A: The R/C model that inspired it had some amazing flying characteristics attributed entirely to its shape but mostly because it looks cool.
Q: There are two engines but both fans start at once. Why?
A: The fans are geared together.
Q: How are the fans driven? I don't see any drive shafts.
A: The fans are driven by the engine intake flow past the ducts where the fan-ends, which protrude through the duct wall, are fitted with impellor blades. The fan bearings are mounted at the circumference of the fans and there is no central shaft. The button fairing in the middle houses the pitch-change mechanism.
Q: I can't see any control surfaces, how is it controlled?
A: At high speed she is controlled by differentially vectoring the exhaust to give pitch and roll control. At low speeds, additional vanes arranged around the disk edge open and close periodically as required to direct a controlling blast of air up or down. The pressures involved are very low and this causes the local airflow to be deflected as a result of the coanda effect. If you like, 'virtual' control surfaces.
Q: Would this lead to a loss of control if there was an engine failure?
A: Not in the sim. :-) OK, yes, although extremely unlikely, a double engine failure would lead to a complete loss of control in which case you would press the Panic Button or in this case pull the emergency
total-recovery-parachute lever (not simulated). The whole aircraft would then be brought to earth relatively gently even with a full load. A single engine failure, although an invitation to land immediately, is not serious as she will fly and climb strongly on one engine.
Q: Why isn't there a flap lever in the cockpit?
A: The aircraft doesn't really have flaps. The flaps are used in the sim to simulate collective pitch settings on the lift-fans. At low speed, the pitch setting is high (full flaps) and as most of the engine's torque is going through the fans there is very little actual thrust from the exhausts. At high speed the fan pitch is very low and the impellors are almost inline with the intake flow so the fans actually slow down and the exhaust thrust increases due to the almost complete unloading of the fans.
Q: OK, smartarse, why isn't there a fan-pitch-change lever in the cockpit?
A: I couldn't be bothered to add one. :-P
Q: I have noticed what look like blemishes in the aircraft's skin at low-angle lighting conditions. What are these?
A: Wear 'n' tear hangar-rash faithfully and painstakingly modelled. OK, actually, they are rogue polys and I haven't a clue how to get rid of them being a GMAX newbie.
Q: Why doesn't the canopy open?
A: Why should it? It's not as if the pilot is going to get out and walk around.
Q: The taxiing speed is rather fast. How can I taxi at a normal rate without wearing out the brakes?
A: Use reverse-thrust to slow it down then apply full flap and the speed will be around 12 knots.
Q: Why does it fly with a slight nose-up pitch attitude at normal cruise?
A: She has a symmetrical 'wing' section and no tailplane so needs to be flown nose-up to give a positive angle of attack.
Q: Why does it have a rather steep nose-down attitude in ultra slow flight mode?
A: As all the lift and thrust is coming from the wing fans at low speed, she behaves more like a helicopter and needs to lean forwards to fly forwards quickly.
Q: Why is the canopy back to front?
A: The reverse-teardrop shape has low-drag characteristics, preserves more accurately the wing section and gives more head and shoulder room in the cockpit. It looks cool too.
Q: Why are the wheel spats cut in half?
A: They make maintenance easier while still giving you better streamlining than an un-faired wheel. They look cool.
Q: Why isn't there any working suspension?
A: I haven't had a lot of success in modelling working suspension. :-(
Q: Why does the pilot look like he's doing Tommy Cooper impressions?
A: He's a fan. OK, he's from an earlier project and I haven't gotten around to making a new one yet.
Q: Is there any truth in the rumour that William Ortis keeps copying your work?
