Nick Cripps

You're discovering the correct technique for turning @shepeiro, particularly with biplanes and high-wing aircraft, and especially at low airspeeds. In full-size flying they always talk about coordinating stick and rudder together to produce a balanced turn, and the same applies to model aircraft (although often doesn't seem to be taught). Try it, it's a valuable skill to have.

Yes, that's what I use on my c/l models with diesel engines. Alternatively try the PAW website. They sell clear tubing suitable for diesels.

Then you'll have to flip one over in its mounting plate (I assume the pushrods are the same length).

The overcharge warning in the Spektrum transmitters is known to be overly sensitive and this has now been addressed in the NX versions by adding a higher margin before being triggered. This was updated in the NX some months after the latest DX Airware version was released so has not been read back across to the DX series (and is unlikely to ever be as the DX Airware has reached the end of its line). Between disconnecting and reconnecting the battery, the battery voltage will have reduced slightly, dropping it below the warning threshold. This is why you only saw the warning on the first connection and not subsequently. However, as others have said, it is just a warning of a potentially overcharged battery, it doesn't affect the communication between the transmitter and receiver in any way and is not relevant to the cause of the crash. In your original post you said you "lost all power". You haven't clarified whether that meant power to the motor, or the receiver, or both. You also haven't told us anything about the model, receiver, ESC, prop, motor or how the battery voltage is measured in-flight. Have you done a range test or checked the failsafe setting? Did you look at the monitor screen before switching off the transmitter to check for frame losses and holds?

Try here Other suppliers are available 😉

I'm planning to stay on site in my caravan from Friday through to Monday. I'll bring a few planes, too. Looking forward to it, John, as always 👍

Model Shop Leeds just get it, don't they? Ordered 2 receivers at 7pm on Sunday, despatch note received 10am on Monday, delivered 10:30am on Tuesday by Royal Mail. Excellent service as usual 👍

Basil, here's a walk-through of how to set it up and the effects you should see. Start off with programming the transmitter by setting the Model Type to Acro and then Wing Type to Elevon A (see note below*). Connect the ESC to the channel 1 port of the receiver. Connect the left v-tail servo to receiver port 2 and the right servo to port 3. Remove the prop from the motor, set the throttle to minimum, plug the battery into the ESC and bind the receiver to the transmitter (if you haven't already done so). Now check the v-tail moves in the correct directions: Stick left - left surface down and right surface up. Stick right - left surface up and right surface down. Stick down - both surfaces up Stick up - both surfaces down If you're really lucky then everything will move exactly as required but, in reality, that rarely happens. If that's the case, try reversing the aileron and/or elevator channels and testing again. You do this in the Servo Set Up menu. If no combination of normal or reverse aileron or elevator channel setting gives the correct result then go back to System Settings and change the Wing Type to Elevon B (do not change servo plug positions in the receiver ports). Check again and if necessary try reversing either one or both of the aileron and elevator settings in the Servo Set Up menu until you get the correct movements. * Note - as mentioned above by others, with a 3 channel model the rudder is the primary steering control. The transmitter program doesn't know that the model has only 3 channels and always assigns the primary steering control to the right stick. This is normally the aileron channel hence you have to use elevon mix in Wing Type to achieve the necessary results for your model. If you had a 4 channel model with ailerons and a v-tail then you would use one of the v-tail options in Wing Type. It may sound a bit complex and long-winded but you'll soon get the hang of it and find it quite straightforward in reality.

There was an advert on the BMFA classifieds a couple of days ago from someone selling parts for a DX6.

I wasn't going to buy any more models (no, really!) but @Merry Mark and I have been winding each other up about the HK Yak-11 Steadfast the last few times we've met and so the inevitable happened when they recently came back in stock in the UK warehouse. The Steadfast is based on the full-size aircraft which was modified for air racing. HK's version is moulded foam, 59" span, weighs around 3kg and uses 6s 5-6000mAh lipos. The model is not without its faults including, as you can see, missing the spinner in my case, but went together reasonably well. I used a 5000mAh pack pushed as far forward as I could while still being restrained by the velcro strap. There's still space behind the firewall but then it would rely on just the velcro strips underneath to hold around 750g of battery - not ideal. I tried to compensate for the missing spinner by adding 90g of lead weights below the motor but still ended up with the cg about 5mm behind the rearmost position recommended in the instructions. Steadfast was off the grass after a short take-off roll while still only just above half-throttle - plenty of power! It required quite a bit of down elevator to prevent it climbing under power and was a bit too lively for me even on the mid-rate setting on the elevator; selecting low rates calmed things down a bit. I'd mixed 4% and 8% down elevator with take-off and landing flaps respectively before the flight and these seemed to be about right although it might be worth adding a tad of up mixed with selection of u/c down to stop it diving - something to test the next time out. The model is quite rapid at full throttle and the best part was the howl from the prop on fast downwind passes! The afternoon turned out to be a bit windier than I had expected so once I'd tested the flaps, took it up high to see how slow it would fly (although I didn't actually stall it), I decided it was time to land. Unfortunately a slightly bouncy landing resulted in the port u/c leg pulling out of the wing. Not much glue in evidence here: Accident inspectors have determined that the cause of the incident could have been due to the blustery wind conditions, heavy landing, pilot incompetence or poor assembly at the factory. It's still under investigation but the initial findings are that at least 3 of these factors are responsible...

I've tried doing this using the "Club Reports" option but the output is not really in a useable form. It shows Membership Type as either Senior or CAA Registration whichever has the later expiry date (at least that what it appears to be). @Andy Symons - BMFA would it be possible to update this report to display BMFA/BDF Membership Category, Operator Registration and Flyer ID, along with the expiry date of each?

Hmm, I think I spot mounts at the rear for floats. I'm sure that didn't factor into your decision to buy this model, did it @Merry Mark?

Congratulations you have passed the Registration Competency Certificate! You answered 39 questions correctly out of 40. Done 😁

I stand corrected! I'll get on and do the test, then. I imagine this will catch many people out unless it is formally published to the various associations' members.

Well that's interesting. I use the A/B certificate read-across and have an email from the BMFA giving me a Flyer ID with an expiry date of November 2029. As far as I am concerned, I don't need to take the RCC or DMARES tests. PS - there are 2 spelling mistakes!