Great Planes CAP 232 40 Kit - GPMA0232 - Manual (Page 43)

3. I will perform my initial turn after takeoff away from the pit
or spectator areas, and I will not thereafter fly over pit or
spectator areas, unless beyond my control.
4. I will operate my model using only radio
control frequencies currently allowed by the Federal
Communications Commission.
The Great Planes CAP 232 is a great flying semi-scale
sport model that flies smoothly and predictably, yet is highly
aerobatic. Compared to other spor t planes its flight
characteristics are docile and forgiving. The CAP does not,
however, possess the self-recovery characteristics of a
primary R/C trainer; therefore, you must either have
mastered the basics of R/C flying or obtained the
assistance of a competent R/C pilot to assist you with the
first flights of your CAP 232.
Take off on "low" rates if you have dual rates on your
transmitter. For all models it is good practice to gain as
much speed as the length of the runway will permit before
lifting off. This will give you a safety margin in case the
engine quits. When you initially advance the throttle and the
tail begins to lift, the CAP will begin to turn to the left
slightly (due to the torque of the engine–a characteristic of
all taildraggers). Be prepared for this by applying sufficient
right rudder to keep the CAP running straight down the
middle of the runway (or flying field). The left turning
tendency will decrease as the plane picks up speed. Be
sure to allow the tail to rise off the ground before lifting the
model into the air. Depending on the surface you are taking
off from, you will need to apply little or no up elevator until
flying speed is reached. Don't hold the tail on the ground
with too much up elevator, as the CAP will become
airborne prematurely and may stall. When the plane has
gained enough flying speed to safely lift off, gradually and
smoothly apply up elevator and allow the model to climb at
a shallow angle (do not yank the model off the ground into
a steep climb!).
We recommend that you take it easy with your CAP 232 for
the first several flights, gradually "getting acquainted" with
this great sport model as your engine gets fully broken in. If
you feel as though you have your hands full, keep this one
thing in mind: pull back on the throttle stick to slow the
model down. This will make everything happen a little
slower and allow you time to think and react. Add and
practice one maneuver at a time, lear ning how the
CAP behaves in each. For smooth flying and normal
maneuvers, use the low rate settings as listed on page 40.
For good knife-edge performance forward fight speed is the
key. Snaps are best performed on low rate, as the high rate
tends to push the CAP too deep into the stall slowing the
exit of the snap.
Sometime well before it's time to land you should climb
your CAP to a safe altitude and cut the throttle to an idle to
check out the model’s slow speed characteristics. Do this a
few times so you know what to expect upon landing.
When it's time to land, fly a normal landing pattern and
approach. Keep a few clicks of power on until you are over
the runway threshold. For your first few landings, plan to land
slightly faster than stall speed and on the main wheels, as
this is the easiest way to land your CAP. Later, with a little
practice, you will find you can make slow 3-point landings.
Have a ball! But always remember to think about your
next move and plan each maneuver before you do it.
Impulsively "jamming the sticks" without any thought
is what gets most fliers in trouble rather than lack of
flying skill.
Landing
Flight
Takeoff
CAUTION (THIS APPLIES TO ALL R/C AIRPLANES): If,
while flying, you notice any unusual sounds, such as a
low-pitched "buzz", this may indicate 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 may
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 pushrod 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; Excessive "play" or "backlash" in
servo gears; and Insecure servo mounting.
FLYING
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