I know this CRASH EVENT is going to cause issues and microscopic inquiries. But due to safety and belief there is always a solution, I light this match.
What can I do to prevent these losses the next time? Regardless of cause, what done is done. I just want help with MY actions to prevent the next incident.
I just lost my 1/4 scale H9 330L with a high probability of Radio interference the day prior to an event. I was using a new Stylus transmitter and receiver and the plane completed about 10 laps around the field and a soft landing mid flight. Many peers and my experienced spotter went through the sequence of events and all have a good confidence it was the dreaded radio with matching frequency. In addition, my observation of a couple entering the flight line at the signal loss proximity with a running model taxi-ing, shut down and disappeared without a word or flight.
Pre-crash details on this 330L control loss. Yes, I had a frequency pin and signs were well posted. Radio and batteries were new, cycled, and range checked prior to flight. Batteries were topped twice one the prior evening and once at pre-flight. The Diamond Super Turbo charger was set correct, strong car battery supply, and times and amounts were as expected (cycles were perfect and top offs were short). Airplane was a Hanger 9 330L ZDZ 80 with canister muffler with vibration mount. Throttle servo and all radio wiring greater than 6 inches away from ignition and engine. I put the model together as instructed by veterans. Wiring was top notch, looping and tape-ing all heavy gauge gold plated connectors. All lines were routed tied up with slight slack. 6V 2700mah on the servos and receiver. Receiver and wiring high and run external to the rudder peak by rubber band. All fasteners were tight and lock-tite'd and checked three times. Cooling on the motor was well guided across the motor per RC-showcase.
Post crash NiMh batteries were charged and checked out with radio and receiver and all was working post the crash. Less, two striped servos in locations that did not explain the aircraft motions pre crash. And one extension wire had a short at the wing sheer point at the crash.
Autopilots are not a current option due to not being accepted by the mainstream of flyers yet. In addition, I experienced one as a spotter; on a low battery fly a motorized (does 0.15 count as a motor?) glider straight down nose first for about 80'. This Glider ("Ladybird?") could not be flown straight down if we wanted it to. The autopilot was an active horizon type.
My current with additions PERSONAL SAFETY STEPS AND RULES list is:
Acquire the frequency pin making sure the channel above and below are inactive (still on the board).
Worry about others as I wish they would worry about me; and prior to switch on look around for all the active aircraft. Wait for a moment where they are all high and at a good attitude. Then I switch on and watch for a minute. If all continue flying fine, I then focus on my airplane.
Have the Radio and Receiver match checked. All my equipment is going back to the manufacture service for match checking.
Vibrations check the radio and plane by manually shaking with both engine off, and range checking with the motor running to the AMA directions.
I will not fly at a field the day prior to a big event due to more guests being present.
Not to be in the first flights of an event until the radio impound is full.
4.8 volts on the receiver. Or, 6 volts Ziener Diode limited to the receiver.Dual batteries 6 volts on NEW 8611 servos.
Program PCM for low power, and near neutral surfaces except for some up elevator. (PCM "Programmed Crash Mode" aka Pulse Code Modulated - Plan is lowest energy possible over a reasonable (walk-able range) decent and stalling sequence.) Lost radio contact is always a gamble PCM at least lets me place my bet. And, I have heard of but not experienced PCM lockout of re-establishing control when the interference was known to be removed.
MAKE SURE NO ONE OWNING A RESETABLE FREQUENCY RADIO IS WORKING ON THE RADIO JUMPING FREQUENCIES.
Once my radio is on (With frequency pin) then plane prior to programming PCM, I will turn off the transmitter and watch for the airplane to respond to on frequency or bleed signals. Then I will turn the radio back on (risking servo jump; if at travel limits).
Also, I am considering Ham Bands for the larger models. (I purchased the Ham University CD for preparation)
Any English corrections please refer to any other news group with that purpose. And, you need not inform me of where it went. I did my best and my practice list is full.