Comfortable View Warmup Flights
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1 CHRIST Comfortable View Warmup Flights Airplane as a Whole and Wind Body Rotation - Push Away / Pull In D-48
2 In this section: D-50 illustrates positioning your first warmup flights in comfortable view. First Flight Positioning Objectives: - 1. Fly the plane back and forth out in front of you and keep it within comfortable view. Perform approx. 180 degree procedure turns at each end of your comfortable viewing area, and apply aileron bumps in between. Notes: Which direction to turn will depend on whether you wish to bring it closer in, or turn it further out in front of you. Detecting altitude deviations while turning will be much easier after holding your lines some distance away from you before turning. 2. Maintain straight lines and detect deviations by asking as the airplane passes in front of you, What is it doing in reference to me? Is it drifting in toward me? (bump it away). Is it drifting away from me? (bump it in). When neither a deviation in or away from you is detected, that will be a straight line. D-51 & 52 illustrate projecting the flight path of the plane viewing it as a whole object, i.e., where is the airplane as a whole going. D-53 & 54 illustrate the temporary practice of facing your body in the general direction the plane is traveling to improve your left-right coordination during course adjustments. D-49 KPTR: During your first flights, positioning consists of flying straight lines back and forth in comfortable view.
3 First Flights Comfortable View Warmup Positioning within comfortable view consists of flying the plane back and forth out in front of you, somewhat parallel to the runway. Level the wings before each turn to ensure consistency, and initiate each turn far enough out to your left and right so that none of your turns end up over your head or behind you. One bump at a time: Pauseatneutral after each bump to see whether another bump is really(?) needed. If one bump is not enough, you can always make another. It is better to make two separate bumps than to ever hold in the aileron! Trust, then adjust: Go into each turn trusting your inputs, then adjust the elevator depending on what you see. The aim of each turn is to produce a consistent level turn from the initial inputs. WARNING: Avoid flying behind the Pit Line, or you could rightly be reprimanded by your club! When neither a deviation (veer) in or away from you is recognized, the airplane will be flying in a straight line. Pit Line Pit Line KPTR: Make sure your that turns are spread far enough out to have time afterward to make adjustments. D-50
4 1ST U.S. R/C FLIGHT SCH OL Wings Level Straight Lines and Crosswinds Projecting Flight Paths: You must keep asking, Where is the airplane heading? in order to recognize deviations off of the intended path right away. Wind Basic fact: An airplane will fly in a straight line when the wings are level. Whereas the horizon provides a reference to detect deviations from the preferred flight path to your left and to your right, in front you will have to try to attain the same distance each time the plane passes directly out in front of you. In a crosswind, the fuselage will crab (point) into the wind a bit, yet as long as the wings remain level, the plane as a whole will continue to fly in a straight line. Comfortable View Simulator note: You ll need to fly near tree top level to determine where the plane is heading in the sim. And, to remain generally parallel with the runway, you will have to try to attain the same distance (plane size) each time the plane passes directly out in front of you. D-51 KPTR: Project where the plane is heading, and make course corrections based on where you want it to end up.
5 Wind Viewing the Airplane as a Whole and Positioning Since, from the ground looking up, you can t always judge whether the wings are level, your focus needs to remain on where the airplane as a whole is traveling, and flying straight lines of the whole airplane. Guiding the airplane as a whole is a technique that ensures consistent positioning regardless of airplane type, visibility, height, varying wind speed or direction, or how much the fuselage is or is not crabbing. After each turn, fly the whole airplane into comfortable view out in front of you (versus pointing it there). Typical wind turbulance example: A turbulent swirl of wind tends to briefly push a wing down, yet then push it back up, without causing a deviation or requiring a correction. The point is: Regardless of what the wind does to the plane, corrections are only necessary when the whole airplane deviates from its intended path. KPTR: Guide the path of the plane viewing it as an object as a whole, regardless of wind or where it s pointing. D-52
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