*CMP Giles 202 65"*
11-05-2008, 07:58 AM
#1
*CMP Giles 202 65"*
Anyone ever fly this plane? For $99.00 it looks like a good plane for a 120 4 stroke. I like the long fuse, style, and flight charactoristics of the 202 since I had the green and white 140 size with a 26cc gasser. The 140 size was a very nice flying plane. Does the smaller one fly a good as the bigger one?
http://www.nitroplanes.com/gi202si9065.html
http://www.nitroplanes.com/gi202si9065.html
11-05-2008, 12:43 PM
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RE: *CMP Giles 202 65"*
I have the smaller .50 Version 2 ( Blue Plane ) and I've flown the larger "Alien" one as well.
Both are wonderful flyers, with great tracking.
They are a bargain and a half for the price.
The only caveat I've found is that with the engine downthrust set as the plane ships, the plane tends to pull the nose down a bit as you run the throttle up quickly in flight, when the plane is at a very low airspeed.
I haven't felt the need to add more upthrust to compensate though, as it only occurs when the plane is going from just above stall to full speed.
Both are wonderful flyers, with great tracking.
They are a bargain and a half for the price.
The only caveat I've found is that with the engine downthrust set as the plane ships, the plane tends to pull the nose down a bit as you run the throttle up quickly in flight, when the plane is at a very low airspeed.
I haven't felt the need to add more upthrust to compensate though, as it only occurs when the plane is going from just above stall to full speed.
11-07-2008, 10:54 PM
#3
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RE: *CMP Giles 202 65"*
It needs tail re-design, four degrees dihedral to maintain knife-edge, reduction of engine down-thrust to one degree, addition of vertical grain shear webs, belly pan kept as a separate piece, etc., etc. and it will be a great flying plane.
11-08-2008, 12:44 AM
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RE: *CMP Giles 202 65"*
ORIGINAL: doctorgo
It needs tail re-design, four degrees dihedral to maintain knife-edge, reduction of engine down-thrust to one degree, addition of vertical grain shear webs, belly pan kept as a separate piece, etc., etc. and it will be a great flying plane.
It needs tail re-design, four degrees dihedral to maintain knife-edge, reduction of engine down-thrust to one degree, addition of vertical grain shear webs, belly pan kept as a separate piece, etc., etc. and it will be a great flying plane.
Re: Belly pan, I have no problem with the way it is, less to misplace, loose or break.
Re: down thrust, yup, but easy to fix with a bit of adjustment of the engine mount ( I don't like washers under the mount... ).
11-08-2008, 07:57 AM
#6
RE: *CMP Giles 202 65"*
doctorgo,
Are you saying that the firewall has to much down thrust built in? I don't think I've ever seen that before. I've seen no thrust built in. Not sure where your going with the four degrees dihedral in the tail. Some of our old Pattern planes in the 80's use to use anhedral in the rear stab.
Are you saying that the firewall has to much down thrust built in? I don't think I've ever seen that before. I've seen no thrust built in. Not sure where your going with the four degrees dihedral in the tail. Some of our old Pattern planes in the 80's use to use anhedral in the rear stab.
11-10-2008, 08:46 PM
#7
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RE: *CMP Giles 202 65"*
Engine down thrust:
The built-in down-thrust angle was measured at four degrees. That's three degrees too much. I added hardwood shims under the engine mount.
Dihedral:
There's no dihedral at the horizontal stabilizer.
The aluminum wing tube was replaced with an angled dowel to achieve a total dihedral of 4.25 degrees. This eliminated the roll coupling. With a re-designed stab, there is no pitch coupling.
The stab and elevator are now 25% of the wing area with elevator counterbalance eliminated. This reduces the tendency to snap-roll during a tight loop.
The fin and rudder are made to scale.
Wing tips were added to the main wing to reduce the tendency to tip stall. However, it will still tip stall when landing in a cross-wind.
Wingspan: 69"
LOA: 64.81"
Weight" 9 lbs- 3 oz.
Engine: Magnum 1.08 XL
Muffler: Bisson Pitts type
Glow Plug: K & B 1L
Prop: 15 x 8 APC
Fuel: Wildcat 5%
Engine is new, running at 8700 rpm. I expect 9000 when fully broken-in.
The built-in down-thrust angle was measured at four degrees. That's three degrees too much. I added hardwood shims under the engine mount.
Dihedral:
There's no dihedral at the horizontal stabilizer.
The aluminum wing tube was replaced with an angled dowel to achieve a total dihedral of 4.25 degrees. This eliminated the roll coupling. With a re-designed stab, there is no pitch coupling.
The stab and elevator are now 25% of the wing area with elevator counterbalance eliminated. This reduces the tendency to snap-roll during a tight loop.
The fin and rudder are made to scale.
Wing tips were added to the main wing to reduce the tendency to tip stall. However, it will still tip stall when landing in a cross-wind.
Wingspan: 69"
LOA: 64.81"
Weight" 9 lbs- 3 oz.
Engine: Magnum 1.08 XL
Muffler: Bisson Pitts type
Glow Plug: K & B 1L
Prop: 15 x 8 APC
Fuel: Wildcat 5%
Engine is new, running at 8700 rpm. I expect 9000 when fully broken-in.
11-10-2008, 10:15 PM
#8
RE: *CMP Giles 202 65"*
ORIGINAL: opjose
I have the smaller .50 Version 2 ( Blue Plane ) and I've flown the larger "Alien" one as well.
Both are wonderful flyers, with great tracking.
They are a bargain and a half for the price.
The only caveat I've found is that with the engine downthrust set as the plane ships, the plane tends to pull the nose down a bit as you run the throttle up quickly in flight, when the plane is at a very low airspeed.
I haven't felt the need to add more upthrust to compensate though, as it only occurs when the plane is going from just above stall to full speed.
I have the smaller .50 Version 2 ( Blue Plane ) and I've flown the larger "Alien" one as well.
Both are wonderful flyers, with great tracking.
They are a bargain and a half for the price.
The only caveat I've found is that with the engine downthrust set as the plane ships, the plane tends to pull the nose down a bit as you run the throttle up quickly in flight, when the plane is at a very low airspeed.
I haven't felt the need to add more upthrust to compensate though, as it only occurs when the plane is going from just above stall to full speed.
