Example: I can, using the steering knob on my JR 10X, taxi my model at slow speed with
incredible accuracy and a lot of “turns on a dime” throw to a position on the runway for
take off. Then I can center the steering knob and release it and take control of the model
conventionally with the rudder stick without having too sensitive steering. This is not the
same as simply putting expo or dual rate on the rudder channel because I have full and
immediate rudder at all times.
Basically speaking, the normal operation of working the rudder/steering channel of my
models now occupies three (3) channels of a radio but I would not have it any other way.
FLAPS, AILERONS, ELEVATORS and RUDDERS
Some modelers like to slave the operation of one function such as an aileron to the other
using two channels. The argument for this is that they can get both surfaces dialed in
perfectly. Actually if you build and set up you model correctly in the first place the
through and centering of the above functions is easily obtainable without wasting extra
channels. Indeed if you tried this on such a model as the DV8R, you would need eight
channels for the flight surfaces alone, add Retracts, Brakes, Throttle, Turbine kill switch,
a gyro and we’re up to 13 channels already!
My DV8R utilizes “Y-harnesses” on all of the above and saves valuable channel space.
In addition, operations like “Crow” are not necessary on DV8R, it has great slow down
capabilities with the flaps.
FLAPS AND LANDING
One last note deals with flap operation. Most radios have the ability to put flaps on a
knob or dial. Also many radios have an available three (3) position switch that is either a
dedicated flap switch or one that is available as an auxiliary channels. I have found that
the three-position switch works best for me for many reasons. When in flight, particularly
in the pattern just after take off, at slow speed or just before landing, I want to always be
sure of my flap setting. I set the flap operation, on every one of my models on the same
switch always. Years of familiarity with the same flap switch have afforded me the
ability to look at the operation of the flaps as second nature. This is very important. Many
times we have seen modelers fumbling to figure out whether the flaps are up or down or
somewhere in-between while making an approach diverting critical attention at precisely
the wrong moment.
While it might be helpful to fine-tune the exact position of your flaps at a given
moment, experience has shown that our models react little differently with minute
adjustments of flap. Rather, a properly setup model will see a significant improvement in
lift up to some point as the flaps are lowered. From this point on the lift curve stays
almost constant while the drag curve begins to turn up sharply.
What this means is that if we set first position to be where there is the greatest amount
of lift traded for the resulting drag (Take-Off Flaps) and the position the yields an
effective amount of drag (Landing Flaps) as the second flap position, we have effectively
covered the gamete of what the flaps have to offer us aerodynamically. Don’t worry I
have figured this out for you, read on.
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