Propwash Video’s and SKS Video Productions’

CRASHER FIVE

Modeling Mayhem and Misery

RC Bloopers

By: Frank Granelli

Normally, Sport Aviator does not review or advertise the so-called Crash Videos. While they are fun to watch for experienced RC pilots, they could serve to discourage potential new pilots. So, we have avoided them. But that is now going to change for a very good reason.

As the name suggests, this is the fifth video in the “Crasher” Series. In the talks I give at various clubs about trimming and aircraft handling, I noticed that I have been using stills from this video series to illustrate proper use of the rudder and approach planning. The rudder is the only control that can, and does, prevent those dreaded snap rolls into the ground at low airspeeds.

I have used other stills from the videos to demonstrate how not planning ahead and staying with a bad situation too long will result in re-kitting your treasure. About every piloting mistake possible are in these videos and I have been using them to illustrate my main “talking points” in my presentations. This method has worked well so far.

Then it finally occurred to me. This new Crasher Five video could be used to do the same here in Sport Aviator. Duh! Took that long to sink in, huh Frank? I never said Newton had much to fear from my brain power, now did I? What follows is a combination fun video review and, hopefully, an educational experience for all pilots new and old.

Photo 1

Crasher Five is a combination production from the two largest and best RC video makers; Propwash Video and SKS Video Productions. The combined effort has produced an exceptional “What-Not–To-Do” RC educational, though not really intended to be, video for new and experienced RC pilots.

The critiques offered here are not judgments of any particular pilot’s skills. The analysis is offered as what could have happened and how to prevent its happening to you. The situations are not fully explained in the video so other things could be happening, an engine out situation for example, than just the problems outlined. In those instances, the photos and videos are used as pictorial illustrations of the situations and remedies being discussed.

The opening shot shows Scott Stauffer from SKS Video Productions as he outlines what is coming up. The video is divided into several sections based upon the aircraft being flown. There are many divisions but among them are scale (smaller versions of full-size airplanes), helicopters, “Foamies” and seaplanes.

Photo 2

The opening shot is of a business jet making a poorly planned and executed landing. The pilot runs out of airspeed, altitude and inspiration all at the same time. Because ducted fan or turbine engines do not usually force air at higher airspeeds over the wing and stabilizer as happens with propeller-driven aircraft, wing and tail surfaces will stall at higher aircraft speeds and recovery times are extended.

Don’t forget that throttle controls altitude and elevator controls airspeed during approaches. The Lear begins to stall as the nose heads steeply downwards. The pilot then applies up elevator which deepens the stall. Even if throttle was applied at this point, the “spool up” rates for ducted fans or turbines would be too slow to help much.

As the airplane enters ground effect (Increased lift when the airplane reaches within 1/2 wingspan from the ground), It responds to the elevator and hits flat. But the pilot continues to hold up elevator so the airplane lifts off far too slowly, flies out of ground effect and snap rolls to the right.

What should have been done? First, the approach path was too short; maybe this was an emergency landing? A longer approach, if it were possible, would have allowed the pilot to better plan the old airspeed vs. descent path conundrum. But the major error was in holding the up elevator once the airplane was flat on the ground. Sure, the landing gear would not have fared well, but the subsequent liftoff would not have happened and the airplane would not have been so severely damaged. Here is the short video clip (Slow motion version):

This is called an accelerated stall. This type of stall can occur at any airspeed with any airplane. It was very common in WW II when dive bombers would be late in pulling out of their dives. The pilot would apply too much up elevator which quickly raised the wing’s attack angle too much. The wing would be “flat” to the airflow and it would stall. Even at 350 mph, the wing was fully stalled. If this happens to you, you were flying too low!

Photo 3

This Mustang has veered sharply left on takeoff because the pilot failed to apply any right rudder. Note that the rudder remains untouched. Always remember, what ever trouble you get into, usually the rudder will always save you. Learn how to use it! Start learning by reading the Sport Aviator article “Using the Rudder”.

As the short video clip shows, the situation was made worse because the pilot never added right rudder to steer away from then sign even after liftoff. At slow airspeeds, the ailerons are not only ineffective, their adverse yaw  makes the situation worse. The right aileron input at slow airspeed caused the airplane to roll left and the rest was written in sign language!

This is the perfect example of staying with a bad situation too long. It may be possible that the engine had died, but if not, the pilot should have definitely added full throttle after the first bounce and gone around.

If this was an emergency landing, the pilot should have stayed “high” after the first bounce, to bleed off the excessive airspeed. There was still 500 ft. or more of runway left. Once some airspeed was gone, start a whole new landing approach from 4 ft. high and reset the flair. Other methods would have worked also but whatever you do, don’t just watch a bad situation get worse. Get out of there or start from the beginning again even if lower down.

Here is a short example of a pilot doing the RIGHT things. The gear is stuck up and the airplane is traveling too fast. The pilot is running out of runway so the airplane is lowered to touch down but the speed is still too high and the airplane might nose over into catastrophe. The pilot lifts off again, and then holds the airplane up, as the jet pilot failed to do, when it tries to touch down again. Note the “bounce” while still airborne.

This bleeds more airspeed, more up elevator reduces airspeed remember, and finally slows the airplane enough with the elevator to safely touch down. It is better to land in the soft rough at a slow airspeed in these situations than to land going too fast on the grass runway.

About the only improper technique was the absence of rudder input. But the airplane was flying fast enough that adverse yaw would not have caused any death rolls. Still, a little rudder input along with the ailerons would have slowed the airplane a few more mph and reduced the landing stresses. But rudder use here was not critical

Rudder however, is critical in all the following accidents. The above video shows 3 instances where proper use of the rudder, heck any use of the rudder, would have saved the airplane. The first involves a Large Hangar 9 P-47 Thunderbolt possibly converted to electric-power as the airport looks like the N.E.A.T Fair’s field where only E-Powered airplanes can fly. But that is not certain.

Regardless of the power source, Lots of things combined to destroy this fine aircraft. I need to point out that I own one of these Hangar 9 P-47 Thunderbolts. It is one of the most honest, easiest to fly, giant scale warbirds I have yet had the honor to pilot. It is such a sweet flying aircraft that I use mine, with some modifications, to fly at demos, airshows and Warbird Fly-ins. Why? Because a pilot can get away with the dumbest mistakes flying this big airplane and still look like a World Champion (which I definitely am NOT).

In the video, the P-47 lifts off at far too slow an airspeed in what looks like a heavy crosswind. The P-47 can fly at only 15 mph, so any real wind will get it airborne too quickly. The airplane immediately stalls and drops its left wing into a vertical knife edge.

Photo 4

But the pilot smartly applies right rudder and the airplane immediately rolls to its right even though the wing is not even close to flying. That is an example of just how powerful the rudder truly is.

However, the airplane is either hopelessly tail heavy or the pilot forgot that elevator controls airspeed and didn’t apply full down to lower that nose and gain airspeed. The pilot also forgot about the rudder and allowed the airplane to drift into the trees without trying to use the rudder to turn into the crosswind.

The small electric biplane also takes off too soon and immediately stalls. Left aileron is applied and of course, the airplane immediately banks to the right because of adverse yaw. Always remember, that when a wing is fully stalled, the ailerons have no effect except to yaw in the opposite direction to the control input with most airplanes. Note that the rudder stays completely straight throughout the “maneuver”. Left rudder might have saved this airplane.

But rudder is not only required on slow take offs. Check out the Mustang making a gear-up landing. The pilot knows to land at a minimum airspeed. But the airplane slows too much and stalls. The right wing drops and, despite the clearly held left aileron input, continues banking right into the ground. The rudder remains as straight throughout as a steel rail! Left rudder would have picked up the right wing when the ailerons could not.

If a new pilot remembers nothing else, remember to always use the rudder to save your airplane. If this had been a full-size Mustang, do you think the pilot would not have had both feet slammed onto the left rudder pedal to pick up that right wing? Think he would have just sat there using the now useless control stick and hoping physics would change for him? No, he’d have been on that left pedal just as your left hand should be on the left stick in these situations.

OK enough preaching. This is a fun video with lessons at every turn. Although not covered here, there is a sequence about indoor “Foamie” bloopers as well as seaplane adventures on the dark side and numerous unplanned helicopter impacts with hard ground.

Photo 5

The Foamie section is especially interesting as we get to see the human, and sometimes humorous, side of many of the World’s very best RC pilots. Some of the Foamie bloopers occurred at a recent Electric Tournament of Champion (ETOC) event held in conjunction with the April Toledo Show presented by the Weak Signals Club. (If you haven’t been yet, GO!)

Only the best in the world are invited and big prize money is at stake. But even these super skillful pilots, such as Chip Hyde, Frank Noll and Sean McMurtry sometimes make mistakes and watching them handle their very occasional setbacks is both funny and educational. They are not only excellent pilots and great people, but they also have a great sense of humor as well. Get the video and you will see what I mean.

The “Slide” section shows the victory of  retractable landing gear over common sense. Some of the piloting in these turbine gear-up landings is outstanding. Watching the good ones provides a primer on how best to remove only the underside paint film without further damage.

There is a lot of indoor mayhem in Crasher Five as well. There is even a night flight featuring a glow in the dark helicopter. This video is fun education for the newer pilot. I can’t think of a better primer about what not to do.

The 49 minute long video is available produced by SKS Video Productions is distributed by Propwash Video Productions ( www.propwashvideo.com ). See their site for full details. Get some popcorn and Bon-Bons, relax in your favorite chair, enjoy and learn. REMEMBER THE RUDDER!