The following is a report on my first 2 flights of my GP GB R2 ARF yesterday 10/03.

It was flown from a grass field of 480' length, temp was 58 dgr. and wind blowing at approx. 15 mph, 30-45 degr. quartering crosswind.

The GB was fitted with the factory recommended throws.

TAXI: The GB taxi's very well on turf with only a slight lightness on the tailwheel as some minor bounce is noticed.

TAKEOFF: is striaght as an arrow, dispite the quartering crosswind and when it lifted of in approx. 10 feet after application of full power, is was absoulte wings level with almost no aileron input considering the power I have fitted into my GB, more on this below.

FLIGHT: The GB WILL let you now if you have not gotten the Rudder on neutral as it will dog track (side slip) until you trim the rudder correctly. Once done the GB tracks like an arrow with very solid flight at 50-60% power. Loops are as big as you want and the rolls are quick and the knife edge is beautifull.

After landing, the trim settings where as follows: Ail.- 3/32" Right, Elevator - Dead Neutral, Rudder, Dead Netural. (kit has down thrust and right thrust built into the firewall and appears to be just right.) After test flight throws: Ail, reduced by 10%, Elev. reduced by 20%, Rud, as is per manual.

LANDING: This was a bit interesting dispite having 42 flights on my other GB, a
Kyosho "Z". On my first approach, I noticed that you truely do need to maintain some power as per the manual due to frontal area. Once over the threshold, I redcued power to just above idle, decended over the corn and began the flair and observed a VERY sensative elevator which produced a small "Gallop" when attempting to flair, landed without incident.

2nd landing was much the same and I came to the conclusion that the Eleveator has to be set up on dual rate to eliviate this sensativity at LOW speeds. While in powered flight, the elevator reaction is PERFECT for the flight regime in all power settings. WARNING, if using dual-rate to eleviate the gallop on flair to landing, upon touch down in the grass, you may find that you will NOT have enough elevator throw to keep the nose from tucking under !

My R2 came in at 12.7# (factroty spec's are 11.25 -12.25#) and I only added 1.4 oz. of lead to bal. and I placed this inside of the pilots head. Considering the mod's I made to this model, these where EXCELLENT results.

Because I have flown in the USRA racinging events and wanted similar performance, I made the follwing changes to the my GP GB-R2:

1. All pushrods where changed up to 5/16" spruce dowels and ALL PR wire rods and clevises are 4-40. It is important to MINIMIZE the length of the PR wires to eleviate ANY flex. I disagree GREATLY with the manual in this area of construction.
2. The pushrod mid-span support was changed to 1/4" Spruce.
3. Repalced the "laminated light ply" wing spar with a single pc. 5 ply Birch ply spar.
3. The main wheels where up-graded to Sullivan Light Weight 4-1/2"
4. Installed a OS. 1.60 FX 2 cycle w/ stock muffler w/ Zinger 18 x 6-10 wood prop. on 10% fuel,w/stock kit supplied 14+ oz fuel tank.
This required the following mods:
a. Spilt the kit motor mount to allow for the bolt-up to the OS 1.6
b. Modify the "muffler tunnel" in the bott. of the fuse to allow for the passage of
the stock OS muffler.
c. Generated a "Drill pattern" on AUTO-CAD to properly relocate the OS 1.6 to insure the muffler would fit down thru the "tunnel"
d. Add an 1/16"x 1/4" ply strip around the entire OUTSIDE of the cowl mounting ring. This is needed as the cowl will be slightly FORWARD of the 2" position recommended in the manual. This is to allow for clearnace with the front of OS1.6 muffler.

The results of these mods., while not for everyone, has added only .4# to the stock model, HOWEVER, the performance is outstanding and this GB takes it in stride ![sm=lol.gif]

A note of observation between the Kyosho GB-Z and the GP,GB-R2 is the MAJOR difference in the Wing Incidence with the thrust lines and stab incidences being nearly identical. As a model designer of over 25 years, I feel that the Wing incidence is contributing to the "balloning" tendency the GB-R2 has when attempting the falir to landing and to satisfy my curiosity, I proceeded to measure wing incidences and found the K-GB-Z at +1.5 dgr. to the GP, GB-R2 at +4 dgr. !!

The reason to proceed to compare models is that while the 2 models are IDENITCAL in being ROCK SOILD in take off and flight, the landing behaviors are totally different with the GB-Z being dead smooth on landing flair without the use of dual rates vs. the R-2 and I wanted to understand why.

HAVING SAID all this about the wing incidences, this is NOT a bad thing but ONLY a designers observation and I will continue to fly the R-2 "as is" to determine the best power setting for approach and landing.

Until then, can't wait to get back to the feild as my R-2's vertical is truely "ULIMITED".

I will be glad to provide the OS-1.6 drill pattern data and muffler tunnel mods to anyone wanting to install this engine into the GP-GB-R2.

All comments and replys from others that have flown this model are welcome.[8D]

Best Regards: