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Related Manuals for RCRCM Hornet Motor Glider
Summary of Contents for RCRCM Hornet Motor Glider
- Page 1 Hornet Motor Glider...
- Page 2 Control surface: aileron, flap, rudder, elevator It is similar to, but in many ways quite different to, the well known RCRCM Typhoon. The Hornet has an enlarged cockpit area that makes for a lot of choice in selecting motor and battery combinations.
- Page 3 Inventory 1 x Fuselage with cockpit canopy bell crank cover plate 2 x Wings 2 x Fully flying elevators 1 x Carbon main spar 2 x 4mm control rods 1 x Small components bag ◦...
- Page 4 ◦ 12 x threaded rods ◦ 23 x threaded metal clevises (1 is pre fitted on the bell crank) ◦ 4 x wing servo mounts ◦ 1 x cockpit servo tray Kit Item Weights Fuselage 298g Canopy 17g ...
- Page 5 At this early stage it is not necessary to be totally accurate, the objective being to verify that motor and LiPo choices made are practical. The target supplied by RCRCM was 73.5mm back from the leading edge, my model balanced at 77mm back indicating I need more weight forward.
- Page 6 The glider is then held level in the flying attitude with the firewall and prod in place. The angle can then be adjusted as shown. When the correct position has been established the firewall can be fixed with a small amount of CA glue to keep it in position while the permanent fixing is laid up. I used a mixture of carbon tow and light glass roving.
- Page 7 sideways. A three sided rudder servo mount was then made from ply and screwed to the supplied servo tray. This allows both servos to be very positively mounted without having a hole larger than necessary to enable the servo to be slipped in without damaging the control wire. I made up a 1.5mm ply battery tray and glassed it place to provide a firm base for the LiPo and to strengthen the cockpit area that is a traditional problem area in molded gliders.
- Page 8 Due to CG concerns I replaced the supplied 4mm control rods with square 3mm ones to save weight in the rear. These rods have all the carbon aligned longitudinally and have little crush strength. I fitted shrink wrap material to the rod ends to stop them from splitting. The rudder clevis edges had to be ground off to clear the rudder horn fairing.
- Page 9 top and used V blocks to adjust the wing seam to be 3mm higher at the leading edge than the trailing edge. I then adjusted the elevator so that the leading and trailing seams were equal and marked the position on the vertical stabiliser. I then cut a length of fishing braid and marked the positions of the center seam of the fuselage and elevator leading edge.
- Page 10 Wings The servo fairings have to be filed and fitted to their respective recesses. I used silicon sealer to fix the covers in place after the servos and control rods were fitted. Ailerons I found the fibre glass aileron horns would not readily fit under the fairings and therefore discarded them.
- Page 11 Flaps The top skin of the wing must be cut out where the flap horn fairing are to be fitted. Leave sufficient material for a base to glue in the supplied fairings. The fibreglass flap horns has to be fitted under the top skin of the wing. The balsa trailing edge spar has to be dremelled out to allow passage of the control rod.
- Page 12 Wing Servos Build designs must allow for inevitable repairs and equipment replacement so I did not epoxy the servos in. Instead I used silicon sealant that can be prised off if repairs are necessary. At least 3-4 days must be allowed for the material set sufficiently for flight. NB : This glider will operate sub 100km/hr, this fixing method is most certainly not suitable for anything anything faster.
- Page 13 Control Rod Set Up Insert the servos into the ply locators, tape the flaps and ailerons in the neutral position. Install the control rods into the clevises and attach the servo horn. Ailerons Adjust the aileron control rod length so as to have the servo horn at 90 deg to the control rod. In most situations the servo spline will not allow the horn to be fitted at 90 deg so plug the servo into the RX and use the radio subtrim to achieve the correct position.
- Page 14 ◦ High rates selected (I want full control at low speed) ◦ Aileron/rudder mixing off ◦ 60% exponential on ailerons and elevator ◦ No aileron differential ◦ 1.5 mm up elevator to initiate the climb out ◦ 2mm right rudder to counter prop wash rotation ◦...
- Page 15 of aircraft types. If an appropriate template can be found programming work can be greatly reduced.
- Page 16 Flight Testing I always use a test plan for new planes, each flight has a single specific purpose and that is the only characteristic that is explored during the flight. I have found this to be the fastest way to get a new glider dialled in performing to the optimum.
- Page 17 The first powered flight was made at our local college sports grounds. It offered lots of space, and very few people about. This flight was also was very successful. With 3mm camber down (both flaps and ailerons) and 1mm of up elevator it easily climbed away under full power from my spring switch on the radio.
- Page 18 the objectives I set out for the build. The Hornet will never be up there with the best 3.5M thermal gliders but if I see a nice looking thunder storm approaching I can put in the car assembled and be flying in 10 minutes.
- Page 19 Gallery...
- Page 22 Appendix I (Control Throws) These throws are specific to the role of predominantly gliding. If you choose to go fast (DSing) be prepared to modify the suggestions substantially to support higher speeds. Similarly with slope aerobatics. I generally stooge around at best glide slope looking for lift with the odd sprint through sink (+2mm of camber).
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