106 MODEL AVIATION
“GIVE A PILOT an airplane and he flies ’til he crashes. Teach a pilot
to build and he flies for a lifetime.” Paul K. Johnson sent that fine
quote. Although I do not wish to reopen the great ARF Vs. Scratch-
Built Debate, an excellent case can be made that a pilot who has built
his or her model has a greater understanding of it, thus an advantage in
the safe operation thereof. (Not that there aren’t a few RTF foamies in
my hangar. Fun is fun.)
Deepest thanks to the many readers who send information, offers
of help, stories, topics, and greetings. I am delighted to address the
issues you raise and pass along the tips and advice. Don’t forget that
there is a long lead time here, so discussions of a particular topic may
re-emerge a couple months later as further data becomes available.
Please keep those letters and E-mails coming!
As I promised, here is a story from LeRoy Cordes.
Dave Gee
S a f e t y C o m e s F i r s t
Box 7081, Van Nuys CA 91409; E-mail: [email protected]
Some experienced gas-model fliers have trouble adjusting to
electric. After reading this month’s column, you’ll soon have it wired.
A sturdy test stand helps prevent contact with a spinning
propeller. New pilot Gerard Palmer said his airplane flew better
once the engine was tuned properly!
Taxiway view of RC pilots in action. Note proper spacing and
position. Using a spotter can greatly enhance safety whether
your field is crowded or not.
“One of the Sportsman pilots was using a borrowed transmitter and
prepping his new model for flight. The radio’s owner was in front
starting the 100cc engine when it started up at full throttle.
Only the grace of God and quick reactions prevented a disaster—
they had forgotten to change to the new airplane in the transmitter, and
all the controls except the throttle worked properly.
“Gad, I seem like a doomsayer, but I don’t think you can harp
about safety enough.”
Propeller hazards are a hot topic in the mailbag, and since this is
possibly the most dangerous part of aeromodeling, it deserves a little
harping. Following is a cautionary tale from Charles Schwartz.
“After more than 60 years away from active FF and CL modeling
(I still have my Ohlsson .23), I decided to try my hand at the
‘newfangled’ sport of RC. I concluded that an electric-powered model
might be the simplest and safest (?) entry vehicle with which to teach
myself the rudiments of controlled, three-dimensional flight.
“Assembly of my Soarstar pusher-prop ARF was completed
around 12:30 a.m. With the airplane on the guest room bed, I moved
the craft’s power switch to “on” and, without thinking, carefully
centered all my new transmitter’s controls to neutral positions. As I
powered up the transmitter, the Soarstar instantly sprang to life,
literally flying across the bed toward me!
“Instinctively, I reached for my airplane to prevent its
destruction—just as it toppled off the edge of the bed, landing upside
down on the back of my right hand with the razor-sharp prop spinning
at perhaps 4,000 rpm!
“With my hand wrapped in a blood-soaked towel, I awoke my
nurse-wife to ask if the application of some Band-Aids might be
needed. The ER gave me 12 stitches and assorted butterfly bandages! I
won’t bother to describe the carnage, but it took two hours to clean
three rooms.
“Some precautions when working with electric RC models might
include:
“1) Face the craft away from you before powering up the system.
“2) Block the airplane to prevent movement.
“3) Set both the throttle and throttle trim controls to off before
powering up the transmitter.
“4) The model can be less expensively
(and less painfully) repaired than your person.
If it does get away, use common sense; power
down with the transmitter and don’t grab for a
moving airplane!”
Those rules of thumb are great for electricpowered
models. I’ve seen several stories
with the common thread of a seasoned gas
modeler switching to electric (Switching to
electric! I kill me!) and learning new safety
rules the hard way.
Bud Morrison wrote:
“I was setting up the helicopter mixing on
my computer radio after turning on my
helicopter to center all the servos. I set the
transmitter down on my workbench to make
some linkage adjustments.
“When I set the transmitter down on the
bench, something on the workbench bumped
the idle-up switch. The helicopter went to full
spool, flew off the workbench, and into some
shelving in my shop as I was running the
other direction to avoid it. The helicopter
mechanics were a complete loss, as well as
most all of the tailboom parts. I shudder to
think what could have happened if I had not
gotten out of its way fast enough.
“With glow helicopters this was never an
issue for me, as the helicopter electrics could
be turned on and servos moved without the
chance of the helicopter spooling up.
“Less than a week later a fellow who
works at my local hobby shop had the
exact same thing happen to him while
changing some settings on his computer radio
for his electric helicopter.
“Thankfully neither of us injured any more
than our pride and our wallets. We now both
do all our tuning with the heli unpowered or
make sure that motors are disconnected from
the speed control or slid back in their mounts
so the pinions don’t contact the gear if we do
require power to the servos when making any
changes on our radios.”
Thanks to Charles and Bud for making us
cringe and think. Well, at least I cringed, and
you better believe that I’ll double-check
things next time!
Herb Williams (who sent an actual typed-onpaper
letter!) brought up a point about
disabled fliers at RC fields. Many sites do not
have easy access for wheelchairs to get from
the pit area to a safe flying spot. His field has
nice concrete pads for the pilots, in designated
spots along the runway.
Wheelchair pilots sometimes have
problems negotiating the grassy infield and
end up “parked” on the runway edge while
flying. The matter is being addressed at
Herb’s flying site. Meanwhile, he says a bit of
patience and courtesy help. He just relaxes for
a few minutes when it looks like an additional
pilot would crowd the situation at the runway.
I like his approach. With a little
accommodation, model aviation can be
enjoyed to the fullest, regardless of your level
of mobility.
The issue of flightline safety brings to
mind the concept of spotters to assist RC
pilots. Some fields require such help, but it
seems like a good thing to consider even
when it’s not mandated.
Jim Malek wrote about a South Carolina
Giant Scale fly-in at which a model landed
and hit an airplane that was stalled on the
runway, despite the use of a spotter. Having
noticed other spotters admiring their pilots
flying their airplanes instead of clearing the
way for them, he wrote some guidelines for
spotters. Space is limited, so following are
highlights.
“A good spotter for model aircraft does
not have to be a flier, but needs a bit of
training. A good spotter will:
“1) Double-check the preflight inspection.
“2) Kneel down and get a good grasp on
the aircraft for starting.
“3) Check the runway and airspace before
taxi and takeoff.
“4) During flight, listen as the pilot calls
maneuvers, scan ahead of the aircraft, clear
the way, and give traffic information to the
pilot.
“5) Before landing, call out landing! And
make sure the runway is clear.
“6) Maintain situational awareness to the
surroundings.”
Jim’s much more detailed entire list is
excellent and worth having. I’ll be pleased to
E-mail it to interested readers or print copies
for those who care to send SASEs.
I will revisit this topic, especially as it
pertains to CL flying, in which a spotter’s job
includes keeping people out of the circle.
Have any CL fliers out there not seen
someone try to wander into the path of a
model?
Keeping out of the way of airborne
models is a good idea. At indoor sessions, the
worst that will happen to a “floor-stander” is
lighthearted jeering and calls to move out of
the flight area. With RC gas-powered aircraft,
it can be much more important.
I have heard early accounts of a serious
accident. A pilot was struck by a midsized
RC model and suffered a life-threatening
arterial wound. Prompt first-aid was applied,
but prospects for recovery are unknown.
Unconfirmed accounts say that the injured
person may have been flying from the edge
of the runway instead of in the designated
pilots’ area and that the other pilot was
distracted by a model “buzzing” the
flightline.
The well-maintained field did not have a
barrier fence at the pilot stations, nor (also
unconfirmed) did either pilot have a spotter.
How sad it would be if this incident turned
out to involve “showboating.”
Leonard Mullen wrote about his beautiful
new field which is equipped with 24-inch
fencing to protect the pilots. Some of the club
members are having trouble adjusting to the
new layout, having gotten used to standing in
line with their landing-approach path.
Perhaps you can’t teach an old dog new
tricks, but I hope we all learn to take the best
advantage of any protection available,
whether it is a fence or habitual caution.
I’ve received several inquiries and/or rants
about the infamous AMA Document 537
(posted on the AMA Web site). At the risk of
settling a perfectly good brouhaha, I will
weigh in.
This document has tentative descriptions
of what a club safety officer and a club field
marshal should do. The proposal has not
been passed by the AMA Executive Council
(at least not as this goes to press) and
therefore is not a mandate.
Read the list again if you have a copy. It’s
kind of hard to disagree with anything there,
at least from a comfortable armchair, but I’d
like to meet the super-diplomat/modeling
expert/triathlete who could actually pull off
the described tasks!
Treat this document as a guideline—not a
law. Consider some adaptation to your own
situation. In a perfect world, not only would
these jobs actually be humanly possible, but
each club would have a member capable of
performing them.
Perhaps we should act as though an
imaginary 537 Safety Officer and Field
Marshal is present, waiting to dispense
“mature, knowledgeable wisdom ... in a
calm, reasonable manner.” That’d keep us in
line!
Last Quote: Andy McNew tells his RC
students “There is nothing they need in front
of a spinning propeller.” He sounds like a
good instructor! MA
Edition: Model Aviation - 2005/01
Page Numbers: 106,108,110
Edition: Model Aviation - 2005/01
Page Numbers: 106,108,110
106 MODEL AVIATION
“GIVE A PILOT an airplane and he flies ’til he crashes. Teach a pilot
to build and he flies for a lifetime.” Paul K. Johnson sent that fine
quote. Although I do not wish to reopen the great ARF Vs. Scratch-
Built Debate, an excellent case can be made that a pilot who has built
his or her model has a greater understanding of it, thus an advantage in
the safe operation thereof. (Not that there aren’t a few RTF foamies in
my hangar. Fun is fun.)
Deepest thanks to the many readers who send information, offers
of help, stories, topics, and greetings. I am delighted to address the
issues you raise and pass along the tips and advice. Don’t forget that
there is a long lead time here, so discussions of a particular topic may
re-emerge a couple months later as further data becomes available.
Please keep those letters and E-mails coming!
As I promised, here is a story from LeRoy Cordes.
Dave Gee
S a f e t y C o m e s F i r s t
Box 7081, Van Nuys CA 91409; E-mail: [email protected]
Some experienced gas-model fliers have trouble adjusting to
electric. After reading this month’s column, you’ll soon have it wired.
A sturdy test stand helps prevent contact with a spinning
propeller. New pilot Gerard Palmer said his airplane flew better
once the engine was tuned properly!
Taxiway view of RC pilots in action. Note proper spacing and
position. Using a spotter can greatly enhance safety whether
your field is crowded or not.
“One of the Sportsman pilots was using a borrowed transmitter and
prepping his new model for flight. The radio’s owner was in front
starting the 100cc engine when it started up at full throttle.
Only the grace of God and quick reactions prevented a disaster—
they had forgotten to change to the new airplane in the transmitter, and
all the controls except the throttle worked properly.
“Gad, I seem like a doomsayer, but I don’t think you can harp
about safety enough.”
Propeller hazards are a hot topic in the mailbag, and since this is
possibly the most dangerous part of aeromodeling, it deserves a little
harping. Following is a cautionary tale from Charles Schwartz.
“After more than 60 years away from active FF and CL modeling
(I still have my Ohlsson .23), I decided to try my hand at the
‘newfangled’ sport of RC. I concluded that an electric-powered model
might be the simplest and safest (?) entry vehicle with which to teach
myself the rudiments of controlled, three-dimensional flight.
“Assembly of my Soarstar pusher-prop ARF was completed
around 12:30 a.m. With the airplane on the guest room bed, I moved
the craft’s power switch to “on” and, without thinking, carefully
centered all my new transmitter’s controls to neutral positions. As I
powered up the transmitter, the Soarstar instantly sprang to life,
literally flying across the bed toward me!
“Instinctively, I reached for my airplane to prevent its
destruction—just as it toppled off the edge of the bed, landing upside
down on the back of my right hand with the razor-sharp prop spinning
at perhaps 4,000 rpm!
“With my hand wrapped in a blood-soaked towel, I awoke my
nurse-wife to ask if the application of some Band-Aids might be
needed. The ER gave me 12 stitches and assorted butterfly bandages! I
won’t bother to describe the carnage, but it took two hours to clean
three rooms.
“Some precautions when working with electric RC models might
include:
“1) Face the craft away from you before powering up the system.
“2) Block the airplane to prevent movement.
“3) Set both the throttle and throttle trim controls to off before
powering up the transmitter.
“4) The model can be less expensively
(and less painfully) repaired than your person.
If it does get away, use common sense; power
down with the transmitter and don’t grab for a
moving airplane!”
Those rules of thumb are great for electricpowered
models. I’ve seen several stories
with the common thread of a seasoned gas
modeler switching to electric (Switching to
electric! I kill me!) and learning new safety
rules the hard way.
Bud Morrison wrote:
“I was setting up the helicopter mixing on
my computer radio after turning on my
helicopter to center all the servos. I set the
transmitter down on my workbench to make
some linkage adjustments.
“When I set the transmitter down on the
bench, something on the workbench bumped
the idle-up switch. The helicopter went to full
spool, flew off the workbench, and into some
shelving in my shop as I was running the
other direction to avoid it. The helicopter
mechanics were a complete loss, as well as
most all of the tailboom parts. I shudder to
think what could have happened if I had not
gotten out of its way fast enough.
“With glow helicopters this was never an
issue for me, as the helicopter electrics could
be turned on and servos moved without the
chance of the helicopter spooling up.
“Less than a week later a fellow who
works at my local hobby shop had the
exact same thing happen to him while
changing some settings on his computer radio
for his electric helicopter.
“Thankfully neither of us injured any more
than our pride and our wallets. We now both
do all our tuning with the heli unpowered or
make sure that motors are disconnected from
the speed control or slid back in their mounts
so the pinions don’t contact the gear if we do
require power to the servos when making any
changes on our radios.”
Thanks to Charles and Bud for making us
cringe and think. Well, at least I cringed, and
you better believe that I’ll double-check
things next time!
Herb Williams (who sent an actual typed-onpaper
letter!) brought up a point about
disabled fliers at RC fields. Many sites do not
have easy access for wheelchairs to get from
the pit area to a safe flying spot. His field has
nice concrete pads for the pilots, in designated
spots along the runway.
Wheelchair pilots sometimes have
problems negotiating the grassy infield and
end up “parked” on the runway edge while
flying. The matter is being addressed at
Herb’s flying site. Meanwhile, he says a bit of
patience and courtesy help. He just relaxes for
a few minutes when it looks like an additional
pilot would crowd the situation at the runway.
I like his approach. With a little
accommodation, model aviation can be
enjoyed to the fullest, regardless of your level
of mobility.
The issue of flightline safety brings to
mind the concept of spotters to assist RC
pilots. Some fields require such help, but it
seems like a good thing to consider even
when it’s not mandated.
Jim Malek wrote about a South Carolina
Giant Scale fly-in at which a model landed
and hit an airplane that was stalled on the
runway, despite the use of a spotter. Having
noticed other spotters admiring their pilots
flying their airplanes instead of clearing the
way for them, he wrote some guidelines for
spotters. Space is limited, so following are
highlights.
“A good spotter for model aircraft does
not have to be a flier, but needs a bit of
training. A good spotter will:
“1) Double-check the preflight inspection.
“2) Kneel down and get a good grasp on
the aircraft for starting.
“3) Check the runway and airspace before
taxi and takeoff.
“4) During flight, listen as the pilot calls
maneuvers, scan ahead of the aircraft, clear
the way, and give traffic information to the
pilot.
“5) Before landing, call out landing! And
make sure the runway is clear.
“6) Maintain situational awareness to the
surroundings.”
Jim’s much more detailed entire list is
excellent and worth having. I’ll be pleased to
E-mail it to interested readers or print copies
for those who care to send SASEs.
I will revisit this topic, especially as it
pertains to CL flying, in which a spotter’s job
includes keeping people out of the circle.
Have any CL fliers out there not seen
someone try to wander into the path of a
model?
Keeping out of the way of airborne
models is a good idea. At indoor sessions, the
worst that will happen to a “floor-stander” is
lighthearted jeering and calls to move out of
the flight area. With RC gas-powered aircraft,
it can be much more important.
I have heard early accounts of a serious
accident. A pilot was struck by a midsized
RC model and suffered a life-threatening
arterial wound. Prompt first-aid was applied,
but prospects for recovery are unknown.
Unconfirmed accounts say that the injured
person may have been flying from the edge
of the runway instead of in the designated
pilots’ area and that the other pilot was
distracted by a model “buzzing” the
flightline.
The well-maintained field did not have a
barrier fence at the pilot stations, nor (also
unconfirmed) did either pilot have a spotter.
How sad it would be if this incident turned
out to involve “showboating.”
Leonard Mullen wrote about his beautiful
new field which is equipped with 24-inch
fencing to protect the pilots. Some of the club
members are having trouble adjusting to the
new layout, having gotten used to standing in
line with their landing-approach path.
Perhaps you can’t teach an old dog new
tricks, but I hope we all learn to take the best
advantage of any protection available,
whether it is a fence or habitual caution.
I’ve received several inquiries and/or rants
about the infamous AMA Document 537
(posted on the AMA Web site). At the risk of
settling a perfectly good brouhaha, I will
weigh in.
This document has tentative descriptions
of what a club safety officer and a club field
marshal should do. The proposal has not
been passed by the AMA Executive Council
(at least not as this goes to press) and
therefore is not a mandate.
Read the list again if you have a copy. It’s
kind of hard to disagree with anything there,
at least from a comfortable armchair, but I’d
like to meet the super-diplomat/modeling
expert/triathlete who could actually pull off
the described tasks!
Treat this document as a guideline—not a
law. Consider some adaptation to your own
situation. In a perfect world, not only would
these jobs actually be humanly possible, but
each club would have a member capable of
performing them.
Perhaps we should act as though an
imaginary 537 Safety Officer and Field
Marshal is present, waiting to dispense
“mature, knowledgeable wisdom ... in a
calm, reasonable manner.” That’d keep us in
line!
Last Quote: Andy McNew tells his RC
students “There is nothing they need in front
of a spinning propeller.” He sounds like a
good instructor! MA
Edition: Model Aviation - 2005/01
Page Numbers: 106,108,110
106 MODEL AVIATION
“GIVE A PILOT an airplane and he flies ’til he crashes. Teach a pilot
to build and he flies for a lifetime.” Paul K. Johnson sent that fine
quote. Although I do not wish to reopen the great ARF Vs. Scratch-
Built Debate, an excellent case can be made that a pilot who has built
his or her model has a greater understanding of it, thus an advantage in
the safe operation thereof. (Not that there aren’t a few RTF foamies in
my hangar. Fun is fun.)
Deepest thanks to the many readers who send information, offers
of help, stories, topics, and greetings. I am delighted to address the
issues you raise and pass along the tips and advice. Don’t forget that
there is a long lead time here, so discussions of a particular topic may
re-emerge a couple months later as further data becomes available.
Please keep those letters and E-mails coming!
As I promised, here is a story from LeRoy Cordes.
Dave Gee
S a f e t y C o m e s F i r s t
Box 7081, Van Nuys CA 91409; E-mail: [email protected]
Some experienced gas-model fliers have trouble adjusting to
electric. After reading this month’s column, you’ll soon have it wired.
A sturdy test stand helps prevent contact with a spinning
propeller. New pilot Gerard Palmer said his airplane flew better
once the engine was tuned properly!
Taxiway view of RC pilots in action. Note proper spacing and
position. Using a spotter can greatly enhance safety whether
your field is crowded or not.
“One of the Sportsman pilots was using a borrowed transmitter and
prepping his new model for flight. The radio’s owner was in front
starting the 100cc engine when it started up at full throttle.
Only the grace of God and quick reactions prevented a disaster—
they had forgotten to change to the new airplane in the transmitter, and
all the controls except the throttle worked properly.
“Gad, I seem like a doomsayer, but I don’t think you can harp
about safety enough.”
Propeller hazards are a hot topic in the mailbag, and since this is
possibly the most dangerous part of aeromodeling, it deserves a little
harping. Following is a cautionary tale from Charles Schwartz.
“After more than 60 years away from active FF and CL modeling
(I still have my Ohlsson .23), I decided to try my hand at the
‘newfangled’ sport of RC. I concluded that an electric-powered model
might be the simplest and safest (?) entry vehicle with which to teach
myself the rudiments of controlled, three-dimensional flight.
“Assembly of my Soarstar pusher-prop ARF was completed
around 12:30 a.m. With the airplane on the guest room bed, I moved
the craft’s power switch to “on” and, without thinking, carefully
centered all my new transmitter’s controls to neutral positions. As I
powered up the transmitter, the Soarstar instantly sprang to life,
literally flying across the bed toward me!
“Instinctively, I reached for my airplane to prevent its
destruction—just as it toppled off the edge of the bed, landing upside
down on the back of my right hand with the razor-sharp prop spinning
at perhaps 4,000 rpm!
“With my hand wrapped in a blood-soaked towel, I awoke my
nurse-wife to ask if the application of some Band-Aids might be
needed. The ER gave me 12 stitches and assorted butterfly bandages! I
won’t bother to describe the carnage, but it took two hours to clean
three rooms.
“Some precautions when working with electric RC models might
include:
“1) Face the craft away from you before powering up the system.
“2) Block the airplane to prevent movement.
“3) Set both the throttle and throttle trim controls to off before
powering up the transmitter.
“4) The model can be less expensively
(and less painfully) repaired than your person.
If it does get away, use common sense; power
down with the transmitter and don’t grab for a
moving airplane!”
Those rules of thumb are great for electricpowered
models. I’ve seen several stories
with the common thread of a seasoned gas
modeler switching to electric (Switching to
electric! I kill me!) and learning new safety
rules the hard way.
Bud Morrison wrote:
“I was setting up the helicopter mixing on
my computer radio after turning on my
helicopter to center all the servos. I set the
transmitter down on my workbench to make
some linkage adjustments.
“When I set the transmitter down on the
bench, something on the workbench bumped
the idle-up switch. The helicopter went to full
spool, flew off the workbench, and into some
shelving in my shop as I was running the
other direction to avoid it. The helicopter
mechanics were a complete loss, as well as
most all of the tailboom parts. I shudder to
think what could have happened if I had not
gotten out of its way fast enough.
“With glow helicopters this was never an
issue for me, as the helicopter electrics could
be turned on and servos moved without the
chance of the helicopter spooling up.
“Less than a week later a fellow who
works at my local hobby shop had the
exact same thing happen to him while
changing some settings on his computer radio
for his electric helicopter.
“Thankfully neither of us injured any more
than our pride and our wallets. We now both
do all our tuning with the heli unpowered or
make sure that motors are disconnected from
the speed control or slid back in their mounts
so the pinions don’t contact the gear if we do
require power to the servos when making any
changes on our radios.”
Thanks to Charles and Bud for making us
cringe and think. Well, at least I cringed, and
you better believe that I’ll double-check
things next time!
Herb Williams (who sent an actual typed-onpaper
letter!) brought up a point about
disabled fliers at RC fields. Many sites do not
have easy access for wheelchairs to get from
the pit area to a safe flying spot. His field has
nice concrete pads for the pilots, in designated
spots along the runway.
Wheelchair pilots sometimes have
problems negotiating the grassy infield and
end up “parked” on the runway edge while
flying. The matter is being addressed at
Herb’s flying site. Meanwhile, he says a bit of
patience and courtesy help. He just relaxes for
a few minutes when it looks like an additional
pilot would crowd the situation at the runway.
I like his approach. With a little
accommodation, model aviation can be
enjoyed to the fullest, regardless of your level
of mobility.
The issue of flightline safety brings to
mind the concept of spotters to assist RC
pilots. Some fields require such help, but it
seems like a good thing to consider even
when it’s not mandated.
Jim Malek wrote about a South Carolina
Giant Scale fly-in at which a model landed
and hit an airplane that was stalled on the
runway, despite the use of a spotter. Having
noticed other spotters admiring their pilots
flying their airplanes instead of clearing the
way for them, he wrote some guidelines for
spotters. Space is limited, so following are
highlights.
“A good spotter for model aircraft does
not have to be a flier, but needs a bit of
training. A good spotter will:
“1) Double-check the preflight inspection.
“2) Kneel down and get a good grasp on
the aircraft for starting.
“3) Check the runway and airspace before
taxi and takeoff.
“4) During flight, listen as the pilot calls
maneuvers, scan ahead of the aircraft, clear
the way, and give traffic information to the
pilot.
“5) Before landing, call out landing! And
make sure the runway is clear.
“6) Maintain situational awareness to the
surroundings.”
Jim’s much more detailed entire list is
excellent and worth having. I’ll be pleased to
E-mail it to interested readers or print copies
for those who care to send SASEs.
I will revisit this topic, especially as it
pertains to CL flying, in which a spotter’s job
includes keeping people out of the circle.
Have any CL fliers out there not seen
someone try to wander into the path of a
model?
Keeping out of the way of airborne
models is a good idea. At indoor sessions, the
worst that will happen to a “floor-stander” is
lighthearted jeering and calls to move out of
the flight area. With RC gas-powered aircraft,
it can be much more important.
I have heard early accounts of a serious
accident. A pilot was struck by a midsized
RC model and suffered a life-threatening
arterial wound. Prompt first-aid was applied,
but prospects for recovery are unknown.
Unconfirmed accounts say that the injured
person may have been flying from the edge
of the runway instead of in the designated
pilots’ area and that the other pilot was
distracted by a model “buzzing” the
flightline.
The well-maintained field did not have a
barrier fence at the pilot stations, nor (also
unconfirmed) did either pilot have a spotter.
How sad it would be if this incident turned
out to involve “showboating.”
Leonard Mullen wrote about his beautiful
new field which is equipped with 24-inch
fencing to protect the pilots. Some of the club
members are having trouble adjusting to the
new layout, having gotten used to standing in
line with their landing-approach path.
Perhaps you can’t teach an old dog new
tricks, but I hope we all learn to take the best
advantage of any protection available,
whether it is a fence or habitual caution.
I’ve received several inquiries and/or rants
about the infamous AMA Document 537
(posted on the AMA Web site). At the risk of
settling a perfectly good brouhaha, I will
weigh in.
This document has tentative descriptions
of what a club safety officer and a club field
marshal should do. The proposal has not
been passed by the AMA Executive Council
(at least not as this goes to press) and
therefore is not a mandate.
Read the list again if you have a copy. It’s
kind of hard to disagree with anything there,
at least from a comfortable armchair, but I’d
like to meet the super-diplomat/modeling
expert/triathlete who could actually pull off
the described tasks!
Treat this document as a guideline—not a
law. Consider some adaptation to your own
situation. In a perfect world, not only would
these jobs actually be humanly possible, but
each club would have a member capable of
performing them.
Perhaps we should act as though an
imaginary 537 Safety Officer and Field
Marshal is present, waiting to dispense
“mature, knowledgeable wisdom ... in a
calm, reasonable manner.” That’d keep us in
line!
Last Quote: Andy McNew tells his RC
students “There is nothing they need in front
of a spinning propeller.” He sounds like a
good instructor! MA