bobkra,
I wouldn't worry about using bends on the throttle linkage, almost zero resistance on most throttle arm levers but I would shy away from them on any of the control surfaces.............mstcitabria

I used to agree with you mstcitabria, but after experiencing mushy throttle on two bent rod airplanes, I vowed never again. That of course is JMHO and everyone is welcome to set up their plane as they see fit. I know I'll be happy with the way my setup works but I couldn't say the same for any other way my poor feeble old mind could come up with. If nothing else, the piece of mind I'll have knowning I have a nice, direct, no flexing allowed connection to the carb will help when I'm down low. With my flying, I use the rudder and throttle a lot and I need them to be as quick and decisive as possible. Some people fly with no rudder and their throttle is either on or off. Different strokes for different folks makes for different requirements / desires.

NICE photos guys!

Why doesn't someone cut off the right cheek half and mount an engine horizontally? It may line up the carb with the tank center better, and those upright engines look so trainer-like.

The U Can Do has a longer fuselage ( Ithink ) and therefore doesn't need the tail feathers to be a large.

Ernie

Here is how I did mine using Sullivan Gold-N-Rod. The only change to the fues. was to re-drill the exit hole in the firewall. Saito 125 with a APC 16x4W.

tedginto,
Neat, clean set up on the linkage, I plan on doing the same to mine. Thanks for the pics................mstcitabria

Looks good! Question: your 125 turns a 16X4W? That's what I have on my 100 and I have to keep it way rich.

Picking mine up tomorrow. Just got the message that it's been in since Friday. I have a Saito 125 that is going on it and prolly going to use JR 821 digis. I'm glad to here that this is going to be an easy build. I have 3 no 4 other planes that I am working on right now.

That 16x4 prop is no where big enough for the 125. I have been running a 17x4 and it works great.

I just split my UCD 46 in half on Monday and was thinking to myself, 3rd times the charm. Yeah, I have cracked the fuse in half 3 times now, and this time I am just not sure I want to fix it. The last couple of times it was an easy based on its location but this time its kind of all over the place. I knew I wasnt quite ready for rolling harriers, DOH!

Anyway, I had a Magnum 91 in it and it was great, never lacking for power. I fly with a guy who has a Twist 40 and know its a great plane. What I hear about the 60 being so pre-built is exactly what I am looking for to get me back in teh sky in a hurry. So what do you guys think about this plane with a 91 Magnum.

The UCD is listed at 5-5.5 lbs, and the Twist is listed with a flying weight of 6.5-7.5. Does flying weight include the motor, i know my UCD was about 7.5 with the motor in it.

sctcrash,

I know the feeling well; I'm on the third repair of my Kyosho Flip fuse. I love it so much though I'll keep it in the air no mater what.

Are you sure about the weight of your UCD? Mine weighs 5.5lbs on a Tanita digital scale and it has all digital metal gear servos, 6V 2000mAh battery and a Saito 82 (no fuel). My Twist set up the same way with a Saito 100 weighs 6.7lbs.

Hmm, no i am not sure, it was quite a while ago that I weighed it. It might have been 6 or 6.5. Id try and weight it now but it would be low since there may still be some pieces scattered in the grass.

If that was it, it sounds like the twist will come in about the same weight. I think the last time I had weighed the UCD was after my first split and I had done some pretty heavy epoxy work to repair as well as to fix the LG block. After my second split I did a much better and ligher job with my fix but never weighed it.

How are these planes balancing. Are they coming out nose or tail heavy. Just like to know before I start mine

Sctcrash, is your Magnum 91 two or four stroke?

4 stroke

Hi Guys - Well since I've been flying the 40 size, when I saw the 60 was coming out, I just had to have one to. Mine should be here by tomorrow (8/18/06). I'm going to stick an OS 91 on the nose and see how it does. I haven't seen anyone talk about this combo yet in this thread so I'll let you know what I think of it. I am also interested in now their balancing, any tendencies to be tail or nose heavy, and if so, what have you got in the nose. I haven't seen how the tail feathers bolt and screw on yet, but i have never been a big fan of being able to take the tail off so I have always epoxied things on. Anyone else going with the non removable vert and horz stabs? If it's the same tail wheel most 40 and 60 size H9 planes come with, I'll have to switch to a Sullivan like someone else mentioned doing earlier. I like the Saito throttle set up with the servo running the arm across the top of the hatch. Nice and simple.

Later guys, I'll be watching to see what mods, problems, or solutions everyone comes up with.

I managed to get the Twist out to the field today. Wind speed averaged about 14mph with gusts to 20. The temperature started out at 87 and climbed to 99. I got there at 8:30AM and lasted ‘till 11:45.

I had the high rates set at maximum travel (which is greater than the manuals high rate recommendation), all with 70% exponential. I had the elevator and aileron low rate at 40% travel with 30% expo, and the rudder low rate at 75% travel and 55% expo. These settings usually give me the same feel for half stick or better. I set the CG at 6&1/4in which is slightly back of the middle of the recommended range.

I tuned the engine (Saito 100) to run at 9000rpm (rich) as it’s still pretty new. Take off was quick and it can climb out vertically basically forever. It’s no rocket though. I checked the trim and no adjustment was necessary. I put it on its back and it’ll climb at 30 degrees with no elevator so I felt the CG was good to go.

The low rates I used made for a pretty docile flyer. Rolls are slow and take a little rudder and elevator to keep level. The low rate elevator will produce a pretty tight loop.

I did some knife edges on each flight and had mixed results, I expect because of the wind. Each time it pitch coupled to the canopy and my guess is that it’ll take about a 6% mix to counteract it. There was some roll coupling but it wasn’t consistent so I’ll try again on a better wind day and with some flat turns. It will pull itself up to a climb or hover from a KE but I doubt that it’ll ever do a KE loop.

It hovers quite easily and torque rolls nicely too. The elevator on maximum travel was actually a bit much; I programmed a mid rate for it at 80% and found that was better for hovering. My personal preference is for a stronger rudder but it is at least effective for the most part. It’s easy to rotate the plane and get it to where the elevator can be used so it’s not that much of a bother. Maximum aileron travel is perfect for hovering; they’re very positive and induce virtually no coupling. By the third flight, I was starting to tail slide it some. Climb out is acceptable, about the same as my UCD 40 with a Saito 82. I’m hoping for more when the engine is fully broken in and tuned accordingly.

The plane walls easily with either the mid or high elevator rate, but it does like the high rate better. It’ll even over rotate a bit if you want on the high rate. There was no elevator induced snap tendency even on high rate. It also does a nice flat spin. The fat, narrow wing really holds it in the air. Finding the sweet spot took me some time but it is there. On the other hand, waterfalls absolutely suck, at least they did for me. It was rolling all over the place and they were very loose. I think I’ll need to set up a progressive mix to the flaperons to help it.

Landings are about as gentle as can be. It took just a tiny bit of down elevator to keep it on the glide path. Some people may prefer a more forward CG because of this. That’s about all I had time to try. The heat and humidity here turns me into jello after a while.

In general, it flies a bit heavier than what it weighs I expect because of its small dimensions. For those who like IMAC style flying, this plane should be great. I think it’ll be a fun plane but to be honest, I don’t expect it to be my favorite. Time will tell though, they all seem to grow on me.

I am getting more interested in this one, i had the .40 one w/.82 put 400 flights on it easily, lost interest~ recycled the guts into a f40, I have a saito 1.00 w/jr st 125's ready to go, bobkra your insight on this one is helpful, telling it like it is..is a great help for those that are considering this plane...thanks


One more thing, is any modification needed to the FW to shoehorn the 1.00 in?

Outside of the throttle linkage, the Saito 100 was a perfect fit; one of the easiest and best fits I've experienced. The plane was so easy to put together, I thought I was cheating.

Bobkra, did you have a chance to weigh your plane dry? I just purchased one and will try to keep it as light as possible.

It came in at 6.7lbs dry.

Flight report update....

I got a few more flights in on the Twist today. Last night, I checked the rudder out to make sure it was OK. I wondered about it since it seemed a little weak while hovering and also while in knife edges. Surprise, surprise, I had installed the wrong servo; a 625MG rather than the planned 5625MG which made for difference of about 40oz. of torque, non-digital vs digital responsiveness, plus a speed difference. Suffice it to say, with the right servo installed, the weaknesses were cured. The rudder was very responsive in a hover; just the way I like and the KE passes were far, far more consistent. It also seemed to help with flat spins but that may have been me just getting more used to the plane.

I tuned in another 200rpm on the engine since it has more run time on it and pull outs were improved as was fuel economy. Based on todays flights, I think the tank will be good for 20 plus minutes of flying with reserve. I don't use that much full throttle; only in climbs to set up for spins, etc. so I'm sure others will burn it up more quickly. I may look at installing a smaller tank to help lighten it.... nah, on second thought, I need to remember just how lazy I am - it'll never happen.

Something else I've noticed that's worth mentioning; the covering has really loosened up during the first two days of flying. I had been impressed at the out of box covering condition but now it's looking a bit ragged. I'll tighten it up before the next outing but I hope it's not a sign of a problem.

Finished mine up today. Came out a little nose heavy. Had to move bat a rx to the back of the radio area. Hope to try it out tomorrow.

My set up:

Saito 125
5945 on elevator and rudder
5645 on ail
4-40 links all around with ball links
every thing else is stock.

Nice set up - I'll be looking forward to your impressions.

E-Mo, ..I see you have the Katana V2 .46. How ya like it??I'm finishing mine up..need to install receiver and battery..that's it.Can you give me the scoop on yours??

Here is it's story[:'(] Sorry for the off topic


Well to hell with it!
took to the air no prob,3 clicks down 3 clicks L aileron
every thing was great ,a real light fly er wind was strong right across the runway
i was up high when i lost throttle 5 min into maiden,it was being pushed over the pits
from the wind,thought i was going to loose it into the pits,when it cleared the screen canopy
my thought was OK i got it back down, she hit the strip hard, Ohh yeaahh i saved it
that's when it went full throttle and started to climb away towards the bay waters that surround our field
at that split second i said to hell with it.

Either i am going to loose everything to the salt water or i will have a short walk to pick up the pieces.
That's when i pulled back on the right stick she looped out at 20 feet and planted on the far side of the runway.
fat chance i will try to repair,all the king horses & all the kings men could not put the katana back together again.