. The experienced pilots will also fly their aerobatic aircraft to show what a modern F3A class aerobatic aircraft is capable of. Towards the end of the day, if the attendees wish to have an informal competition, then one will be run using the Clubman schedule from the GBRCAA. The schedule is on the GBRCAA web site www.gbrcaa.org for those interested.
To participate, you only need an A certificate together with some experience of flying aerobatic manoeuvres such as loops, bunts, rolls, stall turns and spins. Only if you wish to progress to flying in GBRCAA competitions will you need a B certificate. So this is a great opportunity to improve your flying, have a bit of fun and perhaps even have a go at a mini competition if you want to.
If you have any interested members, could you please ask them to get in touch with me by e-mail in the first instance.
Many thanks.
Peter Jenkins
Chairman
Bury Model Flying Club
Telephone: 07725-314 950
Email: peterjenkinsbmfc@btinternet.com

Whilst our fenny flying field is superb it doesnʼt have a decent hill that we can hurl gliders off! Consequently, given favourable conditions, a few of us car share and drive to the nearest suitable hillside. If the wind is in the west it might be Ivinghoe Beacon, near Dunstable, or if a north easterly Pegsdon otherwise known as Deacon Hill, near Hitchin; both are good hills but the latter is a hellish climb proving you donʼt get something for nothing. Two other hills, the hill fort of Burrough Hill near Oakham, in a south westerly, and Honey Hill near the A14/M1/M6 junction in a slightly more southerly wind, are also favourites. All afford wonderful vistas of surrounding countryside but can be bitterly cold in winter, however they offer exhilarating effortless lift for gliders as wind onto the slope face is forced upwards. Honey Hill is where I was initiated into the rites of slope soaring and is one of my favourites but it has a wickedly tricky landing area and some of us end up landing, either unsighted by the hedge and in the field behind, or in the hedge itself, or in a thoughtlessly placed tree, or alternatively, and worse, down in the valley behind. A good landing here is akin to parking on a pin head and you donʼt get second chances if your approach is low. In slope soaring you cannot afford to cross into the no manʼs land of sink as behind the hillʼs slope is the valley of doom!Some of us are either retired or work shift patterns so we often fly on week days as, for example the Mecca of Ivinghoe can become a crowded air space with many near misses and a few actual mid-airs. This isnʼt a problem if you fly something like my “Wildthing”, an almost indestructible vinyl taped foam flying wing, but it is if your pride and joy is an all moulded glass and carbon rocket ship costing well upwards of £500 for the airframe alone. Models fall into two main types, conventional (ie with tails) or flying wings. The construction of both types ranges from traditional wood to high tech composites or to elaborately taped foam. The keen amongst us have models which can be heavily ballasted and can cut through very strong winds most impressively. Malcolm has flown in gusts of up to 80 mph whereas the most I can cope with comfortably, partly due to pilot skill but also model type, is not much over 30 mph. Some of us build our own models, others acquire them.

Among the regular fliers are:

• Malcolm who has a range of beautifully built and finished flying wings that fly superbly.
• Chris G whose pride and joy is a lovely fully flapped all glass fibre model although he has a collection of rather more utilitarian models. [I have to say that Chris, Malcolm and everyone else who goes are enormously helpful to any novice.]
• Andy and son Jamie also fly a range of models and whilst I can take the oldies being better fliers than I am it really bugs me that Jamie is as well!
• Likewise Paul has several models but has become rather addicted to his flying wing, an M60, similar to one of Malcolmʼs.
• Peter, a former RMAC member, often joins us with some rather sophisticated models.
• Chris P also turns up and often flies wings.
• Steve, a recent SS recruit, joined us atPegsdon in the summer and astonished everyone when his slow to react rudder/elevator oldie flew unerringly straight into a dead tree but slipped between its branches and emerged on the other side without hitting anything.I fly a couple of conventional models plus my favourite Wildthing (favourite because itʼs been stuffed into the hillside with so little damage so often).

All in all we have great fun and enjoy a real camaraderie so Iʼll finish with a selection of highs and lows (no names as appropriate, to spare blushes)

• the sheer pleasure of soaring high or below your feet
• doing a perfect landing then watching a better pilot cock it up (tee hee)
• seeing a model dive into the hill because their Tx tray got tangled up on launch (ouch)
• launching a model for someone who hasnʼt turned the Rx on (“more than lucky” ~ huge loop overhead and abrupt arrival but no damage)
• retrieving, intact, a model that by rights should have been in a thousand bits
• being unable to prevent a dog nicking sandwiches from a mateʼs rucksack
• an out of control (Rx problem) flying wing in a kamikaze dive saved when accidentally mid-aired by another model which got destroyed
• seeing a loose terrier trying to catch an airborne plane (very funny until) then savaging it on landing (language might have been far less constrained had itʼs apologetic female owner not been drop dead gorgeous)
• driving 50 miles to find the hill fog bound
• witnessing (identity clue coming up) son hit father in thigh with his foam model and poleaxing him, we didnʼt know whether to laugh or be very concerned but he was limping for hours and badly bruised for days
• finnding the important bit that fell off in flight or after a heavy landing/crash
• the interaction and banter with other flyers
• still flying as the sun sets

RAMSEY MODEL AERO CLUB

TRAINING 2012

Training for 2012 will be provided to New Club Members to prepare them for the Certificate of Achievement at “A“ Level and also existing Club Members who hold the A Certificate and wish to move on to B.
(Refer to the Training Roster via the training link.)

The training guidance is downloadable – click on the link or picture below.

Training Guidance Document

The mains are twist and turn with lovely wheels and brakes. The nose gear is interesting in several ways… The steering is accomplished using hydraulics and is completely proportional and the nose oleo can be lengthened and shortened via the transmitter to change the AoA of the aircraft on the ground which is similar to what the full size did. The nose oleo automatically shortens when retracted by releasing the pressure in the reservoir, when it retracts the second slender cylinder pulls the oleo in. It will be hooked up to a multifuction valve for retraction with a separate single electronic valve for the oleo adjustment.

Wings need a bit of work but are ok. The gear doors have been installed but clash with each other when opening. The forward main gear door needs to be hinged about 10mm further outboard using robart style hinges and two small slots to get the distance which is what they did on the production airframes. There is also a small hatch that’s been cut just outboard of the forward gear door probably for an air cylinder but I can put one forward of the wheel for the gear door actuation. Luckily the hatch has been cut with care so its just a matter of sticking it back on.

I’m looking forward to getting this one ready especially if it flies as nicely as I’m told.

In this short series of posts Alex,  from The Little Jet Company, will take you through the construction of his latest project, an A4 Skyhawk.

Progress will be slow as I have some important customer projects to do, but it should move along nicely.

This kit is the prototype pre-production model that Skymaster and a number of other builders have started to put together. More needs to be done, or re-done, but I’m impressed with the detail and think it should make a great addition for next years fleet.

The model weighs 20lbs. Add 4lbs of electrics,  3.5lbs of turbine and ancillaries, 7lbs of fuel and we’re talking 34.5lbs wet.  I’m hoping a Merlin 140 will work as this gives around 33lbs of thrust here in the UK. This is more than its rated for  but I’m finding Gasper, at Jets Munt, is conservative in his specs. This makes a change for a manufacturer.  If it needs more of a push then a Jetcat 180RX will be used but this is over a pound heavier. My hope is that keeping it light will work better.

I spent an evening cleaning the model with meths and degreaser as it was covered in red over-spray from somewhere.  I like to do this as it does show up the areas that need attention and in this case there are five or six small crush marks and hanger rash that needs sorting before anything goes in it.

More of this project to come – watch this space!

Additional information about purchasing radio equipment can be found in the eBay MacGregor Industries guides here