Ihave found an important ALERT that I am adding as well as several other items.  The Alert come in relation to the growing use of lithium batteries in electric planes as well as other, I assume.  I think that this is a rather important aspect of flying.  I have seen very graceful E-planes with lithium batteries, but have not thought of the consequences of crashes, etc.  I can fully realize the importance of this information: 

EMERGENCY SAFETY ALERT

Lithium Battery Fires

Lithium batteries are becoming very popular for powering the control and power systems in our models. This is true because of their very high energy density (amp-hrs/wt. ratio) compared to NiCads or other batteries. With high energy comes increased risk in their use. The, principal, risk is FIRE which can result from improper charging, crash damage, or shorting the batteries. All vendors of these batteries warn their customers of this danger and recommend extreme caution in their use. In spite of this many fires have occurred as a result of the use of Lithium Polymer batteries, resulting in loss of models, automobiles, and other property. Homes and garages and workshops have also burned. A lithium battery fire is very hot (several thousand degrees) and is an excellent initiator for ancillary (resulting) fires. Fire occurs due to contact between Lithium and oxygen in the air. It does not need any other source of ignition, or fuel to start, and burns almost explosively.

These batteries must be used in a manner that precludes ancillary fire. The following is recommended:

1. Store, and charge, in a fireproof container; never in your model.
2. Charge in a protected area devoid of combustibles. Always stand watch over the charging process. Never leave the charging process unattended.
3. In the event of damage from crashes, etc, carefully remove to a safe place for at least a half hour to observe. Physically damaged cells could erupt into flame, and, after sufficient time to ensure safety, should be discarded in accordance with the instructions which came with the batteries. Never attempt to charge a cell with physical damage, regardless of how slight.
4. Always use chargers designed for the specific purpose, preferably having a fixed setting for your particular pack. Many fires occur in using selectable/adjustable chargers improperly set. Never attempt to charge Lithium cells with a charger which is not, specifically, designed for charging Lithium cells. Never use chargers designed for Nickel Cadmium batteries.
5. Use charging systems that monitor and control the charge state of each cell in the pack. Unbalanced cells can lead to disaster if it permits overcharge of a single cell in the pack. If the batteries show any sign of swelling, discontinue charging, and remove them to a safe place outside as they could erupt into flames.
6. Most important: NEVER PLUG IN A BATTERY AND LEAVE IT TO CHARGE UNATTENDED OVERNIGHT. Serious fires have resulted from this practice.
7. Do not attempt to make your own battery packs from individual cells.

5161 E Memorial Drive
Muncie, IN 47302

Making successful crosswind landings

By GARY CHUDZINSKI

During the past year, I’ve heard a number of comments regarding taking off and landing in crosswinds. Many of these pilots ground themselves if the wind is blowing across the runway. This is unfortunate because pilots can overcome the difficulty with understanding and practice of crosswind operation.

The first ingredient for successful operations is adequate rudder. Your rudder can’t be too large, but it can be too small. Usually kits have an adequate amount, but you should be looking at 40-50% of the total vertical flying surface for excellent response. This should handle crosswinds in the 12-15 mph range.

The other, and most important element, is pilot input. In full-scale flight, pilots are taught three distinctive techniques: crab, cross-controls, and a combination of both. These techniques apply to models as well.
 

Pilots can overcome the difficulty
of these landings with understanding
and practice of crosswind operation.

Crab: This is the simplest maneuver to perform. You turn the aircraft into the wind to maintain a straight line coincident to the runway centerline. This is accomplished immediately after rollout approach upon landing. This track is maintained with small corrections until landing. At touchdown, rudder is used to straighten the ground path, and (most importantly) aileron is applied as if banking into the wind and held until rollout is complete.

Cross control: This is definitely more difficult but is more professional and personally rewarding. After rolling out on final approach, apply and hold aileron into the crosswind with sufficient opposite rudder to maintain aircraft heading aligned with the runway heading. Standing on the ground (not in the cockpit) makes estimating the amount of control more difficult. So, start out with 1/8 to 1/4 application of each stick. Again, aileron into the crosswind, rudder opposite, and you are cross-controlling.

Apply enough aileron to maintain track to the runway and continue to hold it, gradually increasing the amount if necessary until landing is complete. As with crabbing, rudder control is used for steering after all wheels have touched down. For touchdown in a crosswind, do not flare as much. Fly the model onto the ground while retarding the throttle. Remember, do not stop flying the aircraft until it comes to a complete stop.

Combination: This method uses both techniques with less amounts of each.

I want to comment on two more areas of crosswind operations—taxiing and takeoff. In many ways, the same considerations are given for wind direction and velocity.

Taxiing: Those of you who have flown full-scale, light aircraft are instructed to know the direction and intensity of the winds before taxiing. This not only confirms the runway is in use, but provides you with information for safe ground taxi. Control input while taxiing in a light aircraft is extremely important for control, and in extreme cases of wind, keeping the wheels on the ground.

The same considerations apply to our models, especially the light, high-wing types. The whole idea is to apply control input to keep all wheels planted firmly on the ground. For example, if you are taxiing into the wind with a taildragger, apply aft stick to keep positive pressure on the tail wheel. The reverse applies to a tricycle gear. In a tailwind, use forward stick for the conventional and aft stick for trike. For crosswinds, apply aileron into the wind. From an aerodynamic standpoint, you are shaping the control surfaces to give you a lift advantage, however slight it may be.

Takeoff: Like it or not, cross-controlling is the only way to make a safe, straight, good-looking takeoff. You have done it many times but may not have thought of it in these terms. A good technique is to taxi to (using the information above) and lineup on the runway centerline.

Before increasing the throttle, think about using the ailerons to keep the wings level and the rudder to track straight through the takeoff. Initially, apply about one-half aileron stick into the crosswind.

As you increase throttle, the aircraft picks up speed, which means the controls are generating more and more lift. With the increase in lift, less aileron is needed. Meanwhile, continue to track straight with rudder. As the aircraft cleanly breaks ground, keep the wings level and use enough elevator for a consistent rate during the climb. Slowly take out all rudder and continue your flight. Congratulations! You look great!

Although somewhat confusing and thought-provoking at first, talk yourself through these techniques, then give it a fair chance with practice.

Remember, the two most important maneuvers of flight are takeoffs and landings.

from Wingflaps
Windom Eagles Model Airplane Club
Bob Byers, editor