History Preserved:
The Collection of the National Model Aviation Museum
Featured in this month's "History Preserved" is a rubber-powered FF scale Caproni Ca.5 trimotor Italian bomber. This aircraft was built in the early 1970s by Dennis Norman.
Dennis competed with his fine-looking Caproni in 1976 at the AMA Nats. He donated the aircraft to the National Model Aviation Museum in 1984.
The aircraft has a wingspan that stretches 39 inches from tip to tip and is 22 inches in length from propeller to rudder. The model features a crew of three — two gunners and a pilot. The trimotor features two tractor engines in the outer fuselages and a pusher housed in the center fuselage. The Caproni is complete with landing and lift wires as well as full rigging.
During World War I, the British used the Caproni bomber over the Western Front. Aircrews painted camouflage patterns freehand to mask the airplanes from enemy fighters. Because of this painting technique, the aircraft did not always have fine lines separating the different colors.
The January 1977 Model Aviation featured the Caproni in a discussion of methods to achieve precise replications of the paint and markings that appear on full-scale aircraft. Dennis's Caproni is an excellent example of this precise duplication.
One method of achieving this effect in miniature employs newspaper cut to the appropriate pattern. A small patch of adhesive is placed in the center of the pattern and adhered to the surface of the airplane. The paper is moistened, allowing it to stick to the curved surfaces of the aircraft.
The edges produce a realistic hand-painted appearance because the pattern is adhered to the surface only in the center. To make this method work most effectively, the lighter color should be applied first as a base.
Dennis's Caproni is a first-rate illustration of this kind of attention to detail. The painting technique, along with all other aspects of design and construction, is impressive. His attention to detail makes this aircraft not only an amazing flyer, but more impressive than many solid scale models.
— Dustin Payne, Museum Intern
Wild Bill Netzeband
What began as a hobby for a seven-year-old boy blossomed into a lifelong passion for a man whose antics in Combat circles earned him the nickname "Wild Bill."
Aeromodeling author, designer, contest director, and club creator William F. Netzeband died April 25, 2010, in California. His voice and vision were not silenced by his passing; he leaves a legacy of countless magazine articles and club newsletters, and an award bearing his name.
Bill was born January 3, 1927, and began aeromodeling the day after his seventh birthday. He quickly learned how to repair models after the Lockheed Sirius his father and uncle built for him broke. He became hooked on the sport and always had an ongoing construction project.
His love for aeromodeling continued and he tested his piloting skills by participating in the 1948, 1949, 1954, 1955, and 1957 Nats. He won the Open Navy Carrier event in 1954. Bill became a CD (contest director) in 1951 and operated and judged meets in Missouri, Illinois, Oklahoma, New York, and California for 21 years.
He built and competed with more than 100 models. Some of the models he built included gas free-flight (FF), rubber-powered, and four types of gliders. Thirteen of his airplane designs were published in various model aviation magazines. Among his creations was a Wright brothers’ wind tunnel, which he helped a group of Boy Scouts build.
Bill was a member of several model aviation clubs and was instrumental in starting the J.O.P.L.I.N. and Double Cola Group clubs. He also wrote numerous model aviation columns for Model Airplane News and American Modeler magazines.
He served in World War II, was a husband, father of three, and a college graduate. He held several jobs, including working as a model designer for Testors Modeling Company.
His wife, Joan, presented the Wild Bill Netzeband Annual Memorial Award to its first recipient at the Knights of the Round Circle (KOTRC) Christmas dinner in December 2010. The award is given to anyone living in the Los Angeles area who has "demonstrated a continued effort to improve the sport/hobby of Control Line flying and improve the KOTRC." The recipient does not need to be a KOTRC member, but it is preferred.
Bill was a life member of the KOTRC, honored for his lifetime service to model aviation and CL aerobatics. He was also named to the Model Aviation Hall of Fame, the Precision Aerobatics Model Pilot Association (PAMPA) Hall of Fame, and the Kits and Plans Antiquitous (KAPA) Hall of Fame.
Nominations for the Wild Bill Netzeband Annual Memorial Award are due by October 15. The winner will be named at the KOTRC’s December Christmas dinner. Nominations can be sent to:
- Knights of the Round Circle
PO Box 6115 Anaheim, CA 92806
— Rachelle Haughn, MA staff
Why 400 Feet?
During the past two or three years there has been much discussion concerning why 400 feet above ground level (AGL) is identified as an altitude constraint for model aircraft.
The criteria are first mentioned in FAA’s Advisory Circular (AC 91-57) entitled "Model Aircraft Operating Standards," published in June 1981. The AC states, "Do not fly model aircraft higher than 400 feet above the surface," and goes on to say, "When flying aircraft within 3 miles of an airport, notify the airport operator, or when an air traffic facility is located at the airport, notify the control tower, or flight service station." Advisory circulars are advisory in nature and are not regulatory per se; however, operators are expected to give the guidance appropriate consideration in their flight operations.
AMA’s experience has shown that model aircraft seldom create any hazard to manned aircraft. Requirements to follow AMA’s See-and-Avoid guidance, yield the right of way to all man-carrying aircraft, and maintain visual contact while utilizing a spotter, when appropriate, mitigate any risk posed by model aircraft.
The guidance in AMA’s Safety Code to remain at or below 400 feet AGL when within three (3) miles of an airport diminishes additional risk presented by the increased density of low-altitude manned aircraft traffic arriving and departing from airports, helping to ensure the safe environment we maintain elsewhere.
AMA has included language in the National Model Aircraft Safety Code that states, "Model aircraft pilots will … not fly higher than approximately 400 feet above ground level within three (3) miles of an airport, without notifying the airport operator." This language can be confusing; it means that when you are within three miles of an airport you should contact the airport and remain at or below 400 feet AGL, and only operate above 400 feet when you have coordinated operations with the airport authority or the air traffic control facility, if one exists at the airport.
But why 400 feet?
To understand the significance of 400 feet, you need to understand the FAA’s basic approach to traffic separation. Aircraft operating in the National Airspace System (NAS) are separated by procedures and directives that use all three axes of flight to maintain separation: heading, speed, and altitude.
Aircraft flying under visual flight rules (VFR) and headed in a westerly direction are expected to maintain an even-thousands altitude plus 500 feet (for example, 8,500 feet MSL). Aircraft traveling in an easterly direction are expected to stay at odd-thousands altitudes plus 500 feet (for example, 7,500 feet MSL). This results in a 1,000-foot separation between aircraft heading on potentially converging courses. Another related rule states that aircraft operating below 10,000 feet MSL are limited to a maximum airspeed of 250 knots.
The 400 feet AGL guideline was identified using a similar traffic separation approach. With the exception of takeoffs and landings and a few helicopters and sport aviation aircraft, manned aircraft generally operate at 500 feet AGL and above. Keeping model aircraft at 400 feet and below maintains a theoretical 100-foot separation.
Of course, judging the altitude of a model aircraft is extremely difficult. Your best approach is to always maintain visual contact with your aircraft, yield the right of way to all man-carrying aircraft, and see and avoid all aircraft, using a spotter when appropriate.
— Rich Hanson
Transcribed from original scans by AI. Minor OCR errors may remain.
