INtheAIRLATE-BREAKING NEWS FROM THE ACADEMY
September 2006 9
After months of
planning and hours of
practicing, the summer is
here and the 2006 Nats is
in full swing. As this is
being written, AMA’s
National Flying Site is
bursting with activity
across the 1,000-plus
acres. The contest
roared to life July 4 with
RC Scale Aerobatics.
International Miniature
Aerobatic Club
competitors from every
district flew in this
sequence-judged event.
This year’s surprise
was an aircraft Baron
Johnson built and flew.
He picked the Nats for the release of his secret project: a 38.8%-size
version of the Leo Loudenslager Shark. Not many know about the
full-scale airplane because Leo died before he could fly the
revolutionary aircraft. Baron’s model is the first Shark to ever fly.
When the RC Helicopter event got going July 7, we were treated
with a large number of Scale competitors. One of the noted modelers
came all the way from Kent, England. Len Mount is highly regarded
as one of Europe’s leading talents in Scale—specifically large-scale
helicopters.
Len’s turbine-powered, 1:4.5-scale Westland Scout Mk 1
weighed 28 pounds. He only had time to hover-test the highly
detailed model before packing it up for the Nats, so his pushing the
nose forward to enter forward flight was an awe-inspiring sight.
As the helicopter pilots finished their rounds, the buzz of
nitro-burning engines echoed over the grassy plains. RC Pylon
Racing flights were logged at approximately the rate of one every
four minutes.
North of the Pylon course, CL Speed competitors started out
slow with their 1/2A Proto models flying 75-100 mph. They
doubled those speeds during the four-day event with the larger
models.
CL Stunt Precision Aerobatics got underway at the L-Pad.
Many legendary modelers returned to the Nats, but the unique
welcome this year went to the 28-pilot team from Brazil. The
friendliest group of people you’d ever want to meet, their skills
range from beginner to master. Each member flew his own P-51
Mustang; all were built from identical kits. It was quite a show.
Putting on such a diverse and unique event as the Nats takes a
great deal of effort. An enormous amount of work is carried out
by the SIGs and their volunteers.
AMA has been gifted with a number of monetary donations
that were specifically earmarked to adequately equip the Nats
site. Thanks to BP Hobbies, Horizon Hobby Distributors, and
Powermaster fuels for their generous contributions. MA
—Michael Ramsey
MA Associate Editor
Your Additional Support is Needed!
The Military Toy Replica Act bill—which forbids defense contractors from requiring licenses or fees to be paid for the use of military
likenesses and designations—passed the House of Representatives in May, but now it needs to be included in the Senate version of the
Defense Bill.
The vote will take place later this summer or in the early fall. Then both bills go to Conference, where the final bill is hashed out.
Please contact your senator to support the bill so that there is as much visibility on the Senate side as there was in the House. The House
received an enormous number of calls and letters, which aided in the bill’s passage.
You can find your senator’s contact information at www.senate.gov. You can find additional background information on this campaign
at www.modelaircraft.org/supportletter.asp. MA
Up to Day 10 of Nats 2006
09sig1.QXD 7/25/06 12:32 PM Page 9INtheAIR
10 MODEL AVIATION
• Plans builders are rewarded with four
options this month. They are A.A.
Lidberg’s Davis D1K Scale CO2-
powered FF design, L.F. Randolph’s RC
One Step—a three-channel trainer for a
.15 engine—Luther Hux’s 1/72-scale
Columbia Space Shuttle that can be
carried aloft by a Falcon 56, and three
CL 1/2A Goodyear racers in one plans
set from John Penhallow: the Rivets,
Misty, and La Jollita.
• Don Berliner presents Part 1 of an
informative article covering 1913-1922
Schneider Trophy Races. The article
contains three-views of six of the early
Schneider winners, along with accounts
of each airplane’s races.
• This issue features the second part of
Dominic J. Palumbo’s “True Dynamic
Scaling” article.
• Bob Meuser’s report on the US Free
Flight Championships in Taft,
California, almost takes us there with
his many pictures and colorful
descriptions.
• New products include the $299.95
Isotronic Master Series 7 RC system
that Tower Hobbies imports. For the
Twenty-Five Years Ago in MA:
September 1981
beginner Estes Industries announces the
Sky Hawk RC .15-powered trainer that is
foam-core covered with vacuum-molded
plastic for quick construction.
Electroline Models introduces an
interesting system for the CL flier:
electric models using a hefty battery that
stays in the center of the circle with
insulated control wires. On-off control is
provided by a thumb switch on the
handle, and 15- to 20-minute flight times
are expected. MA
—Rich LaGrange
AMA Librarian
AMA Revises Its
Introductory Pilot Program
In ongoing efforts to better serve its
members, AMA has made significant
modifications to its long-standing
Introductory Pilot Program (Intro Pilot
Program).
The Intro Pilot Program has been
available to clubs for many years. It has
generated much interest and many new
members, but it has never fully matured into
anything more than just another program.
Many factors have contributed to this lack
of interest. However, some significant
modifications have been initiated in an
effort to revitalize the program.
These changes include less laborintensive
record-keeping; online access to
registration and reporting; lengthened
introductory period (from 30 to 60 days);
more recognition and rewards for the
instructors, clubs, and students; and the
potential for more worthwhile benefits to
the clubs in the near future.
With these modifications in place, the
Academy invites all current chartered clubs
to revisit the program and seriously consider
getting involved as a means of improving
community relations, attracting new
members, and establishing new neighborfriendly
flying sites, just to name a few
potential benefits.
Please keep close to the AMA Web site
for more details and guidelines. MA
—Jay Mealy
Programs Director
Welcome, AMA Life Members!
The Academy recently welcomed
new Life Members Ronald D. Dale II
(Wabash IN) and Jay Mealy (Muncie
IN).
For information about becoming a
Life Member, contact AMA Headquarters
at (800) 435-9262. MA
—Membership Department
October 15, 2005, AMA member Ken
Jennings (McDonald OH) set a world speed
record for FAI electric-powered helicopters
(class F5C). He achieved this feat at the
Hubbard Wingsnappers flying field located
in West Middlesex, Pennsylvania. Ken is the
first American to set any FAI helicopter
record.
He flew his purpose-built helicopter to an
average speed of 75.32 mph throughout the
200-meter course (one upwind and one
downwind run). For this record the model is
required to maintain an altitude of 5-35
meters during the runs and the 100-meter
run-in zone.
Ken Jennings with his record-setting model.
With winds gusting 15-25 knots, the
speed difference between the upwind and
downwind legs of the run was more than 26
mph. There is no doubt that the record speed
would have been even higher had the wind
conditions been better.
The machine weighed 4,214 grams and
was driven by a Neu motor and used Li-Poly
batteries as a source of power.
Ken is somewhat of a legend at the
IRCHA (International Radio Controlled
Helicopter Association) Jamboree, winning
the helicopter drag-racing unlimited class last
year with an electric-powered machine
against .90-size internal-combustion-enginepowered
helicopters.
AMA congratulates Ken on this
achievement. The record was so significant
that the NAA (National Aeronautic
Association) has selected it as one of the most
memorable aviation records of 2005, earning
Ken the same honor given to other notable
records such as the speed-around-the-world
record set by Steve Fossett and the Virgin
Atlantic Global Flyer. MA
—Steve Kaluf
Technical Director
AMA Member Sets Electric Helicopter World Record
09sig1.QXD 7/25/06 12:01 PM Page 10INtheAIR
September 2006 11
I met Brandon Stangl at the AMA Convention in January
2006. He has muscular dystrophy and is confined to an electric
wheelchair. His dog Grant is always at his side.
Speaking with Brandon’s father Joe, I learned that Brandon
enjoyed airplanes and that he flew Great Planes flight simulators
and used the transmitter box that resembled the RC transmitters
we use for flying our airplanes.
During our conversation I realized that I wanted Brandon to
be able to feel the joy of flying RC. I suggested to his father that
we get together in the spring for some Slope Soaring. He agreed
and we exchanged E-mail addresses.
My club—the Inland Slope Rebels (ISR)—decided to sponsor
A New Pilot Takes Off
Brandon as a club project. Many members gave of their time and
energy. Airtronics donated a VG6000 radio, SkyKing RC Products
donated an S1-26 EPP-foam Two-Meter glider, and California
Sailplanes donated a lost model alarm. ISR members took care of the
rest of the supplies.
We decided to give the glider to Brandon at the 2006 Spring
Power Scale Soaring Festival. We made the presentation the day
before the festival at Cajon Summit, where we have the event.
Brandon did a good job on his first flight. It is a challenge, but he is
determined to get it right. Helping someone is a rewarding
experience. Give it a try! MA
—Doug Blackburn
Doug Blackburn presents Brandon Stangl with the S1-26 and
radio before his first RC Slope Soaring flight.
L-R: Brandon’s brother Jake, Brian Laird, Brandon, and Doug
Blackburn during Brandon’s first flight.
Winds of change are blowing, and there may
be a modified flying environment once the dust
settles. We should prepare ourselves now for such
changes, which are indefinable at the moment;
there is no telling whether they will be major or
minor, immediate or gradual, or restrictive or
negligible. The only question that can be
answered now is that, yes, there will be changes.
Because of the proliferation of Unmanned
Aerial Vehicle (UAV) development, the federal
government is being barraged with requests for
space in the National Airspace System (NAS) in
which UAV flights can take place. It’s a daunting
challenge, to say the least, but it is inevitable.
UAVs have been flying military missions
successfully for years, so it was simply a matter
of time before that technology would end up in
the civilian world, assigned such tasks as traffic
surveillance, air-quality monitoring,
communication, border patrol, photography, and
the list goes on forever. The problem is that the
NAS and FAR (Federal Aviation Regulations)
were never structured to be used by vehicles
without human operators onboard.
That may not sound like a big deal, but the air
is full of all types of manned vehicles that fit into
the system by following rules, from simple to
complex, depending on the purpose and nature of
their flight. Adherence to these rules and
procedures is totally the responsibility of the
pilot-in-command (PIC) who, in the current way
of thinking, is occupying the best seat from which
to conduct flight safely: in the vehicle.
Aircraft pilots who are operating under VFR
(visual flight rules) are working among pilots who
are adhering to IFR (instrument flight rules).
Everyone knows what everyone else is doing, and
should be doing, in a comfortable operating
environment.
All of a sudden, along came this technology
that removed the PIC from the vehicle, operating
in the same space as the manned vehicles, and
questions started being asked regarding safety.
How will that craft be able to see us? How will
the vehicle communicate with others? What if a
system fails? And so on. You can see the potential
volume of such questions and the concerns that
must be addressed.
In short, regulations for UAV operation are in
the works. Why should that concern us modelers?
The most obvious reason is the similarities
between model aircraft and UAVs as seen by the
general public.
This image could influence the rule makers
into including model aircraft in the UAV
category, which could make us susceptible to
regulation created for the UAVs. We don’t want
that to happen, which is why AMA is working
diligently to represent our members and activity
to the regulatory agencies.
We are fortunate that the Academy’s long
history—more than 70 years—of self-regulation
and self-policing has established us as a
responsible and effective organization. AMA
members truly cherish their privilege to operate in
the NAS, and AMA will work tirelessly to
preserve that privilege.
As our sport evolves and our equipment and
skills improve, we tend to become complacent.
We become accustomed to going to the flying
field, letting it all hang out, having fun, and
partaking in all types of challenging flying,
whether higher, faster, or farther. But we must be
careful not to go too far over the edge.
Model airplanes are different from full-scale
airplanes in many ways, but one of the most
important differences is their social acceptance. In
most cases the public’s perception is that there is
no “ … real need … ” for model airplanes except
as a hobby, no real purpose except as recreation,
and that “ … they are dangerous … ”
Full-scale aircraft are believed to “ ... serve a
purpose ...”; they transport goods and people.
When a full-scale aircraft crashes, the event is
publicized as a tragedy, and rightly so, but it is
socially accepted as a necessary risk and we
move on.
On the other hand, a model involved in the
same type of incident is not so fortunate socially.
God forbid a model should be the cause of injury
or, worse, death. Such an event may generate the
same type of headlines as that of a full-scale
aircraft, but the social response is much more
negative and the image of flying models takes a
giant hit.
At this time in our history, these types of
incidents and this type of publicity can have
devastating effects on our continued use of the
NAS.
As I stated, there are many unknowns ahead
of us. The only resource the rule-makers have
upon which to base their regulatory decisions is
the Academy’s history and image. We, as
participants in aeromodeling, have our image and
history to get us through these challenging times,
and we must diligently protect that resource.
Everyone must strive to operate as
responsibly and as safely as possible, and every
club member should be fully briefed on the
negative impact that careless, reckless, negligent,
irresponsible, immature behavior in flight
operations can have.
For more information contact AMA
Programs Director Jay Mealy at (765) 287-1256,
extension 207, or at [email protected].
MA
—AMA Headquarters
AMA Members: Don’t Do Dumb Stuff!
09sig1.QXD 7/25/06 12:35 PM Page 11
Edition: Model Aviation - 2006/09
Page Numbers: 9,10,11
Edition: Model Aviation - 2006/09
Page Numbers: 9,10,11
INtheAIRLATE-BREAKING NEWS FROM THE ACADEMY
September 2006 9
After months of
planning and hours of
practicing, the summer is
here and the 2006 Nats is
in full swing. As this is
being written, AMA’s
National Flying Site is
bursting with activity
across the 1,000-plus
acres. The contest
roared to life July 4 with
RC Scale Aerobatics.
International Miniature
Aerobatic Club
competitors from every
district flew in this
sequence-judged event.
This year’s surprise
was an aircraft Baron
Johnson built and flew.
He picked the Nats for the release of his secret project: a 38.8%-size
version of the Leo Loudenslager Shark. Not many know about the
full-scale airplane because Leo died before he could fly the
revolutionary aircraft. Baron’s model is the first Shark to ever fly.
When the RC Helicopter event got going July 7, we were treated
with a large number of Scale competitors. One of the noted modelers
came all the way from Kent, England. Len Mount is highly regarded
as one of Europe’s leading talents in Scale—specifically large-scale
helicopters.
Len’s turbine-powered, 1:4.5-scale Westland Scout Mk 1
weighed 28 pounds. He only had time to hover-test the highly
detailed model before packing it up for the Nats, so his pushing the
nose forward to enter forward flight was an awe-inspiring sight.
As the helicopter pilots finished their rounds, the buzz of
nitro-burning engines echoed over the grassy plains. RC Pylon
Racing flights were logged at approximately the rate of one every
four minutes.
North of the Pylon course, CL Speed competitors started out
slow with their 1/2A Proto models flying 75-100 mph. They
doubled those speeds during the four-day event with the larger
models.
CL Stunt Precision Aerobatics got underway at the L-Pad.
Many legendary modelers returned to the Nats, but the unique
welcome this year went to the 28-pilot team from Brazil. The
friendliest group of people you’d ever want to meet, their skills
range from beginner to master. Each member flew his own P-51
Mustang; all were built from identical kits. It was quite a show.
Putting on such a diverse and unique event as the Nats takes a
great deal of effort. An enormous amount of work is carried out
by the SIGs and their volunteers.
AMA has been gifted with a number of monetary donations
that were specifically earmarked to adequately equip the Nats
site. Thanks to BP Hobbies, Horizon Hobby Distributors, and
Powermaster fuels for their generous contributions. MA
—Michael Ramsey
MA Associate Editor
Your Additional Support is Needed!
The Military Toy Replica Act bill—which forbids defense contractors from requiring licenses or fees to be paid for the use of military
likenesses and designations—passed the House of Representatives in May, but now it needs to be included in the Senate version of the
Defense Bill.
The vote will take place later this summer or in the early fall. Then both bills go to Conference, where the final bill is hashed out.
Please contact your senator to support the bill so that there is as much visibility on the Senate side as there was in the House. The House
received an enormous number of calls and letters, which aided in the bill’s passage.
You can find your senator’s contact information at www.senate.gov. You can find additional background information on this campaign
at www.modelaircraft.org/supportletter.asp. MA
Up to Day 10 of Nats 2006
09sig1.QXD 7/25/06 12:32 PM Page 9INtheAIR
10 MODEL AVIATION
• Plans builders are rewarded with four
options this month. They are A.A.
Lidberg’s Davis D1K Scale CO2-
powered FF design, L.F. Randolph’s RC
One Step—a three-channel trainer for a
.15 engine—Luther Hux’s 1/72-scale
Columbia Space Shuttle that can be
carried aloft by a Falcon 56, and three
CL 1/2A Goodyear racers in one plans
set from John Penhallow: the Rivets,
Misty, and La Jollita.
• Don Berliner presents Part 1 of an
informative article covering 1913-1922
Schneider Trophy Races. The article
contains three-views of six of the early
Schneider winners, along with accounts
of each airplane’s races.
• This issue features the second part of
Dominic J. Palumbo’s “True Dynamic
Scaling” article.
• Bob Meuser’s report on the US Free
Flight Championships in Taft,
California, almost takes us there with
his many pictures and colorful
descriptions.
• New products include the $299.95
Isotronic Master Series 7 RC system
that Tower Hobbies imports. For the
Twenty-Five Years Ago in MA:
September 1981
beginner Estes Industries announces the
Sky Hawk RC .15-powered trainer that is
foam-core covered with vacuum-molded
plastic for quick construction.
Electroline Models introduces an
interesting system for the CL flier:
electric models using a hefty battery that
stays in the center of the circle with
insulated control wires. On-off control is
provided by a thumb switch on the
handle, and 15- to 20-minute flight times
are expected. MA
—Rich LaGrange
AMA Librarian
AMA Revises Its
Introductory Pilot Program
In ongoing efforts to better serve its
members, AMA has made significant
modifications to its long-standing
Introductory Pilot Program (Intro Pilot
Program).
The Intro Pilot Program has been
available to clubs for many years. It has
generated much interest and many new
members, but it has never fully matured into
anything more than just another program.
Many factors have contributed to this lack
of interest. However, some significant
modifications have been initiated in an
effort to revitalize the program.
These changes include less laborintensive
record-keeping; online access to
registration and reporting; lengthened
introductory period (from 30 to 60 days);
more recognition and rewards for the
instructors, clubs, and students; and the
potential for more worthwhile benefits to
the clubs in the near future.
With these modifications in place, the
Academy invites all current chartered clubs
to revisit the program and seriously consider
getting involved as a means of improving
community relations, attracting new
members, and establishing new neighborfriendly
flying sites, just to name a few
potential benefits.
Please keep close to the AMA Web site
for more details and guidelines. MA
—Jay Mealy
Programs Director
Welcome, AMA Life Members!
The Academy recently welcomed
new Life Members Ronald D. Dale II
(Wabash IN) and Jay Mealy (Muncie
IN).
For information about becoming a
Life Member, contact AMA Headquarters
at (800) 435-9262. MA
—Membership Department
October 15, 2005, AMA member Ken
Jennings (McDonald OH) set a world speed
record for FAI electric-powered helicopters
(class F5C). He achieved this feat at the
Hubbard Wingsnappers flying field located
in West Middlesex, Pennsylvania. Ken is the
first American to set any FAI helicopter
record.
He flew his purpose-built helicopter to an
average speed of 75.32 mph throughout the
200-meter course (one upwind and one
downwind run). For this record the model is
required to maintain an altitude of 5-35
meters during the runs and the 100-meter
run-in zone.
Ken Jennings with his record-setting model.
With winds gusting 15-25 knots, the
speed difference between the upwind and
downwind legs of the run was more than 26
mph. There is no doubt that the record speed
would have been even higher had the wind
conditions been better.
The machine weighed 4,214 grams and
was driven by a Neu motor and used Li-Poly
batteries as a source of power.
Ken is somewhat of a legend at the
IRCHA (International Radio Controlled
Helicopter Association) Jamboree, winning
the helicopter drag-racing unlimited class last
year with an electric-powered machine
against .90-size internal-combustion-enginepowered
helicopters.
AMA congratulates Ken on this
achievement. The record was so significant
that the NAA (National Aeronautic
Association) has selected it as one of the most
memorable aviation records of 2005, earning
Ken the same honor given to other notable
records such as the speed-around-the-world
record set by Steve Fossett and the Virgin
Atlantic Global Flyer. MA
—Steve Kaluf
Technical Director
AMA Member Sets Electric Helicopter World Record
09sig1.QXD 7/25/06 12:01 PM Page 10INtheAIR
September 2006 11
I met Brandon Stangl at the AMA Convention in January
2006. He has muscular dystrophy and is confined to an electric
wheelchair. His dog Grant is always at his side.
Speaking with Brandon’s father Joe, I learned that Brandon
enjoyed airplanes and that he flew Great Planes flight simulators
and used the transmitter box that resembled the RC transmitters
we use for flying our airplanes.
During our conversation I realized that I wanted Brandon to
be able to feel the joy of flying RC. I suggested to his father that
we get together in the spring for some Slope Soaring. He agreed
and we exchanged E-mail addresses.
My club—the Inland Slope Rebels (ISR)—decided to sponsor
A New Pilot Takes Off
Brandon as a club project. Many members gave of their time and
energy. Airtronics donated a VG6000 radio, SkyKing RC Products
donated an S1-26 EPP-foam Two-Meter glider, and California
Sailplanes donated a lost model alarm. ISR members took care of the
rest of the supplies.
We decided to give the glider to Brandon at the 2006 Spring
Power Scale Soaring Festival. We made the presentation the day
before the festival at Cajon Summit, where we have the event.
Brandon did a good job on his first flight. It is a challenge, but he is
determined to get it right. Helping someone is a rewarding
experience. Give it a try! MA
—Doug Blackburn
Doug Blackburn presents Brandon Stangl with the S1-26 and
radio before his first RC Slope Soaring flight.
L-R: Brandon’s brother Jake, Brian Laird, Brandon, and Doug
Blackburn during Brandon’s first flight.
Winds of change are blowing, and there may
be a modified flying environment once the dust
settles. We should prepare ourselves now for such
changes, which are indefinable at the moment;
there is no telling whether they will be major or
minor, immediate or gradual, or restrictive or
negligible. The only question that can be
answered now is that, yes, there will be changes.
Because of the proliferation of Unmanned
Aerial Vehicle (UAV) development, the federal
government is being barraged with requests for
space in the National Airspace System (NAS) in
which UAV flights can take place. It’s a daunting
challenge, to say the least, but it is inevitable.
UAVs have been flying military missions
successfully for years, so it was simply a matter
of time before that technology would end up in
the civilian world, assigned such tasks as traffic
surveillance, air-quality monitoring,
communication, border patrol, photography, and
the list goes on forever. The problem is that the
NAS and FAR (Federal Aviation Regulations)
were never structured to be used by vehicles
without human operators onboard.
That may not sound like a big deal, but the air
is full of all types of manned vehicles that fit into
the system by following rules, from simple to
complex, depending on the purpose and nature of
their flight. Adherence to these rules and
procedures is totally the responsibility of the
pilot-in-command (PIC) who, in the current way
of thinking, is occupying the best seat from which
to conduct flight safely: in the vehicle.
Aircraft pilots who are operating under VFR
(visual flight rules) are working among pilots who
are adhering to IFR (instrument flight rules).
Everyone knows what everyone else is doing, and
should be doing, in a comfortable operating
environment.
All of a sudden, along came this technology
that removed the PIC from the vehicle, operating
in the same space as the manned vehicles, and
questions started being asked regarding safety.
How will that craft be able to see us? How will
the vehicle communicate with others? What if a
system fails? And so on. You can see the potential
volume of such questions and the concerns that
must be addressed.
In short, regulations for UAV operation are in
the works. Why should that concern us modelers?
The most obvious reason is the similarities
between model aircraft and UAVs as seen by the
general public.
This image could influence the rule makers
into including model aircraft in the UAV
category, which could make us susceptible to
regulation created for the UAVs. We don’t want
that to happen, which is why AMA is working
diligently to represent our members and activity
to the regulatory agencies.
We are fortunate that the Academy’s long
history—more than 70 years—of self-regulation
and self-policing has established us as a
responsible and effective organization. AMA
members truly cherish their privilege to operate in
the NAS, and AMA will work tirelessly to
preserve that privilege.
As our sport evolves and our equipment and
skills improve, we tend to become complacent.
We become accustomed to going to the flying
field, letting it all hang out, having fun, and
partaking in all types of challenging flying,
whether higher, faster, or farther. But we must be
careful not to go too far over the edge.
Model airplanes are different from full-scale
airplanes in many ways, but one of the most
important differences is their social acceptance. In
most cases the public’s perception is that there is
no “ … real need … ” for model airplanes except
as a hobby, no real purpose except as recreation,
and that “ … they are dangerous … ”
Full-scale aircraft are believed to “ ... serve a
purpose ...”; they transport goods and people.
When a full-scale aircraft crashes, the event is
publicized as a tragedy, and rightly so, but it is
socially accepted as a necessary risk and we
move on.
On the other hand, a model involved in the
same type of incident is not so fortunate socially.
God forbid a model should be the cause of injury
or, worse, death. Such an event may generate the
same type of headlines as that of a full-scale
aircraft, but the social response is much more
negative and the image of flying models takes a
giant hit.
At this time in our history, these types of
incidents and this type of publicity can have
devastating effects on our continued use of the
NAS.
As I stated, there are many unknowns ahead
of us. The only resource the rule-makers have
upon which to base their regulatory decisions is
the Academy’s history and image. We, as
participants in aeromodeling, have our image and
history to get us through these challenging times,
and we must diligently protect that resource.
Everyone must strive to operate as
responsibly and as safely as possible, and every
club member should be fully briefed on the
negative impact that careless, reckless, negligent,
irresponsible, immature behavior in flight
operations can have.
For more information contact AMA
Programs Director Jay Mealy at (765) 287-1256,
extension 207, or at [email protected].
MA
—AMA Headquarters
AMA Members: Don’t Do Dumb Stuff!
09sig1.QXD 7/25/06 12:35 PM Page 11
Edition: Model Aviation - 2006/09
Page Numbers: 9,10,11
INtheAIRLATE-BREAKING NEWS FROM THE ACADEMY
September 2006 9
After months of
planning and hours of
practicing, the summer is
here and the 2006 Nats is
in full swing. As this is
being written, AMA’s
National Flying Site is
bursting with activity
across the 1,000-plus
acres. The contest
roared to life July 4 with
RC Scale Aerobatics.
International Miniature
Aerobatic Club
competitors from every
district flew in this
sequence-judged event.
This year’s surprise
was an aircraft Baron
Johnson built and flew.
He picked the Nats for the release of his secret project: a 38.8%-size
version of the Leo Loudenslager Shark. Not many know about the
full-scale airplane because Leo died before he could fly the
revolutionary aircraft. Baron’s model is the first Shark to ever fly.
When the RC Helicopter event got going July 7, we were treated
with a large number of Scale competitors. One of the noted modelers
came all the way from Kent, England. Len Mount is highly regarded
as one of Europe’s leading talents in Scale—specifically large-scale
helicopters.
Len’s turbine-powered, 1:4.5-scale Westland Scout Mk 1
weighed 28 pounds. He only had time to hover-test the highly
detailed model before packing it up for the Nats, so his pushing the
nose forward to enter forward flight was an awe-inspiring sight.
As the helicopter pilots finished their rounds, the buzz of
nitro-burning engines echoed over the grassy plains. RC Pylon
Racing flights were logged at approximately the rate of one every
four minutes.
North of the Pylon course, CL Speed competitors started out
slow with their 1/2A Proto models flying 75-100 mph. They
doubled those speeds during the four-day event with the larger
models.
CL Stunt Precision Aerobatics got underway at the L-Pad.
Many legendary modelers returned to the Nats, but the unique
welcome this year went to the 28-pilot team from Brazil. The
friendliest group of people you’d ever want to meet, their skills
range from beginner to master. Each member flew his own P-51
Mustang; all were built from identical kits. It was quite a show.
Putting on such a diverse and unique event as the Nats takes a
great deal of effort. An enormous amount of work is carried out
by the SIGs and their volunteers.
AMA has been gifted with a number of monetary donations
that were specifically earmarked to adequately equip the Nats
site. Thanks to BP Hobbies, Horizon Hobby Distributors, and
Powermaster fuels for their generous contributions. MA
—Michael Ramsey
MA Associate Editor
Your Additional Support is Needed!
The Military Toy Replica Act bill—which forbids defense contractors from requiring licenses or fees to be paid for the use of military
likenesses and designations—passed the House of Representatives in May, but now it needs to be included in the Senate version of the
Defense Bill.
The vote will take place later this summer or in the early fall. Then both bills go to Conference, where the final bill is hashed out.
Please contact your senator to support the bill so that there is as much visibility on the Senate side as there was in the House. The House
received an enormous number of calls and letters, which aided in the bill’s passage.
You can find your senator’s contact information at www.senate.gov. You can find additional background information on this campaign
at www.modelaircraft.org/supportletter.asp. MA
Up to Day 10 of Nats 2006
09sig1.QXD 7/25/06 12:32 PM Page 9INtheAIR
10 MODEL AVIATION
• Plans builders are rewarded with four
options this month. They are A.A.
Lidberg’s Davis D1K Scale CO2-
powered FF design, L.F. Randolph’s RC
One Step—a three-channel trainer for a
.15 engine—Luther Hux’s 1/72-scale
Columbia Space Shuttle that can be
carried aloft by a Falcon 56, and three
CL 1/2A Goodyear racers in one plans
set from John Penhallow: the Rivets,
Misty, and La Jollita.
• Don Berliner presents Part 1 of an
informative article covering 1913-1922
Schneider Trophy Races. The article
contains three-views of six of the early
Schneider winners, along with accounts
of each airplane’s races.
• This issue features the second part of
Dominic J. Palumbo’s “True Dynamic
Scaling” article.
• Bob Meuser’s report on the US Free
Flight Championships in Taft,
California, almost takes us there with
his many pictures and colorful
descriptions.
• New products include the $299.95
Isotronic Master Series 7 RC system
that Tower Hobbies imports. For the
Twenty-Five Years Ago in MA:
September 1981
beginner Estes Industries announces the
Sky Hawk RC .15-powered trainer that is
foam-core covered with vacuum-molded
plastic for quick construction.
Electroline Models introduces an
interesting system for the CL flier:
electric models using a hefty battery that
stays in the center of the circle with
insulated control wires. On-off control is
provided by a thumb switch on the
handle, and 15- to 20-minute flight times
are expected. MA
—Rich LaGrange
AMA Librarian
AMA Revises Its
Introductory Pilot Program
In ongoing efforts to better serve its
members, AMA has made significant
modifications to its long-standing
Introductory Pilot Program (Intro Pilot
Program).
The Intro Pilot Program has been
available to clubs for many years. It has
generated much interest and many new
members, but it has never fully matured into
anything more than just another program.
Many factors have contributed to this lack
of interest. However, some significant
modifications have been initiated in an
effort to revitalize the program.
These changes include less laborintensive
record-keeping; online access to
registration and reporting; lengthened
introductory period (from 30 to 60 days);
more recognition and rewards for the
instructors, clubs, and students; and the
potential for more worthwhile benefits to
the clubs in the near future.
With these modifications in place, the
Academy invites all current chartered clubs
to revisit the program and seriously consider
getting involved as a means of improving
community relations, attracting new
members, and establishing new neighborfriendly
flying sites, just to name a few
potential benefits.
Please keep close to the AMA Web site
for more details and guidelines. MA
—Jay Mealy
Programs Director
Welcome, AMA Life Members!
The Academy recently welcomed
new Life Members Ronald D. Dale II
(Wabash IN) and Jay Mealy (Muncie
IN).
For information about becoming a
Life Member, contact AMA Headquarters
at (800) 435-9262. MA
—Membership Department
October 15, 2005, AMA member Ken
Jennings (McDonald OH) set a world speed
record for FAI electric-powered helicopters
(class F5C). He achieved this feat at the
Hubbard Wingsnappers flying field located
in West Middlesex, Pennsylvania. Ken is the
first American to set any FAI helicopter
record.
He flew his purpose-built helicopter to an
average speed of 75.32 mph throughout the
200-meter course (one upwind and one
downwind run). For this record the model is
required to maintain an altitude of 5-35
meters during the runs and the 100-meter
run-in zone.
Ken Jennings with his record-setting model.
With winds gusting 15-25 knots, the
speed difference between the upwind and
downwind legs of the run was more than 26
mph. There is no doubt that the record speed
would have been even higher had the wind
conditions been better.
The machine weighed 4,214 grams and
was driven by a Neu motor and used Li-Poly
batteries as a source of power.
Ken is somewhat of a legend at the
IRCHA (International Radio Controlled
Helicopter Association) Jamboree, winning
the helicopter drag-racing unlimited class last
year with an electric-powered machine
against .90-size internal-combustion-enginepowered
helicopters.
AMA congratulates Ken on this
achievement. The record was so significant
that the NAA (National Aeronautic
Association) has selected it as one of the most
memorable aviation records of 2005, earning
Ken the same honor given to other notable
records such as the speed-around-the-world
record set by Steve Fossett and the Virgin
Atlantic Global Flyer. MA
—Steve Kaluf
Technical Director
AMA Member Sets Electric Helicopter World Record
09sig1.QXD 7/25/06 12:01 PM Page 10INtheAIR
September 2006 11
I met Brandon Stangl at the AMA Convention in January
2006. He has muscular dystrophy and is confined to an electric
wheelchair. His dog Grant is always at his side.
Speaking with Brandon’s father Joe, I learned that Brandon
enjoyed airplanes and that he flew Great Planes flight simulators
and used the transmitter box that resembled the RC transmitters
we use for flying our airplanes.
During our conversation I realized that I wanted Brandon to
be able to feel the joy of flying RC. I suggested to his father that
we get together in the spring for some Slope Soaring. He agreed
and we exchanged E-mail addresses.
My club—the Inland Slope Rebels (ISR)—decided to sponsor
A New Pilot Takes Off
Brandon as a club project. Many members gave of their time and
energy. Airtronics donated a VG6000 radio, SkyKing RC Products
donated an S1-26 EPP-foam Two-Meter glider, and California
Sailplanes donated a lost model alarm. ISR members took care of the
rest of the supplies.
We decided to give the glider to Brandon at the 2006 Spring
Power Scale Soaring Festival. We made the presentation the day
before the festival at Cajon Summit, where we have the event.
Brandon did a good job on his first flight. It is a challenge, but he is
determined to get it right. Helping someone is a rewarding
experience. Give it a try! MA
—Doug Blackburn
Doug Blackburn presents Brandon Stangl with the S1-26 and
radio before his first RC Slope Soaring flight.
L-R: Brandon’s brother Jake, Brian Laird, Brandon, and Doug
Blackburn during Brandon’s first flight.
Winds of change are blowing, and there may
be a modified flying environment once the dust
settles. We should prepare ourselves now for such
changes, which are indefinable at the moment;
there is no telling whether they will be major or
minor, immediate or gradual, or restrictive or
negligible. The only question that can be
answered now is that, yes, there will be changes.
Because of the proliferation of Unmanned
Aerial Vehicle (UAV) development, the federal
government is being barraged with requests for
space in the National Airspace System (NAS) in
which UAV flights can take place. It’s a daunting
challenge, to say the least, but it is inevitable.
UAVs have been flying military missions
successfully for years, so it was simply a matter
of time before that technology would end up in
the civilian world, assigned such tasks as traffic
surveillance, air-quality monitoring,
communication, border patrol, photography, and
the list goes on forever. The problem is that the
NAS and FAR (Federal Aviation Regulations)
were never structured to be used by vehicles
without human operators onboard.
That may not sound like a big deal, but the air
is full of all types of manned vehicles that fit into
the system by following rules, from simple to
complex, depending on the purpose and nature of
their flight. Adherence to these rules and
procedures is totally the responsibility of the
pilot-in-command (PIC) who, in the current way
of thinking, is occupying the best seat from which
to conduct flight safely: in the vehicle.
Aircraft pilots who are operating under VFR
(visual flight rules) are working among pilots who
are adhering to IFR (instrument flight rules).
Everyone knows what everyone else is doing, and
should be doing, in a comfortable operating
environment.
All of a sudden, along came this technology
that removed the PIC from the vehicle, operating
in the same space as the manned vehicles, and
questions started being asked regarding safety.
How will that craft be able to see us? How will
the vehicle communicate with others? What if a
system fails? And so on. You can see the potential
volume of such questions and the concerns that
must be addressed.
In short, regulations for UAV operation are in
the works. Why should that concern us modelers?
The most obvious reason is the similarities
between model aircraft and UAVs as seen by the
general public.
This image could influence the rule makers
into including model aircraft in the UAV
category, which could make us susceptible to
regulation created for the UAVs. We don’t want
that to happen, which is why AMA is working
diligently to represent our members and activity
to the regulatory agencies.
We are fortunate that the Academy’s long
history—more than 70 years—of self-regulation
and self-policing has established us as a
responsible and effective organization. AMA
members truly cherish their privilege to operate in
the NAS, and AMA will work tirelessly to
preserve that privilege.
As our sport evolves and our equipment and
skills improve, we tend to become complacent.
We become accustomed to going to the flying
field, letting it all hang out, having fun, and
partaking in all types of challenging flying,
whether higher, faster, or farther. But we must be
careful not to go too far over the edge.
Model airplanes are different from full-scale
airplanes in many ways, but one of the most
important differences is their social acceptance. In
most cases the public’s perception is that there is
no “ … real need … ” for model airplanes except
as a hobby, no real purpose except as recreation,
and that “ … they are dangerous … ”
Full-scale aircraft are believed to “ ... serve a
purpose ...”; they transport goods and people.
When a full-scale aircraft crashes, the event is
publicized as a tragedy, and rightly so, but it is
socially accepted as a necessary risk and we
move on.
On the other hand, a model involved in the
same type of incident is not so fortunate socially.
God forbid a model should be the cause of injury
or, worse, death. Such an event may generate the
same type of headlines as that of a full-scale
aircraft, but the social response is much more
negative and the image of flying models takes a
giant hit.
At this time in our history, these types of
incidents and this type of publicity can have
devastating effects on our continued use of the
NAS.
As I stated, there are many unknowns ahead
of us. The only resource the rule-makers have
upon which to base their regulatory decisions is
the Academy’s history and image. We, as
participants in aeromodeling, have our image and
history to get us through these challenging times,
and we must diligently protect that resource.
Everyone must strive to operate as
responsibly and as safely as possible, and every
club member should be fully briefed on the
negative impact that careless, reckless, negligent,
irresponsible, immature behavior in flight
operations can have.
For more information contact AMA
Programs Director Jay Mealy at (765) 287-1256,
extension 207, or at [email protected].
MA
—AMA Headquarters
AMA Members: Don’t Do Dumb Stuff!
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