F-8E crusader.
03-13-2018, 03:04 AM
#252
Thread Starter
Here are a couple of pictures of the 3D printed brake cover I designed for the Crusader.
This part is printed from a shock resistant resin ( slightly flexible ) at 50 microns resolution.
It includes the brake disc, brake caliper and strapping ring ( all dummy of course ).
The assembly is inserted between the functional brake hub and the gear upright.
It is replaceable in case of damage.
Here is the rear view ( covers were swapped ).
Compared to the real one:
And here is the front view:
This part is printed from a shock resistant resin ( slightly flexible ) at 50 microns resolution.
It includes the brake disc, brake caliper and strapping ring ( all dummy of course ).
The assembly is inserted between the functional brake hub and the gear upright.
It is replaceable in case of damage.
Here is the rear view ( covers were swapped ).
Compared to the real one:
And here is the front view:
03-13-2018, 08:16 AM
#253
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Join Date: Dec 2001
Location: Mooresville, NC
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So pretty. Gorgeous work Oli. Any chance you can bring the plane to the First in Flight rally the end of May in NC? Would love to see her in person.
-S
-S
Last edited by smaze17; 03-13-2018 at 08:18 AM.
03-14-2018, 06:08 AM
#254
Thread Starter
I don't think so.
We will be at Top Gun end of May.
Sorry.
Last edited by olnico; 03-15-2018 at 09:07 AM.
03-15-2018, 09:21 AM
#255
Thread Starter
Here is the story of 150924, the first of the Mig Masters and its pilot, CDR Hal Marr.
Writeup by Woody Lee.
On 12 June 1966 a strike was planned on Dai Tan barracks complex in North Vietnam. The strike included A-4s from VF-212 and Vf-216 along with CAP provided by F-8s from VF-24 and VF-211. Leading the strike TARCAP was CDR Hal Marr the CO of VF-211 in F-8E Crusader BuNo 150924 callsign Nickel 103. Flying Marr’s wing that day was Lt.j.g. Phil Vampatella. After the strike as the A-4s were egressing the target area the NVA controllers vectored in two sections of Mig-17 aircraft to intercept the strikers. Marr’s flight was orbiting behind the strike force when he received a warning of the Migs in the area from an EC-121 controller. Shortly after Vampatella called out Migs at Seven O’clock and the fight was on. Marr spotted the flight of four Mig-17s a mile and a half behind them at about 2,000’. The Migs were in afterburner so Hal was able to spot their smoking engines and directed a hard port turn into them descending down on them from 3,000’.
By the time the F-8s were pointed at the Migs they were pretty much head on with the F-8s at 450 kts pulling around 8 g’s and the Migs at around 500 kts and probably close to 6 g’s. Marr’s flight reversed hard right in a scissors maneuver. The Migs and F-8s merged and the fight was on. Initially Vampatella had taken the lead since he had visual on the Migs, but as they merged coming out of the scissor, Marr had visual so he resumed lead position. The lead Migs wingman detached from his flight lead and was subsequently engaged by the other F-8 flight comprised of Richardson and Duffy. The secondMig section blew through the fracas and extended away from the fight intitally.
Marr and Vampatella engage the lead Mig in a classic scissor engagement and on the second pass the Mig passed around 500 feet in front of Marr who took the 90 degree deflection shot with his cannons, but missed. On the second pass in the scissor, Marr had gotten into a position of advantage at the Migs eight O’clock position and he fired another burst, but was out of cannon range. At this point the Mig is trapped below a low deck of clouds and between mountain ridges in a small valley and is running out of options to maneuver. Marr stayed in the saddle at the Migs 8 O’clock position and gets off a sidewinder shot from about 1,ooo’ above the Mig. The missile missed and went into the ground. At this point the Mig must be getting low on fuel from extended burner use so he rolls wings level and heads for his base. Marr plugs in the burner and closes rapidly in the F-8 until he is within a half mile Marr fires his second sidewinder and it hits blowing off the Migs tail and starboard wing. The Mig pilot is unable to eject from the spinning plane and rides it down into a small village by a river and crashes in a ball of flames.
As this engagement ended, Hal noted two Migs that had just been unsuccessfully engaged by Vampatella and decided to try for number two. Marr closed to within 600 feet in their six O’clock position and opened up with his Colt 20mm cannons. All he got was a short burst and the cannons ceased to fire. It was later determined to be an electrical failure that caused the stoppage. Marr saw lots of debris flying off of the Mig’s starboard wing from the cannon strikes, but figured the plane could make it back to base.
Returning to the ship Marr was exicted about the Mig kill and engagement and so treated his shipmates to a high speed flyby and victory roll. In all of his excitement Marr boltered on his first landing attempt as he had forgotten to lower his tail hook!
One month after the engagement when the Hancock was headed home, Marr was informed that his second kill had been confirmed. It was not officially credited to Marr due to security concerns as the source was classified, but the squadron received credit for the kill.
04-05-2018, 12:49 AM
#266
Thread Starter
Just for info, the weight is dry, balanced, ready to fly with kevlar tanks.
Crusader prototype #4, which is featured in all our videos and flies like a dream, is at 15.5 kgs dry.
We also have an option for those who want to enter the Jet World Masters with the plane under 13.5 kgs dry, where we use collapsible plasma tanks instead of kevlar tanks, and no air trap.
The plane then gets down to 13 kgs dry, ready to fly. Obvisouly, this is not allowed in the USA but can be very easily swapped if one wants to make the jump and enter the JWM one day...
I spent a considerable amount of time to optimize the airframe and drop down the weight without compromising strength. This means more carbon fiber in the airframe.
I always tell my technicians that the inside of the airfame should look like the inside of a Ferrari. People who spent that kind of money in a model deserve the right to get the very best inside out.
This is why I implemented stringent procedures. Dry fabric kits are machine cut. Bulkheads, spars and ribs are CNC cut. All parts are inspected for layup presentation and reinforcements compliances. All internals are audited before gluing and a maximum glue joint clearance of 0.5 mm is allowed.
All these reports are showed online to the customer via our online progress report system, which is MIL-Q-9858 compliant.
Crusader prototype #4, which is featured in all our videos and flies like a dream, is at 15.5 kgs dry.
We also have an option for those who want to enter the Jet World Masters with the plane under 13.5 kgs dry, where we use collapsible plasma tanks instead of kevlar tanks, and no air trap.
The plane then gets down to 13 kgs dry, ready to fly. Obvisouly, this is not allowed in the USA but can be very easily swapped if one wants to make the jump and enter the JWM one day...
I spent a considerable amount of time to optimize the airframe and drop down the weight without compromising strength. This means more carbon fiber in the airframe.
I always tell my technicians that the inside of the airfame should look like the inside of a Ferrari. People who spent that kind of money in a model deserve the right to get the very best inside out.
This is why I implemented stringent procedures. Dry fabric kits are machine cut. Bulkheads, spars and ribs are CNC cut. All parts are inspected for layup presentation and reinforcements compliances. All internals are audited before gluing and a maximum glue joint clearance of 0.5 mm is allowed.
All these reports are showed online to the customer via our online progress report system, which is MIL-Q-9858 compliant.
04-05-2018, 02:23 AM
#267
...
I spent a considerable amount of time to optimize the airframe and drop down the weight without compromising strength. This means more carbon fiber in the airframe.
I always tell my technicians that the inside of the airfame should look like the inside of a Ferrari. People who spent that kind of money in a model deserve the right to get the very best inside out.
This is why I implemented stringent procedures. Dry fabric kits are machine cut. Bulkheads, spars and ribs are CNC cut. All parts are inspected for layup presentation and reinforcements compliances. All internals are audited before gluing and a maximum glue joint clearance of 0.5 mm is allowed.
All these reports are showed online to the customer via our online progress report system, which is MIL-Q-9858 compliant.
I spent a considerable amount of time to optimize the airframe and drop down the weight without compromising strength. This means more carbon fiber in the airframe.
I always tell my technicians that the inside of the airfame should look like the inside of a Ferrari. People who spent that kind of money in a model deserve the right to get the very best inside out.
This is why I implemented stringent procedures. Dry fabric kits are machine cut. Bulkheads, spars and ribs are CNC cut. All parts are inspected for layup presentation and reinforcements compliances. All internals are audited before gluing and a maximum glue joint clearance of 0.5 mm is allowed.
All these reports are showed online to the customer via our online progress report system, which is MIL-Q-9858 compliant.
Quite a few producers could learn a thing (or a 1000) from you, looking out of this world !
04-21-2018, 10:09 AM
#268
Thread Starter
The "Mig Master" is at Mississippi Afterburner!
Check 6!
Another kiss landing for 150924!
Here is a takeoff video:
https://www.facebook.com/52346948099...8570143819919/
Check 6!
Another kiss landing for 150924!
Here is a takeoff video:
https://www.facebook.com/52346948099...8570143819919/
05-07-2018, 09:58 AM
#271
Thread Starter
I really don't know. Dave's design is so much different from our design.
Different wing and stabilizer airfoils, different wing attachment system, different wing actuation system, different stabilizer pivot system and pivot position, different internals and load spreading reinforcements...
Different wing and stabilizer airfoils, different wing attachment system, different wing actuation system, different stabilizer pivot system and pivot position, different internals and load spreading reinforcements...
