Make the First Flight Easier on Yourself
If you can get an experienced pilot to check the airplane and help with the maiden flight, do it. A buddy box is even better because the instructor can take control without grabbing for the transmitter.
That is not cheating. The first flight is when you find out whether the airplane is balanced, trimmed, and set up the way you thought it was. There is no prize for discovering a reversed control by yourself after takeoff.
Before the Propeller Turns
- Inspect the airframe, propeller, hinges, linkages, battery restraint, and center of gravity.
- Select the correct model memory and keep the throttle safely disabled while working around the airplane.
- Check every control surface and the response of any stabilization system.
- Use the radio manufacturer’s range-test procedure. There is no one distance that applies to every system.
- Look at the runway, wind, people, vehicles, obstacles, and the airspace.
Takeoff
Use an into-wind takeoff when the runway and field procedures allow it. Bring the power in smoothly, keep the airplane tracking straight, and let it build flying speed. Do not yank it off the ground because you are anxious to see it fly.
Once it is climbing steadily, level the wings and give yourself some room before turning. If the airplane is hand-launched, let somebody who knows the model launch it until you are comfortable with that job too.
Give Yourself a Pattern
Random flying makes it hard to plan ahead. A simple rectangular pattern gives you a place to put each turn and sets you up for an approach. Keep the airplane in front of the flight line and make small, smooth corrections.
When the airplane comes toward you, left and right can suddenly feel wrong. I think about lifting the low wing rather than trying to translate everything in my head. This is exactly the kind of orientation practice that a simulator is good for.
Landings and Go-Arounds
A good landing starts before the airplane reaches the runway. Set up early, manage the power, and keep the wings level. The exact throttle and flare timing will depend on the airplane and the conditions.
If the approach is too high, too low, too fast, or just looks wrong, add power and go around. I would much rather watch somebody make three go-arounds than watch them force one bad approach into the ground.
Do Not Count Flights—Watch the Skills
There is no flight number where everybody is suddenly ready to turn off training assistance or buy a faster airplane. Look for consistent patterns, controlled approaches, go-arounds, and landings. Reduce the help gradually when you and your instructor think the airplane is no longer getting ahead of you.
Next Up
Before trying a different park or field, you need to know what the airspace allows. That is where Lesson 9 goes next.