Sneaking in a Fly

...on a beautiful morning

The windy and rainy weather finally abated, leaving a calm window on an immaculate morning.

As has happened a few times, the breeze picked up by the minute, but still left enough time to get the Phoenix 2000 into the air for a bit of exercise.

The stiffening breeze made the flying quite entertaining, with the Phoenix climbing while almost stationary to the ground, then dipping into turns and running downwind.

Landing was good too, having to catch wings dipping now and then in approach, but steadying for a nice landing once in the zone sheltered by the trees...

Touch and Go

...in a plane with no wheels

The forecast was for a breezy day however the early morning was calm and inviting for a bit of flying. Barely a breath of wind on the ground, the occasional wobbles of the Phoenix 2000's wings indicated the breeze was starting to develop.

I flew the glider in big lazy circuits around the field and over the surrounding farmland, bringing it back in for a few sweeping fly-bys and low-altitude passes.

During one of these low passes I made a late decision to bring the plane in for a landing, but it was going way too fast to stay on the deck. I also misjudged the landing flair, with the combined effect that the Phoenix bumped down then floated back into the air.

With insufficient field left to put it down in, I applied power and took it round again. So a perfect touch and go, nevertheless I don't think I'll be adding that to the standard repertoire...

A Close Shave

...the phoenix almost bought the farm again

I flew again this morning at the local sports field, however this time I had a nasty scare on launch.

Despite dozens of launches without issue, this time the left stick got caught in the sleeve of my jumper as I launched the glider, with the result that the Phoenix 2000 had left rudder and down elevator as I threw it...

Previously this would have spelled disaster, however this time I managed to recover, although it wasn't pretty...

Peaceful Morning Glide

...except for the ninja magpies

I had a very peaceful fly this morning at a local sports field. The weather started off sunny then quickly grew heavily overcast from the East, with dark grey clouds threatening imminent rain.

I launched the Phoenix 2000 with barely any breeze at all, and it glided contentedly into the overcast sky. Due to the major surgery done on the wings, I wasn't wanting to do any high-G manoeuvres in case of catastrophic failure. However I was wanting to assess the performance of the Phoenix with the new 2200mAh battery, the previous flight having been too breezy to really see how it went.

Well I had good opportunity, needing to outrun magpies flying at the glider with intent. I have figured the best method of dealing with these assaults is to maintain or gain altitude. In this endeavour the Phoenix performs well, climbing steeply under full power and rapidly gaining height. While it's long wings mean it's not the most agile, once it's seen off the attentions of the xenophobic avians, it glides with consummate ease and grace.

In calm conditions the flaps are quite useful, slowing the approach down to a comfortable pace. I also did do some flying with the flaps down, allowing slow cruising at very low power - most relaxing experience.

The landing in calm weather can be a little challenging, mainly because it is easy to misjudge the approach because of the good glide characteristics. Additionally, the trees surrounding most of the field necessitate a sharply banked turn onto finals. Nevertheless, I managed bring the Phoenix with two pretty good landings to end an enjoyable morning's flying...

What to Learn to Fly With

...in my experience

AXN Floater Jet
Conventional wisdom suggests that pusher planes are ideal trainers, the mid-mounted motor and propellor being well protected.

However, my experience with this configuration in the Floater Jet has been annoying for two reasons:

• They want to fly into the ground when you launch them
• The flight characteristics vary with speed and acceleration

While the prop and motor are protected, the counterintuitive flight characteristics mean you end up crashing the nose. A lot. My example is now destroyed but the propellor and motor are still immaculate. My feeling is that if this thing flew more predictably you wouldn't end up crashing it so often...


Phoenix 2000
I had read somewhere that an important factor in choosing a training aircraft is to get a large one so that visibility and orientation is easier.

My experience with the Phoenix has been mixed:

• They head straight up if you launch them with too much power
• The flight characteristics vary with speed and acceleration

Completely alarming on takeoff to the inexperienced, it also responds very slowly to turns due to its long wingspan, and is susceptible to gusts for the same reason. Similarly, it's large frontal area and high-lift wings mean it doesn't do well flying into headwinds - it goes up as far as it goes forward.

Although an 1800mAh battery is the largest suggested, I'd definitely put a 2200mAh pack up front to weigh the nose down, especially for beginner pilots. It also gives you more power to manage tight situation easier.


Hobbyking Walrus

Someone made a comment on a forum that the Walrus wouldn't really be a trainer plane. I don't know why not, as this is the most benign of the three aircraft I've flown.

• They launch and fly as you'd expect, whether under power or not
• They're manoeuvrable but are as stable as you could hope

The standard propellor is crappy, but replacer that with a carbon 10x6 along with a 2200mAh battery and you have a nice performing all-rounder.

Lanyu Trainstar
The Trainstar is a fun and engaging plane to fly, however again I don't know that I'd choose this as a beginner's plane unless you are being tutored by an experienced pilot. 

The Trainstar is difficult to keep straight during takeoff, can give you a bend prop adapter if you don't keep the tail down and can be a little challenging to fly, like when it tightens in sharp turns.

Having said that, if you can negotiate it's peculiarities, you'll be rewarded with a fun and characterful plane to fly.

Programmable Transmitter
I've found it very useful to have a programmable transmitter, as this allows you to vary the stick sensitivity (expo), alter the transmitting power and also vary servo travel, none of which can be done with a basic transmitter. 

The expo helps make sensitive aircraft more manageable and the travel setting is great for things like setting flap deployment.

Phoenix Reconstruction Test Flight

...and all was well

This morning I managed to get the Phoenix 2000 out for a test flight. Conditions were not optimal, with a moderate breeze and some gusts. However, after standing in the field for a while assessing the weather, I decided to give it a go.

I'd fitted the Phoenix with the 2200mAh battery to counter it's nose-up characteristic under power and, considering how much lift this craft generates, had no concerns of it being too nose-heavy especially after how well the Walrus performed with the same power pack.

The larger battery also provides more power, making things more manageable when the glider  goes into a climb, as it will hold the climb better giving you time to react.

So, feeling quite confident about the state of the rebuild and the weight, I launched the Phoenix with a bit more than half power and it took to the air quite happily. I had set the controls to full travel (very daring) with about 50% expo, however with the breezy conditions it was difficult to get an accurate feel of the plane's responses. Nevertheless it flew very well, with the lazy and floaty characteristic of its long wingspan.

While the flying went well, getting the Phoenix back on the deck proved more of a challenge, not helped by the fence running across the middle of the field. The problem was that on approach into the wind, the Phoenix doesn't make much headway. However, when it drops within two metres of the ground and the breeze slackens, it  floats on and on. I had a few goes at this, including some emergency power climbs to climb over fences it wasn't going to clear...

Phoenix Ready

...but the weather's not co-operating

I finally managed to get the Phoenix 2000 in flying state last night, installing the wings and setting the control surfaces, expo and travel. Unfortunately the completion of work also coincides with a shift to stormy weather, so there's no opportunity to fly this morning.

One small piece of work which I still need to do is to change one of the flap control horns, as I had over-drilled the attaching hole, with the result that there is a lot of play in the flap. I'd temporarily taped up the flaps to eliminate this in the event of getting into the air this morning.

However, as this did not eventuate, I'll work on the flaps this evening and have the Phoenix sorted for tomorrow...

Short Circuit

...toasting my electrics

I swapped out the Phoenix ESC's only to discover the new unit was overheating as well. During the brief window of functioning, I checked the controls and found no response from the ailerons, pointing to a short circuit of some description.

I thought the most likely potential to be a smashed servo, however it turned out to be stripped wiring on the servo lead as a result of the crash. Foraging around in my packets of spares I found enough extension leads to make up the length, so now everything seems to be going OK.

Unfortunately, having had to strip the propellor, motor and battery tray out and reassemble them, I wasn't able to finish the wing repair on time. However I am hoping that, with no major unforeseen issues (like not being able to get the wing back on), I should be able to finish the reconstruction this evening and hopefully have the Phoenix 2000 ready for its test flight tomorrow...

Phoenix Repair Stage II

...getting close

The wings have been patched, control surfaces reattached and I connected up the servos and receiver yesterday, hoping to give the electrics a workout.

Unfortunately, despite a successful earlier check of the receiver, when I connected everything up there was no response at all. It was only after a few minutes of attempting to get the receiver working that I picked up the Phoenix 2000 and discovered the likely issue - the ESC was burning hot.

Which explains why the receiver wasn't working, as presumably the BEC got fried when the ESC melted down. So now I need to swap ESC'S - I'll have to borrow the one off the Floater Jet, which I am now certain I'm not going to get repaired, so I don't think it'll mind.

That is a bit unfortunate as I've already reinstalled the motor, and the power cables are so hard to push in within the confines of the fuselage. Anyhow, I'll just need to remove the battery tray I think...

The Phoenix Rises...Again

...hardy bird readies for flight

I've started on the delayed, yet hopeful, undertaking of restoring the Phoenix 2000 to flying condition following its cart-wheeling crash into the duck pond some while ago.

The wings, which took the brunt of the crash, looked a bit sad with all four mounting points torn out, and the end section of one of the wings snapped off outboard of the flap servo mount. The flaps and ailerons had the hinge screws ripped out, but these should be  relatively easy to glue these back in place.

The tail section, on the other hand, is in remarkably good shape and somehow escaped the violent impact unscathed.

So the main concern, along with making sure everything is aligned so it flies straight, is to enure that the wing mounts are securely reattached so the wings stay on!

The nose-section of the Phoenix fuselage is a bit battered, although no worse I think than from its previous big smash. The propellor and spinner are ok, just needing a wash to get the grit out and so the blades can fold freely.

So far there has been nothing that looks unrepairable, so we'll just have to see how things go...

Frosty Spring Flight

...a lovely morning to send the Walrus to the heavens

A cold clear evening resulted in an unusually cold and frosty morning, almost still with a dusting of clouds.

This was a perfect morning to let the Walrus off it leash to explore the altitudes...

Drizzly Flight

...a quick flight before the rain moved in

I managed to get in a quick flight this morning before the showers reached the field in earnest. The odd speckle of rain was about as I prepared the Walrus for its morning run, but the heavy black clouds with tendrils of rain nearby portended the onset of heavy showers was imminent.

For the first time the kangaroos stayed on the field while I was flying, the lack of wind allowing me to launch from the near-side of the field without disturbing them too much. Sadly, turning off the road into the field I saw a dead kangaroo lying in the gutter - one of them had ventured to a reserve on the other side of the road but hadn't made it back...

First Flight with 2200mAh Battery

...and the carbon prop

The weather this morning had calmed sufficiently to venture out with the Walrus for a flight. Not just any flight, the first flight with the 2200mAh battery installed in the nose.

The Walrus assembly instructions do not provide any particular clues regarding location of the battery. In an attempt to resolve the packaging issues, I had fabricated a battery tray directly behind the motor. This layout is similar to the Phoenix 2000 and worked well with the 1800mAh battery I'd been using.

Lifting the Walrus out of the car I could really feel the extra thirty grams of the larger battery, located well in front of the wings. However I held my resolve not to change-out the new battery for the smaller unit sitting in the car, and headed out. There was a moderate breeze blowing which would help the Walrus to get flying quicker, which was good.

All connected, I set the throttle generously and heaved the Walrus up. I was prepared for various scenarios, being prepared to hit the flaps if necessary to get a bit of emergency height, and perhaps having to nurse the gravid Walrus onto a high-power approach to prevent it from nose-diving.

My concerns, however, proved groundless as the Walrus soared into the air without a hint of imbalance or labouring under the heavier load. If anything, the heavier battery gives the plane a more planted feel in the air, and the higher output combined with the larger carbon prop transform the Walrus from an intermediate trainer to a sports tourer. It's performance is now much more three-dimensional capable of higher speeds and sustaining steep climbs.

With the good news of power and speed one would expect a nasty compromise on approach. However I am relieved to report that the Walrus floated into the breeze for landing absolutely happily, for a landing as easy as any...

A Break in the Weather?

...I'm dreaming of a calm morning

Following a week of placid weather we're in the midst of a week of gusty change. There may be an opportunity, however, to sneak in an early fly here and there.

This evening the winds have moderated to the occasional slight breeze, portending well for prospects tomorrow morning.

The Walrus is all prepped and ready to go, with pre-installed 2200mAh battery with a reserve option of the proven 1800mAh unit if previously said battery proves excessively monolithic.

Aspirational Location

...but maybe not just yet

I have been doing some searching for places to fly on the weekends. The problems is trying to find a field which is large and open enough yet which is not overrun with people.

On the weekend we visited a park in a nearby suburb. It's an intriguing location to fly - quite hilly being almost an amphitheatre in shape, and with a lake in the centre, the lowest point in the park. There are also ranges of trees in various locations.

What makes it intriguing for flying is that. at a few points, you have a panoramic view over the whole park, which is pretty expansive. Also, whilst hills, some of the open areas are of a sufficiently small gradient as to make them land-able...

Power Up

...a battery of changes

My spare battery, having thus far survived several crashes in the Floater Jet, finally succumbed to serial abuse when I forgot to disconnect it after a flight. As usual with depleted batteries, I bumped up the voltage by charging it on the Accucell charger as a NiMH, then switching over to LiPO-charge. However, this time, the charger only recognised two cells.

I'm not sure what has happened, but checking the voltage on the balance lead of my good battery in comparison confirmed that one cell was giving no voltage. I have checked to see if perhaps there was a short or something with the leads on the individual cells but have had no luck.

So I've ordered two new batteries, opting for 2200mAh Turnigy units. This is the same rating but a larger capacity than my current 1800mAh battery. The main reason for the upgrade is not the capacity but the curious fact that the 2200mAh battery is shorter than my the 1800mAh, which only just clears the servos arms at full travel, even when pushed right up against the motor.

One concern, though, is that it weighs about thirty grams more than the 1800mAh battery, and it's located right up front. This is also the reason I didn't go for a higher C-rating, as these each weigh progressively more.

What may offer compensation for the increased mass is that I've noticed that the Walrus seems to generate more lift with the carbon propellor, perhaps because the larger spread of prop-wash from the bigger diameter generates more lift from the wings? Anyway, the batteries are still a few days away so we have time for some subconscious deliberation before then.

However, I'm generally thinking that the first launch will be with a good throw and plenty of power, just to make sure it doesn't plough in...

First Flight with Carbon Propellor

...and lots of angry magpies

We took the Walrus for a fly this morning at one of the local sports fields. It was a perfect morning, sunny with some high cloud and beautiful blue sky. There was also hardly any breeze, just the slightest suggestion of air movement.

The field area is quite big however I'm still nervous about flying the plane over anything that could get damaged, like houses cars or people. The risk now is much lower, having tested that the transmitter and receiver work at the limits of my vision. Still, I don't want to have to explain to people why a plane flew through their lounge window...

Having "bench-tested" the carbon propellor yesterday after having fitted it, I was quite confident that there wouldn't be any issues. So I lobbed the Walrus into the air and it took off as happily as you could like.


The carbon blades appear to be quieter and require less throttle input for equivalent performance. I didn't really try it much at full power, but what I did seemed to point to better performance. So, all in all, an awesome upgrade!

Being spring, even only just, the Walrus was visited by several local avian residents, all of shared a similar agenda of scaring the invader out of their territory. They're obviously not familiar with EPO foam...

In a Zen Flying-first, I've actually got footage on the wing-cam of magpies accosting the plane and, in another video, the magpie actually contacted the plane, although only barely. Nevertheless, this display of aerial combat provided hearty amusement for one of the ground-staff who arrived to prepare the fields for the morning's soccer games.

After we'd finished flying a hot air balloon drifted over and headed for the far field to land. Appearing serene and elegant, these perceptions were quickly dispelled by its hazardous approach for landing, with it skimming over treetops and narrowly clearing a floodlight tower. The touchdown was surprisingly good, but then the gondola proceeded to tip half-over along with the occupants as it got dragged by the balloon in the breeze.

I think I'll stick to flying the Walrus...

Carbon Fibre Propellor on the Walrus

...and it looks groovy

With the parcel safely retrieved from the post office, I fitted the 10x6 carbon fibre prop to the Walrus last night. It was really easy to change the blades, just two screws to be removed and taking only a couple of minutes.

The blades fit perfectly and look brilliant. They are quite a bit bigger than the standard Walrus blades but I tried running the motor and it handles the extra load quite happily.

The finish of the blade is much better than the plastic original which, to be quite honest, is quite crappy. And, of course, the carbon weave looks good...

Serenity at High Altitude

...an extraordinary flight


I had a completely serene flying experience this morning.

The weather was heavily overcast with a multitude of textures and colours of heavy rain clouds covering the sky. It was almost completely still with just the slightest suggestion of a breeze on the ground with a feel of the moisture in the air.

I threw the Walrus up and did a bit of aerobatics to warm up the servos and them did a run over the kangaroo ground to see how they were doing. Having completed these missions I was wondering what was next, so set the Walrus with a hint of up-elevator with moderate throttle and let it go.

With the cool morning air the Walrus climbed quickly and steadily until it was just a snippet of a plane high in the air, communing with the clouds.

A wing of Sacred Ibis flew over in a perfect V-formation heading north, their pale colouring contrasting with the dark clouds above them.

I took this restful opportunity to take the first ever photo of the Walrus flying as up till now I haven't wanted to take the risk...

Propellor Held Hostage

...noooooo!


Came home this afternoon to find a delivery card for a parcel - my carbon propellor, excellent! It was ten past five, and the post office closes at five. Gnashing of teeth, kicking of things...

Very annoying as I would get good use out of the propellor on the Walrus, while it would be of absolutely no use to the post office, so really I should be allowed to go and get it based on these grounds.

Seems a reasonable-enough argument I think...

Flight Before The Storm

...and something of a record

Another flyable morning, which must be something of a record! Last night was very windy as a cold front approached from the south west, bringing rain and cold temperatures for the weekend. Luckily though, the winds abated to the gentlest of northerly breezes this morning, perfect for getting the Walrus into the air.

As per the usual routine I did a lot of slow cruising around the paddock, some low fly-pasts and a few loops and rolls. Being more confident now in the robustness of the RC link, as well as better at gauging the aircraft's orientation at distance, I extended the flight envelope sending the Walrus further to the industrialised north, then towards the dark forests of the south and up into the rising hills of the east, where the kangaroos play. I also flew a few camera-runs over the wildlife, making sure not to get too close but hoping to get some nice footage of them enjoying their breakfast.

Flying with the slight breeze is quite fun - going into the wind you can gain altitude quickly while  going downwind allows brisk cross-country flight. Also, approaches  across the wind look so good as you can see the plane drifting down with the breeze as it comes into the field.

When doing aerobatics I have been giving the Walrus full throttle to build up speed gain height, however I must say that I find the full-throttle performance a little underwhelming, with increased noise from the propeller seeming to be the main effect.

I'm growing increasingly interested to try out the 10x6 carbon blades I bought, as I think the slightly larger diameter will be beneficial and I'm hoping the profile will be more effective than the white units standard with the kit. They are shipping in from Hong Kong which takes forever, so we still have to be patient a little while longer...

Breezy Flight

...a breeze is stealthily approaching

I had an interesting flight this morning. The forecast was for a moderate breeze although when I got to the field there was just a suggestion of breeze from the North. So I happily launched the Walrus and set about cruising around. However it was soon apparent that something was amiss - sometimes control response was slow and occasionally a wing would kick up for no apparent reason.

Now, with the history of failures I've had while flying my RC aircraft,  random behaviour is cause for instant panic. I had resolved the wing-warp issue with padding in my car so it wasn't likely to be that. Also, with the receiver configuration in the Walrus as well as the high-power US transmitter settings I've happily not had any issue with signal loss lately.

Testing the Walrus showed normal response to inputs, although it was now clear that the relative calm at ground level was masking the approach of a growing breeze. Realising this I was quite happy, as knowing what to expect is much more reassuring, even if it's the unexpected!

I made a camera-run over the kangaroos to try and get some better video than I've managed up till now. I was probably a little too far away to judge the distances well, so I had a rather closer encounter with them than I had anticipated but did little more than pique their interest as the Walrus pulled into a climb over their heads.

By the time I came in for the final landing the breeze was quite strong although smooth. After an initial approach was aborted due to the Walrus running out of height, I tried again coming in much higher. The Walrus flew it at snail's pace against the wind, having to make constant adjustments to keep it on the level before finally dropping it onto the grass at the far side of the field...

Wonderful Weather

...amazing contrasts

This afternoon was warm and balmy, the sort of weather that makes you feel both dozy and energised at the same time. It was only when I was looking over the photos this evening that I recalled that it had actually been cold and misty this morning! It seemed so far removed from the balmy evening I was enjoying as to seem unreal!

Quite amazing...

Warping Walrus

...wing warping of the unexpected kind

The sudden onset of warm weather has had an unexpected outcome - the Walrus has gone soft!

I've had the plane in the back of my car virtually since I've had it with little ill effect. However, with the last couple of days been moderately warm (only in the low twenties) the right wing tip has warped where it was pushed against the car. This caused the Walrus to have a right turn yesterday, and this afternoon again although worse.

I have taken to putting in a few cushions to, well, cushion and support the plane so there is less stress on it. I wonder if this is a common issue, and if there is some solution to the problem? The obvious remedy is to not have it in the car, although this would also mean forgoing the best opportunities to fly. 

So I'll have to give this some thought. Perhaps some sort of aeroplane bed?

Another Lovely Morning

...making the most of it

Today was another perfect flying morning. Colder than yesterday, the low mists across the paddocks were beginning to clear when I arrived.

I had a pretty lazy flight, a bit of aerobatics when the moment presented itself but otherwise low and slow, guiding the Walrus around the trees and over the fields. I even flew over the top field, which I'd previously always avoided because of the floodlight posts. If you look at some of the videos it's as if a force-field existed, with the Walrus shying away any time it approached.

I also did a few slow fly-overs of the kangaroos, and might even have got a shot of a pair of them having a morning boxing match! I tried out a few half-barrel rolls to check out inverted flight but didn't maintain that for long. Also tried a negative-G pullout, but it felt quite freaky so I abandoned it half way through!

The flights ended with nice slow landings. I'm still getting the feel of the landing flare - I usually over-do it but the Walrus hangs in the air so nicely with the ground effect that's is easy enough to catch and slowly ease it down onto the deck...

Ridge Flying

...but not terribly successfully

I tried out a bit of ridge flying this afternoon, hoping to get some lift from the gentle southerly blowing up the bank to the sports fields. It's not hugely elevated - perhaps fifteen metres or so, but I was hoping it might be sufficient to generate at least model-sized wave lift.

It was the first afternoon that I've flown the Walrus, in fact I think it's the first time I've flown anything in the afternoon, so I was a little nervous. Warm, breezy...

I launched the Walrus directly onto the ridge and it was immediately apparent that this wasn't going to be an afternoon in the park. Despite the breeze fairly smooth and gentle it still make flying conditions fairly challenging. It also didn't help that there was a large tree just at the edge of the field, in the middle of what would be the optimum ridge flying route.

So I flew the Walrus for a while trying to get some lift but eventually gave it up, any lift that might have been there certainly not compensating for the effort and risk. So I turned back over to the field to end the afternoon's flying in more gentle conditions...