Newcomers

Newcomers

Bob Underwood Box 40, St. Peters, MO 63376

Oshkosh 1998 — a week-long whirlwind

It lasted a week. The opening day was Wednesday, July 29, and it closed (kinda) on Tuesday, August 4. I'm referring to the 1998 EAA (Experimental Aircraft Association) Convention at Oshkosh, WI. This isn't a show I can effectively report in a single article — almost 900,000 people pass through the gates or over the runway threshold; some 15,000 airplanes plug into spaces in Oshkosh, Appleton, and Fond du Lac, WI; more than 70,000 people camp out; and you get to see aircraft ranging from a Cub to a Concorde.

AMA has attended the convention for 12 years. Presently the AMA booth occupies a double space outside Exhibit Hall A. Along with a full-scale aircraft provided by AMA member Stu Moment, an aerobatic pilot from Illinois, the tent is stocked with literature, simulators, goodies to buy, and models — many representative of the types you might find on the convention flightline. Samples of trainers and ARFs (Almost Ready-to-Flys) are also displayed.

AMA booth visitors and outreach

Unlike at the usual model trade show, most people stopping by the AMA booth are not AMA members. My stock greeting to those who enter is to point and say, "a modeler!" Most respond with one of three things: "I was," "I am," or "I'm just getting started." The first and last responses provide a strong reason for AMA to attend the convention.

During the week, forums on topics ranging from getting started in aeromodeling to using aeromodeling as an educational tool and scratch-building acquaint others with modeling. This year AMA representatives participated in a Control Line (CL) flying activity that provided more than 700 first CL flights for people ages 2–82.

This column provides insight into the types of questions presented in the booth and in the forums. The inquiries reflect the range of interests and concerns in the newcomer community. While the classic questions do show up, others reveal the depth (or lack) of understanding concerning aeromodeling.

Classic questions include:

• How much do models cost?
• How far away can you fly them?
• Radio control (RC)?
• How fast?
• How high?
• Do they crash?
• How do I get started?

If you're reading this column and you're an AMA member, you probably don't have the classic questions; if you've borrowed the magazine, leafing through the pages will answer most of them—or at least give you a clue. It's the second stage of interest and the questions of those who attend the booth that occupy a good deal of time at the show.

Engines and fuel systems

At least two people pointed to the RC ARF engine and asked about the "fuel" line that ran from a fitting on the muffler to the inside of the model. They could see and understand the line to the carburetor and the need for a vent line, but one to the muffler?

This led to an explanation of the desire to keep a steady flow of fuel to the engine. The low back pressure provided by the restrictive outlet of the muffler mildly pressurizes the tank, so as the fuel level falls the engine isn't leaned out (the fuel/air mixture remains steady). A byproduct of this discussion was the admonition to keep the fuel pickup line slightly below the tube where fuel enters the carburetor via the needle valve. This happens naturally in the construction of most trainers unless you invert the engine (two-strokes, especially) and the inlet allows fuel to siphon through the needle valve.

One of the two people immediately picked up on the fact that if you use three lines (fuel feed, pressure, and vent), the vent needs to be plugged during running to achieve a pressure feed. We also explained that a pressure line is not necessary as long as you don't try to wring every last rpm from the engine while it's on the ground with a full tank. Valves do exist that simplify fueling of pressurized systems by cutting off flow to various parts of the system during the fueling process.

Training, simulators, and buddy boxes

Using buddy boxes for RC training came up several times, as did simulators. An interesting longtime display is an item built many years ago by Ace RC — a small, non-flying, kinda P-51 mounted on a post that permits the model to swivel. It displays basic components such as servo, receiver, battery pack, etc., and even has retract gear (no self-respecting P-51 would go without it) from Robart! The P-51 helps demonstrate right/left reversal when the model is headed toward you.

The Dave Brown computer simulator is always busy at Oshkosh. One thing it does is convince newcomers that wildly flopping the sticks is futile when trying to achieve good, accurate control.

For visitors who express more than a passing interest, a buddy box system is available. They recognize the value of not having to pass the transmitter back and forth, with the instructor interrupting control. My practice is to mimic the motions on the master unit even when the buddy box unit is activated; it lets me fly the model out of trouble without hunting for stick positions when I release the buddy box switch.

Using the buddy box usually leads to questions regarding types of equipment, clubs, and training programs. We don't suggest specific equipment, but we encourage beginners to seek an AMA-chartered club in their area and determine:

1. Whether the club has an instructor program.
2. What type of equipment is generally used by the members.

Buying equipment not compatible with what is flown at the field negates the buddy box possibility.

An amateur radio operator (Ham) asked whether he could purchase six-meter equipment (50–53 MHz) and learn to fly with it on a buddy box. FCC regulations forbid unlicensed individuals to use six meters. Since the transmitter actually sending the signal would be in the hands of the instructor, the instructor would also have to be a licensed Ham. In the years since the FCC granted permission to obtain the necessary license without learning Morse code, the number of individuals using six meters has grown rapidly. Many clubs now have licensed instructors.

Most kits and ARFs provide information about the amount of control surface throw needed; if it isn't provided, err on the low side. Not enough elevator, for instance, won't allow a takeoff; too much results in over-control and possible stalls. Since many visitors were full-scale pilots, they were familiar with stalls. One element frequently not covered in instruction is the amount of movement required for the nose gear of a tricycle-geared model — a classic example where more is not better!

Consider runway type: grass requires greater turning motion; paved runways require far less. That is why the steering arm used on nose gear tends to be much longer than the control horns used on control surfaces. By using the outer hole on the horn and an inner hole on the rudder servo arm (or wheel), you can easily control movement. Nothing is more frustrating than trying to correct the swinging movement created by over-control on the takeoff run. You will learn reflexes!

Cost and equipment priorities

The bottom line is cost. By having simple-to-build rubber-powered free-flight models, a .049-powered CL kit model, a two-channel RC example, and a four-channel ARF, the waterfront is pretty much covered. For RC, do not place a low priority on radio gear; a beautiful model powered by an expensive four-stroke is not a good investment if it's uncontrolled by a questionable radio system. After all, that's one part of the purchase (along with the power plant) that can be used repeatedly.

Many other concerns were raised during the week; I've covered some of them here, and will do so in more detail in the future.

Projects, photos, and on-site problem solving

It's fun to see the number of "already modelers" who come to pick your brain on pet projects. One person had been working on a model for several years. This year he had pictures of the basic framework and was seeking advice about whether a geodetic-style covering system would reduce finished weight. He and others questioned whether the nose section was going to be sturdy enough. He was inundated with suggestions from a gaggle of people who had gathered. One point I noted was the lack of space provided for a fuel tank; I think we resolved that issue for him. Another modeler whipped out a picture of his project that illustrated exactly what I had just suggested!

Many people at Oshkosh carry photos of what they have built (dog-eared), what they are building (fresh), and what they're going to build (magazine photo). Aircraft should be officially designated as grandchildren! Some are models, some are full-scale, but they are all "real," figuratively and literally. It's a fun place to be if you love airplanes.

Other common visitor questions

Visitors also asked about:

• Frequency control at flying sites. AMA has a program where clubs can coordinate frequencies and flying schedules to minimize conflicts; ask your local club about their practices.
• Insurance and liability. AMA membership includes liability coverage for members and clubs; it is an important consideration when joining a club.
• Starter boxes and electric starters for glow engines, which prevent the need to "flip" an engine by hand, reducing the risk of injury.

As usual, many newcomers were surprised by the friendliness of the hobby and the willingness of members to help. The patience shown by instructors and club members goes a long way toward preserving the interest of new pilots. It is gratifying to watch someone get their first successful flight after hours of careful preparation.

If you're new to aeromodeling, find a club, join, and ask questions. Most members are only too happy to share their knowledge. The reward is the sight of a model flying smoothly, controlled by you.

— Bob Underwood

Recommended resource

A last thought: we received a well-prepared flight training program by Dan Sheridan, an FAA-certified flight instructor and modeler: How to Survive More than One Flight with Your RC Airplane.

With more than 5,000 hours and commercial, instrument, and multiengine ratings, his book provides good basic material, including building techniques through flight instruction. The book is easy to read, full of illustrations, and provides help for the student and the instructor. There are specific flying lessons and a logbook for sign-off.

At the risk of being picky, on page four Dan suggests joining the AMA because membership provides $1,000,000 of liability insurance coverage. AMA's liability coverage (secondary to any other coverage) is $2,500,000! Perhaps it was $1,000,000 years ago, when the book was first prepared.

Contact Dan Sheridan, 2507 Jason Dr., Appleton, WI 54915; Tel.: (414) 739-9423. The cost shown on the 70-page book is $10.

Transcribed from original scans by AI. Minor OCR errors may remain.