AUGUST CLUB MEETING

The next Wright Flyers club meeting will be on Saturday, August 25 at 12:00 Noon at the WF Field.

MINUTES OF JULY MEETING There are no minutes; the meeting was cancelled.

HAPPY BIRTHDAYS Joesph Litosky - September 1 Robert Guienot - September 11 Edward Mickle - September 27

THOUGHT FOR THE DAY “No matter how much you revisit the past, there’s nothing new to see.” (Unknown)

August 2018

BLURB 1 A construction worker walks into a bar. He's a rather large, menacing guy. He orders a beer, chugs it back, and bellows, "All you guys on this side of the bar are a bunch of idiots!" A sudden silence descends. After a moment he asks "Anyone got a problem with that?" The silence lengthens. He then chugs back another beer and growls, "And all you guys on the other side of the bar are all scum!" Once again, the bar is silent. He looks around belligerently and roars, "Anyone got a problem with that?" A lone man gets up from his stool unsteadily and starts to walk towards the construction worker. "You got a problem, buddy?" The man says, "Oh no; I'm just on the wrong side of the bar."

BLURB 2 A blonde woman was speeding down the road in her little red sports car and was pulled over by a woman police officer who was also a blonde. The blonde cop asked to see the blonde driver's license. She dug through her purse and was getting progressively more agitated. "What does it look like?" she finally asked. The policewoman replied, "It's square and it has your picture on it." The driver finally found a square mirror in her purse, looked at it and handed it to the policewoman. "Here it is," she said. The blonde officer looked at the mirror, then handed it back saying, "Okay, you can go. I didn't realize you were a cop too."

FALL CLEARANCE SALE (your cash for my stash –ARF kits and receiver ready planes)

Help your newsletter editor make room for my new stuff! Email: crashndash@comcast.net; Text or leave voicemail at 410-336-7326

NIB ARF kit (photo is internet photo of finished model), UltraRC 29% Giles G202. 75.8” wingspan; 73” fuse length for 108—160 2-stroke; 120-180 4-stroke; 25-35cc. gas. $300.00

NIB ARF kit (photo is internet photo of the model). CAP232. 73.6” Wingspan; 68.5” fuse length for 120-140 4-stroke; 20-30cc gas. $180.00

NIB ARF kit (photo from instruction manual). Goldwing ARF brand MX2 for nitro gas or electric. 72” wingspan; 69.75” fuse length for 1800-2000 watt electric; 90-120 2-stroke; 110-120 4-stroke; 26-35cc gas. $225.00

NIB ARF kit (photo from instruction manual). Cessna 310. 88.6” wingspan; 76” fuse length; for 2x 61-91 4-stroke. $200.00 NIB BNF ARF kit (photo is internet photo of assembled model), E-flite Carbon-Z Splendor. This is a bind-n-fly pattern/3D plane that includes anAS3X receiver. It has a 54.5” wingspan and a fuse length of 56.7”. It uses 6S 3200/3300 mAh LiPO batteries (not included). $200.00 (Note the motor, ESC, receiver and digital servos are worth more than that alone.

Extreme Flight MXS-EXP, receiver and battery ready. The plane is set up for 5S and uses 4000-5000 mAh LiPOs. It has a 64” wingspan (with the removable wing tips on) and has a 58.5” fuse length. Includes wing bag and side force generators (not shown in photo). I have two of these MXS’s and only need one. $300.00 Great Planes U-CAN-Do 60 receiver ready- less engine. Additionally includes a second (used) wing with servos installed, a NIB cowl and a NIB set of main landing gear. It has a 65” wingspan and a 69.5” fuse length. $200.00 (I have a YS91 in the plane, if you want it also, that adds an additional $250).

BNF plane (photo is internet photo) with AS3X receiver. It has 52” wing span and a 50” length. Included is an additional NIB prop and spinner. The plane requires a 4S 2200-3000 mAh LiPO (not included). $200.00

Flitework Red Bull PT-17 Stearman, receiver ready. It has a 47.24” wing span and 53” length. Uses a 4S 2450-3000 mAh LiPO (not included).

$170.00

OS 1.60FX engine with muffler (I have several) lightly used and not crashed. $150.00

Receiver ready, scratch built Extra, built by the late Max Harris. It has a 68” wingspan with a Super Tigre 91 (made in Italy). Includes on-board glow, carbon fiber main landing gear and Tru-Turn spinner. This is not a 3D plane, but it is aerobatic. $250.00

_____________________________________

TIP OF THE MONTH 12 THINGS ALL PILOTS NEED TO KNOW

published on modelairplanenews.com [This is part 4, the last part of the series]

TAKEOFFS 10

Begin the takeoff by pointing the plane into the wind, however slight it may be, and standing

behind it. Slowly advance the throttle until the plane is moving along the ground at a pretty good speed and use the rudder to keep the plane tracking straight. Be sure to get on the rudder quick to prevent the torque and p-effect from pulling the plane offline. Smooth, slow movements on the rudder will keep the plane on track. If you are flying a tail-dragger, give it just enough elevator to bring the tail up so that the plane is rolling on its main gear. Don’t force the plane into a climb-out just yet; let it build a little more speed. Once the plane has enough speed it will only take a little elevator to get it airborne.

Now that the plane is flying, you will be able to use the ailerons to keep the wings level and let off the elevator a little so the plane will maintain a nice shallow climb-out. Don’t hold in a lot of elevator, especially after takeoff, or you will slow down the plane and stall it out. On some planes you will actually have to push a little down-elevator in it to maintain a shallow climb. This is especially true if your plane is on its maiden flight and needs some trimming. You’ll want to keep climbing until the plane is about 100 to 200 feet above the ground. Slowly push the stick to the right or left and make a nice, easy turn. Once the wing banks (one wingtip higher than the other) to about 10 or 20 degrees from level, hold the stick there. As the plane flies through the turn, it will start to drop and lose altitude. Gently pull back on the elevator stick and feed in a small amount of up-elevator to keep the plane level throughout the turn. When the plane has completed the turn and is heading back toward you, return the stick(s) back to the neutral position and the plane should level out. If the plane continues in the turn after the stick is centered, slowly add in the opposite turn until the wing is level then center the stick again. Congratulations! You just made a beautiful takeoff.

SETTING UP HIGH AND LOW RATES 11 Most pilots will set the low and high rates on the aircraft to the manufacturer’s recommendation

and this is a very good starting point. But both the high and low control throws are a matter of personal preference. Don’t be afraid to adjust them from the recommended rates. After all, the recommended rates are simply what the test pilot for the company liked. If the plane feels “twitchy” or responds too slowly for your taste, add more or less throw. A good starting point is to set the low rates so that the plane will fly smoothly but will still be responsive enough to get you out of trouble. Use high rates to have more control, especially at lower speeds such as when you’re landing or performing 3D maneuvers. High rates will generally not be used at full throttle or on all the time.

When using high rates, the center part of the stick gets to be a little sensitive because a tiny amount of movement on the transmitter stick translates to a large amount of movement on the control surfaces. To eliminate this center-stick sensitivity you will need to program in exponential. This makes the area around the center stick less sensitive so it will not move the control surfaces much, but it will still allow the full throw at the ends of the stick travel.

Another tip is to put the high and low rates on one switch for all control surfaces. This reduces your workload when switching from one rate to another. While this does make life easier, you should only do that after testing each surface for the correct high and low rates. Keep the rates on individual switches until you find the perfect amounts, and then transfer them all onto one toggle switch.

CONTROL THROWS 12

Setting your control throws is another area where the pilot just sets them to the manufacturer’s recommended rates without ever adjusting them. You should always adjust your control rates to your comfort zone of flying or what feels right to you. The reason for this is that every plane, even an ARF kit, will end up flying a little different. Your choice of radio, servo, and battery pack will make the control surface’s response time unique. Each type of plane, such as scale, aerobatic, racer or sport, will have different requirements for control throws. Weight will give the plane different flight characteristics depending on how heavy or light it is. Finally, where you set the balance will make a huge difference in how the plane flies. All of these things will contribute to how much control throw your plane will require for smooth and responsive flight.

In the air, flight-testing will allow you to adjust the control throws to the correct amount. For the ailerons, a good starting point is to have the plane do a complete roll in one second when holding the aileron stick all the way over. If the plane performs the roll faster, reduce the rates. If it performs it slower, increase the rates. This is a good starting point and don’t be afraid to adjust faster or slower depending on your comfort zone. The elevator can be adjusted by performing a full-stick loop or a full-elevator pylon turn. If the plane snaps out of either of these maneuvers, reduce the amount of elevator throw. If the plane pulls through with no problem, add some more throw until it starts to show signs of snapping. Be sure to perform these tests at a safe altitude. The rudder throws should be set to allow a smooth banking turn when used and enough ground control for a smooth takeoff.