Top Flite Sierra 40 Trainer Kit - Manual (Page 40)

40
TAKE OFF
If you have dual rates on your transmitter, set the
switches to "high rate" for take off, especially when
taking off in a crosswind. For your first flights, it is
best to pick a day when the wind is light, and coming
down the runway. The Sierra handles crosswinds
better than most other trainers, but you do not want
to complicate yourfirstflights. Remember, you should
always take off into the wind. Although the Sierra
has good low speed characteristics, you should build
up some extra speed before lifting off, as this will give
you a safety margin in case of a "flame-out." When
the plane has sufficient flying speed, lift off by
smoothly applying a little up elevator (don't "jerk" it
off into a vertical climb!), and climb out gradually. Let
your Sierra climb into the wind, making only minor
corrections to keep it going straight until it is at a
comfortable altitude. Then make a gradual turn.
The Sierra will climb out at a 20 or 30 degree
angle under full throttle. It is designed to fly level with
neutral elevator trim at approximately 1/2 to 2/3
throttle. This is the best speed for learning to fly. On
later flights, if you want the Sierra to maintain level
flight atfull throttle, you will need to give ita little down
trim.
FLYING
We recommend that you take it easy with your
Sierra for the first several flights and gradually "get
acquainted" with this great plane as your engine
becomes fully broken-in. Your first flights should
consist of mostly gentle turns. These will give you
practice at coordinating your control inputs and
maintaining the proper orientation of the airplane.
channel airplane), then gently giving some back
stick (up elevator). Enough back stick should be held
in to keep the aircraft at a constant altitude. When
you wish to stop turning, apply opposite aileron (or
rudder) to level the wings. Then release the sticks.
When you are comfortable flying the aircraft, you
can practice using the rudder along with the ailerons
to "coordinate" the turns. Usually, a small amount of
rudder applied in the direction of the turn will keep the
tail following in the exact same track as the nose.
Add and practice one maneuver at a time, learning
how your Sierra behaves in each one. For ultra-
smooth flying and normal maneuvers, we recom-
mend using the "low rate" settings as listed on page
34. High rate control throws will give your Sierra
enough control for loops, barrel rolls, axial rolls, and
many other basic aerobatic maneuvers.
After you have several flights on your Sierra, it's
time to reward yourself with your first aerobatic
maneuver. A loop is a good choice. Climb to a safe
altitude and turn into the wind. Lower the nose with
a little down elevator into about a 5 degree dive and
apply full throttle. After you dive for a couple of
seconds, slowly pull back on the elevator stick to
about 1/2 to 3/4 up elevator (depending on your
throws). Hold this control input. After you "go
around the top" and start down the back side of the
loop, pull the throttle back to about half. This will
keep the stresses on the airplane low and the airspeed
relatively constant. Keep holding the up elevator
until the plane is nearly level. Then slowly release
the sticks. Your done!!! It's really that easy!
CAUTION (THIS APPLIES TO ALL R/C AIR-
PLANES): If, while flying, you notice any
unusual sounds, such as a low-pitched "buzz,"
this may be an indication of control surface
"flutter." Because flutter can quickly destroy
components of your airplane, any time you
detect flutter you must immediately cut the
throttle and land the airplane! Check all servo
grommets for deterioration (this will indicate
which surface fluttered), and make sure all
pushrod linkages are slop-free. If it fluttered
once, it will probably flutter again under similar
circumstances unless you can eliminate the
slop or flexing in the linkages. Here are some
things which can result in flutter: Excessive
hinge gap; not mounting control horns solidly;
sloppy fit of clevis pin in horn; elasticity present
in flexible plastic pushrods; side-play of push-
rod in guide tube caused by tight bends; sloppy
fit of Z-bend in servo arm; insufficient glue used
when gluing in the elevator joiner wire or aileron
torque rod; excessive flexing of aileron, caused
by using too soft balsa aileron; excessive "play"
or "backlash" in servo gears; and insecure
servo mounting.
Turns are accomplished by banking the aircraft
with the ailerons (rudder will accomplish this on a 3-