Jump to content

Peter Jenkins

Members
  • Posts

    2489
  • Joined

  • Last visited

  • Days Won

    4

Peter Jenkins last won the day on March 22

Peter Jenkins had the most liked content!

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

Peter Jenkins's Achievements

175

Reputation

  1. Mixes only work completely at one airspeed - what we call the datum airspeed. You also cannot turn a sows ear into a silk purse - not that I think the Wots Wot is a sows ear - it's just a saying. You are perfectly entitled to say just go and fly the thing but the OP was looking for help in overcoming some of the short comings of the design and set up. Just saying - go fly it 1,000 times - is not particularly helpful as an answer IMHO. I've tried to provide some answers and so have some others. So, at least the OP can decide which route to take. Good luck with whichever route is taken!
  2. Just been and had a look at my Wots Wot - admittedly its the IC version - and approximately 80% of the rudder is above the thrust line. Application of rudder produces and almost instant roll in the direction of rudder - secondary effect of rudder but the immediacy of the roll is because of the rolling moment applied by having 80% of the rudder above the thrust line. The Wot 4 has over 90% of the rudder above the thrust line. If you try and fly an axial roll using rudder on a Wots Wot, you have a really difficult task. Say you are rolling right, as the aircraft begins the roll, you need to introduce increasing amounts of left rudder. The secondary effect of this is to introduce a force trying to roll the aircraft to the left the effect of which is so the roll rate to the right to slow down. The most left rudder is reached as the wings reach 90 degs and then you feed off left rudder and feed in down elevator. The roll rate now increases as the left roll force induced by left rudder reduces. As the aircraft passes thought inverted you need to start applying right rudder as well as reducing down elevator. The effect of applying right rudder is to introduce a force to roll the aircraft to the right and that adds to your existing right roll command resulting in the roll rate speeding up. If, as John Lee has done you introduce a mix so that when say left rudder is applied a small amount of right aileron is introduced so that as he found you can just get yaw. You can also go to the second mix he mentioned of adjusting the elevator using a rudder controlled mix to maintain a level flight path when rudder is used. If you do that your ability to roll axially at a constant roll rate becomes very much easier. There is also the issue of getting the CG to an optimal position for the aircraft. The CG specified isn't always in the optimal position. Experiment by moving the drive battery, if that is possible, so that you can ease the CG back to see how it improves handling. I had my Wot 4 trimmed out for doing my B and a friend asked if he could fly it to compare it with his. He was astonished and said it was like flying a completely different aircraft and asked if I could set his up to fly in the same way. This I did and he was a very happy bunny. If you think this level of attention to trimming your aircraft is not worth it, then so be it. If you do try it, you will be rewarded with an aircraft that will fly so much better and allow you to concentrate on flying manoeuvres rather than just flying as you are using a lot of effort to overcome aircraft characteristics. Yes, I fly F3A aerobatics with a 2 mtr class aircraft. When I put complete beginners on it, using a buddy box of course(!), they find it very easy to fly as it has no bad habits. A couple of guys with A Certificates had a go with it as well and commented that it was so much easier to fly than their model. They also commented that the amount of control throw was very low and they felt uncomfortable that they might not have enough elevator throw if they screwed up. That's a different matter but less control throw is almost always helpful in improving the accuracy with which you can fly your aircraft. I have my Wots Wot set up in this way and it flies like it's on rails. You choice - just saying.
  3. True. If you fly once in a blue moon then it will take months!
  4. It doesn't take months to trim an aircraft to fly as well as it can. It makes it more enjoyable to fly. Agreed it's not a pattern aircraft.
  5. Hi Phil A couple of questions first. Is this model new and straight out of the box to you or is it second hand? Is the rudder at neutral perfectly aligned with the fin? Application of rudder on a Wots Wot, or Wot 4 or Acro Wot, produces a very strong rolling effect as all the rudder is above the motor thrust line. If you have a slightly warped fuselage or twisted fin, you may have added so rudder trim to fly straight. This will only work for one airspeed as the rudder effect is speed dependent - actually dependent on speed squared. Back to the motor. To check motor and side and down thrust, make sure you trim the aircraft to fly straight and level at your chosen cruise speed. By that I mean, take your hands off the sticks and check that it flies in the straight line and flies level. Use aileron trim to eliminate any rolling effect and elevator trim to get it to fly level. Then, pull up to a vertical climb smoothly applying full power and check if the aircraft pulls to the left (more right thrust needed) or pulls to the right (less side thrust needed). If you cannot adjust the engine side and down thrust, you will have to resort to the other, but not as effective technique, of mixing rudder and/or elevator to keep the aircraft flying level and straight as you open the throttle. Again, don't just slam the throttle open as you will get transient effects that the mix will not cope with. It is better to alter the motor side and down thrust to achieve this as that will hold true for almost all airspeeds whereas a mix will only really work for one airspeed and be sub optimal at all other air speeds. Hope that helps.
  6. This is up to Clubs to do. There would be an enormous explosion were the "BMFA" to do this. There are, of course, flying clubs that are not affiliated to the BMFA and they can do what they want provided they abide by Air Law and local authority rules.
  7. In that case the problem lies somewhere between your Club, the BMFA or the CAA. As I say, I have now gone through the process twice and it has worked fine for me and all of the people in my Club. No doubt there are some instances where things went wrong. We wouldn't be human if that didn't happen .
  8. Zflyer, you clearly have some expertise in this area so why not volunteer your services to the BMFA. I'm sure they would be happy to capitalise on that expertise.
  9. Well, all I can say is that everything worked fine for me when I went via my Club to the BMFA at renewal time. PhilB - did you pay your £9 including your club and BMFA subs in December? If you didn't pay the £9 then your CAA registration would not have been renewed via the BMFA route. The £9 goes to the CAA and is merely passed through the BMFA's hands to make our lives easier. Perhaps you could let us know if you did pay your £9 to your Club?
  10. I fear that when the security of the general public is at issue then very few Police or Military authorities are going to look at a model flying site as being given an exemption. Just imagine if someone with evil intentions operated a "drone" from your patch to attack an event. As far as the security boys, and girls, are concerned, there is a potential risk of a terrorist attack on a high visibility event like the Commonwealth Games. No one is going to stick their neck out and give model flying clubs a pass to continue to operate just in case this weak link is exploited. Sadly, we live in a world where giving people the benefit of the doubt can lead to death and destruction. There is also the international issue of the UK being pilloried for allowing model flying to continue and then having an attack launched from such a site. Of course, we all know that bad guys don't obey the rules so a drone attack could be launched from someone's back garden within the exclusion zone. That's what the jammers are there to defeat. However, in today's world the UK and its security bodies would be roundly criticised were an attack found to have originated from a recognised model flying site that had been allowed to continue operating. You are damned if you do and damned if you don't!
  11. You can always use the PM facility to contact people privately.
  12. I should have said the Jeti ESCs I use are also opto isolated. That stops any electrical noise transfer.
  13. Fully endorse you Ron. As they say "the more I practice, the luckier I get!".
  14. Well, it rather depends on what you mean by better? As regards full size, where I had roughly the same number of hours in gliding and power flying, a glider pilot was better at assessing the weather conditions and better at flying a circuit as there was no chance of an overshoot if you got the approach wrong. Navigation was also a test as you had to devote much more time than a power pilot when flying cross country in trading off lift conditions and how best to reach either your destination or turning point. On the other hand, I very rarely flew on instruments in a glider as that was a more difficult procedure than in power flying. What I would say though is that slope soaring, which I only tried on two occasions seemed a good deal easier to find lift than flying in thermals only. I didn't have enough experience of wave flying to determine whether that was a difficult or relatively easy discipline. Flying an instrument approach though is as demanding IMHO given the need to obey ground instructions on speeds, heights and directions to fly. I don't think therefore it is possible to say that a glider pilot is more skilful than a power pilot as a generalisation. What is undoubtedly true is that if you fly both disciplines then your skill set is widened. It's a bit of a step to then say that a pilot who flies both disciplines is better than one who flies power only. What do you mean by better for example? Is someone who is a world champion in power not as good as someone who flies both disciplines? We don't compare track and field athletes so why compare power and glider devotees? All of that having been said, this is a bit of a sterile argument.
  15. What ever floats your boat r6dan but perhaps you could clarify what you mean by "all the best flyers I've seen fly slope". Does that include those who you have seen flying power models at other venues or do you just think that you have to fly slope to be a good flyer? I used to fly full size gliders and I know what you mean about learning how to use the air be it thermal lift or slope lift. I would observe, that slope lift is, provided the wind is blowing in the right direction, akin to having an engine fitted whereas finding thermals, particularly on blue days is certainly more skilful than sloping. By the way, flying for literally hours at a time may be dead easy on a slope whereas flying an aerobatic schedule with 17 manoeuvres in 8 mins might be a tad more taxing don't you think? Just saying!
×
×
  • Create New...