1. I will have completed a successful radio equipment ground
check before the first flight of a new or repaired model
2. I will not fly my model aircraft in the presence of
spectators until I become a qualified flier, unless assisted by
an experienced helper.
3. I will perform my initial turn after takeoff away from the pit
or spectator areas and I will not thereafter fly over pit or
spectator areas, unless beyond my control.
4. I will operate my model using only radio control
frequencies currently allowed by the Federal
Communications Commission.
The Great Planes Taylorcraft is a great-flying plane that flies
smoothly and predictably. The Taylorcraft does not, however,
possess the self-recovery characteristics of a primary R/C
trainer and should only be flown by experienced R/C pilots.
Takeoff on “high” rates if you have dual rates on your
transmitter - especially if you are taking off into a crosswind.
For all models it is good practice to gain as much speed as
the length of the runway will permit before lifting off. This will
give you a safety margin in case the engine quits. As the
plane accelerates the tail will begin to lift and the plane will
turn left (a characteristic of all taildraggers). Be ready for
this, and correct by applying sufficient right rudder to hold
the plane straight down the runway. The left-turning
tendency will go away as soon as the tail is up and the
plane's speed increases. Be sure to allow the tail to come
up. Do not hold the tail on the ground with up elevator, as the
Taylorcraft will become airborne prematurely and possibly
stall. For all models it is good practice to gain as much
speed as the length of the runway will permit before lifting
off. When the plane has gained enough flying speed to
safely lift off, gradually and smoothly apply up elevator and
allow the model to climb at a shallow angle (do not yank the
model off the ground into a steep climb!)
We recommend that you take it easy with your Taylorcraft for
the first several flights, gradually “getting acquainted” with
this great model. Add and practice one maneuver at a time,
learning how the Taylorcraft behaves in each. Try to stay
within a sensible and realistic scale-like flight envelope. If
you feel as though you have your hands full, keep this in
mind: pull back on the throttle stick to slow the model
down. This will make everything happen a little slower and
allow yourself time to think and react.
Sometime well before it's time to land, you should climb your
Taylorcraft to a safe altitude, reduce the throttle and check
out the model's low speed characteristics. Do this a few
times so you know what to expect upon landing and how the
Taylorcraft handles stalls.
When it is time to land, fly a normal landing pattern and
approach. Keep a few clicks of power on until you are over
the runway threshold. Then, reduce power and the
Taylorcraft will naturally bleed off speed. Keep the nose
down slightly, then level off just before touchdown. For your
first few landings, plan to land slightly faster than stall speed
and on the main wheels.
Have a ball! But always remember to think about your
next move and plan each maneuver before you do it.
Impulsively “jamming the sticks” without any thought is
what gets most fliers in trouble rather than lack of flying
skill. Happy Landings!
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.” Because flutter can quickly destroy components
or 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 slop-free. If it fluttered once, it will probably
flutter again under similar circumstances unless you can
eliminate the slop or flexing in the linkages. Here are
some things which can result in flutter: Excessive hinge
gap; Not mounting control horns solidly; Sloppy fit of
clevis pin in horn; elasticity present in flexible plastic
pushrods; Side-play of pushrod in guide tube caused by
tight bends; Sloppy fit of control rods in servo horns;
Insufficient glue used when gluing in torque rods;
Excessive flexing of aileron, caused by using too soft
balsa; Excessive “play” or “backlash” in servo gears; and
insecure servo mounting.
FLYING
Radio Control
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