Ginger Snap (oz14715)
About this Plan
Ginger Snap. Control line stunt model for Class A engines.
Direct submission to Outerzone.
Update 1/8/2023: Added article, thanks to Pit. Note the article includes a further drawing, showing rib and bulkhead detail.
Quote: "Most stunt planes are large and high-powered; this little one will do all the tricks in limted space. Ginger Snap, by Jack Bayha.
UNTIL the time we made our first flight with Ginger Snap we were firmly convinced that to fly stunt with a Class A engine was impossible. It took only one flight to completely change our mind. This tiny Micro-Diesel powered model not only flies very ably but is actually easier to fly than its big brothers.
Its very lightweight makes it handle nicely with the small .130 engine it was designed around, and the engine's smooth even operating characteristics make flying a pleasure. The size of the engine of course keeps our operating speed down, since this is a fair sized airplane. This reduced speed is responsible for Ginger Snaps' amazingly easy stunt performance. It moves slower, so you have more chance to make up your mind, and a better chance of keeping the ship in one piece. Its lightweight also helps it stay in one piece after you pile it in, as even the best stunt flyers will do occasionally.
The Ginger Snap stems in design from the Dronette which has served as foster parent to so many stunt models in the past. Lee Shulman's basic design has served me well for the past year or more as I have flown dozens of ships which stemmed from the Dronette. Being basically a Dronette-type ship, the present design is in good company, sharing the same forebear with the Hot Rock, National Stunt Champion. We feel that we should give credit where due, and we give Lee credit for the basic design type which the Ginger Snap follows.
The original ship was flown with a Micro-Diesel and performed with near amazing ability. There is no reason to believe that this ship should not perform well with other engines of equivalent power. It should give excellent results with gasoline engines up to .230 displ when operated with a glow-plug. With other small diesel engines it should perform in direct proportion to the amount of power available. It is important in a ship of this nature that the engine operate smoothly, so use care in engine choice.
The original has been flown on every length line imaginable, from 15 to 50 ft. Performance on long lines is excellent; however the low weight of the model may cause trouble on long lines in windy weather. The ship has actually been flown inverted on 22 ft. lines, so it is obvious that long lines are not too essential,
CONSTRUCTION:The ship is built on two crutch-like members which run the entire length of the fuselage. These members are the main structure of the ship and should be carefully aligned. The engine mounts are securely glued to this crutch, as is the elevator, and the wing. It is recommended that this crutch be assembled to the tail, the wing installed, and the controls entirely assembled as the first step in construction.
The firewall of 1/4 in plywood is securely glued to the crutch and to the motor mounts. The landing gear is fastened to this firewall with three J-bolts. The width of the fuselage is readily changed to accommodate engines of other sizes by merely moving the engine mount blocks nearer or farther apart. This will cause the entire fuselage to become narrower, or wider, but this is of no consequence whatsoever.
When installing the controls it is important to assure that they operate smoothly and with no evidence of binding. The control lines on this ship do not run inside the wing, since it is felt they can be made to operate more freely on the outside of the ship. The elevator must have at least 30° travel in each direction, and a full 5/8 in of rudder offset must be used. Unless you are accustomed to flying clockwise, it is recommended that you make the ship as shown for counter-clockwise flight. It is admittedly disadvantageous from a torque standpoint to fly that way; however the opposite direction of flight is too awkward for most. The performance of the ship will be better if flown clockwise; we have found it to be adequate counter-clockwise, however.
The wing is built in one piece. There is no dihedral and absolutely no incidence. Any wing incidence whatsoever will make the ship very tricky to fly, and will make inverted flight almost impossible. Only the top of the leading edge is planked; this is done with 1/16 soft sheet balsa. The bottom may also be covered; however we have made every effort to keep the weight of the model down. The wing has stood up very well in our ship with only the top covered with balsa..."
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