As you’d expect, there are a number of hurdles to setting up a freaking airplane as one’s home in the woods. Foremost among them, [Campbell] paid $100,000 for the aircraft, and a further $100,000 for transportation and installation costs to get it out to his tract of land — that’s a stiff upfront when compared to a down payment on a house and a mortgage. However, [Campbell] asserts that airplanes approaching retirement come up for sale with reasonable frequency, so it’s possible to find something at a lower price considering the cost of dismantling an airframe often compares to the value of the recovered materials.
Once acquired and transported, [Campbell] connected the utilities through the airplane’s existing systems, as well going about modifying the interior to suit his needs — the transparent floor panels are a nice touch! He has a primitive but functional shower, the two lavatories continue to function as intended, sleeping, dining and living quarters, and a deck in the form of the plane’s wing.
Boeing’s B-17 was the most numerous heavy bomber of World War II, and its reputation of being nigh indestructible in the face of Messerschmidts and flak cannons is stuff of legend. The first flight of the B-17 was in 1935, and a decade later at the close of World War II, the B-17 would begin to show its age. It could only carry 6,000 pounds of ordnance; the first atomic bombs, Little Boy and Fat Man, weighed 9,700 pounds and 10,300 pounds, respectively. The Avro Lancaster notwithstanding, a new aircraft would be needed for the Allied invasion of Japan. This aircraft would be the Boeing B-29 Superfortress.
On paper, the B-29 nearly holds its own against all but the most modern bombers of aviation history. Yes, the B-29 is slow, but that’s only because jet engines were in their infancy in 1944. This bomber was a forgotten super weapon of World War II, and everyone – Japan, German, Great Britain and the USSR – wanted their own. Only the Soviets would go as far to build their own B-29, reverse engineering the technology from crashed and ditched American bombers.
At any given moment, several of the US Navy’s Nimitz class aircraft carriers are sailing the world’s oceans. Weighing in at 90 thousand tons, these massive vessels need a lot of power to get moving. One would think this power requires a lot of fuel which would limit their range, but this is not the case. Their range is virtually unlimited, and they only need refueling every 25 years. What kind of technology allows for this? The answer is miniaturized nuclear power plants. Nimitz class carriers have two of them, and they are pretty much identical to the much larger power plants that make electricity. If we can make them small enough for ships, can we make them small enough for other things, like airplanes?
Of special interest in the new 2Ku system is the antennas strapped to the top of a GoGo-equipped plane’s fuselage. These antennas form a mechanically-phased-array that are more efficient than previous antennas and can provide more bandwidth for frequent fliers demanding better and faster Internet.
Currently, GoGo in-flight wireless uses terrestrial radio to bring the Internet up to 35,000 feet. Anyone who has flown recently will tell you this is okay, but you won’t be binging on Nexflix for your next cross country flight. The new system promises speeds up to 70Mbps, more than enough for a cabin full of passengers to be pacified by electronic toys. The 2Ku band does this with a satellite connection – much faster, but it does have a few drawbacks.
Because the 2Ku system provides Internet over a satellite connection, ping times will significantly increase. The satellites GoGo is using orbit at 22,000 miles above Earth, or about 0.1 light seconds away from the plane. Double that, and your ping times will increase by at least 200ms compared to a terrestrial radio connection.
While this is just fine for email and streaming, it does highlight the weaknesses and strengths of mobile Internet.
Armed with a variety of 3D printing techniques and years of model-building experience, [Steve] is taking the lid off a number of previously undocumented techniques, many of which are especially relevant to the model-builder equipped with a 3D printer in the workshop.
As he continues his video log, [Steve] takes you through each detail, evaluating the quality of both his tools and techniques. How does a Makerbot, a Formlabs, and a Shapeways print stand up against being used in the target application? [Steve] evaluates a number of his turbine prints with a rigorous variable-controlled test setup.
How can we predict the plane’s center-of-gravity before committing to a physical design? [Steve] discusses related design decisions with an in-depth exploration of his CAD design, modeled down to the battery-pack wires. Though he’s not entirely finished, [Steve’s] work serves as a great chance to “dive into the mind of the engineer,” a rare opportunity when we usually discover a project after it’s been sealed from the outside.
3D printing functional parts with hobbyist-grade printers is still a rare sight, though we’ve seen a few pleasant and surprisingly practical components. With some tips from [Steve], we may complete this video journey with a few techniques that bump us out of the “novelty” realm and into a space where we too can start reliably printing functional parts. We’re looking forward to seeing the maiden voyage.
While others are absorbed in baseball playoffs, [Aidan] has spent his recent Octobers planning incredible Halloween costumes for his son. We don’t know what he did last year, but there’s no way it’s better than this laser-cut cardboard airplane costume.
He had a few specs in mind and started with a model of a Grumman F4F-4 Wildcat from 3D Warehouse. Using SketchUp, he simplified the model and removed the landing gear and the propeller. [Aidan] created a simpler model on top of that, and set to work changing the proportions to make it adorable and toddler-sized.
To build around his son’s proportions, he inserted a 10-inch diameter scaled tube vertically into the model and squished down the fuselage in SketchUp. The plan was to have it laser-cut by Ponoko, which meant turning the design into flat pieces for them to cut. He ended up with 58 parts, many of them mirror images due to the symmetry of his design.
When the box from Ponoko arrived, [Aidan] was giddy. He was astonished at the quality of the pieces and found the plane very satisfying to build. But, he didn’t stop there. Using LayOut, he created a custom instrument cluster with reflections and shadows. The plane also has a Wii steering wheel, a motorized propeller, and of course, decals.
[Arron Bates] is a pro R/C Pilot from Australia. He’s spent the last few years chasing the dream of a fixed wing plane which could perform unlimited spins. After some promising starts with independently controlled wing spoilers, [Arron] went all in and created The Super Honey Badger. Super Honey Badger is a giant scale R/C plane with the tail of a helicopter and a soul of pure awesome.
Starting with a standard 87″ wingspan Extra 300 designed for 3D flight, [Arron] began hacking. The entire rear fuselage was removed and replaced with carbon fiber tubes. The standard Extra 300 tail assembly fit perfectly on the tubes. Between the abbreviated fuselage and the tail, [Arron] installed a tail rotor from an 800 size helicopter. A 1.25 kW brushless motor drives the tail rotor while a high-speed servo controls the pitch.
[Arron] debuted the plane at HuckFest 2013, and pulled off some amazing aerobatics. The tail rotor made 540 stall turn an easy trick to do – even with an airplane. Flat spins were a snap to enter, even from fast forward flight! Most of [Arron’s] maneuvers defy any attempt at naming them – just watch the videos after the break.
Sadly, Super Honey Badger was destroyed in May of 2014 due to a structural failure in the carbon tubes. [Arron] walked away without injury and isn’t giving up., He’s already dropping major hints about a new plane (facebook link).