<p class="MsoNormal"><span lang="EN">Cliff, Ditto on the wind thing. I don't mind flying when it is windy, but not when it's choppy. .Comes to a point I just can’t react fast enough Right type airplane makes a big difference.. I have an OS 46 powered H9 Mustang that is a ball of fun in the wind. </span></p><p class="MsoNormal"><span lang="EN">On the motors, Yes it's a 100, hard to keep up with who has what. So that’s the cub with the 80 on it. Beautiful airplane, and with that 80 the performanceis probably a lot like it was said of the full scale Cub. 'Flies so slow it canjust barely kill you'. I know what you mean about weak when one lunging. Blue confession, I leaned a jug too much on the third hop and one flamed after takeoff. when i backed down on the power. I was really concerned about making it back to the runway. Could barely maintain altitudeand it was pretty iffy for about 15 or so seconds or so .ragging along on the backside of the power curve close to stall speed. <span></span>Got my heart going for sure. . I have to get up to speed on tuning these two bangers. My getting through the first flights by running “safely rich’ and depending on glow to keep it running and keeping my foot out of it is obviously a bad get by. I wouldn’t have done that motor that way for anything. I haven’t started rootin’ in the threads for a tuning solution. Picked up some where there are simpler, better ways to do it than theSaito manual. Any links or insights appreciated.</span></p><p class="MsoNormal"><span lang="EN"><span></span>The produce scales at Bruno's told the tale on whistles and bells. 9 ½ pounds. She is a fat girl for sure. Lol, with that much weight, the only way it could compete performance wise is outrunning you in a dive.</span></p><p class="MsoNormal"><span lang="EN">I played with some weight numbers and the 'What If ' difference i came up with if i would have put in a Saito 125(which i really considered doing) instead of the 100t was 8 ounces. Would have built out with the 2 color Worldtex and the way i equipped the airframe at 9 pounds with a 'normal' engine.. I limbered up the incidence meter tonight and took another look at the numbers there also.<span></span>And was in for a nice surprise. I wasn't handling the instrumentation right when i looked at the stab incidence before. I was trying to use the instrument on the stab with the wing brackets. When i laid the metal edge ontop of the stab, the incidence was within .1 degree of the thrust line
Skill problem on my part. Best i can tell, wing incidences are .1 up on the bottomand .2 to .3 down (thank goodness) for the top.</span></p><p class="MsoNormal"><span lang="EN">If i want to move the cg back some more when the time comes, I can move one of the glow sys batteries into the spot vacated by the flight pack. 2.3 ozs. back 4 1/2 inches. Guesstimate that will bump it to probably to 26 or 7 or so judging by the effect of the flight battery move.</span></p><p class="MsoNormal"><span lang="EN">Enough for now! There are some other good points in your post that i will get to later. I started this last night and it’ been a long day, I am helping a friend on the haul out of an ancient sailboat. Sanding....All you want and can stand. Reallywant to do round 2 with the new bird, but it is not in the cards for the next few days. Later guys.
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