I attended the Southwest Regionals Model Airplane Championships again this year. January weather in Eloy, Arizona, was comfortable for flying. The AMA/FAI/Society of Antique Modelers (SAM) FF field was relocated roughly a mile farther away from the SAM RC area. This made comingling more difficult, but safety was improved and the RC fliers had a shorter drive from the paved road.
This midwinter event attracts people from long distances because it’s held during the building season in many parts of the country. If you are considering attending next year, a visit to the event’s website might convince you to go. It offers plenty of pictures, years of history, and results from previous events. The website is listed in “Sources.”
Altitude Limited Old Timer
ALOT is the acronym selected by a growing group of fliers who would like to see Altitude Limited Old Timer offered more frequently in SAM competition. I described it and its potential advantages in my December 2012 column. It’s since been held at a few Western contests, but rules are still being developed.
The event is similar to the popular Altitude Limited Electric Soaring (ALES) event, which involves shutting off power at a preprogrammed altitude, and then Duration Soaring ensues. That allows all types of wet engines and electrics to compete head to head.
There’s been a small hitch because the Sky Limit altitude cutoff unit we’ve been using is no longer manufactured. Fortunately, one or more other companies have similar equipment, so we’re making adjustments to accommodate the units’ features and limitations.
The alternative units have a more limited range of settings than the Sky Limit, so the original units shouldn’t become obsolete. I would appreciate any feedback from anyone who has used any of these units for the ALOT event. Please contact me or Bill Copeland, who’s been spearheading the event. Bill’s contact information is listed in “Sources.”
Vintage (Gas)
AMA Event #701, Vintage (Gas) Old-Timer, was also discussed in my December 2013 column. I cited the advantages of the Vintage (Gas) event as a gateway to (OT) building and flying, either FF or RC. FF fliers use several types of high-tech equipment, yet many disdain using any type of RC. But I did receive an interesting testimonial letter from a seasoned FF veteran. Here are some excerpts:
“I just read your December column regarding the FF/RC combined event. I totally agree with the event. I’ve been flying since I was about 4 years old. [I] held some indoor records as a Junior, and a first at the Nats. I’m 65 now and am back to FF and small electric RC.
“For the past couple of years, I’ve been trying to convince the NFFS [National Free Flight Society] leadership to allow RC assist in the E-36 event which they started. My reasons are:
“1. Safety! Few recognize the inertia of an outrunner electric. And those sharp, composite, electric propellers will not stop as long as current is available. Also, the electric FF models have large, powerful motor/battery combos for AMA competition. An out-of-control electric [aircraft] hitting someone will definitely cause serious damage!
“2. I’m tired of chasing and losing FF models! Remote DTs and flight control to bring the models back would be a joy. And reducing the cost and time involved in building replacement ships would be a plus. Motor shutoff would be simplified, as your timer can simply tell you when to cut power. I still enjoy competition, although my mind writes checks that my body can’t cash.
“3. I see many crashes during first trimming of a FF model. I initially used RC for trimming my first E-36 model and will use it on all power models from now on.
“4. Did I mention safety? How about the AMA insurance underwriters? Maybe insurance rate increases could be slowed?
“To me, the benefits of RC assist are overwhelming. I see no downside. Sadly, I believe some FF fliers may cling to pure FF (only) as we watch it decline. Simple RC assist could make the Phoenix rise from the ashes.
“Sincerely, Herb Schubert”
Prevent Wire Breaks
One of my OT aircraft lost radio contact shortly after takeoff, and the results weren’t good. I had inherited the model from a good builder, and had put many successful flights on it. The cause turned out to be a receiver battery wire vibrating loose where it was soldered to the switch.
I have a saying: “A wire never breaks in the middle.” A wiring failure such as this will likely be at an attachment point—frequently a soldered one. OT spark ignition-powered airplanes are at higher risk because they have many such connections.
Prevention is easy. Simply secure all wires to solid framework close to their attachment points. If this is done, the unsupported section can vibrate without causing problems. Of course, extra-long sections should also be snubbed at one or more midpoints. There are several ways to do this, but I’ve found that a dab of hot-melt glue reliably holds that slick wire covering.
Easy Magnet
You may have dropped a screw or another small part into grass or loose dirt and had a heck of a time finding it. If not, you will. I keep a powerful little magnet in my toolbox wrapped in a long, plastic newspaper bag. The magnet can be dragged through the area in a systematic search. I’m usually rewarded with a distinct “click” as the magnet does its job.
Rare earth magnets are surprisingly strong, available, and affordable. I salvaged mine from a failed, cheap “shaker” flashlight that was supposed to generate current when the magnet inside it was shaken. Remember to keep magnets away from all electronics.
Virtual Adverse Yaw
If you’ve never heard of this, it’s because I just coined the term.
Plain, old “adverse yaw” is familiar to many who fly aileron aircraft. I’ve heard the term often, but dismissed it as the name of a punk rock band or some other entity that I’d likely never encounter.
One day, while landing a high-wing aileron airplane, I learned about adverse yaw firsthand. I was steering right to avoid a stationary object, but the aircraft was moving left. I lucked out and missed that big, green object labeled John Deere by a few feet. Our resident aerodynamicist, Dick Fischer, then filled me in about adverse yaw.
The condition is caused by unequal drag on the aileron opposite the direction of bank. You can bank right, but the extra drag on the left aileron is pulling the aircraft left. What does adverse yaw have to do with Old-Timers? Our aircraft don’t use ailerons.
I recently had an OT airplane flying with what I call “virtual adverse yaw.” It was quite noticeable on climbout at approximately a 45° angle. The left wing was low, which should make it turn left, but it was turning slightly right, which was the way that I wanted it to go.
It took me awhile to solve this little mystery, but maybe some of you are quicker. I’ll conclude this discussion in my August column.
