Low Rate Movements:
Elevators 1-1/4" Up, 1-1/4" Down (10° Up, 10° Down)
with -25% Expo
Ailerons
1-9/16" Up, 1-9/16" Down (15° Up, 15° Down) with -25% Expo
Rudder
4-7/16" Left, 4-7/16 Right (25° Left, 25° Right) with -25% Expo
High Rate Movements:
Elevators 5-1/8" Up, 5-1/8" Down (45° Up, 45° Down)
with -90% Expo
Ailerons
2-1/2" Up, 2-1/2" Down (25° Up, 25° Down)
with -90% Expo
Rudder
Full Movement
with -90% Expo
Pre-Flight:
We know many very good R/C pilots that use a standard pre-flight
checklist that they have developed over the years. We also use a
checklist system and highly recommend that you create one of
your own and keep a copy in your workshop and another in your
flight box. Using such a list can actually save your airplane from
disaster and is well worth the effort. For reference, the following is
our pre-flight checklist:
Before Leaving For The Field:
❑
Transmitter and airborne flight batteries fully charged &
checked with an ESV
❑
Airborne radio and ignition On/Off switches in off position
❑
Transmitter switch off and trims are zeroed, as well as the
airplane's flight surfaces
❑
Airplane inspected completely - connectors, linkages, safety
keepers, nuts, bolts, etc.
❑
Fuel container is full and sealed - if gas, oil has been added and
the mixture is correct
❑
Flight box contains all required tools and spare parts
❑
Flight box power battery charged and checked
❑
Expanded Scale Volt Meter & Leads
❑
Field Charger & Connector Cables
❑
Paper Towels & Cleaner
❑
Current AMA License
❑
Flight Hat
❑
Sunglasses
At The Field:
❑
Assemble the model, double-checking that all bolts are in place
and secure
❑
Check each flight surface for anything loose - hinges, linkage
connections, clevis safety keepers, etc.
❑
Assembled model is correctly balanced
❑
Get frequency pin and use transmitter to check:
• Check model memory for correct model number
• Flight surfaces are moving in correct directions (right aileron
moves right aileron up)
• Flight surfaces all move freely with no binding
• Flight surfaces always return to neutral
• Throttle servo moves easily without binding
❑
Fill tank and test run engine:
• Throttle response is smooth with good mid-range transition
• Idle is consistent
• If transmitter engine "kill" switch is enabled, test this function
❑
Conduct range check - with and without the engine running
❑
Fuel tank is full before each flight
❑
ESV check of airborne battery pack(s) before each flight
Nose-Heavy Condition:
In this case, we like to start by suspending the model at the desired
CG location, allowing the fuselage to seek its attitude. We then
place weights directly on top of the stabilizer until the fuselage
becomes acceptably level. After weighing the amount of weight
needed to do this, we then have a good idea of what it's going to
take to balance the model at our desired CG location. If the weight
required for balance is small, then simply shifting the battery pack
further back in the fuselage may solve the problem.
If you've used a heavier spinner assembly, (and some of them are),
then consider a lighter after-market spinner. For example, we used
a carbon fiber spinner from Pete Models on our Edge and this unit
weighs only 2.9 ounces! Spinners can make a big difference in
CG adjustments.
If the shifting of airborne components is just not practical, then
adding weight to the furthest possible point at the rear of the
fuselage may be necessary. Like all modelers, we hate adding
weight to any model but it is sometimes unavoidable. External
stick-on weights can be used to bring the model into balance for
test flights. If the added weight needs to be adjusted, it's easy to
do. Once the airplane is flying the way you want it to, the weights
can be removed and permanently reinstalled inside the rear-most
part of the fuselage, using the access openings for the stabilizer
servo leads.
Tail-Heavy Condition:
A tail-heavy condition is somewhat more serious. No airplane
should ever be flown in a tail-heavy condition. As described above,
suspend the model off the ground and use weights at the nose to
determine about how much weight will be needed to bring the
fuselage back to level. Once you know this, you will have a better
idea of what has to be done.
As described earlier, try shifting your airborne battery pack further
forward in the fuselage. If that doesn't work, consider a larger,
therefore heavier battery pack.
Would a heavier aftermarket
spinner help solve the problem? If so, give it a try. Working back,
would heavier aftermarket main wheels help to shift the CG
forward? If so, consider giving this a try. Would a larger and
heavier ignition battery pack help the problem? This is a good idea
because the ignition battery pack is almost always located far
forward the fuselage nose area.
Are you using a light wood
propeller on you engine? Consider using a more efficient and
quieter composite prop. These are typically somewhat heavier
than their wood counterparts, and again, they are located at the
very front of the airplane, where the weight will do the most good.
If you have performed every "fix" you can and still have a tail heavy
airplane, then the only thing left is to add weight to the front of the
fuselage - as far forward as possible - until the airplane suspends
level at the desired CG location.
Flight Surface Movements & Exponential Inputs:
The information below provides you with our suggested high and
low rate flying surface movements, along with the exponential
values we used with our Hitec Eclipse Q-PCM transmitter. Please
carefully note that the exponential values shown (-25% and -90%)
are minus values. If you are using a different radio system brand,
refer to its set-up instructions to arrive at the same values. This
information is meant to give you starting points. With time and
experience, you will be able to dial-in your own high and low rates,
as well as your own preferred exponential rates, to best suit your
personal flying style.
Note - the following surface movement
measurements are taken from the widest point of the flying
surface.
20
IMPORTANT: After your flying surfaces have been adjusted and set
for the proper movements, firmly tighten the clevis lock nuts on each
pushrod against each clevis and then slide the keeper springs in place
over all of the clevises.