Depressed Sunday evening and go to bed at seven and stay there for the next thirteen hours.
Can't remember which engineer built the first canal in the UK (for the Duke of Bridgewater as I recall), but I do recall he went to bed for three days to mull it over before kicking off the industrial revolution.
I'm probably borderline polar, but then most inventors are.
Four more pins around the periphery of the port-hole, two licks of paint and four feet made of rubber door-stops and we're good to go.
The dry weight of the airframe, less engines, is a fraction under 19 pounds or 9 kilograms.
Not at all bad for a prototype helicopter at this stage of the game, and I figure I could halve that using more exotic materials and refined production methods, but it'll do for starters.
The target motors weigh 2.5 kilos (5.5 pounds) apiece and we could yet go for the smaller and lighter version, but I want an excess of power available to that left hand as we'll be up against the personal jet-jockeys.
At twenty kilos without batteries we're two-thirds the weight of a paramotor, excluding the canopy without which it cannot fly.
Whilst we're at it the basic span (measured at a 15mm inset across opposite rotor-arms) is 1.60 metres, which allows a full metre or thirty-nine inches for each propeller.
Debate whether to use two-bladed propellers for ease of use ~ else three for more thrust and less noise ~ but prefer the former for its sheer practicality.
Next up in the activity stakes are the static load tests, for which I have to book a slot at our very own static load testing facility.
This consists of the engineer's barn, and his block-and-tackle.
Onward and upward... literally.
