d_bodary

Have not got time to fully answer your post, but I will in the next day or so, just came on to try to upload the pic's again, success.

Mike

The servo set up in the rear looks nice.

d-bodary

Thanks. Well flew it this week-end, first the rear servo's work very well, I was able to get the c of g at 160 without any additional weight, I should not have bothered, it needs the c of g moving back its nose heavy at 160 was not able to do that at the field as the undercarridge fell to bits on the second landing, addmittedly dead stick and over the horizon so just held it flat and prayed, no damage except for the broken u/c legs, I will replace them with a Carbon set from Carbon Copy in the UK. Untill I move the c of g to the correct position I can not comment on the abilities of this aircraft in fairness, but seems to be fair to middling at the moment, trouble is a friend of mine has the new CML Javalin S 90 the yellow one, and it is a very honest and good to fly aircraft, I only bought the Swallow because I could not get hold of one.

Of now for a few weeks fishing so will not be able to report any findings until I return.

MIke

Originally I had moved the rudder servo into the cockpit area to compensate for the rear elevator servo's, as I said in my last post a waste of time, as I now have to move the C of G rearwards from the 160mm I had it set at, so I have moved the rudder servo back, but into the middle of the servo tray not on one side as the manual. I now have the C of G at 170mm and will try at that when I get back from France fly fishing, Still thinking about moving the tank to the middle area to prevent C of G changes during flight, has anyone else done this?

Mike

I had my tank just forward of CG, which I routinely do with my YS installations. There was not a lot of room for it, but I squeezed it in right behind F2, with just enough vertical space to get the wing on.

majortom

I have a carbon canopy on mine so I may be able to put the tank further back, I will wait to do that untill I have established the ideal C of G for my style of flying, I am waiting for the carbon U/C at the moment so no flying until I get back from my weeks fishing in France.

Mike

The tank under the canopy is a good idea, I did on mine when I rebuilt it after about 500 flights.

It definetely helps, but make sure you have a reliable pump to get the fuel to the engine at all times!

Back in the fold, flew on Sunday not happy with the trim or C of G as yet I think there is something fundementally wrong with the longitudinal dihedral on mine can't check this until I receive my new digital incidence meter my current Robart one is not accurate enough, once this is checked I will know if it is that or some other trim maladjustement that is causing my dissatisfaction, will report as soon as I have more information.

Mike

When you speak of longitudinal dihedral, do I interpret that correctly as the relative incidence between horizontal tail and the main wing? When you throttle up or down, does the plane pitch up or down?

"The angle between the wing chord line and the stabiliser chord line is called
the Longitudinal Dihedral (LD) or decalage.
For a given centre of gravity, there is a LD angle that results in a certain
trimmed flight speed and pitch attitude.
If the LD angle is increased the plane will take on a more nose up pitch attitude,
whereas with a decreased LD angle the plane will take on a more nose down
pitch attitude.
There is also the Angle of Incidence, which is the angle of a flying surface
related to a common reference line drawn by the designer along the fuselage.
The designer might want this reference line to be level when the plane is flying
at level flight or when the fuselage is in it's lowest drag position.
The purpose of the reference line is to make it easier to set up the relationships
among the thrust, the wing and the stabiliser incidence angles.
Thus, the Longitudinal Dihedral and the Angle of Incidence are interdependent."

The above is a quote from an knowegable source.
Mike

The swallow fly's rearly well once you get the C of G back to approx 170mm behind the LE, the UC is not good broke mine on the first landing the front extended piece broke away from the main leg, now have a carbon replacement from Carbon Copy in the Uk they make a direct replacement UC, I reinforced the seating by putting an extra 1/4" ply plate under the orriginal with a fibre glass strip between the two and up the sides of the fus internally, no problems for the last twenty or so flights, I have had a overheating problem with the engine but that is the engine not the planes fault.

Mike

Still trying to get the C of G dialed in at the moment, verticals are true and so are loops so its looking good at the moment, just the nose drop in banked turns and having to hold up elevator in down lines to stop the tuck under. Will keep trying on this as I think this is going to work out as good as my Graupner Extra 300L.

Mike

long no post on tis one. Good read.
any further tips on setting up this plane? I have not reinforced the landing gear block with glass yet, still a good idea.

Also what distance must the engines front drive washer be from the firewall for a OS 91FX, The instructions only provide a measurement of 133mm for a OS FS91 Surpass

Same distance, it make no difference what motor you use its the overal length that matters, to allow the cowl to fit in the correct position to allow it to be screwed onto the firewall.

Mike

ooops then I have it mounted 5mm to far forward. Thanks

5mm is not much, you may find you can get away with putting a couple of 5mm square birch verticles on the firewall to screw the cowl too, the colours may not match up, but may be easier than remounting the motor, just a note to remember the UC supplied with the Swallow is not very strong and will eventually need replacing, so it may be worth doing it straight away, mine only lasted two flights.

Mike