Letters to the Editor
Send your Letters to the Editor to: Model Aviation, 5151 East Memorial Drive, Muncie, IN 47302
Correction
The January 1998 issue contained "Twin Turbo Goes Proportional" by Sergio Zigras; the author's name was listed incorrectly.
New to RC
Bob Paddock's letter to the "Newcomers" column (April 1998 issue) hit home with me 1,000%! I am a new member to RC flying, having joined last spring after spending the winter building a PT-40 trainer. I have experienced every problem with flight instructors Bob's article discussed, and even some he did not talk about.
The process of trying to learn to fly has been unbelievably slow, frustrating, disappointing, and very expensive for me. My best guess is I have spent $1,000 trying to solo, and my goal is to accomplish solo status this spring.
There is no formal training process in our club, either, and although I applaud the men who volunteer as instructors, their lack of enthusiasm for trainers is more than a little evident to the students, which certainly distracts from their efforts.
I will learn how to fly; period! I am only 60, have good eyesight, eye-hand coordination, and the time and energy to learn. But I can certainly see where if I were 30, with two children, Boy Scouts, professional meetings, long work hours on occasion, etc., I probably would join the ranks of those who drop out of RC flying, never having learned to fly.
Now let me make some suggestions for those clubs who are genuinely interested in wanting to make RC fun to the new students:
- Try to match the available hours of the student with those of the instructor(s).
- Have a backup instructor on the list if the primary instructor cannot attend the training session.
- Have regularly prescribed training blocks of time.
- Communicate with the student what you are trying to teach: verbally describe what you are going to do with the airplane, do it, request the student to try it, and then give the student some positive feedback after his attempt. Practice, practice, practice, with some modicum of communication going on between the two of you.
- Critique the student's performance, explaining how they can do better and/or what they did wrong. If the student has a flight simulator (or access to one), suggest techniques that would augment what you are trying to teach.
- Everybody needs a little "gold star" (name recognition) publicly emphasized. I strongly encourage every club to make a point at their monthly meetings to recognize those members who are instructors, stating the amount of time they have volunteered and the names of the students they are working with. Even an annual award of a plaque to Instructor of the Year could be instituted. Like many activities, there is little or no glory in being a volunteer. But those people need to be recognized and thanked.
My trainer has been in the air about 10 times. I think I can solo in another three or four flights, and then I can start learning to fly my new Super Sportster 40 I built this winter.
Herman Burton Seabrook, Texas
Two for the Eaglerock
The Eaglerock article took a long time to hatch but the final result was well worth the wait.
The graphics and treatment of the photos are outstanding. Pulling part of the text out into a sidebar is an unexpected touch that really impressed me. At first I wondered where you had found that old antique-looking photo heading the sidebar, and then I realized that it was a photo I had furnished. I've since learned that process is called vignetting. We learn something new every day, don't we? Anyway, it makes me want to have some of my other models' photos vignetted and framed for display in our den or rec room.
For me, having a design published in Model Aviation is the equivalent of winning a prestige model event. I can think of no greater honor.
Frank W. Beatty Granite City, Illinois
A careful reading of the June 1953 superb three-view plans of the Eaglerock by master draftsman Joseph Nieto gives the definitive history as well as the details of the airplane itself. When I looked for the "Colorado Connection" with this airplane in Mr. Beatty's sidebar on page 27, I was truly disappointed not to see the Alexander Eaglerock's original home of Englewood, CO and subsequently the historical Colorado Springs home of Alexander Industries mentioned.
To quote just a part of this Nieto historical commentary, it was exciting to learn, "Reputed to be Col. Charles A. Lindbergh's first choice (with certain modifications) for his transatlantic flight ... and in Jan. 1928 all sales records for commercial aircraft were broken when Alexander Industries received orders with part and full cash payments on 186 Eaglerocks...."
The notes in full are well worth reading and include the competition successes and detailed specs of this wonderful early biplane. Truly Colorado's claim to fame!
In 1965 William Given and E. T. "Ed" Packard published a huge plan of the Eaglerock in 1/4 scale—for, of all things, a rubber-powered model. This tiny model plan, Cleveland SF-133, featured pictures and historical commentary and a detailed selection of propellers.
The new Denver International Airport (DIA) features a fully restored Curtiss Jenny at one end of the long concourse and a fully restored Alexander Eaglerock at the opposite end, complete with plaques of historical commentary for all passersby to admire.
David R. Janson Boulder, Colorado
Piggyback Launch
Recently, Gilbert Gauger of Oaktown, IN and John Berlin of Effingham, IL got together at a Tri-County Aero Fun Fly at Vincennes, IN and demonstrated the old technique of piggyback launch procedures.
John's Telemaster was used as the piggyback. After a couple of test runs, the flight was perfected and the results were an enjoyable part of the fun-fly.
Glenn Gauger Oaktown, Indiana
Newcomers: Another Perspective
I have been involved in radio-controlled airplanes for about three years now, thanks to a lifelong desire and the help of a friend. For a ridiculously low price, this friend sold to me his used field box with a very complete set of tools and accessories, a perfectly functioning radio and receiver, and an absolutely airworthy model. All I had to buy was a trainer and fuel.
He is also a certified instructor and taught me until I moved away. I owe a debt to him and I believe a round of applause is due from across the model community.
While he set an ideal example, it is hardly feasible to expect such generosity from all experienced modelers. What I would expect is a receptiveness to potential newcomers to include those without a bottomless wallet and with unforgiving schedules. If that seems a little biased, it is because I am one of those newcomers.
It is unfortunate that some of those with a wealth of experience feel that they have been taken advantage of by newbies who aren't serious about the sport/hobby/pastime (or whatever) the current description. To an avid club member, I probably appear to be just that: not serious. That is one reason for which I have paid dues to clubs to support the maintenance of fields while not accepting memberships.
Another impression I have received is that some believe if a flier doesn't compete in some way or otherwise give his life over to RC modeling, he needs to find a new hobby. How disappointed I was to discover that something which brings me so much joy must now be discarded because I have yet to be bitten by the competition bug.
As a professional pilot of some years, should my attitude be that all those general aviation pilots who want or are able only to putter around the sky once a month or so should just forget about it and find something more their speed, such as stamp collecting? The day on which I begin to think that way will signal a need for me to leave the profession.
At this time I am in the process of finishing a very low-budget warbird kit. It is my first kit, and a gift from my wife. There will be no Scale trophies, no Pattern or Aerobatics awards, no Speed records, but I certainly had a great time building and painting it and will have a blast flying it.
I can't get to the field five days a week, or even five days a month. I can't run down to the hobby store and buy a new kit if (when) I come home with a box of splinters and flapping film. What I can do is build and fly when time and budget permit, and thoroughly enjoy every minute of every part of it — including those spectacular and expensive crashes.
Don't assume that just because we have limited resources that we are also a waste of time. My gratitude to everyone who has taken time to answer my questions and help me with a stubborn engine is deep and heartfelt. I hope to eventually have the opportunity to pass on my own experience to a wide-eyed beginner. May my eyes forever remain as wide.
In my opinion as a relative novice, Model Aviation has seen a vast improvement in attempts to include those of us who still need advice on what to do with sticks A and B. I now open the magazine and feel less exclusion. Thank you very much for your efforts. They are certainly appreciated.
Torey K. Williams Cookeville, Tennessee
Optimizing Prop Performance
Don Brooks' article (April 1998 issue) was interesting; however, it could be taken one step farther by including variable ratios in the gearbox.
As a SAM (Society of Antique Modelers) contestant in the Electric Limited Motor Run event, I used similar methods but included a gearbox, which provides two spur gears and three pinions, which can be combined to provide gear ratios of 4.286:1, 5.1:1, 6.1:1, 3.1:1, 3.6:1, and 2.57:1.
By bench testing with voltage and amp readings it is possible to maximize thrust output even farther than just with prop selection. My max output was achieved with an Aeronaut 16.5 x 15 prop, and a gear ratio of 4.286:1 or 5:1 running on a Trinity Ruby or Sapphire can motor on seven 800 mAh Ni-Cd cells. This combination won first place in the Electric LMR Event in September 1997 at the SAM Champs in Henderson, Nevada.
Of course, my airplane's weight was 32 ounces and will climb to 1,500–2,000 feet in 90 seconds. Flight duration is 12–15 minutes without thermal help.
Albert S. Merker Tucson, Arizona
Transcribed from original scans by AI. Minor OCR errors may remain.
