E-flite LR-1A Pogo ARF 15e - Manual (Page 18)

34 E-flite LR-1A Pogo 15e ARF Assembly Manual 35 E-flite LR-1A Pogo 15e ARF Assembly Manual
I like to set up my transmitter so almost full elevator
stick movement is required to complete a turn around a
pylon. Ailerons are set up so a complete full roll takes
2–3 seconds (the distance from one end of a racing
course to the other). I usually also set up my rudder so
that full right rudder will provide a straight takeoff run
with a wide open throttle. I also mix in a little rudder
with aileron movement (about 4%); just enough so you
can roll from right knife edge to left knife edge and
back again without gaining any altitude.
Some tips on passing your racing friends. Stay above
their racing line. There is a tremendous amount of
what we call bad air (turbulence) right behind and
below them. While it might seem cool and exciting
to execute a pass below, at these speeds there is
rarely any time to correct from turbulence before your
beloved racer is in the ground. Take heed!
Landing
Landing your model is identical whether you are using
the Sport (Power 15) or Racing (Power 25) setups.
With the wing loading just south of 20 ounces per
square foot the landing speeds for this airplane are
actually very slow … if you can get it to slow down. It
is a very clean airplane and if you let the nose drop on
approach it will pick up all the speed you just worked
so hard to lose. Just go to high rates to make sure
you have adequate elevator once you get the airplane
slowed down when it is least effective. Plan your
approach and be prepared to make a go-around on
the first few tries. You’ll get the hang of it very quickly.
Range test Your Radio
Before each flying session, and especially with a new
model, it is important to perform a range check. It
is helpful to have another person available to assist
during the range check. If you are using a Spektrum
transmitter, please refer to your transmitter’s manual for
detailed instructions on the range check process.
Safety Do’s and Don’ts for Pilots
• Check all control surfaces prior to each takeoff.
• Do not fly your model near spectators, parking
areas or any other area that could result in injury to
people or damage of property.
• Do not fly during adverse weather conditions. Poor
visibility can cause disorientation and loss of control
of your aircraft. Strong winds can cause similar
problems.
• Do not take chances. If at any time during flight you
observe any erratic or abnormal operation, land
immediately and do not resume flight until the cause
of the problem has been ascertained and corrected.
Safety can never be taken lightly.
• Do not fly near power lines.
Daily Flight Checks
 1. Check the battery voltage of the transmitter
battery. Do not fly below the manufacturer’s
recommended voltage. To do so can crash
your aircraft.
When you check these batteries, ensure you have the
polarities correct on your expanded scale voltmeter.
 2. Check all hardware (linkages, screws, nuts,
and bolts) prior to each day’s flight. Be sure that
binding does not occur and that all parts are
properly secured.
 3. Ensure all surfaces are moving in the
proper manner.
 4. Perform a ground range check before each
day’s flying session.
 5. Prior to starting your aircraft, turn off your
transmitter, then turn it back on. Do this each time
you start your aircraft. If any critical switches are
on without your knowledge, the transmitter alarm
will sound a warning at this time.
 6. Check that all trim levers are in the
proper location.
 7. All servo pigtails and switch harness plugs
should be secured in the receiver. Make sure the
switch harness moves freely in both directions.
Preflight
Check Your Radio
Before going to the field, be sure your batteries are
fully charged per your radio’s instructions. Charge
the transmitter and motor battery for your airplane.
Use the recommended charger supplied with your
particular radio system, following the instructions
provided with the radio. In most cases, the radio
should be charged the night before going out flying.
Before each flying session, be sure to range check your
radio. See your radio manual for the recommended
range and instructions for your radio system. Each
radio manufacturer specifies different procedures for
their radio systems. Next, run the motor. With the
model securely anchored, check the range again.
The range test should not be significantly affected. If
it is, don’t attempt to fly! Have your radio equipment
checked out by the manufacturer.
Double-check that all controls (aileron, elevator, rudder
and throttle) move in the correct direction.
Check the radio installation and make sure all the
control surfaces are moving correctly (i.e., the correct
direction and with the recommended throws).
Check all the control horns, servo horns, and clevises
to make sure they are secure and in good condition.
Flying Your LR-1A Pogo 15e
PoWER 15 SPoRt SEtUP
If you followed the suggestions for the sport setup,
you’ll have adequate control throws to do just about
any aerobatic maneuver you want from an airplane
that is designed to fly fast. Balance the airplane at the
2 3 /
8
inches (60mm) mark to start with and then you
can adjust fore and aft from there by moving the motor
battery. The initial CG will provide a very solid feeling
airplane that will readily stall with full up elevator
which gives good control for landings.
take-off
Use care with a 10-inch propeller mounted, especially
off the grass. A smooth application of throttle will result
in a fairly straight takeoff run, needing a small amount
of right rudder. When the tailwheel is on the ground
(before the tail has risen) it provides good authority
against any torque-induced yaw … once the tailwheel
lifts off the ground be prepared to apply additional
right rudder to keep the airplane on a straight path. It
takes about 8–10 seconds for the airplane to gain full
speed but you don’t have to wait for this speed to have
fun. With the light wing loading you’ll find the LR-1A
to be very maneuverable and fun to fly.
PoWER 25 1250Kv RACINg SEtUP
This setup is a different animal. It will provide you with
many hours of pure adrenaline (at 4 minutes or so per
flight). The size of the loops you can do will amaze
you. Balance the airplane at the 2 3 /
8
inches (60mm)
mark to start with and then you can adjust fore and
aft from there by moving the motor battery. The initial
CG will provide a very solid feeling airplane that will
readily stall with full up elevator which gives good
control for landings. We recommend you follow the
suggestions on the pushrod attachment in the manual
for the racing setup. Using the inner holes at the servo
will result in the greatest amount of torque being
delivered to the control surface. At these speeds it is
good to have a reserve of holding power and extra
torque.
take-off
With the high Kv motor and a small 8-inch propeller,
there is a ton of torque coming from your motor so be
prepared for this on your first takeoff. The airplane
will easily come off the ground at 1/2 throttle so if
you stop yourself from going full bore and not apply
full power until well airborne, your takeoffs will be
easier and a thing of beauty. Same as above, while
the tailwheel is on the ground before the tail has risen
it provides good authority against any torque-induced
yaw, but once the tailwheel lifts off the ground be
prepared to apply additional right rudder to keep
the airplane on a straight path. With an 8-inch pitch
prop it takes a full 15 seconds for the airplane to
gain full speed.
Racing tips
The key to going fast and maintaining your speed is to
induce the least amount of drag while you are flying
the airplane. Every time you move a flight control you
increase the drag so use very little control movement
to help with this. Get used to using a lot of stick
movement on your transmitter (on all axis’) and your
ability to make smooth corrections and fly a faster line
through the air will increase tremendously.