Willyuk
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Posts posted by Willyuk
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you wouldn't believe the effect that the flapping film had on the aircraft. I needed full left aileron to keep the wings level, so my flight path back to the landing area was interesting. I could have done with some bicycle clips! To be honest, as a relative novice, I feel that coping with the issue has made my feel more capable of dealing with problems that arise. A good learning experience. Mind you I have had a few of those - when does it stop???
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There was no sign off fuel seepage and it is a sheeted wing so no foam in sight. I guess a loose corner then the air got under it. Anyhow fixed now with a good application of Balsaloc and a hot iron. The rest seems reasonably well stuck down, I will keep a careful eye on the other wing now!
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So, I popped out in a break in the weather to give the Rare Bear an outing. This jobbie flys like a brick and is a devil to get airborn off grass (especially long wet grass). Anyhow, found I left the important bit of tube to allow me to fill her up through the valve, so off with the cowl. Three flights in, the nerves were settling down and I was getting the confidence back, then Wallop, lets turn right shall we. I could see something flapping on the wing and thought that the aieleron had come loose. Anyhow, I managed to get back to the strip and put her down.
Ok chaps, what did I miss in the preflight? Could I have foreseen this? The good news is that there is no damage
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I will second that. Carry on the good work.
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What I have learned is that if I follow the guidelines in the BMFA handbook, then these sorts of problems rarely occur. I learned this by poo pooing the Handbook and making lots of mistakes, then I studied what it said and bingo I feel much better equipped now. I will probably still get complacent but at least I can't say I wasn't warned! Toddle pip
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Masher, I have the same problem and I think that in my case it's not having the wings absolutely level before starting the bunt. I get it right less than half the time but when it goes well it's usually because I ensure the wings are dead level. Of course by this time it's 200 yards past centre but that's a minor issue at the moment!
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Many thanks to you all for the kind comments. One thing came to my mind yesterday, it's only the improvement in my flying skills that have given these failures a chance, previously I crashed the aircraft before they had a chance to fail!
That's my positive spin for today.
Back to the building board now
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Is it just me, is it part of the learning process or do we all suffer from loosing aircraft from failures? I have now lost three models in very short order for the following reasons: 1) on/off switch failed in flight during a roll leading to total loss of control, model destroyed 2) failure of elevator pushrod leading to lack of control during a turn, result the model nosed down and went into the trees, model destroyed. 3) Elevator servo failed during banked turn, result model nosed down into, coincidently, the same trees, model destroyed. I will hold my hand up to number 2 as it must have been a poorly soldered joint. The other two?? By the way I check the models very carefully before each and every flight, none of these problems came to light. Perhaps the lesson is NEVER use cheap gear ( tower pro servo, non main manufacturer switch). Please cheer me up!
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Lordy Lordy, I think I had better stop now! 20 deg, 60 deg, I am still at the " look out its coming this way stage" the only saving grace is that the practise is reducing the panic attacks. I reckon I will be up to the Peter Jenkins approved standard by about 2016. Perhaps my best hope is someone with a buddy box hiding in the long grass.
Joking aside this thread is a great help and all the advice goes into tool box.
Thanks Peter
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I had this initially, I too have an old ipad 2, I tried to revert to ios 7 but it is now blocked. There is a lot of info on the web and on the apple support site. Mine improved after doing a restore from a back up and then a poer off or two. Working ok now but not as fast as it used to be when loading apps etc.
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Not sure on that but the airbrake function on 8fg is the best bet for flapperons or spoilers as you can also program the deployment speed so there's a smooth transition from one to the other.
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Richie, have a look at the thread by Peter Jenkins about improving aerobatics. The is a wealth of info that is relevant to the B test. Read the BMFA publication about the test it too has lots of info and finally find a b cert pilot to act as a mentor. I too am practising for the B and the aircraft seems less Important than advice and guidance.
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Uk store seems fine, very quick delivery and they let you know the order status all the way through. Also postage charges are reasonable. Trouble is they have small stock.
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Looking at the faceplate, same switch. So if you see a switch that has a black and silver faceplate, don't buy it or use it.
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just to be clear, the third wire that is not clear in the photo went from the end pole to the receiver, I think the wire broke and that was that. The switch works by making/breaking a circuit in the positive lead. I have no idea if this is normal or not as I have never dismantled a switch before.
I have no idea where the switch came from it was on the plane when I got it. I doubt its home made as the case and the top plate look very commercial. So what could I have done? What could anyone who purchases a second hand airframe do? Check and replace every component? I have flown that aircraft probably about 100 flights. I double check all fittings regularly. I did not take the switch apart to see how well it was made, but then I did not strip all the servos either. Ok not an obvious brand name switch but hey, i wouldn't recognise a spectrum or JR switch as I use Futaba usually.
A useful lesson in so far as now I will try to be sure that I have good quality heavy duty switches, in many way I was lucky in that I was rolling when it broke and he aircraft went down in a safe area. Had it broken when is level flight it could have been miles away and caused a real problem.
I'd rather have me wotty back though!!
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I think a cheap switch. I should have changed it when I bought the wotty, it was second hand though all the other components seem good quality. the two red wires are soldered to one terminal. The third wire ( sorry can't be seen in the photo, is soldered to the other terminal. That joint failed or perhaps the wire broke.
we live and learn!!
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Boo blinking hoo,
This time I can prove it was not pilot error!! 5th flight of the day, model checked and tested, 5 minutes in to the flight, slow roll followed by complete lost of response. The acrowot just rolled into the ground, total write off. see below the picture of the fault. The solder between the contacts on the switch had failed. Now how was I supposed to check that? I suppose a new switch every year is the only answer??
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See my comments on Peter's aerobatics thread, where I too explain my problems. I did not say on that thread but feel I should state it here, that I am lucky in that I live close enough to Peter to solicit his help in improving my flying. Without his help I would have no chance. A simple example is having someone to stand next to you and tell you that the flight path is NOT level or to suggest a click of trim might help does really really allow one to get to grips with problems and not just keep repeating the same mistakes.
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At last a bit of the thread I feel competent to comment on. That is how easy/difficult the B test is. I have started practising for the test and the problem is it is very hard to know what standard is required. Yes I have read the handbook and the guidelines but they are very open to interpretation. For example, the handbook states that a range check needs to be carried out as appropriate. But at least every month or so........ Yet I am told failure to do a range check at the start of the test is a fail. Why? Also I am told some examiners do not like the sticks being released, where is this defined in the handbook? Also the accuracy level of the manoeuvres is a subjective assessment. What may be fine for one examiner may be not good enough for another. I know the B has two examiners in attendance so hopefully they can come to agreement. I am attending the examiner session organised by the bmfa so that I can watch and learn what the requirement is but for many people that is not possible. So perhaps the discussion between Peter and Graeme highlights the problem, the standard is not clearly defined or understood.
I have a feeling that the required skill level is gradually moving to a higher and higher level, certainly I have watched people with B certificates and wondered how they got them.
Most of the people I know who fly regularly don't bother with the B simply because it's a lot of hard work (at least for me!) and that's not why they fly models.
Oh well, better go flying tomorrow and make sure that figure of 8 is exactly the same on both sides and I cross exactly through the middle, precisely opposite where I am standing, just in case I get a tough pair on the test.
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I second that, I use weston uk and the service is really fast and the prices are good too as it's delivered free.
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Clearly L Plate should hand over the L Plates to me as he knows too much!
I have been following Peter's advice and slowly I feel that I am begining to understand what I need to do. I have been a bit delayed as too many niggling airframe/engine problems but they are getting resolved so that I can just practise instead of messing about on the ground. I am trying two particular exercises, as recommended by Peter, flying a consistent line with a turnaround at each end and trying to get a good consistent circuit. Now heres the thing, I struggle with knowing if I am at the same height and distance each time. I mean if I purposely put the aircraft too high/low or near/far, then I will never get it right. This is the problem with solo practise, when I am lucky enough to have Mr. Jenkins at hand he puts me right and usually I am surprised, "thats not level" says he, OH I thought it was!!.
Is it just me, or do others suffer this spatial problem?
keep up the good work
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why bother?
here's why: firstly I must own up to my lack of experience, A cert achieved less than 2 yr s ago and not huge amounts of practise. I could fly around ok and landings were so so with the occasional "stressful" moment. I came across this thread by chance earlier this year and started reading through it and following the contributions. I even tried flying in a straight line. Not as easy as I thought! I attended the NPOD in Newmarket and met Peter and watched proceedings. I did not take part as I assumed (correctly) I would have been overwhelmed by it all. I did realise just how variable peoples ability was and in particular how different proper aerobatic flying is to the usual sort of club flying one sees . I have now started to try to add precision to my flying and what a fantastic challenge it is and how satisfying when something turns out just as planned (this has only happened once so far I am afraid)
luckily for me I live not a huge distance from Newmarket and was able to ask Peter for some help. I tried two things last week that I hope will make a difference. Firstly at Peter's suggestion I borrowed a transmitter tray. Up until then I had been using a neck strap and used two fingers on the sticks, the tray just made life much easier, no need to support the transmitter with my other three fingers, relaxed wrists and I immediately felt less tension in my hands. It is early days but I really recommend anyone to give it a go.Secondly Peter gave my the chance to twiddle the sticks on a proper F3A machine. Goodness how nice it was to fly, and goodness how it showed up my problems. I now know for a fact that when going left to right and pulling to vertical I am doing something to push off line, I don't know what yet but I know it is me and not some other factor. I don't have such a problem going the other way, go figure! If any of you novices get the chance to try such a machine grab the opportunity, it made me realise that I can fly an f3a plane, just not very well.
so back to the point I started with why bother? Because if you bother your flying WILL improve, because if you bother you will feel a sense of satisfaction as things start going right. I have only just started but already have, I feel, a better approach to how to fly well.
So thanks to Peter for starting this thread and also to all the contributors, now where is that B schedule and the BMFA handbook, I have work to do!
ps would anyone like to write a piece saying how to start out in precision flying? I read and am practising the straight and level, reversal, straight and level reversal routine. What next? I think us beginners could do with a guided approach, a step by step method so that we do not try to run before we can walk. I plan to pester Peter to death, others may not be so lucky.
Al.
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Yes and if they did not I would find another club. I live some way from the field and fly during the week and the chances of finding someone to go with especially at short notice, on say a Tuesday morning are slim. So that would mean no flying. It's my risk after all and I am careful. I know accidents happen but I ride a motorbike and they happen to them also.
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That's why you should stay in the area for spectators. Sitting at the end of the runway is not a sensible place, pilot error is always a possibility, though in this case a perfect approach and landing, runway behind you is not a lot of use if you are trying to get down and stop.
anyhow, gave them all something to talk about
Ever wanted to get into or improve your aerobatics?
in In The Air
Posted
Why this thing about rolling away from yourself? Surely in a roll the aircraft spends as much time facing in one direction as any other. It does 360 degrees. Is it because it's more likely to go wrong in the first half of the roll ( not with me!). I don't have an issue with doing it that way but what is the reason and why is it preferable?