Top Flite TOPA0906 - Manual (Page 35)

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o 12. Secure connections between servo wires and
Y-connectors or servo extensions, and the
connection between your battery pack and the
on/off switch with vinyl tape, heat shrink tubing
or special clips suitable for that purpose.
o 13. Make sure any servo extension cords you may
have used do not interfere with other systems
(servo arms, pushrods, etc.).
o 14. Secure the pressure tap (if used) to the muffler
with high temp RTV silicone, threadlocking
compound or J.B. Weld.
o 15. Make sure the fuel lines are connected and
are not kinked.
o 16. Use an incidence meter to check the wing for
twists and attempt to correct before flying.
o 17. Balance your propeller (and spare propellers).
o 18. Tighten the propeller nut and spinner.
o 19. Place your name, address, AMA number and
telephone number on or inside your model.
o 20. Cycle your receiver battery pack (if necessary)
and make sure it is fully charged.
o 21. If you wish to photograph your model, do so
before your first flight.
o 22. Range check your radio when you get to the
flying field.
FLYING
The Cessna 182 ARF is a great-flying model that
flies smoothly and predictably. The Cessna does not,
however, possess the self-recovery characteristics of
a primary R/C trainer and should be flown only by
experienced R/C pilots.
FUEL MIxTURE ADjUSTMENTS
A fully cowled engine may run at a higher temperature
than an un-cowled engine. For this reason, the fuel
mixture should be richened so the engine runs at
about 200 rpm below peak speed. By running the
engine slightly rich, you will help prevent dead-stick
landings caused by overheating.
CAUTION (THIS APPLIES TO ALL R/C
AIRPLANES): If, while flying, you notice an
alarming or unusual sound such as a low-pitched
“buzz,” this may indicate control surface flutter.
Flutter occurs when a control surface (such as an
aileron or elevator) or a flying surface (such as a
wing or stab) rapidly vibrates up and down (thus
causing the noise). In extreme cases, if not detected
immediately, flutter can actually cause the control
surface to detach or the flying surface to fail, thus
causing loss of control followed by an impending
crash. The best thing to do when flutter is detected
is to slow the model
immediately by reducing
power, then land as soon as safely possible. Identify
which surface fluttered (so the problem may be
resolved) by checking all the servo grommets for
deterioration or signs of vibration. Make certain all
pushrod linkages are secure and free of play. If it
fluttered once, under similar circumstances it will
probably flutter again unless the problem is fixed.
Some things which can cause flutter are; Excessive
hinge gap; Not mounting control horns solidly; Poor
fit of clevis pin in horn; Side-play of wire pushrods
caused by large bends; Excessive free play in
servo gears; Insecure servo mounting; and one of
the most prevalent causes of flutter; Flying an over-
powered model at excessive speeds.
TAKEOFF
If you have dual rates on your transmitter, set the
switches to “high rate” for takeoff, especially when
taking off in a crosswind. Although this model has
good low-speed characteristics, you should always
build up as much speed as your runway will permit
before lifting off, as this will give you a safety margin
in case of a “flame-out.” When you first advance the
throttle the plane will usually turn left slightly. Correct
by applying sufficient right rudder to hold it straight
down the runway. When the plane has sufficient flying
speed, lift off by smoothly applying up elevator (don’t
pull it hard into a steep climb!), and climb out gradually.
Do not use flaps for your initial takeoff. After you have
the feel of the Cessna, takeoffs may be made with
the flaps set at 50%.
FLYING
We recommend that you take it easy with your
Cessna for the first several flights, gradually “getting
acquainted” with this realistic model as your engine
gets fully broken-in. Add and practice one maneuver
at a time, learning how she behaves in each. For ultra-
smooth flying and normal maneuvers, we recommend
using the “low rate” settings as listed on page 31.
“High rate” elevator may be required for spins. Though
the full-scale Cessna 182 is not rated for aerobatics,
the Top Flite Cessna 182 ARF is capable of some
graceful aerobatic maneuvers. A beautiful barrel roll
may be accomplished by advancing the throttle to
full, then pulling the nose about 25 degrees above
the horizon. Apply about 3/4 aileron in one direction,
and let the Cessna 182 ARF roll 360 degrees without
touching any of the other controls. If the proper roll
rate is established, the wings should come back to
level with the plane in a 20° to 25° dive. Reduce power
and gently raise the nose to level flight. Loops are
easily accomplished, but you should reduce power
as the plane goes over the top to reduce stresses
and enhance realism.
LANDING
When it's time to land, fly a normal landing pattern
and approach. The Cessna 182 ARF may bleed off
airspeed more rapidly than the sport planes you are
used to. For this reason, be prepared to carry a little
power during approach. For your first landings, plan
to approach slightly faster than stall speed and flare a
few inches off the runway onto the main wheels.
FLAPS
Full flaps make the Cessna 182 ARF very steady in
the landing pattern, but just carry a little extra power to
make up for the extra drag. The extra drag of the flaps
also allows you to make shorter, steeper approaches.
Like the full-scale Cessna 182, the Top Flite Cessna
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