GP Cap 232
 

Anyone know where we can get a pilot bust for this plane? I like the one that's on the cover art.

Also, I just glued the wings together, the fit is very very impressive and my overall feeling on this kit is high.

Any concerns regarding the wing joiner? just seems for this size plane it's a little light and thin. Is there a need to reinforce the midsection?

Thanks

RE: GP Cap 232
 

I used one from Aircraft Internationals web site. I had it lying around and had to trim it a bit but it looks good. They are not cheap but very lite weight

http://www.aircraftinternational.com

I had an off field excursion that put a dent in the sheeting under the wing near the middle but that was all. It was a hard enough hit that the firewall/F1 former seperated so cleanly that it looked like I could have cut it off with a saw but the wing survived with only the dent and a bunch of grass stains. It sucked coming out of a blender deadstick at that certain height where you have more than enough room to get back but this plane floats if you are a bit fast and I watched it float right on past me the full length of our 600 foot runway until it would even think about stopping flying. I planted it, it boiunced righ into the high grass.

I did have the Fuji 43 in it and at 14lbs 2 ounces AUW it flew very well, but I wanted a bit more so I now have a DA50 on the nose and am just waiting for the weather to clear to test fly it. I did add some re-enforcement to the firewall/former to take the extra ponies from the DA.

RE: GP Cap 232
 

:)bubbagates...

I'm putting one of these together (about half done) with the EVO45GX. Do you know anything about that engine? Will it be similar to DA50 in power?

This is my first gas engine plane. I'm nervous. The wiring on the 45GX looks weird to me. I haven't tried to start it yet. I can't seem to find anyone running this combo or much infor on the 45GX at all. Just wondering if you knew anything?

Thanks
Barry

RE: GP Cap 232
 

Barry, I am thinking hard about a the GP Cap when I get the BME 55. I am also looking at the H9 260.

Is this GP Cap the first light scale plane that GP has produced?

RE: GP Cap 232
 

The Cap 232 is part of the GP Performance Series.

RE: GP Cap 232
 

:)STG...

I'm very impressed with this ARF. Very well done. I'm about 1/2 way done with the build. It's not perfectly scale...for instance the the stab seems lower than the full size, but it "looks" like a CAP. I'm hoping the differences will result in a plane that's a bit less "snappy" from what I've heard the normal CAPs are.

The weight looks very good to me. I estimate 13.5 lbs with the 45GX. I should have an actual weight by the weekend.

Tower has a great buy on them right now. You get a $30 rebate and $25 off + free freight if you are club member. I think that makes them about $325. It's a very good value. Well...at least it is if it flys good.

This is my first gas plane and I'm pretty nervous. I read about "Boss" in the Yak thread and he's scaring me. Now I don't know whether to go with reduntant stuff or not. I wasn't going to and the manual doesn's suggest it. But he would.

Anyways, I'm impressed with the ARF but have no info yet on acutal finished weights or flying, etc.

I'll post something when I know.

Thanks
Barry

RE: GP Cap 232
 

Barry,

I'm sorry but I know nothing about that engine. I can tell you this much. With the Fuji43 it was decent vertical using a PT models CF prop. I had about a dozen flights on it before my excursion and was loving it. I needed no trim at all. The first flight I used a single click of down until I turned downwind and had to take it back out.

I also have the performance series Ultimate using a Brison 3.2 and I gotta tell ya. GP did good with these planes. The Ultimate needed just one or two mods and they were very minor and so far the only thing I see the Cap needs is a little beefing where the F1 former and plywood plate needs a little glue.

Once the monsoons stop, I'll be flying it again and I cannot wait to see what the Da will do. I'm betting on at 13.5 pounds the 45 will be very close to what the DA will do at 14.2 pounds

RE: GP Cap 232
 

:)bubbagates...

That sounds pretty good. My "feeling" is the 45GX will have considerably more power than the Fuji 43. But who knows for sure. I have such an elevation loss that it's difficult to get enough power with almost anything. I hear all the reviews about amazing vertical on planes and when I try it...it just isn't quite enough. On my 90 size planes the YS 110 does a decent job. I'm hoping my first gasser will be adequate.

Thanks
Barry

RE: GP Cap 232
 

Thanks Barry,

You did not happen to get a bare weight of the plane did you? It has to be around 7.5 pounds?

If you go redundant you can keep it simple and light by using 3 1200 mah 2/3a nimh battery packs. Not sure what you had planned?

RE: GP Cap 232
 

Barry,

A bit more detail for you. I'm at roughly 600 feet. hen I first flew it with the Fuji I had an MSC 20X8 and could not get any vertical above 200 feet. Changing the prop to the PT Cf prop made a huge difference in both getting the engine into it's powerband as well as overall performance. I was not a rocket going vertical but it would finally top out somehwere around 1000 feet (I'm guess at this but I know I'm close) I never really did get to hover it but I think it would have done it but with a slow but steady pullout. The engine only has about 1/2 gallon through it so it's not making it's best power yet. I actually did consider that very same 45 but I had this DA just begging for a homeand I did not want to buy another plane (I already have 2 more 50cc's on boxes with MVVS58's for them)

I would say if you can really keep it at 13.5 lbs you might be in for a bit of a treat. I have heard thise 45's a plenty powerful if you prop it right but that's all I know.

According to the Evo manual, it makes it's max HP at 6200 rpm so if Pe (MVVS) sees that with a 24x10 on a canister, then a 23x8 or 23x10 Mezjlik or PT Models prop (same props but the PT is about 5 bucks cheaper and you can get them at Troy BUilt Models) on a pitts muffler might just get you there. Again, I'm guessing

Here is the info from the MVVS web site:

This engine has a magnesium crankcase and redesigned bearing group..
Bore 38mm, stroke 38mm (43cc / 2.60 cu")
weight : 1400 grams (without ignition, but with plug)
Ignition weight: 165 grams
Fuel petrol, unleaded 95 octane (US: unleaded premium gas 91 pump octane).
oil Mobil 1 2T or equivalent, Mix at 1:40 (running in 1:30, during the first few gallons)
Manual download
Engine drawing


Factory field test figures, with Mejzlik props and 3204 canister muffler
24x10@6200 rpm
22x10(three blade)@5900 rpm
Lots of gusto! This will be the benchmark for the competition.


And from the Evolution manual

45GX
Two-blade propellers:
22x10, 22x12, 22x14
23x8, 23x10, 23x12
24x8, 24x10, 24x12
Three-blade propellers:
21x10, 21x12
22x8, 22x10

Both make 5.2 HP at 6200 on the canister and the fuji is around 4.5 on it's stock muffler and the Fuji is 4.2 pounds with everything but the battery

RE: GP Cap 232
 

Barry,

I did not go with redundant anything. The only thing I did extra was to install the smart-fly opitical kill it weight a total of one ounce and if you have throttle servo trouble it gives you a way to kill the engine in the air if you do not have a choke servo

I always say do what make you feel best. While Hoss knows what he is doing, sometimes you canot get to wild with things.

Here is my complete setup. My personal preference is no redundancy once I get below a 50cc plane. This plane is not really a 50cc, I'm just using one for it

DA50
22x8 PT models CF prop
Fromeco 2400mak Li-ion on the igntion
Fromeco regulator set at 5.2 volts
Fromceo Badger Failsafe Switch
Smart-fly optical kill for the ignition
JR2000 Scanselect receiver
Fromeco 4800mah Li-ion for the reciever
Fromeco regulator set at 6 volts
Fromeco Failsafe Badger switch
Hitec 5945's all around
SWB dbl lock control arms
Dubro ball links on the servo arm
Dubro Kwik lok safety links on the control horns
H9 Titanium control rods

A lot of the above is overkill but that's how I like things. The Failsafe switches are electronic so there is no moving parts, if they do fail, they fail on not off. There is no choke servo as I have a nylon rod connected to it pointing to the front so I can just pull it to choke it then push it back in to open it.

Total weight according to my Escali scale is exactly 14lbs 4 ounces, I just weighed it. Wheel pants are not installed but I am going to do that since I have more than enough power now so add about 4 or 5 ounces

RE: GP Cap 232
 

:)Thanks for the info guys...

Here's my setup and weights with a partial built aircraft.

EVO45GX
21x8 NX prop (trying to keep revs up to about 7000 for my elevation)
Evo electronic ignition
Hobbico 4.8 1650 mAH battery for ignition
Hobbico 4.8 2000 mAH battery for radio
Great Planes kill switch
G3 Super Hummer 12Z Futaba receiver (2048 PCM receiver with all channel availability)
Hitec 5945 servos on all surfaces except throttle
Hitec 5475 on throttle
Carbon fiber pushrods on all surfaces with "Cazier made" steel ends
Dubro 4/40 clevicies
Dubro 4/40 ball links (very cool pushrod set up)

Weights on next post.

Thanks
Barry

RE: GP Cap 232
 

:)Weights on partial built aircraft...

Fuse with all servos and pushrods and servo extensions installed: 54.6
Wings with servos, pushrods and extensions installed: 42.0
Cowl, uncut: 8.8
Wheel Pants: 2.6
Landing gear: 6.8
All 3 wheels: 2.8
Hardware, axles, blindnuts etc, in bag: 5.2
16 oz fuel tank with fittings: 2.2
Supplied aluminum spinner with hardware: 5.2
Canopy: 3.8
NX 21x8j prop: 3.8
Evo 45GX with ignition: 54.2
Receiver: 1.2
Throttle servo: 1.8
Ignition battery: 4.0
Radio battery: 5.0


Total (if I added correctly): 204.0 ozs/16 = 12.75 lbs

I will drop the wheel pants but I'm sure I've forgotten some items, but right now I don't know what they would be. I might actually get in at 13.25lbs. But surely I'll stay under 13.5 lbs.

This gives a wing loading of 26.6 ozs. From what I can read, that is a good wing loading. But I have planes as low as 15.5. But all the bigger planes seem to be in the mid 25s to 30s. I think this should be alright, but I'm looking for opinions. What have I forgot?

Thanks
Barry

RE: GP Cap 232
 

:)Whoa....muffler...add another 8 to 10 ozs.

Thanks
Barry

RE: GP Cap 232
 

13.25 sounds about right. red z06 has a da 50 in his and that is what he said his came out to be. here is the link and what he used.
http://www.rcuniverse.com/forum/m_37...mpage_2/tm.htm

RE: GP Cap 232
 

:)Thanks...

I hope that weight is right. Should fly nice...

But I can't match redz06 for flying on the world's smallest runway. Wow.

Thanks
Barry

RE: GP Cap 232
 

barry: how did your setup go with the evo 45? how does she fly?

RE: GP Cap 232
 

:)Believe it or not...I'm still not finished with the airplane. It's taken me a very long time. Not because the kit is difficult, I've just had a hard time getting to it.

The good news is I'm back on it and only have an hour or so to finish it. I'm trying to do the first flights over labor day weekend.

Thanks
BArry

RE: GP Cap 232
 

Nuvaring, I had the same impression as you regarding the wing joiner, so I went ahead and fiberglassed the wing center section. I now have about 30 flights on the plane - it's powered by a Moki 1.80 and I'm very pleased withg it. It only weighs around 13lbs, so flies "light" and has no bad snapping tendencies.

RE: GP Cap 232
 

Honestly guys, I would not worry to much about the wing joiner. Cap #1 had an off field excursion that snapped the firewall right off the plane. Once I got the replacement I reused the wing from the first one as it had no damage and it's joined with Gorilla glue. I also am using a DA50

I'm into 70+ flights on mine and that includes very violent full throttle wingtip (KE) spins, loads of tumbles, several failed attempts at waterfalls and a host of high speed snaps. If my wing has not failed by now.... (I do tend to strip the plastic wing bolts now and then, most likely from over-tightening them, but sometimes they do come out bent [X(])

RE: GP Cap 232
 

:)

RE: GP Cap 232
 

Barry,

How is your coming along??? I know I know, you are still working on it ;)

Just an FYI. My Cap #1 was repaired by member whaturi and he stuffed an MVVS58 in it. He also used the ZM23X12 prop that I had given him.

When he first told me what he was doing I had my doubts but I gotta say this. You should see this thing come out of a hover going straight up. I thought my DA50 pulled it fast.

His does not have any noticeable hesitation. You hear the rpms come up and she is gone and I mean gone. Some people say thier planes are close to foamy power. He seems to have close to a 2.5 or better power ratio. His is truly foamy power.

His girlfriend tried to get some video but they are having camera issues. Him and I are doing a demo for a 9/11 flag presentation this saturday. I'll see if I can talk him into flying the Cap and then I'll bring my camera so you guys can see this thing. It is just amazing the power it has

RE: GP Cap 232
 

:)Finally...

I'm all done with this bird. I must say I'm very impressed with the build. No I got to get busy and do the maiden flights. I had to use valuable flying time to get the thing built so I haven't flown yet but I expect to do that some time this week.

Here's a few pictures.

Thanks
Barry

RE: GP Cap 232
 

:)Here's the plane itself.

Thanks
Barry

RE: GP Cap 232
 

13.5lbs WOW, is that gonna be a blast.....Nice and clean install, looks great....

He I just noticed, you put the stab on correctly :D;)

RE: GP Cap 232
 

:)The overall weight of the plane, ready to fly less gas, is 13lbs 5ozs. The CG balanced right at 5 7/8" with the radio gear just as you see in the picture. First try. I just left it there. The book says 5 3/4" but I read in the review of FLYRC magazine that he moved his CG back to 6 1/2". So I should be ok.

I'm very pleased with the build quality of this plane. The only real problem I had was with the rudder pushrod. It is so close to the elevator servo and the elevator itself that I couldn't get a straight shot at it. So I couldn't use my standard carbon fiber pushrod. I ended up going with a ball joint with it reveresed on the servo arm and making a "Z" bend in the steel 4-40 rod of sorts. Seems to work ok. But then...I haven't flown it yet.

Another concern I had was the way the stab glues on. There isn't much area for the glue to hold to. I went with the stock set up and I used Gorilla glue. It seems to be very secure, so far. But again...I haven't flown it yet. Other than those two items the build was easy and straight forward. It took me 3 months. That's considerably longer than the 20 hours the manual says. Ha Ha. It was my fault. I just kept dragging on this one for some reason.

The manual says 12-14lbs. I'm using the EVO Gas 45 engine and my actual weight is 13lbs 5ozs. I don't use the pants but every thing else is factory stock. I use medium weight battieres. My radio battery is 4ozs, my ignition battery is 4.5 ozs. All of my servos are digital Hitec HS5945 and 5645. My throttle servo is HS625. I also installed a servo (F3004) to use for a choke servo and engine kill.

I'm very pleased with the quality of this plane. Great Planes has really stepped it up in that area. This plane is nice. I'm sure all their "performance series" planes are the same way. Everything built very level on accurate. The weight is right on and the balance is optainable with little effort. You have a choice of Glow or Gas and you have precut servo slots for either way you build it.

Doesn't get any better than this...but agian...I haven't flown it yet.

Thanks
Barry

RE: GP Cap 232
 

Barry,

I forget who it was but to make sure the stab gets a good glue joint, peel the covering back from underneath the stab at the bottom of the fuselage, and you can glue the bottom of the stab even better. That is what I did and it gave me the "warm and fuzzies" :D

I think I am still at the stock location. The 45 degree inverted climb show me jsut a touch of nose drop and that takes quite a few seconds to even lose maybe 10 degrees so I am very close to neutral.

whaturi was a bit furhter back on his and had no problem with it at all so you should be fine. Just do not set the elevator throws any more than the book calls for. The elevators are hugely powerful [X(]. I can pull a hard 90 degree turn easily on low rates

RE: GP Cap 232
 

:)well...

It runs. Not flying yet, but broke in the engine. I had a terible time getting it to start. I must of cranked it 1000 times and couldn't get it to fire. In desperation I called my good friend Cyberwolf and we worked on it together. He determined we had a leak in the diaphram and we finally got it to run. After we fixed that it ran good.

We ran it for 30 minutes or so. Final numbers were about 6650 RPM with the 21x8 prop. Cyberwolf thought that was pretty good. I was hoping for 7000 RPM. These readings were using an engine that only had 30 minutes run time and using the break in oil mixed at 30:1. Does anybody have an opinion on whether or not the RPM will increase with additional run time and also when I lean the mix down to 40:1? Do you think it will get to 7000?

When I got home from Cyberwolf's I started the engine myself, just to see if I could get it to run. I did. Seems to start fine now. I also put my trusty fish scale test to it and got a peak of 19lbs 0ozs of thrust with it settling back to 18lbs 8ozs of thrust when the engine settled down at full speed. I only ran it there for a few seconds but I did the test several times with the same results. What kind of thrust would on normally see from a 50CC class engine. Keep in mind my elevation is 4800'. Any opinions on whether or not this will increase with break in also?

My plane weighs 13lbs 5ozs so I have about 1.38:1 ratio. It will hover but I'm uncertain about pull out. What do you normally expect?

I'll do the maiden on Friday or Saturday and give a report.

Thanks for all the help here and especially for Cyberwolf who help with the engine after I was about to give up.

Barry

RE: GP Cap 232
 

Berry,
You are running a little thick on the oil. I always use a good oil and mix 50:1 for break in and normal flying. Make sure you use 87 octane fuel. This runs the best at our altitude. You can run a little rich for a couple flights to make sure the rings start the seating process.

Steve

RE: GP Cap 232
 

:)Steve...

I'm just running the oil that came with the engine. It is a bit thick and rich that way. Supposed to help break in the engine though. When I get it broke in I'm changing to 50:1 mix. Probably Amzoil.

I hope to fly tomorrow with this plane. I'm tired of looking at it. Need to get it up in the air.

To all...

I'm look for a device to hold this big bird down when I am tuning it. I've seen several "home made" looking devices at the field that stick into the ground and hold the tail. Are there any available and where? Any ideas would be appreciated as this plane won't fit on the bench I usually use.

Thanks
Barry

RE: GP Cap 232
 

:)Did the maiden flights today!!!!!! Wow!!!!!!

First I'd like to say a special thank you to Cyberwolf who help me to get the engine running and without him I'd still be flipping that thing. Also to Steve who today helped with the radio/range checks and gave me some tips on flying this big bird. Also to Ron, my right handed friend, who offered encouragement and got me going at a very late hour for maidening airplanes.

I flew three total flights. The first one was only about 7 minutes and the second about 10 and the third was only about 8 minutes because it was cut short when the engine came off.

The EVO 45 engine still is a bit hard to start. Maybe it's me but it took 20-25 cranks to get it going. After that it seems to idle fine with good transiition and pretty good high end speed. This engine is pretty quiet. I'm uncertain to the DB rating but certainly quite a bit quieter than most gassers I've heard. Very nice. Powerful and quiet.

Ground handling was very nice. I was flying off of hard packed dirt/sod. I've only flown off that a couple of times. The plane has reasonable ground control and had no tendency to nose over. Gave me a lot of confidence.

I pointed the CAP into the wind and added throttle. It caught me off guard how quickly the plane jumped into the air. This plane wants to fly. I would guess the plane was airbourne in 30 feet.

My initial impressions were very good. I didn't have a feel of a great big airplane on my hands. Didn't really know what to expect but this plane flys very true and easy. I had my good friend Steve give me 2 clicks of down elevator. That was the only trims I had to input.

I flew the plane in 4-5 circles around the field getting the feel. Then I rolled her inverted. I was holding about 21/64 throttle and the plane would stay level for 300' or so and then start to drop ever so slightly. For all practical purposes this plane is the same either way.

The engine has plenty of power. Already vertical is unlimited. Those that know tell me the engine will certainly break in and gain a few hundred RPM which will give me even more. I started doing loops and rolls and inverted flying on the very first flight. The plane seems to give me confidence and is certainly not scary to fly.

I set up for the first landing and realized I was going too fast and had to make another pass. The plane goes faster than you think and I was trying purposely to keep the speed up to avoid any stalling. But on the second pass I greased the landing. Really pretty easy.

We checked things over and refired the engine. This time it started right up and went right to a smooth idle. Since this is my first gasser I was getting the feel for how the engine reacts. Certainly it has slower spool up than the YS engines I'm used to. You have to anticipate ahead of time what you want to do and start the throttle inputs just a little bit early.

This flight I did a couple of walls and attempted a couple of hovers. I was unable to get the vertical stopped. I was doing a very slow climb but not a true hover. But it was easy and everything was still on low rates. I did several high alpha knife edge passes. They had some moderate coupling to the wheels. Not so much that a simple elevator input won't correct it and I did a couple that looked really nice. But you do have to add elevator. I also noticed that on the straight uplines it coupled to the wheels just a bit also. I also did several rolling circles. I can tell you this is the easiest plane to do rolling circles I've flown. It just super easy and very pretty to watch. I liked that. I landed the second flight without incidence and casually remarked how easy this plane is to fly. I really like the landing gear. It flexs quite a bit on landings and just cusions every little imperfection on landings.

The evening sun was setting and I decided to get one more flight in. It was still light enough to see. Again I took off and again was impressed at how easy this plane leaps into the air. I generally flew at less than 1/2 throttle. Hover will be about 1/2 throttle and it certainly will have very good pull out. But I couldn't get real comfortable with the hovers. I think I'm spooked the engine will let me down in it 's current state of not fully borken in. So I'll have to do the hovers later. I did some more inverted passes and attempted some walls and hovers. I even did a few more rolling circles. What fun. My left handed friend talked me into doing a blender. (I later learned he was pumped full of mind altering pain medication and was out of his mind) At the time it sounded like a good idea. Blenders are my favorite maneuver. Anyways...I went into a blender a I gotta say this plane really went into the blender easy. And it got very VERY flat. Super nice and beautiful to watch. Pull out was nice and easy with just letting the sticks go to center and adding up elevator. Beautiful. On my second attempt at a blender I went right in and then the throttle locked full on. I had lost control of the throttle. I pulled out of the blender and put her into a very steep climb. Pretty much straight up. It got high fast and I thought man maybe I'll go outta range so I started bringing her slowly back down. I did purposing as steady as I could and gently started bringing her in. Well...as gently as you can at full throttle. I flew 2-3 minutes at full throttle wondering what I was going to do when suddenly the engine went to idle. I was high but I didn't touch the throttle stick again and just let her have her way until I got it to a nice but firm landing. I was relieved. Steve rushed over and hit the iginition kill switch and shut her off. The engine had come completely loose. 3 of the four screws were completely gone and the 4th was being held in by 2-3 threads. I had used blue locktite on these bolts.

Anyways...there was absolutely NO DAMAGE done to the plane or engine. I couldn't believe it. I even found the screws in the fuse. I'll just bolt her back in and I'll be in business again.

I didn't get as many flighs as I wanted to offer an initial impression. But still I found out this is a great flying plane. It couples more than I would have liked and I didn't get a chance to do waterfalls, hovers etc. That will come later. I like to get about 20 flights on the plane and then I'll offer a full review.

I don't think I did anything to modify this plane. Everything is stock, including the hinges and tailwheel. Oh...I think I did add carbon fiber pushrods where I could. But that's about it.

The EVO45 is an impressive engine and will offer PLENTY of power. I was also encouraged by Steve's and LHF (left handed friend's) comments about the engine. They've both been around gassers and said this one was very quiet for it's size and showed remarkable power.

When I left the field Steve gave me some very good advice. "Tighten the bolts next time." I think I'll do just that.

Thanks
Barry

RE: GP Cap 232
 

Nice report Barry,

A hint on the engine bolts. I always use longer than needed bolts then add nylon locknuts on the inside, once I started doing this I have never had an engine come loose again unless the firewall came loose.

She sure is a floater, isn't she? :D

You had mentioned that the engine takes a bit to spool up. I do not remember but what brand and size prop are you using. Your mixture could still be a little off. I'm not familiar with theevolution engines but I did stay at a Holiday Inn Express last night and it seems that if you are getting slow spool up then your mix is still not correct or the prop is too much or too heavy for the engine at this point in time.

Here is a few pics (not mine) of what I was talking about for the blind nuts

RE: GP Cap 232
 

:)bubbagates...

Thanks. Yes, the plane floats nice. I didn't think it would float as good as it does because the wing area seems small. (Funtana 90 is 1108 vs. GP CAP at 1168) I was pleasantly surprised.

My prop is a "NX" brand 21x8. After thinking about it last night I'm going to amend my comments. I don't think it's a spool up problem (although that will improve I'm sure as the engine breaks in) it's just more of a "feel" I'm not used to. I think I was feeling the extra weight of this plane. It doesn't start/stop moving as fast as an 8lb airplane. The prop goes but takes just a second to develop the thrust to get the 13lbs moving.

The pictures in your post are excellent. Man that is a clean/tidy installation. Wow. However, I was warned, both verbally and by the engine manual (it said little else) and thirdly by the Great Planes manual, NOT to use metal pushrods anywhere on the engine. They can transfer static. In your pictures both rods appear to be metal. Is that a problem? The way yours are done is different than mine. My standoffs have threads at both ends. You use 4 shorter screws on each end. However, after looking at yours I may drill my standoffs clear through and install it that way. Looks nice.

Another way I thought about is to run a piece of aluminum between the screws on the firewall side. I had locktite and about 1/2" diameter washers with a step down washer and a lock washer. But I'm pretty sure it came loose on the wood side. I didn't use "blind nuts" in im installation. Yours looks better. I may change.

Thanks
Barry

RE: GP Cap 232
 

:)bubbagates...

After looking at your pictures a 2nd time, I think my standoffs are about twice as long also. My carb is on the other side of the firewall and the standoffs are the length of the carb longer. The extra length is certainly part of the problem. Even slight vibration would have leverage to move the wood.

Thanks
Barry

RE: GP Cap 232
 

:)Here's a few pictures of the maiden flights. Not that good. We were all pretty nervous.

Thanks
Barry

RE: GP Cap 232
 

:)Couple more.
Thanks

Barry

RE: GP Cap 232
 

i have this plane also. first i had an MVVS 58 on it at 15 pounds 1 ounce. i think it was the most overpowered i have ever had a plane. 3d handling did not suffer as much as i thought it would have.

the engine ended up with a bad bearing so i pulled it out and put my OS 160 in its place. i moved everything forward for balance and it ended up at 12 pounds 8 ounces or so. i went from most power possible to least power possible for 3d. i liked both, but i have to say that it now handles like a dream for 3d. i never did inverted harriers so low. this plane is fun, and i never thought i would like a cap. they built it nice and light.

one of the things i don't like about this plane is that the ailerons do not have enough power to stop tork rolls. it is very annoying and i am starting to miss hovering without torking the whole time. here is a pic of the problem. annoying!

http://i30.photobucket.com/albums/c3...ri/pics014.jpg

RE: GP Cap 232
 

:)whaturi...

Nice picture. Wow...all that aileron and it still won't keep from torque rolling?!?!?!?

Isn't my Evolution 45GX really made by MVVS? I think they offer it in a 58 as well. This 45 seems very powerful. So powerful the engine came off. I can't imagine what a 58 would be like.

I repaired mine today. I think I just couldn't get the bolts as tight as they needed to be because they just kept sinking into the wooden firewall. What I did was get some light aluminum 1/2" angle iron. I connected the upper and lower engine mount bolts on both sides. This allowed me to really tighten down on the screws. I also used lock washers ( did before too) and put a lot of blue locktite on the screws. I didn't really want to go with red because it just seems too permanent. I measure and looked and decided I could go with 1/4" longer screws also. So 3 things: 1. Angle iron 2. Longer bolts 3. More locktite. I hope that does it. Feels very tight. Everything else looks very good.

Funny, I have a bunch of black oil all over the bottom of the plane. About 1/4 as much as with a glow engine... but this stuff is very hard to get off. I think the glow goo is easier to clean up. This seems more permanent than the engine mounts.

All I ever heard was..."Get a gasser. Absolutely no clean up." Well, why should I be surprised that isn't true.


Anyways...I did like the plane. It flys very nice. I can't wait to get it up in the air again.

Thanks
Barry

RE: GP Cap 232
 

Barry,

First thing is I fly with whaturi quite a bit and I am not doubting his skills one little bit considering the amount of time he has been flying.

The plane in the pic is my old one that had the fireall torn out do to a dead stick and an off field excursion and I will say this it would hold a hover just fine and that was with the Fuji43 on it. My current one will also hold a hover for as long as I can with a DA50 which isn't that long but I have the same amount of throw and it will stay there.

Now for the differences that I feel is causing this

While I think the ailerons not going all the way to the root does not help I feel this is not the whole issue. There are several planes out there with no where near the aileron throw or even size (chord) of the ailerons. Heck, the GP Ultimate has no where near the size or throw of ailerons that the Cap has nad it will hold a hover just fine, but again as long as I can

Based on this I think that since whaturi is constantly adjusting the throttle, this is well known to cause a plane to go into a torque roll and is a major cause of this. When I enter a hover, I go into it nice and smooth and get the plane standing straight up with as much as a constant power that I can. Torque rolls happen because of throttle changes or even on rare occasions, too much thrust to one side. So now what I think needs to happen is too find a spot in the throttle where the plane sits there and remember that. make small changes to throttle position and it will not torque roll as quickly which will not overcome the ailerons

Again, all is just my opinion for being there first hand when that pic was taken and his comments to me about the plane

Now as far as the 58, yep, it was definitely WAY overpowered. I though he was nuts for stuffing that in there but it worked out pretty well until it swallowed a bearing from a previous crash and a pretty sever prop strike several weeks after the crash.

RE: GP Cap 232
 

I also liked bubba gates set up with the extra lock nuts ,
Barry you to can do the same thing only put the nuts on the other ends with a little longer bolt.
What did I tell you when ya left here eh????? Make sure you check the MM Bolts often especially on a new plane .
Maybe I should have been more persistent and said go get some fender washers *LOL*
Anyway I'm very glad there was no damage and all is well.
Cya soon.