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Verfügbare Sprachen
Verfügbare Sprachen
that the trailing edge of the wing and the leading edge oI the aile-
ron were lett with a straight, sharp edge, as described in the
building instructions.
Connect the threaded pushrod to the aileron horn and check
the aileron movement. Apply a small blob of s-minute epoxy to
the end of the pushrod to secure it. Repeat the procedure with
the second aileron.
Applying the transfers
Cut out each transfer, leaving about 1mm excess all round.
Leave the backing film in place lor the moment. Place the trans-
fer on the model and establish the correct position. lt is a good
idea to mark the position. but make sure the mark can be erased
again later.
Cut a strip about 10 mm wide from the backing film, leaving the
rest of the backing on the transler. Position the transler on the
model and rub the exposed edge in place. The rest of the back-
ing film can now be peeled off and the transfer pressed down.
Take care not to allow any air bubbles; always rub trom the
centre towards the edge. Take care not to pullthe transfers out
ot shape.
Large transfers cannot be applied as just described; they are
attached as follows: squirt a few drops of liquid detergent into a
bowl of water and dampen the model with the mixture (the sur-
face must be waterproof). Remove the backing film entirely and
apply the transfer to the model. The water prevents the adhesive
grabbing, and the transfer can be slid into position and
smoothed down. The film oI water under the transter will diffuse
afteradayortwo, and the transfer willstick just as if applied dry.
The pre-condition for this to work is: the surface must be
smoolh, and free of dust and grease.
lnstalling the radio control equipment
Installthe servos in the fuselage. Fitthe clevis 40about halt-way
onto the threaded portion of the threaded coupler 41, and con-
nect the link to the servo output arm. The guide tubes already in
place in the fuselage usually have to be shortened in the cabin
area. They can be cut through with a sharp knife, leaving suflic-
ient soace between servo outout arm and tube end for a clevis
and threaded couDler.
Set the control surfaces and servos to neutral, and the air-
brakes to fully closed. Mark the correct length ol the linkage
rods forthe control surtaces (the depth ofthe hole in the thread-
ed coupler is about l0 mm) using a telt - tip pen, cut the rods to
length and de-burr the cut ends.
Check that the bowden cables are as straight as possible, and
give them extra support by gluing them to the fuselage side at.
several points with epoxy. The tube ends can be secured with
the guide tube supports 38, which are glued to the rear former.
Check that the control surface neutral oositions and throws are
correct, and check that all systems work freely. Check also that
the control "sense" is correct, i.e. moving the rudder stick to the
right results in the rudder moving to the right. ll necessary re-
verse the servos at the transmitter, or installa servo reverse mo-
dule.
Check that all control surfaces, and in particular the airbrakes,
are able to move to the servos' extremes of travel without being
mechanically obstructed at any point. A stalled servo consumes
a very high current, and thus depletes the receiver battery in a
very short time.
Fit the receiver battery into the fuselage nose and pack round it
with foam rubber. The receiver battery should have a capacity ot
at least'1200 mAh. For extra security, we recommend using the
Secu battery system.
The receiver can be fixed to the luselage side using Velcro, or
wrapped in foam rubber and fixed on a separate plate. The re-
ceiver aerial can usually be deployed inside the luselage by
slipping it inside a length ol plastictubing (bowden cable outer),
which is left loose in the luselage. On no account use metaltu-
b i n g !
Mount the On/Off switch on the servo olate 31 inside the tusel-
age. The canopy is removed to switch the radio on or ofl.
Balancing
Your model must be balanced at the marked Centre ot Gravity
before you attempt a flight. Minor inaccuracies in construction,
which are unavoidable in modelling, mean that the perfect ba-
lance point is slightly dillerent for each model. For this reason
20
the model is initially balanced at an average CG position, which
will always be accurate enough for test flights. The ideal CG po-
sition can then be established tor your particular model during
test - tlying. The average CGforthe Alpina maglc is about 85 mm
behind the wing root leading edge.
Mark the CG on the underside of the wing roots using a felt - tip
pen. Fit out the model completely, including radio equipment,
canopy and tail surtaces. The model can simply be balanced on
your fingertips; this is quite accurate enough for the initial aver-
age CG position. Add lead ballast lo the tuselage nose until the
model balances with the nose inclined slightly down. You will
need between l00 and 300 grams of lead, depending on your
methods of construction and finishing and the type of radio ins-
talled. Be sure to prevent the ballast shifting: screw or epoxy it in
prace.
Test - flying
The satest method of launching lor the first flight is an aero - tow,
although the slope or a winch are pertectly practical. Switch the
receiving system on and carry out a check of all controls. Check
once more that the control surtaces move in the correct direc-
tion corresponding to stick movement. Carry out a range test.
It you run fast into the wind, and release the model momentarily,
you can get an idea of the model's longitudinaltrim: there must
be no marked tendency to change aftitude. Don't throw the mo-
d e l !
For a winch launch, it is best if an assistant holds the model and
checks that the wings are level. ll you are using a grass strip,
grass must be shaved really close!
Do not release the model untilthe tension on the line is just right
(not too great, and not too little). lmmediately after leaving the
ground the model is in the most dangerous phase of the launch.
lf the model is allowed to climb away steeply from the ground,
one wing is very likely to stall; the model will drop one wing and
can only be recovered by applying down elevator and opposite
rudder at once. ln this situation it is vital that the winch operator
should not slacken the tension on the line, otherwise the model
will have no energy available for a change in course. To avoid
this situation, never pull the model up steeply immediately after
lift - off, but wait a few moments until it has achieved flying
speed, even applying a little down - elevator if necessary. A fur-
ther reason for this Drocedure is that it reduces the risk oI a
cable break at low altitude. Once the model is in a stable condi-
tion, the climb can be continued; apply slight up - elevator to
maximise launch height.
The winch operator should watch the degree of flex in the wings
.during the whole of the winch launch, as this indicates the load
on the model, and tells him whether to apply more or less power.
After releasing the tow, trim the model for accurate straight
flight, with the fuselage pointing in exactlythe same direction as
the direction of f light - into wind and downwind. This is of gt
importance if you wish to obtain maximum performance frofl
your model. An aircraft which is constantly yawing can never
give its best performance, owing to increased tuselage drag
and the angled airtlow over the wings.
Now tly a few full circles, if possible in both directions, and ob-
serve how the control surfaces respond. lt is worth saying here
that all pilots develop their own ideas on how to fly an aircraft,
and we can only give general advice.
lf you find one control operates too sharply or too sluggishly, eli-
minate the problem at once by reconnecting the linkage at the
servo output arm. lt makes no sense at all to fly a model for a
long time with unbalanced control responses. Neither is it good
practice to use the transmitter throw reduction switches (rate
switches or similar) as a permanent means ol trimming, as in
this way you lose the precision aftorded by full servo throw.
Equally, do not alter the settings once you have established a
good combination. The clevises, once adjusted correctly, can
be locked with locknuts, contact cement or silicone adhesive. lt
takes a pilot a certain amount of time to get the best pertor-
mance out ot any sailplane, even under constant conditions.
lf you still have enough height, check the CG position right on
your lirst tesl flight. However, do not attempt it if you are getting
low. lt is much better in that case to land and carry out the test
during a second flight.
The simplest and quickest method of checking the CG is to in-
vestigate the model's recovery from an intentional dive. This
characteristic is a function of the interaction between Centre of
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