126 MODEL AVIATION
LANDING IN Hostile Territory: Have you
been flying Slope long enough to realize
that there are more places to launch a Slope
sailplane than to land one? This is one of
the imbalances in the universe, and one we
can rebalance a little if we can learn to land
in smaller spots—the landing areas
surrounded by trees, cactus, rocks, water,
fences, stone walls, and other elements that
comprise hostile territory for sailplanes.
I mentioned flying buddy Terry Dwyer
in the foamie-building-tips column. In
addition to engineering useful
modifications and improvements to Slope
sailplanes, Terry spends a prodigious
amount of time and energy discovering new
flying sites, and some that he’s found are
extreme. Traveling with Terry to one of his
new flying sites calls to mind Dirty Harry
Callahan’s most important philosophy: “A
man’s got to know his limitations.”
Terry is an upstate New York native
who likes to spend his time in the
Adirondack Mountains. One crisp fall day
Joe Chovan and I met Terry at Whiteface
Mountain—not at the actual site of the
1980 Winter Olympics, but a little farther
north along the ridge where a scenic road
climbs to the summit. Terry had arranged
an 8 a.m. meeting with the park
superintendent for us to demonstrate Slope
Dave Garwood, 5 Birch Ln., Scotia NY 12302; E-mail: [email protected]
RADIO CONTROL SLOPE SOARING
Rich Loud’s Dave’s Aircraft Works
Schweizer 1-26 EPP-foam sailplane is well
suited for traveling Slope pilots.
Rick Stillman looks on while Fred Stillman scores a great landing approach into their
landing recovery net with his Dave’s Aircraft Works (DAW) Schweizer 1-26.
Rick Stillman and Fred Stillman check their DAW 1-26 for damage (and found none)
after a successful landing in the slope recovery net. It’s stretched taut.
Soaring and to have him assess whether we
could be granted permission to fly in the
park.
We drove up the mountain and parked
along the side of the road at a spot facing
the wind—a stunning vista overlooking
lakes many hundreds of feet below. There
was no question of whether or not we
would have sufficient lift to fly, but the
available areas for landing looked skimpy
at best. No matter; we had EPP (expanded
polypropylene)-foam airplanes.
Joe Chovan launched a Dave’s Aircraft
Works (DAW) foaMe-109, and I launched
a DAW two-meter Schweizer 1-26 and
proceeded to rip up the sky. We had plenty
of lift to pull 200-foot loops and range out
until the models got too small to see. We
flew until it was time for a rest.
There was nothing resembling a
comfortable landing zone, and we
contemplated trying to make “carrier deck”
landings on the lone picnic table but
concluded it was too small. Joe decided on
08sig4.QXD 5.23.03 1:09 pm Page 126
the direct approach: he brought his foamie
warbird across the road and into a rock cliff
face. The sailplane fell into the ditch beside
the road, and when he picked it up it looked
not much worse for wear. It was a little
crumpled in the nose area, maybe, but
flyable. Gotta love that EPP wonder foam.
I decided that although Joe’s method
clearly worked, it was hard on the sailplane
and I wanted to improve on its lack of
elegance. Now that all eyes were on me, I
called my landing approach.
“I’ll bring it in parallel to the ridge,
between the closest treetops and the stone
wall here in front of us, and just past the
wall scrape off some speed on the gravel
beside the road, and slide to a stop over
there. If it comes in hotter than I expect, I’ll
dump it in the bushes beside the road.”
My approach pattern was acceptable,
but as the model got in close, the first
problem dawned on me: the Schweizer 1-26
was moving very fast—faster than I’d ever
flown it on approach. The “big sky” lift
conditions were so good that we’d been
flying bigger, faster maneuvers that we
were accustomed to on smaller hills.
The second problem was that my aim
was off. I’d managed to avoid hitting the
trees or the rock wall, but the sailplane’s
nose slammed into my transmitter, sending
the radio flying onto the gravel beside the
road, with the 1-26 jerking to a stop at my
feet. All present were silent. It seemed like
15 to 20 seconds before anyone spoke, then
the Ranger said, “That’s the kind of thing I
was concerned about.”
In the end it turned out fine, thanks to
Terry’s ([email protected]) efforts
and the understanding cooperation of the
NYS Department of Parks and Recreation.
We have permission to fly this site in the
two-hour period before the road is open to
visitors. Watch the weather forecast and
call the park the day before to make
arrangements for early admission. And
bring bounceable sailplanes.
This story entered my mind when I
received a question from a reader about
landing in small Landing Zones (LZs). Jim
Tolpin wrote:
“We have two slope sites, one for NW
winds and the other for Southerlies. Good
high bluffs, nearly vertical, both face the
ocean, empty beach below. Sounds great
but one problem: the launch area is
extremely narrow. I’m talking about 20 foot
max between cliff edge and head-high
August 2003 127
Bungee launcher waits for air traffic to clear before releasing
EPP-foam model in light wind at 2002 Midwest Slope Challenge.
Steve Dworsky shows perfect form flying his DAW foaMe-163
into the landing recovery net. It’s harder than it looks.
Hughes RC 1-800-786-0802 – www.hughesrc.com
The CHARGE+ glow start charger makes your
pocket glow starter as good as your power
panel. Charges at 1.6A, yet takes only 600mA
from your field battery. Use at home with AC
adapter. Peaks at highest voltage. Rejuvenates
older depressed batteries. Get full details at our
website, or call toll-free.
ONLY $39 95_
+S&H
CHARGE+
RF 300 $16.36
$16.36
$16.36
$16.68
$20.45
$0.86
$21.82
$21.82
$22.25
$22.25
$27.65
$34.60
Model (A) Price
Length
(A)
Wire
Size
(B)
Length
(B)
Wire
Size
Engine
Size*
3" 1/8" 4" 3/16" .20 - .40
3.5" 1/8" 4" 3/16" .40
4" 1/8" 4" 3/16" .40 - .60
4.5" 1/8" 4" 3/16" .40 - .60
5" 5/32" 4" 3/16" .60 - .90
5" 5/32" 4.3/8" 7/32" .60 - 1.2
6" 5/32" 4 3/8" 7/32" .60 - 1.2
7" 5/32" 4 3/8" 7/32" .60 - 1.2
3" to 6" 5/32" 4 3/8" 7/32" .40 - 1.2
5" to 7" 5/32" 4 3/8" 7/32" .40 - 1.2
Gas
Powered
3" to 8.5"
3" to 8.5"
3/16" 4 1/2" 1/4"
3/16" 4 1/2" 5/8"
RF 350
RF 400
RF 450
RF 500
RF 510
RF 610
RF 710
RF 36J
RF 57J
RF 770
RF 800
Custom Struts Also Available. Direct add $4.00 S&H (USA)
Order Toll Free: 1-800-909-3632
Fults Tooling PO Box 155 Savoy, IL 61874
● Learning to fly?
● Breaking props?
● Move up to FULTS!
These rugged constructed Dual
Struts will improve the performance
of your airplane.
VISIT OUR NEW WEBSITE AT :
www.fultstooling.com
08sig4.QXD 5.23.03 1:09 pm Page 127
bramble patch at one side and a road at the
other. How do you slow the non-foamy
airplanes down enough in this situation to
survive?
“Currently, I just come in level to the
landing area, upwind if there is an upwind
direction, and just scrape to a stop. A nonfoamy
won’t last long in this landing style I
don’t think. Landing into the bluff face
isn’t an option (too steep and difficult to
retrieve). I’ve never used crow—does this
really slow an airplane down noticeably?
Are there other ways to bleed off speed
before landing along the edge?
“Thanks, and keep up the great work in
your new column in MA.”
Jim, I’ve used the following methods to
hit a small LZ at the top of the slope.
1) As you mention, especially with a
little crosswind, head into the wind and
scrape the airplane along the ground. As
you say, it works for foamies and other
tough sailplanes.
2) Fly a landing approach where you
drop down below the bluff edge, then as
you pop up to where you’re standing, speed
will bleed off (trading altitude for
airspeed). Fly low over the LZ, turn back
into the wind, pull up, and stall the model.
This takes practice, but you look like a
pro when you can pull it off because you
can land your sailplane nearly at your feet.
3) With a heavy sailplane you can fly
the downwind, crosswind, and upwind legs
of your landing approach, and when the
model is coming back into the wind, bring
the nose up so it slows way down in
ground speed, working all the time to
avoid a stall, and let it “settle” down to the
ground.
This requires concentration and
coordination, but I’ve seen Brian Laird make
95% of his landing approaches that way in
rough country. I can pull it off once in awhile.
4) You mention drag-producing and liftspoiling
devices on the sailplane. Yes, they
work well. The smallest model you usually
see with flaps and spoilers has a 2-meter span,
but 2-meter and 3-meter airplanes fly fine on
the slope.
• Flaps: A part of the wing trailing edge
that goes down. They add lift and drag to
slow the sailplane down and provide extra
lift to allow it to fly slower than its normal
stall speed.
• Spoilers: These generally pop up from a
wing. They add drag, but no lift. Deploying
spoilers increases the angle of glide path
descent, but it doesn’t change the model’s
speed much.
• Spoilerons: Essentially ailerons rigged to
go up on command. They add drag, but no
lift. They work like spoilers, but are not
quite as effective as separate spoilers. The
use of them reduces available aileron
throw.
• Crow: This setting has flaps down and
ailerons up. It is a powerful way to slow a
sailplane. This is generally set up with a
computer transmitter and four servos in the
wing.
• Speed brakes: These require a pivoting
trailing-edge surface in the location of
flaps. When deployed, part of the surface
goes up and part goes down. These are cool
and fairly effective on the last sailplane I
had them on: the DynaFlite Freedom.
Any of these will help to hit a small
landing spot with a crunchy sailplane, with
crow being the most powerful.
Another approach to flying in spots
where landing is tough is a landing
recovery net. A “catch net” comes up in
discussion and has probably entered the
imagination of any Slope pilot who has had
to land in a tight area surrounded by
obstructions.
The only Slope fliers I’ve seen actually
build one are Fred Stillman
([email protected]) and his nephew Rick
Stillman of Colorado. As Rick points out,
“The Rocky Mountains are definitely rocky.”
Fred and Rick erected their net in two
locations during the 2002 Midwest Slope
Challenge, and many pilots got the chance
to try it out. The landing recovery net’s first
purpose is to save airplanes landing in
hostile territory, and the second purpose is
to entertain the group by providing a
challenging landing task.
They were heroes in a low-wind day,
where the task was to launch from a bungee
and try to land in the net. One of the things
we learned is that it’s not as easy as you
think it will be to hit the net.
The Stillmans built a frame for a 12 x
20-foot hockey net from PVC (polyvinyl
chloride) pipe. The netting material is 31/2-
millimeter twine in 4 x 4-inch squares from
Douglas Manufacturing.
Another thing I learned by observing the
first and second days’ setups is that leaving
a little slack in the net, so that it forms a
“belly,” helps keep the sailplane in the net
after it lands, rather than having it bounce
out.
Fred gives further advice from his
experience.
“1. Do not place the net too close to the
lip of the slope. When too close, the gliders
get back into the slope lift and makes
hitting the net difficult.
“2. To make hitting the net easier, the
pilot should stand behind the net and fly the
slope sailplane in just as if you were going
to catch it in your hand. This gives the pilot
the best view of the sailplane coming in and
you just set up a profile descent right into
the net. We tried all kinds of places to
stand—all but standing behind the net gave
us problems with depth perception.”
Internet Resources: Transmitter and
receiver batteries are critical to Radio
Control flight, yet they are often ignored or
even abused. Much myth and
misinformation surrounds batteries, their
applications, and their care. “It’s not what
we don’t know that hurts us, so much as
what we know that ain’t so,” observed Mark
Twain.
Online resources to add to your
knowledge of battery care and maintenance
are Sci.Electronics.Repair Ni-Cd battery
Frequently Asked Questions at
www.repairfaq.org/ELE/F_NiCd_Battery.ht
ml and “Red” Scholefield’s Battery Clinic at
www.rcbatteryclinic.com. MA
128 MODEL AVIATION
08sig4.QXD 5.23.03 1:09 pm Page 128
Edition: Model Aviation - 2003/08
Page Numbers: 126,127,128
Edition: Model Aviation - 2003/08
Page Numbers: 126,127,128
126 MODEL AVIATION
LANDING IN Hostile Territory: Have you
been flying Slope long enough to realize
that there are more places to launch a Slope
sailplane than to land one? This is one of
the imbalances in the universe, and one we
can rebalance a little if we can learn to land
in smaller spots—the landing areas
surrounded by trees, cactus, rocks, water,
fences, stone walls, and other elements that
comprise hostile territory for sailplanes.
I mentioned flying buddy Terry Dwyer
in the foamie-building-tips column. In
addition to engineering useful
modifications and improvements to Slope
sailplanes, Terry spends a prodigious
amount of time and energy discovering new
flying sites, and some that he’s found are
extreme. Traveling with Terry to one of his
new flying sites calls to mind Dirty Harry
Callahan’s most important philosophy: “A
man’s got to know his limitations.”
Terry is an upstate New York native
who likes to spend his time in the
Adirondack Mountains. One crisp fall day
Joe Chovan and I met Terry at Whiteface
Mountain—not at the actual site of the
1980 Winter Olympics, but a little farther
north along the ridge where a scenic road
climbs to the summit. Terry had arranged
an 8 a.m. meeting with the park
superintendent for us to demonstrate Slope
Dave Garwood, 5 Birch Ln., Scotia NY 12302; E-mail: [email protected]
RADIO CONTROL SLOPE SOARING
Rich Loud’s Dave’s Aircraft Works
Schweizer 1-26 EPP-foam sailplane is well
suited for traveling Slope pilots.
Rick Stillman looks on while Fred Stillman scores a great landing approach into their
landing recovery net with his Dave’s Aircraft Works (DAW) Schweizer 1-26.
Rick Stillman and Fred Stillman check their DAW 1-26 for damage (and found none)
after a successful landing in the slope recovery net. It’s stretched taut.
Soaring and to have him assess whether we
could be granted permission to fly in the
park.
We drove up the mountain and parked
along the side of the road at a spot facing
the wind—a stunning vista overlooking
lakes many hundreds of feet below. There
was no question of whether or not we
would have sufficient lift to fly, but the
available areas for landing looked skimpy
at best. No matter; we had EPP (expanded
polypropylene)-foam airplanes.
Joe Chovan launched a Dave’s Aircraft
Works (DAW) foaMe-109, and I launched
a DAW two-meter Schweizer 1-26 and
proceeded to rip up the sky. We had plenty
of lift to pull 200-foot loops and range out
until the models got too small to see. We
flew until it was time for a rest.
There was nothing resembling a
comfortable landing zone, and we
contemplated trying to make “carrier deck”
landings on the lone picnic table but
concluded it was too small. Joe decided on
08sig4.QXD 5.23.03 1:09 pm Page 126
the direct approach: he brought his foamie
warbird across the road and into a rock cliff
face. The sailplane fell into the ditch beside
the road, and when he picked it up it looked
not much worse for wear. It was a little
crumpled in the nose area, maybe, but
flyable. Gotta love that EPP wonder foam.
I decided that although Joe’s method
clearly worked, it was hard on the sailplane
and I wanted to improve on its lack of
elegance. Now that all eyes were on me, I
called my landing approach.
“I’ll bring it in parallel to the ridge,
between the closest treetops and the stone
wall here in front of us, and just past the
wall scrape off some speed on the gravel
beside the road, and slide to a stop over
there. If it comes in hotter than I expect, I’ll
dump it in the bushes beside the road.”
My approach pattern was acceptable,
but as the model got in close, the first
problem dawned on me: the Schweizer 1-26
was moving very fast—faster than I’d ever
flown it on approach. The “big sky” lift
conditions were so good that we’d been
flying bigger, faster maneuvers that we
were accustomed to on smaller hills.
The second problem was that my aim
was off. I’d managed to avoid hitting the
trees or the rock wall, but the sailplane’s
nose slammed into my transmitter, sending
the radio flying onto the gravel beside the
road, with the 1-26 jerking to a stop at my
feet. All present were silent. It seemed like
15 to 20 seconds before anyone spoke, then
the Ranger said, “That’s the kind of thing I
was concerned about.”
In the end it turned out fine, thanks to
Terry’s ([email protected]) efforts
and the understanding cooperation of the
NYS Department of Parks and Recreation.
We have permission to fly this site in the
two-hour period before the road is open to
visitors. Watch the weather forecast and
call the park the day before to make
arrangements for early admission. And
bring bounceable sailplanes.
This story entered my mind when I
received a question from a reader about
landing in small Landing Zones (LZs). Jim
Tolpin wrote:
“We have two slope sites, one for NW
winds and the other for Southerlies. Good
high bluffs, nearly vertical, both face the
ocean, empty beach below. Sounds great
but one problem: the launch area is
extremely narrow. I’m talking about 20 foot
max between cliff edge and head-high
August 2003 127
Bungee launcher waits for air traffic to clear before releasing
EPP-foam model in light wind at 2002 Midwest Slope Challenge.
Steve Dworsky shows perfect form flying his DAW foaMe-163
into the landing recovery net. It’s harder than it looks.
Hughes RC 1-800-786-0802 – www.hughesrc.com
The CHARGE+ glow start charger makes your
pocket glow starter as good as your power
panel. Charges at 1.6A, yet takes only 600mA
from your field battery. Use at home with AC
adapter. Peaks at highest voltage. Rejuvenates
older depressed batteries. Get full details at our
website, or call toll-free.
ONLY $39 95_
+S&H
CHARGE+
RF 300 $16.36
$16.36
$16.36
$16.68
$20.45
$0.86
$21.82
$21.82
$22.25
$22.25
$27.65
$34.60
Model (A) Price
Length
(A)
Wire
Size
(B)
Length
(B)
Wire
Size
Engine
Size*
3" 1/8" 4" 3/16" .20 - .40
3.5" 1/8" 4" 3/16" .40
4" 1/8" 4" 3/16" .40 - .60
4.5" 1/8" 4" 3/16" .40 - .60
5" 5/32" 4" 3/16" .60 - .90
5" 5/32" 4.3/8" 7/32" .60 - 1.2
6" 5/32" 4 3/8" 7/32" .60 - 1.2
7" 5/32" 4 3/8" 7/32" .60 - 1.2
3" to 6" 5/32" 4 3/8" 7/32" .40 - 1.2
5" to 7" 5/32" 4 3/8" 7/32" .40 - 1.2
Gas
Powered
3" to 8.5"
3" to 8.5"
3/16" 4 1/2" 1/4"
3/16" 4 1/2" 5/8"
RF 350
RF 400
RF 450
RF 500
RF 510
RF 610
RF 710
RF 36J
RF 57J
RF 770
RF 800
Custom Struts Also Available. Direct add $4.00 S&H (USA)
Order Toll Free: 1-800-909-3632
Fults Tooling PO Box 155 Savoy, IL 61874
● Learning to fly?
● Breaking props?
● Move up to FULTS!
These rugged constructed Dual
Struts will improve the performance
of your airplane.
VISIT OUR NEW WEBSITE AT :
www.fultstooling.com
08sig4.QXD 5.23.03 1:09 pm Page 127
bramble patch at one side and a road at the
other. How do you slow the non-foamy
airplanes down enough in this situation to
survive?
“Currently, I just come in level to the
landing area, upwind if there is an upwind
direction, and just scrape to a stop. A nonfoamy
won’t last long in this landing style I
don’t think. Landing into the bluff face
isn’t an option (too steep and difficult to
retrieve). I’ve never used crow—does this
really slow an airplane down noticeably?
Are there other ways to bleed off speed
before landing along the edge?
“Thanks, and keep up the great work in
your new column in MA.”
Jim, I’ve used the following methods to
hit a small LZ at the top of the slope.
1) As you mention, especially with a
little crosswind, head into the wind and
scrape the airplane along the ground. As
you say, it works for foamies and other
tough sailplanes.
2) Fly a landing approach where you
drop down below the bluff edge, then as
you pop up to where you’re standing, speed
will bleed off (trading altitude for
airspeed). Fly low over the LZ, turn back
into the wind, pull up, and stall the model.
This takes practice, but you look like a
pro when you can pull it off because you
can land your sailplane nearly at your feet.
3) With a heavy sailplane you can fly
the downwind, crosswind, and upwind legs
of your landing approach, and when the
model is coming back into the wind, bring
the nose up so it slows way down in
ground speed, working all the time to
avoid a stall, and let it “settle” down to the
ground.
This requires concentration and
coordination, but I’ve seen Brian Laird make
95% of his landing approaches that way in
rough country. I can pull it off once in awhile.
4) You mention drag-producing and liftspoiling
devices on the sailplane. Yes, they
work well. The smallest model you usually
see with flaps and spoilers has a 2-meter span,
but 2-meter and 3-meter airplanes fly fine on
the slope.
• Flaps: A part of the wing trailing edge
that goes down. They add lift and drag to
slow the sailplane down and provide extra
lift to allow it to fly slower than its normal
stall speed.
• Spoilers: These generally pop up from a
wing. They add drag, but no lift. Deploying
spoilers increases the angle of glide path
descent, but it doesn’t change the model’s
speed much.
• Spoilerons: Essentially ailerons rigged to
go up on command. They add drag, but no
lift. They work like spoilers, but are not
quite as effective as separate spoilers. The
use of them reduces available aileron
throw.
• Crow: This setting has flaps down and
ailerons up. It is a powerful way to slow a
sailplane. This is generally set up with a
computer transmitter and four servos in the
wing.
• Speed brakes: These require a pivoting
trailing-edge surface in the location of
flaps. When deployed, part of the surface
goes up and part goes down. These are cool
and fairly effective on the last sailplane I
had them on: the DynaFlite Freedom.
Any of these will help to hit a small
landing spot with a crunchy sailplane, with
crow being the most powerful.
Another approach to flying in spots
where landing is tough is a landing
recovery net. A “catch net” comes up in
discussion and has probably entered the
imagination of any Slope pilot who has had
to land in a tight area surrounded by
obstructions.
The only Slope fliers I’ve seen actually
build one are Fred Stillman
([email protected]) and his nephew Rick
Stillman of Colorado. As Rick points out,
“The Rocky Mountains are definitely rocky.”
Fred and Rick erected their net in two
locations during the 2002 Midwest Slope
Challenge, and many pilots got the chance
to try it out. The landing recovery net’s first
purpose is to save airplanes landing in
hostile territory, and the second purpose is
to entertain the group by providing a
challenging landing task.
They were heroes in a low-wind day,
where the task was to launch from a bungee
and try to land in the net. One of the things
we learned is that it’s not as easy as you
think it will be to hit the net.
The Stillmans built a frame for a 12 x
20-foot hockey net from PVC (polyvinyl
chloride) pipe. The netting material is 31/2-
millimeter twine in 4 x 4-inch squares from
Douglas Manufacturing.
Another thing I learned by observing the
first and second days’ setups is that leaving
a little slack in the net, so that it forms a
“belly,” helps keep the sailplane in the net
after it lands, rather than having it bounce
out.
Fred gives further advice from his
experience.
“1. Do not place the net too close to the
lip of the slope. When too close, the gliders
get back into the slope lift and makes
hitting the net difficult.
“2. To make hitting the net easier, the
pilot should stand behind the net and fly the
slope sailplane in just as if you were going
to catch it in your hand. This gives the pilot
the best view of the sailplane coming in and
you just set up a profile descent right into
the net. We tried all kinds of places to
stand—all but standing behind the net gave
us problems with depth perception.”
Internet Resources: Transmitter and
receiver batteries are critical to Radio
Control flight, yet they are often ignored or
even abused. Much myth and
misinformation surrounds batteries, their
applications, and their care. “It’s not what
we don’t know that hurts us, so much as
what we know that ain’t so,” observed Mark
Twain.
Online resources to add to your
knowledge of battery care and maintenance
are Sci.Electronics.Repair Ni-Cd battery
Frequently Asked Questions at
www.repairfaq.org/ELE/F_NiCd_Battery.ht
ml and “Red” Scholefield’s Battery Clinic at
www.rcbatteryclinic.com. MA
128 MODEL AVIATION
08sig4.QXD 5.23.03 1:09 pm Page 128
Edition: Model Aviation - 2003/08
Page Numbers: 126,127,128
126 MODEL AVIATION
LANDING IN Hostile Territory: Have you
been flying Slope long enough to realize
that there are more places to launch a Slope
sailplane than to land one? This is one of
the imbalances in the universe, and one we
can rebalance a little if we can learn to land
in smaller spots—the landing areas
surrounded by trees, cactus, rocks, water,
fences, stone walls, and other elements that
comprise hostile territory for sailplanes.
I mentioned flying buddy Terry Dwyer
in the foamie-building-tips column. In
addition to engineering useful
modifications and improvements to Slope
sailplanes, Terry spends a prodigious
amount of time and energy discovering new
flying sites, and some that he’s found are
extreme. Traveling with Terry to one of his
new flying sites calls to mind Dirty Harry
Callahan’s most important philosophy: “A
man’s got to know his limitations.”
Terry is an upstate New York native
who likes to spend his time in the
Adirondack Mountains. One crisp fall day
Joe Chovan and I met Terry at Whiteface
Mountain—not at the actual site of the
1980 Winter Olympics, but a little farther
north along the ridge where a scenic road
climbs to the summit. Terry had arranged
an 8 a.m. meeting with the park
superintendent for us to demonstrate Slope
Dave Garwood, 5 Birch Ln., Scotia NY 12302; E-mail: [email protected]
RADIO CONTROL SLOPE SOARING
Rich Loud’s Dave’s Aircraft Works
Schweizer 1-26 EPP-foam sailplane is well
suited for traveling Slope pilots.
Rick Stillman looks on while Fred Stillman scores a great landing approach into their
landing recovery net with his Dave’s Aircraft Works (DAW) Schweizer 1-26.
Rick Stillman and Fred Stillman check their DAW 1-26 for damage (and found none)
after a successful landing in the slope recovery net. It’s stretched taut.
Soaring and to have him assess whether we
could be granted permission to fly in the
park.
We drove up the mountain and parked
along the side of the road at a spot facing
the wind—a stunning vista overlooking
lakes many hundreds of feet below. There
was no question of whether or not we
would have sufficient lift to fly, but the
available areas for landing looked skimpy
at best. No matter; we had EPP (expanded
polypropylene)-foam airplanes.
Joe Chovan launched a Dave’s Aircraft
Works (DAW) foaMe-109, and I launched
a DAW two-meter Schweizer 1-26 and
proceeded to rip up the sky. We had plenty
of lift to pull 200-foot loops and range out
until the models got too small to see. We
flew until it was time for a rest.
There was nothing resembling a
comfortable landing zone, and we
contemplated trying to make “carrier deck”
landings on the lone picnic table but
concluded it was too small. Joe decided on
08sig4.QXD 5.23.03 1:09 pm Page 126
the direct approach: he brought his foamie
warbird across the road and into a rock cliff
face. The sailplane fell into the ditch beside
the road, and when he picked it up it looked
not much worse for wear. It was a little
crumpled in the nose area, maybe, but
flyable. Gotta love that EPP wonder foam.
I decided that although Joe’s method
clearly worked, it was hard on the sailplane
and I wanted to improve on its lack of
elegance. Now that all eyes were on me, I
called my landing approach.
“I’ll bring it in parallel to the ridge,
between the closest treetops and the stone
wall here in front of us, and just past the
wall scrape off some speed on the gravel
beside the road, and slide to a stop over
there. If it comes in hotter than I expect, I’ll
dump it in the bushes beside the road.”
My approach pattern was acceptable,
but as the model got in close, the first
problem dawned on me: the Schweizer 1-26
was moving very fast—faster than I’d ever
flown it on approach. The “big sky” lift
conditions were so good that we’d been
flying bigger, faster maneuvers that we
were accustomed to on smaller hills.
The second problem was that my aim
was off. I’d managed to avoid hitting the
trees or the rock wall, but the sailplane’s
nose slammed into my transmitter, sending
the radio flying onto the gravel beside the
road, with the 1-26 jerking to a stop at my
feet. All present were silent. It seemed like
15 to 20 seconds before anyone spoke, then
the Ranger said, “That’s the kind of thing I
was concerned about.”
In the end it turned out fine, thanks to
Terry’s ([email protected]) efforts
and the understanding cooperation of the
NYS Department of Parks and Recreation.
We have permission to fly this site in the
two-hour period before the road is open to
visitors. Watch the weather forecast and
call the park the day before to make
arrangements for early admission. And
bring bounceable sailplanes.
This story entered my mind when I
received a question from a reader about
landing in small Landing Zones (LZs). Jim
Tolpin wrote:
“We have two slope sites, one for NW
winds and the other for Southerlies. Good
high bluffs, nearly vertical, both face the
ocean, empty beach below. Sounds great
but one problem: the launch area is
extremely narrow. I’m talking about 20 foot
max between cliff edge and head-high
August 2003 127
Bungee launcher waits for air traffic to clear before releasing
EPP-foam model in light wind at 2002 Midwest Slope Challenge.
Steve Dworsky shows perfect form flying his DAW foaMe-163
into the landing recovery net. It’s harder than it looks.
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08sig4.QXD 5.23.03 1:09 pm Page 127
bramble patch at one side and a road at the
other. How do you slow the non-foamy
airplanes down enough in this situation to
survive?
“Currently, I just come in level to the
landing area, upwind if there is an upwind
direction, and just scrape to a stop. A nonfoamy
won’t last long in this landing style I
don’t think. Landing into the bluff face
isn’t an option (too steep and difficult to
retrieve). I’ve never used crow—does this
really slow an airplane down noticeably?
Are there other ways to bleed off speed
before landing along the edge?
“Thanks, and keep up the great work in
your new column in MA.”
Jim, I’ve used the following methods to
hit a small LZ at the top of the slope.
1) As you mention, especially with a
little crosswind, head into the wind and
scrape the airplane along the ground. As
you say, it works for foamies and other
tough sailplanes.
2) Fly a landing approach where you
drop down below the bluff edge, then as
you pop up to where you’re standing, speed
will bleed off (trading altitude for
airspeed). Fly low over the LZ, turn back
into the wind, pull up, and stall the model.
This takes practice, but you look like a
pro when you can pull it off because you
can land your sailplane nearly at your feet.
3) With a heavy sailplane you can fly
the downwind, crosswind, and upwind legs
of your landing approach, and when the
model is coming back into the wind, bring
the nose up so it slows way down in
ground speed, working all the time to
avoid a stall, and let it “settle” down to the
ground.
This requires concentration and
coordination, but I’ve seen Brian Laird make
95% of his landing approaches that way in
rough country. I can pull it off once in awhile.
4) You mention drag-producing and liftspoiling
devices on the sailplane. Yes, they
work well. The smallest model you usually
see with flaps and spoilers has a 2-meter span,
but 2-meter and 3-meter airplanes fly fine on
the slope.
• Flaps: A part of the wing trailing edge
that goes down. They add lift and drag to
slow the sailplane down and provide extra
lift to allow it to fly slower than its normal
stall speed.
• Spoilers: These generally pop up from a
wing. They add drag, but no lift. Deploying
spoilers increases the angle of glide path
descent, but it doesn’t change the model’s
speed much.
• Spoilerons: Essentially ailerons rigged to
go up on command. They add drag, but no
lift. They work like spoilers, but are not
quite as effective as separate spoilers. The
use of them reduces available aileron
throw.
• Crow: This setting has flaps down and
ailerons up. It is a powerful way to slow a
sailplane. This is generally set up with a
computer transmitter and four servos in the
wing.
• Speed brakes: These require a pivoting
trailing-edge surface in the location of
flaps. When deployed, part of the surface
goes up and part goes down. These are cool
and fairly effective on the last sailplane I
had them on: the DynaFlite Freedom.
Any of these will help to hit a small
landing spot with a crunchy sailplane, with
crow being the most powerful.
Another approach to flying in spots
where landing is tough is a landing
recovery net. A “catch net” comes up in
discussion and has probably entered the
imagination of any Slope pilot who has had
to land in a tight area surrounded by
obstructions.
The only Slope fliers I’ve seen actually
build one are Fred Stillman
([email protected]) and his nephew Rick
Stillman of Colorado. As Rick points out,
“The Rocky Mountains are definitely rocky.”
Fred and Rick erected their net in two
locations during the 2002 Midwest Slope
Challenge, and many pilots got the chance
to try it out. The landing recovery net’s first
purpose is to save airplanes landing in
hostile territory, and the second purpose is
to entertain the group by providing a
challenging landing task.
They were heroes in a low-wind day,
where the task was to launch from a bungee
and try to land in the net. One of the things
we learned is that it’s not as easy as you
think it will be to hit the net.
The Stillmans built a frame for a 12 x
20-foot hockey net from PVC (polyvinyl
chloride) pipe. The netting material is 31/2-
millimeter twine in 4 x 4-inch squares from
Douglas Manufacturing.
Another thing I learned by observing the
first and second days’ setups is that leaving
a little slack in the net, so that it forms a
“belly,” helps keep the sailplane in the net
after it lands, rather than having it bounce
out.
Fred gives further advice from his
experience.
“1. Do not place the net too close to the
lip of the slope. When too close, the gliders
get back into the slope lift and makes
hitting the net difficult.
“2. To make hitting the net easier, the
pilot should stand behind the net and fly the
slope sailplane in just as if you were going
to catch it in your hand. This gives the pilot
the best view of the sailplane coming in and
you just set up a profile descent right into
the net. We tried all kinds of places to
stand—all but standing behind the net gave
us problems with depth perception.”
Internet Resources: Transmitter and
receiver batteries are critical to Radio
Control flight, yet they are often ignored or
even abused. Much myth and
misinformation surrounds batteries, their
applications, and their care. “It’s not what
we don’t know that hurts us, so much as
what we know that ain’t so,” observed Mark
Twain.
Online resources to add to your
knowledge of battery care and maintenance
are Sci.Electronics.Repair Ni-Cd battery
Frequently Asked Questions at
www.repairfaq.org/ELE/F_NiCd_Battery.ht
ml and “Red” Scholefield’s Battery Clinic at
www.rcbatteryclinic.com. MA
128 MODEL AVIATION
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