Dickw

Actually perhaps I should come back on that to avoid a wrong impression and add that it isn't that complicated and anybody could do it without using a computer. All I did was re-arrange your own calculations a bit. In the still air condition, if 100 feet of height loss gives 4000 feet glide distance, then it follows that travelling only 1000 feet would be the result of 25 feet of height loss. Applying the same pro-rata calculations to your headwind and tailwind calculations shows that if you fly downwind 1000 feet then turn and go back upwind 1000 feet the heavy model would arrive back home 11 feet higher and 40 seconds earlier than the light model. You are correct that a lot of "common sense" assumptions are sometimes misleading and reality can be different, so sometimes it is good to add in a bit of simple maths 👍. Dick

I would have thought that the main driver behind RID and/or designated sites was to allow autonomous drones (commercial or otherwise) to fly across the country without hitting unexpected model aircraft or other autonomous drones. They can be programmed to avoid designated sites, or can detect and avoid other flying machines with RID. I don't think nuisance flying or cameras is any part of the driver for the legislation, although it may be a side benefit for politicians 🙂. Dick

For a transmitter based "kill switch" I use a switch with a locking lever so it cannot just be knocked off. This is the Jeti one for illustration, but other brands are available! https://www.jetimodel.com/katalog/dc-vymenitelny-prepinac-tx-2-zamek.htm Some transmitters allow you to program the throttle so that the throttle does not work when the kill switch is released unless the throttle is first put to zero. When using a separate Rx battery the simplest system I use is to not connect the motor battery until you are ready to fly. You can turn on the Rx and check everything out, and then when you are ready connect the motor battery as the final operation. I have also used an external plug system to make that final connection of the motor battery. If none of those appeal, it may be possible to put a small switch in the Rx to ESC line but a lot here would depend on the functionality of the ESC and what it expects to see on that signal line. It would probably be better to connect the signal line to ground rather than just leave it open as an "un-commanded" ESC is perhaps more of a risk. I am with others here who have advised that once the battery is connected treat a motor as if it were actually running. Dick

That all looks quite reasonable. If you now add in a calculation of "height loss per 1000ft ground covered" you start to see why flying a defined ground based course favours the heavier models. Dick

You have already had a reasonable wiring diagram for two receiver battery packs if that is what you want, however, I am unclear from your post if that is actually your question. You mention buying a motor and ESC so I assume this is an electric powered plane, in which case the "two battery packs" could just mean the motor battery and the receiver battery rather than two receiver battery packs. Can you clarify which it is please? Also, what do you mean by a "kill switch"? More information could lead to alternative answers. Dick

It is interesting that in 'GPS Triangle Racing' the trend is to use as much ballast as possible/allowed. The plane I am currently using for GPS "Light Class" is available in different layups for F3J, F5J and GPS, and it is noticeable that the GPS version has the heaviest RTF weight on the manufacturers website. Ballast is then added to get to the max allowed weight! Given that the objective of the GPS Triangle Racing is to fly the most times round a virtual triangular course in the allotted time it does seem obvious that the heavier model will benefit by being able to fly the course faster. However, since the allotted times are 20 minutes for the Light Class and 30 minutes for the larger Sports Class, the ability to stay in the air using any available lift is also a major requirement. Here again that is helped by the ability to fly through the sink and get to lift again as quickly as possible. My other gliding interest is F5B - again a competition where high speed distance covering is as important as the ability to use lift. It always surprises me how good a slippery 1.5Kg 2m span moulded glider can be at using lift. Obviously a similar size glider at 500gm will out-soar it in the lowest lift conditions, but in this windy country I am happy with my high wing loadings. A fascinating subject, and weight is definitely not always something to be avoided. Dick

I suspect EB has been influenced by a discussion in an earlier thread where I posted a photo of a system that has worked reliably for me in a number of high performance gliders over more than a decade. The attached photo is of a small volume but commercially produced glider (Speedfire 2) with the flaps down about 80 degrees. The glider at 2m span is too small for a completely internal linkage, so the system chosen is a compromise offering minimum drag. If done properly it is fine. Dick

I sometimes fly at a friendly farmers private microlight strip with a few other guys including the farmer who is also an aeromodeller. While he is happy for us to fly with him (as long as we have BMFA membership/insurance), I doubt he would want his field included in a list of approved model flying sites. That being the case I will probably end up fitting RID units to the planes I fly there. As it is an active airstrip it is probably already on another list of locations that commercial drones would need to avoid. Dick

It would be great if this worked out, but playing Devil's Advocate for the moment : - Isn't the point of having identified flying sites to allow commercial drones avoid them? I can't see them agreeing to avoid the whole of the UK 🙂. Dick

A modified Warbird Replicas Spitfire kit based on the plane I was lucky enough to have a flight in, so I suppose I should claim that is me in the back seat. Dick

Karate 🥋

My McAfee anti virus subscription has been expiring "tomorrow" for several months, and I don't even have a subscription. Similarly, I am about to lose access to all my online data on sites I don't use I get several reminders a day for both of them. Dick

Not if you use the "bone conduction" type of headphones, or the "clip on" type of earpiece. We do it all the time in GPS triangle racing where it is essential to hear both your own telemetry information and what the other pilots are saying when you have half a dozen large gliders in the same thermal. Dick

Not scratches, just dull grey marks. If you look at aluminium conductors used on overhead lines, when new they are a shiny bright aluminium colour but as they age they turn a duller grey as an oxide layer forms on the surface. If you handle them in that condition you end up with some of the oxide on your hands. I get similar with aluminium ladders. It isn't a major problem, but if you have shiny white epoxy moulded wings it can be noticed. The ready made bags with some of these wings came with the "single sided" foil which is why I noticed the difference and now use that myself. It may not be an issue with other surfaces/colours. Dick

I have done similar a few times but avoid the foil mat with aluminium both sides as it left marks on the models. I now use the mat that has aluminium one side and is just plastic the other, with plastic side to the model. If you are in a hurry, or just no good at sewing, you can use heat to fuse the plastic edges together a bit like laminating film. Dick

Hi Simon I certainly wasn't questioning your experience, so my apologies if I gave that impression. My lack of understanding was just down to why an IC prop rather than an electric one would cause what you describe. My own experience with IC props on electric power (8x8 at 15,000+ rpm in a pylon racer plus 9x5, 10x6, and 11x6 in RC combat) has shown no adverse effects over many years. However, sleeping on a problem often helps me make progress and I now have an idea. The extra weight of the IC prop will lead to extra inertia when rotating, i.e. a stronger flywheel effect. This stronger flywheel effect would cause additional stress when accelerating or braking the prop or changing the direction of the plane. If you use an IC prop for its extra durability, as I do, then it is a fair bet that you are using it in a model with reasonable strength in the nose area. However, if you use it merely because it is a conveniently available prop size then it might not be a good idea to use it in a lightly constructed model which may not be up to the extra stresses outlined above. That is just an idea, and others have now made alternative suggestions, but an interesting discussion I think. Dick

I am not sure I understand that. I always used IC props on my 1/12 scale electric powered RC combat models because they are more durable when streamer cutting etc., and the APC 8x8 IC prop is mandatory for the electric E2K pylon racing competitions. Never had any problems with IC props on electric power. Definitely wouldn't go the other way though. Dick

That looks like the one I had a flight in some years ago . I still recall the comprehensive safety briefing before the flight regarding emergency drills. Good news about the crew. Dick

I would have thought most modern transmitters could do that. On my transmitter (Jeti) I have CAR on a switch plus, a logical switch that will turn off the CAR mix if I move the rudder stick - very useful on a glider when entering a thermal turn. Dick

Not really new but new to me - a "previously loved" Prestige 2pk from Samba models and destined for GPS Triangle racing, just before my first flight with it. All moulded and mostly carbon fibre, with a span of 3.9m and powered by a geared motor on 3s 1500 Lipo using a 16x8 prop. After a lengthy period setting up the controls and flight modes according to the instructions my first and subsequent flights were uneventful and it proved a dream to fly. Just over 500 watts of power gives a leisurely 40 second climb to 260m. I might try and improve on that in the future but it is adequate as it is for now. I may be bit biased in my climb rate expectations as the red/white 2m Speedfire behind it (F5B competition plane) has near 5000 watts and is capable of reaching over 200m in just a few seconds. Dick

Excellent work, well done. It does look nice a s well. Dick

The Glocknerhof Hotel welcomes model flyers and has a section on Austrian/Eu rules on its website here: https://glocknerhof.at/en/model-flying-holidays-in-carinthia/mfc-glocknerhof/ There may be some useful information in there. Dick

It's not just some small engines, even 40 size sometimes work better on it. I never did 40 size C/L combat myself, but watched a few times 😲 The Fox manual even suggests castor oil as well 😁 "The Fox Mark VI Combat Special GENERAL The Mark VI Combat Special has an efficient operating range of 18,000 to 24,000 RPM. We suggest that you start flying with a propeller having about 81/2" diameter and about a 6" pitch. We urge you to use a hardwood propeller as plastic propellers are prone to fail, and should you accidentally get your hand in a moving plastic propeller, you will be more severely hurt than you would be with a wood propeller. RECOMMENDED FUELS The Fox Mark VI Combat Special has been set up to operate best on a fuel containing from 40% to 50% nitro. It is important that the fuel contain at least 10% castor oil, as synthetics will vaporize and cannot lubricate the upper cylinder. We realize that some synthetic is necessary in high-nitro mixes, but get at least 10% or 12% castor oil in your fuel, and add synthetic to bring the total to 20%" Dick

I am not sure why they "should". They are working to the rules of their own country and are not within the jurisdiction of HMRC. For example, I logged on to the German company's own website, ordered according to their rules, paid in euros via Paypal, and they posted it to me. Where does HMRC come into that? Now the item is in the UK I fully expect HMRC to collect the VAT and will hapily pay it. Dick

However, when buying from small companies in Europe and elsewhere it is quite common for them to sell without VAT and for VAT to be collected by the delivery company (plus a collection handling fee). There seem to be exemptions in the link you provided that would explain this. I can't see a small company that does little business in the UK going to the trouble of registering with HMRC, and I am not sure what HMRC could do about that. I have just bought an item from Germany that was priced to include VAT. As soon as I entered my address the VAT was removed and I paid a "no VAT" price, so am currently waiting for the delivery company to bill me for UK VAT plus collection fee. That is just how it works for many companies. Dick