John Gallard

I am aware of the rule of thumb....100watts per 1lb of model weight. Is this auw including motor and battery?

I think I have mastered the correlation between amps,watts and current and then I browse the Hobbyking site and am left confused. They are advertising a 2836/8 brushless motor 2-4 cell, max current 18 amps, power 336 watts. How is that possible? At 14.8v with a max draw of 18 amps equates to 266 watts ! (14.8x18=266) Have Hobbyking redfined basic electric theory?

Whilst it is advisable to keep a model in sight, does 2.4 g or even 35 meg require line of sight to the model for it to operate? I often range check with the receiver in the shed and the transmitter taken through the house and into the road, certainly no line of sight! Despite this observation a few club members insist line of sight is a must.

Sorry for delay in replying. I returned to the problem this afternoon (left it yesterday in dispair) I started from scratch and after a couple of attempts now working ok, but I do not know what I have done differently Thanks

I have had this problem before but cannot remember the solution. Spektrum AR6200 receiver, servos for both ailerons, dual ailerons selected, left aileron to aux1 and right to aileron port ( as per manual) A left bank drops the left aileron and raises the right, a right bank drops the right and raises the left. Reversing servos causes the ailerons to act as flaps, swapping servo leads makes no difference. Ths model has flown ok in the past, have simply changed designation of the model in MODEL select. I have seen suggestions to solve this prob but to no avail! Any help appreciated

Whilst there are battery monitors designed for pre flight check I have yet to find an 'airborne' version' that emits  a loud enough audible warning of impending doom! Bright leds are never bright enough. Since converting to electric I am happy to have left the oily rag brigade (although recharging a 5000mah at the field takes much longer than another guzzle of fuel) however some of the advantage is outweighed by the worry of 'have I pushed it too far? I would welcome an in flight monitor (not telemetry) that would provide an earpiercing warning, anyone know of one?

I have fitted a AR500 to a model with separate aileron servos but cannot get the ailerons to work properly, both ailerons go up and down in synchro,acting like flaps or spoilers. I know the extra aileron socket is not a channel, merely a wired link but the blurb claims it is suitable for dual servo ailerons. What am I missing in the setup?

I am more than pleased with the wot 4 artf and so are seasoned wot4 4 flyers at the club, to the extent that at least 3 have ordered them in last week after flying mine. Praise indeed!

 I know I'll be accused of worrying about a problem that does not exist but this comes under the heading of 'So how does that work then?' The following video shows that the clunk spends a lot of time 'out of the fuel'. During the time it is out of the fuel I imagine air, under pressure finds its way into the fuel line, granted the engine will run until the reserve of fuel in the line is used up, but what happens when the air reaches the carb? I have seen the effect on the ground of a row of bubble reaching the carb....the engine cuts! This has been bugging me since a club colleague (albeit a heli guy) saw me assembling my tank at the field last week and told me I had done it incorrectly, the clunk should be free to move in every direction including folding back on itself (without a kink) http://richter-lackierung.de/aktualisierung_2006/5MBVersionflycamefuntana.wmv

http://richter-lackierung.de/aktualisierung_2006/5MBVersionflycamefuntana.wmvHave a look at this video

An argument, sorry a debate took place at the flying field today regarding the operation of the clunk tube. Two 'mature members' insisted that the clunk should have sufficient weight to move to all sides of the tank irrespective of its orientation but should NOT be able to turn in its own length i.e face forward. Two other members (who mainly fly helis) disagreed saying it was essential that the clunk tube  could position itself at any position according to the direction of gravity and demonstrated such by viewing through their transparent tank and indeed the clunk fell to every surface of the tank depending on its orientation. Is this the norm for only helis or should fixed wing do the same?? The heli guys emphasised their case by asking if the plane was in a steep dive with a partially full tank how would a fixed wing draw its fuel if the clunk was pointing upwards out of the fuel, they claimed that a pressurised tank would not overcome the problem.  The 'mature' members claimed that in such a dive the fuel would NOT be at the front (bottom) of the tank but forced back to the rear by centrifugal force where the clunk would still be surrounded by fuel. Who is right?

Hi Timbo That was a typo, its the AR6200 (with satellite)  

Last weekend revealed a range issue with the AR6200 fitted to my Panic, usually I can walk beyond the suggested 90 ft but on this occassion I lost control at a couple of steps further. I tried a different orientation of the plane resulting in no improvement. I then range tested another plane fitted with the AR500 which performs well beyond the 90ft distance. I sent the suspect AR6100 to Horizon for checking and they contacted me today saying the main reciever was 'giving very good range, satellite slightly less but within spec'. To their credit they replaced the reciever 'for my peace of mind', which I greatly appreciate. The replacement is working beyond the range of the previous one so I am still a little unsure as to the diagnosis. Perhaps control at 90 ft is acceptable and I shouldn't worry beyond that distance! ps the recievers are installed 90 degrees to one and other as are the aerials.

What are we actually testing during the range check? If a distance check on low power fails, is it the transmitter or the rx that is at fault.

Sorry to come back to this old chestnut but Ive been out of the loop for a few weeks and decided to fit ailerons to my Easystar, hopefully with the added advantage of flapperon function since I spend a lot of time 'going around' again in an attepmt to land. Ailerons work fine but when I set mix to dualaileron and put in a value for FLAP function all that happens when I operate the flap switch is left aileron (flap) drops and the right one raises. I have two servos for ailerons plgged into the 2 aileron channels on the AR500. Obviously reversing channels is not an option as this would affect the aileron operation, what am I missing???