Building
file:///C|/Users/Frank/Documents/Demon/dem2.html[6/14/2011 4:30:56 PM]
NOTE:
Elevator and rudder servos are mounted by sticking them in place with double face foam type
mounting tape, drilling a hole on each side of the servo, and securing with a tie-strap (Be careful not to drill a
hole in your servo!!!) When mounting the aileron servo, use servo mounting screws and attach the servo to the
bottom of the wing/fuselage, screwing directly into the PVC. We have found that different engine and mount
combinations vary the airplanes CG greatly. Positioning of the rudder and elevator servos is the best way to
achieve proper CG.
4. Fabricate 4 control horn doublers from the PVC scrap as shown on drawing 4, then install control horns, and
doublers to ailerons, elevator and rudder.
NOTE:
Exact dimensions for control horns and doublers are not given as this will vary from plane to plane,
with different styles of control horns. Also note that control horns can be “homemade†from PVC scrap from
the rear fuselage cut-out!
5. Fabricate the pushrods of your choice. We have used conventional 1/4" square balsa, ¼†dowels, nyrod, and
even 3/8" wide scrap yardstick for our elevator & rudder pushrods, and they all work just fine. We simply use
1/16" music wire for the ailerons.
6. Install pushrods, plug in all your radio gear, and rig the ailerons, elevator and rudder to your satisfaction. For
the elevator and rudder, we recommend ½†to 1" travel (1†to 2" TOTAL). For the ailerons, we recommend 3/8"
to 1/2" travel (3/4" to 1" TOTAL)
NOTE: When rigging your ailerons, ensure that the bottom of the ailerons are parallel to the bottom of the
fuselage! Do not allow then to droop (like flaps)! If your ailerons droop, they will drastically affect pitch trim!
7. Secure the battery and receiver in place by placing a piece of foam over them. The foam will tuck nicely under
the radio gear access hole side lip.
8. Make a radio hole access cover and profile canopy from the Coroplast® scraps and fasten it down with four 3/4"
#6 screws in each corner (see drawings #1, #2 & #6).
9. Antenna exit routing is a matter of personal preference. Collin glues a piece of scrap plastic tubing to the inside
bottom of the rear fuselage for the antenna to run through. Dean drills several holes into the left rear fuselage
side and tie-straps a portion of plastic tubing in place for the antenna to run through. We have also ran the
antenna up through the vertical stab.
Flight Preparations:
1. Using a finger tip under each wing tip at the
FORWARD
spar, pick up your new airplane to check it's center of
gravity. It must balance level or
slightly
nose heavy.
NOTE:
If your plane balances tail heavy--DO NOT ATTEMPT TO FLY IT UNTIL THIS CONDITION
IS CORRECTED!
2. If your airplane does not balance to your satisfaction, correct it by shifting radio gear, adding prop shaft
weights, bolt on weights, or stick on weights as you see fit.
That's it! Your SPAD is done! We sincerely hope you found our instructions and drawings clear enough for you to build your airplane
without complications. If you found any errors, or procedures confusing, please e-mail us, we welcome your input and will do our best
to improve any problem areas. (We are in the military and are greatly influenced by staring at Air Force technical manuals all day
long).
Now lets go flying!
Flying the SPAD:
1. All procedures and dimensions we have presented in these instructions are tailored to flying your airplane with a
.40 to .46 sized engine. We have however, seen a SPAD sustain flight with a .15 sized engine, and fly like a
guided missile with a .60 (We don't recommend this!). Your flight performance will be superb with a standard
bushing engine, and be downright wild with a ball bearing engine.
2. Lets go over a few things before the first take off roll!
a. Assure you have range checked your radio.
b. Assure your elevator, rudder and ailerons are neutral, and have 1/2" to 1" travel each way (1’ to 2" total)
on the rudder and elevator, and 3/8†to ½†travel each way (3/4" to 1"total) on the ailerons. Any more
than that, and you better be pretty good!
c. Assure your airplane balances LEVEL at the wing spar if you are an experienced pilot - or slightly NOSE
HEAVY
if you wish a little more forgiving flight performance. DO NOT ATTEMPT TO FLY YOUR SPAD TAIL HEAVY!!!