Here is a list of all the postings Richard Ashworth has made in our forums. Click on a thread name to jump to the thread.
|Thread: What Traders are still offering Mail Order? Services?|
Great that so many mail order operations are operating. To give me something to build I have ordered and received two purchases over the last week and a half. Both despatched by model shops within 24hrs using Parcelforce.
One received in the advertised 48hrs. The other on 24hr delivery, sat according to their tracking, at Parcelforces Gatwick depot for 3 days before heading up to Leeds. Their website does say ‘may be delays’!
I didn’t need the contents immediately so not a problem but got worried it may have been lost.
Keep patient, unfortunately looks like we will have a lot of building time.
|Thread: 2 or 3 questions please, need some wise advice|
You often have to put as much “down” trim as you can on the throttle. The stick fully back does not take the esc fully to the off position by itself.
Had this a couple of times on my Spektrum tx.
|Thread: Insanity seems to be setting in|
Enjoying this thread immensely.
|Thread: CAA height restriction and BMFA exemption question|
Please remember that although the 400ft exemption is “available” the club rule sets the “allowable” flying height at the club field.
Please check your club rules.
|Thread: Modes 1 or 2|
Personally I think that if you think you are likely to fly 4 channel you should not ever move the rudder to the right hand stick but fly 3 channel with both sticks, Throttle and rudder left, elevator right, mode 2.
I started with a 2 channel glider, rudder elevator both on the right stick. It very nearly cost me my first 4 channel plane.
Rudder you can leave on and continue a turn, ailerons if you move the stick in the same way, spins the plane upside down and aims it at the ground. The damage was repairable.
It took a good hour on Realflight and quite a few resets before my brain was fully reprogrammed.
I have never experienced mode 1 but suspect that its not an issue.
|Thread: Mid life crisis prevention required|
Plus one for the ‘We Can Fly”. Good in wind up to 15 mph and fairly tough and big enough to be stable. Still occasionally fly it.
I started RC on one in 2015 under its ST Discovery guise (in stock Wheelspin Models and Sussex Model Centre at £125.) 4 ch rx and 3S 2200 battery all that is needed,
Edited By Richard Ashworth on 28/01/2020 09:33:42
Edited By Richard Ashworth on 28/01/2020 09:34:20
|Thread: Funny caption ideas?|
Don’t you dare forget the windsock again! Two hours of having to do this is just boring!
|Thread: A new caption competition - winner declared!|
A proper drones much easier to fly! I learned about two years ago in a big open area near Crawley, West Sussex.
|Thread: indestructible slow flyer....|
Plus 1 for the We Can Fly, still on sale I suspect as the ST Models Discovery. I started with the Discovery 4 years ago and its still going well having absorbed the ‘rough treatment’ of my early learning period without any problems,
|Thread: Buying cheap new or (slightly) cheaper s/h?|
This may help on understanding binding receivers to transmitters.
With Spektrum (and I believe some others) when you bind the receiver it is effectively told to only respond to that transmitter AND only respond if the transmitter is set to the model memory in use when it was bound.
Some systems do or did not have that extra check, they were only set to respond to a specific transmitter no matter which model was selected.
A couple of years ago a colleague using Futaba finished flying an electric model, put it down on the grass in the pits and switched off his transmitter. He forgot to disconnect the plane battery. Twenty minutes later he picked up a second plane, connected its battery and carried to the strip where he ran the motor up prior to takeoff. The live model in the pits also started up and had to be pounced on to prevent an accident. Both receivers were simply listening for a transmission from the owners transmitter.
99.9% of the time we get it right but “modelmatch” or any such double security system makes it “foolproof”.
It also means the transmitter will always have the settings for the model you are flying as nothing will work if you try to use model 1 on any model memory in the tx other than model 1.
|Thread: Servo Torque guide - Sport Flying (electric)|
Power on was I understand a last resort. I only saw the last 75ft of the 200ft descent so I don’t know about the previous 125ft.
The electric setup was Quantum 55 motor, 12x8 electric prop, 5S 4000 battery, Overlander 80amp SBEC ESC, 4x Hitec HS322 servos.
The fateful flight was brisk, loops, rolls, inverted and about 4 minutes in duration when the event occurred.
For the last 3-4 months 3 turn spins have been a fairly regular practice feature of his flights on a number of models including at least two on the Acrowot two days earlier so it ‘should’ have been business as usual. It was a bit breezy so the Acrowot which is possibly his biggest model and looked totally stable during the rest of the flight was flown.
Thanks for all suggestions.
Don - My colleague retired from professional flying 8 years ago and has flown fixed wing radio control regularity since. Currently working towards a Fixed wing B. As a CFI he demonstrated and taught spinning so fully understands recovery method, power was a last resort and the running motor eliminates signal loss.
The earth it went into was still fairly soft and covered in long ‘rough, sheep pasture grass’. It needed a bit of work to get the spinner and motor out and there was some damage to one wing tip but otherwise ‘shaken but not stirred’.
The area I was investigating was more “was were a basic under specification of the servos, especially rudder?”
Chris - All the components seem to work individual so a bench 4 servo, simultaneous end stop to end stop test is viable.
Martin - the battery was still in the right place on the tray used to locate it and the tray, although damaged, was firmly attached to the structural support so I don’t think it moved in flight.
Thanks again to all.
I think its ‘There goes another theory!” From comments, the 322 on the rudder seems to have friends who vouch for its good character.
I didn’t see the start of the spin, but am told it was a standard low speed, nose up entry at 200ft.
I saw just the last 75ft when it was pointing down at about 60deg going fairly fast in what I would call more of a power on spiral dive. At that stage I would say the ailerons were as found left up, right down but there was nothing to suggest the full up elevator or full left rudder as found on recovery.
Power had been applied during the descent when a power off recovery wasn’t happening. Everything in front of the wing was unrecognisable except the undercarriage which was still attached to a bit of the mounting plate but pristine!
My colleague is an ex light plane CFI and 737 captain and his first actions were as suggested. The problem is that nothing he did worked and we are working through why he couldn’t get a recovery. We are aware that the surfaces were more or less as he put them to, intentionally, at a safe height, to put the plane into the spin, left hand direction.
I was trying to get discussion focussed on were the servos man enough without a discussion on the plane he was flying but for information it was a Ripmax ARTF Acro Wot, rip!
Edited By Richard Ashworth on 28/07/2019 19:08:34
Edited By Richard Ashworth on 28/07/2019 19:09:24
A colleagues plane recently hit the ground at the end of an ‘unable to stop it’ spin.
All components work independently afterwards but the fuz and battery were total write offs. The motor was still running when it hit which seems to rule out Signal loss, as a failsafe check had been done pre flight. The flying control positions on recovery were left aileron up, right down, rudder hard left, elevator full up. We cannot say how much of this was movement on impact.
The aircraft was a 7lb low wing sport aircraft 5S powered and being thrown about in a brisk sport mode, in no way 3D. Both ailerons, elevator and rudder had Hitec HS322 servos on the powered through the receiver at 5v via a SBEC.
My questions (at last) are, at 3kg/cm were the servos, mainly the rudder servo, man enough for the job? Could an ‘overload’ on a servo (rudder) have occurred in the spin and prevented an exit by overpowering it , but not be apparent afterwards? Is there a general rule of thumb re flying mode, model weight, servo power?
I have not been in rc long but have used HS325s in 4lb planes and HS5485s in 6lb planes.
|Thread: SLEC Electric FunFly|
I have sent you a private message with a few detailed comments on the build should you go for it.
Apologies if I am teaching you to suck eggs on leccy conversions but the suggestions are simple and worked for me.
|Thread: Russian aircraft over St. Petersburg|
Sorry to disappoint Bruce, just an aircraft recognition nut!
An anorak would have known that the yellow chopper (standard layman term) is an Airbus Helicopters EC145
(operated by Babcock Scandinavian - but had to look that up!)
|Thread: SLEC Electric FunFly|
The only item not used was the supplied hinges. Two part, metal pin joined. I was not confident in getting then in firm enough without gluing at least one solid so it was polyester / CA for the ailerons and fin and pinned 25mm Mylar for the elevator. Completed 13th June - maiden 15 June. Smooth as silk with reduced starting throws and glides like a sailplane power off!. 3548 Thumper motor, 60A esc, 11x8 leccy prop and 4cell 3000 battery (10 mins flight 50% left, must try harder).
Geoff - I am not sure how an i/c version could be sweeter! (And thanks for the warning on the fuz!)
Edited By Richard Ashworth on 17/07/2019 22:14:46
Covering done, HK film, all put together and debut photos done!
A bit jumbled as we had a weeks hol and on resuming forgot to take as many pics!
Cover and hatch in progress for the top of the wing.
More shaping and sanding done, rear end glued. Ailerons rudder and elevator held on with masking tape.
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