ultra stick 40 prop. size?
 

Am flying mine with a os.46fx and a 11x5 apc prop. no flaps. would a prop. change reduce the speed I could land at? what would a 12x4 apc prop. do ? I do not have much landing length and want to keep large airelons.

ultra stick 40 prop. size?
 

ive flown a stick for quite a while and the prop u have the 11 X 5 works best IMO, The plane will fly really slow I would suggest learning to land slow using the rudder.

prop
 

i have an older OS 46FX i run an 11x6 prop on it...... has good speed.... on a fairly light mid wing plane...(APC™)

plane it is on is in my avitar

i run the same prop on my super tigre 45.... both on 30% cool power fuel

ultra stick 40 prop. size?
 

That prop will keep you slow. I'm guessing your engine is either new or not tuned well. I can get my 46FX on the same prop to tick over, and my ultra stick would land at a crawl, If on grass it won't take 10 feet to stop. Tune the FX a little better for a slow idle, and if you are getting speed because you have to clear an obstacle and then drop it in, do what superstick says.

Give it hard rudder away from the wind and then bank the plane so it doesn't turn. This looks funny, but if done right you stay lined up with the runway, drop altitude really fast and gain no speed.

ultra stick 40 prop. size?
 

I just posted this same info on another thread, but...

Last week I tried an APC 11.5 X 4 on a Sig SE. I liked it so much I changed all my planes (3) that I have a 46 FX on, including an UltraStick.

This prop really gives me great vertical, keeps the speed down, and since it is wider than most APC props, it really acts as a brake when you throttle back.

Give one a try......

Re: ultra stick 40 prop. size?
 

That prop is good enough match to the airframe and engine, although you should try a Bolly Clubman 11.5x5. That's what I'm using on my 'stick' (WM Super Stunts 40) with an Enya CX45, which is a similiar engine to the 46FX. Works better than the 11x5 as the CX like the FX is powerful enough to swing it, and the high drag airframe likes the extra thrust at lower RPM provided by the slightly larger diameter. It still slips along quickly enough when you firewall it.

I operate out of an exceptionally tight field (cricket oval) with my 'stick'. It's approach obstacle ridden. Read boundry bushes, trees, soccer goal cages, cricket practice nets, irrigation and multiple tall steel lighting pylons, plus restricted distant complainant neighbours and cricket clubhouse overfly boundries which restrict the circuit and necessitate a high but short final approach. ie: when you turn onto final, you are on short final.

That 11.5x5 will act as a more efficient brake at flight idle. To conduct a short field approach, you need firstly to set your idle at a stable idle, the lower the better. Get someone to help you adjust your idle mixture screw on the FX so it will do this if you can't. It is also essential to have a good condition glowplug of a suitable heat range to sustain a stable low idle. An OS A3, or Enya #3 are best for sustained low throttle operation, although an OS#8 and Enya #4 are OK as well if the approaches are interspersed with high throttle ops and nitro is used.

To conduct a short field approach, throttle back to flight idle and set up the approach on as long a final as you can, and at low speed. This allows you to stabilise the approach. If you are too high, bleed off the height by lowering the nose for a moment and trading height for speed. As soon as you raise the nose again, the speed will quickly bleed off with the drag from the airframe at the increased angle of attack at that slow approach speed and throttle idle. Of course, it should go without saying that it is necessary to transition smoothly from one aproach attitude to the other so you don't balloon and turn it into a porpoiseing exercise. If you're not comfortable with approaching slowly because you are afraid of stalling, dropping the wing and augering in, conduct some stalling exercises and slow flying at throttle idle at height until you are. With my stick (minus flaperons), you'd have to be the proverbial blind Freddy to stall it on approach. It's slow flight characteristics give plenty of visual feedback as to its relative responsiveness.

ultra stick 40 prop.
 

thanks for all the help.. getting a few props. and will try the engine speed adjustments and landing techniques..

Prop size
 

I also use a 11 x 5 but here's another thing to consider. Set your plane up to use flapperons and it will land in a shorter distance. I use them on my Tiger 2 although I don't need them but it will land in almost half the distance. If you really want to slow down quick think about using the airbrakes or spoilerons.

ultra stick 40 prop. size?
 

if you want slow to a crawl but still have great vertical try an APC 12.25X3.75 works great for me and about six others that fly sticks.
WYLDMAN

ultra stick 40 prop. size?
 

What engine are you running that prop on wyldman?

ultra stick 40 prop. size?
 

we are and I say WE, because we have five ultra stick 40's that we use to fly formation.
and all are using thunder tiger pro .46 engines.
I know the prop sounds like a wierd size as it was meant for a control line flying ,but it works great on the stick 40 with a .46 engine
WYLDMAN

ultra stick 40 prop. size?
 

The size is unusual, but I certainly wouldn't depict it as "weird". My inquiry wasn't intended as veiled criticism, in fact quite the opposite. Always ready to experiement with something new which appears logically (mathematically) sound.

Athough that blade diameter is larger than ordinarily suggested or commonly used, with that particular pitch in conjunction with the wing loading and large low speed envelope airframe of the 'sticks', it could be just the ticket. I'm going to give one a try.

I find the extra half-inch diameter of the 11.5x5 works very well on the CX 45, and the 'stick' still scoots along with unnecessary speed in s&l flight at full throttle. So if re-propping the pitch down and diameter up another ¾" isn't gearing too low across the envelope, it should offer just the ticket as a prop for more consistant rate and longer sustained vertical. Thanks for mentioning it.

ultra stick 40 prop. size?
 

Sorry did'nt mean to sound condesending , but when ever someone has asked what prop I running and I tell them they think I'm NUTS.
it really does make a big difference , if you have a strong engine the vertical is great , and one of my flying buddies can hover a stick 40 with this prop.
I know you will like it.
just don't try it on anything larger than a 46 . or you'll over rev the engine. not like I would know :D


WYLDMAN

ultra stick 40 prop. size?
 

I see from one of your posts that you fly in tight quarters are you using flaps on your stick?
WYLDMAN

ultra stick 40 prop. size?
 

Re flaperons. Not as yet.

Although my Tx has the functionality and the Rx used available AUX channel capacity, I've been tardy in bothering to set up flaperons. Chiefly because although recognising the purpose and usefulness at times of same, with the 11.5x5 braking effect at flight idle and the already superb stable slow speed handling characteristics of the 'stick', I don't really need the assistance of flaps to conduct a short field approach and landing.

Although adding them theoretically enhances the short field approach flight path, it's negated in this case by the necessitated super short final. Manouevering inside the prerequisite boundry whilst dodging the multitude of obstacles subsequently turning onto short final to be stabilised & lined up prior to flaring semi-immediately is challenging enough, so introducing the additional variable of a flaperon induced pitch change probably isn't the wisest move in the interest of self-preservation. ie: safety first aka airmanship. Fessing up, I admit to being conservative. Even though I could set up an auto trim/power etc ldg approach config at the flick of a switch on my Tx, its functionality is (IMO&E) really more suited to an approach where one can line up on & stabilise to conduct a standard short field or normal approach final.

Having assessed all of the above, I feel that flaperons in this instance would complicate rather than assist, not really offering much other than a novelty value. ie: a case of setting up flaperons "because I can".

Because the field is grass,a short but plush and dense grass, once the wheels make contact, frictional 'braking' ensures a short ground run so that there is room for a small margin of overshoot of the aiming point as long as excessive speed isn't carried necessitating an extended hold off and the aircraft eating up LDA with an extended float in ground effect.

I also regularly fly out of another field which is much larger, but of course, flaperons aren't required there.

ultra stick 40 prop. size?
 

I'm not a fan of flaperons ,makes the ailerons to mushy , but true flaps on the other hand are great for a short field. you can land with almost no rollout ,you do need a flap mix to ad alittle down elevator, but it it also shorten your take off run ,less than 20 feet to vertical with the 12.25X3.75 prop , this is fun and in a good breeze 20+ mph you can fly backwards. this always freaks people out when take off with full flaps on and stop and allow the plane to be blown backwards down the run way and then land and take off again. to much fun.
you can also use a very steep approach to a landing . striaght down with flaps on flaring at about 10 feet. I have managed to land this way in very small places.all though it does require some nerve to do it and pull up at the last second. maybe that's why they call me WYLDMAN.

ultra stick 40 prop. size?
 

I agree that a lower pitch prop will slow the plane down faster, but flaps or crow really allow you to use that slow speed to land in a shorter/tighter space.

Dave

ultra stick 40 prop. size?
 

"crow"?

Re flaps. Taking into consideration the specific model type being discussed and field described, how exactly would flaps practically assist, were flaps (vs flaperons) other than hypothetically available?

ultra stick 40 prop. size?
 

Page 47 of the manual for Crow?

What does Crow do?
Crow is a very high drag configuration that is commonly used
as dive brakes to prevent the airplane from building up speed
during steep descents/dives. Crow is great for bleeding off
excess airspeed and/or altitude, making short landings from
high altitudes possible. With a little practice, it’s easy to shoot
landings in front of yourself from 500 feet or more of altitude and
just 100 feet downwind from where you’re standing. Just deploy
crow, push the nose straight down, and then pull elevator to
level at about 10 feet and land right in front of yourself at a slow
walking speed. The drag caused from Crow will prevent the Ultra
Stick from gaining speed on the down line and, when the airplane
is pulled to level, it will slow to a crawl within a short distance.

Flaps
Flaps are used on all sizes of aircraft to increase the angle of glide slope without significantly increasing the rate of decent and allowing a slower airspeed for landing - maybe it doesn't work on this model, but it has worked on all three of my ultra sticks. I prefer the crow feature on a tight field, but the flap feature has always worked for me. Flaperons would work also, but I have found them not as effective as separate flaps for this type of airfoil.

ultra stick 40 prop. size?
 

I have used crow for this type of approach but I still like the flaps better.
And to answer Sigrun's question
Crow? ( sometimes confused with Butterfly)
this setup is when you use the quad flaps on the ultra stick, the flaps go down and the ailerons go up about 30 degree's on both this creates a very high drag on the wing slowing the plane down alot ,more than any prop will.
as the manaul describes you can be flying 500 feet high and 100 feet down wind switch on the crow and dive straight down in front of yourself and flare at 10 feet and land with very little roll out this will allow you to land in a very small field.
the flaps help in the same way . a flap landing is call a harrier or parachute with flaps on you can float the plane in nose high almost vertical to a landing . Flaps really increase the lift on this airfoil and make for short and slow approaches.
And as far as flaps being available my ARF came with full lenght ailerons or ailerons and flaps.
WYLDMAN

ultra stick 40 prop. size?
 

[QUOTE]Originally posted by wyldman
I have used crow for this type of approach but I still like the flaps better. And to answer Sigrun's question

Hi Wyldman.

Thanks for the followup & explanation. I'd read canman's response, but didn't bother with further comment.

Crow?

Not having access to "page 47 of the manual", it was however sufficient to alert me that canman was talking some sort of proprietary Hanger 9 vernacular or R/C term from a glossary of which I'd never heard. I did some 'Googling' and found out what Hanger 9 "crow" was.

In conventional aerodynamic or aviation parlance, its essentially a spoiler system, deploying existing control surfaces via mixing as lift spoiling high drag inducing devices instead of implementing dedicated spoilers.

Although I've used manual and automatically deployed speed brakes and spoilers in lots of types ranging from gliders to FMJ & RPT, I haven't used this type of R/C system and so can't /won't comment on how it might affect inter-related controllability & stability whilst deployed in flight.

You guys flying the H9 product can better explain from experience which of those options are best for purpose.

I understand what flaps are, how they work and what they do, as well as the compromise control flaperons represent in our R/C world. Thanks for taking the time to further explain the either/or choice and implementation of "crow" on the H9 US.

It sounds like a fun piece of kit. Haven't seen one at any local field. Kits originating from either the US or Japan are increasingly difficut to source locally due to unfavourable pricing. In conjunction with a added local distributor loading plus retail margin, our pacific peso vs any half-decent currency, eg: GBP, DM, USD, YEN, simply prices them out of the local mainstream market. eg: A Great Planes Venus 40 retailling in the US for USD$160- (AUD$246) normally retails locally for between an absurd AUD$500 to AUD$600 depending upon whether you buy eTail or reTail, so typically it isn't going to get a look in locally among the mass market where for example a CMPro (sold as Giant Scale Planes in the US) Magpie or Lark sell for as little as AUD$240.

ultra stick 40 prop. size?
 

I can't believe the differnce in pricing . I would be alot more selective in what i flew if I had to pay that amount for a plane .
So where do you purchase most of your RC gear at ?

Now I have about 20 questions ,but I will keep it to just a few. If you don't mind me asking?
if models are so costly what size of plane is most common?
What type and number of models do you fly and radio systems you use?
and do you have any clubs in your area.
Okay enough .
thanks
WYLDMAN

ultra stick 40 prop. size?
 

I can't believe the differnce in pricing . I would be a lot more selective in what i flew if I had to pay that amount for a plane.

You said it.

So where do you purchase most of your RC gear at ?

Online, various sources from all over the world. Australia when I can obtain what I want at an amenable price or necessitated by provincial dictum. eg: TX module regulatory RF band.

have about 20 questions ,but I will keep it to just a few. If you don't mind me asking?

Fire away.

if models are so costly what size of plane is most common?

40 sports class powered by a two stroke 46.

What type and number of models do you fly and radio systems you use?

Predominantly 46 engined sport & sports-pattern. Currently 5 operational + 2 respectively under-construction/on order. Control standardised on JR, current primary TX JR X-388S.

and do you have any clubs in your area.

Yes. I'm a member of two with an easy driving 12km radius.

ultra stick 40 prop. size?
 

Thanks answering all the questions.
WYLDMAN