WHEN I STARTED writing this column almost 13 years ago, I had no idea how long my tenure would last. I thought I'd do it for a year or two, until the ideas stopped coming. But as time passed, I kept making mistakes and solving problems, so there was material of interest to share. By now, you're probably wondering where I'm going with this. As in all things, there is a beginning and an end. The time has come for me to conclude my stewardship. This will be my last column. As I discussed this with Bob Hunt, he said it would be appropriate to survey where Stunt has gone in these years. It's amazing when you consider the breadth of change that is not so apparent in the short-term. One significant change has been the evolution of the Nationals (Nats) format for competition. I focus on competition because that is what fuels technological development, which is what provides everyone with the kits, engines, etc. that work so well. The first change was the addition of the Advanced class, which allowed even competition among less-skilled fliers. At the time, I really didn't favor the additional class. However, I was wrong big time! From the start it has attracted more fliers. It has even evolved from the initial single day of competition to three days, paralleling the Open competition. To flesh out the skill levels are Beginner and Intermediate classes. Beginner even has age categories. One neat experience was talking to a 65-year-old Beginner at his first Nats. Watching all the fliers on a cool. Midwest morning, with the green grass and blue sky is a picture I'll always remember. Technology, of course, has leaped forward in a way. Certainly the models have progressed. But if you look at the airplanes, you'll see that the aerodynamics are similar to the best of the classic-era models. The looks have changed, as have construction techniques. Composite materials have been integrated into the construction, but not nearly to the extent that most of us had envisioned in the 1980s when the materials became available. We have seen only one composite wing at the Nats thus far, although a commercial venture with a Nomex® honeycomb molding is under test. A molded carbon cloth fuselage has been used in Nats competition, and an entire molded model has been offered for sale in England. The limiting factor to general use, aside from high cost of materials, is the technology to achieve comparable weights to balsa for an entire airframe. Individual parts have Bill Werwage (L) and Frank with SuperTigre 60 technology at the 1989 Nats. Yes, Paul Walker did try the SuperTigre 60, in his enlarged Cobra-style model. Discovery was good performer but was fast. Bill Werwage ponders Windy Urtnowski's Red Baron. Brutish and large, it captured the look of the full-scale Unlimited racer. successfully been molded and used. Time will tell ... Engine development is another story. When I started my column, most were flying the lightweight SuperTigre 60 in varying degrees of tune. It was, and is, reliable, with good characteristics. A few were pioneering tuned-pipe augmentation, much to many doubts. However, the technology was there and it did work. The equipment improved, and the word spread. It couldn't be denied. As good engines and newer pipes were developed, everyone was able to achieve good performance. It's not over; newer engines are under development and should be available soon. The newest approach to engines is the four-stroke revolution. For many years they have been used successfully in Europe. Several were flown at the past Nats, with more to come this year—even by former National Champion Paul Walker. The typical comments I hear are that four-strokes have tremendous torque and run at a steady, comfortable speed. They are easy to fly, making converted airplanes easy to fly. Many have tried them and found they like the four-strokes better than anything they have used. Be advised that as with the SuperTigre 60, pipes, and any other Some call it a sport, others call it a hobby - whatever you call Radio Controlled Model Flying, you'll feel right at home when you become a "model residenf at Colonnades On Top Of The World. Radio Controlled Flying has taken on a whole new meaning at Colonnades in beautiful Ocala, Florida. If you're a veteran R/C Pilot a "vista of blue sky" invites you to perform those special aerobatic maneuvers, year 'round. Or, if you're ready to make your first solo you can get some pointers from a friendly instructor. ON TOP OF THE WORLD/OCALA Home and lifestyle from 80's to 200's 1-800-421-4162 or (352) 854-0805 www.colonnadesfl.com The complete offering lenm kn the [>i Tup Of The World Owner's Association, Inc are in the offering plan available from the sponsor. On Top Of The World Cnntr.i:. 8447 SW 99th Street Road, Ocala. FL 3448. NY/H87-0002 engine setup, they have their own set of requirements. Again, time will tell. Another area in which there is still more magic to be gained is propellers. It seems that the more I know, the more I learn how much I don't know. Just because a particular propeller or pitch profile works doesn't mean you should stop there. There are two things you have to please: the airplane and the engine. Some days it works, and other days you have to adjust. Just a little more or less pitch, more blade or diameter. Keep experimenting; you will be amply rewarded with increased performance and earned knowledge. I considered mentioning the up-and-coming fliers in competition. As I pondered this, my concern was that I might unintentionally overlook someone. So let me leave it at this: there is a worthy group coming to take the place of the current top competitors, if they are willing to "pay the price" and work. As it has always been, you cannot buy the winning model and you cannot wish the winning flight. I hope that never changes. Through the years I've been so fortunate to have had many good friends and helpers. Without them, I would not have gained whatever knowledge and skill I have accumulated. First, I must thank my wife Marilee for her unwavering support in this endeavor. My sincere thanks to Al Rabe, Keith Trostle, Bob Hunt, and Bill Werwage for their friendship and support. Thanks to Randy Smith for his superb equipment; I would be long retired if not for his engines. Finally, my gratitude and appreciation goes to my coach and good friend John Hill for his endless patience with this old "bloke." Well, it's a spring morning in South Texas. I have airplanes to work on and painting to do. Hopefully the wind will allow some flying today. Fair winds and good flying to all. AM
Edition: Model Aviation - 2002/09
Page Numbers: 147, 148
Edition: Model Aviation - 2002/09
Page Numbers: 147, 148
WHEN I STARTED writing this column almost 13 years ago, I had no idea how long my tenure would last. I thought I'd do it for a year or two, until the ideas stopped coming. But as time passed, I kept making mistakes and solving problems, so there was material of interest to share. By now, you're probably wondering where I'm going with this. As in all things, there is a beginning and an end. The time has come for me to conclude my stewardship. This will be my last column. As I discussed this with Bob Hunt, he said it would be appropriate to survey where Stunt has gone in these years. It's amazing when you consider the breadth of change that is not so apparent in the short-term. One significant change has been the evolution of the Nationals (Nats) format for competition. I focus on competition because that is what fuels technological development, which is what provides everyone with the kits, engines, etc. that work so well. The first change was the addition of the Advanced class, which allowed even competition among less-skilled fliers. At the time, I really didn't favor the additional class. However, I was wrong big time! From the start it has attracted more fliers. It has even evolved from the initial single day of competition to three days, paralleling the Open competition. To flesh out the skill levels are Beginner and Intermediate classes. Beginner even has age categories. One neat experience was talking to a 65-year-old Beginner at his first Nats. Watching all the fliers on a cool. Midwest morning, with the green grass and blue sky is a picture I'll always remember. Technology, of course, has leaped forward in a way. Certainly the models have progressed. But if you look at the airplanes, you'll see that the aerodynamics are similar to the best of the classic-era models. The looks have changed, as have construction techniques. Composite materials have been integrated into the construction, but not nearly to the extent that most of us had envisioned in the 1980s when the materials became available. We have seen only one composite wing at the Nats thus far, although a commercial venture with a Nomex® honeycomb molding is under test. A molded carbon cloth fuselage has been used in Nats competition, and an entire molded model has been offered for sale in England. The limiting factor to general use, aside from high cost of materials, is the technology to achieve comparable weights to balsa for an entire airframe. Individual parts have Bill Werwage (L) and Frank with SuperTigre 60 technology at the 1989 Nats. Yes, Paul Walker did try the SuperTigre 60, in his enlarged Cobra-style model. Discovery was good performer but was fast. Bill Werwage ponders Windy Urtnowski's Red Baron. Brutish and large, it captured the look of the full-scale Unlimited racer. successfully been molded and used. Time will tell ... Engine development is another story. When I started my column, most were flying the lightweight SuperTigre 60 in varying degrees of tune. It was, and is, reliable, with good characteristics. A few were pioneering tuned-pipe augmentation, much to many doubts. However, the technology was there and it did work. The equipment improved, and the word spread. It couldn't be denied. As good engines and newer pipes were developed, everyone was able to achieve good performance. It's not over; newer engines are under development and should be available soon. The newest approach to engines is the four-stroke revolution. For many years they have been used successfully in Europe. Several were flown at the past Nats, with more to come this year—even by former National Champion Paul Walker. The typical comments I hear are that four-strokes have tremendous torque and run at a steady, comfortable speed. They are easy to fly, making converted airplanes easy to fly. Many have tried them and found they like the four-strokes better than anything they have used. Be advised that as with the SuperTigre 60, pipes, and any other Some call it a sport, others call it a hobby - whatever you call Radio Controlled Model Flying, you'll feel right at home when you become a "model residenf at Colonnades On Top Of The World. Radio Controlled Flying has taken on a whole new meaning at Colonnades in beautiful Ocala, Florida. If you're a veteran R/C Pilot a "vista of blue sky" invites you to perform those special aerobatic maneuvers, year 'round. Or, if you're ready to make your first solo you can get some pointers from a friendly instructor. ON TOP OF THE WORLD/OCALA Home and lifestyle from 80's to 200's 1-800-421-4162 or (352) 854-0805 www.colonnadesfl.com The complete offering lenm kn the [>i Tup Of The World Owner's Association, Inc are in the offering plan available from the sponsor. On Top Of The World Cnntr.i:. 8447 SW 99th Street Road, Ocala. FL 3448. NY/H87-0002 engine setup, they have their own set of requirements. Again, time will tell. Another area in which there is still more magic to be gained is propellers. It seems that the more I know, the more I learn how much I don't know. Just because a particular propeller or pitch profile works doesn't mean you should stop there. There are two things you have to please: the airplane and the engine. Some days it works, and other days you have to adjust. Just a little more or less pitch, more blade or diameter. Keep experimenting; you will be amply rewarded with increased performance and earned knowledge. I considered mentioning the up-and-coming fliers in competition. As I pondered this, my concern was that I might unintentionally overlook someone. So let me leave it at this: there is a worthy group coming to take the place of the current top competitors, if they are willing to "pay the price" and work. As it has always been, you cannot buy the winning model and you cannot wish the winning flight. I hope that never changes. Through the years I've been so fortunate to have had many good friends and helpers. Without them, I would not have gained whatever knowledge and skill I have accumulated. First, I must thank my wife Marilee for her unwavering support in this endeavor. My sincere thanks to Al Rabe, Keith Trostle, Bob Hunt, and Bill Werwage for their friendship and support. Thanks to Randy Smith for his superb equipment; I would be long retired if not for his engines. Finally, my gratitude and appreciation goes to my coach and good friend John Hill for his endless patience with this old "bloke." Well, it's a spring morning in South Texas. I have airplanes to work on and painting to do. Hopefully the wind will allow some flying today. Fair winds and good flying to all. AM
