"Extreme speed" project ready to fly.. (kidding, not really XS)
08-26-2013, 10:11 AM
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"Extreme speed" project ready to fly.. (kidding, not really XS)
This would be the major cause of my lack of RC project work for a while! But I consider this a worthy excuse..
After maybe 1200 hours or so of restoration work, Sunday morning was a cause for celebration as Tiger Moth CF-MAD was inspected and received a Certificate of Airworthiness. She is now officially ready to fly, insurance going on today, then.. into the sunset.
I guess about the only parts of this aircraft that will top 150mph are the prop tips and pistons.
After maybe 1200 hours or so of restoration work, Sunday morning was a cause for celebration as Tiger Moth CF-MAD was inspected and received a Certificate of Airworthiness. She is now officially ready to fly, insurance going on today, then.. into the sunset.
I guess about the only parts of this aircraft that will top 150mph are the prop tips and pistons.
08-26-2013, 11:50 AM
#2
I am guessing you are somehow connected with St... Grey, being that he does those things too. Looks good. Nice to see things finished and working. I am (was) into building streetrods and it was the same kind of time too.
08-26-2013, 04:12 PM
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A buddy and I flew a different Tiger Moth (local museum owned) to the Geneseo airshow in 2007. We stopped in Guelph for fuel, and flew "formation" to Geneseo from there with Steve in a Fleet Finch. Trying to recall, might have been his son flying the Cherokee that escorted us over the border? We had no transponders.
We expect to have to recover the wings and fuse in 5-7 years. That will be a major task, and will take a busy winter. The fabric passed a punch test, but was definitely nearing the end of its life cycle. The tail surfaces did not pass so we stripped them, rebuilt the elevator and rudder and recovered.
We have a bit of procedure to deal with now. First test flight is scheduled for tomorrow morning, then cool the engine, pull the rocker covers and check the valves. Also retorque the manifolds. That will take half a day, but with luck we can put in second flight and relax a bit tomorrow afternoon. Gotta watch the engine like a hawk for the first few hours.
We expect to have to recover the wings and fuse in 5-7 years. That will be a major task, and will take a busy winter. The fabric passed a punch test, but was definitely nearing the end of its life cycle. The tail surfaces did not pass so we stripped them, rebuilt the elevator and rudder and recovered.
We have a bit of procedure to deal with now. First test flight is scheduled for tomorrow morning, then cool the engine, pull the rocker covers and check the valves. Also retorque the manifolds. That will take half a day, but with luck we can put in second flight and relax a bit tomorrow afternoon. Gotta watch the engine like a hawk for the first few hours.
08-27-2013, 06:14 PM
#4
That's an awesome accomplishment MJD..!
Is it a modernized [where being functional and practical counts] version..?
I just saw a small plane's fuselage at the sandblaster's shop last week and it is really impressive to see all the little [and big] engineering decisions that went into that steel tubed structure. It looked to be 100% Ox-acetylene welded, too..no signs of any TIGging.
Is it a modernized [where being functional and practical counts] version..?
I just saw a small plane's fuselage at the sandblaster's shop last week and it is really impressive to see all the little [and big] engineering decisions that went into that steel tubed structure. It looked to be 100% Ox-acetylene welded, too..no signs of any TIGging.
08-28-2013, 05:16 PM
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Vic.. I ran out two and half years ago and I haven't had the time or energy to breath life back into them yet. I could sell 30 kits and make enough to pay for about 45 minutes of fuel.
Not to talk dollars, but to put things in perspective each of the three partner's financial investment was about the same as buying a new Hayabusa plus a trailer, or thereabouts - in other words, within reach. Otherwise the three of us would not be involved - we're just workin' joes. However.. add to that the 1200-1500 hours we spent on it since spring 2011 and the fact that we have a licensed aircraft mechanic in the group, and you will then get a sense of the total commitment.
CP - it is original de Havilland, with the exception of the radio, intercom and ELT. Oh yeah and the prop, it's 1970-ish. Engine is nearly zero-time, meaning fresh valves, guides, gaskets, and a oatload more, but the pistons and rings were fresh and low time so better to leave those stones unturned. Tons of comppression (relatively speaking for a 1930's engine at 6:1). We went through this thing mechanically with a flea comb, you would be hard pressed to find an example in better mechanical condition, and it ain't too bad in the cosmetics department either.
Check this out: http://www.youtube.com/watch?v=18VLxvmL2bo
I used a free video editor, this was a quickie job done at work this morning just to get some news out there. I'll make a better effort soon. Pardon the giggling and shouting.
The only trim adjustment was to tape a small trim tab on the left aileron to balance out a bit of right bank. When we get around to it we'll tweak the rigging, but you should have seen how out of whack it was when we got it - maple key horizontal stab, bad wing repairs, etc.. yet it was flown regularly by a variety of pilots in that state during it's tenure in PA.
Not to talk dollars, but to put things in perspective each of the three partner's financial investment was about the same as buying a new Hayabusa plus a trailer, or thereabouts - in other words, within reach. Otherwise the three of us would not be involved - we're just workin' joes. However.. add to that the 1200-1500 hours we spent on it since spring 2011 and the fact that we have a licensed aircraft mechanic in the group, and you will then get a sense of the total commitment.
CP - it is original de Havilland, with the exception of the radio, intercom and ELT. Oh yeah and the prop, it's 1970-ish. Engine is nearly zero-time, meaning fresh valves, guides, gaskets, and a oatload more, but the pistons and rings were fresh and low time so better to leave those stones unturned. Tons of comppression (relatively speaking for a 1930's engine at 6:1). We went through this thing mechanically with a flea comb, you would be hard pressed to find an example in better mechanical condition, and it ain't too bad in the cosmetics department either.
Check this out: http://www.youtube.com/watch?v=18VLxvmL2bo
I used a free video editor, this was a quickie job done at work this morning just to get some news out there. I'll make a better effort soon. Pardon the giggling and shouting.
The only trim adjustment was to tape a small trim tab on the left aileron to balance out a bit of right bank. When we get around to it we'll tweak the rigging, but you should have seen how out of whack it was when we got it - maple key horizontal stab, bad wing repairs, etc.. yet it was flown regularly by a variety of pilots in that state during it's tenure in PA.
Last edited by MJD; 08-28-2013 at 05:21 PM.
08-28-2013, 06:52 PM
#7
My uncle used to have a Tiger Moth I would guess in the 1950's. Up around Mt. Forest or Harriston, not too far from where you are. There are some big smiles in the cockpit in your video.
08-29-2013, 02:06 PM
#8
What an incredible find with so many original mechanicals in great shape. Uncovering all the old repairs must have been "interesting".
Those repairs would give you some idea about safety margins I suppose.
The video is great, it gives a good feel for the whole experience.
Redoing the covering every 5 years sounds ridiculous, but I'm sure there are more reasons why it's a good idea than why not.
Are you ever going to weigh it..?
Those repairs would give you some idea about safety margins I suppose.
The video is great, it gives a good feel for the whole experience.
Redoing the covering every 5 years sounds ridiculous, but I'm sure there are more reasons why it's a good idea than why not.
Are you ever going to weigh it..?
08-30-2013, 05:48 AM
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The covering on the wings and fuselage were not redone on this restoration, only the tail surfaces. With decent care the covering will last for tens of years. The fuse and wing covering was in okay shape, so we just rejuvenated it, repaired blemishes, and repainted. What I was saying before is that in a few years, when the fabric no longer passes punch tests, we will have to tackle that job. But it is a serious bloody undertaking. We would have to be in the oil business to have the covering redone by a restoration shop - the last price I heard for a complete fabric job was $46k. Trust me, we don't have that kind of money! So instead, we have to buy materials and spend several weeks doing it ourselves when the time comes. Really looking forward to that.. 
I did more spray painting on this project than in my entire modelling career I think! I am really happy with how it came out. I drew CAD files for all the markings and had vinyl masks CNC cut. The markings came out with crisp clean edging. All the camo, roundels and RAF insignia were repainted. The underside yellow, not being exposed to the same level of UV, was in acceptable shape and I just touched that up as necessary. So the yellow underside is not exactly perfect, but frankly Scarlet, we don't give a crap, it can wait.
Flew for another hour yesterday (freaking beautiful day it was too), including bikini patrol up and down Wasaga Beach on Georgian Bay, and did some airwork including pulling +2 and minus -1 gee to check the rigging tension (the wings stayed on, which is good) and some chandelles for fun. Loops will come a bit later. The engine runs great. We have put 4 hours on the engine since Tuesday, and will fly one more hour tomorrow (weather permitting) at which point we have to do the initial 5 hour check - cool the engine, pull the rocker covers, check all valve clearances, and retorque the manifolds. Then we are good for another 25 hours before oil change and another valve check. Oil changes every 25 hours, 100 hour inspections.
It doesn't get much sweeter than rolling up your sleeves, leaning your left elbow out the cockpit door and putting along at a few hundred feet taking in the scenery.
I did more spray painting on this project than in my entire modelling career I think! I am really happy with how it came out. I drew CAD files for all the markings and had vinyl masks CNC cut. The markings came out with crisp clean edging. All the camo, roundels and RAF insignia were repainted. The underside yellow, not being exposed to the same level of UV, was in acceptable shape and I just touched that up as necessary. So the yellow underside is not exactly perfect, but frankly Scarlet, we don't give a crap, it can wait.
Flew for another hour yesterday (freaking beautiful day it was too), including bikini patrol up and down Wasaga Beach on Georgian Bay, and did some airwork including pulling +2 and minus -1 gee to check the rigging tension (the wings stayed on, which is good) and some chandelles for fun. Loops will come a bit later. The engine runs great. We have put 4 hours on the engine since Tuesday, and will fly one more hour tomorrow (weather permitting) at which point we have to do the initial 5 hour check - cool the engine, pull the rocker covers, check all valve clearances, and retorque the manifolds. Then we are good for another 25 hours before oil change and another valve check. Oil changes every 25 hours, 100 hour inspections.
It doesn't get much sweeter than rolling up your sleeves, leaning your left elbow out the cockpit door and putting along at a few hundred feet taking in the scenery.
08-30-2013, 10:43 AM
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The compression is so low you could probably run Coleman fuel without trouble, we need very little octane. We use Shell V-power car gas at the moment (0% ethanol) - we want no ethanol and no lead, as these cause mayhem with the bronze heads etc. The engine is a Gipsy 1F with bronze heads. We have a Gipsy 1C (a bit more compression, Al heads) which fresh will give a few more hp, also weighs noticeably less - those bronze heads are darn heavy, but they work fine. The Al heads run a little cooler. A fresh bronze head 1F will equal an average 1C for power, the difference is incremental.
08-30-2013, 02:27 PM
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It is indeed a straight 4, and the first inverted engine In service I think. Nominal hp is listed as 145 I think, though there is some debate as to whether any Gipsy actually could back that up on a dyno.. most people quote 135-137. The performance is sprightly but it isn't overpowered by any means. We don't have a working VSI at the moment but figure it was achieving 400 FPM or so?
Wikipedia has a respectable description. A nice site to check out is mothclub.uk.. Enthusiast's site and a parts and literature source.
5.25:1 compression ratio IIRC. We fitted new valve guides and sodium filled valves as used on the Chipmunk. That engine is in fine shape.. that said anything can happen anytime of course. We are meticulous about scheduled maintenance on the engine, and as a team know them inside out. We believe it is as trustworthy as possible. Mind you we always have an emergency landing site looked out as we fly as well. Most old pilots are careful pilots.
Wikipedia has a respectable description. A nice site to check out is mothclub.uk.. Enthusiast's site and a parts and literature source.
5.25:1 compression ratio IIRC. We fitted new valve guides and sodium filled valves as used on the Chipmunk. That engine is in fine shape.. that said anything can happen anytime of course. We are meticulous about scheduled maintenance on the engine, and as a team know them inside out. We believe it is as trustworthy as possible. Mind you we always have an emergency landing site looked out as we fly as well. Most old pilots are careful pilots.
Last edited by MJD; 08-30-2013 at 02:32 PM.
