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Three important design factors of a great flying aircraft follow. This plane is well designed in all of these areas. 1) Low pitch coupling - when the rudder is applied, most aerobatic planes pitch to the belly. Reducing this is extremely difficult to do. The relationship between the thrustline, wing location, stab location and rudder shape are critical. Typically the stab is located on the thrustline, the wing is just a little low, and the rudder area above and below the thrustline is as even as possible. If incorrectly designed, serious flying problems result. When you are flying straight and level and you use the rudder to adjust the flight path, or if you are flying knife edge, or if you are simply flying a loop and you are using rudder to stay on track, the last thing you want is the plane to pitch down with the application of rudder. This can be controlled with mixing in a computer radio, but cannot be eliminated in all aspects of flying. If the plane isn't designed for low pitch coupling, then it will be a real handful to fly precisely. 2) Low roll coupling - when the rudder is applied the plane may roll. This is due to the dihedral in the wing and the shape and position of the rudder. The more the dihedral the more the plane will roll with rudder (called proverse roll coupling), however, too little dihedral will make the plane roll the other way (called adverse roll coupling). This must be designed in during the prototype stage so that there is none. This can be designed into any aerobatic plane. Just the same as above, when you apply rudder, you want yaw only, no pitching, no rolling. This really shows up in slow rolls. You will noticeably see the roll rate of the plane speed up and slow down when you use the rudder. This makes you look like a bad pilot. 3) Wing Loading - the relationship between the weight of the plane and the size of the wing. When you get a plane, starting off with a plane which comes out light is the first step. Starting with a heavy airframe is difficult (and expensive) to overcome. Keeping weight to a minimum is critical to many aspects of performance. This is something that the designer has control over - but the pilot can have a large influence on this as well. When we recommend parts to the pilot we suggest the lightest parts possible. |
WARNING - Gasoline and Turbine powered aircraft are not manufactured to withstand unlimited G's. Any aircraft can fail, be it a wing folding up or a fuselage breaking in half under too high of a load. Just as any full size aircraft, model aircraft have a maximum G rating. Because you are not in the plane flying it and experiencing the G's and reading the G-meter, it is more difficult to judge the G's on the aircraft, and it is very easy to exceed the limits of the aircraft. Understand that if you perform a snap roll, parachute, wall, blender, knife edge loop, or pull hard on the elevator at almost any speed, you can be putting in excess of 15 G's, even in excess of 30 G's, and most aircraft can only designed to take 10-12 G's. If you perform any violent maneuver, you can break your plane. When I perform hard maneuvers, especially for the first time on an airframe, I am prepared for a failure and am prepared for it as best I can be. This mainly includes performing the maneuver far enough away from spectators that in event of a failure that I am not endangering others. In addition, be prepared for the manufacturer to not pay for a new airframe which is broken during flight. It is common practice for any manufacturer to not replace an airframe which breaks in the air or upon landing. I have only seen manufacturers replace airframes when they have received many of the same failures and the manufacturer determines that there was a design or manufacturing error. If you break an airframe, and you are the only one to do so, then it is probably not the fault of the manufacturer. Please fly safely, and avoid full throttle operation other than at low airspeeds.
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