November 2004 97
ON MAY 8, 2004, the Prince Georges
Radio Control (PGRC) club held its 12th
annual International Miniature Aircraft
Association (IMAA) Giant Scale event.
Since I had planned to be in the area
visiting relatives, I made it a point to attend
the event.
The PGRC field is located in Bowie,
Maryland, which lies roughly midway
between Baltimore, Maryland, and
Washington DC. The field has a 40- x 400-
foot paved runway and a 100- x 800-foot
grass strip.
According to those with whom I spoke,
the cool temperatures and gusty winds
resulted in a lower-than-usual attendance
Sal Calvagna, 1335 Broadway Ave., Holbrook NY 11741; E-mail: [email protected]
RADIO CONTROL GIANTS
Bill Setzler displays his 50%-scale Pietenpol Air Camper. The model was built using fullscale
aircraft plans, and it has a Sachs 5.8 gas engine.
The working instruments and control stick
are visible in this cockpit-detail shot of Bill
Setzler’s Pietenpol.
With the help of fellow club member Ed Stern of Laurel, Maryland, Alan Goodman (right)
prepares to start the engine on his great-looking Top Flite SR-9.
Jeff Chumley’s scratch-built Caproni
Ca.42 spans 72 inches and is powered by
three Saito 30 four-stroke engines.
this year. My estimate put the number of
models at approximately 30, but even so,
there were a number of great-looking
airplanes. Despite the weather conditions, a
hearty few took to the air to please those
present. Following is a sampling of some of
the neat models in attendance.
Setzler Air Camper: Bill Setzler of
Millersville, Maryland, brought a huge
50%-scale Pietenpol Air Camper that was
ready for covering. The model spans 14
feet, and Bill estimates that it will weigh
roughly 75-80 pounds when completed.
Bill says that it’s more airplane than
model. All of the ribs are fabricated, as are
those of the full-scale counterpart. The
control cables are installed to scale and all
the fittings are handmade. Even the control
stick is installed and attached to the control
cables in full-scale fashion. Bill put in a
98 MODEL AVIATION
Sachs 5.8 gas engine to power the airplane.
Models of this weight fall into the AMA
classification of AMA Experimental Radio
Control Aircraft Program Requirements and
Inspector Information, AMA document 549.
Under this class, aircraft considered
experimental in design and concept shall
weigh no less than 55 pounds or more than
100 pounds with fuel, ready to fly. AMA
document 549 can be downloaded from the
AMA Web site at www.modelaircraft.org.
In 1928, Bernard Pietenpol built and
flew an airplane of his own design. It was
constructed from wood purchased from a
local lumberyard and incorporated
motorcycle wheels and a gas pipe for the
landing gear, and bed-sheet material painted
with clear varnish. Powered by an Ace fourcylinder,
water-cooled engine, the little
aircraft flew well.
During the next several years, design
modifications and a switch to the Ford A
engine resulted in the Pietenpol Air Camper.
In 1933, a factory was set up in Cherry
Grove, Minnesota, to make metal parts to
convert the Ford A engine. The wood was
produced in Wycoff, Minnesota.
Throughout the years, many types of
engines were used to power the Air Camper,
and airplane kits as well as completed
aircraft were manufactured until the onset of
World War II. In 1960 and 1964, Pietenpol
built two more airplanes using the Chevrolet
Corvair flat six-cylinder, air-cooled engines.
With the Corvair engine, the Air Camper’s
performance improved. The ride was
quieter, smooth, and fuel efficient.
Goodman Stinson SR-9: Alan Goodman of
Upper Marlborough, Maryland, flew his
great-looking Top Flite Stinson SR-9. The
model is powered by the ubiquitous Zenoah
G-38 gas engine.
Alan finished the model using Stits Lite
covering material and Stits paint. He used
pinking tape and simulated rib stitching for
added scale appearance. The cowl and
fiberglass parts were purchased separately
Bob Gensler designed this 86-inch-span QD-150. It is a greatlooking
model with those elliptical wings.
Bill Baldiga of Falls Church, Virginia, built this 90-inch-wingspan
Monocoupe 110 from plans—with only one hand!
from Stan’s Fiber Tech. The paint scheme
was copied from an SR-9 based at Albany,
New York. The model flew well and had
power to spare with the G-38.
In 1911, Edward “Eddie” Stinson used
his life savings of $500 for flight instruction
at the Wright brothers’ Dayton, Ohio, flight
school. He founded the Stinson Aircraft
Company in Dayton in 1920. Stinson made
Detroit, Michigan, the base of operations for
his company in 1925.
During the next three decades, more than
13,000 aircraft would carry the Stinson
name; however, Eddie Stinson did not live
to enjoy the success of his company. He
died on January 26, 1932, in an airplane
crash. He had accrued 16,000 hours of flight
time, which was more than any other pilot
had acquired at that time.
Between 1933 and 1941, the Stinson
Aircraft Company delivered 1,327
Reliants—ranging from the SR-1 through
the SR-10—with each variation building
upon its predecessor with upgraded engines
and design refinements. They were rugged
aircraft, powered by radial engines, that
carried three or four passengers at nearly
165 mph.
Pilots liked the airplane’s durability,
safety, and stability. Passengers appreciated
the comfortable ride. The Reliant’s high
price precluded widespread private
ownership, but corporations and commuter
airlines eagerly purchased it because of its
speed, amenities, and styling. The Reliant
was one of the last tail-draggers built.
Chumley Caproni Ca.42: Jeff Chumley of
Dunkirk, Maryland, built the World War I
Italian bomber shown from three-views and
photographs that he found on the Internet.
The model is his first scratch-built project. It
is powered by three Saito 30 four-stroke
glow engines. Two of the engines are in a
tractor configuration and one is in a pusher
configuration.
The model spans 72 inches—which is
roughly 1⁄16 scale—and is covered with
Solartex material. Jeff says that it is a real
floater and that one day he would like to
build a larger version.
The Caproni Ca.4 series of bombers was
similar to the Ca.3 series of biplane bombers
with the exception of a third wing. The
larger Ca.4s were designed to be more
effective in combat and could be armed
with as many as eight machine guns. They
were the only triplane bombers of World
War I. Although cumbersome, they were
able to deliver their large payloads to
distant targets with accuracy.
The Ca.42 made its debut in 1918 at the
last great battle in the Italian campaign: the
battle of Vittorio Veneto. Approximately
32 were built. The Royal Naval Air Service
took delivery of six aircraft, and the US
Navy contracted to have them built under
license in the United States; however, none
of the US-built bombers made it to Europe
prior to the end of hostilities.
In 1917, the United States sent 500 men
to Italy to be taught military flying. After
completing their training, most were sent
to France, but a detachment of 75 pilots
remained in Italy under the command of
Captain Fiorello LaGuardia, the future
mayor of New York. These men were the
first Americans to be involved with flying
bombing missions during the war.
Gensler QD-150: Bob Gensler of
Annapolis, Maryland, is the designer of
what he calls the QD-150. The model
spans 86 inches and is of standard stickbuilt
construction.
Bob says that he employed simple
construction techniques, which made
building fast. He powers the QD with a YS
140 glow engine. The model is covered
with UltraCote and has a readily available
composite landing gear. Bob adds that it is
a fantastic flier.
Baldiga Monocoupe 110: Bill Baldiga of
Falls Church, Virginia, is shown with his
A. Lynn Lockrow plans-built 90-inch
Monocoupe. Bill powers the model with a
ZDZ 80 gas engine, and it is covered with
21st Century Fabric. The big ZDZ 80 spins
a 24 x 10 propeller that really hauls this
28-pound beauty around.
Bill enjoys larger models and does a
fantastic job of building them, especially
since he does all of his work with one arm.
The makers of the Monocoupe 110
employed famous women pilots on their
race team to prove their reputation for
safety and speed. Even Amelia Earhart
made public appearances and represented
the Monocoupe. In 1932, there were few
women pilots. They helped change the
perception of flight in America and aided
in winning over the public with the notion
of safety in aviation.
I thank Charlie Gettier, Alan Goodman,
Lorenzo Bowie, Ed Stern, and all of the
other PGRC club members who made me
feel like one of the gang! Thanks for all
your assistance and kindness.
Stay tuned for next month’s column as I
report on more fantastic models that were
present at Warbirds Over Delaware 2004.
Fly safely and have fun! MA
Edition: Model Aviation - 2004/11
Page Numbers: 97,98,100
Edition: Model Aviation - 2004/11
Page Numbers: 97,98,100
November 2004 97
ON MAY 8, 2004, the Prince Georges
Radio Control (PGRC) club held its 12th
annual International Miniature Aircraft
Association (IMAA) Giant Scale event.
Since I had planned to be in the area
visiting relatives, I made it a point to attend
the event.
The PGRC field is located in Bowie,
Maryland, which lies roughly midway
between Baltimore, Maryland, and
Washington DC. The field has a 40- x 400-
foot paved runway and a 100- x 800-foot
grass strip.
According to those with whom I spoke,
the cool temperatures and gusty winds
resulted in a lower-than-usual attendance
Sal Calvagna, 1335 Broadway Ave., Holbrook NY 11741; E-mail: [email protected]
RADIO CONTROL GIANTS
Bill Setzler displays his 50%-scale Pietenpol Air Camper. The model was built using fullscale
aircraft plans, and it has a Sachs 5.8 gas engine.
The working instruments and control stick
are visible in this cockpit-detail shot of Bill
Setzler’s Pietenpol.
With the help of fellow club member Ed Stern of Laurel, Maryland, Alan Goodman (right)
prepares to start the engine on his great-looking Top Flite SR-9.
Jeff Chumley’s scratch-built Caproni
Ca.42 spans 72 inches and is powered by
three Saito 30 four-stroke engines.
this year. My estimate put the number of
models at approximately 30, but even so,
there were a number of great-looking
airplanes. Despite the weather conditions, a
hearty few took to the air to please those
present. Following is a sampling of some of
the neat models in attendance.
Setzler Air Camper: Bill Setzler of
Millersville, Maryland, brought a huge
50%-scale Pietenpol Air Camper that was
ready for covering. The model spans 14
feet, and Bill estimates that it will weigh
roughly 75-80 pounds when completed.
Bill says that it’s more airplane than
model. All of the ribs are fabricated, as are
those of the full-scale counterpart. The
control cables are installed to scale and all
the fittings are handmade. Even the control
stick is installed and attached to the control
cables in full-scale fashion. Bill put in a
98 MODEL AVIATION
Sachs 5.8 gas engine to power the airplane.
Models of this weight fall into the AMA
classification of AMA Experimental Radio
Control Aircraft Program Requirements and
Inspector Information, AMA document 549.
Under this class, aircraft considered
experimental in design and concept shall
weigh no less than 55 pounds or more than
100 pounds with fuel, ready to fly. AMA
document 549 can be downloaded from the
AMA Web site at www.modelaircraft.org.
In 1928, Bernard Pietenpol built and
flew an airplane of his own design. It was
constructed from wood purchased from a
local lumberyard and incorporated
motorcycle wheels and a gas pipe for the
landing gear, and bed-sheet material painted
with clear varnish. Powered by an Ace fourcylinder,
water-cooled engine, the little
aircraft flew well.
During the next several years, design
modifications and a switch to the Ford A
engine resulted in the Pietenpol Air Camper.
In 1933, a factory was set up in Cherry
Grove, Minnesota, to make metal parts to
convert the Ford A engine. The wood was
produced in Wycoff, Minnesota.
Throughout the years, many types of
engines were used to power the Air Camper,
and airplane kits as well as completed
aircraft were manufactured until the onset of
World War II. In 1960 and 1964, Pietenpol
built two more airplanes using the Chevrolet
Corvair flat six-cylinder, air-cooled engines.
With the Corvair engine, the Air Camper’s
performance improved. The ride was
quieter, smooth, and fuel efficient.
Goodman Stinson SR-9: Alan Goodman of
Upper Marlborough, Maryland, flew his
great-looking Top Flite Stinson SR-9. The
model is powered by the ubiquitous Zenoah
G-38 gas engine.
Alan finished the model using Stits Lite
covering material and Stits paint. He used
pinking tape and simulated rib stitching for
added scale appearance. The cowl and
fiberglass parts were purchased separately
Bob Gensler designed this 86-inch-span QD-150. It is a greatlooking
model with those elliptical wings.
Bill Baldiga of Falls Church, Virginia, built this 90-inch-wingspan
Monocoupe 110 from plans—with only one hand!
from Stan’s Fiber Tech. The paint scheme
was copied from an SR-9 based at Albany,
New York. The model flew well and had
power to spare with the G-38.
In 1911, Edward “Eddie” Stinson used
his life savings of $500 for flight instruction
at the Wright brothers’ Dayton, Ohio, flight
school. He founded the Stinson Aircraft
Company in Dayton in 1920. Stinson made
Detroit, Michigan, the base of operations for
his company in 1925.
During the next three decades, more than
13,000 aircraft would carry the Stinson
name; however, Eddie Stinson did not live
to enjoy the success of his company. He
died on January 26, 1932, in an airplane
crash. He had accrued 16,000 hours of flight
time, which was more than any other pilot
had acquired at that time.
Between 1933 and 1941, the Stinson
Aircraft Company delivered 1,327
Reliants—ranging from the SR-1 through
the SR-10—with each variation building
upon its predecessor with upgraded engines
and design refinements. They were rugged
aircraft, powered by radial engines, that
carried three or four passengers at nearly
165 mph.
Pilots liked the airplane’s durability,
safety, and stability. Passengers appreciated
the comfortable ride. The Reliant’s high
price precluded widespread private
ownership, but corporations and commuter
airlines eagerly purchased it because of its
speed, amenities, and styling. The Reliant
was one of the last tail-draggers built.
Chumley Caproni Ca.42: Jeff Chumley of
Dunkirk, Maryland, built the World War I
Italian bomber shown from three-views and
photographs that he found on the Internet.
The model is his first scratch-built project. It
is powered by three Saito 30 four-stroke
glow engines. Two of the engines are in a
tractor configuration and one is in a pusher
configuration.
The model spans 72 inches—which is
roughly 1⁄16 scale—and is covered with
Solartex material. Jeff says that it is a real
floater and that one day he would like to
build a larger version.
The Caproni Ca.4 series of bombers was
similar to the Ca.3 series of biplane bombers
with the exception of a third wing. The
larger Ca.4s were designed to be more
effective in combat and could be armed
with as many as eight machine guns. They
were the only triplane bombers of World
War I. Although cumbersome, they were
able to deliver their large payloads to
distant targets with accuracy.
The Ca.42 made its debut in 1918 at the
last great battle in the Italian campaign: the
battle of Vittorio Veneto. Approximately
32 were built. The Royal Naval Air Service
took delivery of six aircraft, and the US
Navy contracted to have them built under
license in the United States; however, none
of the US-built bombers made it to Europe
prior to the end of hostilities.
In 1917, the United States sent 500 men
to Italy to be taught military flying. After
completing their training, most were sent
to France, but a detachment of 75 pilots
remained in Italy under the command of
Captain Fiorello LaGuardia, the future
mayor of New York. These men were the
first Americans to be involved with flying
bombing missions during the war.
Gensler QD-150: Bob Gensler of
Annapolis, Maryland, is the designer of
what he calls the QD-150. The model
spans 86 inches and is of standard stickbuilt
construction.
Bob says that he employed simple
construction techniques, which made
building fast. He powers the QD with a YS
140 glow engine. The model is covered
with UltraCote and has a readily available
composite landing gear. Bob adds that it is
a fantastic flier.
Baldiga Monocoupe 110: Bill Baldiga of
Falls Church, Virginia, is shown with his
A. Lynn Lockrow plans-built 90-inch
Monocoupe. Bill powers the model with a
ZDZ 80 gas engine, and it is covered with
21st Century Fabric. The big ZDZ 80 spins
a 24 x 10 propeller that really hauls this
28-pound beauty around.
Bill enjoys larger models and does a
fantastic job of building them, especially
since he does all of his work with one arm.
The makers of the Monocoupe 110
employed famous women pilots on their
race team to prove their reputation for
safety and speed. Even Amelia Earhart
made public appearances and represented
the Monocoupe. In 1932, there were few
women pilots. They helped change the
perception of flight in America and aided
in winning over the public with the notion
of safety in aviation.
I thank Charlie Gettier, Alan Goodman,
Lorenzo Bowie, Ed Stern, and all of the
other PGRC club members who made me
feel like one of the gang! Thanks for all
your assistance and kindness.
Stay tuned for next month’s column as I
report on more fantastic models that were
present at Warbirds Over Delaware 2004.
Fly safely and have fun! MA
Edition: Model Aviation - 2004/11
Page Numbers: 97,98,100
November 2004 97
ON MAY 8, 2004, the Prince Georges
Radio Control (PGRC) club held its 12th
annual International Miniature Aircraft
Association (IMAA) Giant Scale event.
Since I had planned to be in the area
visiting relatives, I made it a point to attend
the event.
The PGRC field is located in Bowie,
Maryland, which lies roughly midway
between Baltimore, Maryland, and
Washington DC. The field has a 40- x 400-
foot paved runway and a 100- x 800-foot
grass strip.
According to those with whom I spoke,
the cool temperatures and gusty winds
resulted in a lower-than-usual attendance
Sal Calvagna, 1335 Broadway Ave., Holbrook NY 11741; E-mail: [email protected]
RADIO CONTROL GIANTS
Bill Setzler displays his 50%-scale Pietenpol Air Camper. The model was built using fullscale
aircraft plans, and it has a Sachs 5.8 gas engine.
The working instruments and control stick
are visible in this cockpit-detail shot of Bill
Setzler’s Pietenpol.
With the help of fellow club member Ed Stern of Laurel, Maryland, Alan Goodman (right)
prepares to start the engine on his great-looking Top Flite SR-9.
Jeff Chumley’s scratch-built Caproni
Ca.42 spans 72 inches and is powered by
three Saito 30 four-stroke engines.
this year. My estimate put the number of
models at approximately 30, but even so,
there were a number of great-looking
airplanes. Despite the weather conditions, a
hearty few took to the air to please those
present. Following is a sampling of some of
the neat models in attendance.
Setzler Air Camper: Bill Setzler of
Millersville, Maryland, brought a huge
50%-scale Pietenpol Air Camper that was
ready for covering. The model spans 14
feet, and Bill estimates that it will weigh
roughly 75-80 pounds when completed.
Bill says that it’s more airplane than
model. All of the ribs are fabricated, as are
those of the full-scale counterpart. The
control cables are installed to scale and all
the fittings are handmade. Even the control
stick is installed and attached to the control
cables in full-scale fashion. Bill put in a
98 MODEL AVIATION
Sachs 5.8 gas engine to power the airplane.
Models of this weight fall into the AMA
classification of AMA Experimental Radio
Control Aircraft Program Requirements and
Inspector Information, AMA document 549.
Under this class, aircraft considered
experimental in design and concept shall
weigh no less than 55 pounds or more than
100 pounds with fuel, ready to fly. AMA
document 549 can be downloaded from the
AMA Web site at www.modelaircraft.org.
In 1928, Bernard Pietenpol built and
flew an airplane of his own design. It was
constructed from wood purchased from a
local lumberyard and incorporated
motorcycle wheels and a gas pipe for the
landing gear, and bed-sheet material painted
with clear varnish. Powered by an Ace fourcylinder,
water-cooled engine, the little
aircraft flew well.
During the next several years, design
modifications and a switch to the Ford A
engine resulted in the Pietenpol Air Camper.
In 1933, a factory was set up in Cherry
Grove, Minnesota, to make metal parts to
convert the Ford A engine. The wood was
produced in Wycoff, Minnesota.
Throughout the years, many types of
engines were used to power the Air Camper,
and airplane kits as well as completed
aircraft were manufactured until the onset of
World War II. In 1960 and 1964, Pietenpol
built two more airplanes using the Chevrolet
Corvair flat six-cylinder, air-cooled engines.
With the Corvair engine, the Air Camper’s
performance improved. The ride was
quieter, smooth, and fuel efficient.
Goodman Stinson SR-9: Alan Goodman of
Upper Marlborough, Maryland, flew his
great-looking Top Flite Stinson SR-9. The
model is powered by the ubiquitous Zenoah
G-38 gas engine.
Alan finished the model using Stits Lite
covering material and Stits paint. He used
pinking tape and simulated rib stitching for
added scale appearance. The cowl and
fiberglass parts were purchased separately
Bob Gensler designed this 86-inch-span QD-150. It is a greatlooking
model with those elliptical wings.
Bill Baldiga of Falls Church, Virginia, built this 90-inch-wingspan
Monocoupe 110 from plans—with only one hand!
from Stan’s Fiber Tech. The paint scheme
was copied from an SR-9 based at Albany,
New York. The model flew well and had
power to spare with the G-38.
In 1911, Edward “Eddie” Stinson used
his life savings of $500 for flight instruction
at the Wright brothers’ Dayton, Ohio, flight
school. He founded the Stinson Aircraft
Company in Dayton in 1920. Stinson made
Detroit, Michigan, the base of operations for
his company in 1925.
During the next three decades, more than
13,000 aircraft would carry the Stinson
name; however, Eddie Stinson did not live
to enjoy the success of his company. He
died on January 26, 1932, in an airplane
crash. He had accrued 16,000 hours of flight
time, which was more than any other pilot
had acquired at that time.
Between 1933 and 1941, the Stinson
Aircraft Company delivered 1,327
Reliants—ranging from the SR-1 through
the SR-10—with each variation building
upon its predecessor with upgraded engines
and design refinements. They were rugged
aircraft, powered by radial engines, that
carried three or four passengers at nearly
165 mph.
Pilots liked the airplane’s durability,
safety, and stability. Passengers appreciated
the comfortable ride. The Reliant’s high
price precluded widespread private
ownership, but corporations and commuter
airlines eagerly purchased it because of its
speed, amenities, and styling. The Reliant
was one of the last tail-draggers built.
Chumley Caproni Ca.42: Jeff Chumley of
Dunkirk, Maryland, built the World War I
Italian bomber shown from three-views and
photographs that he found on the Internet.
The model is his first scratch-built project. It
is powered by three Saito 30 four-stroke
glow engines. Two of the engines are in a
tractor configuration and one is in a pusher
configuration.
The model spans 72 inches—which is
roughly 1⁄16 scale—and is covered with
Solartex material. Jeff says that it is a real
floater and that one day he would like to
build a larger version.
The Caproni Ca.4 series of bombers was
similar to the Ca.3 series of biplane bombers
with the exception of a third wing. The
larger Ca.4s were designed to be more
effective in combat and could be armed
with as many as eight machine guns. They
were the only triplane bombers of World
War I. Although cumbersome, they were
able to deliver their large payloads to
distant targets with accuracy.
The Ca.42 made its debut in 1918 at the
last great battle in the Italian campaign: the
battle of Vittorio Veneto. Approximately
32 were built. The Royal Naval Air Service
took delivery of six aircraft, and the US
Navy contracted to have them built under
license in the United States; however, none
of the US-built bombers made it to Europe
prior to the end of hostilities.
In 1917, the United States sent 500 men
to Italy to be taught military flying. After
completing their training, most were sent
to France, but a detachment of 75 pilots
remained in Italy under the command of
Captain Fiorello LaGuardia, the future
mayor of New York. These men were the
first Americans to be involved with flying
bombing missions during the war.
Gensler QD-150: Bob Gensler of
Annapolis, Maryland, is the designer of
what he calls the QD-150. The model
spans 86 inches and is of standard stickbuilt
construction.
Bob says that he employed simple
construction techniques, which made
building fast. He powers the QD with a YS
140 glow engine. The model is covered
with UltraCote and has a readily available
composite landing gear. Bob adds that it is
a fantastic flier.
Baldiga Monocoupe 110: Bill Baldiga of
Falls Church, Virginia, is shown with his
A. Lynn Lockrow plans-built 90-inch
Monocoupe. Bill powers the model with a
ZDZ 80 gas engine, and it is covered with
21st Century Fabric. The big ZDZ 80 spins
a 24 x 10 propeller that really hauls this
28-pound beauty around.
Bill enjoys larger models and does a
fantastic job of building them, especially
since he does all of his work with one arm.
The makers of the Monocoupe 110
employed famous women pilots on their
race team to prove their reputation for
safety and speed. Even Amelia Earhart
made public appearances and represented
the Monocoupe. In 1932, there were few
women pilots. They helped change the
perception of flight in America and aided
in winning over the public with the notion
of safety in aviation.
I thank Charlie Gettier, Alan Goodman,
Lorenzo Bowie, Ed Stern, and all of the
other PGRC club members who made me
feel like one of the gang! Thanks for all
your assistance and kindness.
Stay tuned for next month’s column as I
report on more fantastic models that were
present at Warbirds Over Delaware 2004.
Fly safely and have fun! MA