Jarvis is the first to purchase and start a R3600 Project :
Dec 2005: Construction of the Full Scale Nieuport 28 is well under
way and I believed at this point in time its either in the air or its
any day now... The following pictures were sent to show the early stages
of the project. It is hoped that Ray will send us a series of hi res pics
(along with some text) to show the current status of the project... we'll
be looking out for them!
22nd 2005: Connections and through to 1st start up ..
May: The Full Scale Nieuport 28 is now complete ...
Ray Jarvis [mailto:firstname.lastname@example.org] Sent: Sunday, 4 June
2006 9:04 AM Subject: N 28 First Flight
just got off the phone from Rob & Harvey.
Rob was able to inform me that Harvey had only just landed from first
flight. Both were very impressed with handling and performance and she
flies pretty much as was expected. Rob took some video, however it will
take a few days to get something up, so sorry bout that.
Me, well I am 110% over the moon with excitement but unfortunately I am
currently sitting in my study at my computer, half a world away. So dreams
are it for me right now!
At this stage the 28 should be at Gardner and we just need to get some
hours on her so that we can take her to OSH.
- Ray Jarvis
July 2006 Pilot Comments: Dick Starks
the weather was threatening AND the winds were high and gusting to about
20 knots BUT.. they were RIGHT DOWN THE RUNWAY so a lot of flying actually
You know, in the past, Gardner was more of a Graham Lee Nieuport Love-In.
There's a new sheriff in Dodge!!! And his name is Roy (DFAWM) Jarvis.
Ray Jarvin's Airdrome Aeroplanes FULL FRIGGING SCALE Nieuport 28 with
it's GREAT BIG ROTEC (R3600) Radial in front stole the whole dang show
and then some.
MAN..WHAT A PLANE!! And what incredible flight characteristics. With Harvey
Cleveland (Robert Baslee's main-man pilot) flying it, that plane did some
real jaw-dropping things!!
I got to fly alongside him in my 20 year-old Nieuport 11. While I was
getting hammered by the really bad turbulence, it didn't even faze the
28. It was as steady as a rock and I'm not exaggerating when I say the
air was rough!! There were some real wire twangers out there
All I've got to say about that ridiculous letter that appeared in a recent
aviation magazine about how "Dangerous" it is to fly replica
warbirds is.... Male Bovine Feces bud!!! you know not of what you speak.
Now, having said that, if you're naive enough to think you can fly one
of these without a tail-dragger endorsement from a competent CFI, you
have no business building one. (OK.. sorry about that but that letter
really got me steamed at the writer and the magazine that decided to sensationalize
So there, I've had my say. My Nieuport is now 20 years and 6 days old
from its first flight and I've got almost 600 fun-filled, pleasurable
hours on it. What a gas it has been and I hope to get another 20 years
out of it. But that doesn't mean I don't approach EACH and every flight
with a profound respect for tail-dragger aircraft. I've done my share
of "whifferdales" on the runway on a gusty cross-wind day and
you've ALWAYS got to be ready for the unexpected.
Ray Jarvis - Owner
comments on 21 July 2006
I have just returned from the Gathering of Eagles weekend
for WW1 replica aircraft at Gardner, Kansas. Unfortunately strong winds
kept all the aircraft grounded on the first day (Friday), however on Saturday
we were able to have Harvey fly the Nieuport 28C-1 in to attend. Conditions
were still rather inclement, however seasoned test pilot Harvey Cleveland
put on a spectacular display which literally bought a speechless crowd
wheeled her out and did the pre-start checks on the R3600, the crowd went
quiet in anticipation and they werent disappointed.
By afternoon all other aircraft were grounded due to wind, however the
N28 handled this with ease and under the skilled hands of Harvey, a second
display was conducted. You could say that she single handily Stole
Fortunately the weather improved on Sunday and I was not only able to
Check out in her, but also flew the ferry flight home. Complete
with helmet, goggles and scarf, this was a most fantastic experience to
feel the wind, the wires, the fabric and sound of a bygone era!
R3600 power is more than adequate for the N28 and she performs superbly
under all conditions. Take-off is less than 100ft with an outstanding
rate of climb. I guess this can be expected with this sort of power on
a 370Kgs basic weight bi-plane airframe of 220 sq ft.
I must take this opportunity to thank Rob Baslee and the team of Airdrome
Aeroplanes www.airdromeaeropalnes.com for creating such a magnificent
aeroplane. I believe there are now a couple more AA builders stepping
up to the plate and ordering R2800s for Nieuport 24 models
as well as a R3600 for a Dr1(Fokker Triplane).
I also wish to thank you guys for creating such a superb piece of engineering
in the form of the R3600 radial engine that powers my aeroplane. What
a magnificent Round, Mound of Sound she is.
I am sure if one were to experience the reality of the situation, a few
more will purchase these fine engines.
Well done Paul & Matt!
Ray Jarvis (Owner
N28) comments to Peter (propective client for a R3600) and Tim Edward who
has purchased an engine - 22June2006
I have copied this to Tim Edward of Alberta, Canada as he too is building
RS Fokker Dr1 and using Rotec R3600, wise choice and will give you a superb
A/ C and performance (not biased).
Both of you may wish to compare notes. Trust this is not a problem.
I feel it is a wise choice to go for the R3600 as your airframes will
be almost twice the weight of AA kit Dr1's
It's a little early to quote a fuel consumption accurately as we have
only flown low hours and this is mainly local test and a 40 min flight
to/from Gardner flyin (for which we were givern special permit). I would
be happy to suggest that you can expect in the region of 7 (US) gph or
25-28 litre/hr max for the flying you will do. I have a 15 gal tank in
fuse (as per original was 14 gal) and we added a 9 gal tank in centre
of upper wing to give range for longer trips (to airshows etc) in Aust
as airfields are far more spaced out than in USA/Canada/UK.If doing again,
I wouldn't bother with extra tank.
What is capacity in RL Dr1?
Our oil tank is approx 12 qt's / 12 lt's (Rotec state 10 Ltr's) which
is totally sufficient as engine consumes no oil, just driblles a little
when doing pre-start "de-hydraulicing". The oil tank is vented,
however it would seem to be appropriate to run a breather into the intake
just to save oil fumes etc.
I bought some extra CHT probes and are mounted to #1, 3, 5, 7 cylinders
through a rotary switch, as I was concerned to keep temps stable around
the engine inside the cowl. I can suggest that all are with 10 deg C of
each other and engine runs way cool. You guys may need to open centre
section of cowl to allow adequate cooling as I am unsure whether the "eyes"
would allow sufficient air trough to top cylinders, just a thought. Off
course your lower cylinders will run way cool.
My engine sits with the carburettor intake just 1 inch forward of firewall
(exact scale put it just at the firewall). We then mounted a flanged elbow
through and behind firewall to draw air from filter box mounted on airframe
inside. The carb heat / mixer is in the base of the filter box. You will
see carb heat exhaust duct on pics of LHS of engine and this works perfectly.
Perhaps I can get you a few pics when we take the engine off for shipping
in two months time.
Initially I had a 96x64 prop, however this proved to be over pitched and
to much chord which added to load the engine and only allowed it to just
make base RPM for the torque band. Culver props then produced us a 96x54
which improved the situation, however the same prop was further refined
to 90x50m with a thinner cord and this allows the engine to operate nicely
inside the torque band. It will acheive 2600 RPM static (cool) and up
to about 2750 RPM in the air at which time we can't hold enough forward
stick to fly straight and level. We have already adjusted the stabiliser
and also are considering "nodding" the engine a few degree's
and maybe even add a trim on the elevators to hold her down. This engine
gives awesome performance on my 816 lbs/ 370 Kg's (empty) airframe. Infact
a R2800 may have been suitable for my Nieuport!
This machine is the most fun I have ever had with my pants on, its awesome!
Look forward to seeing it at OSH as well as article's in "EAA Sport
Aviation" and "Kitplanes".
If I can answer any questions any time, please ask as I will be happy
If you want a spun alloy cowl, let me know as can be supplied from Airdrome
Aeroplanes and should be same size as AA full scale Dr1 kit.
sends a note to Rotec: 25 June 2006
I got to tell you that engine and aeroplane absolutely stole the show
at Gardner. I am so impressed as anyone would be. We just got to hope
we can get it in Aust for SAAA Wagga.
Regards Ray J
also see Pitot's report on a round trip to Osh2006 and back