I have an Easy 2 Trainer that I am puzzled on setting up. I have an OS .46FX on this plane with a 10 x 6 prop on it. when I am taking ot off, it seems to be dragging butt and not hopping into the air like it should. The plane's cg is perfect, when it's climbing it's almost " wallowing" and looks like it's tail heavy, and you have to work it for altitude. Once you have altitude, it flies ok. Almost like the prop is the issue. I have shimmed the tailing edge of the wing about a tongue depressor thickness ( if I take the shims out, it wants to climb straight up into a stall if there is any wind at all, that was the reason i shimmed the wing ) and the engine seems to have plenty of downthrust. I was kicking around the idea of an 11 x 7 prop and seeing what that would do. I just wanted to have another opinion also as to what others might think. Thanks

When you say CG is perfect is that with or without fuel ? It should be without fuel. It almost sounds like on of 2 things . First you need to move the CG a little forward because its a bit tail heavy. Second the Horizontal Stab wa not installed correctly. adding the shim under the back of the wing is compensating for this if you cannot trim the plane out.
As far as jumping off the ground and not hauling around the sky. yes the prop has something to do with it but so do other factors.
Your engine might not be deliverymen the kind of power it should . May need a bit more nitro in the fuel . The 10 x 6 is about right for a standard 40 your 46 could pull a bit more prop or a bit more pitch with no trouble.
Trainers are set up as gentile aircraft not as sport planes. Most have flat bottom wings that give lots of lift and dihedral to make handling very docile. keep this in mind. whatever changes you try only do one at a time and see what happens.
Good luck.

Try an 11x5 or 11x6 prop, and make sure you are not running the engine so lean that it is "sagging" a little. Also, could be that the plane still has too much positive incidence in the wing, and another sucker stick or two under the trailing edge might improve the airplane's efficiency.

Clair Sieverling

It's been balanced without fuel and I messed with the needle valve setting some tonight, and it seemed to dial in pretty well. I did the pinch test on the supply line and the tilt in the air test and it seems now that I have the engine dialed in pretty well. I am aware that it is a "trainer" and trainers are docile type fliers, but when this one is taking off, it gets into a "stall look" attidude and you have to work it to get altitude. If there is any headwind, you have to constantly down elevator to keep it level. I was thinking of lowering the leading edge incidence more, since there is already one "thickness" of tongue depressor on the trailing edge. The down thrust on the engine is pretty signifigant, eyeball guessing about 10 degrees. I double checked the CG again per the specs and it was just a tad nose heavy from what i could tell. ( 1 ounce on the tail would level it )

Should point nose down a few degrees when balanced.
11X6 prop.
.46 should be more than enough power.
Take the popcicle stick out, and try trimming the elevator so the plane will climb out (moderately) at full throttle, and fly level without desending, or ascending at 2/3-3/4 throttle.
10 degrees of down thrust will definately make it fly in a nose high wallow, it's trying to pull the nose down while you want it to go up! 2-3 degrees is enough.
A tail heavy plane will not "wallow", it will be very twitchy, and pitch happy. A nose heavy plane will claw it's way into the sky, wallowing all the way, and make you seem as if you have no power.
A headwind will not affect any of the above, in fact the plane can't tell if it's flying in a "headwind" "tailwind" or "cross wind". Once the plane leaves the ground, it's in the airmass, and only "sees" the wind over the wing, (relative airspeed) not any direction or speed of the wind.
Where you at in Ohio? Anywhere near the North Eastern part? (Lake/Ashtabula/Geauga Counties)

Keep us posted as to your results!

Jetts

That does make sense, i think I'll try that one. I'll have to shim the front bolts of the motor to lift the nose up, but that does make sense. I am in Dayton, it's been a great place to live with all the aviation celebrations going on this summer, and the airshow was top notch this year ! Thanks for the help.

I’m training my son on a senorita with a very tired OS 25 FP and it has the same problems you describe. So I have questions about your engine and fuel.

Did you get this engine new or used?

What RPM are you getting with the 10 x 6?

What fuel are you running and did it act the same with previous containers of fuel?

In addition to what Jetts said, I'd say the problem is your prop. A 10 X 6 is too small a prop for that engine. It's over revving, working too hard to produce too little power.

Replace the prop with an 11 X 6 or a 12 X 5, then remove the shim and try again. (Without any changes to the engine thrust.)

Next step, reduce the engine's down thrust. You want to make one change at a time in order to determine what's working and what isn't.
Dennis-

it's a new engine, and the fuel is brand new 13% Nitro fuel. As far as the RPM's i have not a clue, have no way to measure it. I can tell the engine is *****g out on the rpms, then I richened it by about 1/4 of a turn

if you are richening it by 1/4 turn, you may be richening it too much. I like to run a little rich, but I lean it out till it turns MAX RPM and then back the needle off to reduce by 3 or 400 RPM (usually only about 4 clicks which might be between 1/16 & 1/8 turn)

I have to agree with the suggestions that the 10 x 6 is undersized for your engine and a full quarter turn is a lot to richen the engine off max RPM, I prefer just a couple clicks.

I don’t suspect your fuel is the problem, however keep in mind just because it’s new is not a guarantee that it’s any good. It’s not uncommon for a person that’s been in this sport a long time to experience more than one bad gallon of fuel in their career.