Lil Toad - RC sport model.
Quote: "A fascinating, highly maneouverable thirty inch span delta especially designed for a single pulse proportional actuator and .10 to .15 engines.
The July issue of R/C MODELER MAGAZINE described some of the problems which a beginner faces in using pulse proportional equipment for the control of model aircraft. Typical aircraft chosen by the beginner are relatively stable which allows the beginner to develope confidence as a pilot. Soon after gaining confidence there is always the challenge to experiment with more maneuverable aircraft. An example of what can be done was discussed in the December issue of R/C Modeler which described the use of single actuator and double actuator installations in the Top Dawg (oz901) airplane. The performance of such an airplane using ailerons and elevator is a challenge even to the highly skilled flyer.
All hobbyists are faced with the cost of upgrading their equipment to the best available performance after they have mastered the fundamentals of their hobby. This is the third in a series of articles which shows the versatility that can challenge the model airplane enthu- siast with a minimal investment in equipment. The Super Sport transmitter and receiver is the first pulse propor- tional system designed to provide equipment which satisfied the needs of the beginner and is yet useful for controlling highly maneuverable aircraft. The equipment incorporates a wide range of pulse rates and widths that are adjustable to all actuator sys- tems working on these principles. The improved performance of the fast pulse rate actuator systems is gratifying to the beginner after mastering flying with the slower pulse rates. The selection of aircraft which is capable of carrying the added weight of double actuators allows for performance such as was achieved in the Top Dawg. This article is concerned with a fascinating aircraft especially designed for a single actuator unit operating at the slow pulse rate.
The single actuator is a mechanical decoder which responds to two aspects of the radio signal with little interaction of one control on the other. It is reasonable to design a highly maneuverable aircraft around a single control element compatible with the single actuator concept. It features gratifying performance under control of elevons which proved directly compatible with the mechanical action of a single actuator.
Almost everyone is fascinated with the high performance and flight charac- teristics of the Delta-design aircraft which have emerged over the past few years. The present aircraft is a simple Delta configuration having a wing span of thirty inches. The plans illustrate the simplicity of construction where the basic design is a symmetrical airfoil in the shape of a Delta.
In order to stabilize the Delta wing, two vertical fins are placed on the top of the wing and two additional fins on the bottom of the wing. The bottom fins also serve as skids for the aircraft on the ground. A single fixed wheel is mounted on the front of the aircraft to guide the airplane on takeoff.
The central compartment of the wing section is designed to contain the engine, the fuel tank, the receiver and battery pack and the actuator. The actuator mount is unconventional in the sense that s special plate is used that is free to move forward and backward in slotted hardwood rail mounts. The take-off, which is normally used for elevator motion, is rigidly anchored to the airplane frame. The resulting motion of the actuator is a back and forth motion at the normal pulse rate with the rudder action superimposed on the top plate of the actuator.
Strip elevons extend across the entire rear of the wing and are connected to the two sides of the rudder take-off by horns mounted on the top of the elevons. In normal pulse proportional systems the actuator is fixed and the pushrods must come underneath the elevator in order that the airplane will fail-safe into up-elevator rather than down. In the present case, since the actuator is free to move, the elevons are connected from the top so that the aircraft will again fail-safe up rather than down. The elevons follow the same motion as the rudder take-off on the actuator which results in both up and down and right and left with single control surfaces.
After finishing the model sufficient suspense was created and considerable comments were available concerning its probable flight characteristics. As those of you who have designed your own conventional models know, there is always some concern about the major question: Will it fly? Our chief test pilot, Bob Reuther, had the utmost confidence in his design and assured us of success. His caution at the flying field gave some doubt as the the AMOUNT of confidence but, nevertheless, his confidence was rewarded.
The airplane was powered by a .15 engine and the all up weight ready for take-off was just under one-and-one-half pounds. If this seems to be over-powered, it is! The speed is comparable to most 60 powered pattern ships. Prospective builders should not let the speed scare them off because the ship is super stable and groovy with deadstick landings a breeze..."
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