Skyflying1
Posts: 318
Joined: 2/27/2002
From: San Antonio,
TX, USA
Status: offline
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I'm glad you jogged my thick head about the stall on take off and landing. I have a long story about this that I will spare you for now but if you are interested let me know. The point of it is that I had nasty tip stall that seemed to occur out of nowhere on my 'Z' corsair. To make a long story short I called Ziroli and spoke to Z Jr. He suggested that I think for a moment about what happens when the aileron goes up. Well...if you put an incidence gage on the wing/aileron you will see that you get negative incidence which is the same effect as washout..right. So if you crank in a couple turns of up aileron on both sides you now have more washout which means more angle of attack before tip stall. Forget the "if a little is good alot more is alot better". A couple of degrees goes a long way. I added this to my bruised 'Z' corsair and arrived at the field for tests. The nasayers and infamous peanut gallery all thought that I finally had gone off the deep end. I had antiflaperons on a warbird of all things. The cameras and camcorders were all ready for the splat of the year. Well after 3 perfect flights and flawless landings I loaded up and headed home. Man my head was so swelled up I could hardly fit in the van! Of course I didn't tell anyone I had already experimented with this on my son's Sig Fazer earlier in the week so I knew exactly what to expect!! The funny but sad thing is that 6 nice warbirds were splattered in that club after this event. All of these could have been still flying if the owners would have just listened and thought about how planes fly. Scale warbirds fly on the wings and not the prop. These guys all flew hot aerobatic planes and just seemed to forget that you can't bank and yank a warbird around like the aerobatic planes. Well enough bashing for tonight. This is a great thread so let's keep it going. Maybe a Corsair topic can be started. bentwings
Shame on you guys!!!  Don't you gentlemen realize that all this excellent information will result in reduction in sales of "replacement" plane and wing kits--not to mention retract parts? Great thread with a wealth of invalable information that will save a lot of great birds. I have been flying Corsairs for about six years and every input to this thread is gospel! Love the plane. Thanks. Warmest regards. ray h.
Owning a top flight giant f4u I did some research by reading a book that I believed was called "whistling death". I picked it up at the local library and it was super informative regarding all of the characteristics the orignal test pilot found during testing and production of early to late model corsairs. It also gives some good information about it's tendencies in fighting, most specifically with the zero. Searching corsair subjects at your library web site should find it for you.
My TF- Gold Edition is my second Corsair, first being a DynaFlite Funscale. My TopFlight one wieghs in at 8 3/4 lbs, with retracts! Both have retracts (VERY difficult to do with DynaFlite one). Early on, I attempted 3 point landings with Dynaflite one, always resulted in bouncy landings. Them I remembered watching Baa Baa Black Sheep and seeing those Corsairs always land tail high, that is landing on the mains. Same thing at airshows, while most other warbirds can make 3 point landings (Mustangs, WildCats, HellCats, even BearCats), Corsairs were ALWAYS landing on the mains. So I tried it and it works, I grease it in on the mains (maintain some power) and bouncy landings are no more. I also agree with whoever said that he lands with gear up when dead stick, a few scratches are far better than the damage that I have encountered to those weak Robart retracts. Flying Corsairs has transformed me to a rudder pilot, and I am glad it did. Previously, I just used rudder for take offs and aerobatic manuevers, now I am using it constently. I find that a little opposite (to turn direction) rudder gives more scale like turns. And of course, you MUST stay on the rudder during takeoff and low speed, high power manuvers. Bent Wings and Round Engines Forever. Check out my Corsairs at: http://y42.photos.yahoo.com/bc/corsairjock/lst?.dir=/Jim+Jager%27s+Loves&.view=t
I could use some advice. I want to invest in a giant scale Corsair or Mustang. This will be my first giant scale. I am currently looking at getting a 93" kit from Saxton Kits at [url]www.rsaxton.com.[/url] I was wondering if this will be a good kit. Would you recommend someone else? Do you guys prefer a foam core or wood buildup for the surfaces? I have absolutely enjoyed all the information you have been writing. Please give this young warbird nut some advice on how to get started.
This is an excellent thread Guys! A couple of points that may not of been mentioned in flying giant-scale warbirds. I'm certainly not an aeronautical expert, so bear with me. Carefully observe your initial flap deflection, as you may enhance lift instead of creating the drag necessary to land on runway center. When I first flew my Ziroli Skyraider, I only dialed in 30 degress deflection and had difficulty spot landing. The model just kept wanting to fly and would often become dangerously close to that dreaded stall. A friend recommended to increase the flap deflection to 40-45 degrees, which I thought was way too much! Once I dialed in that 45 degrees, she was ridicolously easy to land. Smooth as silk every time! I now use a base setting of 40 degrees on all my warbirds. Another tip... watch those flap servo's and their hardware. I've witnessed several warbirds crash because of inadequate flap servo's, weak linkages, improper installations and untimely deployment. I suggest only high torque, metal-geared servo's (Hitec 615MG work well) and aftermarket horns, such as those H/D Dubro units. Install the flap servo close to the surface, and so it pulls the load instead of pushing it. Avoid deploying flaps at full throttle anytime, especially on your downleg. This places a tremendous, unecessary load on the surface. Set up your radio to allow a two position setting or get familiar with stepped rotation of the flap knob on the transmitter. Avoid looking down at your radio. This is a critical moment. As I turn base, I reduce throttle to half and drop gear. Always add a slight amount of throttle (these warplanes really dirty up quickly p ˇPć|
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All Forums >> RC Airplanes >> RC Scale Aircraft >> The "Corsair Blues" Archived 
The "Corsair Blues" Archived - 
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made quite steep with just a tad of power. The last place you want to be with this airplane is low and slow with a high angle of attack. I never made a long, flat approach like you would with a sport model as that would be begging for trouble. Keep the nose down until just a few feet off the ground and then gently flair, being ready with the throttle if necessary. It's amazing how fast a Corsair will bleed off speed with the flaps down when you pull the nose up. As with any model, any power changes during the approach and flair shoud be smooth. Don't abruptly jam the throttle forward and then back again as that only forces the nose even higher during the round out to touch down. I guess the biggest piece of advice I could give would be to never try and fly a long, low approach with lots of power on. Use the flaps for what they were intended, to allow a steeper approach without excessive speed build up. I guarantee you the airplane will not stall/snap with the nose pointed down! It's very easy if you keep a few simple rules in mind at all times. Once you get the hang of it you will be able to spot land the airplane more accurately then your buddy with his Sig Kadet! Good luck, Chad Veich.