Radio Control: Sport & Aerobatics
Ron Van Putte
I was reading the column by Ted Fancher (Model Aviation's new Control Line Acrobatics columnist) in the May issue, in which it was announced that he was taking over from Wynn Paul, who had written the column continuously since the first issue of Model Aviation in 1975. Then I checked to see who else was still around from the original crew of Contributing Editors. If my research is accurate, only George Myers, Bob Meuser, Bud Tenny, and I remain from the first group of columnists. I don't know how those others feel, but it doesn't really feel like that long to me.
This month's column will contain letters and tidbits from club newsletters.
"A letter from Ken Polley (Colorado Springs, CO):
I am an active RC modeler, having been involved in the great sport since 1978 and having read just about every modeling magazine since then. However, I am presently searching for an answer that I have yet to see in any past publication.
Currently, I am in the middle of a project of completing a 1/4-scale, stand-off Fairchild-Hiller AC-119G Shadow (a Vietnam-era interdiction gunship) of 55-in. span. At this point, I am presented with the problem of selecting the proper-size engine displacement for this model. There have been several fine articles in the past regarding the selection of engine displacements for single-engined models, based upon wing area, weight, etc.; however, it appears to me nothing substantial has been published regarding multi-engine requirements to give the modeler a ballpark degree of confidence in engine-displacement selection.
Normally, all one can find on multi-engine models are photo captions stating that an engine of such size was used, with no model measurements, areas, or weights included. It would appear that one would desire a model to fly equally well on one engine as with two or more engines, but this still does not fully explain where to begin in selection of engine size for multi-engine models. Certainly, this subject would be a welcome article for all modelers of multi-engine aircraft, and any guidance will be greatly appreciated."
After thinking about the subject for a while, I decided that it would take someone more experienced with multi-engine airplanes than I am to adequately cover the topic of engine-displacement selection. How about someone out there volunteering to write such an article? Or, is there already a suitable article in the archives of one of the model magazines? Let's hear from someone.
Anyone who has built some of the imported foreign kits has probably run afoul of the kit instructions. I'm not sure which is worse, the booklet of pictures with instructions in Japanese characters, or the fractured English version. A good example of the latter was published in Take-Off (edited by Chris Joiner), newsletter of the Columbus–Ft. Benning Radio Control Flyers Association (Georgia). It went as follows:
"As a Last Resort, Read the Instructions—Al Algood showed us a supplemental instruction sheet for his new four-cycle, two-cylinder engine. It's supposed to be basic instructions for adjusting the main and slow needle valves. But, after reading this sheet, one wonders what was lost in translation."
An example follows (spelling errors included):
"You may choose whichever you like, a right main needle or a left one. For example, let's start to adjust the left one first. Tighten gradually the left main needle; as you turn, the revolutions will get to a peak. Before it reaches the peak, adjust the right one by the same operation as the left one. Then loosen the left needle about one-fourth of a revolution prior to tightening the left one, then tighten to get the peak. The right one is also requested to do the same process as the left one has been done.
Needle adjustment on both sides should not be completed only once. A few repetitions of the same operation as mentioned would be advised.
The above are required for fine adjustment with precision. Loosen a couple of grooves on the right and left roulettes last (please pay special attention to not tightening too much).
Look over the right and left colors of the exhaust gas; for instance, if it is strong, loosen the left slow needle gradually. Set its location at a point where the color is strong rather than by a trim adjustment as there is no rotor stopper."
Somehow, Al got it adjusted in spite of the instruction sheet!
Isn't that beautiful? It's funny—but then I thought about what an instruction sheet would read like if one of us had written it in Japanese.
Lately, I've been getting lots of training in with some novice fliers, and I continue to be amazed at some of the things that beginners do or don't do, know or don't know, and say or don't say. Probably the best things that beginners can do to help themselves are to ask lots of questions and to listen to the answers. Even the most technically educated RC novices can benefit from help by RC experts. Recently, I flew a new airplane for a novice who was an aeronautical engineer. Before the airplane could be flown, we had to reverse the aileron direction, because they worked backwards! You can imagine his embarrassment, and I promised not to tell anyone (his name).
In that vein, a good article about novice fliers was in The Dam Buster (edited by Derry Langley), newsletter of the Smithville Dam Busters (Missouri). By the way, the club's motto is "Friendliest Little Club By A Dam Site." The article by Bob Housh went as follows:
"This article is written for my compatriots: beginning RC pilots. However, you experienced pilots can probably relate also, since a long time ago we were beginners, or you may now be trying to teach one.
Three years ago, I bought my first radio, engine, and Falcon Trainer. Six months later, the plane was finished and I was ready to do something I had wanted to do since I was a teenager flying Control Line—now I was ready to fly RC.
I was so ready that I did something incredible (i.e., incredibly stupid). The first flight was taken without the assistance of either an instructor or even another RC flier, for that matter. Although I got up (barely) and kept it up (barely), I quickly realized that I simply couldn't get the Falcon down in one piece. Finally the 'landing' happened; the Falcon looked like a berserk cheerleader cartwheeling across a playing field. Although I've continued in RC, I'm still not a proficient flier. I'm still learning from my mistakes.
There are a few things I wish I'd done right the first time. I wish I had:
- Found an instructor first—someone to hand the transmitter to when in trouble.
- Had a backup plane, so I wouldn't have to wait weeks or months to fly after a crash.
- Planned my time better so I could fly with an instructor more often.
- Forgotten the word 'embarrassment'—it's the beginner's nemesis.
- Not been so concerned about crashing—it's hard to control the stick when your thumbs are shaking.
- Not worried at all about what my plane looked like—it's only got to fly.
- Always had my equipment ready ahead of time—field repairs and adjustments shorten valuable flight time.
Above all else, we beginners should not be frightened away with everything we have. Even when not flying, we can build, read, talk with other fliers, go to the hobby shop, attend meetings, and do anything which keeps our interest up and encourages us to fly."
Nice piece of work, Bob. Thanks.
I received a big envelope stuffed with lots of literature from Phil Kraft, who will be the Contest Director of this year's Tournament of Champions in Las Vegas, NV. It's one of those contests that I'd love to see, but have never had the time or money to make it possible. Anyway, it will be held November 7–11, with 20 contestants. Ten contestants and two alternates have been selected from the U.S., and ten contestants plus two alternates have been selected internationally. The other 19 contestants might be wasting their time, because Hanno Prettner has won all seven of the previous competitions. Let's see if he can capture number eight.
Ron Van Putte 111 Sleepy Oaks Rd. Ft. Walton Beach, FL 32548.
Transcribed from original scans by AI. Minor OCR errors may remain.
