GREAT PLANES Ultra Sport 40 Plus, Инструкция по эксплуатации

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Sport 40 Plus does not, however, possess the self-recovery
characteristics of a primary R/C trainer and should be flown
only by experienced R/C pilots.
A fully cowled engine may run at a higher temperature than
an un-cowled engine. For this reason, the fuel mixture
should be richened so the engine runs at about 200 rpm
below peak speed. By running the engine slightly rich, you
will help prevent dead-stick landings caused by overheating.
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, shut the engine down and
bring the model back into the pits. Top off the fuel, 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 engine torque. If you are flying the tricycle
configuration, ground handling will be easier and the torque
reactions will not be as severe as they are on a tail dragger.
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 engine
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. If you are using the retract
configuration, now it is time to retract the wheels.
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 Great Planes Ultra Sport 40 Plus 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 fuel, 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 fuel level, but use this first flight
to become familiar with your model before landing.
To initiate a landing approach, lower the throttle while on the
downwind leg. If you are using the retract configuration,
lower the retracts. 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
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 of
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.
Fuel Mixture Adjustments
54