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RE: Impact - 3/22/2006 11:34:26 AM   
tmark65



Posts: 56
Joined: 11/15/2002
From: Thessaloniki, GREECE
Status: offline 		Papaone,

In another thread about Abbra (http://www.rcuniverse.com/forum/m_2284006/mpage_4/key_Abbra/tm.htm) post #94, you say that a friend wants to buy your Cocaine .... !!!!

Did you finally sell it ????????????????????????????????????????????

Are you still thinking of selling it ???????

I'm interested !!!

(in reply to papaone)
       Post #: 726

RE: Impact - 3/22/2006 7:50:56 PM   
papaone



Posts: 566
Joined: 3/11/2005
From: Salon, FRANCE
Status: offline 		Hello Tmark65
Yes my friend bought my Cocaine. He 's going to modify it in seaplane
to do seaplane europeen contest.
Regards

(in reply to tmark65)
       Post #: 727

RE: Impact - 5/25/2006 11:23:26 AM   
PATTERNPATTERN


 

Posts: 27
Joined: 6/29/2004
From: , CA, USA
Status: offline 		Hello,

Its time to bring this thread back to life as I need your help.

I couldn't get my Imact flying right, The main reason is I rushed the building and didn't align it right.

I have now stripped back the model to set it back up with the aim to getting it flying right. I have it set up with a hacker c50. This time I am going to use wing and tail adjusters. And use the origional rudder and not my own balsa one.

So my question for you guy's who have being experimenting is what is the best settings for the following also maybe you can comment on why you are suggesting these settings:

1. Wing incidence

2. Tail incidence

3. CG

4. Engine Thrust

Also what is the best method to mount the composite arf rudder, I know there was some issues with CARF way of mounting it. I also want to mount ail servo in traditional method and use new contol horns. Any advice / pictures on these areas would be a great help


I would really appreciate your help on this matter, after all I am sure I can get this plane flying well, it won a us nationals and place high in European and World champs albeit in the hands of top German and USA pilots.

Thanks

Pete

(in reply to papaone)
       Post #: 728

RE: Impact - 5/25/2006 12:24:27 PM   
Malcolm H



Posts: 274
Joined: 10/24/2002
From: glasgow, UNITED KINGDOM
Status: offline 		Wing Incidence - adjust to get the fuselage flying at the angle you like.

Tail Incidence - adjust to remove any elevator trim once you have set the CG and done your downthrust checks

CG - mine is on the rear of the wing tube and has a very very slight pull to the canopy in down lines

Engine thrust - My C50 is lined up with the nose ring

What are my incidences in absolute terms? Haven't a clue and don't care! In my opinion you are wasting time adjusting any of this before flying. Fly it then adjust to suit.

Malcolm

(in reply to PATTERNPATTERN)
       Post #: 729

RE: Impact - 5/25/2006 12:33:41 PM   
PATTERNPATTERN


 

Posts: 27
Joined: 6/29/2004
From: , CA, USA
Status: offline 		Thanks Malcom,

Mine flew with its nose very high in level flight, does this mean that I need to raise the trailing edge of the tail to get the nose more level?

Did you use the markings on the fuz as the initial ref point?

Also did you find any twist in the wing or tracking issues in level flight?

Thanks,

(in reply to Malcolm H)
       Post #: 730

RE: Impact - 5/25/2006 4:11:11 PM   
Malcolm H



Posts: 274
Joined: 10/24/2002
From: glasgow, UNITED KINGDOM
Status: offline 		So did mine. To fix this you need to increase the wing incidence - i.e. raise the leading edge of the wing.

I think I required 1/2 a turn or so on one adjuster to get neutral roll trim with the ailerons level. This could be my slight error on initial setup rather than any warp in the wings.

I did start with both the wing and tail nominally on the marks.

No tracking issues and mine goes up pretty straight with the motor aligned to the nose ring.

Malcolm

(in reply to PATTERNPATTERN)
       Post #: 731

RE: Impact - 5/25/2006 10:36:53 PM   
PeterP



Posts: 338
Joined: 2/17/2003
From: Brisbane, AUSTRALIA
Status: offline 		As a giude to what I have done as far as incidences these are some of my measurements.

with fuselage sitting in my jig the bottom of the fuse (lowest part just behind chin cowl is 2 mm above the surface of the bench. The tailpost is 47mm above the surface of the bench. At that point incidence was set to .25degreees positive on wing and zero on the tailplane. Then from here I dropped the rear of the tailplane by 2mm. I dont know what the relationship is now between wing and tailplane but I would guess between 0.1-0.2 degrees. The angle the fuselage presents to the horizon is extremely important and I cant stress that enough. You need to make sure that is correct as well instead of just looking at relativity between wing and tailplane. These setting are pretty close to the mark IMHO. By lifting the rear of thte fuse I in effect added more down thrust which it required.

Cheers,

Peter

(in reply to Malcolm H)
       Post #: 732

RE: Impact - 6/15/2006 3:31:47 PM   
PATTERNPATTERN


 

Posts: 27
Joined: 6/29/2004
From: , CA, USA
Status: offline 		Any new updates on my alinement question from post #:728

(in reply to PeterP)
       Post #: 733

RE: Impact - 6/15/2006 5:47:35 PM   
stek79


 

Posts: 598
Joined: 4/23/2005
From: , ITALY
Status: offline 		Hello guys,
since you are speaking about trimming, perhaps I can ask a question.

Is there any test manouver to fly in order to spot an elevator mis-alignment problem? I mean some difference between the incidences of the two stabs - I don't own a good incidence meter, so I'm asking myself how to be sure that the two stabs are ok - during flight.

Do you find that a slight difference in incidence can be a problem during pushes and pulls? Of course, let's imagine that the stabs are correctly aligned with the wings (if we look at them from behind the airframe).

Thanks!!!!!!

(in reply to PATTERNPATTERN)
       Post #: 734

RE: Impact - 6/15/2006 6:07:48 PM   
f3a05


 

Posts: 429
Joined: 3/12/2005
From: Saffron Walden, UNITED KINGDOM
Status: offline 		A simple static check is to tape a straight light balsa stick to each el. half at the same place on each one, pointing straight back, beyond the back of the rudder, and then balance a third stick on the two taped ones, at right angles to them, and about the same width as the stab.

Then you can sight from the front, and check alignment ,at neutral, and during movement from neutral to full deflection.
(invert the model to check down elevator).

(in reply to stek79)
       Post #: 735

RE: Impact - 6/15/2006 7:02:22 PM   
stek79


 

Posts: 598
Joined: 4/23/2005
From: , ITALY
Status: offline 		Clever idea! Thank you f3a05.

But we could have the elevators aligned but the stab at different incidences...

(in reply to f3a05)
       Post #: 736

RE: Impact - 6/15/2006 7:43:19 PM   
f3a05


 

Posts: 429
Joined: 3/12/2005
From: Saffron Walden, UNITED KINGDOM
Status: offline
quote:

But we could have the elevators aligned but the stab at different incidences...


OK----Another low-tech method.....
Pin/tape long balsa sticks along the centreline of each stab tip(or along the elevator tips with these tips aligned with the stab halves, depending on the design)
The sticks must project behind the rudder.
Now stand well back to one side, and the sticks should be parallel to each other.
You can use the same method to check wing tip alignment.

Now ask what to do if the tips are curved in plan view!?

< Message edited by f3a05 -- 6/15/2006 7:44:59 PM >

(in reply to stek79)
       Post #: 737

RE: Impact - 6/15/2006 8:05:05 PM   
stek79


 

Posts: 598
Joined: 4/23/2005
From: , ITALY
Status: offline

In fact my plane has them curved...

(in reply to f3a05)
       Post #: 738

RE: Impact - 8/21/2006 8:02:40 PM   
tggilkey


 

Posts: 127
Joined: 11/26/2003
From: Mendota Hts., MN, USA
Status: offline 		Another Impact flies! Mine went to a contest this weekend with 7 flights going into it. It felt comfortable enough from the first that I just decided to stay with it. It's the White/red version with trim painted using PPG Concept colors from Radio South. It's powered by a 160 DZ swinging a 17X12 APC prop. It came out right at 11 lbs. -- that could be trimmed down by replacing some pieces with lighter materials but it will probably stay where it is. The plane flies very nicely -- I set up the incidences as described earlier in this or one of the other two threads by using the 45mm difference between the bottom front of the fuselage (at the opening for the enigine cowl) and the tail. The post I copied used a 2 mm spacing between the table and the same front spot, and a 47 mm block under the tail. I just let my front touch the table and blocked the tail up 45mm; (re)set stab at 0 using the rear pins; initially set the wing at 0 to have a starting point -- then added what I think was 1/2 turn positive to each Gator adjuster (the adjusters are 6" either direction from the wing tube); and used the face of the fuselage spinner ring as reference for the engine placement. It has all the enhancements/improvements put in as described in the various postings -- mine was purchased before any of these were put in or included with the kit. The DEPS system was used for elevator control. The balsa tube/pushrod supports were tied in to the Depron foam "ladder." The ladder is glued to the front of the first brace that was recommended. The front of the ladder overlaps the tray for the rudder servo which was made big enough to carry forward of the TE of the wing. All done in an effort to minimize open places for stress to concentrate and flex/fracture the fuselage. A diagonal bulkhead was also added about 1/2" inch behind and parallel to the rear of the canopy opening. A vertical brace was added in the fin to stiffen the top of it -- placed somewhat aft of the point where the fin would go horizontal toward the hingeline. A new rudder was built from ribs and balsa sheeting (similar to another posting) -- the tailpost was also replaced with a conventional balsa post. The counter-balance was cut off the composite rudder and glued to the top of the fin (mostly to maintain the Impact look). At this point there seems to be enough rudder without it moving, also. Naturally the new rudder is lighter than the composite rudder. Using the wings-off method to balance it, I have started with the CG at the center of the wing tube -- the battery pack is right behind the wing tube. The one thing I have not done yet is to laterally balance it -- I remember there being a difference between the wing weights when I first got the box, but wanted to wait on that until after flying it some and to see how the airplane "sees" the wings. With the above setup I needed about 2 JR beeps of down and one or two of some aileron -- don't remember which way. On the first flight I was prepared for the worst with all the tales of a twisted wing panel, tails coming off, and who knows what else… The way it is set up does require a tiny amount of down elevator mixed with low throttle; and I don't have the Knife Edge mixing quite right yet -- but I can say that it wo