Willyuk

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.

I second that, I use weston uk and the service is really fast and the prices are good too as it's delivered free.

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

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.

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.

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

Have you tried setting 1 ail no flap, then assigning channel 6 to a switch or a slider or one of the knobs? I think that may work as the transmitter will not be looking for flaps or an ail on c 6. al

Thanks for the input all, I am trying the rolls at about a 30 degree upward trajectory so hopefully not too much fear of the ground. As for the spin, I have hardly tried this before so it is just practise. At the moment it is very random as to if it spins, and when. In my defence I have only flown this particular aircraft a few times and it was put together as a cheap practise hack. I hope after a few more flights to have learned its characteristics a bit more. ha ha ha - reverse point roll I think someone is having a laugh. Guys I still feel lucky when I land in one piece as I didn't last time in the god awful blustery wind. I will try Martins suggestions of stating with four points and try to get each one correct at a time. Thanks for the help

Well, this ere arereobaticy stuff is too hard. I have been practising ( note I am a bit new to flying, let alone precision stuff) I can see where I am wrong on loops and stall turns, spins are all over the place etc etc but I know practise is the key. BUT slow rolls! I just can't even get close. I can manage a reasonably fast roll say 2 secs with a bit of down ele usually at around the right place, so more practise and I think it will come but trying to slow it down more just causes real troubles. I know the theory and have tried using rudder but it is a mess. SO, anyone have any good ideas of a suitable practise regime, or a way of getting in sync with the sticks? As for landing in the wind today, nightmare! thanks gents

I had the same on an irvine 46. When the idle screw was in too far, the throttle body jammed. The solution was to use the pin trick. I.e. Put a pin in the carb to stop the hole closing too far and blow through the line, open idle screw until air comes out. After that it was fine , by the way it was opened far more than the std 2 turns. No idea why, I have stripped and cleaned the carb but if the idle screw is in too far it jams. It works just fine now after setting the jet to allow the air through.

Sorry, I meant 125mm was the original, now 147mm al

Hi Martin and Peter, update on the cofg. I eventually removed all 294 gms of lead and now it seems to do what is suggested. This has brought the cofg back from 95mm to 145 mm. Spit on for the mac at 26% or thereabouts. Thanks for your help. I had carried out the same exercise with my trusty acrowot but only needed 10gms at the tail to get it right, so such a huge difference in the plan v actual had me worried. on to the next step. Still can't fly in a straight line but that is another issue. thanks again

Martin, yes, using a very handy online calculator, a rough set of measurements showed the cg to be at at 147 mm of root chord. The instructions call for 95mm. So tomorrow I will remove more nose wieght and test again. Thanks to you and Peter.

Pics of cobra, note the silver disks mark the cofg as called for in the instructions.

Thanks for the help. Aircraft is a blackhorse cobra, not many of those about! luckily i have time tomorrow to experiment more and I will report back

Hi Peter, a bit of advice on setting the cofg if you can. I have just put together a cheapo artf for practise purposes. To get the correct cofg it needed 294 gms of lead under the engine. 1st flight yesterday, did the 45 degree inverted test you recommended and it was clearly nose heavy, it also needed a bit. Of up trim to fly level at 1/2 throttle. So I took out lot of lead, leaving 150 gms, it now balances about 1/2 inch behind recommended point. Test today showed it still drops the nose when inverted, needs a lot of down to keep level. I am just a bit worried about moving the cofg even further behind the recommended point. So someone give me some confidence to just keep moving it back! How can I tell when it's too far? Sorry but bit of a newbie to all this trimming thanks

I like a power panel for the following reasons it has the fuel pump included and that's easy i can charge my glow stick if I forget to do it at home it runs the starter if my tx or rx packs get low I can plug my charger into the 12v starter output and be charged up in half an hour if I have an engine issue( and yes mine do start easily but problems arise) I can crank it for ages should I need to as I take a flight box to the field the panel is not a big problem as it's there. but each to his own, many people don't use them and are happy

An interesting thread. I would add this snippet. I use futaba 2.4 I have mainly futaba receivers but two frsky . Where I fly There are a set of power lines ( not the big HV ones but the smaller normal sized poles) we have to fly over those lines. With ONE of the frsky receivers I was getting glitches when the aircraft was low near the lines, never got them with the futaba or with the other frsky, could have been Ariel alignment I suppose, anyhow one day the glitch happens at the wrong time and in it went. Has dented my confidence in frsky a little, still use it but not in expensive models.

If your mate just wants reassurance about the acrowot rtf, then reading the various references on this site should help. I have one with an sc70 4stk, it is not tail heavy, in fact I have added 20gms to the tail to bring the cg back, it flew well without it but is better with the cg where it is now. So maybe it depends on the particular kit. It is very strong and withstands lots of abuse, though I replaced the steel uc bolts with m5 nylon, after a heavy landing or two weakened the uc mounting plate. I reckon they are a bargain at £115. When this one falls apart ( if it does) I will replace it. tell him to get one, he will not be disappointed

Following the recent post about pattern ships, can anyone suggest something that would work well on an irvine 46. I am using my acrowot to practise a more precise style of flying and am very happy to continue to use it as my main practise bird. However I do like to have a spare machine available so in case of an unplanned arrival, I can get back in the air ASAP. So.... I have an irvine 46 looking for a home. Needs to be artf as I want it available soon. Oh and not expensive as it is a backup. Another acrowot? Be a bit underpowered ripmax bullet? Any suggestions much appreciated thanks

The dragon is based at Duxford during the summer where it gives pleasure trips from Duxford over Cambridge and or London. Last. I heard it was run by Trevor butcher from Clacton, where he has a business. I flew with Trevor many years ago when we had shares in a yak52 also based at Duxford. Great place to fly from as I had free access to the airfield and was able to mingle with REAL pilots who flew spitfires and the like. Money, or lack thereof, forced me to give up full size about 10 yrs ago. Still RC has it's compensations, it's harder for one thing!