Letters to the Editor
All letters will be carefully considered; those of general interest will be used. Send to Model Aviation, 815 15th St., N.W., Washington, D.C. 20005.
Record Follow‑Up
I've become aware that my article in Model Aviation (July 1982 issue) about the 20‑hour Duration World Record has caused some incorrect suspicions about wear of the OSFS60. Parts of my article apparently have misled some modelers to think that it would wear out faster than competitive engines. I feel badly that this misconception is circulating, and if there is any way to correct it, I would like to do so. I should have made it much more obvious in the article, but the correct information is as follows.
The rapid wear that occurred in my early testing of the OSFS60 was caused by three abnormal conditions I created to get high fuel efficiency. First, I was using only about 2% oil. This in itself was a major wear instigator. Second, I was using gasoline‑based fuel, spark ignition, and intentionally lean mixtures. The engine was running about 100°F hotter than it would be if it were running on alcohol fuel; these high temperatures greatly accelerated wear rates. Third, I knew I wouldn't be able to periodically apply oil to the rocker arms, valves, and cam followers. A couple of drops of 3‑in‑1 oil on these every couple of hours would have prevented a lot of problems, but I chose to restrict such oilings to once every 30 hours of running. Most of the time these parts actually were running "dry."
The work that I did on wear problems was done to make the engine run for long periods of time under these adverse conditions. I believe that if an unmodified OSFS60 were run on "cool" alcohol fuel with the usual 15 to 20% oil, it would run an incredibly long time without any wear problems. I've talked to quite a few guys who are using OSFS60s, and they tell me they have no problems of the type I solved to get the fuel efficiency for this special application.
Summed up, the facts are that I really abused the engine, and yet it performed admirably.
Maynard L. Hill Silver Spring, MD
Editor's note
It's our view that any component used in setting a World Record has to be an excellent one to withstand the rigors that are involved. That's especially true in a Duration record such as was set by Maynard Hill.
Model Flying Not Permitted!
This letter is in response to the article by James M. Petro with the title, "Kids Flying at Schoolyards: Why Don't I See Them Anymore?" (April 1982 MA). The problem I encountered does not deal with the lack of enthusiasm by the kids, but rather the locations available for them to fly.
There appears to be a trend in most of the larger communities in the U.S. toward prohibiting model flying at local school playgrounds or public parks. Although these communities do provide sites for the kids to fly, just getting to these sites requires the use of an automobile. While most parents are willing to drive their kids to the flying field on Saturdays or Sundays, there are those who are unable—which leaves the kids stranded at home with their models, unable to get to a field to fly them. When this happens, it takes the time, practice, and enjoyment out of the hobby, not to mention the education and knowledge that is gained through continuous involvement.
The obvious alternative (without changing any existing statutes) is for these kids to take up a new hobby—one that may not be enjoyed as well. This may seem a little extreme, but what else can the kids do? They are not old enough to legally drive a car, are not allowed to fly within walking distance of their homes, and they end up with a model plane that they are unable to use.
Personally, I started flying at quite a young age and was able to do so at the local school or park without being told to leave. With today's prohibitions, it's no wonder so many kids hang around video arcades. As a youth recreation leader, I feel something should be done to expand the interests of the kids.
I am curious to know how many other communities have this same problem. Perhaps your readers would like to find out what kind of ordinances their own communities have in relation to flying model planes at schools or parks—specifically within walking distance of their homes.
I fly both CL and RC, but since moving to Fresno, CA I have been unable to fly unless I drive at least three to five miles to the nearest site—hardly within walking distance of my apartment.
Conrad Nerdahl Clovis, CA
Response
Yes, Jim Petro in the referenced article only dealt with part of the "problem," but it is a very real one, and its successful solution may be pivotal in preventing harmful ordinances if they don't already exist. Those who make the ordinances are concerned with the views of their constituents (if they aren't, they get voted out); and if there is a big enough body of model fliers with a few articulate spokesmen among them, this improves chances of the issue being favorably resolved.
Petro's article was aimed at getting and keeping more youngsters involved. It's not popular to take away a healthful activity from kids and throw the kids into the street (into video arcades or elsewhere), and much can be made of this—the more according to the numbers involved.
CL End‑Wrappings
I read with interest the letter by Art Johnson on wrapping CL ends (April 1982 Letters column). The method I use involves no heat of any sort nor any solvents. What I do is simply wrap both leadouts and wires as per Fig. 2 on page 7 of the 1982–83 rule book. I then work around a small amount of silicone sealer, keeping my fingers as wet as possible. What I get, in effect, is a series of ultra‑mini rubber bands which prevent any possible unraveling.
This improves airflow over the wrapped area, as the silicone sealer falls between the wrapping wires and produces a smoother "lumpkin." Further, since sealer applied this thin is transparent, it is a simple matter to see through and inspect the condition of the wrapping/wire.
Finally, since the sealer is softer than the wire, you could disassemble the ends and reuse the eyelets and even the wrapping wire. In some areas of the country it may be easier to obtain silicone sealer than to obtain motor winding wire.
Oh, yes—in case you haven't guessed—Art Johnson and I have compared notes on our individual methods of wrapping lines and leadouts. Isn't it interesting how two separate individuals can each arrive at workable solutions for the same problem? That's one of the neat things about modeling!
Doug Dahlke Oshkosh, WI
Safety / Preston
Preston and I have driven more than one fellow modeler to the hospital to sew up a hand that got in the way of a spinning propeller.
We have not used the type of tachometer that is the subject of this letter. As with the commonly used electric starters that also have a (larger) rubber cup that is applied to the spinner or prop nut, we would guess that it's entirely possible to have the cup slip off the spinner with perhaps dire results. (Has anyone had this happen? Write and tell us about it!) We also agree with Israel that standing in front of a prop on an engine running at full bore isn't the safest place to be. (We were surprised that there weren't more incidents involving hands in the computer printout of AMA insurance claims. On the other hand (pun intended), since most of us have health insurance that would cover the cost of repairs to our own hands, we probably would not notify AMA in the case of a personal injury incident.) Be aware that in letters from readers and in the many club newsletters that we read, it appears that if you are going to be injured by a model airplane, it's most likely that it will be your own model and it will be the prop that gets you.
Our closing story for this month comes from the newsletter of the Tidewater RC Club of Virginia Beach, VA (Editor: Don Bruce). It causes us to experience a certain amount of anguish since the incident may have been the result of a suggestion that we made in this column in the May 1982 issue. Read on for details.
"We had a problem arise at the field a few weekends ago concerning the new frequency control system. We are going to describe it so that it won't happen again in the future (we hope!). As everyone should know by now, we are using a new system. You now put your frequency pin on the board when you're flying—and not on your transmitter.
"We had a case where a man came to the board and saw no pin on it, so he took his transmitter to his plane and prepared to start the engine. He then noticed he had his pin on his transmitter, so he returned to the board. During his time at his plane, another flier came to the board and saw it was clear, so he put his pin on the board and went to start his plane. When the first person got back to the board, he saw the second flier's pin on it—but since it had been empty the first time he was there, confusion arose and both men ended up preparing to start their engines, each assuming the field was clear. Fortunately no one was hurt, but the incident pointed out a flaw in the new procedure.
"The lesson: always verify that the pin you see on the board is actually yours and that the board is clear before starting. If there is any doubt, check with the other fliers. Simple, common‑sense precautions can prevent accidents."
Transcribed from original scans by AI. Minor OCR errors may remain.
