Letters to the Editor
Model Aviation, 5161 E. Memorial Dr., Muncie IN 47302
Former Fair-Weather Flier
Just read [Bob Hunt's] column in the June issue of MA. Not too long ago I was one of those fair-weather fliers who, even after driving 30 miles and 45 minutes in traffic, wouldn't fly if the wind sock was anything other than limp.
One day I arrived at the field to find the wind sock parallel to the ground and dancing in the wind that was changing directions constantly. I decided that I came to fly, and I was gonna fly.
Two things happened that day. One, I got over my fear of crashing due to windy conditions (I still crash on occasion, but I'm not afraid to). Two, my self confidence took a huge growth leap.
Just the other day I flew a new airplane for the third and fourth flights in winds of 12-15 mph and bumpy as could be. I didn't crash, and I learned even more about how to handle my model in other than calm weather.
Just as in full-scale aviation, a certain amount of judgment has to be used. But as [Bob] wrote, try flying in a light wind and then a little stronger wind, and find that limit where it is just too much. It does make you a better pilot in all kinds of weather.
Cliff Pemberton Aloha, Oregon
Try Club Instruction
I enjoyed Dave Gee's column, "Safety Comes First," in the June issue. He explores the topic of teaching yourself to fly; always a controversial topic.
Clearly Dave is an advocate for instructor training. I would agree that instructor guidance is probably the best way to learn, when a qualified instructor is available. In addition, an instructor can advise someone who has not purchased an airplane as to what models would make the best starter airplanes.
Unfortunately instructors are not always within reach of the prospective new pilot. Two and a half years ago, my Aerobird and I were turned away at several clubs. No one was willing to teach me. In fact the clubs would not even admit me with this airplane.
The Aerobird's 27 MHz setup was not acceptable at an electric club and the fact that it was electric was not acceptable at a glow club. It looked like self training was going to be my only path.
I did finally join a club who would accept my airplane and I. This club took a coaching approach rather than the traditional four-channel buddy-box trainer approach. Due to their help, I am enjoying flying and have built up quite a fleet.
If not for these guys, I would be flying in a park somewhere rather than on an AMA field. Not only did they get me flying successfully with my Aerobird, but they opened my eyes to sailplanes, discus-launched gliders, slope gliders, and other electric airplanes. I am very grateful for their assistance and value the friends I have made at the club. I am now an AMA Introductory Pilot in our club, helping the new guys.
Of course my experience is not unique. Many potential fliers are turned away either due to the type of airplane they want to fly or by less than welcoming club members.
In fact, while participating in discussions on several different Internet forums on the subject, I learned that many clubs are not really all that interested in attracting new members. And many are particularly not interested in bringing in the exploding number of small electric flyers. So what is the aspiring new flier to do, especially if he has a low-cost RTF electric? Where will he go for instruction?
Fortunately today's small electrics do afford a greater chance of success at self teaching than the airplanes of the past. Today's EPP, Elapor, and similar foam electric airplanes, and the broad array of pod-and-boom airplanes made of polyethylene plastic, can stand up to some serious punishment without necessarily sending the struggling student to the repair table. Trial and error may not be the best approach, but with this equipment it can work.
And when things do break, parts are readily available at reasonable prices, so in many cases one can replace rather than repair. I still carry a spare wing for my Aerobird as low-cost insurance against ending my flying day based on a mishap. My wood airplanes are not so forgiving.
To bring in these new fliers, I would like to see the idea and definition of club instruction open up a bit. The four-channel buddy-box approach may be the best, but for those cases where this is not going to work, I would encourage clubs to embrace a coaching approach that does not involve a buddy box. I would also encourage them to reach out to the new pilots as they buy their new airplanes, whether small electrics or other types.
Clubs could set up a program with the hobby shops so they can refer the fliers to qualified instructors/coaches. I believe the number of these fliers who would be flying within the safe structure of the AMA club fields would explode.
Of course, this would require a very concerted effort on the part of the clubs and a commitment that is willing to work with the new fliers. In many cases the staff is not available.
To help facilitate training these new fliers, perhaps the tradition of free instruction with club membership could be revisited. If clubs were to offer a limited period of instruction for a fee of, say, $50, that could include the three-month $19.95 AMA membership with the balance going to the student's club dues if he or she joins. Or it could be split between the club and the coach to encourage members to take on coaching duties.
Whatever the path, there are clearly more student candidates than there are willing instructors/coaches today. Ultimately, if there is no one to help them, people will try to teach themselves. Today's small electrics facilitate this approach due to their ease of use and great damage resistance.
While a high percentage will "wash out" of the self-training approach, the raw numbers that will succeed will continue to grow. It would be great if we could invite all of them into our clubs on a more proactive basis and provide the proper coaching that will lead to a lifetime enjoyment of safe flying.
Dave's article offers a balanced view of the topic. I would like to add these suggestions as a way to help the new fliers succeed.
Ed Anderson via E-mail
The Electric Side
I read with great interest Mr. Bill Germanson's letter to the editor in the June issue of the AMA magazine. He certainly hit the nail on the head as far as I'm concerned.
I am new to the aviation model world and have elected to concentrate on radio control electric flying models. Admittedly, I do not have the experience as many model builders do, but I have found that it is very difficult to find compatible equipment for various configurations of electric models.
For example, what is the best mix of battery, speed controller, receivers, servos, etc.? Moreover, where do I find information on compatibility and to whom do I turn to order the items?
I have already spent many hours on the computer trying to find speed controllers and receivers. To say the least, it is very frustrating. Almost as frustrating as golf when I was physically able to play.
Bill Germanson's paragraph on establishing standards for battery-pack building, electrical connectors, motor mounts, etc. is a wonderful idea, but I would like to see it expanded to include component compatibility for various categories of model aircraft.
Your magazine is a wonderful source of information and enjoyable to read, but I, for one, think it needs to be expanded, especially on the electric side of the house.
Daniel J. Fischer Colonial Heights, Virginia
Transcribed from original scans by AI. Minor OCR errors may remain.
