Letters to the Editor
Rhonda's Story
I woke up this Sunday morning thinking, "Ah, a good day to go to the flying field." I don't fly, but when I saw another rainy day in the Northwest, I was disappointed. It made me think of all the times I've been asked by other modelers' wives, "Why do you go out there? Do you really like this stuff? Don't you get angry at the time it takes and the money spent?"
I thought perhaps you'd like a story told by this modeler's wife.
When Darrol and I met 14 years ago I had not had the opportunity to go to restaurants, stay in motels, or travel much at all. When he asked me if I'd like to go to Denver for a Pattern contest, I thought, "Hmm. Twelve-hour drive, his undivided attention all the way there and all the way back, eating out, staying in a motel? No-brainer. Sure!"
When I got there, an added bonus: great people! And at the next contest, many of the same people were there, and some new ones.
As the years passed, many contests and lots of memories have been made on the field, off the field, in the restaurants, and with Darrol. A vastly expanded travelogue is now mine.
Which brings me to the present day.
My father died several months ago. At his funeral, I walked up to an altar filled with many flowers. So breathtaking, I had to stop and compose myself. When I read each and every card, it was becoming obvious that the majority of the flowers were from friends in the modeling community. To say the very least, I was speechless and moved beyond expression.
When I think of modeling, I don't think of the time consumption, the expense, and the long weekends away from home. I think of the opportunity to make new friends and nurture long-standing relationships. I think of how we've made so many wonderful memories. I think of how comforted I felt looking at those flowers. I feel blessed.
I thank Darrol for giving me the opportunity to accompany him and for sharing this side of him with me. I thank God for giving me the wisdom to allow the experience to happen.
Rhonda Cady
Reprinted with permission from the July 1998 High Performance newsletter of the National Miniature Pylon Racing Association.
Getting Started
I have read several letters regarding the problems with learning how to fly RC. How true they all are.
With somewhat limited time and also feeling that I should not lean on other members of the flying club that I joined, I signed up with a flight school that had a glowing list of what to expect.
I drove some 600 miles to meet the instructor in a small countryside restaurant. Another student was also there. We then followed the ancient pickup truck to a grassy knoll out nowhere. There were no facilities of any kind, just a grassy knoll and the pickup truck.
There was no advice on setting up an airplane, and, really, no place to do it unless you are out in the hot sun. There was no runway or semblance of one. I was advised not to show up Tuesday because the other student would have three days to fly and would take all the time.
Finally, I got a chance to fly—his airplane, not my Eagle 2. With his airplane we took off. There was a continual clicking on the buddy switch, so I never really knew who was flying.
I did receive a lot of caustic verbal comments—usually, "Get the nose down! Get the @#%$&% nose down!" This was because there were only ailerons and elevator to be used. The rudder was never mentioned.
Finally, I got my Eagle 2 fired up. A problem developed with the nose wheel out of alignment and no constructive help to rectify that simple problem. That evening, back in my motel room, I filed a flat place on the rod so that the set screw would have a good bite; I had purchased a small file way back home. I wasted a full week, spent a lot of money, and wondered if I had made a landing somewhere on the broad field or if his continual clicking of the buddy switch had made it.
If you are going to invest in flight training, I would suggest an ironclad contract on just what to expect and what you get. Our flying club has an excellent flight instructor and arrangements are being made to really learn how to fly. In only one short session, I received more valuable information and flight time than was received during the wasted week.
Perhaps a club should set up a training course, with remuneration to the training personnel to compensate for their time. It would also serve to increase the interest in qualified personnel to operate the school. The student would, of course, be responsible for any payments involved.
Jerry McClish Bradenton, Florida
Better Than a Patch?
I like the suggestion that members of AMA for 50+ years should be given recognition other than some dumb patch for a jacket.
I first joined AMA in 1948 as #11294. This lasted for about six years until I lapsed because of four years in the USAF, and then six years in college. My subsequent AMA number was #50519. This lasted until 1974, when I became a CD with a new AMA number #796.
The AMA should recognize the "old timers" with a special designation, similar to the L prefix for Life Members. I am essentially a life member, but I haven't contributed the necessary $500 for the L prefix. I simply pay my dues every year!
It's no big deal, but it would be nice to be recognized as a true old-timer.
Floyd E. Carter Los Altos, California
Needle Valve Position
Just a few comments on Bill Ippolito's reply in the June '98 issue to Bill Baker's "Free Flight Old-Timers" column in the March '98 issue concerning needle valve positions.
I have several Ohlsson .19s, .23s, and .60s, dating from the earliest .19 in the late 1930s to the end of production. All of them have one-hole needle valves facing crosswise, except the .60s after about 1945–46, when they changed to two holes (also facing crosswise).
The Bantam .19 had two holes that faced "backwards and forwards," to quote the operation instructions sheet.
However, Charlie Bruce noted in his "Old Engine Analysis" column in the #108 Nov–Dec 1992 issue of SAM Speaks that "it will also work if placed 90° to the venturi." The Forster .29 had one hole 90° to the venturi.
Another one-hole engine is the Super Cyclone. The manual said the hole should "face down." But how do you do that when the venturi is angled forward? Is "down" parallel to the tubular venturi sidewall or facing 90° to the crankshaft?
Charlie Bruce comes to the rescue again. His analysis in the #132 Nov–Dec 1996 SAM Speaks says to "be sure the fuel hole points back or down." I tried it and Charlie is right. It works both ways. I guess that means there is a bit of latitude allowed between aligning the hole 90° to the tube and positioning it parallel to it, straight down and into the engine. Just don't let the hole angle toward the intake end.
As far as positioning the hole downstream being incorrect and a commonly held misconception, I totally disagree. If anyone has doubts, don't check your lawn mower or auto carburetor manual—they won't help. Get the granddaddy engine of them all, the Brown Jr. 60. It's the first one ever put on the market for us modelers and it has a one-hole needle valve. I have several and they all run just fine.
I suggest that both gentlemen consider joining MECA (Model Engine Collectors Association) and SAM (Society of Antique Modelers). Members of both groups are dedicated to the care and feeding of these little beasts. All of us are ready and willing to help newcomers. Some of our members have copies of the original operation instructions.
If anyone is interested in joining up with us, let me know and I'll send you a membership application for both organizations. They have both helped me very much.
Morgan Conley Carrollton, Texas
Duct Tape Needed?
I can tell from here why Herman Burton has so much trouble learning to fly! He already knows everything and will not listen! A strip of duct tape applied where needed will get the job done.
My friend and I in 1962 purchased the single-channel radio in use at that time (Controlaire). We had been flying Free Flight so we know how to trim airplanes. I trim all of my airplanes at controls set to zero. It's kind of hard to fly out-of-trim aircraft.
Several years ago I had the pleasure of instructing a lady to fly. She flew five airplanes of mine. Never broke any of them. She needed no standby. She flew until we lost our flying site. At that time she was working on Immelmans and split Ss.
Herman should pay close attention to radios. Because the receiver is light it should be behind all other radio parts. Other parts should be located forward because of balance.
When first learning he should pursue straight-and-level until he doesn't have to think!
Edward Jackson
Transcribed from original scans by AI. Minor OCR errors may remain.
