Skymaster F18D Hornet twin build
03-06-2017, 04:12 PM
#101
Congrats on the successful outing, challenging conditions for the best of em.
Going off an ever fading memory.
Heres a few notes that hopefully you can use. FYI full scale xwind limit is 30 kts. Stick forward and into the wind will help until you reach rotation speed, then ease out those controls.
the speedbrake will only exacerbate the limitation ( think adding another main sail ) and can make directional control a PITA. yes it is a drag inducing device on landing rollout and looks cool
but judicious use should be considered dependent upon the days Wind.
pitch / roll / yaw trim with flap deployment can also create PIO if flaps are deployed at too high a speed, keep speed within a reasonable range for deployment, and yaw / roll / pitch trim should be minimal. full scale asymmetric roll control is compensated with computers and immediately stopped when greater than 2 units of assymmetry is detected
As you discovered....a flaps up landing is the typical result and the associated higher approach speed in order to maintain reasonable control.
Lastly, I can't emphasize enough the importance of ...check , recheck and check again the security and linkage of LEFs ( leading edge flaps ) because a total failure of either of those devices ( up deployment think barn door is worse case ) may prevent aircraft recovery.
Once again, high 5 and congrats, nice work on a beautiful jet, I look forward to seeing it at Florida Jets on Saturday. Hope the weather is good for the event.
Going off an ever fading memory.
Heres a few notes that hopefully you can use. FYI full scale xwind limit is 30 kts. Stick forward and into the wind will help until you reach rotation speed, then ease out those controls.
the speedbrake will only exacerbate the limitation ( think adding another main sail ) and can make directional control a PITA. yes it is a drag inducing device on landing rollout and looks cool
but judicious use should be considered dependent upon the days Wind.
pitch / roll / yaw trim with flap deployment can also create PIO if flaps are deployed at too high a speed, keep speed within a reasonable range for deployment, and yaw / roll / pitch trim should be minimal. full scale asymmetric roll control is compensated with computers and immediately stopped when greater than 2 units of assymmetry is detected
As you discovered....a flaps up landing is the typical result and the associated higher approach speed in order to maintain reasonable control.
Lastly, I can't emphasize enough the importance of ...check , recheck and check again the security and linkage of LEFs ( leading edge flaps ) because a total failure of either of those devices ( up deployment think barn door is worse case ) may prevent aircraft recovery.
Once again, high 5 and congrats, nice work on a beautiful jet, I look forward to seeing it at Florida Jets on Saturday. Hope the weather is good for the event.
03-07-2017, 04:40 AM
#102
Thnx for all the info!! Love hearing all about this stuff. Make sure you stop by the kingtech tent so we can talk more!
Congrats on the successful outing, challenging conditions for the best of em.
Going off an ever fading memory.
Heres a few notes that hopefully you can use. FYI full scale xwind limit is 30 kts. Stick forward and into the wind will help until you reach rotation speed, then ease out those controls.
the speedbrake will only exacerbate the limitation ( think adding another main sail ) and can make directional control a PITA. yes it is a drag inducing device on landing rollout and looks cool
but judicious use should be considered dependent upon the days Wind.
pitch / roll / yaw trim with flap deployment can also create PIO if flaps are deployed at too high a speed, keep speed within a reasonable range for deployment, and yaw / roll / pitch trim should be minimal. full scale asymmetric roll control is compensated with computers and immediately stopped when greater than 2 units of assymmetry is detected
As you discovered....a flaps up landing is the typical result and the associated higher approach speed in order to maintain reasonable control.
Lastly, I can't emphasize enough the importance of ...check , recheck and check again the security and linkage of LEFs ( leading edge flaps ) because a total failure of either of those devices ( up deployment think barn door is worse case ) may prevent aircraft recovery.
Once again, high 5 and congrats, nice work on a beautiful jet, I look forward to seeing it at Florida Jets on Saturday. Hope the weather is good for the event.
Going off an ever fading memory.
Heres a few notes that hopefully you can use. FYI full scale xwind limit is 30 kts. Stick forward and into the wind will help until you reach rotation speed, then ease out those controls.
the speedbrake will only exacerbate the limitation ( think adding another main sail ) and can make directional control a PITA. yes it is a drag inducing device on landing rollout and looks cool
but judicious use should be considered dependent upon the days Wind.
pitch / roll / yaw trim with flap deployment can also create PIO if flaps are deployed at too high a speed, keep speed within a reasonable range for deployment, and yaw / roll / pitch trim should be minimal. full scale asymmetric roll control is compensated with computers and immediately stopped when greater than 2 units of assymmetry is detected
As you discovered....a flaps up landing is the typical result and the associated higher approach speed in order to maintain reasonable control.
Lastly, I can't emphasize enough the importance of ...check , recheck and check again the security and linkage of LEFs ( leading edge flaps ) because a total failure of either of those devices ( up deployment think barn door is worse case ) may prevent aircraft recovery.
Once again, high 5 and congrats, nice work on a beautiful jet, I look forward to seeing it at Florida Jets on Saturday. Hope the weather is good for the event.
03-07-2017, 04:43 AM
#103
Another thing is hitting the pump limit does not mean you get a shut down. I have hit pump limit on other planes and motor still ran fine. Just didnt hit max RPM.
03-08-2017, 05:03 AM
#114
Okay thanks, with the engines so close to each I guess that makes since. The f14 has pipes that angle out to help single engine. Was this causing the roll you mentioned?
03-08-2017, 12:43 PM
#116
Kris,
Congrats on the maiden. Sounds like you earned your keep as the test pilot! Well done.
Very interesting that you had a user stop on only one engine with the engines on a Y. You mentioned the ECUs were set up previously .. depending on how you had your radio failsafe setup, one scenario is that you had a momentary failsafe, the failsafe setting was at "user off", but the ECUs had different failsafe settings/delays so one shut down and one did not.
I know, it is an "if .. if... if" but it would be one way to explain...
Dave
Congrats on the maiden. Sounds like you earned your keep as the test pilot! Well done.
Very interesting that you had a user stop on only one engine with the engines on a Y. You mentioned the ECUs were set up previously .. depending on how you had your radio failsafe setup, one scenario is that you had a momentary failsafe, the failsafe setting was at "user off", but the ECUs had different failsafe settings/delays so one shut down and one did not.
I know, it is an "if .. if... if" but it would be one way to explain...
Dave
03-09-2017, 05:36 PM
#121
Senior Member
Join Date: Aug 2010
Location: Down Unda, MB, UGANDA
Posts: 126
Likes: 0
Received 0 Likes
on
0 Posts
I would definitely recommend two of the JetCat p40s. I think if you go bigger the extra weight to thrust ratio will start to cause the nose gear doors to flutter alittle. Just keep in mind also, if you use electric instead of air for the gear doors, you might be able to eliminate this problem. If not, the gear doors will act as a rudder and make the jet abit unpredictable in the air. Hope this helps
03-09-2017, 06:00 PM
#122
Gunrads flying his with 180s in the tail, never heard of a nose door flutter issue from anyone flying this model. I think 120-180 range would be fine just need to plan for balance.
03-10-2017, 02:01 AM
#124
03-10-2017, 05:04 AM
#125
Hello Bruno
I would highly recommend K160 size engines. You will be able to fly on one engine and make it back incase of a flame out and also have the auto restart function with the new engines.
I am using older K180s with no restart. I would not recommend K180 size engines because of all the work getting them to fit in the tail. If you have mid mounted engines then you can go as big as you want.
I would highly recommend K160 size engines. You will be able to fly on one engine and make it back incase of a flame out and also have the auto restart function with the new engines.
I am using older K180s with no restart. I would not recommend K180 size engines because of all the work getting them to fit in the tail. If you have mid mounted engines then you can go as big as you want.