GREAT PLANES Ryan STA EP, Instruction Manual

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possess the self-recovery characteristics of a primary R/C
trainer and should be flown only be experienced R/C pilots.
Before you get ready to takeoff, see how the model handles
on the ground by doing a few practice runs at low speeds
on the runway. Hold “up” elevator to keep the tail wheel on
the ground. If necessary, adjust the tail wheel so the model
will roll straight down the runway. If you need to calm your
nerves before the maiden flight, turn off the motor and bring
the model back into the pits. Re-peak the motor battery, then
check all fasteners and control linkages for peace of mind.
Remember to takeoff into the wind. When you’re ready, point
the model straight down the runway, hold a bit of up elevator
to keep the tail on the ground to maintain tail wheel steering,
then gradually advance the throttle. As the model gains
speed decrease up elevator allowing the tail to come off the
ground. One of the most important things to remember with
a tail dragger is to always be ready to apply right rudder to
counteract motor torque. Gain as much speed as your
runway and flying site will practically allow before gently
applying up elevator, lifting the model into the air. At this
moment it is likely that you will need to apply more right
rudder to counteract motor torque. Be smooth on the
elevator stick, allowing the model to establish a gentle climb
to a safe altitude before turning into the traffic pattern.
For reassurance and to keep an eye on other traffic, it is a
good idea to have an assistant on the flight line with you. Tell
him to remind you to throttle back once the plane gets to a
comfortable altitude. While full throttle is usually desirable for
takeoff, most models fly more smoothly at reduced speeds.
Take it easy with the Ryan STA EP for the first few flights,
gradually getting acquainted with it as you gain confidence.
Adjust the trims to maintain straight and level flight. After
flying around for a while, and while still at a safe altitude with
plenty of motor battery remaining, practice slow flight and
execute practice landing approaches by reducing the
throttle to see how the model handles at slower speeds. Add
power to see how she climbs as well. Continue to fly around,
executing various maneuvers and making mental notes (or
having your assistant write them down) of what trim or C.G.
changes may be required to fine tune the model so it flies
the way you like. Mind your power level, but use this first
flight to become familiar with your model before landing.
With electric planes it’s best to land with some battery power
remaining. This will allow you to abort the landing and go
around again if needed. To initiate a landing approach, lower
the throttle while on the downwind leg. Allow the nose of the
model to pitch downward to gradually bleed off altitude.
Continue to lose altitude, but maintain airspeed by keeping
the nose down as you turn onto the crosswind leg. Make
your final turn toward the runway (into the wind) keeping the
nose down to maintain airspeed and control. Level the
attitude when the model reaches the runway threshold,
modulating the throttle as necessary to maintain your glide
path and airspeed. If you are going to overshoot, smoothly
advance the throttle (always ready on the right rudder to
counteract torque) and climb out to make another attempt.
When you’re ready to make your landing flare and the model
is a foot or so off the deck, smoothly increase up elevator
until it gently touches down. Once the model is on the
runway and has lost flying speed, hold up elevator to place
the tail on the ground, regaining tail wheel control.
One final note about flying your model. Have a goal or flight
plan in mind for every flight. This can be learning a new
maneuver(s), improving a maneuver(s) you already know, or
learning how the model behaves in certain conditions (such
as on high or low rates). This is not necessarily to improve
your skills
(though it is never a bad idea!), but more
importantly so you do not surprise yourself by impulsively
attempting a maneuver and suddenly finding that you’ve run
out of time, altitude or airspeed. Every maneuver should be
deliberate, not impulsive. For example, if you’re going to do
a loop, check your altitude, mind the wind direction
(anticipating rudder corrections that will be required to
maintain heading), remember to throttle back at the top, and
make certain you are on the desired rates (high/low rates).
A flight plan greatly reduces the chances of crashing your
model just because of poor planning and impulsive moves.
Remember to think.
Have a ball! But always stay in control and fly in a
safe manner.
GOOD LUCK AND GREAT FLYING!
Landing
Flight
Takeoff
CAUTION (THIS APPLIES TO ALL R/C AIRPLANES): If, while
flying, you notice any unusual sounds, such as a low-pitched
“buzz,” this may indicate control surface
flutter. This means that
the control surface is moving back and forth very rapidly.
Because flutter can quickly destroy components of your airplane
and your airplane, any time you detect flutter you must
immediately cut the throttle and land the airplane! Check all
servo grommets for deterioration (this may indicate which
surface fluttered), and make sure all pushrod linkages are
secure and free of play. If the control surface fluttered once, it
probably will flutter again under similar circumstances unless
you can eliminate the free-play or flexing in the linkages. Here
are some things which can cause flutter: Excessive hinge gap;
Not mounting control horns solidly; Poor fit of clevis pin in horn;
Side-play of pushrod in guide tube caused by tight bends; Poor
fit of Z-bend in servo arm; Insufficient glue used when gluing in
the elevator joiner wire; Excessive
play or backlash in servo
gears; and Insecure servo mounting. The cause of the flutter
must be eliminated. It only takes a few seconds of flutter to
destroy a plane.
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