|This is a collection of
the most common things I have helped new pilots with.
Also read Checklist. I made this to use when a new pilot wants you to check over and fly their helicopter, but if you are a new pilot it will help you to know what needs to be looked at.
|Going out and flying once or twice then
putting up for the day.
It's very difficult to progress like that. As I've told many, until you have flown several gallons then during the first tank you will still be nervous, the second tank you will start to get used to it. It will be the third tank before you are relaxed (well semi relaxed) and can more focus on controlling the helicopter. Every tank past two you will increase your skills. The more you can fly that day, the more you will learn.
grips on backwards.
I'm not sure why, but I have seen many tail blade grips installed backwards. This configuration will fly, but it adds confusion when someone else is trying to help since the rudder servo will be backwards to a 'standard' configuration and also the gyro will have to be reversed of a 'standard' configuration. In addition the taill will not be as efficient because the front tail blade will rotate down with the downwash. To check for correct assembly of the tail rotor refer to the picture and text <here>.
It's important to check this on the bench. If you try to fly it this way, then as soon as the helicopter gets light on the skids it will spin very fast. If this is done on grass then theres a chance it could snag the ground and tip over. To check the gyro move the rudder stick to the right, the control rod for the tail should be pulled toward the front of the helicopter. Next pick up the helicopter by the rotor head. Grab the tail boom and quickly rotate the helicopter so the nose goes to the left. Watch the control rod, it needs to move forward. If it does not then the gyro is reversed. There will be a reverse switch or jumper located on the gyro, this is not done in the radio.
|ATV's (servo end limits) not set causing
In general the end points (or what some radio manufactures call ATV's) are used to ensure that the servos do not rotate so far that the links get in a bind. A bind meaning that the servo is trying to push a link further that it can go. For information on how to set the servo limits, read the page I wrote on how to do radio setups <here>.
|Some or all links backwards.
The links that come with the Raptor have a label on one side. This side needs to be pointed out. There are some links however that are not labeled, like the elevator links. The technique to figure out the correct way to put them on applys to all links* of any brand. Simply place the link against the ball (don't snap it on) and note how far it goes on, then try the other side. The side that goes on further is the correct direction.
*The Rocket City links are not directional.
|Thrust bearings installed wrong.
Yes the thrust bearing races are close to the same size. The easiest way to tell which one has the larger inside diameter is to place them on the spindle shaft and rock them back and forth. The one that moves the most is the one that needs to go toward the center of the rotor. The other one with the smaller inside diameter goes toward the blade.
This is the name given to describe the sudden moving of the throttle stick all the way down when the pilot gets in trouble. It is good to get the helicopter on the ground, but the problem with 'chop stick' is that if you are up high you cause the helicopter to slam into the ground and crash. Chop stick is a natural reaction when you are starting out and that is why I like to setup the pitch with 0 on the bottom (-2 at the most) and I don't like to see the pilot get the helicopter over two feet above the ground. This will help, but you do have to train yourself not to do chop stick.
This is something I see setup wrong a lot. Keep the antenna away from servo wires, notice how the receiver is mounted so the plugs are on the left side of the helicopter and the antenna is on the right. Another common thing is to have the antenna taped or zip tied to the tail boom support rod. This will effect the reception, also the wire should not be parallel with either the support rods or the tail boom. And another thing I see a lot is the antenna is pulled too tight. This can break the wire over time with the vibration of the helicopter.
Click <HERE> for my page on routing the antenna.
This is something I see a lot. For more info on what the right tension is, click <HERE>.