quote:

ORIGINAL: damifino

The full size WACO flies nose down at cruise. Of course it all depends how the pilot trims it. Flying 'tail down' is not fuel efficient in the full size as already touched on by KHODGES.

STICKBUILDER- What about all this all this noise about incidences realative to the crutch? Seems you're the only one here who has experience with this bird.

quote:

ORIGINAL: Hughes500E

According to my level (bubble level glued right to the crutch) I am dead level. According to my eye, the fuse will be flying nose down. Maybe it's just the taper in the forward fuselage that makes it look like it's nosing down

quote:

ORIGINAL: Hughes500E

This is my 1/6th Dave Platt Waco in flight. We can see it is flying level but have a look at the elevator
I never built this one, I was just fortunate enough to own and fly it. There are a lot of variables but that is a lot of elevator!
I must say, I had my hands full a few times

quote:

ORIGINAL: Hughes500E

This is my 1/6th Dave Platt Waco in flight. We can see it is flying level but have a look at the elevator
I never built this one, I was just fortunate enough to own and fly it. There are a lot of variables but that is a lot of elevator!
I must say, I had my hands full a few times

quote:

ORIGINAL: Skinny Bob

Looking at the picture tells me that the CG was to far forward or the top wing incidence was negative. Ether condition would require up elevator to maintain level flight.

quote:

If that plane is at sustained level flight, then it would indicate that the stab needs to be a negative incidence (leading edge down), not positive.
That picture is very confusing to me.
It does reinforce my desire to get rid of the wrap around style elevator though. It just looks aerodynamically dirty

quote:

ORIGINAL: pimmnz

I think you guys are getting too wound up about this flight atitude/trimming issue. You can't force these things to fly `at this pitch attitude' at some cruise speed `cause that just isn't the way it works. If you have ever flown full size you will know that to fly at a straight and level cruise speed you first set the horizon at the right place with elevator, wait until the ASI tells you that you are at the aispeed you want, set the correct RPM (power) then trim the stick forces away with the elevator trim. The angle the fuselage flys at is set by the relationship between the rigged angle of the wing/fuselage, and the angle of attack required to provide enough lift AT THAT AIRSPEED to maintain height. If you want to fly faster, then the new trimmed attitude will be `tail high' (less AOA), conversly if you fly slower then the attitude will be tail low (more AOA). The trick with your model is to choose the correct rigging angle of the wing to the fuselage to give the right flight attitude at your chosen cruise airspeed. Tailplane trim is only an airspeed control, not an attitude control. If you now fly your model faster, you will have to trim nose down to stay S&L (tail high) etc, etc. A heavy model with the same rigging angles will seem to fly tail low compared to a light version with the same set up. I prefer to set my models up to fly S&L at around 50% throttle barrel movement. This way to climb I merely open the throttle, and to descend just close the throttle a bit. This eliminates, for me, the necessity to re-trim for differing airspeeds as I aint going far/long enough to need to worry about stick forces present at cruise for hours at a time...:-)
Evan, WB#12.

quote:

ORIGINAL: ronj10



why does the real one have a cowl and wheel pants?

To reduce drag I'm only using one set of flying wires and no wires on the tail. I also left off those crossed sticks between the landing gear legs.

Those forward points on the wrap around elevator create allot of vortex turbulence at both high and low speeds when not aligned flat to the stab. I probably would not go out of the way to get rid of them but I have to strip the covering on my tail feathers to redo my ribs anyway, it might be a good time to go with the typical stab, elevator layout.