I have been flying since last July. (Noramlly pretty well ) I have gone from my AirVista trainer to a Goldberg Tiger 2 ARF (nice plane) but I continue to have the same problem. I can’t seem to line up on the runway properly I’m always missing on the opposite side of the runway. Are there any tricks to lining up? If so what are they? Also I’m using flapperons on the Tiger. When do you deploy the flaps? (in the down wind area, cross wind, or on final approach?)

Over the years I've noticed that most safety conscious, conservative beginning pilots tend to land on the far side of the runway, which I think is a good thing. The plane doesn't go there accidentally, you subconsciously head it over there because of a natural respect for that spinning prop.

Over time you can bring the plane closer, but only when you have complete control. You have to use the rudder to keep the plane lined up where you want it. I find it convenient to line the plane up on final to land much closer to me than I want it, and then use rudder to push it toward the center. In this way you are conscious of the actions you are taking to move the plane away from you, and realize you have control over the landing spot. Don't do this unless you feel comfortable with it.

As for flaps, they should be applied soon enough to help slow the plane down and to settle into a stable attitude, this usually means the base leg.

Although all planes are different, I usually apply my flaps right before I turn into my final approch (while still at 90 degrees to the runway).

As for lining up your approaches - before you fly, walk out onto the runway and line up a reference point parallel to the centerline fo the runway. You will be surprised! From the flight line, you will see what I mean. If you don't do this, your turn into final will often occur way too soon. I used to make this mistake on new fields all the time. From where flight lines are are, it's hard to guage a reference point that lines up with the centerline of the runway without actually walking out there and taking a look. Try it, I'm sure it will help.

Best of luck.

I'm not sure I'd use the flaps with a plane like that on landing. They aren't really needed, and thinking about where to deploy them and the changed flight characteristics keeps you from concentrating on what you're concerned with: lining up your approach.

Ask one of your mentors at the field for any tricks they might use. Some folks use reference points. What works for me is just practicing. If you're not comfortable shooting touch and gos over and over, start up a little higher and work on just placing the flight path over the runway. Keep bringing it down a bit lower, and before you know it it'll be old hat for you.

Here is a trick I learned when flying from a paved runway. It may sound wrong but it works great. Let's say you are doing an approach from the left and intend landing left to right. Because of the geometry involved in where you are standing and which way the runway appears to be pointing, you need to complete the final turn at a point which appears to the eye to be slightly to the left, or behind the line of the runway. As the approach nears the end of the runway, that perceived distance "behind" the runway appears to decrease until you come across the end of the runway pretty well lined up. Practice makes perfect. Try this. You will see how it works when put it into practice.

I would go with the reference point idea. First as you make your turn to final, notice where your airplane is in relation to a distant object (ie a group of trees, a radio antenna) and see if you land on the far side. Then, next time, wait a second or two, and make your turn to final slightly past that reference point.

Keep an eye on your threshold as well. That is, most fields have a weedy area several hundred feet (depending on the size of your field) before the rumway, try to find some landmarks there too. And if there aren't any, laying an old tee shirt in the grass won't usually upset anyone.

I find if I bring the plane closer then I think it should be its right on the runway.

Just keep practicing those landings. Shooting touch and goes one right after another cannot be substituted for. Using reference points, when you land farther out than you want, remember where it lined up and change the approach a bit for the next landing. It will take some trial and error, but when you hit your mark keep doing it. I am assuming you have no problem in just getting the plane on the ground in one piece. If you do, quit worrying about WHERE on the runway you're landing and concentrate on smooth landings you can be confident with. I prefer to use the aircraft itself as the reference point, probably going by it's apparent size, although it's not a concious thing. This will enable you to more easily fly at a strange field, or land from either direction with no problems. However you choose to do it, it just takes practice, practice, practice. I know several pilots who have flown for years and still have trouble landing. In every case it's because if they fly three times on Sunday they only land three times.
As to flaps, if you're having any trouble at all landing forget the flaps for the time being. They can be deployed anytime you wish, but normally are deployed on the base or final. Be sure you're very comfortable landing a standard no flap configuration before you start playing with them, as the landing characteristics can change considerably.

In addition to everything else said already, one thing that helped me when I was learning was making sure my shoulders are paralell to the runway. I don't know why it helps but my instructor suggested it and it seemed to work.

thanks for your help. I'm going to skip the flaps and try the lineup things. the shirt idea is good. the only marker are trees that are Far away so something way before the field is a good idea. I think my other problem is lack of rudder use. I have my rudder mixed with the Ailerons which is great in the air but makes you lazy on the left stick when you need it for lining up.

Thanks Again.

If you ever get down to Willmar, give me a hollar. Maybe we'll get a chance to go out to the field

Good choice at your stage to skip the flaps. Try the flaps at 50 ft.
or higher elevation. Throttle back like just before touchdown, then revup sharply like if you had to abort for some reason. You'll
find the flaps will cause a quick dive. This can be costly at 2 ft.

Randy

thanks so much for your help. I stalled big time when coming into land. The flaps must help as when I slowed to prepare for the final flair I dropped like a rock. It was every strange to watch. I have a slight 5" fracture where I glued the two wings together but the supports inside feel really good. What is the best way to repair this? Wick thinned epoxy into the fracture or CA?
thanks, PS my line ups are getting better!

The best way to fix it is to glue the crack back together, then fiberglass the center section of your wing. You can use thin ca if the crack will seal up real tight, otherwise use thick ca or epoxy. All you need is a two or three inch wide strip of fiberglass all the way around the wing at the center joint. You can adhere the glass with thin ca, or expoxy thinned a bit with alcohol. I prefer the thinned expoxy. I am assuming the wing was not glassed in the middle. If it was, I'd re-glass it.

Correct, it is and ARF and no Glass was used on the center section. would I have to glass the bottom too? It is exposed and would show. thanks

Yes, especially the bottom, as that's where most of the tension stress occurs. It can be covered and shouldn't look bad at all. In fact, I'm sure you've seen lots of planes with a glassed wing and didn't even know it. You can use pretty light glass and still get a lot of strength. It doesn't need to be a big, thick slab. The attached picture is the bottom of my Kaos wing which is glassed. If you look real close on the right side where the light glare is, you can see the little ridge where the glass is, but it's not really noticeable. The Kaos has about a 6 inch width of glass, but you don't really need that much.