Airtime Is The Newsletter Of The Scottish Aeromodellers .
7
Airtime is the Newsletter of the Scottish Aeromodellers AssociationFutaba user you need to set negativeexponential with most other makes beingpositive. The best way to check if you are notsure is to wind up the exponential to maximumwhen it will be obvious which way, ve or –ve,softens the response round neutral and thenreset it to the desired amount.the actual percentages as they will vary frommodel to model but this shows the principle.RudderToo much rudder movement is the worse thingyou can have in aerobatic flying. It mucks uprolling manoeuvres and makes it very difficultto keep the model on track. For the simplerschedules that don’t involve changing the trackof the model when its on its side or haveintegrated looping rolling manoeuvres, the bestway to set the rudder throw is to keep reducingit with the rate switch on until the model willjust climb positively in knife edge flight. Dothis on both sides, adjusting the travel in eachdirection and once satisfied add another 5% oftravel and then add 40% expo. Swith back tohigh rate and add 70% expo so that you don’tover control and snake up the vertical in stallturns.We are starting to get the model sorted butthere are a couple of things left to do. Flydirectly into wind, level the wings and pull upto the vertical and watch the track of themodel. Does it climb vertically or does it pulloff to one side? If it pulls off do the samething repeatedly and check the deviation isalways to the same side. It is very easy to startthe pull up with the wings out of level and ofcourse this will lead to a deviated climb. Onceyou are sure which way it’s pulling off add acouple of clicks of opposite rudder trim andtry again. If this makes an improvement keepadding trim until the model will climbvertically. Now we need to go back and checkthe horizontal tracking of the model into wind.If it now veers off track in the direction of thetrim we have added we need to make anadjustment to the side thrust of the motor.Hopefully you won’t need to do this as themanufacturer usually incorporates the correctright thrust in the design but sometimes it isnecessary to add a little more. But before youstart shimming the motor mount to achievethis there is one more test. Fly the modelstraight and level at cruise power and chop thethrottle. Watch what the model carefully andsee if it carries on level before entering a veryshallow dive, dives sharply as soon as thepower is removed or even climbs slightlybefore it begins to slow down. If it carries onlevel and enters a shallow dive the down thrustis correct. If it dives sharply as soon as thepower is removed it needs more down thrustand if it climbs it has too much. Now that youknow if down thrust needs to be corrected youcan adjust it and the side thrust at the sametime. Aim to make these adjustments about 1degree at a time and with electric setups thiscan often be done with a washer under a motormounting lug.The screen shots close by from my Asyulersetup illustrate the above. Don’t worry aboutI do hope you will take the time to make theseadjustments as they will improve your flyingElevatorIt’s not so easy to be specific here but a goodway to set the travel is to gradually reduce itflight by flight until you find you are using80-90% of your stick movement for all normalpulls and pushes in a flight. My model is set upin normal flight mode so that I can use fullstick movement in a pull out without stressingthe airframe. You will need more movementthan this for spins so leave the throw at themanufacturer’s recommendation with the rateswitch off and adjust the travel as above with iton. Once you are happy with the travel add30% expo which will smooth out yourflightpath even more. Now with the rate switchoff and high travel, add 60% or more expo sothat when you select high rates for a spin youdon’t over control.19
Airtime is the Newsletter of the Scottish Aeromodellers Associationconsiderably. If you have any questions pleasedon’t hesitate to email me and remember Steveand I are happy to give advice, fly your modelor help in any way we can on competition days.greater this yawing effect. Contra-Rotatingsystems eliminate this effect, so there is noyawing of the airplane whenever the elevator isapplied, and consequently no mixing isrequired to remove it.Contra Rotating Propeller Drivefor f3a 2m Pattern Planes2. Contra-Rotating Propellers significantlyreduce the maximum torque that goes into thefuselage of the airplane. With a single propellersystem the torque that goes into turning thepropeller also reacts out against the motormounts and the fuselage of the airplane, so ifthe motor is generating 5 N.m of torque toturn the propeller, the motor is also trying torotate the fuselage with this same 5 N.m oftorque. Whereas, with a Contra RotatingSystem the torque is divided by the gear ratioof the gearbox, so if the Drive is using agearbox with a 10:1 gear ratio, then the torqueinto the fuselage is only 0.5 N.m. This meansthat an airplane with a Contra-RotatingPropeller System won’t change aileron trim onthe downlines, or when entering a spin, orwhen coming in for a landing. With a singlepropeller system all of these situations willrequire different amounts of trim, which allneed to be mixedin. However, witha Contra-RotatingPropeller Systemthe trim neverchanges, so nomixing is needed.Back in June 2010 a thread with the above titlewas started in the Electric Pattern Aircraftsection of the RC Universe forum. I relatedlast time how Steve and I were introduced tothe drive and what we perceived as itsadvantages so this time let’s take a look at thebeast in more detail.Brenner Sharp, the designer of the drive listsits advantages as:Contra-Rotating Propellers eliminate thegyroscopic effect that exists when flying with asingle propeller. Gyroscopic effects cause anairplane to yaw whenever the elevator isapplied. The more elevator that is applied, theDiagramatic view ofContradrive gearbox3. ContraRotatingPropeller Systemseliminate the PFactor effectsthat tend to yawan airplane whenthe thrust linedoesn’t coincidewith the flightpath of theairplane. Thiseffect reverses20
Airtime is the Newsletter of the Scottish Aeromodellers Associationwhen the airplane is flying inverted, so whileright thrust in the motor can compensatesomewhat when the airplane is flying right sideup, rudder to throttle mixing is needed tocompensate when the airplane is flyinginverted. With a Contra-Rotating System noright thrust in the motor is required, andconsequently no mixing is needed.4. Contra-Rotating Propeller Drive Systemshave two propellers that provide more thantwice the braking power that a single propellersystem provides so ESC motor braking isn’tneeded. Also, since Contra-Rotating DriveSystems have propellers that spin in oppositedirections, each propeller generates an equal,but opposite braking torque, which eliminatesthe aileron trim effect that is seen ondownlines when ESC motor braking is usedwith single propeller setups.5. Contra-Rotating Propeller systems are 15%to 20% more energy efficient than equivalentComponents of Contradrive gearboxsingle propeller systems. This is because the airpassing through the blades of the propellers isaccelerated twice in order to generate thrust,instead of a single time as it is with singlepropeller systems. This means that each of thetwo propellers in a Contra-Rotating System isdoing half the work that the propeller in asingle propeller system needs to do so they cando their work with fewer viscous losses, andfewer losses due to radial air flow along thelength of the propeller blades.6. The air that goes through the first propellerin a Contra Rotating System acquires arotational twist, which is then cancelled out bythe reverse rotation of the second prop. Thishas two benefits. The rotational energy in theair is recovered as useful thrust, whichincreases propeller efficiency, and the airexiting the rear propeller flows straight backover the fuselage without rolling and yawingthe airplane as it blows against the wings, thestab, and the rudder. This effect is mostpronouncedwhen theplane is flyingslowly, suchas duringtakeoff, or atthe end oflong verticals.A ContraRotatingsystemscompensatesfor theseeffects sotakeoffs arestraight andtrue, and theairplanetracks straightwhen flyingslowly afterlong verticaluplines.21
Airtime is the Newsletter of the Scottish Aeromodellers AssociationThe drive uses an epicyclic gearbox to transferthe motor power into the two propellers. Thediagram explains how this works. The motordrives a pinion which engages with the planetgears. The planet carrier drives the front propthrough the drive shaft. The ring gear isrestrained in the gearcase housing to which therear prop is attached. When the pinion rotatesin one direction the planet carrier rotates inone direction and the ring gear and gearcasehousing rotate in the opposite direction. Onevery important attribute of this gearing systemis that the two props share the available powerin the ratio of the load that they apply to thesystem. This means if one prop takes morepower to drive it, it can receive it. Furthermoreit is possible to run two different pitch props atthe same time and they will still receive theright amount of power to run them. This is avery advantageous system as will be explainedlater. Another very clever design point is thatthe ring gear is clamped into the gearcasehousing by two spring loaded plates and thisclutch system protects the gearbox in the eventof a prop strike. The image shows the actualcomponents and the high quality of the allCNC machining is obvious. Four different userinterchangeable gear ratios are available andhand made carbon fibre prop sets come withpitches from 18 to 22”. Also as explainedabove its is possible to use a lower pitch frontprop compared to the rear prop which furtherextends the range of the overall gearing andreduces the audible “beat frequency” effectthat occurs when two props run at the samespeed in close proximity. Adapters are availableto fit either a Hacker C50 or a Neu F3A motor.Steve and I both decided to invest in thissystem and guided by the Irish guys we optedContradrive as delivered complete with speciallubricant22
Airtime is the Newsletter of the Scottish Aeromodellers Associationfor Neu motors, 10.15:1 gear ratios, 22 x 20rear props and 22x18 front props. We alsobought 22x20 front props for windy weather. Iwas the first to get my system installed andfrom the first flight was very happy with theperformance. The Contradrive seems to givethe model a very constant speed in the air andthe particular setup we chose, has a slowerairspeed than we were used to with single propsetups. I found this particularly beneficial tomy flying as it gives me just that bit extra timeto keep up with the model. It is also likedriving a car in low gear, it keeps on pullingstrongly no matter what airspeed you are flyingat. The drive isn’t limited to this type of setupas with a lower gear ratio and higher pitchedprops, airspeeds in excess of the best glowpowered models are available and ourAmerican colleagues prefer to fly like that. Ihave tried a faster setup but I find that overall Ifind the lower pitch mixed prop setup the bestfor me. My new model will have a Contradriveand for now I can’t imagine building a modelwithout one.Steve hasn’t had the same experience. From thebeginning he felt his setup was down on powercompared to mine. Two changes of motor andinnumerable hours of experimentation withprops, gear sets and batteries have failed tosatisfy him. He is presently evaluating a HackerC50 single prop setup before deciding whetherto abandon the Contradrive. My own feeling isthat the drive is a big help to those of limitedability but a really good pilot automaticallycompensates for the problems it fixes. Timewill tell if Steve perseveres with it!The Neu F3A motor we use on our drives23
Airtime is the Newsletter of the Scottish Aeromodellers AssociationSebart Mythos 2m ProBells and whistlesCompetition Calendar 2014Just before Christmas I had the opportunity tohelp Bill White setup and maiden one of thenew Sebart Mythos 2m Pro models. It flewvery well and I found it an improvement overthe Wind S Pro it replaces. As you will seefrom the pic it has several aerodynamic devicessticking out in all directions and it would seemthat the current trend is either add thesedevices or increase the number of wings. Therecent World Champs showed that biplanes arebecoming very popular and even a triplane wasflown by one entrant. Whether this is a passingfad or the way of the future I’m not sure yetbut my new model might just have an extra setof wings!Sat 12/04 Drem confirmedHope to see more of you at Drem in April!Sat 27/09 Dumfries confirmedmalcolm.harris7@btinternet.comSat 18/10 Mount Lothiansburgess490@btinternet.com24Sat 17/05 Dumfries confirmedFri-Mon 30/05-01-06 F3A World Cup, Kent –Non LeagueSat 14/06 TarboltonSat 05/07 CVF confirmedSat 09/08 Glenrothes ConfirmedSat/Sun 13&14/09 Home International - NonLeague
Airtime is the Newsletter of the Scottish Aeromodellers AssociationAeromodelling with the ATCDr Peter GriffithsGetting startedSenior ranks of the Air Training Corps (ATC)involved in management and policy-making arekeen that cadets learn about building and flyingmodel aircraft. To this end, the SAA is happyto collaborate by encouraging members tovolunteer time and skills and by helping withbasic equipment. Accordingly, four of us fromthe Alloa & District Radio Flying Club recentlyregistered as civilian instructors with the ATCand now provide input to squadrons in Alloa,Stirling and Dunblane. Registration entailssubmitting refereed forms, taking part in aninterview and being vetted by Disclosure andScottish Criminal Records Online for workingwith young people, a checking processcurrently known as Protection of VulnerableGroups or PVG.Teaching facilities at DunblaneSquadronI confine my voluntary work to the 2284 (Cityof Dunblane) Squadron and visit weekly ontheir Wednesday project night, giving abouttwo hours of my time. The SquadronCommander and his staff have kindly madeavailable a workshop with a woodworkingbench. Five or six cadets attend foraeromodelling, the exact complement varyingfrom session to session. The workshop has aTeam Dunblane25
Airtime is the Newsletter of the Scottish Aeromodellers AssociationEMU - Ready for paintingfull-sized vice and basic woodworking tools. Ibring my own modelling equipment for use onthe night such as scalpels, razor saws, safetyrulers, pins, wire gauges, calipers, z-bend pliers,and taps and dies. When required, I also bringelectrical items such as a Dremel drill, discsander, soldering iron and heat gun. I find acombination of a timetable of tasks andconstant supervision keeps the cadetsinterested. However, each visit necessitatesspending time in advance planning the session,preparing materials, choosing tools andensuring every minute is occupied, either withdiscussing, building or testing.Making the first model (Emu)My first target was to construct a non-flyingmodel to give the cadets experience ofmodelling techniques such as measuring,marking, cutting, glueing and sanding. I26wanted to create a model in about threemonths that would be functioning and moreor-less finalized by the end of 2013 - and thusProject Emu was born. Emu is a flightless, funplane that taxis under radio control and whichI designed to illustrate as many principles ofmodel construction and operation as possible.It is scratch-built with a slab-form airframe andmountings for a tricycle undercarriage madefrom medium and hard 3/16” balsa. Forsafety, I use PVA glue wherever possible. Themodel has a wingspan of 13”, a fuselage lengthof 15” and the width across the rear wheels is6”. A Speed 600 brushed motor turns a slowfly 8” x 4” propeller, cut-down to 7” and thetips rounded and painted yellow, again forsafety. A Castle Creations Pixie 20A ESC withBEC and 1300 mAh 2S Lipo complete thedrive train.
Airtime is the Newsletter of the Scottish Aeromodellers AssociationA standard Multiplex servo gives directionalmovement via a steerable nose-wheel assemblymade from plywood, brass tubing and an M5bolt and nuts. The single servo also deflectsthe rudder in the correct sense by means ofthe opposite arm to the nose wheel’s. The rearwheels are 2 1/8” semi-pneumatics and thefront a 1 5/8” solid tyre, all mounted on pianowire axles. The two linkages are a bent-wireand clevis push-rod to the wheel and a snakewith bent-wire and clevis ends that crosses themidline to the rudder. A Spektrum RX5transmitter and AR500 receiver provide radiocontrol of the ESC and servo. On top, a hatchallows access to the electrics, its catch being asimple retaining pin bent from welding rod andsliding in brass tubing. Power for an LEDflashing beacon mounted on the hatch comesfrom a spare receiver port.All the parts were lying around my ownworkshop as spares. However, the balsa woodwas kindly made available by an Alloa Clubmember’s widow who wished the ATC tobenefit from her former husband’s collectionof modelling materials.I drew up a plan for Emu and the cadets cutout paper templates for the fuselage, wings andundercarriage platform. Thereafter, they cut,drilled, reamed, sanded and glued the woodand learned about temporary fastenings likepins, tape and clamps. They also bent andtapped 14 SWG rods. I am reserving solderingand the use of the heat gun for later sessions.Under the hatch27
Airtime is the Newsletter of the Scottish Aeromodellers Associationthat of many alarger aircrafton the ground,is intolerant ofcoarse steeringinputs whicheasily cause themodel to losebalance andtopple overspectacularly much to theembarrassmentof the pilot andamusement ofonlookers.Turning thenosewheeljerkily or at toohigh a forwardUndercarriage and Skidsspeed nicelyillustratesNewton’sfirstTesting Emulaw of motion and thus the model has value inEmu went together straightforwardly with theteaching a bit of theoretical physics. Afteraid of a SLEC building jig. With the modelobserving Emu’s readiness to ground loop, Irestrained, an AVO meter showed the motorsubsequently added outrigger skids at the frontand propeller delivering about 100 Watts andand switched the transmitter to low rates, butdrawing 14 Amps at full throttle. While thisthese features only dampen, rather thanfigure is well below the ESC’s maximum, at aremove, the instability characteristic, which isquarter throttle for rolling speed, the currentall to the good for helping the pilot learn howdropped to between 1 and 2 Amps. Emu hasthe model behaves at different speeds andbeen tested twice by the cadets at the ATChow to manipulate the transmitter sticksheadquarters, which has a compact, vinyldelicately.floored drill hall, ideal for teaching control of asmall, wheeled model.The cadets have already practised oncomputerized RC simulators and it wasgratifying to see their tacit recognition that,unlike pictorial aeroplanes, crashing Emu hasconsequences, not only for repair andrestoration, but for team morale. Emuaccelerates rapidly and manoeuvring requiresmore subtle stick movements than the cadetshabitually deploy on simulators. The lack ofbrakes necessitates a very light touch on thethrottle. Furthermore, Emu’s nosewheel, like28Next stage and BMFAChallenges 2014The photos show Emu in its raw state.Painting, possibly with an airbrush, anddecorating with water-slide transfers will befinishing touches later. Soon, I hope to takethe cadets to a larger venue like a sports hall topractise taxi-ing Emu to and from its hangar(cardboard box, yet to be built) and alsointroduce them to indoor model flying, bothRC and free-flight.
Airtime is the Newsletter of the Scottish Aeromodellers AssociationI would like to think the work to date has itsown intrinsic value. However, small beginningslead to grander things and the cadets know Ichose the programme described here as gentlepreparation for the BMFA’s Heavy and ElectricLift Challenges to be held at Elvington Airfieldin June 2014.The ATC cadet team’s next and major task is todesign and construct a 60” electric modelcapable of carrying a removable payloadaround a pre-determined circuit as many timesas possible in a fixed time. Our DunblaneATC team’s entry for 2014 has already beenaccepted and the power train purchased. Myhope is that the cadets’ experience of modelbuilding thus far will enable them to puttogether a suitable model for the competitionin the time available: about six months as Iwrite. In particular, when putting together theload-carrying model, the cadets will have tostart thinking more theoretically andaerodynamically than with Emu and reflectabout things like ground handling,undercarriage strength, cargo bay access, wingsections, control surfaces, trim and visibility inflight.AcknowledgementsI am most grateful to Flight Lieutenant PeterMulkerrins RAFVR(T), Squadron Commander,and his staff at 2284 (City of Dunblane)Squadron, ATC, for their help and supportduring this initial project and to the South EastScotland Wing of the ATC for paving the wayfor local civilian aeromodellers to become partof the wider Air Cadet training programme.Testing EMU29
Airtime is the Newsletter of the Scottish Aeromodellers AssociationSCALEMANThis is my first article for Alex and ‘Airtime’ onscale matters, I hope to cover some ControlLine Scale, Free Flight and Indoor. Anyphotos of your models are very welcome.Curtiss Robin assembled inthe office/libraryBy Eric ClarkCURTISS ROBINThe model had been built many years ago bythe contributor of this article, stored in thegarage, disassembled when Imoved house, and not takenout until last year. It now needssome tidying up for the comingSpring. The model will have aLaser 180 and Spekrum radio.The model is of the CurtissRobin, a very successful1929/30s American aircraftwhich were built in manyhundreds, with both invertedin-line and radial engines. Themodel is from an American(Ikon N’West kit), now nolonger produced, there are anumber of references on theinternet to the aircraft. Anyinterested readers with internet facilities, cancontact at easy.19@zen.co.uk I willgladly send any info/plans I have.The model originally powered by aLaser 90 four stroke, but neededmore power so I will be fitting aLaser 180, the model flies like aVintage model.PRESENT PROJECTCurtiss Robin, dummy engineWilliams plastic kit, close up.30The present project is a Henschel126 the German equivalent of theLysander a reconnaissance/divebomber aircraft. At my age I nowget models cut by laser to save timeand I can then get them builtquicker.The photo shows the constructionof the fuselage, built like two canoes– top and bottom, then joined.The model plan is by Dennis Bryant
Airtime is the Newsletter of the Scottish Aeromodellers Association6 foot wingspan.More of this in a laterissue of ‘Airtime’.WESTLANDWESSEXHenschel 126 top and bottom offuselage before joining.from Traplet Publications, dated 1977 so it isall imperial measurements, the model neededsome Eight sheets of 1/8th by four foot balsafor the fuselage. My model will have a Laser 80fitted, as the original has a Merco 61 and wasbuilt to the ‘old’ F4C five kg. Regulations, I willhave to watch the weight, the model has someBelow is a photo ofRichard Crapp’ssuperb WestlandWessex, the photowas taken at theBMFA Nationals inAugust last year atBarkston Heath –look at the weather!!The model istraditional build, plyand balsa, powered by three Laser four strokeengines, the two outers are Laser 75s and aLaser 120 on the fuselage. The model is some12 foot wingspan and weight of 30 pluspounds. She flies superbly. The photo showsthe model on the scrutineering table.Richard Crapp’s superb 12 foot wingspan Westland Wessex31
Airtime is the Newsletter of the Scottish Aeromodellers AssociationMAKE YOUR OWN INSTRUMENT PANELSHarry HarlandWhere is the first place most people look at on a scale model? In a lot of cases it is the cockpit andif you have made a half decent job, you’re half way there. One of the most important features ofthe cockpit is of course the instrument panel, which is normally in good view. Unlike the rest of thecockpit fitting-out, such as the seat, rudder pedals etc., these can often be hidden from view by thepilot. Making a good instrument panel can appear to be quite a daunting task, what with all thefiddly knobs and switches and other small details which need to be made, so I am hoping that thisarticle, which is aimed mainly at those just embarking on scale modelling, will take away some ofthat fear.So what do we require?Apart from some lite-ply or sheet balsa and 1/16th or 1/32nd plywood for the panel itself,The basic tool requirements are:-A 1/8th piece of lite-ply or balsa for the panel.A mini drill, balsa knife,A set of instrumentdials.There are of course other items required, i.e. small size B.A. nuts and washers, materials for theinstrument bezels, tiny screws, material for making switches and knobs. The average modeller willfind most of these in his workshop.Let’s Get StartedFor the back of the instrument panel, I normally use either 1/8th balsa or lite-ply and for the front,either 1/32nd or 1/16th plywood. These are then cut to the required scale size. The basic procedureis to sandwich your dials and glazing between these pieces. After studying your photograph of thefull size instrument panel and working out the scale size, carefully plot exactly where theinstruments will be placed and mark these on the front panel piece. These are then roughly cut-outinside the drawn circles and then sanded to the required outline using your mini-drill drum sanders,or any other round sanding tool. Now most instruments are of varying sizes, so your next job is toselect your printed dials and what position they will be located and size them accordingly. Assumingyou have a computer, to do this I use either Photo Shop or Paintshop Pro to individually size the dials. I32
Airtime is the Newsletter of the Scottish Aeromodellers Associationknow this may sound very tedious and time consuming, but believe you me there is a great deal ofsatisfaction having done it yourself.The next step is to lay the front piece of the panel from which you have cut out all the instrumentplaces and, using a biro, mark there positions of the back piece of the instrument, panel where theprinted dials will be fixed. Sounds complicated? It’s not really. Next we carefully cut out theinstrument dials and carefully glue them in position (I use PVA) onto the backing piece, makingsure they are carefully lined up by laying the front piece of the panel over the top. During thisprocess, position each dial and line up individually one at a time. Do not stick them all on in onego as you will come UNSTUCK.The following pictures clearly show the technique involved. This instrument panel is for a 1/3rdscale D.H. Rapide. This is in its first stages, i.e. the placing of the dials and loosely laying the frontpart of the panel over the dials. You will notice that the instrument bezels have been applied andother detail partially added. Before fixing the two together, you must be satisfied that all theinstruments are centrally lined up in the apertures. When you are satisfied and after inserting theacetate sheet glazing between the two, you can screw the front and back together.You will also notice on the right hand picture that all the holes for the instrument fixing screwshave been located and pre-drilled. In addition, the front panel has been given its final base colour ofsatin black before the final fixing. Now come the tedious bits The instrument dials carefully cut out andaffixed.The front of the panel is loosley laid over to checkthe alignment.Tarting It UpThe main features on instrument panels are the switches and knobs etc., which can vary from a fewto quite a lot, depending on the type of aircraft. I like to stick with civilian types and try to avoidwarbirds.So let’s start with the knobs and switches. These can be of varying shapes and sizes. The choice ofmaterials can vary also. I have used small diameter hardwood dowel or carbon rod, but recently Icame across some 5mm composite rod, white in colour which turns beautifully in the mini drill.The process for making the switches and knobs is quite simple, but sometimes frustrating as they33
Airtime is the Newsletter of the Scottish Aeromodellers Associationare so small that, when parting-off, quite a few get dropped onto the workshop floor and what a jobit is to find them! So it is quicker to make a new one. The following pictures will illustrate theprocess.The mini drill with a small piece of rod in the chuck is clampedinto a vice ready for turning. Next, a small diamond file or similar is used to shape the switch readyfor parting-off and a finished knob is almost ready.The next pictures will give you some idea of the size. Having made the required number, these arethen ready for fixing to the instrument panel.Once attached to the instrumentpanel with cyano, they are paintedthe required colour using a veryfine paintbrush. Earlier Imentioned fitting the bezels. Ifyou are making your own, go forthe simpler method, by eitherusing a small strip of plasticard orlitho-plate, or, a length of coredlead solder shaped around aformer to fit the dial. This givesquite a realistic look.34My method of makingthe bezels.
Airtime is the Newsletter of the Scottish Aeromodellers AssociationFor the final fitting of the switches and knobsI insert them into a small B.A. size nut tosimulate the attachment. Small washers andbrass tube are also used for some of the scaledetail. So after a total of 24hrs workshoptime, on the left is the finished item.To conclude the article, here are somepictures of instrument panels I have madeover the years both for modelling colleaguesand myself. All are scratch built andalthough not 100% scale, are a good likenessto the full size.The above right picture is of an
Configuration using a 'Universal' Battery Eliminator Circuit. Note 1. Particularly with 35MHz receivers, it is prudent to create an interference barrier with a ferrite ring, available from Maplin. (HEM3010-3025). (Even more pr
May 02, 2018 · D. Program Evaluation ͟The organization has provided a description of the framework for how each program will be evaluated. The framework should include all the elements below: ͟The evaluation methods are cost-effective for the organization ͟Quantitative and qualitative data is being collected (at Basics tier, data collection must have begun)
Silat is a combative art of self-defense and survival rooted from Matay archipelago. It was traced at thé early of Langkasuka Kingdom (2nd century CE) till thé reign of Melaka (Malaysia) Sultanate era (13th century). Silat has now evolved to become part of social culture and tradition with thé appearance of a fine physical and spiritual .
On an exceptional basis, Member States may request UNESCO to provide thé candidates with access to thé platform so they can complète thé form by themselves. Thèse requests must be addressed to esd rize unesco. or by 15 A ril 2021 UNESCO will provide thé nomineewith accessto thé platform via their émail address.
̶The leading indicator of employee engagement is based on the quality of the relationship between employee and supervisor Empower your managers! ̶Help them understand the impact on the organization ̶Share important changes, plan options, tasks, and deadlines ̶Provide key messages and talking points ̶Prepare them to answer employee questions
Dr. Sunita Bharatwal** Dr. Pawan Garga*** Abstract Customer satisfaction is derived from thè functionalities and values, a product or Service can provide. The current study aims to segregate thè dimensions of ordine Service quality and gather insights on its impact on web shopping. The trends of purchases have
Chính Văn.- Còn đức Thế tôn thì tuệ giác cực kỳ trong sạch 8: hiện hành bất nhị 9, đạt đến vô tướng 10, đứng vào chỗ đứng của các đức Thế tôn 11, thể hiện tính bình đẳng của các Ngài, đến chỗ không còn chướng ngại 12, giáo pháp không thể khuynh đảo, tâm thức không bị cản trở, cái được
Le genou de Lucy. Odile Jacob. 1999. Coppens Y. Pré-textes. L’homme préhistorique en morceaux. Eds Odile Jacob. 2011. Costentin J., Delaveau P. Café, thé, chocolat, les bons effets sur le cerveau et pour le corps. Editions Odile Jacob. 2010. Crawford M., Marsh D. The driving force : food in human evolution and the future.
Le genou de Lucy. Odile Jacob. 1999. Coppens Y. Pré-textes. L’homme préhistorique en morceaux. Eds Odile Jacob. 2011. Costentin J., Delaveau P. Café, thé, chocolat, les bons effets sur le cerveau et pour le corps. Editions Odile Jacob. 2010. 3 Crawford M., Marsh D. The driving force : food in human evolution and the future.
