1

R/C FLYING

PILOT

OPERATION

CHECKLISTS

AND

GROUND SCHOOL

INSTRUCTION TOPICS

FOR

PRIMARY AND ADVANCED

FLIGHT TRAINING

by James De Wanz Filename: RCBOOK Revision: 22 MAY 2000

2

INITIAL FLIGHT INSTRUCTION Actual initial flight instruction consists of six or seven two hour operating sessions. In addition to the mechanics required for flying the aircraft, the goal is to install within student the necessary skills required for the SAFE operation of a remotely controlled piloted vehicle. The topics presented and discussed during each operating session are listed in the following lesson plans: ACKNOWLEDGEMENTS I wish to thank the following people for their immense contribution to the completeness of this material and

their patience with me during the writing. Gerald Hesse Floyd Kimball John Kujawa Richard Mead Jack Soebbing J.R. Venagas

3

FLIGHT INSTRUCTION LESSON PLAN LESSON 1 A) INTRODUCTORY FLIGHT B) WHAT TO LOOK FOR IN A TRAINER PLANE C) INVESTIGATE STUDENTS INTERESTS D) INSTRUCTOR EXPLAINS HOW TO EXECUTE TURNS IN-FLIGHT (SEE REFERENCE

MATERIAL) E) SAFETY ISSUE: AIRCRAFT AIRWORTHINESS INSPECTION OF STUDENT'S PLANE

CONDUCTED PRIOR TO FLIGHT BY INSTRUCTOR (SEE REFERENCE MATERIAL) F) INSTRUCTOR EXPLAINS THE CRITICAL REQUIREMENT OF STUDENT PLACING

TRANSMITTER IN IMPOUND AREA UPON ARRIVAL AT FIELD. (SEE SODBUSTERS FLYING FIELD RULES REFERENCE MATERIAL)

4

FLIGHT INSTRUCTION LESSON PLAN LESSON 2 A) INSTRUCTOR EXPLAINS PRE-START CHECKLIST B) INSTRUCTOR EXPLAINS ENGINE START CHECKLIST WHILE STARTING ENGINE C) INSTRUCTOR EXPLAINS TAXI CHECKLIST D) INSTRUCTOR EXPLAINS DEPARTURE PATTERN CHECKLIST E) INSTRUCTOR EXPLAINS FLIGHT OPERATION CHECKLIST F) STUDENT EXECUTES TAXI AND GROUND HANDLING OPERATIONS (SEE REFERENCE

MATERIAL) G) STUDENT EXECUTES TAKEOFF AND DEPARTURE PATTERN UNDER THE DIRECTION OF

THE INSTRUCTOR (SEE REFERENCE MATERIAL) H) INSTRUCTOR EXPLAINS TRIMMING SHIP AND STALL RECOVERY I) STUDENT EXECUTES TURNS AND FIGURE EIGHTS IN-FLIGHT WITH THE DIRECTION OF THE INSTRUCTOR J) STUDENT PRACTICES STALL AND RECOVERY PROCEDURES WITH THE DIRECTION OF

THE INSTRUCTOR I) FREE TIME - STUDENT SIMPLY BORES HOLES IN SKY K) INSTRUCTOR LANDS PLANE

5

FLIGHT INSTRUCTION LESSON PLAN LESSON 3 A) REVIEW LESSON 2 MATERIAL B) INSTRUCTOR EXPLAINS APPROACH PATTERN CHECKLIST MATERIAL C) STUDENT STARTS ENGINE UNDER CLOSE SUPERVISION OF INSTRUCTOR D) STUDENT EXECUTES TAKEOFF AND DEPARTURE PROCEDURES E) INSTRUCTOR DEMONSTRATES LANDING PROTOCOL (SEE REFERENCE MATERIAL) F) STUDENT TAKES OFF AND SETS UP LANDING APPROACH PATTERN BUT DOES NOT

LAND. STUDENT EXECUTES FLY BY ONLY. INSTRUCTOR CRITIQUES APPROACH. G) STUDENT EXECUTES LANDING AND TOUCH AND GO TAKEOFF H) STUDENT EXECUTES IN-FLIGHT FIGURE EIGHT TURNS I) STUDENT EXECUTES LANDING AND FINAL ROLL OUT J) INSTRUCTOR EXPLAINS POST FLIGHT CHECKLIST MATERIAL (SEE REFERENCE

MATERIAL)

6

FLIGHT INSTRUCTION LESSON PLAN LESSON 4 A) INSTRUCTOR REVIEWS LESSON 3 MATERIAL B) STUDENT EXECUTES ALL CHECKLISTS UNDER SUPERVISION OF THE INSTRUCTOR C) STUDENT EXECUTES TOUCH AND GO LANDINGS D) INSTRUCTOR PRESENTS MATERIAL ON FLYING LEFTHAND AND RIGHTHAND PATTERNS

FOR TAKEOFFS AND LANDINGS E) STUDENT EXECUTES FLYING OF RIGHTHAND PATTERNS F) STUDENT EXECUTES FINAL LANDING

7

FLIGHT INSTRUCTION LESSON PLAN LESSON 5 A) INSTRUCTOR REVIEWS LESSON 4 MATERIAL B) STUDENT EXECUTES ALL CHECKLISTS UNDER SUPERVISION OF THE INSTRUCTOR C) STUDENT EXECUTES TOUCH AND GO LANDINGS D) INSTRUCTOR PRESENTS MATERIAL ON FLYING LEFTHAND AND RIGHTHAND PATTERNS

FOR TAKEOFFS AND LANDINGS E) STUDENT EXECUTES FLYING OF RIGHTHAND PATTERNS F) STUDENT EXECUTES FINAL LANDING

8

FLIGHT INSTRUCTION LESSON PLAN LESSON 6 A) INSTRUCTOR REVIEWS LESSON 5 MATERIAL B) TRANSITION FROM THREE CHANNEL FLYING OPERATIONS INTO 4 CHANNEL

PROCEDURES USING WING WITH AILERONS. PRESENT INFORMATION REGARDING THE NEED FOR MAKING "COORDINATED" TURNS. PRESENT "SIDE SLIP" LANDING APPROACH PROCEDURE FOR DEALING WITH HIGH

APPROACH SITUATIONS. C) TRANSITION FROM TRICYCLE TYPE GEAR LANDING AND GROUND HANDLING

OPERATIONS INTO AIRCRAFT EQUIPPED WITH CONVENTIONAL GEAR D) TRANSITION FROM LAND TYPE FIXED GEAR AIRCRAFT OPERATIONS INTO OPERATIONS

ON WATER WITH FLOAT EQUIPPED AIRCRAFT (SEE REFERENCE MATERIAL) E) COLD WEATHER FLYING INFORMATION AND ENGINE OPERATION DOWN TO -30F. (SEE

REFERENCE MATERIAL) F) SAILPLANE OPERATIONS FOR "HYSTART" LAUNCHING (SEE REFERENCE MATERIAL)

9

FLIGHT INSTRUCTION LESSON PLAN LESSON 7 A) STUDENT EXECUTES SOLO OPERATION OF AIRCRAFT B) REQUIREMENTS AIRCRAFT INSPECTED AND SAFE TO FLY STUDENT EXECUTES SAFE ENGINE START PROCEDURE STUDENT EXECUTES SAFE TAXI AND TAKEOFF PROCEDURES STUDENT EXECUTES SAFE OPERATIONS DURING THREE IN-FLIGHT OPERATIONS FLYS UP WIND FLYS AWAY FROM PEOPLE AND POTENTIAL HAZARDS FLYS AWAY FROM PITS STUDENT EXECUTES THREE LANDING APPROACHES AND TOUCH DOWNS STUDENT EXECUTES THREE STRAIGHT AHEAD STALL RECOVER PROCEDURES AT

ALTITUDE STUDENT EXECUTES POST FLIGHT INSPECTIONS STUDENT EXECUTES STRAIGHT AND LEVEL FLIGHT FOR A REASONABLE DISTANCE STUDENT EXECUTES 90, 180 AND 360 DEGREE TURNS BOTH RIGHT AND LEFT STUDENT EXECUTES LEVEL FIGURE 8 FLYING AT ALTITUDE STUDENT DEMONSTRATES THE ABILITY OF SLOW FLIGHT AT LEVEL ALTITUDE C) INSTRUCTOR CONDUCTS GENERAL REVIEW AND CLOSURE D) STUDENT UNDERSTANDS GENERAL INFORMATION, CLUB RULES AND AMA FLIGHT

REQUIREMENTS E) STUDENT UNDERSTANDS GENERAL PIT PROCEDURES FOR SAFE OPERATION OF R/C

AIRCRAFT F) STUDENT UNDERSTANDS FAA REQUIREMENT OF FLYING BELOW ALTITUDE OF 400 FEET

10

AIRWORTHINESS INSPECTION CHECKLIST 1. REMOVE SPINNER AND CHECK PROP FOR PROPER POSITIONING AND PROPNUT FOR

TIGHTNESS. 2. INSTALL SPINNER AND CHECK FOR PROPER FIT AROUND PROPELLER BLADES. 3. CHECK CARBURETOR INSTALLATION AND COMPLETENESS. 4. CHECK COUPLING OF THE THROTTLE LINKAGE AND CLOSING OF CLEVIS. 5. CHECK THAT ENGINE MOUNTING BOLTS ARE SECURELY TIGHTENED. 6. CHECK THAT THE ENGINE MOUNT PROPER IS SECURELY ATTACHED TO THE FIREWALL OF

THE AIRCRAFT. 7. CHECK THAT NOSEGEAR TURNING BLOCKS ARE SECURELY ATTACHED TO THE FIREWALL OF

THE AIRCRAFT OR TO THE ENGINE MOUNT PROPER. WITH THE ENGINE COWL OR NOSE HATCH REMOVED.... 8. CHECK FOR ANY CRACKS OR KINKS IN THE FUEL AND PRESSURE LINES. 9. CHECK FOR POSITIONING OF THE FUEL TANK. 10. CHECK FOR ANY LOOSE BALANCE WEIGHTS WHICH MIGHT SHIFT POSITION DURING FLIGHT. WITH THE WING REMOVED.... 11. CHECK ROUTING OF ALL CONTROL PUSHRODS INSIDE THE FUSELAGE. THERE SHOULD BE NO

BINDING. 12. CHECK SERVO CONTROL HORNS INSIDE THE FUSELAGE FOR FREE MOVEMENT. THEY

SHOULD NOT TOUCH DURING OPERATION. 13. CHECK SERVO CONNECTORS FOR SECURE FASTENING TO CONTROL PUSHRODS. 14. CHECK POSITIONING AND CUSHIONING OF BATTERY, RADIO AND OTHER POSSIBLE ONBOARD

ELECTRONICS INSIDE THE FUSELAGE. 15. CHECK WING MOUNTING TAPE FOR CUSHIONING. 16. CHECK ROUTING OF THE RADIO ANTENNA. IT SHOULD NOT BE WOUND AROUND ANY OF THE

PUSHRODS.

11

17. TURN ON THE RADIO SYSTEM AND CHECK THE AILERONS FOR PROPER MOVEMENT. NO BINDING. AILERONS BOTH MOVE IN PROPER DIRECTIONS. CLEVIS ASSEMBLY IS SECURELY CLOSED AND LOCKED.

WITH WING ATTACHED.... 18. CHECK WING INSTALLATION FOR SOUNDNESS. NO MOVEMENT. 19. IF INSTALLED, CHECK OPERATION OF FLAPS AND RETRACTS. 20. CHECK EXITING OF RUDDER AND ELEVATOR PUSHRODS FROM FUSELAGE. THERE SHOULD

BE NO BINDING OR OBSTRUCTION OF THE RODS TRAVEL. 21. CHECK THE INSTALLATION OF THE FIN AND STABILIZER ASSEMBLY TO THE FUSELAGE.

INSTALLATION SHOULD BE STRONG AND FOR PROPER TURNS TRULY ALIGNED IN RELATION TO THE THRUSTLINE OF THE AIRCRAFT.

22. CHECK HINGE INSTALLATION OF RUDDER AND ELEVATOR ASSEMBLIES FOR LOOSENESS. 23. CHECK HINGE INSTALLATION OF AILERON AND FLAP ASSEMBLIES ON THE WING FOR

LOOSENESS. 24. TO AVOID CONTROL SURFACE FLUTTER, CHECK THE HINGELINE GAP ON ALL FLIGHT

CONTROLS. 25. BEFORE FLYING A NEW OR REBUILT AIRCRAFT, CALCULATE AND CHECK THE BALANCE POINT

(REFERENCE MATERIAL ON PAGE 23). 26. CHECK WHEELS FOR FREE TURNING. 27. CHECK WHEELCOLLARS FOR SECURE MOUNTING. 28. CHECK LANDING GEAR PROPER FOR SECURE MOUNTING. RANGE CHECK: A. CHECK WITH ENGINE OFF. NOTE DISTANCE OVER WHICH POSITIVE CONTROL IS MAINTAINED. B. CHECK WITH ENGINE RUNNING. NOTE THE DISTANCE OVER WHICH POSITIVE CONTROL IS

MAINTAINED. WATCH FOR ANY CONTROL SURFACE FLUTTER OR GLITCHING.

12

PRE-FLIGHT OPERATION CHECKLIST EXECUTE BEFORE TRAVEL TO FIELD 1. BATTERY POWER LEVEL - TRANSMITTER (DO NOT FLY IF INDICATOR ARROW IS IN RED AREA ON THE METER) 2. BATTERY POWER LEVEL - RECEIVER (LOWER LIMIT FOR SAFE OPERATION IS 4.9 VOLTS) 3. BATTERY POWER LEVEL - STARTER SYSTEM 4. BATTERY POWER LEVEL - GLOW PLUG HOT SHOT 5. RADIO SYSTEM RANGE CHECK - ENGINE OFF 6. FLIGHT CONTROL CHECK - RUDDER 7. FLIGHT CONTROL CHECK - ELEVATOR 8. FLIGHT CONTROL CHECK - AILERONS 9. FLIGHT CONTROL CHECK - ENGINE THROTTLE 10. FLIGHT CONTROL CHECK - TRIM POSITION SETTINGS 11. FLIGHT CONTROL CHECK - CENTER OF GRAVITY BALANCE POINT 12. GROUND CONTROL CHECK - NOSE WHEEL STEERING 13. CHECK ENGINE MOUNTING TO FIREWALL 14. CHECK ENGINE MOUNTING TO ENGINE MOUNT 15. CHECK WING MOUNTING BOLTS OR BINDERS 16. CHECK CLEVIS CLOSURE - RUDDER 17. CHECK CLEVIS CLOSURE - ELEVATOR 18. CHECK CLEVIS CLOSURE - AILERONS 19. CHECK HATCH CLOSURE 20. CHECK HINGES - RUDDER 21. CHECK HINGES - ELEVATOR 22. CHECK HINGES - AILERONS

13

23. CHECK FUEL LINE TO ENGINE FOR CRACKS OR DAMAGE 24. CHECK FUEL LINE TO MUFFLER FOR CRACKS OR DAMAGE 25. CHECK FOR WORKING FUEL CONTAINMENT SYSTEM TO AVOID FUEL SPILLS AND DAMAGED

GRASS AT FLYING FIELD 26. END PRE-FLIGHT CHECKLIST. TRAVEL TO FLYING FIELD 27. EXECUTE PRE-START CHECKLIST

14

FIELD ARRIVAL CHECKLIST

A) TRANSMITTER IS TURNED OFF

B) PLACE TRANSMITTER IN IMPOUND AREA.

SAFETY ISSUE!!

THIS STEP IS ABSOLUTELY CRITICAL TO ALL FOR GOOD SAFE FLYING.

15

PRE-START CHECKLIST 1. PRE-FLIGHT CHECKLIST COMPLETED BEFORE TRAVEL TO FLYING FIELD 2. POST FLYER IDENTIFICATION TICKET ON FREQUENCY BOARD AND GET TRANSMITTER FROM

IMPOUND AREA 3. SAFETY - PLANE SECURELY RESTRAINED IN START RACK OR RESTRAINED BY ASSISTANT 4. SAFETY - CLEAR AREA OF ANY MISCELLANEOUS ITEMS 5. INSTALL LEADS FOR ELECTRIC STARTER IN POWER PANEL 6. FUEL SYSTEM - ATTACH FUEL OVERFLOW COLLECTOR TO PRESSURE LINE OF FUEL

SYSTEM 7. FUEL SYSTEM - FILL TANK WITH FUEL FOR FLIGHT 8. FUEL SYSTEM - REMOVE FUEL OVERFLOW COLLECTOR FROM PRESSURE LINE OF FUEL

SYSTEM AND RECONNECT PRESSURE LINE TO ENGINE MUFFLER OR ENGINE BACKPLATE

9. SAFETY - AREA CLEAR OF UNNECESSARY PEOPLE OR CLUTTER 10. END PRE-START CHECKLIST. EXECUTE ENGINE START CHECKLIST

16

START ENGINE CHECKLIST 1. PRE-START CHECKLIST COMPLETE 2. SAFETY - TURN ON RADIO CONTROL SYSTEM TURN ON TRANSMITTER FIRST TURN ON RECEIVER SECOND 3. SET THROTTLE SETTING TO START POSITION 4. SET ENGINE NEEDLE VALVE TO START POSITION 5. CHOKE ENGINE 6. SAFETY - IMMEDIATE AREA CLEAR OF PEOPLE AND CLUTTER 7. SAFETY - CHECK RESTRAINT OF AIRPLANE 8. INSTALL HOT SHOT BATTERY OR POWER PANEL BATTERY CLIP TO GLOW PLUG 9. APPLY ELECTRIC STARTER TO ENGINE ENGINE RUNS - REDUCE ENGINE SPEED TO THROTTLE IDLE POSITION AND PROCEED TO

STEP 10 OF CHECKLIST ENGINE FAILS TO START - REMOVE POWER FROM ENGINE GLOW PLUG AND EXECUTE

ENGINE RESTART PROCEDURES RECOMMENDED BY ENGINE MANUFACTURER

10. SAFETY - MOVE TO REAR OF RESTRAINED AIRCRAFT 11. FROM REAR OF AIRCRAFT THROTTLE UP ENGINE TO MAXIMUM SPEED AND ADJUST ENGINE

NEEDLE VALVE SETTING TO BEST RUN POSITION 12. THROTTLE ENGINE SPEED BACK TO IDLE 13. SAFETY - CLEAR AREA OF STARTER LEADS AND MISCELLANEOUS ITEMS 13. END ENGINE START CHECKLIST. EXECUTE TAXI CHECKLIST

17

TAXI CHECKLIST 1. ENGINE START CHECKLIST COMPLETE AND ENGINE AT IDLE 2. SAFETY - AREA CLEAR OF PEOPLE AND MISCELLANEOUS ITEMS 3. SAFETY - MOVE TO REAR OF AIRPLANE 4. SAFETY - CHECK FLIGHT CONTROL RESPONSE AND GROUND CONTROL FUNCTIONS 5. REMOVE AIRPLANE RESTRAINT. FOR ALERTING OTHERS...LOUDLY YELL OUT "COMING

OUT!".

6. ADVANCE THROTTLE AND BEGIN TAXI OUT TO ACTIVE RUNWAY 7. MOVE TO PILOT CONTROL AREA MARKERS OF FIELD AND TAXI AIRPLANE TO DEPARTURE

POSITION FOR TAKEOFF 8. END TAXI CHECKLIST. EXECUTE DEPARTURE CHECKLIST

18

DEPARTURE PATTERN CHECKLIST 1. SAFETY - CHECK WIND DIRECTION AND FLIGHT DEPARTURE TRAFFIC PATTERN BEING

USED BY OTHERS 2. SAFETY - CHECK FOR ANY INBOUND AIRPLANES OR OTHER TRAFFIC INTERFERENCE

PROBLEMS 3. WITH PATTERN CLEAR OF TRAFFIC...LOUDLY YELL OUT "TAKING OFF!" TO ALERT

OTHERS ON THE GROUND AND IN THE AIR OF YOUR INTENT.

ADVANCE THROTTLE TO MAXIMUM SETTING AND BEGIN TAKEOFF ROLL WATCH "P" FACTOR

1 - ADD RIGHT RUDDER TO CONTROL

4. AT SPEED...EXECUTE AIRCRAFT ROTATE AND LIFTOFF PROCEDURE 5. AFTER LIFTOFF...MAINTAIN STRAIGHT OUT FLIGHT PATH AND CLIMB TO DEPARTURE ALTITUDE 6. AT DEPARTURE ALTITUDE... FOR EXITING THE DEPARTURE TRAFFIC PATTERN, EXECUTE 90

DEGREE PROCEDURAL TURN TO RIGHT OR LEFT DEPENDING ON CIRCUMSTANCES 7. END DEPARTURE PATTERN CHECKLIST. AT THE CONCLUSION OF FLIGHT EXECUTE

APPROACH PATTERN CHECKLIST FLIGHT OPERATION

1 The "P" factor is the tendency for the aircraft to turn left at

high engine speeds during the takeoff roll. The left turn tendency results from engine torque. The engine torque is also the reason why the firewall in our aircraft is generally placed at a slight angle, pointing the engine slightly to the right of the center thrustline. Also, the downward angle of the firewall compensates for the torque tendency to make the aircraft climb.

19

CHECKLIST 1. SAFETY - AVOID FLYING DOWNWIND! IF POSSIBLE, FLY UP WIND AT ALL TIMES. THIS MAKES

AIRCRAFT RETRIEVAL EASIER, SAFER EMERGENCY LANDINGS POSSIBLE AND HELPS PREVENT LOST AIRCRAFT DUE TO FLY-A-WAYS

2. SAFETY - AVOID NOISE ISSUES FROM THE NEIGHBORS! AT ANY TIME...NEVER FLY OVER OR

NEAR ANY HOUSES OR STRUCTURES

3. SAFETY - DO NOT ALLOW THE AIRCRAFT TO GET BEHIND YOU 4. SAFETY - DO NOT FLY OUT SO FAR THAT YOU CAN NOT EASILY SEE THE ORIENTATION OF THE

AIRCRAFT OR LAND SAFELY IN AN EMERGENCY 5. SAFETY - DO NOT FLY SO HIGH THAT YOU LOSE THE ORIENTATION OF THE AIRCRAFT. THE FAA

REQUIRES THAT WE STAY BELOW 400 FEET. 6. SAFETY - WATCH FOR FULL SCALE AIRCRAFT IN YOUR IMMEDIATE AREA....THEY HAVE THE

RIGHT-A-WAY OF THE AIRSPACE AT ALL TIMES

20

APPROACH PATTERN CHECKLIST 1. ENTER DOWNWIND LEG OF NORMAL LEFTHAND OR RIGHTHAND APPROACH AND LANDING

PATTERN 2. SAFETY - ALERT OTHERS OF YOUR INTENT TO LAND LOUDLY YELL OUT

"LANDING".

LOOK FOR OTHER INBOUND AIRPLANES OR TRAFFIC INTERFERENCE TO YOUR

APPROACH 3. ON DOWNWIND LEG...THROTTLE BACK ONE-THIRD AND BEGIN DESCENT. EXECUTE 90

DEGREE TURN TO BASE LEG OF LANDING PATTERN 4. SAFETY - ITEM ONE - CONTINUE TO LOOK FOR ANY TRAFFIC INTERFERENCE PROBLEMS ITEM TWO - TO AVOID POSSIBLE ENGINE STALL, INCREASE ENGINE RPM TO

CLEAR FUEL LOADING AND IMMEDIATELY THROTTLE ENGINE BACK TO THE ORIGINAL ONE-THIRD THROTTLE SETTING

5. CONTINUE APPROACH DESCENT AND EXECUTE 90 DEGREE TURN TO FINAL LEG OF THE

LANDING PATTERN SAFETY - TO AVOID POSSIBLE ENGINE STALL, INCREASE ENGINE RPM TO CLEAR

FUEL LOADING AND IMMEDIATELY THROTTLE ENGINE BACK TO THE ORIGINAL ONE-THIRD THROTTLE SETTING

WIND - CHECK WIND DIRECTION. IF WIND IS STRONG OR GUSTY, INCREASE

THROTTLE SETTING SLIGHTLY FROM THE ONE-THIRD POWER POSITION AND CONTINUE TO MAKE THE FINAL APPROACH. LAND AIRPLANE UNDER POWER AND THEN THROTTLE BACK TO IDLE RPM.

6. CENTER AIRPLANE ON ACTIVE RUNWAY APPROACH 7. THROTTLE BACK TO SLIGHTLY LOWER POWER POSITION AND CONTINUE LANDING APPROACH

DESCENT UNTIL AIRCRAFT HAS ABOUT 4 FEET OF ALTITUDE. IF LANDING SHORT...ADD POWER. IF LANDING LONG...THROTTLE ENGINE BACK TO IDLE.

8. AT ALTITUDE OF 4 FEET...REDUCE ENGINE THROTTLE TO IDLE, KEEP THE AIRPLANE LEVEL, 9. AS PLANE SETTLES AND LOSES FLYING SPEED...BEGIN UP ELEVATOR COMMAND AND

EXECUTE FLARE. HOLD FLARE UNTIL AIRCRAFT TOUCHDOWN. 10. AT TOUCHDOWN...EXECUTE ROLLOUT PROCEDURE. DURING ROLLOUT OF TRICYCLE GEAR AIRCRAFT, EXECUTE FULL DOWN ON ELEVATOR

CONTROL AND MAINTAIN DURING TAXI OPERATION. DURING ROLLOUT OF CONVENTIONAL LANDING GEARED AIRCRAFT, EXECUTE AND

21

MAINTAIN FULL UP ELEVATOR CONTROL DURING THE ROLLOUT AND TAXI OPERATION. 11. AFTER ROLLOUT...TURN OFF OF THE ACTIVE RUNWAY AND TAXI AIRPLANE TO THE ENGINE

SHUTDOWN OR PIT AREA 12. SHUT DOWN ENGINE 13. SAFETY - TURN OFF AIRCRAFT RADIO SYSTEM AIRCRAFT RADIO IS FIRST TRANSMITTER IS SECOND 14. SAFETY - RETURN TRANSMITTER TO IMPOUND AREA 15. COURTESY ISSUE - REMOVE FLYER IDENTIFICATION TICKET FROM FREQUENCY CONTROL

BOARD 16. END APPROACH CHECKLIST. EXECUTE POST FLIGHT OPERATION CHECKLIST

22

POST FLIGHT OPERATION INSPECTION CHECKLIST TFO

2 INSPECTION

1. HATCH COVER CLOSURE SCREWS TIGHT 2. SERVO INSTALLATION SCREWS TIGHT 3. SERVO CONNECTOR SCREWS TIGHT 4. FUEL SYSTEM - INTACT - NO LEAKS OR CRACKED LINES 5. NOSE GEAR - SCREW TIGHT 6. LANDING GEAR - FUSELAGE INSTALLATION SCREWS AND WHEEL COLLAR SET SCREWS

TIGHT 7. TAIL SKID INPLACE 8. WING TIP SKIDS INPLACE 9. FLIGHT CONTROLS - CLEVIS CLOSED AND LOCKED 10. WING - HOLDDOWNS - INSTALLATION BOLT BLOCKS OR RUBBER BAND DOWEL

ASSEMBLY INTACT AND SOUND ENGINE INSPECTION 1. DE-FUEL AIRPLANE 2. PROPELLER - INSTALLATION NUT TIGHT 3. PROPELLER - HAS NO NICKS OR VISIBLE DAMAGE 4. DRAIN FUEL RESIDUE FROM MUFFLER/ENGINE 5. APPLY AFTER RUN ENGINE OIL 6. ENGINE MUFFLER - SCREWS TIGHT 7. ENGINE MOUNT - SCREWS TIGHT 8. ENGINE MOUNT - FIREWALL SCREWS TIGHT 9. ENGINE SPINNER - BACKPLATE INTACT AND NO STRESS CRACKS 10. ENGINE SPINNER - SCREWS TIGHT END POST FLIGHT CHECKLIST

2 TFO - THINGS FALLING OFF

23

WHERE SHOULD IT....

BALANCE

MODEL NAME ________________ MEASUREMENTS TAKEN: Wing Length (Span) = _____________ Wing Width (Chord) = _____________ Stabilizer Length (Span) = ____________ Stabilizer Width (Chord) = _____________ Tail Moment = _____________ Measure from a point 1/4 of the wing chord back from the leading edge to a point 1/4 of the chord back

from the leading edge of the stabilizer. CALCULATIONS: 1. CALCULATE THE WING AREA - [WING LENGTH (SPAN) TIMES THE WING WIDTH (CHORD)] =

WING AREA (WL * WW) = WA_____________ 2. CALCULATE THE STABILIZER AREA - [STABILIZER LENGTH (SPAN) TIMES THE STABILIZER

WIDTH (CHORD)] = STABILIZER AREA (SL * SW) = SA_____________ 3. CALCULATE THE STABILIZER PROPORTION - [DIVIDE THE STABILIZER AREA BY THE WING

AREA] = STABILIZER PROPORTION (SA/WA) = SP__________ 4. CALCULATE THE AVERAGE WING CHORD - DIVIDE THE WING AREA BY THE WING SPAN (WA/ W

SPAN) = WC__________ 5. CALCULATE THE AVERAGE STABILIZER CHORD - DIVIDE THE STABILIZER AREA BY THE

STABILIZER SPAN (SA\S SPAN) = SC__________ 6. CALCULATE 1/4 OF THE DISTANCE OF THE AVERAGE WING CHORD - WING CHORD TIMES 0.25 =

WING DISTANCE WD__________ 7. CALCULATE 1/4 OF THE DISTANCE OF THE AVERAGE STABILIZER CHORD - STABILIZER CHORD

TIMES 0.25 = STABILIZER DISTANCE SD__________

24

8. DETERMINE THE TAIL MOMENT OF THE AIRCRAFT - MEASURE THE DISTANCE ON THE AIRCRAFT BETWEEN THE TWO POINTS DETERMINED IN STEP 6 AND STEP 7 ABOVE. TM__________

9. CALCULATE THE TAIL LENGTH - DIVIDE THE TAIL MOMENT BY THE AVERAGE WING CHORD

(TM/WC) = TL__________ 10. CALCULATE THE TAIL EFFECT - STABILIZER PROPORTION TIMES TAIL LENGTH = TAIL EFFECT

(SP * TL) = TE__________ 11. CALCULATE THE BALANCE POINT - TAIL EFFECT TIMES 36 PLUS 16 EQUALS BALANCE POINT

CALCULATED ((TE*36) + 16) = CBP__________ THIS VALUE IS EXPRESSED AS A PERCENTAGE OF THE WING CHORD. FOR MEASURING THE

ACTUAL BALANCE POINT ON THE AIRCRAFT DIVIDE THE CALCULATED BALANCE POINT (CBP) VALUE BY 100 AND MULTIPLY THE RESULT BY THE MEASURED WING CHORD - [[CBP / 100] X WING CHORD] = BALANCE POINT OF AIRCRAFT TO BE MEASURED FROM THE LEADING EDGE OF WING

This information has been adapted from an article printed in the September 1997 issue of Flying Model

magazine. The calculation protocol was printed as part of the Old Timer Topics by Jim Alaback. FLOAT PLANE

OPERATIONAL

INFORMATION

25

A) HAVE A BOAT READILY AVAILABLE B) FOR BEST OPERATION THE FLOAT SHOULD BE PROPERLY POSITIONED ON THE

AIRCRAFT. THE STEP OF THE FLOAT SHOULD BE LOCATED DIRECTLY UNDER THE NORMAL CG OF THE PLANE.

C) TAXI INFORMATION TAXI THE AIRCRAFT USING THE IDLE SETTING ON THE ENGINE THROTTLE. HOLD FULL "UP" ELEVATOR AT ALL TIMES. MOVE AND HOLD THE AILERON STICK INTO THE WIND. HAVE A WATER RUDDER INSTALLED ON THE FLOATS. D) TAKEOFF INFORMATION TURN THE AIRCRAFT INTO THE WIND HOLD FULL "UP" AND VERY SLOWLY ADVANCE THE THROTTLE TOWARDS THE "FULL"

SETTING. THIS IS NECESSARY TO AVOID DUNKING THE ENGINE. AS THE AIRCRAFT SPEED PICKS UP AND COMES UP ON THE STEP OF THE FLOAT,

SLOWLY LET THE "UP" ELEVATOR COME DOWN TO "NEUTRAL". AT FLYING SPEED ADD A SMALL BIT OF "UP" ELEVATOR TO BREAK OFF OF THE WATER E) ONCE OFF THE WATER MAKE ALL TURNS USING THE "COORDINATED TURN"

PROCEDURE F) LANDING INFORMATION AS WITH FULL SCALE AIRCRAFT, THE MODEL MUST BE ACTUALLY FLOWN DOWN ONTO

THE WATER SURFACE. THE NORMAL STALL TYPE LANDING PROCEDURE USED FOR LAND BASE OPERATIONS COMMONLY RESULTS IN DUNKING THE ENGINE OF FLOAT PLANES. LAND USING A 1/3 POWER SETTING AND FLY THE AIRCRAFT DOWN ONTO THE SURFACE.

ONCE DOWN SLOWLY THROTTLE BACK TO IDLE WHILE ADDING "UP" ELEVATOR TO

HOLD THE NOSE OUT OF THE WATER. CONTINUE THE TAXI OPERATION. GLIDER OPERATIONAL

INFORMATION

26

A) STRETCH OUT THE HYSTART SURGICAL TUBING TO THREE TIMES ITS LENGTH B) LAUNCH GLIDER DIRECTLY INTO THE WIND. THE PLANE WILL ASSUME THE ATTITUDE

GOING STRAIGHT UP. KEEP THE SHIP HEADING ON A STRAIGHT TRACK INTO THE WIND.

C) SHORTLY THE PLANE WILL BEGIN TO FLATTEN OUT. KEEP THE SHIP HEADING

DIRECTLY INTO THE WIND AND STAY ON THE HYSTART AS LONG AS POSSIBLE. THIS WILL GIVE YOU THE MAXIMUM ALTITUDE FOR THE LAUNCH.

D) LAUNCH DEPARTURE FLY THE SHIP DIRECTLY OVER THE PIN. IN MOST CASES THE HYSTART WILL SIMPLY

DROP AWAY FROM SIMPLY FLATHOOK LAUNCHED OPERATIONS. IF HYSTART FAILS TO DROP AWAY, MAKE A CLIMBING TURN TO DROP THE HYSTART

LAUNCH RING FROM THE AIRCRAFT. IN EITHER CASE, THE PARACHUTE ON THE HYSTART WILL RE-LAY THE HYSTART DIRECTLY DOWN WIND AND READY FOR THE NEXT LAUNCH.

E) SOARING LOOK FOR DARK PATCHES OF GROUND TO FLY OVER. DARK SURFACE FEATURES

PICK UP HEAT AND CAUSE AIR CURRENTS TO MOVE UPWARD. FIND THE UP DRAFT AND FLY CIRCLES TO CLIMB TO A GREATER ALTITUDE.

WATCH FOR EAGLES OR OTHER SOARING BIRDS. STEAL THEIR AIR BUT BE CAREFUL.

THEY DO ATTACK R/C GLIDERS JUST AS QUICKLY AS THEY DO OTHER BIRDS. MAKE ALL TURNS INTO THE WIND IF SLOPE SOARING, FLY "FIGURE 8" PATTERNS ALONG THE WINDWARD FACE OF THE

SLOPE. AGAIN, MAKE ALL TURNS DIRECTLY INTO THE WIND. WINTER FLYING

INFORMATION

DON'T LET THE COLD WEATHER STOP YOU A) ENGINES WILL RUN DOWN TO -30F. BUT TEND TO START HARD AND IDLE POORLY IN

27

COLD WEATHER. HOWEVER, ONCE THEY ARE RUNNING, KEEP THE ENGINE NEEDLE VALVE SETTING ON THE RICH SIDE. MOST ENGINES RUN BEST AT THE RICH STARTING POSITION DESCRIBED IN THE INFORMATION PACKED OUT WITH THE ENGINE BY THE MANUFACTURER. YOU WILL PROBABLY NOT DO MUCH FLYING AT A REDUCED THROTTLE SETTING UNTIL ACTUALLY LANDING.

B) USING FUEL WITH A HIGHER NITRO CONTENT IS MORE COSTLY BUT HELPS WINTER

STARTING AND ENGINE IDLE. ALSO, USING WD-40 AS A STARTING FLUID MAKES ENGINE STARTS EASY. SIMPLY SPRAY WD-40 INTO THE CARBURATOR AND START THE ENGINE IN THE USUAL MANNER.

C) SPILLED FUEL ON THE BARE HANDS IS VERY COLD. WEAR GLOVES WITH THE FINGERS

CUT OUT. DO NOT SPILL FUEL. D) HAVE FUN FLYING ELECTRICS. THEY ALWAYS START. THEY NEVER FREEZE THE

FINGERS DUE TO FUEL SPILL. THE THROTTLE ALWAYS WORKS. E) WEAR WARM CLOTHES. F) A WORD ABOUT FLYING WITH SKIS SKIS WORK WELL IN MANY CASES BUT.... SNOWMOBILERS, CARS OPERATING ON THE LAKE ICE AND ICE FISHING HOLES TEND

TO CHEW UP THE LAKE SURFACES AND LEAVE THE POTENTIAL LANDING SURFACES VERY ROUGH. THE ROUGH SURFACE CAN CATCH A SKI AND CAUSE A WRECKED AIRCRAFT. SKIS LOOK NEAT AND ARE FUN TO FLY WITH BUT THE REALITY IS STILL THAT WHEELS DO BETTER.

IF YOU DO FLY WITH SKIS.... BEFORE YOU FLY, CHECK THE CG AND THE BALANCE OF THE AIRCRAFT WITH THE SKIS

INSTALLED. YOU WILL NEED EXTRA PROPELLERS. WITH THE SKIS INSTALLED, DOES THE

PROPELLER TIP CLEAR THE SURFACE OF THE ICE? SAFETY ISSUE: ROUGH ICE CHIPS PROPELLER BLADES. BE SURE TO CHECK THE PROP BEFORE YOU

START THE ENGINE EACH TIME. INSTRUCTIONS

FOR

CONVENTIONAL

LANDING GEAR

GROUND HANDLING

OPERATIONS

TAXI HANDLING

28

1. Use short power blasts followed by coasting with engine at idle to move the aircraft. 2. To keep the tail of the aircraft down, hold full "Up" elevator control input during ground handling

maneuvers. DEPARTURE ROLL 1. Hold full "Up" elevator and full "Right" rudder input. 2. To break the parked or standing aircraft free of the grass and start it rolling, use a short blast of power

followed by the immediate return of the throttle to a low power setting. 3. With the aircraft slowly rolling return the control surfaces to a neutral setting. 4. Gradually add power and build up speed. Watch the "P" factor. The torque of the engine will pull the craft

to the left. Use right rudder input to compensate for the tendency of the ship to turn left. As the speed builds, the tail will lift and the ship will track on the two main gear only.

5. Use rudder input to keep the aircraft tracking straight. 6. To lift off, rotate the aircraft by gentle "Up" elevator input. 7. continue climb out and execute the procedural turn. INSTRUCTIONS

FOR

EXECUTION

OF

SIMPLE TURNS

29

SIMPLE TURNS WITHOUT AILERONS 1. Begin the turn by rolling the aircraft into the desired direction. Do this by moving the rudder stick in the

desired direction. 2. When you observe the wing facing the turn direction start to drop, add a bit to "Up" elevator. The turn is

actually made by the elevator input. 3. Watch the ship track around the desired turn. Should the nose drop too far, give opposite rudder to roll

the plane back up. Hold the command until you see the ship respond. Large turns are actually made using a series of the rudder/ elevator commands.

4. In a panic situation a sharp correction command can be executed by giving full opposite rudder and full

"Down" elevator. Think about it. When the aircraft is rolled on the side for a turn, "Up" makes the plane pull around and turn. It follows that opposite rudder and "Down" makes the plane recover from the turn and roll in the opposite direction. In this state the rudder keeps the nose up and the elevator initiates the recovery roll.

5. Should step 4 fail to accomplish the desired effect, one usually kisses it goodbye and cries a lot on the

way home. SIMPLE TURNS USING AILERONS 1. Begin the turn by rolling the aircraft into the desired direction. Do this by moving the aileron stick in the

desired direction. 2. When the roll angle of the aircraft is about 10-15 degrees, add "Up" elevator to complete the turn

movement. 3. With elevator and aileron inputs the nose of the aircraft tends to lift. A slight climb rate develops. To keep

the turn flat add a bit of rudder correction. 4. To recover at the end of the desired turn, move the aileron stick in the opposite direction and roll the

aircraft level. At the same time let both the rudder and elevator sticks come back to their neutral position. When level, let the aileron stick come to neutral.

INSTRUCTIONS

FOR

EXECUTING

A LEFTHAND

DEPARTURE

PATTERN

30

1. Look to see from which direction the wind is coming. Ideally, one takes off directly into the wind. Taking

off cross wind is less desirable but the next best choice. Down wind takeoffs are a No No. 2. Assuming the wind speed is below 15 miles per hour, take the active runway heading into the wind. 3. Slowly advance the engine throttle setting to the maximum power position. 4. Keeping the ship moving in a straight line, let the aircraft pick up speed. 5. Watch the "P" factor. The "P" factor results in the aircraft turning towards the left from the engine torque.

Use right rudder for correction. 6. When the aircraft starts to lift, add a bit of "Up" elevator to rotate the ship. 7. Continue to climb out. At about 50 feet of altitude execute a lefthand 90 degree turn to leave the

departure pattern. While the lefthand departure pattern is the more commonly used takeoff, one needs to be versatile. Practice righthand departures too. Some fields or local obstructions force righthand departure patterns to be used. CROSSWIND TAKEOFFS NO AILERONS One approach for crosswind takeoffs without ailerons is to execute a large gentle turn into the wind on the

takeoff roll using rudder input. This tends to stall the upwind wing and help keep the aircraft straight on liftoff.

31

WITH AILERONS Using ailerons the crosswind takeoff is straight forward. Simply hold the aileron stick of the transmitter a

bit into or towards the wind direction. This holds the upwind wing down and with rudder correction keeps the aircraft tracking in a straight line.

LANDING

INSTRUCTIONS

FOR

SETTING UP THE

LEFTHAND APPROACH PATTERN

32

1. Begin the landing approach by facing in the direction which allows the wind to be at your right shoulder. 2. With the wind at your right shoulder, aircraft should enter the landing pattern flying downwind and about 45

degrees to the right of the direction you are facing (Point A in the figure above). Throttle back to where the aircraft slows down but does not lose altitude. If available, drop flaps. Next, if available, drop landing gear.

3. Fly a straight line on the downwind leg until the aircraft reaches a point about 45 degrees to your left.

Throttle back and execute a turn 90 degrees to the left entering the crosswind leg of the approach pattern. 4. Continue to lose altitude. When the aircraft reaches a point directly in line with your left shoulder, make a

90 degree turn to the left entering the final leg of the approach pattern. 5. Face the aircraft and fly the aircraft directly towards you and the point where you are standing. Continue

to lose altitude. Keep the wings of the aircraft level. If a wing appears low, move the left stick and the right stick of the transmitter together towards the low wing. This should raise the low wing to a level position. Adjust the track of the plane using rudder inputs. If the aircraft is too low thereby landing short of the runway, increase the engine throttle setting for a short period. If the aircraft is too high thereby landing long, reduce the engine throttle setting to idle and watch for the plane to settle

3. Maintain the desired

altitudes or glide slope using only throttle settings for the entire final approach. Again, keep the tracking down the centerline of the landing strip using rudder inputs to correct for wind drift. The rudder also keeps the wings level. The aileron input becomes less effective as the airspeed drops off.

6. Continue to fly towards you and lose altitude. As the aircraft nears, let the plane drift away from you but

keep it in line with the landing area. DO NOT GET SO INTENSELY INVOLVED IN MAKING THE LANDING THAT YOU LET THE SHIP COME TOWARDS YOU AND HIT YOU!

33

7. When you are sure the aircraft will make the runway, reduce the power setting to idle and let the ship settle towards the landing area.

8. When the aircraft settles to about 4 feet of altitude, gently add "Up" elevator and “flare” for landing. Once

on the ground, keep the ship heading straight down the centerline for the final landing rollout. When the speed drops off, turn off the active runway and taxi to the engine shutdown area. DO NOT TAXI INTO THE PIT AREA OR FLIGHT LINE!

With tricycle landing gear the aircraft main gear should touch the ground first. With conventional landing

gear you can either do a wheel landing (landing on the two main gear first and as the ship slows the tail wheel drops to the ground) or a more common three point landing (The main gear and tail wheel touch the ground at the same time.) usually thought of for conventional geared aircraft. Do not give so much "Up" that you cause the ship to stall and drop uncontrolled to the ground.

6. For windy or gusty conditions land the aircraft with a faster approach speed on final. Keep the upwind

wing panel slightly low using aileron input and adjust the tracking using rudder inputs. You may find that a throttle setting of as much as 1/3 may be necessary for flying the approach pattern. Throttle back for touchdown when you are sure that you can make the field. Some planes (i.e F-51 D’s) will need to be flown into the ground by keeping the flying speed up until the wheels touch. Then, with the wheels on the ground, the throttle setting can be slowly reduced.

7. For crosswind landings several other techniques may be necessary to safely get down. You may find it

necessary to "Crab" the aircraft (The aircraft appears to fly a bit sideways) on the final approach. You may find that you need to touch the gear on the side of the ship facing into the wind first. (With ailerons this is easy. If the wind hits the left side of the aircraft, simply hold a bit of left aileron on the final approach. This forces the left wing of the aircraft down and the left gear will touch first.) Keep the tracking aligned using rudder inputs.

The lefthand approach is the most widely used pattern for landings where there is lots of room. However, practice the reverse. Righthand patterns are used too. You need to be comfortable using both. This is especially true some smaller fields or fields where obstructions or local conditions force righthand patterns to be flown. WIND SPEED CONVERSION CHART

34

KNOTS MILES

1 1.1507

2 2.3014

3 3.4521

4 4.6028

5 5.7535

6 6.9042

7 8.0549

8 9.2056

9 10.3563

10 11.507

11 12.6577

12 13.8084

13 14.9591

14 16.1098

15 17.2605

16 18.4112

17 19.5619

18 20.7126

19 21.8633

20 23.014

DO NOT FLY WITH WINDS OVER 13 KNOTS OR 15 MILES PER HOUR BATTERY CARE AND STORAGE Much has been written about the care and storage of the Nickel Cadmium batteries used to power radio control

35

equipment. Unfortunately, the result has been much confusion about the issue. Futaba Corporation4 suggests the

following: 1. Using the special charger provided by the manufacturer, always charge the Nicad battery for the specified

period of time. Normally, this is 15 hours. 2. If the battery pack will not be used for some time: A. Charge the pack for 20 hours. In essence store a fully charged battery pack. B. Store the battery pack in a cool place. C. Recharge the battery pack every three months. A battery pack left in the discharged state

may have it's useful life and charge capacity adversely affected. CONTROL MODES FOR TRANSMITTERS WITH TWO STICKS The old saying goes, "There's a better way to skin a cat." I don't know about skinning cats. I still use the old

4 FUTABA CORPORATION OF AMERICA

4 Studebaker Irvine, CA 92718 Phone: 714-455-9888

36

fashioned way. I just grab a cat by the tail, pull down the zipper holding things together and slip it's skin right off. It seems simple enough. For control of model aircraft, things get a bit more complicated. There are four modes or configurations of two-stick transmitters used for controlling model aircraft. Three are not commonly used in the United States but do offer features suitable for more efficient use is some situations. You may want to become familiar with each and pick and choose to meet your immediate needs. The description of the four modes are as follows: Mode I Aileron and throttle are located on the right stick; rudder and elevator are on the left stick. This mode is in common use in Europe and other parts of the world. Mode II Aileron and elevator are located on the right stick; rudder and throttle are on the left stick. This is the common mode used in the U.S. by most flyers. Mode III Rudder and elevator are located on the right stick; aileron and throttle are on the left stick. This mode is also common in other parts of the world. It also makes sense to

use this mode for someone who might fly two channel ships like gliders, electrics and half-A ships and only occasionally flys the full set of flight controls.

Mode IV These are single stick operations where rudder, aileron, elevator or all three functions are located on the one single transmitter stick. Throttle, if used, may be located on a separate lever or switch. The rudder only ships flown years ago fall into this definition. There is at least

one brand of single stick transmitter with all flight controls present on the market today.

FLYING TIME

FLIGHT LOG

DATE TOTAL TIME

COMMENTS INIT*

37

* = INSTRUCTOR INITIALS FOR LESSON SIGNOFF OR STUDENT INITIALS FOR PRACTICE FLIGHTS

38

Filename: RCBOOK Revised: 22 May 2000