Crosswind

Couldn't be further from the truth there Steve! I've been flying for UK airlines for over 20 years. The occasional landing is accomplished through the autopilot. These are usually done in poor visibility, i.e mist, fog and perhaps the odd one for recency purposes ( to keep auto land qualifications current ). The vast majority are flown manually, we like to keep our skills up to date! To achieve a consistent landing most airlines have a number of 'gates' whereby the aeroplane has to be in a particular configuration at a point in space. An example; at 1000ft ( approximately 3 nautical miles from the runway threshold ), the aircraft should be in the final landing configuration ( gear down, landing flap selected ). Engines spooled up, landing checks complete and in the correct place ( on the glideslope and in line with the runway ). If these conditions aren't met then a go-around should be made. The trick is managing the aeroplanes energy to meet these criteria! Bearing in mind how weather conditions change day by day and hour by hour, and that's before we add in the complication of speed and height requirements imposed by air traffic control! what we're trying to achieve is to put the aeroplane on the same flight path again and again. Then we can use various cues to land the plane consistently. We want to touch down at the right point on the runway at the right speed. There's an old saying ' a good landing comes from a good approach'. I hope this makes some sense!

Pete, Unfortunately with the written word nuisances of emotion are missed. I hope KC had his tounge firmly in his cheek! Kind regards Crosswind

KC The actions of this drone operator are wrong on so many levels. Please refer to CAP 658. Particularly articles 138 and 166. Article 138 states that ‘A person must not recklessly or negligently cause or permit an aircraft to endanger any person or property' Article 166 states that ( to paraphrase) an operator of a small unmanned aircraft shall not operate within a aerodrome traffic zone without the express permission of the air traffic control unit.   The dimensions of an Aerodrome traffic zone (ATZ) are 2 nautical miles from the midpoint of the longest runway and extend to 2000ft above the aerodrome. as the reported incident took place at 900ft and therefore approximately 1nm from the threshold of the runway, the aircraft was probably well within the ATZ   Could I respectfully suggest that you reread the BMFA handbook and CAP 658.         Edited By Crosswind on 11/08/2016 22:39:41

I think BEB's been at the celebratory champagne a little early, judging by his spelling! Crosswind.  Edited By Crosswind on 18/09/2014 20:48:06

I'm shortly going to start putting together a 'Wot 4 Extreme'. I'm going to use a DA50R with a Ripmax GT50/DA50 exhaust. The club I fly at has a 82db noise limit. I'm aware that a large contribution to noise from petrol engines is from air being drawn into the carburettor, and a way of reducing this is to draw air from inside the fuselage. As the DA50R has a rear mounted carburettor I'd like to try this. My question is how do I go about this? Do I need to make a tube which loosely covers the carburettor mouth and then goes into the fuselage. Or does it need to be more complex? Does the carburettor effectively need to be sealed in the tube with just the end in the fuselage open, allowing air to be drawn in. if anybody has any advice I'd be grateful, particularly if you've got some photos of a similar installation in a model! Crosswind   Edited By Crosswind on 03/06/2014 17:26:37

Gentlemen, Thanks for taking the time to reply. Some good ideas and plenty for me to think about! I've heard of tracing round the parts in case of accidents, but wouldn't have thought of using an incidence meter during wing joining. Looks like I'm going to have get an incidence meter now! I've cut out the apertures for the wing servo boxes, but have yet to glue them in. I think I'll complete the wing with the top surface flat, ( once I've invested in an incidence meter !) Next week should see me make a start on the fuselage. Could I ask if any Acrowot owners could post pictures of the internal layout of their fuselage. I appreciate that the final positioning of the gear depends on engine size, balancing issues etc. But as the saying goes 'a picture speaks a thousand words'. Crosswind

After a diet of ARTFs I'm about to stick my toe in the water with an Acrowot ARTB. Please could I draw on your experience of the kit, and life with the completed model. Are there any modifications that you would make to the build? On reading the instructions it seems unusual to build an aerobatic model with dihedral. Should I build the wing flat or follow Chris's instructions and incorporate some dihedral? Engine wise I'm planning on using a .60 size two stroke. Thanks Crosswind

I have a "Glens Models" sport scale 68' Extra 330s. The cockpit looks rather bare without a pilot figure, but what scale? From the Extra aircraft website the span of the Extra 330sc ( the closest I could find to my model ) is 750cm. The span of my model ( rounded up) is 173cm. So 750/173 = 4.3. Does this mean then that my model is approximately 1/4.3 scale. The pilot figures that are generally available are either 1/4 or 1/5 th scale. Which would look best? Your opinions please!

Hi Tim,           If you're interested in Alex Henshaw, have you read 'Sigh for a Merlin' about his experiences testing the Spitfire? Or 'Flight of the Mew Gull', on his flying experiences before the war? Both cracking reads

Hi there,              I've been reading this forum for a while and finally decided to join. I have a life long love of aviation, and greatly enjoy model flying. I started model flying with the Ivinghoe Soaring Association. Eventually the pressures of a young family meant slope soaring became domestically unacceptable! I then discovered a little local club and my flying progressed with a Multiplex Pico Jet and an electric Weston UK Cougar. I took my B rating with my Cougar. I then discovered Glens Models and as something different thought I'd try a 68' Extra with a 20cc Zenoah, which I've been flying for a couple of years. Recently I've also joined the LDMAS.