Willyuk

Having digested all the above and spent quite a few hours programming my 14SG for my needs, I find a few things small things lacking that Futaba do not seem to supply in one transmitter: I use conditions( flight modes) for my electric aircraft but have to use the glider setting on the 14sg, which removes a couple of useful mixes from the list, so I have to use a Pmix, but this goes across all conditions, so is a little annoying. The 18SZ and MZ allow conditions in aircraft mode BUT, remove the countdown timer voice function which I like a lot. The 14SG and 18sZ allow a stick position warning beep, which I like but the 18MZ does not have this feature. The 18MZ allows voice warning of condition change, which I would like but the other two do not. There are many other other mismatches and I would guess that it is not a technical problem simply a marketing decsion. Why do Futaba do this?? Surely if a feature/function is a useful addition it should be on all radios, or failing that the top of the range should allow them all I would think. The upshot is that whilst I like futaba and am comfortable with the programming system, I have to consider moving away to get the features I would like. Can I use Frsky? I do not have a PC but use a MAC, so am I right in thinking this screws up the programming side of things. Move to Jeti? all those receivers to replace? also do I want to spend lots of money on a system I have never tried or seen? I bet requests to Futaba are useless. does anyone else find this frustrating??

But as i said do not want a subscription, i simply wish to purchase individual issues. On the rcm&e ipad app they all cost £4.75 or thereabouts. For example i bought the feb2015 issue for said amount, i would like the march issue for the second half of a feature but baulk at a fiver for the other half, the rsst of the mag adds little. So thats a sale lost,

i do not subscribe to magazines, preferring to pick up issues that contain articles to which I am attracted. Recently I started using the electronic versions, downloading from the comfort of home. Can anyone explain why rcm&e charge the same for the electronic version as opposed to the expensively printed one which has to be sent to retailers , which adds to the price, plus they take a profit I guess. I note with interest that model world magazine sell their e version for £2.99 or Evan £2.50 for some issues. I have to admit that it puts me off buying when it is almost a fiver, cmon rcm&e, drop the price, you will get more sales I am sure.

Here is a question then. If money were no object, which transmitter/system would you buy and why?

Well after a couple of hours of dial turning and button pressing i think i am there! I did use the butterfly mix but to get down ele at closed throttle, i left it at -100 and moved the x offset all the way across and the y left at 0. It all seems to work. I still need a P-mix as the glider setting takes away the preset rudder to elevator mix. As i can have this on during all conditions, its only a very small deflection, then its ok. If we ever get any decent weather, i can give it a try! Thanks again

Many thanks Malcolm, i would not have thpught of that approach. I will set up one of my aircraft from scratch using conditions and see how it works. I will report back to let you know, and anyone else trying similar configurations, how successful i am. Thanks again,

Just realized, i dont need a logic switch. If i put landing condition on sf and at the bottom of the conditions list it will override all the others i think?

Thanks malcolm, I have been using your book to sort this and I think I I have a way forward Currently I need to use three switches: on SB I have dual rates set up for Normal, Spin and Snap. On SE I have three settings, landing rates, null or no effect and a prog mix -motor to elevator. On switch SF I have two throttle curves to allow motor stop and motor tickover ( to stop the esc brake being activated). I am trying to cut down the number of switches so I hoped to use conditions Condition 1 - normal rates, motor to ele mix, motor to stop (trim 0) switch SB pos 1 Condition 2 - spin rates, motor to ele mix off ,motor stop - switch SB pos 2 Condition 3 - Snap roll rates, motor to ele mix on, motor stop switch SB pos 3 Condition 4 Landing rates, motor to ele mix off, motor idle (by using throttle trim) Logic switch on SF ?? Condition 5 ( a possible extra if i need it!) simply put I can do what i need without using conditions but I was trying to use the facility of the trims being able to be separate for each condition and to not have to remember quite so many combinations. So I only have to move one switch to go to each mode as it were. I can use SB for all flying manoevers and on landing flick one switch which overrides everything else. Confirmation that I have it right, or any other suggestion greatly appreciated, or I will just HAVE to buy an 18Mz ha ha

Thanks Malcom, what if i want to use logic switches and have 4 conditions with the prog mix in two of them?

Does anyone know if it is possible to set a program mix in a condition so that it does not function in other conditions. I have three condtiins set up, all on one switch. I want a prog mix that operates in two of these conditions. So far it seems that i have to link the prog mix to the same switch. Not, as witn rates, just set them up in each condition. Thanks

Dave, welcome to the club of Peter's converts. If you are looking for a classic f3a model I can recommend the curare that is available from schweighoff, on an os55ax and tuned pipe it flys really well. One word of warning, if someone offers you the chance to fly a full 2m Jobbie, refuse, run away, find an excuse to say no, otherwise you will be on a slippery slope. That's what happened to me ( you know who you are !) Good luck

Hi Bob, well done on the B. I am at the same stage as you,having gained my B this year, except I have not made an NPOD yet due to the inclement weather this year causing postponements. I too am ancient, in January i hit 65 and as Peter says, at least I can practise whenever weather permits. Maybe we will have to be in a novice senior citizen section!!!I I can recommend the GBR/CAA forum, full of useful info and the only place to find used F3a equipment. Maybe see you at a clubman event? Al.

Hi Dave, I spent this year practising for the b test and i too found the two rolls difficult. I would recommend reading the thread on aerobatics by peter jenkins( just search for aerobatics and look for " ever thought of getting into......" ) it is really usefull. I too set my transmitter up to have a slow roll rate, i practised with a rate of 6 to 8 seconds to complete the two rolls. That is far slower than called for but does make one work at it! Then of course it has to be centeted. I left that until i had the rolls sorted, then adjusted to get the centre correct. Then adjusted again for wind. As said above the test calls for an obvious use of down elevator when inverted. A small amount of up before commencing the roll is acceptable i believe. MOST IMPORTANT the rolls are performed slowly but the aircraft is NOT flying slowly. I found i had to add speed prior to starting to roll, this stops the plane flopping about. Not too fast but above normal cruise i would say. Good luck!

should be OK, I would try a full cycle and check the amps in/out etc. if it does that OK why worry?

Al. Hi Peter and well done! Can you just clear up whether one has to be nominated by a club? What happens if there are say only three interested clubs? Can you open it out to more pilots from those clubs or open it up to members of Non Interested clubs? As you know I have become interested in precision flying after reading your thread but I am at the very early stages of learning the fly a schedule. I would welcome and need, help and advice in a non competative arena. Of course the chance to meet and talk with others in the same boat would be great. So the chance to practise, get advice and meet others would be very welcome, especially if not having to travel too far! On the reasons why people do not get involved, I will follows Mashers example and insert my own thoughts into your post: 1. Most clubs don't have practicing F3A pilots to showcase this discipline so it's invisible. IN MY CASE I AM LUCKY AS I AM NEAR YOU! 2. Many pilots tend to think of aerobatics being 3D, because they see this more often, and they don't think they have the reactions to cope with this type of flying. F3A rarely requires lightning fast reactions as you fly large manoeuvres quite slowly. I HAD HEARD OF F3A ( IAM OLD ENOUGH TO REMEMBER HANNO PRETTNER ETC) AND WAS NOT OVERLY INTERESTED IN 3D. BUT INITIALLY THOUGH F3A TOTALLY OUT OF REACH 3. Easier, and cheaper, to buy 3D optimised airframes than F3A or precision aerobatics airframes. There is a limited number of good F3A airframes out there that don't break the bank.TRUE TO SOME EXTENT AND 3D NEEDS LESS ROOM, AN IMPORTANT FACTOR, I FLY AT TWO SITES ONE IS GREAT FOR F3 THE OTHER IS IMPOSSIBLE 4. To go into competition aerobatics requires a B certificate. This is perceived as being too difficult or not worth the bother to many. This is a pity as it is really a case of practising the right thing often enough to become consistent. I AGREE, THE B HAS A REPUTATION AND MOST PEOPLE DONT WANT THE BOTHER, I DID IT AS SPUR TO BETTER FLYING, MOST PEOPLE ARE NOT INTERESTED THEY JUST WANT TO FLY AROUND AND HAVE FUN 5. Perception that their being a highly competitive atmosphere. TRUE, SO HOPEFULLY YOUR INITIATIVE ON LOCAL MEETINGS WILL HELP! 6. Belief that you need to spend a lot of money to get the blingiest kit available! Not true! AGREED NOT TRUE, BUT I STILL WANT A CITRIN! 7. Too little opportunity to fly a turn round schedule as too many people are flying. Perhaps a little encouragement from Club committees to create some space for those who would like to develop their aerobatics by permitting them to fly on their own - even a full FAI schedule only takes 8 mins to fly - Clubman takes 5-6 mins. SPOT ON, WHEN ITS BUSY ITS JUST NOT POSSIBLE, ONE HAS TO PRACTISE INDIVIDUAL MANOEVERS 8. Travel time and costs. YEP, I ONLY HAVE A LIMITED AMOUNT OF BOTH 9. Lack of time, money but, most importantly, desire and willingness to plug away at what looks a daunting challenge when beginning. Courage mon brave! THATS WHY WE NEED TO MEET OTHERS, FOR SUPPRT AND ENCOURAGEMENT keep up your efforts, I am sure you will get rewards.

Well I hope to give it a go. This year was dedicated to the B test. Next year is get ready for the clubman. Much depends on practise time and some help. Unfortunately I am usually away during the winter so flying is a summer time activity only but with some luck I will be the other guy with Graeme trying the clubman!

Thanks all. The engine came out of my late lamented acrowot, a broken wire inside the on/off switch caused an untimely arrival. I was thinking of something a little different so i will investigate the options suggested. Off to the nats sunday so who knows what i might find

hi all, Any suggestions for a general hack for an sc70? Needs big wheels as the grass gets very long in the winter, needs to be able to take a bump or two over the bumpy patch. Semi aerobatic, preferably high wing as i dont have one at the moment. Artf if poss, as build time limited. Could be a wots wot i guess or a wot 4 but any ideas for something different? Such as a sturdy clipped wing cub? Ant advice appreciated

My os55 ax on a just engines tuned pipe was very quiet. Never had it measured but it was not at all noisy,

And you may not want flaps on takeoff?

Well, thanks to my monolog 70 I passed the b test yesterday. I think it really helped me develop a smoother more precise flying style. It really is a great aircraft, I use an Hyperion motor and a 16x8 apc prop, as recommended by Chris Bond. On a 5s battery it has more than enough power so I can recommend that setup.

I used many chargers and this year decided to spend the money to get a cell pro power lab 6, along with the safe charging board. I do not regret the purchase at all. The charger will cope with anything I need and is simple and reliable. I use it to regularly charge 6 5s 5000mah lipo in parallel. All 6 charged in under 40 mins ( from about 20%).

Al.On the subject of range tests: I have been told by many examiners that on the "B" test, failure to carry out a range check would be a FAIL! I attended an area workshop where this was discussed and despite the fact that the BMFA handbook does NOT call for a range check before each flying session, it was considered to be good practise, and therefore was a mandatory requirement. I do not know if that holds true for the A test. Now we could go in to great debate about what is, or is not, written in the book, decided on a whim, agreed with everybody in the area etc etc. It seems to me that the simplest thing is to ask the examiner(s) prior to the test, what they want. Thats what I plan to do when I feel adequately prepared to take the B. So in answer to the original post, before you do the test, ask if they want to see a range check, it may be enough to describe what you do and how often you do it, if the examiner asks for a demonstration,give one. In my case, as I often fly alone and have no one to assist, my range check is as follows: carry out failsafe check by switching off the transmitter, If OK, switch on the transmitter in range check mode, check all is working correctly, retire to about 30 yds behind the model checking elevator, rudder etc,( easy to see if they are working at that range) now walk in a semi circle until I am at 90 degrees and make sure all is still ok, At this point I am fairy happy that all is as it should be. Comments and suggestions for improvements are welcomed. Bests Regards

OK experts, a little help with CofG. so, 45 degree up line, roll inverted and the "book says" the nose should not drop. What exactly does this mean? For how long should the aircraft maintain the inverted 45 degree line? Indefinitely? I was trying our my Monolog 70 today and gradually moving the c of g rearward, I am now at the point when after the roll, the nose slowly begins to droop. Fully inverted I have to hold a little down elevator to maintain level flight. Is the consensus that holding a bit of down is best or should I keep moving c of G rearward until this is not required? Thanks guys

you could try JB weld, i managed to use it to fix a crankcase on a motorbike, it is matt grey though and will not polish