Another good video. I have found that R/C flying is very close in most ways to General Aviation flying. The pattern altitude should be high enough that you can glide to the runway in the event of an engine failure. Also, most engine failures occur when the throttle is changed. Thank you.
Its also a good idea to know your battery endurance.Use a voltage checker and your stopwatch on the transmitter.Always leave about a minute of reserve.I do that because I fly at a public park where people can walk in my flying area.Also you need to mention the turn from base to final.Wing tip stalls can be fatal in full scale and destroy you model.Thats always on my mind because I'm also a full scale pilot.That final turn always makes me nervous whetherr I'm in the plane or behind the transmitter of my model.
Steve: Fully agree. Many transmitters, to include my aging Spektrum DX6 have countdown times with audio, so I can hear a voice warning me for when I need to land. Tim
When I learnt to fly I remember learning circuits and once got a ride in the little seat between the Cap and Co pilot in a 767...... and OMG! compared to the little Piper Warrior the workload .
Im finding in my experience is to land with a little power on and let it coast in . That lets me get a constant glide slope. Before i would cut the throttle to often and it would be less predictable on touch down.
Good information. I enjoy learning about full-scale IFR approach techniques. But I think that applying the stabilized approach technique to RC is a stretch.
True, but for larger and higher performance models (like electric ducted fan jets, see my Su-27 video), a stabilized approach makes a whole lot of sense. May save a model some day! Tim
You will have to check the technical specification of your Electronic Speed Control (ESC). Just Google the ESC and ask for the maximum cell count for battery. Tim
@@TimMcKay56 thanks but sir i have 4s 40amp esc sir I want to know that will 3s lithium ion cell work in my project? Will it gives us a enough thrust as compare to lipo??
I find it's a good idea to go way out and dad and down into ground effect than bring the plane to where you want it than chop the power and flare.I do this all the time with my Eflight V900 which is a high speed sport/pattern aircraft.
A 3 degree approach is a very good starting point. For light aircraft, what I always did was to ensure wherever I was in the landing pattern, once abeam my touchdown point, is to ensure I was high enough to make the runway in the event of an engine failure. This is not a concern for a multiengine aircraft like an airliner. Tim
No! 3 degrees is a glide ratio of 19:1. A single-engine airplane would not make it to the runway if a loss of power occurred. Three degrees is in the realm of a glider.
Most RC pilots I've spoken to have no idea of the effects of wind. These guys are convinced that turning their models into and out of wind affects the airspeed (e.g. turn downwind and you might stall, turn upwind and you might climb). These guys really need to take a flight IN an aeroplane to see this is drivel. A steady wind ONLY affects ground speed (which is of no significance to how the aeroplane flies). It has NO effect on airspeed (which is what does affect the aeroplane). Gusts and wind gradients are of course another matter. This basic understanding must be a prerequisite to understanding stabilised approaches.
What you say is true. But our eyes aren't floating downwind with the airplane, so the wind can have some impact on what we see and how the model looks. If the model is flying on downwind with what visually looks like the same speed (the same groundspeed) with a 5 MPH tailwind it is going to take more up elevator because its airspeed is actually 5 MPH slower than on a calm day. On the other hand, if someone always flies the same throttle position and trim setting on downwind (the same airspeed) then the groundspeed is actually 5 MPH faster. If they always turn final at the same location they will need to pull more G to fly the same ground path they are used to seeing on the turn to base. So in reality it is easy to get into a situation where the aircraft is flying closer to its stall speed either way. Precisely because the wind impacts the ground speed of the model, and generally we are trying to control the path of the aircraft over the ground - since that is after all where we land.
@@clarkstonguy1065 You said "because its airspeed is actually 5 MPH slower than on a calm day." Why do you think that is the case? The aeroplane has no idea what the wind is (gusts and turbulence excepted), and its airspeed is not affected in any way by wind speed and direction.
Excellent training video, Thanks Tim.
Glad it was helpful! Tim
My best landings start on the downwind! Great video Tim.
That is the way to view the traffic pattern!! Tim
Hi Tim - great video as always!
Christopher: Thank you again! Tim
Another good video.
I have found that R/C flying is very close in most ways to General Aviation flying. The pattern altitude should be high enough that you can glide to the runway in the event of an engine failure. Also, most engine failures occur when the throttle is changed.
Thank you.
Mike: Excellent points, thanks for sharing! Tim
Its also a good idea to know your battery endurance.Use a voltage checker and your stopwatch on the transmitter.Always leave about a minute of reserve.I do that because I fly at a public park where people can walk in my flying area.Also you need to mention the turn from base to final.Wing tip stalls can be fatal in full scale and destroy you model.Thats always on my mind because I'm also a full scale pilot.That final turn always makes me nervous whetherr I'm in the
plane or behind the transmitter of my model.
Steve: Fully agree. Many transmitters, to include my aging Spektrum DX6 have countdown times with audio, so I can hear a voice warning me for when I need to land. Tim
When I learnt to fly I remember learning circuits and once got a ride in the little seat between the Cap and Co pilot in a 767...... and OMG! compared to the little Piper Warrior the workload .
Roger that! Tim
Im finding in my experience is to land with a little power on and let it coast in . That lets me get a constant glide slope. Before i would cut the throttle to often and it would be less predictable on touch down.
Alex: Thanks for sharing this technique! Tim
Good information. I enjoy learning about full-scale IFR approach techniques. But I think that applying the stabilized approach technique to RC is a stretch.
True, but for larger and higher performance models (like electric ducted fan jets, see my Su-27 video), a stabilized approach makes a whole lot of sense. May save a model some day! Tim
Dear sirG can I use 3s lion cell instead of lipo battery in my RC palne I want use 1250kv bldc motor??
You will have to check the technical specification of your Electronic Speed Control (ESC). Just Google the ESC and ask for the maximum cell count for battery. Tim
@@TimMcKay56 thanks but sir i have 4s 40amp esc sir I want to know that will 3s lithium ion cell work in my project? Will it gives us a enough thrust as compare to lipo??
I find it's a good idea to go way out and dad and down into ground effect than bring the plane to where you want it than chop the power and flare.I do this all the time with my Eflight V900 which is a high speed sport/pattern aircraft.
Thanks for this tip! Tim
Is a 3deg stabilized approach as safe if power is lost.
A 3 degree approach is a very good starting point. For light aircraft, what I always did was to ensure wherever I was in the landing pattern, once abeam my touchdown point, is to ensure I was high enough to make the runway in the event of an engine failure. This is not a concern for a multiengine aircraft like an airliner. Tim
3 degrees is for instrument approaches and heavy metal. It's far too shallow for a safe light aircraft approach unless flying an ILS or suchlike.
@@gzk6nk 😊👍🏻 Tim
No! 3 degrees is a glide ratio of 19:1. A single-engine airplane would not make it to the runway if a loss of power occurred. Three degrees is in the realm of a glider.
🙂👍
Thanks! Tim
Most RC pilots I've spoken to have no idea of the effects of wind. These guys are convinced that turning their models into and out of wind affects the airspeed (e.g. turn downwind and you might stall, turn upwind and you might climb). These guys really need to take a flight IN an aeroplane to see this is drivel. A steady wind ONLY affects ground speed (which is of no significance to how the aeroplane flies). It has NO effect on airspeed (which is what does affect the aeroplane). Gusts and wind gradients are of course another matter. This basic understanding must be a prerequisite to understanding stabilised approaches.
Agree 100% !!!
All great and useful points, thanks again for pointing them out! Tim
What you say is true. But our eyes aren't floating downwind with the airplane, so the wind can have some impact on what we see and how the model looks.
If the model is flying on downwind with what visually looks like the same speed (the same groundspeed) with a 5 MPH tailwind it is going to take more up elevator because its airspeed is actually 5 MPH slower than on a calm day. On the other hand, if someone always flies the same throttle position and trim setting on downwind (the same airspeed) then the groundspeed is actually 5 MPH faster. If they always turn final at the same location they will need to pull more G to fly the same ground path they are used to seeing on the turn to base. So in reality it is easy to get into a situation where the aircraft is flying closer to its stall speed either way. Precisely because the wind impacts the ground speed of the model, and generally we are trying to control the path of the aircraft over the ground - since that is after all where we land.
@@clarkstonguy1065 😊👍🏻 Tim
@@clarkstonguy1065 You said "because its airspeed is actually 5 MPH slower than on a calm day." Why do you think that is the case? The aeroplane has no idea what the wind is (gusts and turbulence excepted), and its airspeed is not affected in any way by wind speed and direction.