RC Nitro Flying

[mE_bytes]

---

03 - 06 - 10


























Wanna ask what was soaked in the water for almost an hour?

Funfly32 Airplane (Balsa)
OS .32SX Engine
(2) Hitec Servos
(3) Futaba Servos
Futaba 1000maH NI-CD battery
Spektrum AR6200 2.4GHz receiver

[shunicks]

waaaaahhhhh!!!lingawa nato ani kim oi..hehehe....

[mE_bytes]

first time jud naku ni na experience..
hinaut nga wala kaau damage si junnel para kalupad dayon siya next week..

[shunicks]

mao lagi...sana dili mu give-up si junnel...go!go!go! junnel!!!keep fighting!!!hehehe....we are here to help you...

[mE_bytes]

bitaw., dapat dili mu-give.up si junnel..
part of the learning curve bya na..

agi pud ra ba ta ug crash.. =)

[mE_bytes]

TIPS for everyone:

Dead Stick – the dreaded situation wherein the motor or engine of an airplane unexpectedly shuts off – resulting in a loss of thrust & sluggish control response due to lessened airflow over the control surfaces.

Dead Stick Panic: the phenomenon of losing all sense of control & composure when a dead stick situation occurs. This is something which glider flyers are immune to. To begin with, the glider doesn’t have any true power source. From the moment that the plane leaves your hand, it’s a “dead stick“ from the beginning.

Glide Ratio – this is the distance flown in relation to the altitude lost. Most planes with a glow or gas powered engines suffer from a high wing loading (unless you’ve built it really light & very big). This adversely affects the glide ratio – meaning, you don’t get to travel very far before you finally hit the ground.

Sluggish Controls – lets face it, most powered planes weren’t designed to float around with the engine/motor dead (unless you’re flying a glider-like airplane or extra-light plane). The control surfaces were designed to work with some propeller wash flowing over them. Since there is no prop wash during dead-stick, we have to rely on a different method to establish control. The only way to gain an acceptable level is to put airflow over the control surfaces. This is done simply by gaining speed. How? Fly the aircraft with a slight angle down. Gravity is used as an ally, to help gain control over the aircraft. Glider pilots do this one hundred percent of the time.

Stalls – are the result of too little lift or zero lift produced by the wings. This is ALWAYS caused by too high an angle of attack in relation to relative wind (it has nothing to do with airspeed). Naturally, if the critical angle of attack is reached (too high an angle) then the aircraft stalls. There are many methods of recovery, but in the world of General Aviation - the most recommended is the Muller and Begs Method. I’ll write about that separately, as it is too large a topic to be included here. Suffice to say that you need to neutralize all controls (remove yaw, pitch and roll inputs), allow the aircraft to recover by itself. Then gently bring back the aircraft to almost level flight (in our dead stick scenario, leave some angle down).

[mE_bytes]

STALLS AND STALL RECOVERY

A stall occurs when a wing reaches its critical angle of attack. Regardless of airspeed or bank angle, a wing always stalls at the same critical angle of attack. We use the elevator to adjust the pitch attitude and thus, the wings angle of attack.

Provided you have a reasonable amount of altitude to work with, stalls are no threat. Usually when a trainer stalls, it simply drops its nose and you just have to refrain from holding up elevator while it recovers airspeed. If you persist in holding up elevator, your plane will go into a spiral dive, or worse, a spin.

As soon as you realize the plane is stalled, let go of the elevator. The plane will dive a bit and build up airspeed. Once it has done that, add power, bring the nose back up to its normal attitude and let the aircraft climb again before throttling back to cruise power.

Sometimes when a plane stalls, it drops off to one side. When this happens, you can recover the same way you would from any other stall, except before you pull the nose up, roll the wings level.

With practice you can tell when a plane is about to stall because the controls become mushy (that is, you have to feed in more control movement for a given response) When you see these symptoms, prevent a stall by dropping the nose with a little down elevator.

[mE_bytes]

MAINTAIN YOUR AIRSPEED

Loss of control of your model plane may occur for a number of reasons: radio failure, structural or control system failure, human error (although we rarely admit it), and loss of flying speed. An airplane will remain in the air and under control only if it has sufficient flying speed to generate the lift required to support the weight of the aircraft. Some modelers don’t realize that by excessively slowing the model under certain conditions they will stall the plane. Usually they say, “I lost control,” or “the radio quit.” You must maintain adequate airspeed or you lose control and, without airspeed your plane crashes!

If you lose the engine on take-off, get the nose down below the horizon and land straight ahead. One would only attempt to return to the runway only if plenty of airspeed and altitude is available. Remember that when you turn (without power) you must increase airspeed to prevent stall. That’s why it is best not to turn in an emergency situation.

When approaching for a landing at reduced airspeed, keep the nose down below the horizon, especially in turns. Be gentle on the controls, especially elevator, abrupt elevator applications can lead to premature stall. You must understand that to fly safely you must maintain minimum airspeed or you cannot control the aircraft.

Minimum airspeed requirements vary with the wing loading of the model; the lighter the wing loading, the slower the model is able to fly and the more stall resistant the model is.

[mE_bytes]

WING AREA AND WING LOADING

A wing’s area is its top surface measured in square inches or square feet. Multiply the wingspan and the wing chord. The lower the wing loading, the more docile a models performance will be. Generally speaking, the larger the wing area, the more lift the model will have. This allows the model to be flown more easily at lower speeds; this makes takeoffs and landings easier for the beginning R/C pilot.

A wing’s loading is determined by dividing the model’s weight in ounces by the wing area in square feet. Multiply the model’s weight (as given in pounds) by 16 ounces to find its weight in ounces. Then, divide its wing area (as given in square inches) by 144 to determine its area in square feet. Example: a model that weighs 6 pounds (96 ounces) and has a wing area of 700 square inches (4.9 square feet) would have a wing loading of 19.6 ounces per square feet (96 divided by 4.9).

[junnel]

hahaha. NO Damage bay uy ok ra tanan. kuyawa nako gakwinta kwinta nako tagpila ang receiver, tagpila ang servo.

balik napud ta kiatkiat ani.

Kim paunahon ta mo ken2x takeoff gukdon ta mu duha. andama nana inyo kinakusgan power.hahaha. kay si shunicks magsunod sa ako likod nabyaan. hehe