Now you're Talking
Bob Benjamin
The May 1998 Model Aviation included an article by new modeler Ruth Chin, titled "If At First . . ." in which she describes the problem she encountered in trying to get a new electric R/C sport model to fly.
Beyond providing a good look at the process we wish all newcomers would follow in seeking experienced help with getting that first model into the air, the article says a lot about problems that can lie in wait for modelers using electric power for the first time.
Several members of the electric flight community commented that this article was neither constructive nor favorable to electric flight. Managing Editor Jim Haught assured me that there was never any intent to "knock" electric flight. We agreed, however, that the experience he and Steve Kaluf had helping Ruth deserves further discussion.
From the point of view of the average modeler (with no electric flight experience), the article appears to confirm the idea that electric airplanes don't fly very well. Ruth describes purchasing a model airplane kit produced by a major manufacturer and advertised as being capable of successful flight if built and operated according to the instructions. She not only followed the instructions but also enlisted expert help, and was rewarded by the model's failure to fly.
From the point of view of the modeler with lots of successful experience flying electric airplanes, this same article looks like a source of misinformation that discredits electric flight. These modelers know that electric model airplanes of all types fly well, and are discouraged by the difficulty of getting the word out that electric power really works. Besides eliminating the possibility of losing flying sites to noise complaints, electric power is virtually vibration-free, works without any fuel or oil mess, starts every time without any need to touch the prop, and is more consistent in operation than glow engines. It offers answers to many problems facing model aviation and is well worth learning about.
Part of the trouble started some years ago when several manufacturers advertised electric R/C models, many of them ARF or ready-to-fly, that were claimed to fly well and offer the excitement of a whole new aspect of model flying. Virtually all of them turned out to be marginal performers at best; many would barely fly in the hands of the average modeler. Fliers who had become accustomed to a standard of performance set by glow-engine-powered airplanes quickly decided that electric flight was a losing proposition. Customers stayed away, many electric airplanes with disappointing performance disappeared from the pages of the magazines, and most modelers forgot all about electric flight.
"... models such as hers are capable of flying well, when suitably powered."
A core of dedicated designers, fliers, and dealers continued to work with electric power and developed it to the level at which it exists today—capable of competing with glow-engine-powered models and providing a practical alternative means of powering model airplanes.
I have had practical experience with models built from the kit Ruth chose, as well as with others like it. The fact is that models such as hers are capable of flying well when suitably powered.
Unfortunately, the power system provided with her kit is barely capable of flying the airplane except under ideal conditions and in the hands of experienced modelers. The inexpensive motor is another of those that didn't do the job years ago and still don't perform well now, and it is poorly matched to the model by virtue of being supplied in a direct-drive configuration. Even an inexpensive ($15–$20) reduction gearbox that would allow the motor to turn a larger, more-efficient prop would have improved performance enough that Steve and Jim should have been able to make the airplane fly safely from a hand launch.
As far as I can determine from the article, the speed control provided is as far out of date as the motor, and had Ruth's airplane gotten air would have been a liability in terms of diminished flight duration compared to what she has a right to expect. Several other factors, including the choice of prop, wiring, connectors, and battery charger, may have a negative impact on performance as well.
I think it is reasonable to suggest that model builders, experienced and otherwise, should be able to expect that R/C sport airplanes advertised and sold with electric power equipment be capable of satisfactory flight performance. While there are many small sailplane kits on the market that fly acceptably on inexpensive motors, these power systems do not do the job expected of them in models such as Ruth Chin's Cub. It is difficult for me to accept the failure of Ruth's airplane to fly in the hands of experienced modelers such as Jim Haught and Steve Kaluf as satisfactory performance.
The truth is that when equipped with any of a half-dozen or so motor/gearbox/prop/battery/speed-control combinations, all of which are available from suppliers who advertise in Model Aviation and the other model airplane magazines, Ruth's Cub would be capable of crisp takeoffs from mowed grass, effortless level flight at half power, and a base for aerobatics such as loops, rolls, and stall turns, with flight durations in the order of five to seven minutes—just as it would with something like a .20 two-stroke glow engine installed. I have seen it, and have seen others do it many times.
For years, magazine articles have been explaining the advantages of electric power as an alternative to internal combustion engines. Well-made videos have been available, and successful electric flying events are going on into their second decade. Model Aviation's own electric columnist, Bob Kopiski, offers an Electric Connection Service to put interested modelers in touch with other electric fliers living nearby. Small, low-cost electric aircraft manufacturers and distributors advertise very good electric flight equipment in every model airplane magazine published, and yet the word is not getting out that all this is actually happening. Maybe it just seems too good to be true!
Proposals to promote electric flight
I propose two courses of action that can make a positive impact on getting the word out about electric power:
- Demonstrate success outside the usual electric flying site.
- Every modeler who is flying electric airplanes successfully should demonstrate that success somewhere other than at the local electric flying site. An occasional trip to the local club where experienced powered modelers are the usual crowd will make a big impression. We need to show our engine-powered friends that electric works and that it is something they might like to try.
- Challenge to kit manufacturers and distributors.
- It is time for us to get serious about electric flight. There seems to be no good reason to continue to promote inexpensive low-power motors and accessories such as gearboxes and speed controls as though they were capable of providing flight performance comparable to what modelers have come to expect of glow engines.
- There are plenty of good-quality motor systems available that will provide that level of performance, and I know from direct discussion that there are motor manufacturers willing to work with kit companies to provide attractive pricing.
- (It must be noted that many experienced electric fliers successfully use very small motors in specialized lightweight airplanes, but these are seldom the models that initially attract newcomers.)
Let's go beyond suggesting that appropriate motors be matched to electric airplane kits. There are dozens of existing kit designs, intended for engine power, that perform excellently when converted to electric. I have engineered several of these myself and am familiar with many converted by others. Modification is straightforward and economical.
I suggest that established kit manufacturers advertise for experienced electric modelers to engineer conversions of existing kits, with the assurance that such projects will be given serious consideration for marketing.
I predict that you will be astonished—not only at the response, but also that so many of your products are already being flown successfully on electric power.
What is needed is for you to produce and advertise conversion kits, and eventually dedicated electric versions of your airplanes. Including motors in such kits ought not to be necessary. It should be sufficient to provide information on appropriate choice of motor and related accessories—just as with glow engines.
The industry needs to make a leap of faith and accept the fact that electric flight works. Once the average modeler sees aggressive advertising for electric airplanes that really perform the way he or she has the right to expect engine-powered models to fly, they will buy them. Electric power can add significantly to the enjoyment of the activity for many new modelers. Let's all work together to get the word out that it really works, and give it a chance to reach its full potential!
Bob Benjamin 1222 26th Ave. NE Olympia, WA 98506
Transcribed from original scans by AI. Minor OCR errors may remain.
