ORIGINAL: Buzz Lightyear
Ali
I guess I have been flying long enough to know what I expect from a plane, how I want it to fly and how to power it. I have flown a mates Rush with a Saito 72 and it was easy to fly. It didn't need much throttle management because you were either flat out or idle. (The Rush and engine combo was his second plane. I would have to say it was perfect for him. Don't get me wrong, he flew his trainer very well and I suggested he get a Rush after I let him fly mine.) This set up was good for sport flying but wouldn't fly F3A or pull out of a hover.
Lord Lucan
The Cyclone will handle the YS140FZ with ease. I would only open the tap with the nose pointing up. If the guy flying it wasn't very good at throttle management, I would agree with you. I think we have all stood in the pit area watching planes takeoff at full throttle and the throttle only goes to idle for landing. (except for jets, racers etc...you know what I mean) Actually, on the cyclones 2nd flight the throttle got stuck at idle. (my bad) If I had to fly the plane around with the throttle stuck wide open waiting for it to run out of fuel, I wouldn't have had a plane left.
IMO....if anyone is thinking of getting one of these planes....do it, you will love it.
Cheers
Buzz
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It used to be that in order to keep flying, you just about had to keep the engine running flat out.
Look at the old Goldberg Falcon 56. This model weighed anywhere from 4.5 lbs to 6 lbs. with the old, large and heavy radios. These models were first advertised as recommending a .15 to a .19 sized engine.
When you start out this way, even after jumping up to larger engines, you tend to use the throttle like a toggle switch. It wasn't until the mid Seventies that I finally began to get into power management. Lots of folks never have, as you noted.