Six Keys to Success for New Pilots

Whether you have a coach or you are trying to learn to fly on your own, you
will need to be mindful of these six areas if you are going to become a
successful RC pilot. After many years of working with new flyers at our club,
and coaching flyers on the forums, there are a few things I have seen as the
key areas to stress for new pilots. Some get it right away and some have to
work at it. They are in no particular order because they all have to be
learned to be successful.

Bilo da imate trenera ili pokušavate da naučite sami da letite, vi

moraće imati na umu ove šest oblasti ako želite postati a
uspešan RC pilot. Posle višegodišnjeg rada sa novim letačima u našem klubu,
i treniranje letaka na forumima, postoji nekoliko stvari koje sam vidio kao
ključne oblasti koje naglašavaju nove pilote. Neki ga odmah dobiju i neki moraju
radite na tome. Oni nisu u posebnom redosledu jer svi moraju biti
naučio je da bude uspešan.

WIND
Orientation
Speed
Altitude
Over Control
Preflight Check

Vetar
Orijentacija
Brzina
Nadmorska visina
Preko kontrole
Proveri prethodno ispitivanje

1) Wind - The single biggest cause of crashes that I have observed has been the
insistence upon flying in too much wind. If you are under an instructor's
control or on a buddy box, then follow their advice, but if you are starting
out and tying to learn on your own, regardless of the model, I recommend dead
calm to 3 MPH for the slow stick and tiger moth type planes. Under 5 MPH for
all others. That includes gusts. An experienced pilot can handle more. It is the pilot,
not the plane that determines how much wind can be handled.

Let me share a story:

The wind was around 8 mph steady with gusts to 12. That was strong enough that some of the
experienced pilots flying three and four channel small electric planes chose not to launch their
electrics. This new flyer insisted that he wanted to try his two and three channel parkflyers. Crash,
Crash, Crash - Three planes in pieces. He just would not listen. Sometimes you just have to let
them crash. There is no other way to get them to understand.

Many parkflyers can be flown in higher winds by AN EXPERIENCED PILOT. I

have flown my Aerobird in 18 mph wind (clocked speed) but it is quite exciting
trying to land it.

Always keep the plane up wind from you. There is no reason for a new flyer to
have the plane downwind EVER!

1) Vetar - Jedini najveći uzrok srušaka koji sam primetio jeste

insistiranje na letenju u previše vetra. Ako ste pod instruktorom
kontroli ili na kutiji prijatelja, a zatim pratite njihov savet, ali ako počnete
napolje i vezivanje da saznate sami, bez obzira na model, preporučujem mrtve
mirno do 3 MPH za planove tipa sporo palice i tigrove vrste. Manje od 5 MPH za
svi ostali. To uključuje jarke. Iskusni pilot može više da se nosi. To je pilot,
ne avion koji određuje koliko se vetar može upravljati.

Dozvolite mi da podelim priču:

Vetar je bio stabilan sa brzinama od 12 do 12 mph. To je bilo dovoljno jako da su neki od iskusnih
pilota koji su leteli tri i četiri kanala malih električnih aviona izabrali da ne pokreću svoju elektriku.
Ovaj novi flajer insistirao je da želi da probaju svoja dva i tri kanala parkflajera. Crash, Crash,
Crash - Tri aviona na komade. On jednostavno nije slušao. Ponekad jednostavno morate pustiti da
se srušite. Ne postoji drugi način da ih shvate.

Mnogi parkflajeri mogu da leti u višim vetrovima od strane ISKUSTVA PILOTA. Ja

preleteli su mi Aerobird za brzinu od 18 mph, ali je prilično uzbudljivo
pokušavajući da ga spusti.

Uvek držite avion od vetra. Nema razloga za novi letak

da avion dođe vetar EVER!

2) Orientation - Knowing the orientation of your plane is a real challenge,

even for experienced pilots. You just have to work at it and some adults have
a real problem with left and right regardless of which way the plane is going.
Licensed pilots have a lot of trouble with this one as they are accustomed to
being in the plane.

Here are two suggestions on how to work on orientation when you are not
flying.

Use a flight simulator on your PC. Pick a slow flying model and fly it a lot.
Forget the jets and fast planes. Pick a slow one. Focus on left and right
coming at you. Keep the plane in front of you. Don't let it fly over your
head.

An alternative is to try an RC car that has proportional steering. You don't

have to worry about lift, stall and wind. Get something with left and right
steering and speed control. Set up an easy course that goes toward and away
from you with lots of turns. Do it very slowly at first until you can make
the turns easily. Then build speed over time. You'll get it! If it has
sticks rather than a steering wheel even better, but not required. Oh, and
little cars are fun too.

2) Orijentacija - Poznavanje orijentacije vašeg aviona predstavlja pravi izazov,

čak i za iskusne pilote. Samo moraš da radiš na tome, a neki odrasli imaju
pravi problem sa lijevom i desnom bez obzira na koji način avion ide.
Licencirani piloti imaju puno nevolja sa ovim kao što su navikli
biti u avionu.

Evo dva predloga kako da radite na orijentaciji kada niste

leti.

Koristite simulator letenja na računaru. Izaberite spor leteći model i puno mu letite.
Zaboravite mlaznice i brze avione. Izaberi spor. Fokusiraj na levo i desno
dolazeći na tebe. Držite avion pred vama. Nemojte da letite nad svojim
glava.

Alternativa je pokušati RC automobil koji ima proporcionalno upravljanje. Ne želiš

moraju da brinu o liftu, stubu i vetru. Uzmi nešto sa leve i desne strane
upravljanje i kontrolu brzine. Postavite jednostavan kurs koji ide prema i daleko
od vas sa mnogo preokreta. Uradite to vrlo sporo na početku sve dok ne možete napraviti
lako se okreće. Zatim izgradite brzinu tokom vremena. Dobićeš! Ako ima
štapići, a ne upravljač još bolje, ali nisu potrebni. Oh, i
Mali automobili su takođe zabavni.

3) Too Much Speed - Speed is the enemy of the new pilot, but if you fly too slowly the wings can't
generate enough lift, so there is a compromise here. The key message is that you don't have to fly
at full throttle all the time. Most small electrics fly very nicely at 2/3 throttle and some do quite well
at 1/2. That is a much better training speed than full power. Launch at full power and climb to a
good height, say 100 feet as a minimum, so you have time to recover from a mistake. At 100 feet,
about double the height of the trees where I live, go to half throttle and see how the plane handles.
If it holds altitude on a straight line, this is a good speed. Now work on slow and easy turns, work
on left and right, flying toward you and maintaining altitude. Add a little throttle if the plane can't
hold altitude.

3) Previše brzine - Brzina je neprijatelj novog pilota, ali ako letite previše sporo, krila ne mogu
generisati dovoljno podizanja, tako da postoji kompromis ovde. Ključna poruka je da ne morate
stalno leteti sa punim gasom. Većina malih elektriki vrlo lepo leti na 2/3 gasa, a neki dobro idu na
1/2. To je mnogo bolja brzina treninga od puke snage. Pokrenite punom snagom i popnite se na
dobru visinu, kažite najmanje 100 stopa, tako da imate vremena da se oporavite od greške. Na
100 stopa, oko dvostruke visine stabala u kojem živim, idite na pola gasova i pogledajte kako se
ručica ravna. Ako drži nadmorsku visinu na ravnoj liniji, ovo je dobra brzina. Sada radite na sporim
i laganim okretima, radite levo i desno, letite prema vama i održavajte nadmorsku visinu. Dodajte
malo gas, ako avion ne može da zadrži nadmorsku visinu.

4) Not enough altitude - New flyers are often afraid of altitude. They feel
safer close to the ground. Nothing could be more wrong. Altitude is your
friend. As stated above I consider 100 feet, about double tree height where I
live, as a good flying height and I usually fly much higher than this. Fifty
feet, is minimum flying height for new flyers. Below that you better be lining up for landing.
4) Nedovoljna visina - Novi letci se često plaše nadmorske visine. Osećaju
sigurnije u blizini zemlje. Ništa nije pogrešno. Nadmorska visina je vaša
prijatelj. Kao što je gore navedeno, smatram 100 stopa, o visini dvostrukog drveta gde ja
živi, kao dobra visina letenja i obično letim puno više od ovoga. Pedeset
stopala, je minimalna visina letenja za nove letake. Ispod toga, bolje je da se zaletite za sletanje.

5) Over control - Most of the time the plane does not need input from you.
Once you get to height, a properly trimmed plane flying in calm air will
maintain its height and direction with no help from you. In fact anything you
do will interfere with the plane.

When teaching new pilots I often do a demo flight of their plane. I get the
plane to 100 feet, then bring the throttle back to a nice cruising speed. I get
it going straight, with plenty of space in front of it, then take my hand off
the sticks and hold the radio out to the left with my arms spread wide to
emphasize that I am doing nothing. I let the plane go wherever it wants to
go, as long as it is holding altitude, staying
upwind and has enough room. If you are flying a high wing trainer and you
can't do this, your plane is out of trim.

Even in a mild breeze with some gusts, once you reach flying height, you
should be able to take your hand off the stick. Oh the plane will move around
and the breeze might push it into a turn, but it should continue to fly with
no help from you.

Along this same line of thinking, don't hold your turns for more than a couple
of seconds after the plane starts to turn. Understand that the plane turns by
banking or tilting its wings. If you hold a turn too long you will force the
plane to deepen this bank and it will eventually lose lift and go into a
spiral dive and crash. Give your inputs slowly and gently and watch the
plane. Start your turn then let off then turn some more and let off. Start
your turns long before you need to and you won't need to make sharp turns.

I just watch these guys hold the turn, hold the turn, hold the turn, crash.
Of course they are flying in 10 mph wind, near the ground, coming toward
themselves at full throttle.

5) Preko kontrole - Većinu vremena avionu vam nije potreban ulaz.

Jednom kada dođete do visine, ispravno isečeni avion leti u mirnom vazduhu
održavajte svoju visinu i pravac bez ikakve pomoći od vas. Ustvari sve što si ti
će se mešati u avion.

Kada predajem nove pilote, često radim demo let aviona. Ja dobijem
avionom do 100 stopa, a zatim vratite gasa nazad na lepu brzinu krstarenja. dobijam
ide ravno, sa dosta prostora ispred njega, a onda mi oduzme ruku
držeći i držite radio na levoj strani, a ruke mi se šire
naglasite da ne radim ništa. Dopustio sam avionu da ide gde god hoće
idite dokle god drže nadmorsku visinu
na vetru i ima dovoljno prostora. Ako letite trener visokog krila i vas
ne može to da uradi, tvoj avion je van trima.

Čak i u blagom vetru sa nekim sunčevim udarcima, kada stignete do visine letenja, vi
treba da bude u stanju da povuče ruku sa štapa. Oh, avion će se kretati
a povetarac bi ga mogao potisnuti u red, ali bi i dalje trebao letjeti
nema pomoći od tebe.

Pored ove iste linije razmišljanja, nemojte držati svoje navike više od par
nekoliko sekundi nakon što avion počne da se okreće. Razumijte da se avion pređe
bankarstvo ili nagib krila. Ako dugo držite zaokret, primorate ga
avion za produbljivanje ove banke i na kraju će izgubiti lift i otići u a
spiralno ronjenje i pad. Dajte ulazne podatke polako i nežno i gledajte
avion. Započnite redom, zatim pustite, a zatim okrenite još i pustite. Početak
vaše obrise dugo pre nego što vam treba i nećete trebati da napravite oštre obrtaje.

Samo gledam kako ovi momci drže red, drže red, drže red, pada.
Naravno da leti na vetar od 10 milja na sat, blizu tla, dolazeći prema
sami s punim gasom.

6) Preflight check - Before every flight it is the pilot's responsibility to

confirm that the plane, the controls and the conditions are correct and
acceptable for flight.

Plane - Batteries at proper power

Surfaces properly aligned
No damage or breakage on the plane
Everything secure

Radio - Frequency control has been met before you turn on the radio
(this has gone away with 2.4 GHz systems)
A full range check before the first flight of the day
All trims and switches in the proper position for this plane
Battery condition is good
Antenna fully extended
For computer radios - proper model is displayed
All surfaces move in the proper direction

Conditions - No one on the field or in any way at risk from your fight
You are launching into the wind
Wind strength is acceptable ( see wind above )
Sunglasses and a hat to protect your eyes
All other area conditions are acceptable.

Then and only then can you consider yourself, your plane, radio and the
conditions right for flight. Based on your plane, your radio and local
conditions you may need to add or change something here, but this is the bare
minimum. It only takes a couple of minutes at the beginning of the flying day
and only a few seconds to perform before each flight.
If this all seems like too much to remember, do what professional pilots do,
take along a preflight check list. Before every flight they go down
the check list, perform the tests, in sequence, and confirm that all is right.
If you want your flying experience to be a positive one, you should do the
same. After a short time, it all becomes automatic and just a natural part of
a fun and rewarding day.

I hope some of this is useful in learning to fly your plane.

6) Provera prethodne kontrole - Prije svakog leta odgovoran je pilotu

potvrdite da su ravnini, kontrole i uslovi tačni i
prihvatljiv za let.

Avion - Baterije na odgovarajućoj snazi

Površine pravilno poravnate
Nema štete ili lomljenja u avionu
Sve je sigurno

Radio - Kontrola frekvencije je ispunjena pre nego što uključite radio

(ovo je nestalo sa 2,4 GHz sistemima)
Provjerite cijeli raspon pre prvog leta dana
Svi trimovi i prekidači u odgovarajućem položaju za ovu avionu
Stanje baterije je dobro
Antena je potpuno proširena
Za računarske radio uređaje - prikazan je odgovarajući model
Sve površine se kreću u pravom smeru

Uslovi - Niko na terenu ni na koji način nije u opasnosti od vaše borbe

Lansiraš se na vetar
Jačina vjetra je prihvatljiva (vidi vjetru iznad)
Sunčane naočare i šešir za zaštitu očiju
Svi drugi uslovi područja su prihvatljivi.

Onda i tek onda možete da se smatrate sami sebi, vašim avionom, radio i
uslovi za let. Na osnovu vašeg aviona, vašeg radio i lokalnog
uslove koje možda treba da dodate ili promenite ovde, ali ovo je gola
minimum. Potrebno je samo nekoliko minuta na početku dana letenja
i samo nekoliko sekundi za izvođenje pre svakog leta.

Ako se ovo čini previše za pamćenje, radi šta profesionalni piloti rade,
uzmite preliminarnu kontrolnu listu. Pre svakog leta oni padaju
provjeriti listu, izvršiti testove, u nizu i potvrditi da je sve u redu.
Ako želite da vaše leteće iskustvo bude pozitivno, trebalo bi da uradite
isti. Posle kratkog vremena, sve postaje automatsko i samo prirodni deo
zabavan i nagrađivani dan.

Nadam se da je nešto od toga korisno u učenju da letiš svoj avion.

The following routine is one that I teach and encourage my students to practice in order to gain
confidence and competence. And I will test them on this.

 preflight safety check

 range check
 safe and proper take off
 fly a large circle around the field at least double tree height upwind from our position
 Same circle in the oppoosite direction - staying upwind of our position
 figure 8 over the center of the field upwind of our position
 Demonstrate and recover from a stall
 Power off glide for a reasonable time for this particular model, usually 30 seconds, staying
upwind of our position
 proper set-up for a landing into the wind
 Land safely and in control in an appropriate location

Remember, the key to success for new pilots is not the number of tricks they can perform on their
first flight. It is the ability to take off safely, fly with confidence and land safely so they can fly again.
I recommend they perform the above routine 10 times safely before they even consider any kind of
tricks.

Stunting is usually when they get in trouble and crash the plane. Then they blame the plane or the
radio. Only after they show competence at the above do I even talk about loops, tail slides or
anything else.

We fly on a government owned field. By rule the County considers them Novice and they can't fly
alone until they are tested and passed by an examiner. Above is the test that we use, so I am
teaching to the test. I tell them this is what they have to do to be considered a senior pilot on this
field so they can fly unsupervised. And I demonstarate what I want to see.

I have had people pass the test on the first day and some who could not do it after a whole
season.

Sledeća rutina je ona koju ja podučavam i podstičem svoje učenike da praktikuju kako bi ste dobili
poverenje i kompetentnost. I ja ću ih testirati na ovo.
• preliminarna provera bezbednosti
• proveru opsega
• sigurno i ispravno polijetati
• letite veliki krug oko polja najmanje dvostruko drvo visine od vjetra
• Isti krug u suprotnom smeru - ostati na vetru naše pozicije
• Slika 8 iznad centra polja na vrhu naše pozicije
• Demonstrirati i oporaviti se iz štanda
• Isključite guranje u razumnom vremenu za ovaj određeni model, obično 30 sekundi, ostajući na
uspravnom položaju
• ispravna postavka za sletanje u vetar
• Zemljište bezbedno i kontrolisano na odgovarajućoj lokaciji

Zapamtite, ključ uspeha za nove pilote nije broj trikova koje mogu obaviti na svom prvom letu. To
je sposobnost bezbednog poletanja, sigurno letjeti sa sigurnošću i kopno, kako bi ponovo mogli
letjeti. Ja preporučujem da izvode gore navedene rutine 10 puta sigurno pre nego što čak
razmotre bilo kakve trikove.

Stunting je obično kada dođu u nevolje i sruše avion. Zatim krive avion ili radio. Tek nakon što
pokazuju kompetenciju na gornjoj strani, čak i pričam o petlji, slipovima ili bilo čemu drugom.

Letimo na oblasti u vlasništvu vlade. Po pravilu, županije ih smatraju Novicom i ne mogu sami
leteti dok ih ne testiraju i ne iznesu ispitanici. Iznad je test koji koristimo, tako da predajem testu.
Ja im kažem da je to ono što oni moraju da rade da bi se smatrali višim pilotom na ovom polju,
tako da mogu da leti bez nadzora. I ja demonstriram ono što želim da vidim.

Imao sam ljude da prođu test prvog dana i neke koji to nisu mogli učiniti nakon cele sezone.

The things I use to help with orientation and flying toward yourself are:
a) keep the plane high, at least 100 feet
b) don't get far out. Trottle back so the plane does not get far away!
c) NEVER fly over your head - I give them such grief if they let the plane get behind them. In fact
that is usually cause for me to take the radio. They don't like it but if they can't say in front, I take
the radio, get them out front, then give it to them again.
d) Project yourself into the cockpit. When I say right I mean the plane's right. Right is always right
stick regardless of which way the plane is going. so as I talk them through the flight I am giving
them directions as seen from the pilot's seat. Seems to help them project into the pilot's seat.

Stvari koje koristim za pomoć u orijentaciji i letenju prema sebi su:

a) održati avion visoke, najmanje 100 stopa
b) ne dirajte daleko. Vrati se nazad tako da se avion ne udaljava!
c) NIKADA ne leti preko glave - ja im dajem takvu bol, ako puste avion iza njih. U stvari to je
najčešće razlog za mene da uzmem radio. Ne vole to, ali ako ne mogu reći ispred, uzimam radio,
izvadim ih ispred, a onda im ponovo dati.
d) Provedite sebe u kokpit. Kad kažem ispravno, avion je u pravu. U pravu je uvek pravi štap bez
obzira na koji način avion ide. tako da dok im govorim kroz let, daju im pravce kao što se vidi sa
pilotskog sedišta. Izgleda da im pomažu da prođu na pilotsko sedište.