Competition models updatedby Louis [email protected] in the mid-1950s by the late Larry Connover, the Lucky Lindy is becoming a popular choice for Nostalgia Gas. Because rules permit scaling, the original 511-square-inch Lindy, designed for FAI Power, can be scaled up and down for other categories. At the 2012 Nats, flying buddies Larry Davidson and Bob Sowder were using the Lucky Lindy design in a variety of sizes. “I have built them for all NOS events from 1/4A to C,” says Bob. In C Nostalgia, both Larry and Bob maxed out. The flyoff went on for a dozen rounds with both of the Lucky Lindys making the 2-minute max with the 6-second engine run. “We were deliberately trying to pick bad air to end this thing,” says Bob. “It was the most fun I’ve had in modeling.” It finally ended with Larry first and Bob second. For Larry, the Lucky Lindy is a switch from the British Dixielander design he has flown for the last few years. “Bob talked me into it,” he says. “I’m flying O.S. Max .15, .29, and .35 engines reworked by Bob Mattes. The CG is at 65% with 2° of decalage and about 2° of left thrust.” Sowder states that the center-mounted rudder is extremely sensitive to adjustment. “Build the right and left stabilizer-mounted rudders flat with no tabs,” he says. “Trimming the Lindy is not much different from most other low-thrustline Nostalgia ships; I think some fliers are spooked by the three rudders and shouldn’t be.” For B and C Nostalgia, Bob flies the 750-square-inch Lindy. For B he uses a Johnson .29 Combat Special, then switches to a .35 O.S. Max for C. To meet the weight required by the rules, he adds 4 ounces of ballast to a box built into the pylon at the model’s CG. Bob also offers some construction tips. For the center panel he uses 1/8 x 1/4 balsa spars on the top and bottom with 1/4-inch vertical grain shear web in between. He continues the shear web into the right and left main panels, tapering them in thickness over the first three or four bays to 1/8, which continues out to the tips. “I also use 1/16 plywood doublers from the center panel out three or four bays into the main panels,” he said. “I’ve had issues with the larger Lindy’s main panels breaking on DT landings. Wing flutter can also be an issue; I recommend covering with Polyspan.” Both Jim O’Reilly and Bob Holman offer CAD-drawn plans and short kits for the Lucky Lindy in 511, 658, 750, and 825-square-inch sizes. Classical kw E-36 Bob Mattes has developed an elegant E-36 electric-powered model based on his Classical Gas 1/2A design, featured as a model of the year in the 2009 National Free Flight Society Symposium. The E-36, dubbed “Classical kw,” incorporates many of the The triple-finned Lucky Lindy is still a potent choice for the Nostalgia Gas events. Larry Davison (foreground) and Bob Sowder fly the design in a range of sizes.The Lucky Lindy’s wing utilizes a flat-bottom airfoil with diagonal ribs aft of the main spar and three turbulator spars in front. 129Model Aviation February 2013www.ModelAviation.comFF DURATION129
design and construction features of the 1/2A design, but the wing aspect ratio has been reduced from 8.9 to 5.3 to 1 to fit the 36-inch maximum wingspan required by the E-36 rules. The projected wing area of 244 square inches is larger than most other E-36 designs—roughly 200 square inches. The construction Bob uses for the wing is unusual. “You first build the complete spar from tip to tip, and then add the ribs, LE, and TE individually for each panel. It takes longer to build the wing this way, but it is really strong.” The spar consists of a vertical-grain balsa core with 0.007-inch carbon-fiber caps on the top and bottom. “I think an important way to ensure a strong wing is to have continuous carbon caps from tip to tip, avoiding splices at the dihedral joints,” he said. “Each cap strip is heated with a soldering iron to enable bending at the dihedral breaks.” After the carbon caps are in place, both sides of the spar are covered with light carbon-fiber mat. The spar is wrapped with aramid thread spaced 1/16-inch apart near the dihedral breaks and 1/4-inch apart over the rest of the spar. This is repeated in the opposite direction to equalize twisting loads. The top and bottom of the spar are capped with 1/32 balsa to protect the thread. The rest of the wing is built around the spar, one panel at a time. All of the ribs are capped on the top and bottom with 0.004-inch carbon fiber. The carbon-capped X ribs in front of the spar add considerable torsional strength to the wing, but weigh less than a carbon D-box. Picco P-Zero Doug Galbreath is converting a limited number of Picco RC buggy engines for FF and CL use in the 1/2A category. It is not a simple conversion. In addition to adding a propeller driver and spinner, Doug replaces the RC throttle assembly with a custom-made venturi and needle valve, machines a new Sunlight accents the wing and stabilizer structure of Bob Mattes’ new E-36 model. Even the molded fiberglass fuselage seems to glow. The wing structure makes extensive use of carbon fiber in the spar and as rib capstrips. Diagonal ribs stiffen the front of the wing; carbon rib caps overlap at the LE.130Model Aviation February 2013www.ModelAviation.comFF DURATION129
cylinder head to fit Nelson glow plugs, and modifies the original head-clamping ring. He also de-strokes the crankshaft slightly to reduce the displacement to 0.50 cu. in. The modified engine can be beam or radially mounted and weighs roughly the same as a Cyclon 1/2A. Doug claims the performance is at least as good. “It unloads going straight up in my Maverick. It is easy starting and runs on bladder tanks with the venturi size I use.” The engine is $165 plus shipping. The only problem encountered with the engine has been from using an electric starter on a flooded engine, which can lead to breaking the crankshaft. A few engines from Doug’s first batch of Picco P-zeros experienced the problem. Engines shipped after October 16, 2012, have a heat-treated crankshaft that should solve the breakage problem. Doug asks anyone who purchased an engine before that date to send him the crankshaft or the entire engine so the crankshaft can be heat treated. SOURCES: Jim O’Reilly(316) 744-0856www.jimoreillymodelplans.com Bob Holman (909) 885-3959www.bhplans.com Bob Mattes(636) [email protected] Doug [email protected]/DookCat.html National Free Flight Societywww.freeflight.org131Model Aviation February 2013www.ModelAviation.com129
Edition: Model Aviation - 2013/02
Page Numbers: 129,130,131
Edition: Model Aviation - 2013/02
Page Numbers: 129,130,131
Competition models updatedby Louis [email protected] in the mid-1950s by the late Larry Connover, the Lucky Lindy is becoming a popular choice for Nostalgia Gas. Because rules permit scaling, the original 511-square-inch Lindy, designed for FAI Power, can be scaled up and down for other categories. At the 2012 Nats, flying buddies Larry Davidson and Bob Sowder were using the Lucky Lindy design in a variety of sizes. “I have built them for all NOS events from 1/4A to C,” says Bob. In C Nostalgia, both Larry and Bob maxed out. The flyoff went on for a dozen rounds with both of the Lucky Lindys making the 2-minute max with the 6-second engine run. “We were deliberately trying to pick bad air to end this thing,” says Bob. “It was the most fun I’ve had in modeling.” It finally ended with Larry first and Bob second. For Larry, the Lucky Lindy is a switch from the British Dixielander design he has flown for the last few years. “Bob talked me into it,” he says. “I’m flying O.S. Max .15, .29, and .35 engines reworked by Bob Mattes. The CG is at 65% with 2° of decalage and about 2° of left thrust.” Sowder states that the center-mounted rudder is extremely sensitive to adjustment. “Build the right and left stabilizer-mounted rudders flat with no tabs,” he says. “Trimming the Lindy is not much different from most other low-thrustline Nostalgia ships; I think some fliers are spooked by the three rudders and shouldn’t be.” For B and C Nostalgia, Bob flies the 750-square-inch Lindy. For B he uses a Johnson .29 Combat Special, then switches to a .35 O.S. Max for C. To meet the weight required by the rules, he adds 4 ounces of ballast to a box built into the pylon at the model’s CG. Bob also offers some construction tips. For the center panel he uses 1/8 x 1/4 balsa spars on the top and bottom with 1/4-inch vertical grain shear web in between. He continues the shear web into the right and left main panels, tapering them in thickness over the first three or four bays to 1/8, which continues out to the tips. “I also use 1/16 plywood doublers from the center panel out three or four bays into the main panels,” he said. “I’ve had issues with the larger Lindy’s main panels breaking on DT landings. Wing flutter can also be an issue; I recommend covering with Polyspan.” Both Jim O’Reilly and Bob Holman offer CAD-drawn plans and short kits for the Lucky Lindy in 511, 658, 750, and 825-square-inch sizes. Classical kw E-36 Bob Mattes has developed an elegant E-36 electric-powered model based on his Classical Gas 1/2A design, featured as a model of the year in the 2009 National Free Flight Society Symposium. The E-36, dubbed “Classical kw,” incorporates many of the The triple-finned Lucky Lindy is still a potent choice for the Nostalgia Gas events. Larry Davison (foreground) and Bob Sowder fly the design in a range of sizes.The Lucky Lindy’s wing utilizes a flat-bottom airfoil with diagonal ribs aft of the main spar and three turbulator spars in front. 129Model Aviation February 2013www.ModelAviation.comFF DURATION129
design and construction features of the 1/2A design, but the wing aspect ratio has been reduced from 8.9 to 5.3 to 1 to fit the 36-inch maximum wingspan required by the E-36 rules. The projected wing area of 244 square inches is larger than most other E-36 designs—roughly 200 square inches. The construction Bob uses for the wing is unusual. “You first build the complete spar from tip to tip, and then add the ribs, LE, and TE individually for each panel. It takes longer to build the wing this way, but it is really strong.” The spar consists of a vertical-grain balsa core with 0.007-inch carbon-fiber caps on the top and bottom. “I think an important way to ensure a strong wing is to have continuous carbon caps from tip to tip, avoiding splices at the dihedral joints,” he said. “Each cap strip is heated with a soldering iron to enable bending at the dihedral breaks.” After the carbon caps are in place, both sides of the spar are covered with light carbon-fiber mat. The spar is wrapped with aramid thread spaced 1/16-inch apart near the dihedral breaks and 1/4-inch apart over the rest of the spar. This is repeated in the opposite direction to equalize twisting loads. The top and bottom of the spar are capped with 1/32 balsa to protect the thread. The rest of the wing is built around the spar, one panel at a time. All of the ribs are capped on the top and bottom with 0.004-inch carbon fiber. The carbon-capped X ribs in front of the spar add considerable torsional strength to the wing, but weigh less than a carbon D-box. Picco P-Zero Doug Galbreath is converting a limited number of Picco RC buggy engines for FF and CL use in the 1/2A category. It is not a simple conversion. In addition to adding a propeller driver and spinner, Doug replaces the RC throttle assembly with a custom-made venturi and needle valve, machines a new Sunlight accents the wing and stabilizer structure of Bob Mattes’ new E-36 model. Even the molded fiberglass fuselage seems to glow. The wing structure makes extensive use of carbon fiber in the spar and as rib capstrips. Diagonal ribs stiffen the front of the wing; carbon rib caps overlap at the LE.130Model Aviation February 2013www.ModelAviation.comFF DURATION129
cylinder head to fit Nelson glow plugs, and modifies the original head-clamping ring. He also de-strokes the crankshaft slightly to reduce the displacement to 0.50 cu. in. The modified engine can be beam or radially mounted and weighs roughly the same as a Cyclon 1/2A. Doug claims the performance is at least as good. “It unloads going straight up in my Maverick. It is easy starting and runs on bladder tanks with the venturi size I use.” The engine is $165 plus shipping. The only problem encountered with the engine has been from using an electric starter on a flooded engine, which can lead to breaking the crankshaft. A few engines from Doug’s first batch of Picco P-zeros experienced the problem. Engines shipped after October 16, 2012, have a heat-treated crankshaft that should solve the breakage problem. Doug asks anyone who purchased an engine before that date to send him the crankshaft or the entire engine so the crankshaft can be heat treated. SOURCES: Jim O’Reilly(316) 744-0856www.jimoreillymodelplans.com Bob Holman (909) 885-3959www.bhplans.com Bob Mattes(636) [email protected] Doug [email protected]/DookCat.html National Free Flight Societywww.freeflight.org131Model Aviation February 2013www.ModelAviation.com129
Edition: Model Aviation - 2013/02
Page Numbers: 129,130,131
Competition models updatedby Louis [email protected] in the mid-1950s by the late Larry Connover, the Lucky Lindy is becoming a popular choice for Nostalgia Gas. Because rules permit scaling, the original 511-square-inch Lindy, designed for FAI Power, can be scaled up and down for other categories. At the 2012 Nats, flying buddies Larry Davidson and Bob Sowder were using the Lucky Lindy design in a variety of sizes. “I have built them for all NOS events from 1/4A to C,” says Bob. In C Nostalgia, both Larry and Bob maxed out. The flyoff went on for a dozen rounds with both of the Lucky Lindys making the 2-minute max with the 6-second engine run. “We were deliberately trying to pick bad air to end this thing,” says Bob. “It was the most fun I’ve had in modeling.” It finally ended with Larry first and Bob second. For Larry, the Lucky Lindy is a switch from the British Dixielander design he has flown for the last few years. “Bob talked me into it,” he says. “I’m flying O.S. Max .15, .29, and .35 engines reworked by Bob Mattes. The CG is at 65% with 2° of decalage and about 2° of left thrust.” Sowder states that the center-mounted rudder is extremely sensitive to adjustment. “Build the right and left stabilizer-mounted rudders flat with no tabs,” he says. “Trimming the Lindy is not much different from most other low-thrustline Nostalgia ships; I think some fliers are spooked by the three rudders and shouldn’t be.” For B and C Nostalgia, Bob flies the 750-square-inch Lindy. For B he uses a Johnson .29 Combat Special, then switches to a .35 O.S. Max for C. To meet the weight required by the rules, he adds 4 ounces of ballast to a box built into the pylon at the model’s CG. Bob also offers some construction tips. For the center panel he uses 1/8 x 1/4 balsa spars on the top and bottom with 1/4-inch vertical grain shear web in between. He continues the shear web into the right and left main panels, tapering them in thickness over the first three or four bays to 1/8, which continues out to the tips. “I also use 1/16 plywood doublers from the center panel out three or four bays into the main panels,” he said. “I’ve had issues with the larger Lindy’s main panels breaking on DT landings. Wing flutter can also be an issue; I recommend covering with Polyspan.” Both Jim O’Reilly and Bob Holman offer CAD-drawn plans and short kits for the Lucky Lindy in 511, 658, 750, and 825-square-inch sizes. Classical kw E-36 Bob Mattes has developed an elegant E-36 electric-powered model based on his Classical Gas 1/2A design, featured as a model of the year in the 2009 National Free Flight Society Symposium. The E-36, dubbed “Classical kw,” incorporates many of the The triple-finned Lucky Lindy is still a potent choice for the Nostalgia Gas events. Larry Davison (foreground) and Bob Sowder fly the design in a range of sizes.The Lucky Lindy’s wing utilizes a flat-bottom airfoil with diagonal ribs aft of the main spar and three turbulator spars in front. 129Model Aviation February 2013www.ModelAviation.comFF DURATION129
design and construction features of the 1/2A design, but the wing aspect ratio has been reduced from 8.9 to 5.3 to 1 to fit the 36-inch maximum wingspan required by the E-36 rules. The projected wing area of 244 square inches is larger than most other E-36 designs—roughly 200 square inches. The construction Bob uses for the wing is unusual. “You first build the complete spar from tip to tip, and then add the ribs, LE, and TE individually for each panel. It takes longer to build the wing this way, but it is really strong.” The spar consists of a vertical-grain balsa core with 0.007-inch carbon-fiber caps on the top and bottom. “I think an important way to ensure a strong wing is to have continuous carbon caps from tip to tip, avoiding splices at the dihedral joints,” he said. “Each cap strip is heated with a soldering iron to enable bending at the dihedral breaks.” After the carbon caps are in place, both sides of the spar are covered with light carbon-fiber mat. The spar is wrapped with aramid thread spaced 1/16-inch apart near the dihedral breaks and 1/4-inch apart over the rest of the spar. This is repeated in the opposite direction to equalize twisting loads. The top and bottom of the spar are capped with 1/32 balsa to protect the thread. The rest of the wing is built around the spar, one panel at a time. All of the ribs are capped on the top and bottom with 0.004-inch carbon fiber. The carbon-capped X ribs in front of the spar add considerable torsional strength to the wing, but weigh less than a carbon D-box. Picco P-Zero Doug Galbreath is converting a limited number of Picco RC buggy engines for FF and CL use in the 1/2A category. It is not a simple conversion. In addition to adding a propeller driver and spinner, Doug replaces the RC throttle assembly with a custom-made venturi and needle valve, machines a new Sunlight accents the wing and stabilizer structure of Bob Mattes’ new E-36 model. Even the molded fiberglass fuselage seems to glow. The wing structure makes extensive use of carbon fiber in the spar and as rib capstrips. Diagonal ribs stiffen the front of the wing; carbon rib caps overlap at the LE.130Model Aviation February 2013www.ModelAviation.comFF DURATION129
cylinder head to fit Nelson glow plugs, and modifies the original head-clamping ring. He also de-strokes the crankshaft slightly to reduce the displacement to 0.50 cu. in. The modified engine can be beam or radially mounted and weighs roughly the same as a Cyclon 1/2A. Doug claims the performance is at least as good. “It unloads going straight up in my Maverick. It is easy starting and runs on bladder tanks with the venturi size I use.” The engine is $165 plus shipping. The only problem encountered with the engine has been from using an electric starter on a flooded engine, which can lead to breaking the crankshaft. A few engines from Doug’s first batch of Picco P-zeros experienced the problem. Engines shipped after October 16, 2012, have a heat-treated crankshaft that should solve the breakage problem. Doug asks anyone who purchased an engine before that date to send him the crankshaft or the entire engine so the crankshaft can be heat treated. SOURCES: Jim O’Reilly(316) 744-0856www.jimoreillymodelplans.com Bob Holman (909) 885-3959www.bhplans.com Bob Mattes(636) [email protected] Doug [email protected]/DookCat.html National Free Flight Societywww.freeflight.org131Model Aviation February 2013www.ModelAviation.com129
