Mariner Construction

Lanier Mariner 40 ARF (Orange)

Construction log.


IMG_0438

June 13, 2003

I bought this aircraft NIB off of Ebay. It arrived today, Friday the 13th. I haven’t had a chance to begin assembly. I think I’ll need to get a flight pack + 1 servo first.

 

October 17, 2003

I was pretty fed up with all the stuff I was supposed to be doing so I pulled this out of the box to see if I could make any headway on it. Here are some pictures as it comes from the box.

 


IMG_0436


IMG_0437


IMG_0438

I am really impressed with this ARF. Generally it seems like pretty good quality wood, pretty good quality craftsmanship, solid, nice looking, and everything seems to fit together quite nicely so far.

October 18, 2003

This aircraft uses one servo per aileron. That simplifies the linkage tremendously at the expense of an extra servo.

 


IMG_0439


IMG_0440

My only complaint so far has been with figuring out which hardware (screws, etc.) to use in certain places. Occasionally the manual is very brief, or omits specific details about which bit to use where. The parts bags aren’t packed the way the instructions say they are supposed to be laid out which makes the situation even worse. I’ve been left scratching my head in a couple places and making my best guess. I may have to go back and switch things around possibly later on. I hope not, but I’m not entirely confident in all my hardware choices.

Here is the detail of the wing floats and the completed wing halves. The floats go on really nicely, they are very sturdy, and look very nice (especially compared to some of the goofy wing tip floats on other seaplanes I’ve seen.)

 


IMG_0441


IMG_0442


IMG_0443

Here is a picture of the wing halves joined together.

 


IMG_0444

Here are a couple pictures of things setting in their relative places. I like to get an idea of how things are shaping up once in a while so I pose all the parts as best I can. πŸ™‚

 


IMG_0445


IMG_0446


IMG_0447

 

May 8, 2004

I’ve been chipping away at this little by little and haven’t taken any pictures of my progress, so here I am nearly finished. The engine pod assembly has been completed, the engine mounted, tank installed, throttle servo installed, and cowl fitted and installed.

I bought a Magnum Pro 45 off Ebay for about $35 to power this project. My goal was to get something that ran well, but was a bit on the inexpensive side in case it ends up sucking in water. The engine looks like it is in great shape with no stains or rust. It has seen fuel, but has been well taken care of.

 


IMG_1234


IMG_1235


IMG_1236


IMG_1237


IMG_1238

 

May 18, 2004

There are always a million little details to finish and I’ve been slowly knocking them off, one by one. Here are a few comments looking back on the assembly process.

 

  • I’m still not happy that the hardware was not bagged like the instructions said. This made identifying screws and other bits quite difficult. I understand that things change in the kitting process and it’s hard to fix all the references in the manual, but this made the assembly process slower and more frustrating than it needed to be – at least for someone who puts one of these together at best once a year.
  • The instructions showed trimming the canopy with an xacto knife. I could have saved myself an hour of frustration if I would have gone after it with a decent pair of scissors.
  • The parts bags include 4 small mysterious wood blocks and 2 other pieces that look like push-rod supports. These came from an earlier version of the kit, but were never removed from production so they can be ignored.
  • The wing hold down bolts screw into raw balsa. I’m told that works ok, but I made some reinforcements out of scrap plywood from another kit, painted them white, epoxied them in place, and now I feel much better.
  • The covering came out of the box a little “loose” in places, especially the tail surfaces and wing. I figured no biggy, I’d just shrink it down myself at the end. But I found that some of the wrinkles are too big to get out … not a huge deal, just one of the very few things I can find to complain about.
  • Overall though, despite a few minor nits, this is a really spectacular model. It has wonderful lines, has a sharp color scheme, and looks like it will fly great. The kit quality is very good, and in most cases the instructions are good or at least sufficient.

This evening I decided to take the airplane out to test the engine and see how my Ebay special runs. I also wanted to take a few pictures before I attempt to fly it. πŸ™‚

I have no instructions for the engine so I had to guess at an initial carburetor adjustment. It took me a few tries to get in the right ball park, but once the engine fired up it ran beautifully. Very smooth, very solid, very strong. This engine should pull this aircraft right out of the water with no trouble at all.

My daughter is all set to go to the lake and fly … it’s a perfect day, but it’s getting too late to drive anywhere.

 


IMG_1268


IMG_1269


IMG_1270


IMG_1271


IMG_1272


IMG_1273

Here are some pictures of just the airplane.

 


IMG_1274


IMG_1275


IMG_1276


IMG_1277


IMG_1278


IMG_1279


IMG_1280


IMG_1281

 

Ultra Sport 40 Assembly

Great Planes Ultra Sport 40 ARF (Red)

Initial Comments

This was my b-day present for May, 2002. My super sportster 60 construction project has been mostly stalled so I thought I’d see how things fared with an ARF. By the time my Super Sportster is ready to fly, I’ll have a large time/emotional investment in it so I would like to have some low wing tail dragger time in the log books before I actually try to fly the Super Sportster 60.

The skin of this aircraft is interesting. Typically, kit construction has you building up some sort of frame and then sheeting over the top of some or all of the structure with thin balsa sheets and finally covering with a thin plastic heat shrink film. This ARF takes a different approach. Instead of balsa sheeting they have a thicker layer of covering that is made of some dense foam laminated with a thin plastic external layer. This plastic/foam sheet wraps around the underlying structure (which can be rough cut because it doesn’t show through the foam layer) and has “cool” designs printed directly on it, so there is no need for painting or decals. All in all it’s about 1/8″ to 3/32″ thick or so and structurally significant. The wing for instance is built up with standard wing ribs and stringers, but then wrapped with this foam/plastic composite instead of sheeting with balsa. The advantages I see are that it is light, probably cheap, and you can directly print your cool color scheme to it. The disadvatage is that if you ever ding it up significantly, I’m not sure how it could be repaired. There are a lot of plastic pieces on this plane in addition to the plastic/foam sheet covering. If you crashed and did any kind of substantial damage to this airplane, I think you’d have to toss the whole thing. Especially since it is discontinued so you probably can’t find replacement parts for it.

Assembly

I’ve just begun construction so I’ll share some thoughts and photos as I go. I don’t have a separate work shop so my work area is very tiny and shared with the rest of the family. My apologies for the clutter in these pictures. πŸ™‚

This is my first ARF. Generally construction is straightforward. Things always take longer than you hope/plan/expect, but the sorts of things you need to do with an arf, you would have to do anyway with a kit, and the arf saves you building up the major structures.

Things don’t always fit together perfectly, so expect to shave a bit off here and there and do a good amount of sanding. The box says sanding is not needed, but the instruction manaul correctly says otherwise. I have a power sander I bought for a house project which actually works very well for the various sanding chores. Even with ample sanding, it’s hard to get everything to go together just perfect. Oh well, hopefully it will be good enough, and I’ll just slop a little extra epoxy in the cracks. My assumption is that with no extra sanding (as per the claims on the box) I would get a functional and safe plane, and any tiny discrepancies may affect looks and perhaps subtly affect tracking through the sky, but I don’t think it should be a safety issue.

Wing

05/20/2002 – Here are pictures of the wings. The two halves are joined and the landing gear is installed. I’m sure this hotrod will fly as fast as I need it to go, so I opted for the simpler, fixed gear installation.


wing1


wing2 05/20/2002 – Just for fun I placed the fuselage on top of the wing to see how things are shaping up:


test-fit1


test-fit2 05/22/2002 – I glued in the wheel well covers and the top and bottom wing fairings, as well as the front dowl (for securing the front of the wing) and some foam to seal the exhaust residue out. The wing is almost done with the exception of installing the aileron servo and lincages.

05/23/2002 – Doh!!! First major setback. Once the wing is assembled, you need to mount it to the fuselage. This ARF uses a single dowl in the front of the wing and two nylon bolts in the back. The dowl is installed in the front, center of the wing during wing assembly and the corresponding hole comes predrilled in the fuselage. The problem is that it doesn’t fit right. (Or at least my resulting wing didn’t fit right.) The wing chord is too long, or the dowl mounting hole is too high, or a combination of both. The fuselage has major structural bulkheads on the wing front and back, so the fuselage opening can’t easily be made bigger. So I carefully sliced open the plastic wing fairing in the back of the wing and started hacking away balsa and plywood from the trailing edge. I also got out my knife and worked on lowering the front dowl hole a bit. I probably need to close off the top of the hole with some sort of filler so there isn’t any opportunity for movement of the dowl. However, the wing is already so tight against the saddle in the fuselage that I doubt that could ever happen. I don’t know what this is going to do to the wing incidence, but I suppose I should check/measure before I fly the thing. (Update: I never got back to checking the wing incidence, but she flies pretty great as constructed.)

05/24/2002 – I finished installing the aileron servo and lincages and did a bit more carving to get the wing to fit better. I think the wing is pretty much done. The powerplant hasen’t arrived yet, so I’ll just skip working on that end of the fuselage until it comes. Next up is the wing mount.


aileron-servo 05/25/2002 – Finished the wing mounting. I was a little nervous about the two main wing mounting bolts. I tend to have a hard time drilling holes that line up when I’m done, but in this case I followed the technique outlined in the manual and everything worked great. Next up are the horizontal and vertical stabalizers.


ruth1


boss


wing-mounted

Tail

05/27/2002 – Working on mounting the horizontal and vertical stabs. I followed the instructions and things seem to be progressing in a straightforward manner. The structure is pretty chinsey/weak back there though. I can see why they add two aluminum brackets to reinforce the horizontal stablizer. And then the plastic fairing around the base of the vertical stab also is a significant structural component. It makes me a little nervous, especially compared to other kit’s I’ve built, but I’m proceeding with faith in the instructions. This will be a very sharp looking aircraft, but not one you want to bang up. It has very light weight construction. (Update: after putting the tail together completely, it came out very sturdy. The braces make a big difference. All in all, this is as solid as any other kit I’ve built.)


horiz-stab1


horiz-stab2


vertical-stab In this next image I have the rudder and the vertical stab fairing positioned, but not glued. Next up is the tail wheel.


tail 05/28/2002 – Except for the control lincages, I finished up the tail. This involved gluing on the fairing for the vertical stabalizer. This fairing is a major structural component so it needs to fit and be glued securely. However the instructions were careful to point out that the horizontal and vertical stabs needed to be slid back far enough so that the rudder line is flush from the back of the fuselage to the back of the vertical stab. This unfortunately meant that the vertical stab fairing wouldn’t fit correctly. I hacked on it and chopped off a bit from the back until it would fit flush along the sides and the front. This means it isn’t quite as pretty, but it should serve it’s structural duties just fine. (Update: once everything is together, this blemish is almost impossible to notice.)

I then proceeded to install the tail wheel and rudder.


tail-wheel Then I proceeded to install the horizontal stabalizer braces. These actually add a lot of support and structure.


tail-brace

Finishing up …

04/30/2003 – Ok, finally, I made some time to do a bit more work. I’m so close, I just need to push through and get it done. Recently I’ve installed the control lincages, installed the fuel tank, and installed the engine. The two major remaining items are to install the cowl and the canopy. I might do the initial flights with the cowl off? That OS .46 Max sure swings a big looking prop … πŸ™‚


almost-1


almost-2


almost-3

Midwest Sweet Stik

Midwest Sweet Stik Pictures

Built: 1984
Engine: K/B 40 (1981)
Pilot: Curtis Olson
Mechanic: Curtis Olson
Photographer: Bob Hain
Camera: Sony Mavica

This plane has seen on and off action through the years. I did very little with R/C through college, and for a few years thereafter. I flew this airplane once or twice about 8 years ago and had a slight mishap due to radio interference. It turned out that it only needed minor repairs (whew) and I got it back in the air about two weeks later and dinged up the aileron due to a gust of wind on the landing (it certainly couldn’t have been pilot error!) It then sat in my garage for a few years when I decided to take it out, fixed the aileron, charged up my batteries, bought some fresh fuel and got her up in the air again. What a blast. 4 flights and everything in one piece at the end of the day. Couldn’t have been better. πŸ™‚ That got me motivated and I ran a whole gallon and a half of fuel through this plane 2 summers ago.

Still Shots

These pictures were taken November 27, 1999.


Head on.


Engine Detail.


Me and my toy (1)


Me and my toy (2)


Me and my toy (3)


Me and my toy (4)

Action Shots


Flying (1)


Flying (2)


Flying (3)


Flying (4)

Video Clips

Fairchild F-24

Guillow’sΒ Fairchild F-24 Project

When I was in Jr. high in Peru I built the Guillow’s Fairchild F-24. It was myfirst rubber band model that I actually got to fly for more that 10 feet.It was great, I would wind up the engine, stand on top some low bleachers, andsend the plane skyward across our local the soccer field. It would fly straight and true, climbing steadily and solidly until the rubber band engine unwound. Then it would lazily circle back down to the ground. We moved back to the USA after I finished Jr. high, but alas, all my models had tostay behind.

I picked up an identical kit about a year ago and built up the frame in acouple evenings. It’s sat for a while, but I decided it was time to finishit. I completed the model right at the end of 1999. Here are a couple pictures and one bonus story.

May 12, 2005

A while back I bought a new rubber band for the motor, but must have gottensome old rubber from the LHS. πŸ™ After a moderate number of winds, therubber exploded inside doing some significant structual damage. It doesn’tlook to bad from the outside but as of today, this model is being officiallyretired from active flight status and now is on static display status only.

July 20, 2004

I replaced the old cracking motor, but haven’t test flown it with the newrubber yet.

The real thing


A real Fairchild F-24.


An image of a Fairchild F-24.

Click here for more information on the Fairchild F-24

The model


The frame is finished and I’ve just begun covering the tail.


Another view of the frame.


The bottom of the wings are covered.


Another angle.


The tops of the wings (sans wing tips) are now covered.


Another angle.


Fuselage is covered. The assembly process begins.


Another angle …


The horizontal and vertical stabalizers have been installed and everythinghas been given a coat of thined out dope to seal it a bit.


The wings have been glued on and the windshield installed.


Another angle …


Pretty much complete except for the decals.


Another angle …


That’s me. πŸ™‚


Decals have been added.


Pretty spiffy, almost ready to leave the nest. πŸ™‚

Other related information

      Gene Lehman

gene@vintagewings.com

      writes:The F24 was first produced in 1938. There were others before it but it was the first designated the 24. They were continued through 1947.

Benton Holzwarth bcgh@teleport.com has an F-24 story to share:

I had a chance one night a couple years ago to attend a local EAA chapter meeting where one of the local ‘old farts’ was speaking, filling in for another guy who had to drop out at the last moment. Dave Lewis of Lewis Aviation was a spry, old guy, and stood at the little podium and talked, recounting stories of his lifetime of flying adventures, for about 90 minutes before breaking to take questions.

One job, before the war, had been test flying airplanes off the production line at Fairchild. From the log books for that era (he brought a pile of ’em with him to show, or check dates I suppose) I looked in after the talk, he was flying about two of every three F-23s and F-24s (I think I’m remembering the models right — if F-24s came after the war don’t shoot me!) as they came off the line – according to the serial numbers logged. The deadpan remarks column was great —

Std test, OK
Std test, OK
Std test, oil temp high
Std test, OK
Std test, engine quit, deadstick landing
Std test, OK

and then the ones there’d been a squawk on would be flown again a day or two later, with the ‘Std test, OK’ remark. And it just went on for pages and pages. Later, he left there to fly P-51s off the production line at NorthAmerican. He was great, just a walking encyclopedia of flight from the 30s on. Still pretty sharp, the last time I saw him, back in the summer.

Benton 23dec99

Sig Kadet Mk II

Sig Kadet Mk II


Kadet Mark II Box Art

Built sometime in 1983.
Destroyed sometime in 1984.

Well, they say you usually learn by your second plane. The Mk II added ailerons and on one fine day flying this aircraft I finally “got the hang of it.”

A few weeks later I was flying it when my throttle push rod “failed” leaving the engine running wide open. Of course the solution was to fly until it ran out of fuel, but apparently my on-board battery pack was showing signs of age and ran out before the fuel did. The plane fought valiently, but finally succumed to jitter and dropped out of sight, but wait, it had one last gasp, but alas, it wasn’t enough. It winged over and flew full throttle into the rock hard Arizona earth.

Mental note: avoid cheap hacks to save a buck. (But on a high school budget you sometimes have to make do…)

Sig Kadet Mk I

Sig Kadet Mk I


For some reason, my parents kept the original box and used it to pack things in for their subsequent moves to Denver, Dallas, and Minnesota, so last I checked, the box from my first RC airplane still survives, even though the airplane itself is long since been a faded memory.

Built Summer 1982.
Destroyed sometime in 1983.

This was my very first R/C plane built back in the late summer of ’82. I bought it using the money I made working on my Uncle’s farm in Minnesota the Spring and Summer of ’82 after my Freshman year of high school. I don’t even remember the specifics of it’s demise, but I have vague images of cart wheels down the runway on a windy day so perhaps that was it.

I built it in the basement of our house in MN and got as far as having the engine and radio installed. There was a hobby shop off Rice St. called Mac’s Models where I bought everything, and one of the guys there helped me get the engine running for the first time.

We traveled a bit at the end of the summer, so the completed airplane spent some time in an attic in Denver before we finally ended up in Globe AZ for the start of my Sophomore year of high school. I found a little club in Globe that flew off a gravel field behind the Gila county fair grounds and commenced the process of learning to fly. By the end, this thing had been run through the wringer and looked like a patch work quilt. But then in the mean time I was building a Kadet Mk II (with ailerons) and was ready to transition to that.

Gene Gardner was the club instructor, and the only club member that actually knew how to fly. He was a good and patient instructor and taught me the basics. I guess you could call him an “old timer”. He had zillions of great model and real aviation stories. Β He could build and fly everything up to and including those tuned pipe, retractable landing gear, pattern zingers. I always remember how he could dead stick anything and plunk it down at his feet every time. I never saw him miss once. I didn’t kept in touch with him after I left AZ for college. I hope he’s still building and flying and teaching new students.

Pre-RC

Earlier Model Airplanes

Here is a picture of me in jr. high in my front yard in Peru. Β I’m holding a Comet Taylorcraft model. Β Pretty awesome huh!?! Β (The plane I’m referring to.) πŸ™‚

I don’t really have any other pictures to share, but growing up I put together quite a few plastic models, Guillows balsa and tissue models, and the occasional Estes rocket. These have all been lost or destroyed along the way … but they were a lot of fun to assemble and play with at the time, and led the way to the bigger and more expensive toys I play with now.


This is a picture I found on the web that is similar to the first plastic model my dad built for me.I remember the first model my dad helped me put together (well mostly put together himself for me and my little brother to play with.) That was a DC3 and I thought it was pretty much the coolest thing I had ever seen.

I should also mention “Uncle Bart” who used to fly his many R/C planes in the late afternoon when I was growing up in Peru. It didn’t matter what we were in the middle of doing after school, if we hear a little model engine buzzing around in the sky, my friends and I would jump up and run to the small airstrip to watch him fly (after we finished gasping and wheezing from our sprint.) This is where I was first introduced to the wonderful hobby of R/C aircraft.

This is also where I witnessed some really cool crashes. When I was a kid and it was someone else’s airplane, the crashes were the coolest part. Once I started building and flying my own airplanes, the crashes became the worst part. There is always an attrition rate with toys, but like anything, keeping your equipment in tip-top shape, repairing any problems that start to develop, and keeping your batteries well charged can minimize potential problems. (But no one is perfect!)