DH 82A

   "   Pitch speed "  is the theoretical airspeed of the model in MPH, according to the pitch of the prop, and the RPM.      It is calculated thus--  RPM  X  PITCH (in inches)  divided by  1056 = MPH  airspeed.        So, a  10 x  6  prop at   10000  rpm =  56.8  MPH.

  I built a " Miss Lizzy"  soon after the plan was published.  It was built as an EP from the start, lightened where neccessary, and with a quality BRUSHED motor and g/box, and 10 GP 2200 nimh it weighed just on 4lb.   Now I fly it with 4s  A123, which has brought the weight down to 3lb  11oz.   With a 11x 7 APC  E  prop it flies nicely at 280 watts input.   Will do the usual aeros, loops, rolls, inverted, even outside loops ( from the top).   With a brushless motor it might get down to 3 1/2 lbs.

    "    So it is completely against my principles to buy an ARTF! The pleasure in aeromodelling is building the model ones self and then flying it!  Anything less is not aeromodelling! "         Hear,  Hear!!    

     Yes, I was building at the time of posting, but have yet to fly it !       When trying the power train advised, using Speed 600s and two 7 cell nicads, and the recommended props, the airspeed worked out at about 35 MPH !      I then remotored it with b/less and 2 x  A123s with 9x7 props, and the airspeed then worked out at around 55 MPH, which should be OK,  but I put it to one side, and have since built another twin, a Galaxy   Scorpion twin converted to electric.  This flies very well, using an identical drive train to the Beau.,  so will have to dust off the Beau. and try it.      Thanks for the interest.  

 From Dan hodges' link     " The wind direction can also affect a pilot's behavior--when a pilot is consciously or unconsciously modifying the aircraft's bank angle and airspeed to make the flight path follow some preconceived radius of curvature and forward velocity, IN RELATION TO THE GROUND, rather than judging his flight entirely by the airspeed indicator, the sound of the airflow, and the feel of the controls, then the wind direction certainly does matter, and the pilot risks stalling the aircraft during a downwind turn.  A conscious or unconscious desire to make the flight path follow a fixed radius of curvature and forward velocity, in relation to the ground, will tempt the pilot to slow down too much during a downwind turn, and this is most likely to be a problem when the pilot is maneuvering in relation to an interesting target (such as a desired landing spot) at low altitude."      Which is exactly what we are doing!       

  Eventually, the EU will get round to standardising balsa,  then all your worries will be over.

 Thanks Pete, will try that idea.

 Pete,  that is a good idea, but the few Deans connectors I have, need so much pressure to connect/disconnect, that they would rip out of the model.    Is there some way to ease the "springs" ?

  Has anyone tried these new "flat" LiFe  packs yet ?

   LifePO4   3s   packs are available from Puffin and Robotbirds.

   Yes, you could try raising the ailerons slightly, but remember that will reduce the lift of the wing to some extent, so making the nosedown effect worse.  You say the nosedown gets worse as speed reduces, do you have much up elevator movement ?   If not , that  would stop you getting the tail down for landing. Try increasing the movement a few degrees, again flight testing.  Beware, though, of giving too much up at landing as this type of  aerobat can" bite" at low speed.  

  Flying better inverted certainly seems to indicate a misalignment between wing and tailplane.  When you say the balance point is on the leading edge of the aileron, I take it you mean at the wingtip?    I would not go any further back, at the moment.      Try laying a straight edge on the tailplane,  extending over the wing, then measure the distance from straightedge to the trailing edge of wing, then from straight edge to centre of leading edge of wing.   The distances shoulbe the same, OR  the leading edge distance should be slightly kess.       

  It may be the camera angle, but looking closely at the tailplane, it seems to have a slight positive angle to the wing, which would give a nosedown trim, power on or off.     If not this, Iwould try moving the C.G. back in very small steps, flight testing each time.

 Try watching the  motorbikes, specially   World Superbikes,  and  British Superbikes.

   It won't be long before the E U  commissars make a directive that all EU countries do the same

   Is there a right or wrong way of connecting servo leads to the RX as it seems the plugs will fit in both ways                              ---------------------------------------------------------------------------      Barry,   if you use Futaba  servos, the plugs will only fit the right way round, they have a "ridge"  that fits into a slot in the Rx socket.

    I think maybe the issue is that my electric plane has a significant trim change with power on/off,        Tony,  if you are having trim change due to power settings, I  suggest you try adjusting the  motor thrustline.                                            

Princess  flying boat.     Constellation ,   Starfighter  ,   Folland  Gnat.

So does the Gordon Whitehead  40" span one (according to the plan)

  Aren't we drifting off thread ?

 Yorkie,  why not try a bigger capacity battery, say a 3300 or more?

    I believe that toward the end of WW2,  some aero  engines  (  Merlin ? )  used water injection  as an emergency  power boost,  for a short while, in combat  situations.

               As a plan builder, this could change my mind!

 Has anyone built a Flair Beaufighter from the kit, and used the recommended Sp 600  8.4v power set up?      If so, how did it go?