[Dale Hunter]

John, try something reasonable. If the lead is installed in a few billets. Remove a portion, that will move the balance back a 1/4 of your intentions. It will feel good getting rid of the lead. Then start moving batteries, is just like all the other kids.

Enjoy the time flying, I do.

(off to our first fun-fly this Sunday (1 day).


-Dale-

P.S. DLE/DA same footprint



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[grosbeak]

Originally Posted by Dale Hunter

John, try something reasonable. If the lead is installed in a few billets. Remove a portion, that will move the balance back a 1/4 of your intentions. It will feel good getting rid of the lead. Then start moving batteries, is just like all the other kids.

Enjoy the time flying, I do.

(off to our first fun-fly this Sunday (1 day).


-Dale-

P.S. DLE/DA same footprint

Thanks Dale - I'd like to get out this Sunday. The lead is in segments - after issues keeping lead together and in place in the past, this is how I did it with the SBach:



Some of that came off when the second receiver battery went on, but there's still plenty left.

[Dale Hunter]

Thank-you for the photo. Kind of like a thousand works, (joke).

Enjoy your day of flying.
Sometimes the dynking is as rewarding as the flying. After all it's just a hobby.

-Dale-



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[grosbeak]

Originally Posted by Dale Hunter

Thank-you for the photo. Kind of like a thousand works, (joke).

Glad you liked it! Here's another showing the receiver batteries (this is before I removed the lead ballast that the second battery displaced).



And here's the ignition battery on the other side.

Enjoy your day of flying.
Sometimes the dynking is as rewarding as the flying. After all it's just a hobby.

I completely agree. I get a lot of enjoyment out of working on the planes.

[Bdegan]

Sbach' s in my experience are tail heavy creatures. All the ones I have seen have required some added nose weight.

Unfortunately just going up to a newer 55 or 60 cc engine will not solve your CG issue.
May exacerbate it. The newer 55 and 60 cc engines are as light or lighter than the DA 50.
Kudo's to the extra power though

Manufacturers recommended CG is exactly that. It's a recommended starting point .
A spot they feel the plane can easily be consoled and not lost due to uncontrollable flight characteristics.

Dale said it. Think if how the plane is flying, and how you would like it to fly. Remove bits 9f weight at a time and see if it feels better To you . If it does, go again and see if it gets better.
If not, add a little more and see how it feels.

Plane set up is like underwear........

Some like boxers.....

Some like briefs......

Some like going Commando ........



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[grosbeak]

Originally Posted by Bdegan

Sbach' s in my experience are tail heavy creatures. All the ones I have seen have required some added nose weight.

Unfortunately just going up to a newer 55 or 60 cc engine will not solve your CG issue.
May exacerbate it. The newer 55 and 60 cc engines are as light or lighter than the DA 50.

Kudo's to the extra power though

Manufacturers recommended CG is exactly that. It's a recommended starting point .
A spot they feel the plane can easily be consoled and not lost due to uncontrollable flight characteristics.

Dale said it. Think if how the plane is flying, and how you would like it to fly. Remove bits 9f weight at a time and see if it feels better To you . If it does, go again and see if it gets better.
If not, add a little more and see how it feels.

Plane set up is like underwear........

Some like boxers.....

Some like briefs......

Some like going Commando ........

I was most recently considering the EME 60 which is 3.70 lbs vs 2.94 lbs for the DA 50. But that's neither here nor these because I have set that option aside in favour of removing nose weight a bit a time with flight tests in between.

[grosbeak]

When testing the CG, is it a good idea to fly inverted to see if the nose drops?

[JoeT]

Originally Posted by grosbeak

When testing the CG, is it a good idea to fly inverted to see if the nose drops?

It's more important for you to "Like" the way the plane flies, rather than searching for the perfect CG. IMHO.

[Dale Hunter]

Originally Posted by grosbeak

When testing the CG, is it a good idea to fly inverted to see if the nose drops?

Depends on weather you can fly inverted.
(joke, John)

Originally Posted by JoeT

It's more important for you to "Like" the way the plane flies, rather than searching for the perfect CG. IMHO.

Yes, as Joe say's. It's your hobby, set it up for your flying tastes. Trimming tools are just that, ways to gauge where you are. And, what you can try next to obtain your desired flight characteristics.

Best of all, fly. The more the merrier.
Just got home, heard my friend is out trying his new radio. Might have to join him. Yard tasks can be done in the wind.
(Add, Arlene is out running errands. No policing!)

-Dale-



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[VA6WGO]

Originally Posted by grosbeak

When testing the CG, is it a good idea to fly inverted to see if the nose drops?

It will drop, if it doesn't drop you are going to induce some other problems when flying up right. For IMAC or precision aerobatics, the plane is a bit in the nose heavy side. It helps with the snaps and tracking.

Have you looked into white rose engineering? I got a couple of their weight washers for a 35 & 40% a few years ago. I got different sizes and it helped me a lot to determine the sweet spot on the CG of that airplane. I think you can ask them to make you a couple of those (different weights for a 50cc size) You would need longer prop bolts though.

http://whiteroseeng.com/products/pw.html


Will