The basic lacts
pertaining
to ballasl are
as follows: the
values for best
glide
angle in
particular,
and all values
in
general,
are shilted
to higher
flying speeds
when ballast
is added
to the
aircraft.
The addition
ol ballast
provides
the
model with a higher basic
speed,
but
with the disadvantage
of a slightly
inlerior minimum sink
rate, as
well as a slightly
higher
minimum speed. At
high
speed
the
heavier
model has clear advantages
over the slower
one.
This
means in
practice
that
the model should be
llown s,ith ballast
when
the wind is strong, and
if the model
is
optimized
for speed and
distance
flying.
In calm
weather,
gentle
slope breezes,
and when thermals are
weak or
non-existent,
the model should
be flown without ballast.
Whenever
you
add
or remove ballast,
please
remember
that the CG
will be
be altered slightly.
This must be corrected
by adding 0r
removing
nose
ballast.
Tesl
llying
The
model can now be
towed up from a
handlaunch. Switch
the
receiving system on and
carry out a check of
all the control
functions.
Check
finally
that the surfaces all
move in the coFrect sense.
When
you
are satisfied,
the
tow line can be connected.
lmmediately alter
launch, the
model is in the critical
phase
0f the
tow.
lf the
model is allowed
to
climb
away too steeply,
there is a danger
that
-
the airflow
will break away
from the
wing. The model will
then
stall
t0
one side,
and only
rapid
action
with the
rudder will return
the model t0
a sale attitude.
For this
reason, do not
pull
the model up into a steep
climb
immediately after
launch, but
wait for a few moments
until a
safe
llight condition
is achieved, applying
down elevator
if necessary
to
gain
flight speed.
Once
in this state, the
model's climb can be
continued,
with
gentle
use
of up elevator
increasing the climb
rate for
an even
higher
release.
The winch operator
should
watch the flexure of
the wings constantly
during
the winch
launch. This
will
give
him an accurate
idea 0f
the
load on the model.
and help him
to
ludge
when to accelerate
or slow
the tow rate down.
In
gusty
weather this form ol
launching subjects
the model
to
extreme
loads
-
loads only
reached otherwise during
aerobatic
manoeuvres.
Alter releasing
the tow, try to achieve
a well-trimmed,
straight
flight
path,
with
the luselage exactly
parallel
to the line of
llight. This is
extremely
important
il
you
hope to obtain
top
performance
from the
model.
ll the
glider
constantly
yaws,
the increased
fuselage drag and
the angled
airflow over
the wings
will
cause
a
marked loss
in
oerlormance.
Now
fly a
few full circles,
il
possible
alternating
the
primary
turn
controls,
and
get
used
to their elfectiveness.
lt is
worth mentioning
here
that every
pilot
in the course
of time develops
his own
ideas on
how best to control
a model.
For this
reason we can only
give general
recommendations.
lf
you
lind
that one control
responds too sharply
or too sluggishly,
then
eliminate
the fault
without delay by
reducing or
increasing the
throw
of
the corresponding
control surface.
This
is
achieved
by using
a
different
outout
hole at the servo.
lt makes
no
sense
to
fly
a
model for a
long
period
0f time
with the c0ntrols
badly matched.
However,once
you
have established
effective
and well-harmonized
controls,
do not
change
them
again.
A high-performance
model such as
the DG 300
certainly
takes some
experience ol
flying under
the same conÜol
conditions
before
it will
yield
its
maximum
performance.
lf
you
still have enough
height,
we recommend
that
you
check
out the
CG
positi0n
right on the
lirst llight. Do
not do this, however,
unless
you
still
have
plenty
ol
height. lf
you
are
not sure,
wait until the
next flight
The simplest
and
quickest
method ol
checking
is to investigate
the
model's
recovery
lrom an
intentional dive.
This characteristic
is a
manilestation
ot the
inter-reaction between
Centre of
Lilt and Centre ot
Gravity
at
different speeds.
We should
point
out
that this
method
represents
a method
ol fine{uning
only it will
not work if
you
have
made coarse building
errors, or
if the average
CG
position
has not
been set
correctly.
Apply down
elevator briefly
to
place
the model in a steep dive.
Now
release
the stick. ll
the model is
perfectly
balanced and
the trims
correct,
it will recover
from the dive by
itsell in a wide,
gentle
curve.
lf
the model
immediately
rears up into a steep
climb, then
the CG is t00
far
lorward. Remove
nose ballast and apply
a little down
trim.
lf the model shows
no sign of
recovering by itsell
from the dive
-
under
certain circumstances
the
dive
will become steeper
and steeper
-
then
immediately extend
the airbrakes and
gently pull
up
to recover. The
CG
is too lar alt.
Add nose ballast, and
apply a
little
up
trim.
T0 obtain significant
results
from this test,
you
should
alter the ballast
in increments
of not less
than 20
g.
and
not more than 50
g.
Never attempt
to fly
circles
when on
the landinq approach
at low
altitude.
Major
changes
in direction
at low altitude,
with corresponding
angles of
bank, are an open
invitation
to
a calamity.
The approach
angle can be controlled
accurately
by using the air-
brakes.
The brakes are also
useful
in
aerobatic
flying.
ll
you
should
make a
piloting
err0r,
extend the brakes
and the speed
will
quickly
be
burned
off. ll the
model
gets
uncomlortably
high
in
a
powerful
thermal, once again use
the airbrakes
to lose height
quickly
and
safely.
lf
you
have installed
two aileron servos,
and if
your
radio equipment
has the appropriate
facilities,
you
may opt
to
apply
ditferential aileron
movement eleclronically,
and to superimpose
a camber-changing
llap
elfect on the ailerons
by means ol
an electronic
mixer. Flap movement
should be
4 m.m. Do
not
exceed
these
throws tor the camber-
changing
llaps, as
greater
movements
offer no advantage.
When
they
are
lowered
(positive),
there
is
a slight
increase
in the maximum
lift
of
the wing, coupled
with a decrease
in aileron
response.
Please
bear
this
in mind
il
you
intend
lowering the flaps
when the model
is
close
to the
ground.
With
this tlap setting,
the model is better
able to exploit
weak thermal
lift. However, do
not expect
miracles from the camber-changing
llaps.
When set to
negative angles
(up),
the flaps
increase the model's
flying
speed
slightly.
Please be
prepared
to spend a
lot
of
time and
many
flights experimenting,
to establish
the most eltective
method ol
llying
this model, and
to
get
used
to its flying characteristics,
as this
is the
only way
to learn how
to
extract
the maximum
performance
0f which
the
glider
is capable.
For reasons of
salety
you
should
always
bear in
mind the risks
inherent
in flying
model aircraft. Controlling
a
model
glider
calls
for a
highly
responsible attitude
from
the
pilot.
Never
fly in such a
way that
you place
other
people
at risk, or annoy
lhem
in
any
way.
Get
to know
your
model over
many hours ol
flying, and
you
will learn
to appreciate
the many
qualities
and
possibilities
that a
model of this
type can offer.
We hope that
you
have many
happy and successful
hours in building
and flying
your
DG 300
Elan
MUI-TlPtEX
llilodelllechnik
GmbH,
H. Glatlhorn,
Modellenlwicklüng
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