Turquoise (oz9647)
About this Plan
Turquoise. Lightweight sailplane for either slope or thermal, uses Jedelsky wing construction.
Quote: "THIS model was built to test the effectiveness of the very efficient Jedelsky free-flight sections on a more highly loaded R/C model. After three years, its simplicity and easy handling have made it a favourite for the calm evening, marginal lift condition on the slope, and for light wind thermal flying.
In the Peak Park, it's far easier to fly from the hills than to distinguish tow-lines from bracken; nevertheless, it's not incompatible to take the slope trim to the flat field if one 'knows' the model; in fact, Turquoise' first comp. flight (ie one where money and mouth are coincident), was only its third tow launch. So take heart if you happen to live away from the boring flatlands of the Midlands; a good trim is still a feasible ultmate, and can be obtained 'solo'.
Construction: Fuselage: Note the splices here. All the rearward parts must be light to ensure the correct response to controls, so be very selective over the chosen timber. Grain must be straight when viewed from the 3 in side, but neither should it wander too much when examined edge on - (3 ft x 1/8 in view). This is a much-neglected check point, but can be as dangerous as a 'thunder shake' - ie cross-grain crack caused by bad felling - in its weakening effect. The same applies to the spruce longerons.
You can go to town on the forward areas as the nose is quite short and we ought to avoid free rides for lead if a better alternative exists. Cut the splice shape carefully in the hard parts first. By pinning them over the mating area of soft sheet they serve as a guideline for pencil or knife without yielding to pressure. If you're not an outstanding craftsman, take heart; neither am I, and most modern glues are good gap-fillers. The longeron tapering is, I think, worthwhile, and my original had a small amount of taper-sanding to the sheets from around the half-way mark to the rear. This is never done in my case to reduce weight, but to let the strength taper off - no doubt a response to some obscure sense rather than as proven theory being applied. The use of PVA glue throughout this component is advisable.
Note that the parallel sides in the wing-seat region should be assembled to the bottom sheet as the first step. They should fit squarely and be allowed to dry thoroughly to avoid subsequent distortion when the tapers at both ends are produced. Next, deal with the rear bottom-to-sides joints, pinning these over the plan or otherwiSe checking their symmetry. The ton rear sheet may then be added, allowing adequate drying time.
The formers help in holding things square in all these early stages, F1, F2 and F6 being regarded as integral with the bottom of the fuselage for this primary assembly.
The 1/4 in ply nose profile should be joined to F1, whilst the 1/8 spruce strips from nose to just rear of F2 are glued to the sides after chamfering as required where they meet the nose profile and their opposite numbers (longerons), which are already glued to sides and bottom. This will allow the difference in radii of spruce and balsa sheet to be accommodated. The holes in F2 and F6 will allow push-rods to be threaded into place.
The remaining processes are quite normal; scrap sheet fills in all the gaps remaining, whilst a canopy can be moulded from acetate, cut from block balsa or expanded polystyrene or whatever. I believe in making models tough enough to survive abrasions of the normal kind which landing invokes, and so the entire nose area to F6 may be covered with glass cloth and resin... "
Turquoise, RCM&E, May 1974.
Direct submission to Outerzone.
Supplementary file notes
Article pages, thanks to RFJ.
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(oz9647)
Turquoise
by Trevor Faulkner
from RCME
May 1974
96in span
Glider R/C
clean :)
all formers complete :)
got article :) -
Submitted: 02/01/2018
Filesize: 901KB
Format: • PDFbitmap
Credit*: Circlip, RFJ
Downloads: 774
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- Turquoise (oz9647)
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Notes
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Scaling
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