two modes - first with the engine not running, second with the
engine running. If any range related problems show up in these
tests, DO NOT fly the airplane until the problem is found and com-
pletely eliminated. Range problems do not magically disappear
when the airplane is in the air. Such problems are serious and
must be found and dealt with in order to fly the model safely and
with confidence.
Assuming that your Edge has passed the range check procedures,
it should be ready for that all-important first flight. As we said
earlier, this is only a test flight and it therefore does not need to be
lengthy. We suggest that you make this first flight short in duration,
just a few minutes or so. This amount of time will give you the
opportunity to input any needed trims in the flight surfaces to
achieve straight and level flight. We further suggest that this first
flight be made using no more than about 1/2 throttle or just enough
to fly the airplane at lower airspeeds. There is no need on this first
test flight to perform aerobatics - this will all come soon enough!
The only real goal of this first flight is to get the model up, trimmed,
stall checked, and then safely landed.
Always fly with a spotter next you. This precaution has saved
many airplanes and provides two sets of eyes. With the engine
running and a clear runway, hold some up elevator to keep the tail
wheel planted firmly on the ground and perform a simple taxi test,
getting a feel for how the model responds to rudder/tail wheel
steering inputs. When you are satisfied, the airplane should now
be ready for take-off.
The SIG Edge 540T is actually quite easy to take off. However, it
is a tail dragger and coordinated rudder input will be needed
during the take-off run to manage torque. Our procedure is to taxi
downwind, turning 180
O
, lining the airplane up directly into the
wind, centered on the runway. Hold a little up elevator - maybe
20% or so - and slowly and smoothly advance the throttle. Never
slam the throttle wide open all at once! As the airplane begins to
move forward, use a little right rudder as needed to compensate
for engine torque, keeping the airplane tracking straight ahead. As
speed builds, smoothly relax the up elevator input. The tail will
come up and the airplane will be running on the main wheels.
When the speed is sufficient, a slight amount of up elevator should
get the model airborne.
With the speed up and building, the
rudder input is no longer needed and should be backed off to
neutral.
Continue flying the model upwind until a comfortable
maneuvering altitude is reached.
Make a smooth left or right
departure turn - as the field pattern dictates - keeping the nose up
a little. At this point your throttle setting should be no more than
one half. Adjust the throttle setting to achieve what appears to be
a "normal" flying speed and leave it there. At a safe altitude, use
the transmitter trims to trim each flight surface as needed to
produce straight and level flight, without stick inputs.
At this point in the flight, we suggest getting familiar with the way
your Edge flies in normal left and right turns. A few easy circuits
around the field should do this for you. Next, we suggest that
you fly the airplane up to a safe altitude and explore the stall
characteristics. Observe the speed and attitude of the airplane
when the stall occurs. Our own Edge prototypes stall very cleanly
and at acceptably low airspeeds. All of this is great information to
have when setting up for the first landing.
Our experience in landing the Edge 540T has demonstrated that
the airplane is docile and very predictable. However, the number
one thing to always keep in mind is that this is a very large model
and the throttled back sink rate must be managed to achieve
smooth landings.
Both 2-point and 3-point landings are well
within the capability of this model. For your first landing, we would
Flying:
The purpose of this section is to guide you through the first test
flight of your Edge 540T ARF model, using advice and procedures
that we feel will lead to your success. This section has nothing to
do with aerobatics. Aerobatics will be covered after the test flights
are made and the airplane is trimmed. However, if you still feel that
you might be tempted to start wringing out your model on the first
flight, we have some very serious words of wisdom for you:
It should come as no surprise that you should NEVER fly this
model if you are by yourself at the field.
In consideration of
common sense and safety, you will need the assistance of at least
one other adult individual to securely hold the airplane when the
engine is started and run-up prior to flight. Gas engines in the
95 to 110cc range, turning typical large diameter propellers, are
capable of producing a huge amount of thrust. So for your test
flight outing be sure to arrange for a friend or two to meet you at
the flying field - you will need them! Do not be tempted to use a
restraining yoke on this model. Such yokes place all of the static
thrust loads directly onto a very small area of the leading edges of
the stabilizer halves.
At 75 pounds of static thrust these stab
halves will be damaged by even a padded yoke and in the worst
case, the stab mounting tubes could be permanently damaged.
Second, when you arrive at your flying field, carefully and
methodically assemble your model, again with the help of a friend.
Two sets of eyes are better that one.
Also, do not rush this
process. The real goal is to test fly your model and this should
never be based on how fast you can do it but rather on how well
you do it.
After your Edge is fully assembled, get the frequency pin. Turn on
your transmitter and if it's the multi-model memory type, make sure
you are in the correct model number for your airplane! Now turn
on the airborne radio system. Check and then double-check the
ailerons, elevator, and rudder for proper direction of movement - up
is up, down is down, left is left, etc. Now check your transmitter to
make sure that these flight surfaces are each on low rates. Turn
the airborne system off, followed by the transmitter. At this stage,
we always suggest checking battery packs with an Expanded
Scale Voltmeter to make sure that they are fully charged.
The next thing that must be done is to conduct a proper range
check of your radio system, using the system manufacturer's
recommended procedures and criteria. We suggest doing this in
21
IMPORTANT: The SIG Edge 540T ARF model has been designed
and built for all-out 3D aerobatics. However, it is important that you
completely understand that such maneuvers are always performed at
low airspeeds. The SIG Edge has very large flight surfaces that work
perfectly in the low speed aerobatic flight envelope, especially so at
high rates. Excess flight speed with large flight surface deflections
can and will place tremendous stresses on the airframe, possibly
leading to surface flutter and/or airframe damage. All airplanes - full-
scale and models - have their limits. The most basic things to learn
about these kinds of high-performance models is to understand
the airframe you are flying, the available power and its proper
management. Understanding and making these three factors work
together is the definition of an accomplished R/C pilot.
We have performed just about every extreme 3D maneuver
imaginable with our Edge 540T models and have never experienced
airframe stress problems or surface flutter or any kind. But we have
always practiced low speed maneuver entries and exits, good flight
surface rate management, and used common sense with the power.
In addition, extreme 3D work places an absolute premium on the use
of good equipment, including appropriately sized metal geared servos
with zero-slop linkage set-ups and engines that are well broken-in and
completely reliable.