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Keep going Neddy, one day everything will fall into place. It's only a matter of experience and the wind didn't help.

Hi Simon. A simple E Mail to 4 Max will get an answer and probably two options of motor along with esc and probable prop sizes and battery options

Hi Neddy Have you read the BMFA book called a Flying Start? If not, it's worth downloading from here.. Turning comes in Module 8 of this book that is also a suitable training manual provided both student and instructor are using it. Hope you find the book useful if you have not already started using it. Peter

Thanks to everyone for the feedback. After playing around with the plans a bit I thought perhaps I could rotate the mills in upright position about 20 degrees that way the compression screw is clear of the Vickers gun. If I need to mount inverted I am now confident it will work thanks to everyone's good advice. I will have a better idea once the fuselage comes together on how to go about fitting everything in. I plan to make a post about the build process with pics so stay tuned. Just out of interest what are people's experiences with model Nieuports flying? Flat top wing, and large rudder and elevator could be a bit unstable. Plans have an enlarged lifing tailplane which might help.

The set up was an Aerostar 2836-2200kv Data on this motor hard to come by, but the stock motor that is fitted to the Durafly ME163. 4s 60c 2200 lipo 60a esc 46A / 684W Wattmeter readings. Ideally, I would like to find something that fits the existing mount (difficult to get to), and similar if not better performance.

Hi Ned, Take it from one who knows ..... you are doing fine. I am new to this game as well and feel your pain. It is a path we all tread. All these battles against wind and any other events that are thrown at you are all normal and you will overcome them bit by bit. It's normal to feel demoralised but all you need is one good days flying with a little progression and I guarantee you that it will be enough to pick you up and spur you on. Eventually .... after a few knocks .... you will pass a point where you are able to pick yourself up more easily and carry on ...... don't get too disheartened. Keep your chin up and try and enjoy the little successes ...... bigger ones are on their way. Enjoy Toto

Hi Neddy Yes, it's very different when you are flying in the real world. For a start, you will find that your IQ drops to nearly zero as even what were simple tasks become much more difficult. The adrenaline is pumping which it never does on a simulator. As regards turning, unless you have a poorly set up aircraft, most of today's crop don't need anything other than aileron to bank and elevator to turn as that's what creates the extra lift force needed to turn the aeroplane. Using the rudder in the direction of turn will push the nose down and yaw the aircraft into the turn. Hence the phrase bank and yank. Oh yes, once you have reached the right angle of bank then centralise the ailerons. You should leave the throttle at it's setting that your instructor set for straight and level flight. If the aircraft is climbing ease off the back stick pressure and wait for the aircraft to react. That's something else that takes a bit of time to get used to. Aircraft always feel a bit behind where you want them to be. There is a slight delay but you quickly get used to this. Keep your spirits up and you've just found that flying in windy conditions is possible but hard work. Don't let wind put you off otherwise you'll be waiting for ever in this country. Good luck. Peter

My project over the last few weeks was to build a copy of a Photon plane using foam board and copying the you tube instructions. The other day a friend of mine flew it for me for its maiden flight. It flew well but needed some adjustments as far as trim goes. Aleron travel was too great and needed lowering to 65% and rudder was slightly out and was easily sorted using the trim adjustment on radio. Overall very happy with plane and looking forward to flying it myself but only when I have had a bit more experience.

I just had my first flights with an instructor at my local flying club. The wind was blowing a gale one minute and calm the next. Even the instructor said it was not ideal conditions. We were on buddy system and it seemed to me the instructor did most of the flying. I have spent a lot of time flying the same model plane on the simulator and I thought I was doing ok on that. But in real life I had trouble turning the plane into the wind it seemed to just about stall. I was using a slight amount of elevator and aleron to turn but I think I should be using rudder and aleron instead in this situation. I feel a bit demoralised at present, I guess I am being too hard on myself. Judging distance at when to turn was difficult with the cross wind and tail wind I needed a much bigger area than what was available and flying a straight line was difficult. On the simulator you had engine noise and you could hear when motor is revving. But this plane flew silently I found I was too heavy on the throttle I know it's all a learning curve I guess this experience has fattened my self confidence to a degree but I will battle on. Oh boy seeya Ned

OK, I'm assuming no interest so will dispose of it imminently.

St Agnes Head is a National Trust site, but I understand that model flying there was banned in 2022 following a recommendation from Natural England regarding ground nesting birds. Initially the ban was total; however, following a campaign by local flyers, it was relaxed slightly and slope soaring is now permitted from 1st October to 28th February. There are indeed fewer restrictions on paragliders. I understand that the NT's and Natural England's reasoning was that a number of model flyers were 'ignoring' the restrictions, and were thus deemed somehow less responsible than paragliders. Of course, St Agnes Head has been used by model flyers from around the country for some 40 years, so it's likely that the so-called 'rogue' model flyers were simply not aware of the (then) new restrictions. As far as I know, there are no information signs at the site. I understand that it's OK to fly at Cligga Head, which is about 2 miles NW of St Agnes Head.

It may seem counter-intuitive but so long as you turn the prop over TDC slowly by hand first, an inverted 2 stroke engine is less likely than an upright mounted engine to suffer flooding or a hydraulic lock when attempting to start.

Afternoon. Old thread. Needing rhe manual if at all possible. Building one now. Kindly Dave

Hmm , Black 13 and the only German fighter to Strafe the beaches on D Day , as far as I know . He obviously didnt get the memo the rest of the Luftwaffe got . To be fair , the western front beaches had been home ground for JG26 for four years , so no wonder he got a bit peeved .

My FW190 is making slow progress - joined the wings today, but with so many other build threads I was leaving it a bit longer to document the build. It should be ready for the 80th Anniversary, so Pips Priller will be represented, if things go according to plan.

Hello Mike I will try to outline the key costs, but bear in mind the choice of engine and radio gear has a huge impact. In my case the Saito FG90 is twice the cost of say a Zenoa 80gt twin. Plans, laser cut parts and additional wood for the Hellcat was about £500-£600. Retracts and wheels plus pneumatic components £700. Glue, paint, resin other parts £150. So realistically it’s around £1500 without the radio and engine. It’s likely to be a 20 month project so £75 a month for the airframe. I consider it great value as I enjoy all the hours of building. My previous build (Vailly 1/4.5 FW190) was cheaper as I bought plans, wood and retracts from someone who had decided not to build the model. Also my next build will be a 1/5 Bates Bearcat, for which I have bought everything needed at half price; again from someone who decided not to build it. So if you are put off by the cost but really want to have a go at a large model, there are some great bargains to look out for. Regards staying power: my advice is only ever build one model at a time and always finish it. I always have maintenance and repairs to carry out to keep my other models airworthy in any case and have a small workshop too.

Some progress. I managed a flight of 2:15 before its wayward habits caught me out and it landed a bit hard, again. The LW-PLA nose cone took some of the impact so the fuselage damage was not too severe. Aerodynamically it seems to suffer in two ways. At slow speed it is laterally unstable and rocks from side to side. The gyro keeps it manageable provided you speed up promptly. The white spots indicate just how far ahead the CofG is compared to the total wing area! However once at speed and it is surprisingly fast for a light weight foamy and getting to the point that elevator control becomes a bit marginal and slow to take effect. Not ideal when at speed and you are pointing towards the ground. I suspect this is in part due to the very forward CofG position required to tame the huge nose up pitch in low speed flight coupled with the flexibility of the thin and rather flexible Depron tail plane. The nose is under repair but it may require a new and stiffer tail plane and elevator to make the high speed flying more controllable Slowly getting there.

All mine needs now is the stripes.

Yes, fingers are well and truly crossed. It will be nice to re-acquaint myself with my 200, it's been 8 months since I last saw it!

Discharge capability of a charger is often woefully poor as the rate depends on the ability to waste away the excess charge as heat so never seen anything more that about 1 amp discharge rate on any charger I've owned. Whilst on the subject of charging and discharging, (and I've not seen this mentioned before) but never leave batteries connected to chargers, some will trickle discharge your packs if left connected and not turned on, long term that means dead batteries!

Might be worth considering investing in a dedicated discharger that will discharge much faster like the ISDT FD-200. Wouldn't be without mine, don't like leaving my batteries charged for more than a day if I can help it.

Keep away from there Peter, thats the final countdown.