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Topics - Deerslayer

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General Discussion / Jase Dussia
« on: September 03, 2019, 08:36:29 AM »
If he is not the best in the world, I have no idea who could outfly him!

During this month, I have generated a couple of hours of video segments taken with the Mobius camera mounted on my FPV Penguin. Using VLC (a free viewer/processor), I extracted close to a hundred individual frames from these videos. Then I doggedly reviewed and sifted through several iterations, discarding about 90% of them. This left what I consider to be a decent selection of snapshots which show our field at its best.

There are several shots taken the day before the Giant Scale Rally, showing the early birds' trailers and RVs, as well as one snap which caught an airborne Flybaby close up. Finally, there is the view of the Camden East
Ultralight airstrip (registered as CCE6) as it would appear to a pilot on final approach from the North (about one farmer's field out from our model field).

If anyone finds one of these pictures to be worth grabbing and perhaps even enlarging, please do not just copy it. They have all been re-sized and slightly cropped, thereby degraded in detail from the originals. I did not (yet) apply any colour corrections, sharpening or other enhancement techniques.

I will pass along the original, higher resolution one(s) to anyone who asks.

Upcoming Events at KRCM and elsewhere / K-Town Huck - Sept.28
« on: August 27, 2019, 12:44:07 PM »
NOTE: The date has now been changed to September 28.

It may yet happen! A feeler has been set out in RCCANUCKS where most of the huckers hang out.

Stay tuned, over there, as things develop further:

KRCM Training Course, Flight Safety & Training Nights / Taxiing Tip
« on: August 27, 2019, 07:41:39 AM »
Particularly with lighter airplanes (and not just foamy ones), it can sometimes be bit of a bear in windy conditions to taxi at a reasonable speed without getting blown around or inadvertently popping into the air. Here is a technique that I find useful.

My planes always use independent (dual) Ailerons. That way, the Ailerons can act as Flaperons (both moving down together) as desired; mine are typically switch-selectable into and out of that mode.

Within this setup, there is another very useful mode for your Ailerons, using them as Spoilerons (both moving up together). While there are a couple of good uses for this condition, the one I describe here is used for taxiing. Note: you will still have Aileron control, just less throw while they are deployed as Spoilerons.

I set up the "I" (button) on my Tx to pop the Ailerons up. This will destroy Lift from much of the wing, making it practically impossible for the plane to take off if your groundspeed gets a bit high or you catch a gust. Why use the Button? It requires a conscious move, unlike accidentally hitting a switch while in flight and dropping your plane into the ground. Beside, what else is that Button used for, besides that once in a lifetime Bind of your model? 

For several years now, this magnificent beauty (along with her plane) has made an appearance at the annual Giant Scale Meet at KRCM. She is also a crowd pleaser at the Kitchener-Waterloo Flying Dutchman Meet, that being near her home town.

Once again, she graced us with her presence. Here is one of the many flights she made over the course of 3 days. Spoiler alert! There is a bit of an Oops! about 3/4 of the way through this video; if you have any young children, you may wish at that time to send them away to fetch a beer, or at least cover their tender eyes. There is an amazing example of superb piloting skills, resulting in a "save" that never even mussed up the lady's hair and will only require a little "buffing out" to get the show back on the road. If you get the chance, attend the Dutchman event, the weekend after Labour Day, to see her awe that crowd, along with many other great aircraft.

Late Friday morning, Summer finally arrived for those of us in the Northern Hemisphere  < insert Happy dance here> ! It was the Summer Solstice, when the Sun's path touched the Tropic of Cancer, giving us the longest day (daylight) of the year. It's all downhill from here on, folks, until 365.25 Earth days from now.

I was out at the Toyground right around that time. The place was in amazing shape - our fancy renovation is completed, the grass was freshly mowed early in the morning by Harold of the Grass-cutting Crew and it was a tad windy, so no one else was brave (foolish?) enough to go flying. Perfect conditions to take a few pictures.

I hope that others fully appreciate what we have out there:


New flyers, especially, usually dread crosswinds. The typical small, foamy model presents a significant challenge in this regard - unless one develops and practices techniques to deal with it. Here are some thoughts on the topic.

On a large, wide field such as KRCM, let me suggest that there are very few true crosswind situations that demand any special techniques, just some awareness and planning.

First of all, there are three significant crosswind situations: taxiing, take-off and landing. Let's deal with each one separately. This time we can talk about:


You have to taxi out from the pit area and line up for take-off, then turn directly into wind for the latter. There is no magic runway centerline marked out where you have to begin and to follow, and we have an extremely wide field, so use it! Go well out from the flight line, then you may be able to take off directly into wind, thereby avoiding a crosswind that you would either have to handle properly or risk swinging into the pilot stations as you proceed.

The taxi phase will be at least partially with a crosswind. If the wind is brisk, your little machine will want to do one or both of two things: swing into the wind (weathercocking), or, flip sideways or tumble. Tricycle gear planes are typically the worst for the latter.

The basic technique is to hold a major amount (usually, full) Aileron to keep the upwind wing from lifting. Now that the plane is somewhat stuck to the ground. it will likely still want to weathercock. So, hold partial or full Rudder over in the opposite direction to the Aileron control, i.e., you will have "crossed controls". Say the wind is coming in from your left side. You will be holding the Aileron stick to the left and the Rudder stick to the right. If you have good nosewheel ot tailwheel steering, you may not need very much of the Rudder/steering correction.
There is one more thing to consider, particularly with a taildragger. (Tricycle gear planes tend to look after themselves in this regard). That is, the plane may be reluctant to follow your Rudder/steering, command. You have two requirements here; make the Rudder effective and, keep the plane from trying to take off unexpectedly. So, with your taildragger, you will likely require putting in a lot of Up Elevator, probably full Up. Then, you need airflow over the tail surfaces it to make it all work. Be careful, just use the Throttle in short bursts, just enough to move the plane and get some Rudder effect. Don't speed up  and have an unplanned take-off or flip over.

That's all there is to it! Practice makes perfect pretty good. Take any opportunity to practice this, even when you don't need to.

We haven't discussed taxiing downwind. The discomfort level there can be a lot higher, even for more experienced flyers. Back-tracking to or from the pits, to or from the landing or take-off spot, without face-planting in front of your admirers or charging into something can occasionally be a tad challenging in high winds. Of course, you will be the one still enjoying flying in such conditions, while others are self-grounded, so don't let that possibility bother you.

Generally, when taxiing downwind, you will want to keep the Ailerons and Rudder at neutral and the Elevator may have to be either at neutral or perhaps slightly Up. It the Elevator is large and/or has lots of travel, full Up may allow the tail to be picked up, resulting in complete loss of control and possibly a nasty tumble. The problem with taxxing downwind is that, in order for any control surface to be properly effective, it needs airflow in the normal direction. This means that the control surface has to see sufficient relative headwind, i.e., the propwash plus groundspeed has to be stronger than the tailwind. Now, you may be getting into a much higher ground speed and slight shifts in wind can make steering problematic. Not a lot of guidance here, other than for you to experiment and practice. Good luck!

Recently, I have had a number of opportunities to help new flyers. The current environment is rich with victims to prey upon when there is a shortage of official Instructors!  ;D

I have observed that these folks have been well conditioned to do Range Checks prior to each daily flight. Our club has good Instructors!

What I have also observed is how they do Range Checks. Just to clarify, here is the best practice, based upon the advice of real experts, such as Andy Kunz, the team leader of Spektrum's development group.

1. If you can, get someone to hold your aircraft, at waist height. Or, set it down on a bench and SECURE IT. Make sure that your Throttle Lock is on, if it is electric. Now, since you are going to be testing your system, think about what could happen if, somehow, your test were to fail and result in the motor starting. That is one of two very good reasons for having a helper hold the model. Proper Range Checks with a glow or electric are normally done with the model restrained and the engine running.

2. Walk out about 30 paces. Face your aircraft and begin the Range Check.

3. Don't just wiggle sticks around! Perform deliberate movements, eg., full Left Rudder, and hold it. Observe that your control surface moves IN THE RIGHT DIRECTION and that there is no shaking of any of the control surfaces. Good, so far! But, we are not through just yet.

4. The second reason for having a helper is to have them change the orientation of the model - both in a flat circle and holding it vertically. After all, we are usually trying to talk to the thing while it is somewhere above us. The worst situation for connectivity is likely to be with the transmitter pointing directly at the model while the model is pointing directly at the transmitter, especially if there is a motor, battery pack, etc. now between the two. One of you should call out which control and direction you are trying.

This may sound like a bit of a hassle but it is not. It takes no more time, really, to do it properly than just doing a "sort of" Range Check.

Not everyone is aware of the following. Radio waves in the 2.4 GHz are severely attenuated by water. The human body is mostly water. So,it is not a good idea to have someone  in the direct line between you and whatever you are maneuvering on the ground, or flying. The next time you do a Range Check, prove this to yourself - turn completely away from your model and see if you lose range. (Make sure that it is restrained, preferably with someone holding it.)

Disclaimer: "Do as I say, not as I do" is an old expression. If asked, I will refuse to answer as to how often I do Range Checks. It is great to see new flyers being taught good procedures and techniques and emerging from our instructional program as competent, safe pilots!

FPV at KRCM / FPV with the FT Explorer
« on: June 09, 2019, 07:19:49 PM »
Today, Adam showed up with his FT Explorer, camera in place - all FPVed and ready to go. He has a lot of experience with multi-rotor FPV, this was his first plane-based experience. I spotted for him.

This was a great success, proving what Wilf and I have been saying for quite awhile,  that this plane is ideal for starting out in FPV. Wilf started that way, he let me his plane and we both enjoyed it. Wilf added landing gear to the standard Explorer, a major improvement which allows one to get the full experience, including touch-and-goes.

I am convinced that this simple airplane is an excellent one to quickly build and learn to fly with, aside from any aspirations to try FPV. Waterproof it and it just may make a good seaplane.

General Discussion / The wing is the thing!
« on: June 03, 2019, 05:46:02 PM »
Our time is coming! (I mean those of us who are great fans of flying wings). Although there have been other blended wing body (BWB) passenger planes proposed or rumoured to be in development, here is an actual project announcement by folks who know how to build aircraft and have the coin required to get 'er done. I hope it works out for them.

The concept video in the article is really good. In fact , it is tempting to build a model based upon this alone. Question: Is it actually a model if there is no "real" one in existence?

The work started on Thursday. Tear off old siding, strip out interior panelling and insulation. Relocate the mouseys who had resided happily therein for many generations (they self-deported!). Fill a giant dumpster almost to the brim. All ready for the construction crew.

As the pictures show, a lot occurred over the next couple of days. The official count on Saturday was 27 low paid workers (hamburgers). At one time there were FIVE fully qualified carpenters on site, our master electrician (John P) and his trusty assistant. Sort of like an Amish barn raising, but with power tools!
On Sunday, a small contingent carried on with more siding to complete the 3 sides of the building. The east side's exterior and the interior now remain to be done.

First dozen pictures are here, the next batch in following post(s):

The purpose of this Topic is to try to enlighten those who are eager to learn to fly r/c.

The days are gone when you could wander in to the local hobby shop to browse, get advice, look at options, or lay down some cash and immediately get airborne. It is now up to Club Members to encourage and educate and assist new entrants.

I have put together a document which summarizes pretty much everything I know in this area - some facts, some opinions and probably a bit of bias.
It is lengthy and therefore it is in here as an Attachment. When I started into r/c, some 40+ years ago, I devoured everything I could regarding the hobby. I bet you did, or will do, also!

It would be great if someone actually reads this. It would be really nice if feedback (particularly regarding errors, differences of opinion or enhancements to the topic) would be posted as Replies. Perhaps we can come up with a better version as a result.

The Deseronto Royal Flying Club welcomes everyone to enjoy its Float Fly / Swap Meet days.

Come on out, enjoy the venue, scarf down a burger, buy or sell something and appreciate our region's newest R/C club.

We currently have these scheduled Sunday dates:

July 21
Aug 25

General Discussion / The Timber
« on: May 19, 2019, 05:47:15 PM »
Until today, I had seen and admired from a slight distance, the E-flite Timber. Then , a new Member of our club showed up, no Instructor readily available, and I (selfishly, as I wanted to fly the thing!) offered to help him.

After our joint first flight, we started using the full SAFE setting. My trainee quickly became more relaxed and gained confidence rapidly. We flew in this mode for the rest of the day. It did not unduly restrict normal flying maneuvers; you could pull up quite vertical but not enough to do, say, a loop nor could you do a roll.

Note that I had removed all Expo and set things back to full control throws at the transmitter, as the receiver employs forward programming whereby expo and such is set internally. You  should leave things alone, else you are defeating part of the system. I think this basic error has lead to a lot of the bad-mouthing of these systems.

Well, as the afternoon progressed, we must have burned through close to a dozen batteries. He went from almost ready to takeoff or land, to being able to do the whole deal on his own - many times!  Different runways, crosswind situations, handling a slight wind gradient  the whole works. I only touched the controls one time, early on. Verbal instruction and comments only the rest of the time. Yes, he made mistakes, none of which scratched the airplane or would have caused great concern to anyone. I sure wish that my early days had gone half as well.

We investigated the real benefits of flaps, toward the end of the day. They  are great, he really noticed the difference in both take-offs and approaches/landings.

My "victim" is rapidly approaching achievement of his Wings.

We have to give credit to this great little airplane. In fact, I am really tempted to take out a mortage and get one! Anyone want a slightly used, never scratched, Fun Cub?

I would highly recommend the Timber as your first airplane. Or your second. Or as your all-around "go to" machine. And I haven't even tried it on the floats yet which are part of the standard package. I sure do hope that Bill shows up next Sunday at our Deseronto float fly and lets me "help" him.

Aside: This plane, like many others, comes with a flight stabilizer, the SAFE system. I have had various stabilizers, etc., in many aircraft since they first appeared on the market. I have one SAFE system in my F27 wing, and I have had them in a couple of other planes. There has often been some negative feeling about them, mostly unwarranted by fair trial. Many of us ditched the original AR635 receivers in favour of a plain receiver without stabilization. Meanwhile, some folks here and elsewhere looked down upon any stabilization systems. However, my experience matches that of many other "frequent flyers" who have used them extensively. Meanwhile, Spektrum refined their systems. The newer receivers with  AS3X capability, pre-programmed to the BNF aircraft, are great. End of sermon.

This Week at the Toyground! - Who's Flying Today? / Field Mowing
« on: May 18, 2019, 06:16:34 PM »
Bruce has organized the grass cutting team for this year.

Mowing of the active flying area will normally take place in late afternoon on Tuesdays and will only take an hour. This should ensure that the field is in ideal condition for Training Night, Wednesday. Or, if it is a high wind day, unsuitable for flying, they will mow whenever the urge strikes.

During the heavy growth weeks, additional mowing will take place. Again, every effort will be made to minimize interruptions to flying. Please be patient.

Mowing of the pit areas and the rest of the grounds is of secondary importance. Note: This is not a golf course!

Perhaps Bruce will inform us who is on the team. We need to know who to thank for this essential function. Go Team!

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