THIS COLUMN LISTS one Electric-Connection Service (ECS), announces one meet, describes a new book, shares reader reaction to recent presentations, has parts update information about the Universal Slow Charger, and presents what might be the "Ultimate Conversion"—a story which "more senior" readers should thoroughly enjoy! Bill Welch, an associate professor of pathology, tells me he's a novice in E-power and is seeking to connect with others of the E-persuasion. During the week Bill can be found at 75 Francis St., Boston MA 02115; Tel.: (617) 732-4745; E-mail: [email protected]. On weekends you can hook up with him at Box 356. Woodstock VT 05091: Tel.: (802)457-4549. I think this is a first for the ECS: an opportunity to connect with the same reader at two locations and share the joy that Electric can bring. So do get in touch with Bill! The Dallas Electric Aircraft Fliers has announced its 16th Annual DEAF Fly-in, to be held at the club's field in Seagoville. Texas, October 5-6. There's a lot going on at this meet, and you can learn all from Contest Director Jim Truitt at 1618 Mapleton, Dallas TX 75228: Tel.: (214) 327-4441; E-mail: [email protected]. And do tell him Bob sent ya! Bob Aberle has done it aaain! In 1995 he "wrote the book" on Electric. It was entitled Clean and Quiet—The Guide to Electric Powered Flight. (Most refer to it simply as Clean and Quiet.) This was the E-book of the time and, to my knowledge, has remained so throughout the years. As with any such publication, this book has fallen somewhat behind the times because of the blazing advancement of Electric. Also as with any such publication, Clean and Quiet remains well worth having I strongly encourage you to consider this book and the earlier Clean and Quiet. Both of Bob's books are also available from New Creations R/C, Box 496, Willis TX 77378: Tel.: (936) 856-4630. The people at New Creations will be very helpful with all your Electric needs, and I recommend that you request the company's catalog us well. < The "Small-Pack Slow Charger" (SPSC) construction feature presented in the June 2002 Model Aviation has brought in much reader reaction. It seems that the SPSC is quickly becoming a reader favorite because of its low cost, simplicity, and broad applicability within the exploding world of park flyers and beyond. Many readers have expressed interest in the idea behind the SPSC but need a bigger version. A bigger version exists! It's called the Large Pack Slow Charger (LPSC), and it was presented as a feature in the July 1997 MA. The LPSC can charge with currents of 50-200 mA and as many as 21 cells. It is similar in principle to the SPSC, but different in detail. If you are missing the July 1997 issue, request an article reprint from AMA Headquarters. (One of the LPSC parts— the wall wart power module—has a new RadioShack® catalog number: 273-1631 replaces the previous 273-1610.) The August 2002 column discussed a supplier circumstance wherein many parts for the Universal Slow Charger (9/00 MA with follow-up in 10/00 and 11/00 AMs), or USC, were no longer available. I promised a revised parts list to assist the many readers who continue to build the USC. I have that revision, but it is too long for easy incorporation into the MA format. However, everyone interested is welcome to a copy of this several-page "USC Update." Send me your written request along with a double-stamped', business-size envelope (an ordinary 4'/s x 9'/2-inch or larger one), and it's yours free. Electric conversions are popular pursuits with many readers, and it's common to see the results of such efforts at meets. It's also common for readers to share such efforts with me—often with a photo. "Conversions" are where an E-aeromodeler will "convert" a standard wet-power design to E-power, and many have been successful. Recently I received a reader letter to which my immediate reaction was to declare the "Ultimate Conversion." Later, in reflecting, I realized that such pronouncement is impossible, for one would have to live forever to make sure all possible candidates for this title were considered. So instead, I'm offering herein the "Ultimate Conversion—so far." I'm also breaking with my column preference and sharing much of the reader letter directly (with some editing for size and clarification reasons). It is from Bill Smith of Hazleton PA. "The 3rd E (pronounced 'Thirty') began life in the early nineteen-seventies as a redesigned Phil Kraft Quik-Fli Mk III that I named Akrobot. The (fuselage) design changes were subtle but effective in improving wind penetration, knife edge flight, and rudder authority. They also eliminated the 'Quik-Fli dance'—a distinct wiggle in full power straight and level flight. "A Webru .61 with an 11 x 7-'/4 prop powered the Akrobot during the seventies into the early eighties when my interest shifted from Pattern Hying to electric sailplanes. I cleaned it thoroughly, put it in large plastic bags, and stored it in a safe place in the garage. "In March of this year a flying buddy who knew that I had used Webra engines asked if I had a needle valve for an old Webra .61—by this time everybody knew I had severed all ties with wet power. I told him I had a complete engine that he could have. The Akrobot survived storage very well and while removing the Webra I noticed that it didn't feel heavy. Conversion? Maybe. ./..... "After estimating, weighing, and measuring, the Akrobot data was analyzed with ECalc. Conversion appeared possible using my MaxCim MaxN32-13Y with 20 cells turning an MAS 13x8 Electric prop and a gear ratio of 3.33:1. Preliminary weight and balance calculations indicated that the elevator and rudder control servos could be mounted externally in the fuselage rear, following present day practice, without creating CG [center of gravity] problems. "With this promising information in mind, I got out wood chisels, hammer, hole cutter, backsaw, and rasp and started structural modification inside the fuselage. My goal was to retain as many of the original external features as possible while incorporating current technology. "The original firewall with internal nose wheel bearing blocks was retained. Following layout, to maintain the original thrustline. the firewall was hole-cut to provide for a hose clamp type motor mount. The fuel tank compartment floor was replaced with a removable Lite Ply hatch. A nose wheel steering servo was installed in the hatch. "Solid fuselage formers from behind the tank compartment to the trailing edge portion of the wing mount were replaced with frames. A two rail platform to carry the motor battery (two rows of 10 vertical cells) was installed in the fuselage. This platform was positioned to allow insertion of the motor battery pack through the original fuel tank compartment hatch. The ESC [Electronic Speed Control], fuse block, switch, and charging jack were mounted in the former fuel tank area. "Battery and ESC cooling required the fabrication of two aluminum air scoops that were installed externally on the tank compartment fuselage sides. Servo cutouts were made in the rear fuselage sides, internal reinforcement to accept the screws was installed, and the rudder and elevator servos mounted. The thirty-year-old MonoKote® was in excellent condition and required minor heat gun tightening in a few areas. Except for covering and painting the new construction, the fuselage was ready for equipment installation. "The electric power system was installed in the fuselage and the wing attached using the original rubber band mounting method. The motor battery was positioned to provide a slightly forward CG (my test flying preference). All batteries were charged. '3rd E' was ready. "At the club flying field there was a slight westerly breeze when the assembled 3rd E was placed on the flightline. Low and high-speed taxi tests were repeated successfully several times. With the CG double-checked and the motor batteries topped, it was time to go. "Everyone flying landed giving me the sky. 3rd E taxied to the downwind end of the grass runway, turned into takeoff position, and looked just like it did thirty years ago—confident and ready. I advanced the throttle. It was getting light. At full throttle and having traveled about fifty feet I eased it off and climbed two mistakes high. One click of right aileron and two clicks of down-elevator produced straight and level flight. At approximately 85 watts per pound it flew aggressively. "After six minutes of nostalgia and flashbacks it was time to bring it down and do the post 'first' flight inspection. Landing was straightforward and uneventful. Cheers from everyone, especially from those who remembered when it was wet powered. The conversion was complete. "The 3rd E has an all up weight of 135 oz. and a wing area of 675 sq. in. giving a wing loading of 28.8 oz./sq. ft. Although heavy by today's standards, the power loading allows very acceptable sport aerobatics. Under the guidance of younger hands and eyes I'm certain a thrilling air show could take place. As of this writing the 3rd E has ten flights; all of them have been very pleasant. "Equipment: "Motor: MaxCim MaxN32-13Y "Controller (ESC): MaxCim Max35C-21 w/B EC "Gearbox: MaxCim MaxGR '/4-inch 3.33:1 "Motor Battery: 20 2000 mAh Ni-Cds "Transmitter: Futaba FP-T8UAF "Receiver: FMA Quantum 8 "Servos: Futaba S-148 R, E, and A, S-133 nose wheel "Note: Rudder and nose wheel servos connected with a reversing Y-harness." Can anyone top that story, or does Bill's 3rd E retain the title of the "Ultimate Conversion"? I must confess that Bill and I are old friends. We flew Free Flight Gas and Control Line in the early 1950s then flew Radio Control (RC) beginning in the mid-1950s—a time when there were no RC clubs, no mufflers, and no instructors! Life progressed and we each went our own ways, but we have reconnected several times in recent years. Where did all those decades go? So ends another column. Please enclose an SASE with any correspondence for which you'd like a reply—except make it a business-size, double-stamped SASE for the "USC Update." Happy E-landings, everyone!
Edition: Model Aviation - 2002/10
Page Numbers: 97, 98, 99
Edition: Model Aviation - 2002/10
Page Numbers: 97, 98, 99
THIS COLUMN LISTS one Electric-Connection Service (ECS), announces one meet, describes a new book, shares reader reaction to recent presentations, has parts update information about the Universal Slow Charger, and presents what might be the "Ultimate Conversion"—a story which "more senior" readers should thoroughly enjoy! Bill Welch, an associate professor of pathology, tells me he's a novice in E-power and is seeking to connect with others of the E-persuasion. During the week Bill can be found at 75 Francis St., Boston MA 02115; Tel.: (617) 732-4745; E-mail: [email protected]. On weekends you can hook up with him at Box 356. Woodstock VT 05091: Tel.: (802)457-4549. I think this is a first for the ECS: an opportunity to connect with the same reader at two locations and share the joy that Electric can bring. So do get in touch with Bill! The Dallas Electric Aircraft Fliers has announced its 16th Annual DEAF Fly-in, to be held at the club's field in Seagoville. Texas, October 5-6. There's a lot going on at this meet, and you can learn all from Contest Director Jim Truitt at 1618 Mapleton, Dallas TX 75228: Tel.: (214) 327-4441; E-mail: [email protected]. And do tell him Bob sent ya! Bob Aberle has done it aaain! In 1995 he "wrote the book" on Electric. It was entitled Clean and Quiet—The Guide to Electric Powered Flight. (Most refer to it simply as Clean and Quiet.) This was the E-book of the time and, to my knowledge, has remained so throughout the years. As with any such publication, this book has fallen somewhat behind the times because of the blazing advancement of Electric. Also as with any such publication, Clean and Quiet remains well worth having I strongly encourage you to consider this book and the earlier Clean and Quiet. Both of Bob's books are also available from New Creations R/C, Box 496, Willis TX 77378: Tel.: (936) 856-4630. The people at New Creations will be very helpful with all your Electric needs, and I recommend that you request the company's catalog us well. < The "Small-Pack Slow Charger" (SPSC) construction feature presented in the June 2002 Model Aviation has brought in much reader reaction. It seems that the SPSC is quickly becoming a reader favorite because of its low cost, simplicity, and broad applicability within the exploding world of park flyers and beyond. Many readers have expressed interest in the idea behind the SPSC but need a bigger version. A bigger version exists! It's called the Large Pack Slow Charger (LPSC), and it was presented as a feature in the July 1997 MA. The LPSC can charge with currents of 50-200 mA and as many as 21 cells. It is similar in principle to the SPSC, but different in detail. If you are missing the July 1997 issue, request an article reprint from AMA Headquarters. (One of the LPSC parts— the wall wart power module—has a new RadioShack® catalog number: 273-1631 replaces the previous 273-1610.) The August 2002 column discussed a supplier circumstance wherein many parts for the Universal Slow Charger (9/00 MA with follow-up in 10/00 and 11/00 AMs), or USC, were no longer available. I promised a revised parts list to assist the many readers who continue to build the USC. I have that revision, but it is too long for easy incorporation into the MA format. However, everyone interested is welcome to a copy of this several-page "USC Update." Send me your written request along with a double-stamped', business-size envelope (an ordinary 4'/s x 9'/2-inch or larger one), and it's yours free. Electric conversions are popular pursuits with many readers, and it's common to see the results of such efforts at meets. It's also common for readers to share such efforts with me—often with a photo. "Conversions" are where an E-aeromodeler will "convert" a standard wet-power design to E-power, and many have been successful. Recently I received a reader letter to which my immediate reaction was to declare the "Ultimate Conversion." Later, in reflecting, I realized that such pronouncement is impossible, for one would have to live forever to make sure all possible candidates for this title were considered. So instead, I'm offering herein the "Ultimate Conversion—so far." I'm also breaking with my column preference and sharing much of the reader letter directly (with some editing for size and clarification reasons). It is from Bill Smith of Hazleton PA. "The 3rd E (pronounced 'Thirty') began life in the early nineteen-seventies as a redesigned Phil Kraft Quik-Fli Mk III that I named Akrobot. The (fuselage) design changes were subtle but effective in improving wind penetration, knife edge flight, and rudder authority. They also eliminated the 'Quik-Fli dance'—a distinct wiggle in full power straight and level flight. "A Webru .61 with an 11 x 7-'/4 prop powered the Akrobot during the seventies into the early eighties when my interest shifted from Pattern Hying to electric sailplanes. I cleaned it thoroughly, put it in large plastic bags, and stored it in a safe place in the garage. "In March of this year a flying buddy who knew that I had used Webra engines asked if I had a needle valve for an old Webra .61—by this time everybody knew I had severed all ties with wet power. I told him I had a complete engine that he could have. The Akrobot survived storage very well and while removing the Webra I noticed that it didn't feel heavy. Conversion? Maybe. ./..... "After estimating, weighing, and measuring, the Akrobot data was analyzed with ECalc. Conversion appeared possible using my MaxCim MaxN32-13Y with 20 cells turning an MAS 13x8 Electric prop and a gear ratio of 3.33:1. Preliminary weight and balance calculations indicated that the elevator and rudder control servos could be mounted externally in the fuselage rear, following present day practice, without creating CG [center of gravity] problems. "With this promising information in mind, I got out wood chisels, hammer, hole cutter, backsaw, and rasp and started structural modification inside the fuselage. My goal was to retain as many of the original external features as possible while incorporating current technology. "The original firewall with internal nose wheel bearing blocks was retained. Following layout, to maintain the original thrustline. the firewall was hole-cut to provide for a hose clamp type motor mount. The fuel tank compartment floor was replaced with a removable Lite Ply hatch. A nose wheel steering servo was installed in the hatch. "Solid fuselage formers from behind the tank compartment to the trailing edge portion of the wing mount were replaced with frames. A two rail platform to carry the motor battery (two rows of 10 vertical cells) was installed in the fuselage. This platform was positioned to allow insertion of the motor battery pack through the original fuel tank compartment hatch. The ESC [Electronic Speed Control], fuse block, switch, and charging jack were mounted in the former fuel tank area. "Battery and ESC cooling required the fabrication of two aluminum air scoops that were installed externally on the tank compartment fuselage sides. Servo cutouts were made in the rear fuselage sides, internal reinforcement to accept the screws was installed, and the rudder and elevator servos mounted. The thirty-year-old MonoKote® was in excellent condition and required minor heat gun tightening in a few areas. Except for covering and painting the new construction, the fuselage was ready for equipment installation. "The electric power system was installed in the fuselage and the wing attached using the original rubber band mounting method. The motor battery was positioned to provide a slightly forward CG (my test flying preference). All batteries were charged. '3rd E' was ready. "At the club flying field there was a slight westerly breeze when the assembled 3rd E was placed on the flightline. Low and high-speed taxi tests were repeated successfully several times. With the CG double-checked and the motor batteries topped, it was time to go. "Everyone flying landed giving me the sky. 3rd E taxied to the downwind end of the grass runway, turned into takeoff position, and looked just like it did thirty years ago—confident and ready. I advanced the throttle. It was getting light. At full throttle and having traveled about fifty feet I eased it off and climbed two mistakes high. One click of right aileron and two clicks of down-elevator produced straight and level flight. At approximately 85 watts per pound it flew aggressively. "After six minutes of nostalgia and flashbacks it was time to bring it down and do the post 'first' flight inspection. Landing was straightforward and uneventful. Cheers from everyone, especially from those who remembered when it was wet powered. The conversion was complete. "The 3rd E has an all up weight of 135 oz. and a wing area of 675 sq. in. giving a wing loading of 28.8 oz./sq. ft. Although heavy by today's standards, the power loading allows very acceptable sport aerobatics. Under the guidance of younger hands and eyes I'm certain a thrilling air show could take place. As of this writing the 3rd E has ten flights; all of them have been very pleasant. "Equipment: "Motor: MaxCim MaxN32-13Y "Controller (ESC): MaxCim Max35C-21 w/B EC "Gearbox: MaxCim MaxGR '/4-inch 3.33:1 "Motor Battery: 20 2000 mAh Ni-Cds "Transmitter: Futaba FP-T8UAF "Receiver: FMA Quantum 8 "Servos: Futaba S-148 R, E, and A, S-133 nose wheel "Note: Rudder and nose wheel servos connected with a reversing Y-harness." Can anyone top that story, or does Bill's 3rd E retain the title of the "Ultimate Conversion"? I must confess that Bill and I are old friends. We flew Free Flight Gas and Control Line in the early 1950s then flew Radio Control (RC) beginning in the mid-1950s—a time when there were no RC clubs, no mufflers, and no instructors! Life progressed and we each went our own ways, but we have reconnected several times in recent years. Where did all those decades go? So ends another column. Please enclose an SASE with any correspondence for which you'd like a reply—except make it a business-size, double-stamped SASE for the "USC Update." Happy E-landings, everyone!
Edition: Model Aviation - 2002/10
Page Numbers: 97, 98, 99
THIS COLUMN LISTS one Electric-Connection Service (ECS), announces one meet, describes a new book, shares reader reaction to recent presentations, has parts update information about the Universal Slow Charger, and presents what might be the "Ultimate Conversion"—a story which "more senior" readers should thoroughly enjoy! Bill Welch, an associate professor of pathology, tells me he's a novice in E-power and is seeking to connect with others of the E-persuasion. During the week Bill can be found at 75 Francis St., Boston MA 02115; Tel.: (617) 732-4745; E-mail: [email protected]. On weekends you can hook up with him at Box 356. Woodstock VT 05091: Tel.: (802)457-4549. I think this is a first for the ECS: an opportunity to connect with the same reader at two locations and share the joy that Electric can bring. So do get in touch with Bill! The Dallas Electric Aircraft Fliers has announced its 16th Annual DEAF Fly-in, to be held at the club's field in Seagoville. Texas, October 5-6. There's a lot going on at this meet, and you can learn all from Contest Director Jim Truitt at 1618 Mapleton, Dallas TX 75228: Tel.: (214) 327-4441; E-mail: [email protected]. And do tell him Bob sent ya! Bob Aberle has done it aaain! In 1995 he "wrote the book" on Electric. It was entitled Clean and Quiet—The Guide to Electric Powered Flight. (Most refer to it simply as Clean and Quiet.) This was the E-book of the time and, to my knowledge, has remained so throughout the years. As with any such publication, this book has fallen somewhat behind the times because of the blazing advancement of Electric. Also as with any such publication, Clean and Quiet remains well worth having I strongly encourage you to consider this book and the earlier Clean and Quiet. Both of Bob's books are also available from New Creations R/C, Box 496, Willis TX 77378: Tel.: (936) 856-4630. The people at New Creations will be very helpful with all your Electric needs, and I recommend that you request the company's catalog us well. < The "Small-Pack Slow Charger" (SPSC) construction feature presented in the June 2002 Model Aviation has brought in much reader reaction. It seems that the SPSC is quickly becoming a reader favorite because of its low cost, simplicity, and broad applicability within the exploding world of park flyers and beyond. Many readers have expressed interest in the idea behind the SPSC but need a bigger version. A bigger version exists! It's called the Large Pack Slow Charger (LPSC), and it was presented as a feature in the July 1997 MA. The LPSC can charge with currents of 50-200 mA and as many as 21 cells. It is similar in principle to the SPSC, but different in detail. If you are missing the July 1997 issue, request an article reprint from AMA Headquarters. (One of the LPSC parts— the wall wart power module—has a new RadioShack® catalog number: 273-1631 replaces the previous 273-1610.) The August 2002 column discussed a supplier circumstance wherein many parts for the Universal Slow Charger (9/00 MA with follow-up in 10/00 and 11/00 AMs), or USC, were no longer available. I promised a revised parts list to assist the many readers who continue to build the USC. I have that revision, but it is too long for easy incorporation into the MA format. However, everyone interested is welcome to a copy of this several-page "USC Update." Send me your written request along with a double-stamped', business-size envelope (an ordinary 4'/s x 9'/2-inch or larger one), and it's yours free. Electric conversions are popular pursuits with many readers, and it's common to see the results of such efforts at meets. It's also common for readers to share such efforts with me—often with a photo. "Conversions" are where an E-aeromodeler will "convert" a standard wet-power design to E-power, and many have been successful. Recently I received a reader letter to which my immediate reaction was to declare the "Ultimate Conversion." Later, in reflecting, I realized that such pronouncement is impossible, for one would have to live forever to make sure all possible candidates for this title were considered. So instead, I'm offering herein the "Ultimate Conversion—so far." I'm also breaking with my column preference and sharing much of the reader letter directly (with some editing for size and clarification reasons). It is from Bill Smith of Hazleton PA. "The 3rd E (pronounced 'Thirty') began life in the early nineteen-seventies as a redesigned Phil Kraft Quik-Fli Mk III that I named Akrobot. The (fuselage) design changes were subtle but effective in improving wind penetration, knife edge flight, and rudder authority. They also eliminated the 'Quik-Fli dance'—a distinct wiggle in full power straight and level flight. "A Webru .61 with an 11 x 7-'/4 prop powered the Akrobot during the seventies into the early eighties when my interest shifted from Pattern Hying to electric sailplanes. I cleaned it thoroughly, put it in large plastic bags, and stored it in a safe place in the garage. "In March of this year a flying buddy who knew that I had used Webra engines asked if I had a needle valve for an old Webra .61—by this time everybody knew I had severed all ties with wet power. I told him I had a complete engine that he could have. The Akrobot survived storage very well and while removing the Webra I noticed that it didn't feel heavy. Conversion? Maybe. ./..... "After estimating, weighing, and measuring, the Akrobot data was analyzed with ECalc. Conversion appeared possible using my MaxCim MaxN32-13Y with 20 cells turning an MAS 13x8 Electric prop and a gear ratio of 3.33:1. Preliminary weight and balance calculations indicated that the elevator and rudder control servos could be mounted externally in the fuselage rear, following present day practice, without creating CG [center of gravity] problems. "With this promising information in mind, I got out wood chisels, hammer, hole cutter, backsaw, and rasp and started structural modification inside the fuselage. My goal was to retain as many of the original external features as possible while incorporating current technology. "The original firewall with internal nose wheel bearing blocks was retained. Following layout, to maintain the original thrustline. the firewall was hole-cut to provide for a hose clamp type motor mount. The fuel tank compartment floor was replaced with a removable Lite Ply hatch. A nose wheel steering servo was installed in the hatch. "Solid fuselage formers from behind the tank compartment to the trailing edge portion of the wing mount were replaced with frames. A two rail platform to carry the motor battery (two rows of 10 vertical cells) was installed in the fuselage. This platform was positioned to allow insertion of the motor battery pack through the original fuel tank compartment hatch. The ESC [Electronic Speed Control], fuse block, switch, and charging jack were mounted in the former fuel tank area. "Battery and ESC cooling required the fabrication of two aluminum air scoops that were installed externally on the tank compartment fuselage sides. Servo cutouts were made in the rear fuselage sides, internal reinforcement to accept the screws was installed, and the rudder and elevator servos mounted. The thirty-year-old MonoKote® was in excellent condition and required minor heat gun tightening in a few areas. Except for covering and painting the new construction, the fuselage was ready for equipment installation. "The electric power system was installed in the fuselage and the wing attached using the original rubber band mounting method. The motor battery was positioned to provide a slightly forward CG (my test flying preference). All batteries were charged. '3rd E' was ready. "At the club flying field there was a slight westerly breeze when the assembled 3rd E was placed on the flightline. Low and high-speed taxi tests were repeated successfully several times. With the CG double-checked and the motor batteries topped, it was time to go. "Everyone flying landed giving me the sky. 3rd E taxied to the downwind end of the grass runway, turned into takeoff position, and looked just like it did thirty years ago—confident and ready. I advanced the throttle. It was getting light. At full throttle and having traveled about fifty feet I eased it off and climbed two mistakes high. One click of right aileron and two clicks of down-elevator produced straight and level flight. At approximately 85 watts per pound it flew aggressively. "After six minutes of nostalgia and flashbacks it was time to bring it down and do the post 'first' flight inspection. Landing was straightforward and uneventful. Cheers from everyone, especially from those who remembered when it was wet powered. The conversion was complete. "The 3rd E has an all up weight of 135 oz. and a wing area of 675 sq. in. giving a wing loading of 28.8 oz./sq. ft. Although heavy by today's standards, the power loading allows very acceptable sport aerobatics. Under the guidance of younger hands and eyes I'm certain a thrilling air show could take place. As of this writing the 3rd E has ten flights; all of them have been very pleasant. "Equipment: "Motor: MaxCim MaxN32-13Y "Controller (ESC): MaxCim Max35C-21 w/B EC "Gearbox: MaxCim MaxGR '/4-inch 3.33:1 "Motor Battery: 20 2000 mAh Ni-Cds "Transmitter: Futaba FP-T8UAF "Receiver: FMA Quantum 8 "Servos: Futaba S-148 R, E, and A, S-133 nose wheel "Note: Rudder and nose wheel servos connected with a reversing Y-harness." Can anyone top that story, or does Bill's 3rd E retain the title of the "Ultimate Conversion"? I must confess that Bill and I are old friends. We flew Free Flight Gas and Control Line in the early 1950s then flew Radio Control (RC) beginning in the mid-1950s—a time when there were no RC clubs, no mufflers, and no instructors! Life progressed and we each went our own ways, but we have reconnected several times in recent years. Where did all those decades go? So ends another column. Please enclose an SASE with any correspondence for which you'd like a reply—except make it a business-size, double-stamped SASE for the "USC Update." Happy E-landings, everyone!
