Dont go chasing Buzzards!

Ok so when your having a good flying day and your flying your most saught after planes, or the ones that scare you the most use logic. Today John and myself were having a good day, doing some low passes with my Pitts Special SC-2 trying to time the plane from the beginning of the field to the end to calculate the speed that it was flying. First let me tell you about this plane it was a small bipelane .40 size to be exact covered in a good stars and bars pattern. The plane was customized Tolley style having a .61 engine on it and it scared me every time I flew it years ago so it stayed hung on my wall for about 4 years. The wall hanger was beautiful to me, showed my love for the hobby with also the respect for things out of my leauge thus for hanging on the wall.

 The pilot “ME” had came to be a decent flyer so it didnt take much arm twisting when my friend John said ohh come on get it out so it wasnt long before it was flying again. The plane was hard to take off and had to fly fast to develop the lift it needed so the goal for the small bipe was to hit 100 mph and today it may had hit that mark right before it hit the ground WIDE OPEN STRAIGHT DOWN. You see when you fly you cannot be satisfied just getting off the ground and enjoying flight you go out chasing your dreams and asperations but ohhh not me I went out chasing Buzzards… DUMB DUMB DUMB to the point where orientation was something that I would have paid for untill i realized I HAD NOTHING no radio controll straight down from a few hundred feet to a place the is completely undetermined at this time. If we only knew the outcome before we done things like glider towing, air to air spitfire dogfighting, or even water landings, or tree landings for that matter we may not always throw caution to the wind but for John and I we probably would laugh like we do now. We try to make the most out of bad situations enjoying life to the fullest and the hobby to the extreme. I will post some pictures of the sc2 if it is found and if it isnt found ill play tapps for the little pilot who was probably ejected i wonder if the look on his face is still Calm like a painted on face. Sorry for the run ons this is the first time ive posted to our site so bear with me untill i get up and flying.

Thanks

Chirs&Wingman

Telemaster with Onboard Video

I decided to do a rather quick video setup. All I did was rubber band the cam corder to the top of the Telemaster wing. Turned it on and launched!

I noticed the plane was flying sort of oddly and was thinking “gee this really has an effect on the plane”. After landing, I found that some of my covering had pulled loose from the elevator and that was actually the culprit. Basically, I was having to give a lot of up elevator until I got it trimmed out again to compensate for the covering. I could hear it flapping as well.

So, here’s my first take from the air. It is from our Goshen air strip. For those who have not seen our facility, this does give some idea as to size and the wonderful location we fly from.

John Hinton

Telemaster First Onboard Video

The First Day of Real Gliding!

Last night Mother Nature finally smiled on me, bringing it all together into one of those magical moments to fly!

Still new to gliding and my EasyGlider, but gaining more understanding with more reading and more flights, the wind had swung around to the perfect direction and speed. I launched the EasyGlider and powered her up to about 500 feet. I then started heading out toward the mountain to the side of our field. The wind was blowing generally toward the bottom of that mountain. As the glider approached, I was in fact rewarded with a good updraft confirming my reasoning. I was under power for a total of maybe two minutes. I flew for over 20 minutes! Soaring back and forth over this ridge, showed that at some points it just maintained its altitude and at other points it gained substantially.

I worked the glider back and forth in the gentle updrafts until the glider was just a tiny spec in the sky. I’m relaxed, sitting back in my chair watching it go and giving just a few inputs here and there to keep it level and over the ridge.

As Chris was getting the ShowTime ready for flight, I decided to force the EasyGlider back down as I could for sure not watch this spec and watch his flight at the same time.

I have spoilerons set up on this plane. I flipped them on and was able to bring the plane back over the field and circle it down… I’m still getting used to how well this plane floats and wound up doing a couple of fly bys until I was able to hit that magic place where I mentally crossed that line of ‘just go ahead and get her low’ at which point I was able to bring her in for a nice landing.

After a bit of watching Chris fly the ShowTime…. It had been through a couple of tweak. New prop, new fuel tweaks… it was running better than I have ever heard it run and it was hovering, pulling straight up from hovers and just was awesome to watch. Knifeedges that were rock steady and with very little tail down. Those SFGs really do the job… Chris finally brought it back in for gas and a bit more tweaking, as it still only has maybe an hour or two of run time on that engine.

This was of course my opportunity to put the glider back into the sky. This time, I powered it up for even less time knowing that I would be able to climb as high as I wanted. This again proved to be true, and in just a few minutes it was back up there as a spec in the sky. I’m learning the air currents of this location and really this is slope gliding, just done from the bottom instead of the top. I really like this as we have a good landing strip, which is not the case with so many slopes. Also, our strip doesn’t have those tricky currents that exist just behind the top of a slope. This is really awesome!

So, with the wind direction from the west, I have ideal conditions. I’m going to need to work that mountain some more, to see if I can find the right updraft when the wind is in a different orientation. I did note that wind from the east pushes the plane down at a rate that is surprising when alongside that mountain! If I can still see the plane, perhaps I can get up over the ridge and catch the updrafts from the other side. This mountain ridge drops off into Goshen Pass on one end and has a bit of a drop on the other end. I can see most of this. Perhaps I’ll be able to eventually learn to fly from any of these areas to best use the wind.

Later into the evening, the wind died down to being about as still as we’ve had since I started flying! It was about this time that I brought the glider back down, never again hitting the power, I was able to circle and work her down, spoilerons on and off, and line her up for the most perfect landing I’ve made. I only forgot to tell Chris it was coming in and I think I surprised him a bit as the fairly large silent bird ‘appeared’ in front of him as he was flying his ShowTime. But, It was in perfect line with the runway…. I was able to keep the wings perfectly level, turned the spoilerons off, kept her lined up all the way and flared to the most gently landing… I think I could hear the 1.5″ grass tickling its belly for a good 10 feet before it slowed to actually touch the ground…. wings level all the way… not a hint of a turn due to one wing touching before the forward motion stopped.

It was an excellent day to fly!

I finished up the day watching Chris into the last light, getting more daring all the time and putting the Showtime thru its paces. It was a huge amount of fun to see. Now I need to learn the names of all the maneuvers so I can tell you what all he is doing. There were for sure multiple knife edges, harriers, hovers, flat spins, torque rolls and of course the simple stuff like rolls and loops, flying inverted and so on. It was quite the show… even coming down to the field and harriering down to where the tail was maybe 3 or 4 inches over the runway! I thought it was going to drag!

I can’t wait until the next outing!

The Value of a Quality Instructor

As my instructor Chris starts to cut the umbilical cord… yes, that trainer cord hasn’t seen the light of day for a few weeks now… but I’m sure it will reappear again, I’m starting to think back about the whole process.

As most of you know now, T1 met an early death. Norman flew it, trimmed it in, checked it over in the sky and brought her back down to the ground. I had a good inline takeoff at which point the wind got under a wing, I got confused on my inputs and turned her into the ground in a spectacular explosion of balsa! You may still find some plastic and cub yellow coating at my namesake on the SARC field.

T2, my second Senior Telemaster wears a black band under its left wing. No, it’s just so I can tell left from right on it! But this plane has had maybe 30 flights now and has had little damage. Lets see, wing spars like to come loose, some covering came loose on the elevator after some speed runs, and I did break a prop and mess up one wheel on a bad takeoff… but all in all, T2 is doing fairly well and gaining some pretty good frequent flier points!

So I’ve started to reflect on my training, done using the Telemaster. Before each session, Chris would do a quick flight to get the STM trimmed to his radio. At the earliest point, he would hand it off to me in the air. I’d just circle and figure eight for a while staying up at the 4 mistake altitudes and Chris would then take it back and bring her in. After a few flights like this, each building a bit on the past including some fly bys, I decided I was ready for another takeoff. If I remember, I cut the throttle a little too much and it was trying to stall, I pushed the throttle back up some, gave her some correction aileron and away she went, but not exactly the way I was doing input…. it was at this point that I realized that Chris had taken the plane while it was still in a recoverable state and was not reacting to my input at all.

At the same time, Instructor Chris would talk about various things… like crashes from the past, planes in trees, how trees were closer than they looked, power systems and basically, all things rc planes. Meanwhile, Chris was always willing and available to sit on the trainer cord to help me with my saves and there were many. All at the same time, he was telling me he was working on this plane or working on that plane… but in retrospect, I don’t think he was working on anything, but this was just a front so that I wouldn’t feel bad that he had the boring job watching me fly. Yeah, he would bring down a foamy or a SkyFly to fly for a bit, but neither of these have a lot of battery, so his flight times were pretty short.

As my progress continued, the takeovers became more confusing. Now what this means… a takeover is when the instructor takes the plane from you. What became confusing, is my actions were so much identical to Chris’, that I had to ask many times if he had taken it. Sometimes this was even when I had done a perfect job of recovery, but better safe than sorry. My first landing is an example. Once the plane came to a halt, I turned to Chris and asked, “Did I do that?” to which he replied that was all you! Which was shortly thereafter followed by a loud whooot!

During this same time, we started cutting out a new landing strip which has taken some work and have been preparing that as quickly as possible. Mowing mowing and more mowing. Autumn Orange removal, groundhog network removal and all those sorts of things. At the same time, my instructor started showing up with some of his other planes, like the ShowTime and the UCandu. He would talk about new engines, breaking in and all of what sounded to me like good excuses to not fly them which I now realize was all just a part of my training and his devotion to my going home with a plane in one piece.

Then as time passed, my trainer moved into yet another mode. He started demonstrating solely for my gain in knowledge some of the things that can go wrong. He started out with showing me why an airstrip needs to be so smooth. With a live demo, and sacrificing his own plane, he showed how even a perfect three point landing could rip out the landing gear and punch holes in wings. I’m still very happy that he never did this using my equipment…. but I really don’t think he needed to go quite so far with the training. Then I was to learn, that this was just the beginning of my advanced training. The next time out, he shows up with the newly repaired plane and is showing how to do a repair like this, should I ever need to do one in the future. Show and tell and engineering to boot! This is one dedicated instructor!

So, up goes the plane again which was put through some really impressive maneuvers, which I have now come to understand had to be done, as it is difficult to get a wheel to be just loose enough to allow a good take off, but yet to fall off during flight. I was standing there thinking that my instructor was finally enjoying his plane, but yet he was still training me. An in air failure! He finally shook the wheel off and it was suddenly decision making time… What to do when this happens? Thinking out of the box and on your feet quickly as gas was not going to last forever.

This taught me to decide on a best solution for an odd situation. With some help from my instructor with the solution, I quickly began looking for tall grass in an area where there were no bushes, briers, small trees and those general plane destructing natural features. Unfortunately I was unable to select an area which had no ground. Chris brought in the ShowTime and sort of gently hovered it down into this area. He showed me how if there was one tiny area where the tall grass didn’t exist, a plane was naturally attracted to that location. This of course led to a slightly faster approach to that darned ground and yup, Chris was able to show me that my poor selection of ‘the spot’ would have led to me ripping the landing gear out of my plane. But fortunately it was Chris’ plane and since he had just done this repair, it was fresh on his mind so doing it again was I’m sure something he could do in his sleep now. At the time though, I really didn’t realize this was all being done as a part of my training… I was stupidly just watching, not realizing it was all just for me.

The next trip out, the LG had yet an even better LG repair. I’m thinking if this goes the plane will be totaled. Chris again starts out with a very nice flight. And then yet again he starts rolling, whipping and generally trying to make the plane hit G-forces that would kill a human… but Louie rode on…. It was during this that Chris was able to shake loose the throttle servo tray. This could have been residual damage, but I’m now convinced that Chris spent a great deal of time weakening that structure so that it would be just good enough to get the plane off the ground, but yet weak enough that he could manage to shake it loose in flight. When this happened, it left the plane at a good flying speed so that he could show me about dead stick. Naturally there was plenty of time for us to discuss options for when things like this happen. As this is a 3d plane, it wouldn’t glide a long ways, so running it out of gas at a moment that might be beneficial but wasn’t such a good option as certainly Murphy would insure this happened at least 50 feet further from the runway than the glide ability of the plane. I guess I failed my test that day to some extent, as the instructor pointed out the old field and that it hadn’t been mowed in a week or more. I was however quick to hop onto that boat and pointed out an area at the end of the old field which had not been mowed for three or four weeks, so it was just nice clean soft foot tall grass.

I must admit, I missed a lot of this lesson… I still have no idea how you force a plane down at this speed nor how you keep it on the ground at this speed but I do have a pretty good understanding of how you steer it on the ground at those speeds… still I know I have a long ways to go before being able to accomplish such amazing feats. This did in fact show me that a plane could be put down at flight speed, that it could be controlled on the ground and with my last minute help of saying ‘go to the left’, that in fact 12″ tall grass will wrap between wheels and landing gear, acting as brakes and eventually reducing momentum to zero. This of course led me to learn to quickly pounce on a plane in that state, as it is still rather instable and one should never totally trust grass to hold a plane in place. It also showed that a really well built and repaired landing gear subframe will in fact take a lot of abuse. Now, as I realize this was just a lesson for me, I’m really glad that this did not include any damage, except regluing a servo tray… as I never really wanted Chris to go this far with my training. I would never want to put anyone out and this was certainly above and beyond anything that I had imagined. Such sacrifice.

The next outing, my training continued. This session was about distractions. Chris carefully placed his ShowTime on our flight table and came out onto the airstrip to join me in looking to see if our new grass was coming up. It had been almost a week since we sowed it…. and then the wind came up a bit and we heard a crash. We turned to see the ShowTime laying upside down on the ground beside the bench. I now realize that I was extremely rude, as instead of showing concern and instead of realizing that this was in fact another lesson just for me, I immediately broke out into uncontrollable laughter! This was just too much for me…. four outings, four bad endings. Closer inspection however showed zero damage due to this antic and I was relieved non-the-less.

Chris then began to show off his skills, but I think Louie feared for his life and ejected from the plane. Or maybe he just saw the nut from that wheel incident and dove out to grab it? Louie was retrieved and placed back into the plane at which point he promptly ejected again. I really do think that this ‘training’ just scared him out of the plane.

Apparently though, my laughter was a graduation point, or my instructor took exception to it or something, as the umbilical cord to the Telemaster has been cut and Chris is now just flying his plane and not showing me anymore about things that can go wrong. Or maybe I just don’t get it and maybe he’s showing what things I might be able to do if I fly often enough and bust up enough planes to get there. Somehow, I’m not too sure I’ll ever get to that level. There are things about being young and those quick reactions…. and the time it takes to get that good… so I add about 10 to 15 years to learning to fly and that puts me as pretty old… darn! I guess I’ll have to start busting stuff up faster trying to do some of these things.

At the same time however, I have started as an instructor myself. My background as a cabinetmaker has led to a lot of challenges with design and engineering, what materials to use and understanding things like the strength of triangles and so forth. Providing only some help with Chris’ throttle servo tray repair, I made some suggestions for stronger engineering. I however had not read until recently about the various qualities of balsa. I had bought a ‘bag-o-balsa’ which sounded like a great way to have a lot of sizes. I have not yet done any density testing to determine the quality of this balsa, but it does seem to be particularly light. I didn’t provide any guidance in the selection of the balsa to be used for this repair. But instead, I’m allowing for mistakes by the student…. My style is just slightly different, letting the student make the mistakes on his equipement, instead of making all the mistakes for my student. I guess I’ll have to rethink this method, as I had not until just a few days ago fully understood just what sacrifices my instructor was making to help me with learning to fly.