If your transmitter uses a toggle type flap switch and you have
set-up your flaps as suggested in this manual, then you should
have two basic flap deflection angles to work with. The first is the
milder 15
O
angle and the second is the more aggressive 30
O
flap
angle. Fly your model to a reasonable altitude and throttle back the
engine to the suggested 1/3rd or less power setting. Now deploy
the flaps to the first 15
O
angle.
Because of the increased lift
generated by the flaps, the model will want to climb a little. Holding
a little down elevator will compensate for this increase in lift. The
net result of the flaps along with a little corrective down elevator
input will serve to slow the airplane down nicely. As you gain
experience with the flaps and their effect on your airplane in flight,
you may want to adjust the amount of flap that is deployed when
you hit the flap switch. Of course, if you are using a transmitter with
a rheostat type flap switch, you can roll in as much or as little flap
as you need at any given time. Now try the 30
O
flap setting. You
will quickly realize that 30
O
is just about all the flap travel you'll ever
need with the Waco.
In fact, we recommend that you do not
exceed this flap setting with this model. Too much flap input will
slow the airplane down a great deal and could get you into trouble
if you're too close to the ground.
We use the flap function on our Waco models almost exclusively in
the landing phase of our flights.
We have found that in wind
conditions above 10 mph or so, flaps are just not needed. Below
this wind speed, we routinely use the flap function to make very
scale like landings in a controlled amount of distance. While we
have used a small amount of deployed flap during take-offs, we've
found that doing so runs the risk of getting off the ground a little
early. Use of the flap function is an acquired skill and should be
approached incrementally, with regard to the current wind
conditions. And speaking of wind, we've found that our Waco SRE
models handle wind quite well. Powered by the recommended
engines, you should find that you can comfortably fly this airplane
in relatively strong wind conditions.
While still at altitude, it's a good time to learn the stall
characteristics of your Waco.
Turn the model into the wind,
keeping the wings level. Begin throttling back the engine while
steadily increasing up elevator input. At some point, the airplane
will stop flying and enter a stall. We've found on our Waco models
that the stall was fairly clean, with the nose dropping forward and
controlled flight resuming almost immediately. The information that
you're after here is to learn at what speed and attitude the model
stalls. This is important to know, especially in the landing phases
of your flights.
Landing your Waco should present no real problems. We use and
suggest a standard landing approach routine involving the
downwind leg, the turn to the base leg and the final turn to the
landing. In the downwind leg, the throttle should be brought back
enough to allow the airplane to descend at a very shallow angle. If
you're going to deploy the flaps, now is the time to do so. The turn
to the base leg and the turn to the final approach should likewise
be done with the model slightly descending. Once flying into the
wind, line the airplane up with the centerline of the runway and use
the throttle as required to extend or decrease the final approach to
landing. We have almost consistently landed our Waco models in
the 3-point position, flaring just before touchdown.
After
touchdown and rollout, hold full up elevator and taxi back to the pit
area. Now you have to admit, THAT was pretty!
Make it a routine part of your pre-flight procedures to check each
control on the airplane, making sure each flight surface is moving
in the correct direction. Also check each control linkage to be sure
they are secure and that nothing is loose. Next, be sure to make a
range test with your radio system, per the radio manufacturer's
procedures.
We always suggest that this same range check
procedure be made with the engine running.
When you're satisfied that the airplane is ready for flight, start the
engine and allow it to warm-up to operating temperature. Hold full
up elevator and taxi the model out to the take-off position on the
flying field. For take-off, the airplane should be lined-up with the
center of the runway, with the nose pointed directly into the wind.
Holding a little up elevator, smoothly advance the throttle - do not
slam the throttle wide open all at once. As the airplane begins
moving forward, gradually back off of the elevator input, using the
rudder only as needed to correct any engine torque and/or wind
induced deviations from a straight take-off run. Allow the tail to
come up and the airplane to gather speed on the main wheels.
Lift-off will happen shortly. Keep the wings level with the ailerons
and climb out at a shallow angle to a reasonable trim altitude. At
altitude, use your transmitter to make any necessary trim
adjustments to achieve straight and level, hands-off flight.
You should find that your Waco SRE is a very comfortable flying
airplane. The control surface movements given in this manual
should provide the airplane with smooth, positive control in pitch,
roll, and yaw.
In addition, we have found that these control
surfaces remain effective down to virtually zero airspeed.
As
suggested earlier, we prefer flying our Waco models with a little
coordinated rudder mixed in with the ailerons. Of course, we've
flown it without rudder mixing and it flies just fine. But we found
that a little rudder input, about 10% to 15%, made the flying a bit
more enjoyable.
Our Hitec transmitter allows us to turn the
rudder/aileron coupling on or off with the flip of a switch, making
the coupling an option during any given flight.
With the model now trimmed and flying straight and level, you can
begin to explore the Waco's capabilities. At a reasonable altitude,
try a simple loop. The airplane should fly through the loop without
any tendency to twist out at the top. A clean loop typically indicates
that the C.G. is correctly located. Next, again at altitude, roll the
airplane inverted to get a feel for what it flies like in this attitude.
For reference, we found that it took virtually no down elevator input
to fly our Waco models inverted. Next, you might want to try a
simple 3-turn spin. Our Waco models performed beautiful spins
with almost instant pull out when the controls were returned to
neutral. Next, try a few aileron rolls. Our Waco models roll nicely,
in a proto-typical manner.
We turned off the aileron/rudder
coupling during our rolls to keep the tail from wandering. It is at this
point in your test flight that you probably want to find out how
effective the flaps are.
First and foremost, you need to realize that the flaps on your Waco
model are indeed effective and will really change the way the
model flies when they are deployed. You also need to realize that
flaps are low speed control surfaces, used primarily for landings.
Our rule of thumb for the deployment of flaps is that the throttle
setting must be at 1/3rd throttle or less before we drop them.
Never deploy the flaps at high flight speeds. Dropping the flaps at
high speed can place a great deal of unnecessary stress on the
flap servos and the linkages.
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