Thanks for the measurements all....looks like going to Bolly gear only saves 0.5oz at best. I don't think it's worth it for the glow poweres airplanes.

And about the snaps...mine also were not great when I had my CG at 185mm from the LE. I started taking weight off the tail and the snaps and spin entries improved considerably.

Colin.

I have been flying mine at 165 since day one.

I always thought anything over 175 back was way too tail heavy.

Carl

RC technics,

Personally, i had the same problem with the snap`s , thinking about the P-09 program ( 1 1/4 snap down and 1 snap 45deg down )

This is what i did that changed everything to a crispy nice snap which i am happy about :

* As you already have done ; increase the aileron a quite amount

* Reduce the elevator to keep the track, specially in the 1 1/4 snap . Though, Keep just enough elevator to stall the entry.

* Increase the rudder, or at least keep the normal mode deflection. Yes, i was suprised about the rudder. "Normally", i have used less rudder, but this one is different ... without proper rudder deflection, it was impossible to manage anything near a snap ...

Just my personal setup.

Kjell Olav

I have worked out my snap problem I was using to little rudder. The integral uses a lot more rudder than I am use to on other airframes.

I am currently using the following throws in the snap condition:

Ail 19 degrees (max)
Ele 15 degrees
Rud 45 degrees

Yes I replaced the wire rod with a 2mm carbon rod. I am also using the A60 20S on the Integral. Both work's great.

What method did you use to hold the carbon rod . . (I am thinking maybe clear tape) ?

JB

3M crystal clear...both ends!

Managed to do a number on my Integral wiping out the right wing and cowl. Local cost of new replacement parts locally is USD$550+ so I'm wondering if anyone has these parts available that they are looking to sell?

All

It seems like my inverted spins are so deep that the plane continues to rotate another 1/2 turn after I release the control inputs. I have used Jasons set-up and still find that I have just enough down elevator to show a visible break before the stall.

Any ideas on how to improve the spin recovery?

Jason does say that he uses one rate for the spin entry and a lower rate for the actual spin. Anybody know how he executes that....initiate the spin and switch the rates at some point?

Any help is appreciated.

Thanks
Colin.

Move the C of G forward?

Colin,

What Jason does it once he sees the nose break he than switches to the lower elevator setting. I know you could do this on the 14mz as well if you have the elevator get cut down when the rudder is applied.
I actually just fly through the spin using less elevator. With the integral, the more rudder you use in the spin the more it will want to stay stalled.

Andrew Jesky

What Andrew said. Once the nose starts to fall, *click* to low rate elevator (still low rudder and high aileron) and do the spin. It takes some work, but when you've got it, it looks great.

I just checked out my JR 12X, and it looks like I can do the same thing with this radio as well. The 12X lets you change flight modes as a function of any stick position, so I'm just going to have it change the elevator back to low rate when I move the rudder stick past the 95% position.

Thanks, I'll give it a shot.

Colin.

Yeah, you can actually define up to five different rates. The first three are assignable to the flight modes switch. The fourth rate is mapped to the middle flight mode switch position, and the fifth rate is mapped to the top flight mode switch position. There is no additional rate mapped to the bottom flight mode position, other than the rate that's already assigned to it.

When the flight mode switch is in the middle position the rudder stick position switches the rates between the second rate and the fourth rate. When the flight mode switch is in the top position the rudder stick switches between the third rate and the fifth rate, and when the flight mode switch is in the bottom position the rudder stick position has no effect.

So, it's possible to have two complete flight modes that are switched on by the rudder stick position. I'm thinking that I'll have one for snaps, and one for spins.

Is that feature also available in the 9303?

Colin

Hi Jason

I would like to do that with my Futaba 9 ZAP.
I would like to use the rudder stick for changing the rate of the elevator, dudder and ailrons. But I can do that only on one side.
Is it possible to do that on both sides ?

Regards,

Isaac Najary

Hi,

Just converted my Integral from YS to Hacker, straight forward for those of you that want to do the same ... some adjustments, fill some holes ( manifold, fuel-nipples etc ),and the work is done...

The peformance is powerfull and smoooooth

Kjell Olav

Finally finished my Integral . .

Fitted with JR and OS160FX on Hyde mount and nose ring, with Perry VP-30 and Hatori Header / Aeroslave Carbon pipe . . Great combination. No need to use full throttle on verticals . . it actually accelerates ! ! Ample power.

Maidened it on Saturday before the start of our 2 day Pattern comp, but had pump trouble (so flew the Impact). Fitted a new pump Saturday night and flew it for the last 3 rounds on Sunday, as I was VERY happy with it.

Finished a close 3rd in F3A . . and now has a total of 5 flights on it. Great start I think ??

Needs a throttle curve . . 2 or 3% down to low throttle, slight softening of the ailerons (expo or travel?) . . not sure about KE Coupling or thrust yet . . but feels really good (managed a solid KE figure '8' on it's second flight).

GREAT plane ! !

Cheers, JB

It was nice to see an Integral in the air, Jeff's KE figure 8 was very impressive as was the power from the OS160, during Jeff's triangle loop with half rolls, it visably accelerated up the up line when he feed in the power! Looks like there will be a few more of these on the order books soon:-) Matt

Hence the need for the throttle curve . . . I assure you Matt, it was unintentional []

All good fun though

Cheers, JB

Hello Kjell . .

Why have you fitted two regulators . . is that for redundancy?? . . and what was your final weight after the conversion?

Cheers, JB

Hi JB,

The two batteries / reg`s is for redundancy ... Just in case ... Get the powersupply -issue out of my mind
The main reg is at 5.7 v and the backup at 5.1.

Before the conversion,using YS 160DZ , the total weight was 4490. After the conversion ;5050 ...
Still there is relatively easy to get rid of some grams, when needed ,to pass the limit. I am using 5000 mah packs at 1270 grams, a bit on the heavy side, but work great at an lower cost ...
All in all, the flying weight is about the same as with ys, and the power / flight time is awesome when running the batteries down to 20-30% (25% average) depending on weather condition/ style, flying P-09.

Actually, i have set up my Powerdrive-system to act like my DZ .In fact; it feels just the same as flying 160DZ ; plenty of power, agressive, and smooth at the same time.

I am really suprised how good this work .

Kjell Olav

Fantastic, Kjell . .

4490g with the YS is great. My guess is if you built it for electric from new, it would have been easily under 5000g. What 5000mAh packs are you running ?

I have a friend about to build one up from scratch for EP (Plettenberg O/runner) . . I think he is going to be very happy with the result . .

Cheers, JB

Hi JB,

I am using both Zippy R and Polyquest XP , same performance ... Both types is a 2X5s pack in series.

I am sure your friend will be happy with his choice

Kjell Olav