Slack lines?

I flew the Flite Streak ARF Sunday, and it may have been a fluke deal, but when it ran out of fuel I got a BAD case of slack in the lines! It was about to go into the wind when it quit, so I'm wondering if that was most of the problem, it was level at the time. So bad I had to run back about 20 feet (and I'm still a pretty fast runner) just to gain control again. It was a little windy, so I didn't try again. Maybe something wrong in the set-up? It's got the MDS .18 (R/C carb)one washer in the front mount for right thrust, balance is 2", lines are .018x52' Could I have had too much right thrust, plus the rudder kicking it out some? Maybe the lines were stretching, it was pulling pretty good. I'm not a beginner, I did fly 1/2a alot in the 70-80's, I occasionally had to take a step back to keep the lines tight, but nothing like this. Any ideas?

when your engine quits you will lose a little tension - if it quits heading into the wond - on a light plane likt the Streak - you will get it blown back at you pretty easy

you can "whip" the model once the engine quits to keep the speed up until you are downwind that helps.

Yep- engine quit + into the wind is a good case for slack lines. Make sure you have enough tip weight also, you can stick 2-3 1/4 oz lead weights on the outboard wing tip and have some one watch it in level flight, if the outboard tip is hanging down, peel one off and try again.
You will usually get a bit of notice that it is getting ready to quit, the surge / sputter as the tank gets real low. At that point make sure you know which way the wind is blowing, don't get too high, be ready to whip / back up, and be ready to put it in a slight dive to keep the speed up when it quits. That will usually get you through to the downwind side so you can flare and land.

Bill Heher
If it's broke, fix it.
If it aint broke - let me see it for a minute

Your lines are also working against you on such a light aircraft. You could easily get away with using .015. .018 will add a lot of inboard drag when the motor quits

.018 lines are pretty heavy, how much tip weight do you have? I would probably increase it by 25-50% and see what happens.

Jim Pollock

I'm thinking about buying a new set of lines, 60'? And I'll try a smaller diameter too. It has the factory weight, the left is side has more weight on it, I'm not sure how much. I'll add some stick-on to it.

>I'm thinking about buying a new set of lines, 60'? And I'll
>try a smaller diameter too. It has the factory weight, the
>left is side has more weight on it, I'm not sure how much.
>I'll add some stick-on to it.

The lines should be .012 somewhere between 52 to 60 ft. Probably need at least 1/2 ounce additional tip weight. 1 to 2 ounces might be needed, start with the earlier recommendation and remove as necessary. Too much is much better than not enough.

Carl

Two problems here, first being the really heavy lines. Use .015 x 60-foot lines, especially with a stock ARF Flite Streak. The leadouts are not positioned ideally for either .012 or .015 lines but they are a lot closer to correct if you use the latter.

Secondly, you may be a lot happier with the balance point moved forward about 3/8 inch.

Finally, get rid of any rudder offset. Ditto the thrust offset, although a teeny little bit of right thrust is not an issue of significance.

Dan

>Two problems here, first being the really heavy lines. Use
>.015 x 60-foot lines, especially with a stock ARF Flite
>Streak. The leadouts are not positioned ideally for either
>.012 or .015 lines but they are a lot closer to correct if you
>use the latter.
>
>Secondly, you may be a lot happier with the balance point
>moved forward about 3/8 inch.
>
>Finally, get rid of any rudder offset. Ditto the thrust
>offset, although a teeny little bit of right thrust is not an
>issue of significance.
>
>Dan
>
> I flew a PDQ Mustang with a K&B 29 Greenhead and 70 ft.
Of .018 lines .
When the engine quit, the lines almost touched the ground before the plane.
Line length is very important ;dia is too.
Nuff said.

>I'm thinking about buying a new set of lines, 60'? And I'll
>try a smaller diameter too. It has the factory weight, the
>left is side has more weight on it, I'm not sure how much.
>I'll add some stick-on to it.

Did everyone miss the *clue* in the above post? He was asked about "tip weight", and answered that "it has the factory weight,
the LEFT (is?) side has MORE weight on it".
Does anybody suspect there's tip weight on the *inboard* wingtip?
DAT

I just assumed there is outer wing weight from the factory, it is 1/2oz heavy on that side. I can always add more... The rudder is centered on the front, and kicked out to the outer edge of the fuse at the back, not a ton of off-set. I think I like the balance where it is, unless it will cause problems, it handles fine, not twitchy or trouble in the wind (until "that" landing) It may have just been a case of needing lighter lines, the wind caught it just right, and it needs more weight, and I was not ready for it! Maybe Saturday I'll try again, Sunday is the Q25 Pylon races.
I just noticed my mistake in the other post saying the "left" wing had the weight, why I put that, I don't know! Thanks for pointing that out!

Don't worry about a mistake that was clearly an honest mistake. Most of us understood what you were saying.

Wingnut is just still bent about trying to call me on what he thought was a mistake. I responded by pointing out a couple clues he had missed; he has since gone on to prove he is thoroughly "clueless," but that is part of his charm. Or possibly his charm in total.

Anyway, lose the .018" lines, try .015s and try a slightly more forward balance point.

Dan

The ARF Streak has very little wind penetration once the engine quits. Bring it in and land it quick. It floats too much if you extend the landing approach, especially in wind. If it bounces when you hit the ground, give a little down elevator when it touches. Whipping after the engine quits will help to get some penetration. The lack of penetration with the Streak takes some getting used to, even for some experienced flyers. Also check for a wing warp with the outboard wing higher when under power. This will cause the plane to come in toward you when the engine stops.

Despite Da Dirt's preference for .015" lines, I'd suggest going to .012" lines, even if it required moving the LO's slightly. The reason being that MDS .18. I haven't had the joy of running a MDS, but I've heard some negative comments. It probably doesn't like more than 8" prop diameter, pretty significant when compared to the dreaded .21FP's impressive 9-4 APC, or the .25LA's 10-4 APC. There may then prove to be too much tipweight, but no fear, a few pennies taped to the inboard tip will correct that.

Moving the CG forward will improve the glide after power-off, and won't make a huge difference in control response. Actually, if you like it at 2" aft of the LE, then you're not trying to fly PA with it....you're trying to fly it like a combat model. Fun, but not PA. Not sure what your goals are, of course, and not for me to judge. But there certainly is a difference, and if you hope to learn the stunt pattern, you're making it more difficult.

I have flown Dirt's loaner FSARF, and while I didn't really like it, I do have to admit that it flies a lot like a stunt model, i.e., goes right where you want it to go, given enough energy conservation technique, a real good needle setting, and just the right amount of breeze (not much). Steve

Steve Helmick
Renton, Washington
USA

>Don't worry about a mistake that was clearly an honest
>mistake. Most of us understood what you were saying.
>
>Wingnut is just still bent about trying to call me on what he
>thought was a mistake. I responded by pointing out a couple
>clues he had missed; he has since gone on to prove he is
>thoroughly "clueless," but that is part of his
>charm. Or possibly his charm in total.


>Dan
>
That was uncalled for, Mr. Rutherford. The poster admitted his mistake. The fact that *you* can understand that "left" means "right"
is worthy of admiration indeed!!
I'm amazed that you even *remember* our exchange over the passing
of Evel. I had forgotten all about you. You're still wrong.
Regards,
DAT