Still raining here :-( and windy too. Next week's forecast is looking much better.
Until then, I'm figuring out where to put that 3ed servo for the ailerons. Just enough room over the lower wing (CG neutral weight), but I'll have to move some wires. If the plane can land safely on the undercarriage I'll consider removing the RX case to save 3g, but that may actually cause some CG issues.
What sort of mount do you have in mind? Last minute suggestions are welcome!Might be worth making a mount for it and then "flying it" firmly mounted to make your adjustments before free flight.
Didn't see this until late tonight. My brother advocates something along these lines, but in my experience the centripetal force on the string makes it difficult to analyze what's really going on. Force on the string can be large and their is no real analog to this vector in free flight.I used to run electric planes with a small hook at the C.G. (monoplanes) and attach the wing in a manner that made the wing parallel but able to move a little (loop of string attached at the inward wing with around a half inch of loop) around the string that leads to the C.G.at the end of the string. This kept the loading off of the wing and transferred it to the fuselage. When taking off, the plane, attached at the end of 8 feet of strong string, would then flies in circles ( the other end of the string mounted to a post in the center ) and by having a little rudder applied, this would kick the plane outwards and the centrifugal force would take over shortly. You can actually fly the plane tethered like this, to a certain degree. It will give you a good indication of what could happen in free flight, and you won't lose the plane.
My son was 5 at that time and would invariably run into the string, but that was fun in itself. You can actually take the plane off and land with this arrangement.
Taxi tests revealed my plane (with its anticlockwise turning prop) tends to yaw strong to the right on takeoff - could be the P factor and also the helical flow of the prop wash hitting the riight side of the rudder more. I actually didn't have enough rudder to avoid yawing on the initial roll at full throttle. This problem became manageable as the plane rolled faster. I didn't notice much right hand yaw in free flight, perhaps because the plane had a fair amount of speed when it left my hand, or maybe just because yaw is much harder to perceive in the air. The plane did seem to roll strongly to the right, that could be engine torque or now that I've had more time to reflect, it could result from dihedral coupling the roll to the theoretical yaw I might not see. Tricky.Do you have a "Trim" tab on the Rudder. Some of the older planes I have worked one (real full size planes) had a piece of aluminum you would bend by hand, really scary eh! It works though, the same thing can be done with the ailerons. If you think the problem is from the torque, it could also be the P-Factor. "Quote:
Single engine propeller aircraft
(As viewed by the pilot), the aircraft has a tendency to yaw to the left if using a clockwise turning propeller (right hand), and to the right with a counter-clockwise turning propeller (left hand). The right-hand propeller is by far the most common. The effect is noticeable during take off and in straight and level flight with high power and high angle of attack."
Vans RV8's use a trim tabs on the rudder much in the same way I have described. When I flew rubber band powered gliders, I would design them looking much like a "Blohm and Voss" asymmetrical observation plane to try and get a straight ascent and had a trim tab mounted on the aileron which would make it glide back in gentle wide circles, did not lose the plane that way. A steep ascent in a Piper Warrior (180 H.P.) requires substantial right rudder to keep it over the runway. I hoped this helped out. You also must make certain the wings are completely on the same plane, relative to each other, especially in a Bi-Plane.
Lots of good ideas.The first "Flying Fleas" had too little range of movement and could not get out of a dive.n I think the only way you can perceive this in flight is by the amount of input you make. If you have the radio set with the trim mostly in one direction or another, that could be a good indication. As these things become more pronounced at steep angles of attack, as far as in relation to forward movement, it could just be that you have a very powerful motor and "Less is More' in this case. If it is it flying as a normal balanced plane, except for take off, then it just may mean that you need to ascend less steeply, or make a bigger rudder to give it more authority. Sounds like you real close though. I would love to see a video clip of it flying. It is such a cool looking plane!