Newcomers
Bob Underwood Box 40, St. Peters MO 63376
Introduction
In the 32 years I have been involved with AMA activities, I've been exposed to a wide variety of information. Part of this stems from the range of positions (as a volunteer, officer, and employee) that I have held. Coupled with club, Special Interest Group, and trade show participation, this has been very helpful.
Perhaps the most interesting part has been hearing misinformation! I can see how newcomers often become confused when they hear some of what we shall refer to as "myths." Let's try to sort out a few.
Myth Number 1: AMA is an insurance company
Those of us who work the trade shows hear this all the time. The interested newcomer will come by and ask if this is "the company (the AMA) that sells insurance so I can fly." Sometimes they are told this by someone directly; sometimes it's been inferred. The fact is that AMA is not an insurance company, nor does it "sell insurance."
The Academy (AMA) is a not-for-profit 501(c)(3) association. One of the many benefits supplied to each member when they join is the various types of insurance coverage. For individuals, these types range from $2.5 million of secondary liability protection to medical coverage and fire/theft coverage.
At the charter club level, AMA provides primary coverage for the club and the site owner. Access to these coverages is through membership in the association, not through the purchase of a policy as you do for your automobile or home.
Can you get this coverage without joining AMA? Can you join AMA as an individual without having the coverage? No—this coverage is part of the package that results from membership. Another benefit is the great magazine you're reading right now.
AMA is not an insurance company!
Myth Number 2: Your engine must be equipped with an AMA-approved safety nut
Wrong! To use a slang phrase, "ain't no such animal"! If there were such a requirement, it would be listed and described in the AMA Safety Code.
Turn to the membership form provided in this magazine. On the next page, you will find the Safety Code. You won't find anything about an "AMA-approved safety nut." You may even see wording to that effect used in commercial advertisements. It would be interesting to find out what criteria was used by the company to develop the product.
Some clarification is needed here. The Academy certainly recommends that either a rounded safety nut or a spinner be used on any engine with exposed crankshaft threads; either one can help protect your fingers if you hand-start an engine, or, if using an electric starter, help keep the starter drive-cone centered on the shaft.
Some clubs require the use of safety nuts or spinners as part of their field-safety rules. Please know that specific safety rules imposed by an AMA-chartered club automatically become part of the required AMA Safety Code.
There are also some competition events that require a spinner or safety nut. They include events such as Scale, Pylon, and RC Aerobatics. In RC Aerobatics, the minimum radius for the rounded tip of the device is actually described. But the short of it is that AMA's Safety Code does not have a requirement for an "approved safety nut" that applies to general sport flying.
Myth Number 3: To be covered by AMA insurance, you must fly at a "sanctioned" AMA flying site
Wow! There is no such thing as a sanctioned AMA flying site—we do not "sanction" sites. We do sanction flying events, though.
There are no specific site requirements imposed by the AMA. In the Membership Manual or in Getting and Keeping Flying Sites, you can find site recommendations, including setback distances for pits and spectators, overfly spaces, etc. These have been developed through years of experience, and many sites around the country exceed these recommendations and have enhancements of various types. The recommendations have always been a "work in progress."
The fact is that the insurance coverage is predicated on what and how you fly. The area you use must allow you to meet the AMA Safety Code requirements. It is not where you fly, but what and how!
Understand that AMA strongly urges you to use an established, recognized flying site. This is especially true for Radio Control because of the potential for interference created by two or more individuals unknowingly operating close to one another. If you are not using an established site, make certain that you have the property owner's permission; the biggest problem created by using a school playground or other open area is the inability to control spectators. A model operating on school grounds, for instance, becomes a magnet for kids—sometimes it's very hard to provide spectator control and fly at the same time!
Myth Number 4: The radio frequencies we use are shared with commercial users
Not true! It was, however, before 1982. Since that time, we have operated on frequencies that are dedicated to model aircraft only—numbered channels 11 through 60, found in the 72 MHz to 73 MHz range.
While other operations, such as model cars and boats, or commercial users, cannot legally operate on our assigned frequencies in the 72 MHz band, you still need to be watchful. There have been instances of people using aircraft-only frequencies for other types of operations. Should you find this to be true, it would be helpful to report it to AMA.
Since our frequencies are spaced between potentially high-powered commercial users (possibly several hundred watts) and our less-than-one-watt output, you may encounter interference if their transmitter is close to your site or beamed across it. In those instances, you may have to shift to another part of the spectrum. We are secondary users and therefore have to work around legal high-power transmissions. Check with the local clubs or hobby shops to determine if such a problem exists in your area.
Myth Number 5: There is a progression in skill levels from Free Flight (FF) to Control Line (CL) to Radio Control (RC)
The implication here is that you start with FF (easy), work through CL (harder), and culminate with RC (hardest). Don't believe it—not by a long shot!
This myth possibly stems from those who remember the ten-cent rubber models of their youth and mentally compare them to, perhaps, a complicated turbine-powered Scale model. What they fail to accept, though, is that aeromodeling actually offers three parallel tracks, each progressing from simplistic models to more complex; it becomes a matter of individual interest and ability.
Free Flight is one of the most difficult forms of aeromodeling. Remember, making an airplane fly properly requires highly developed aerodynamic skills—all of the work to get that ultimate flight does not occur after the model leaves your hands! There aren't any lines to help you adjust the trimming, and there is little to correct for in flight. The initial design and trimming are extremely critical. The cost of materials and time are often high, and you have to develop a sense for wind conditions, thermal lift, and building precision.
The short of it is that each of the three types of flying has its own unique demands, challenges, and skill levels. Where you go with it depends on you!
Controversial Technical Issues
The following items appear periodically in technical articles and debates. Through the years, the evidence has been presented at times in knock-down arguments. While each of the issues and their knowledgeable, technically inclined supporters have presented interesting proof, the debate continues. The ripples created often result in misinformation and concern among the less-enlightened. Be assured that this column will not attempt to debate these issues. A primary reason is that I don't have the technical expertise to do so!
- Downwind turns
- Torque and P-factor
- Left-hand turns
The "downwind turn" debate hasn't surfaced in the magazines for a number of years. But like the seven-year locust (or itch), it will. It refers to the aerodynamics of what happens when you attempt a turn back upwind when headed downwind, especially if the wind is brisk. If you have a good instructor and use your common sense, you are going to instinctively handle this issue.
The "torque" and "P-factor" debate relates to the fact that the propeller is rotating in a specific direction and produces an aerodynamic effect on the model. It becomes most noticeable when you create a sudden burst of power from the engine, especially at the time of takeoff—the model will tend to want to move to the left. As a newcomer, all you need to know is that such a left tendency can occur, so you can be ready for it.
The "left-hand turn" issue is an interesting one. Years ago, I listened to an instructor tell his student that they should "always try to make left turns, since those are easier." I pondered that statement and watched the instructor fly his own model.
Two realizations popped into my mind. First, if he was instructing and his statement was indeed true, then one thing he should be doing is helping the student make the more "difficult" right turn. Second, as I watched the instructor fly his own model, he followed his own advice. Actually, if the wind was blowing in a manner that required a right-hand turn for landing approach, he didn't fly!
As you ponder the paragraphs above, you will probably relate them to the aerodynamic issues mentioned before. But consider other things that make us a somewhat counterclockwise society: try auto racing and horse racing, for example.
I have a theory about the left-hand turn. Think about where the stick is that controls the aileron—it's on the right-hand side of the transmitter. A more natural, unconscious human movement is to bring your hand (or arm) toward you. Bingo! A left turn (with a little up elevator) is more natural.
Maybe this is a bunch of hooey, but stand at an RC field and watch the flying. I'll bet that you see a lot more lefts than rights. For that reason, as an instructor, I never mention the issue. Additionally, I purposely tell the newcomer to "go right." I also try to make certain they practice figure 8s; this creates a host of possibilities for more-disciplined flying. You might suggest this to your instructor if the figure 8 hasn't been mentioned.
Conclusion
Enough for this month. By the time you receive this, the summer will have begun to dwindle away in the more northern climates. Now is the time to think about building projects for the winter to come. It's also a good time to review your progress and your direction for the future.
Smooth landings!
Transcribed from original scans by AI. Minor OCR errors may remain.
