Safety Comes First Dave Gee | [email protected]
Also included in this column:
• ESC throttle direction
awareness
• Dave gets tied up in a
soldering job
• Linkage reactions
The sharpness of unfamiliar propellers
A zeppelin carrying sightseers over the San Francisco-Oakland Bay Bridge is filled with
helium. That’s an upgrade from the old days of flammable hydrogen.
Frank Murray readies his fleet, which includes color-coordinated
Align T-Rex 250 and T-Rex 700 helicopters.
Clevises come in many styles and materials, but they share the
need for occasional inspection and maintenance.
YET ANOTHER propeller-injury story?
Yeah, and it’s a doozie.
A good friend called me to report his own
serious injury at the field. He is one of the
most experienced, knowledgeable modelers in
the nation, so anonymity would be best here.
I’ll call him Tony, which happens to be his
real name.
“Dave, I was having a ball helping out at
the field with that college aeronautics
contest,” he said.
This is one of those events for which
students design and build an aircraft from
scratch. Then they all gather to see which
airplane can lift the most payload. It’s good to
have some “real” modelers around on flight
day, to help the neophyte pilots stay out of
trouble.
“I had just warned the kids about propeller
safety, and then I cut my hand to the bone on
the propeller blade, and the engine wasn’t
even running!” Tony said.
Dedicated instructor that he is, he added a
graphic depiction to his advice about avoiding
the propeller. It is as follows.
“We were out on the flightline and time
was short when I noticed a loose nut. There
wasn’t time to return to the pit so I tightened it
right there. My hand slipped and the sharp
rear edge of the propeller sliced me up good. I
should have worn gloves or at least covered
the propeller with a rag before exerting force
on the nut. It slipped and that was that!”
I want to repeat that this guy is extremely
familiar with model aircraft and has served in
every possible capacity from safety officer to
contest director. He really knows what he is
doing and has probably tightened thousands
of engine nuts through the years without
incident. But a moment of haste caught up
with him.
And what’s worse, Tony compounded his
error by phoning me on column-deadline day.
My skill level is far below Tony’s, so how
much more cautious must I be to avoid
wearing the Order of the Red Gauze?
Perfection is a tough goal and I don’t think I
will get there.
Still, we can see the factors that led to this
particular first-aid incident. Tony wanted very
much to do his best to help his team. He saw
that there was a problem that would drop it
out of the contest, and he knew that quick
action was required. The students would not
be able to recognize and repair the problem in
time.
The engine was not running, which can
make us relax our vigilance. Tony is in the
June 2009 103
06sig4.QXD 4/23/09 1:40 PM Page 103
habit of dulling the sharp propeller blades on
his models, but this airplane was unfamiliar to
him and had razorlike edges on the propeller.
Still, he decided that a calculated risk was
worth it.
When Tony’s concentration became
focused only on the loose nut, his rendezvous
with the medical kit was a done deal. A
slipping tool let all of his strength transfer to
the looming propeller blade.
It never would have happened in his
workshop or with his own tools in the pits, but
if it happened to Tony, the least we can do is
learn his lesson the easy way and recall it
when we are faced with a similar situation.
Mark Bim-Merle e-mailed me with another
spin on propeller hazards.
“This might be good fodder for your
column. Like so many others, I’ve enjoyed
playing with electric foamies for the past few
years. I’ve been using Castle Creations ESCs,
and they have a safety feature that won’t arm
the ESC unless the throttle is at minimum
(off). It’s a good feature.
“Well, I figured out a way to accidentally
overcome this perfectly good piece of
software. While setting up a new model to my
Futaba programmable transmitter, I was using
a preexisting model’s memory because it was
similar to what this airplane needed. Got the
ailerons wiggling, rudder ‘ruddering,’ and
things looked okay.
“But I figured hey, I want to start from
scratch. So, I beeped my way to the reset
menu and told the transmitter to reset. As a
little aside here, I’ve found that all my electrics
need the throttle channel on the transmitter
reversed to operate correctly. Resetting
cancels this reversal.
“Lo and behold! The thing went to full
throttle and started accelerating quickly. It was
headed off the bench toward sure doom.
Luckily, I was standing behind it and was able
to grab it by the tail before it got away. Not so
luckily, I got a little excited and kinda
crunched it when I grabbed it.
“Luckily, it was easily repairable and
luckily, no one was hurt. Well, if not brains,
I’ll take luck.”
I can identify with Mark on this one,
because I have not been satisfied with reading
numerous accounts of short but exciting flights
across a basement or workshop. I perpetrated
my own goof-up by soldering an electric
system with the batteries installed.
Relax; it was a small indoor system. What
could go wrong? When the propeller came
alive, the wires instantly wrapped around my
hand and tangled with the hot soldering iron.
It can be inconvenient when you want to
let go of something hot but find yourself
lashed to it. Only pure luck prevented contact
between flesh and glowing metal.
My wife, Sweet Diedra, heard the
commotion and called from the other room
with wifely concern in her voice. “No
problem, dear; I’m fine,” I lied. If she had seen
me in action like that, she would make me
build my models from Legos.
I do my best, but my misadventures are not
as good as the stories I receive from loyal
readers. Please contact me via e-mail or posted
letter with your close calls, advice,
suggestions, and criticism.
John Bromley knew that he had a good topic,
and I was glad to receive a copy of his e-mail
exchange with AMA Headquarters. His 60-
size RC gas-powered airplane met an untimely
end, and he wanted to know why. He carted all
the debris home and laid it out for inspection.
John wrote:
“The engine was old but reliable. No
problems with the radio or battery, but then I
noticed that the molded nylon clevis had
disconnected from the elevator horn, with the
rubber retainer still in place but undone and
open. Oddly, the rudder was still connected
and intact.
“I then reassembled the clevis, and after
giving it a good yank, it released. For some
unknown reason the rudder connection did not
give or separate even with a very forceful
push/pull. This clevis did not break, it just
opened.”
John wrote that the manufacturer is a wellrespected
company and that its clevises are
stress-tested to a quadruple load, but, he wrote,
“As of now, I am replacing all molded nylon
clevises on all my airplanes, .46 size and up,
with the good old solid-metal type.”
I’m not sure that I agree with him on this.
A large number of models have flown
successfully with plastic clevises. If they were
inherently bad, the metal ones would be in
universal use by now. It is more important to
inspect the control system you have and make
sure that it is in good condition, regardless of
the material and style of the connections.
Here is where the plot thickens. Dave
Mathewson is the one who forwarded this
story to me, and in addition to being AMA
president, he is an experienced modeler. He
wisely advised John to carefully check the
threads if he planned to replace all of his
clevises, since imported model aircraft
probably have metric fittings. John found that
although the rods looked to be a similar
diameter, the threads on the end were not the
same.
Mismatching these thread sizes could have
serious results. John’s local hobby shop
carried all of the proper parts, and now he is
back to flying his models.
An examination of control linkages should
be part of a good preflight inspection. If you
decide to change from one type to another,
please make sure that everything matches
properly.
Don Smith was kind enough to assemble a
collection of clevises for me to photograph.
Notice the wide variety of styles and materials.
All of these parts have performed properly, but
they will fail if overloaded or abused, as will
any mechanical device.
Don’s philosophy of model building differs
from mine. I grow bored with a model once it
has flown, and I can only think of the next
project. I store my airplanes until I have to thin
the herd to make room for more. He tends to
work with a given model until it is tuned to
perfection, and he flies it for many years. I have
often found myself competing with a new
airplane against one of his old, familiar models
and losing.
Don has ample occasion to check clevises
and other parts for wear, and he keeps
replacements on hand. I build another airplane
and move on.
Frank Murray is the helicopter pilot in a
photograph. He keeps a small, identical
emergency backup helicopter handy in case his
main one breaks down.
Frank knows about replacing parts before
they fail, and his field setup was so complete
and tidy that I had to snap a picture. Rotarywing
fliers have to be good mechanics to keep
their complicated models in the air.
The remaining picture has little to do with
safety, but it was too good not to print. I visited
San Francisco, California, and while taking
snapshots at the Bay Bridge, a genuine
passenger zeppelin flew overhead.
Not a blimp, this craft had a rigid frame
inside and was built by Zeppelin
Luftschifftechnik. Family reactions were
standard when I told them about the new sightseeing
flights. My wife asked “Why?” and my
son wondered “When do we leave?” MA
Sources:
Dave Gee
Box 7081
Van Nuys CA 91409
Zeppelin rides:
www.airshipventures.com
Edition: Model Aviation - 2009/06
Page Numbers: 103,104,106
Edition: Model Aviation - 2009/06
Page Numbers: 103,104,106
Safety Comes First Dave Gee | [email protected]
Also included in this column:
• ESC throttle direction
awareness
• Dave gets tied up in a
soldering job
• Linkage reactions
The sharpness of unfamiliar propellers
A zeppelin carrying sightseers over the San Francisco-Oakland Bay Bridge is filled with
helium. That’s an upgrade from the old days of flammable hydrogen.
Frank Murray readies his fleet, which includes color-coordinated
Align T-Rex 250 and T-Rex 700 helicopters.
Clevises come in many styles and materials, but they share the
need for occasional inspection and maintenance.
YET ANOTHER propeller-injury story?
Yeah, and it’s a doozie.
A good friend called me to report his own
serious injury at the field. He is one of the
most experienced, knowledgeable modelers in
the nation, so anonymity would be best here.
I’ll call him Tony, which happens to be his
real name.
“Dave, I was having a ball helping out at
the field with that college aeronautics
contest,” he said.
This is one of those events for which
students design and build an aircraft from
scratch. Then they all gather to see which
airplane can lift the most payload. It’s good to
have some “real” modelers around on flight
day, to help the neophyte pilots stay out of
trouble.
“I had just warned the kids about propeller
safety, and then I cut my hand to the bone on
the propeller blade, and the engine wasn’t
even running!” Tony said.
Dedicated instructor that he is, he added a
graphic depiction to his advice about avoiding
the propeller. It is as follows.
“We were out on the flightline and time
was short when I noticed a loose nut. There
wasn’t time to return to the pit so I tightened it
right there. My hand slipped and the sharp
rear edge of the propeller sliced me up good. I
should have worn gloves or at least covered
the propeller with a rag before exerting force
on the nut. It slipped and that was that!”
I want to repeat that this guy is extremely
familiar with model aircraft and has served in
every possible capacity from safety officer to
contest director. He really knows what he is
doing and has probably tightened thousands
of engine nuts through the years without
incident. But a moment of haste caught up
with him.
And what’s worse, Tony compounded his
error by phoning me on column-deadline day.
My skill level is far below Tony’s, so how
much more cautious must I be to avoid
wearing the Order of the Red Gauze?
Perfection is a tough goal and I don’t think I
will get there.
Still, we can see the factors that led to this
particular first-aid incident. Tony wanted very
much to do his best to help his team. He saw
that there was a problem that would drop it
out of the contest, and he knew that quick
action was required. The students would not
be able to recognize and repair the problem in
time.
The engine was not running, which can
make us relax our vigilance. Tony is in the
June 2009 103
06sig4.QXD 4/23/09 1:40 PM Page 103
habit of dulling the sharp propeller blades on
his models, but this airplane was unfamiliar to
him and had razorlike edges on the propeller.
Still, he decided that a calculated risk was
worth it.
When Tony’s concentration became
focused only on the loose nut, his rendezvous
with the medical kit was a done deal. A
slipping tool let all of his strength transfer to
the looming propeller blade.
It never would have happened in his
workshop or with his own tools in the pits, but
if it happened to Tony, the least we can do is
learn his lesson the easy way and recall it
when we are faced with a similar situation.
Mark Bim-Merle e-mailed me with another
spin on propeller hazards.
“This might be good fodder for your
column. Like so many others, I’ve enjoyed
playing with electric foamies for the past few
years. I’ve been using Castle Creations ESCs,
and they have a safety feature that won’t arm
the ESC unless the throttle is at minimum
(off). It’s a good feature.
“Well, I figured out a way to accidentally
overcome this perfectly good piece of
software. While setting up a new model to my
Futaba programmable transmitter, I was using
a preexisting model’s memory because it was
similar to what this airplane needed. Got the
ailerons wiggling, rudder ‘ruddering,’ and
things looked okay.
“But I figured hey, I want to start from
scratch. So, I beeped my way to the reset
menu and told the transmitter to reset. As a
little aside here, I’ve found that all my electrics
need the throttle channel on the transmitter
reversed to operate correctly. Resetting
cancels this reversal.
“Lo and behold! The thing went to full
throttle and started accelerating quickly. It was
headed off the bench toward sure doom.
Luckily, I was standing behind it and was able
to grab it by the tail before it got away. Not so
luckily, I got a little excited and kinda
crunched it when I grabbed it.
“Luckily, it was easily repairable and
luckily, no one was hurt. Well, if not brains,
I’ll take luck.”
I can identify with Mark on this one,
because I have not been satisfied with reading
numerous accounts of short but exciting flights
across a basement or workshop. I perpetrated
my own goof-up by soldering an electric
system with the batteries installed.
Relax; it was a small indoor system. What
could go wrong? When the propeller came
alive, the wires instantly wrapped around my
hand and tangled with the hot soldering iron.
It can be inconvenient when you want to
let go of something hot but find yourself
lashed to it. Only pure luck prevented contact
between flesh and glowing metal.
My wife, Sweet Diedra, heard the
commotion and called from the other room
with wifely concern in her voice. “No
problem, dear; I’m fine,” I lied. If she had seen
me in action like that, she would make me
build my models from Legos.
I do my best, but my misadventures are not
as good as the stories I receive from loyal
readers. Please contact me via e-mail or posted
letter with your close calls, advice,
suggestions, and criticism.
John Bromley knew that he had a good topic,
and I was glad to receive a copy of his e-mail
exchange with AMA Headquarters. His 60-
size RC gas-powered airplane met an untimely
end, and he wanted to know why. He carted all
the debris home and laid it out for inspection.
John wrote:
“The engine was old but reliable. No
problems with the radio or battery, but then I
noticed that the molded nylon clevis had
disconnected from the elevator horn, with the
rubber retainer still in place but undone and
open. Oddly, the rudder was still connected
and intact.
“I then reassembled the clevis, and after
giving it a good yank, it released. For some
unknown reason the rudder connection did not
give or separate even with a very forceful
push/pull. This clevis did not break, it just
opened.”
John wrote that the manufacturer is a wellrespected
company and that its clevises are
stress-tested to a quadruple load, but, he wrote,
“As of now, I am replacing all molded nylon
clevises on all my airplanes, .46 size and up,
with the good old solid-metal type.”
I’m not sure that I agree with him on this.
A large number of models have flown
successfully with plastic clevises. If they were
inherently bad, the metal ones would be in
universal use by now. It is more important to
inspect the control system you have and make
sure that it is in good condition, regardless of
the material and style of the connections.
Here is where the plot thickens. Dave
Mathewson is the one who forwarded this
story to me, and in addition to being AMA
president, he is an experienced modeler. He
wisely advised John to carefully check the
threads if he planned to replace all of his
clevises, since imported model aircraft
probably have metric fittings. John found that
although the rods looked to be a similar
diameter, the threads on the end were not the
same.
Mismatching these thread sizes could have
serious results. John’s local hobby shop
carried all of the proper parts, and now he is
back to flying his models.
An examination of control linkages should
be part of a good preflight inspection. If you
decide to change from one type to another,
please make sure that everything matches
properly.
Don Smith was kind enough to assemble a
collection of clevises for me to photograph.
Notice the wide variety of styles and materials.
All of these parts have performed properly, but
they will fail if overloaded or abused, as will
any mechanical device.
Don’s philosophy of model building differs
from mine. I grow bored with a model once it
has flown, and I can only think of the next
project. I store my airplanes until I have to thin
the herd to make room for more. He tends to
work with a given model until it is tuned to
perfection, and he flies it for many years. I have
often found myself competing with a new
airplane against one of his old, familiar models
and losing.
Don has ample occasion to check clevises
and other parts for wear, and he keeps
replacements on hand. I build another airplane
and move on.
Frank Murray is the helicopter pilot in a
photograph. He keeps a small, identical
emergency backup helicopter handy in case his
main one breaks down.
Frank knows about replacing parts before
they fail, and his field setup was so complete
and tidy that I had to snap a picture. Rotarywing
fliers have to be good mechanics to keep
their complicated models in the air.
The remaining picture has little to do with
safety, but it was too good not to print. I visited
San Francisco, California, and while taking
snapshots at the Bay Bridge, a genuine
passenger zeppelin flew overhead.
Not a blimp, this craft had a rigid frame
inside and was built by Zeppelin
Luftschifftechnik. Family reactions were
standard when I told them about the new sightseeing
flights. My wife asked “Why?” and my
son wondered “When do we leave?” MA
Sources:
Dave Gee
Box 7081
Van Nuys CA 91409
Zeppelin rides:
www.airshipventures.com
Edition: Model Aviation - 2009/06
Page Numbers: 103,104,106
Safety Comes First Dave Gee | [email protected]
Also included in this column:
• ESC throttle direction
awareness
• Dave gets tied up in a
soldering job
• Linkage reactions
The sharpness of unfamiliar propellers
A zeppelin carrying sightseers over the San Francisco-Oakland Bay Bridge is filled with
helium. That’s an upgrade from the old days of flammable hydrogen.
Frank Murray readies his fleet, which includes color-coordinated
Align T-Rex 250 and T-Rex 700 helicopters.
Clevises come in many styles and materials, but they share the
need for occasional inspection and maintenance.
YET ANOTHER propeller-injury story?
Yeah, and it’s a doozie.
A good friend called me to report his own
serious injury at the field. He is one of the
most experienced, knowledgeable modelers in
the nation, so anonymity would be best here.
I’ll call him Tony, which happens to be his
real name.
“Dave, I was having a ball helping out at
the field with that college aeronautics
contest,” he said.
This is one of those events for which
students design and build an aircraft from
scratch. Then they all gather to see which
airplane can lift the most payload. It’s good to
have some “real” modelers around on flight
day, to help the neophyte pilots stay out of
trouble.
“I had just warned the kids about propeller
safety, and then I cut my hand to the bone on
the propeller blade, and the engine wasn’t
even running!” Tony said.
Dedicated instructor that he is, he added a
graphic depiction to his advice about avoiding
the propeller. It is as follows.
“We were out on the flightline and time
was short when I noticed a loose nut. There
wasn’t time to return to the pit so I tightened it
right there. My hand slipped and the sharp
rear edge of the propeller sliced me up good. I
should have worn gloves or at least covered
the propeller with a rag before exerting force
on the nut. It slipped and that was that!”
I want to repeat that this guy is extremely
familiar with model aircraft and has served in
every possible capacity from safety officer to
contest director. He really knows what he is
doing and has probably tightened thousands
of engine nuts through the years without
incident. But a moment of haste caught up
with him.
And what’s worse, Tony compounded his
error by phoning me on column-deadline day.
My skill level is far below Tony’s, so how
much more cautious must I be to avoid
wearing the Order of the Red Gauze?
Perfection is a tough goal and I don’t think I
will get there.
Still, we can see the factors that led to this
particular first-aid incident. Tony wanted very
much to do his best to help his team. He saw
that there was a problem that would drop it
out of the contest, and he knew that quick
action was required. The students would not
be able to recognize and repair the problem in
time.
The engine was not running, which can
make us relax our vigilance. Tony is in the
June 2009 103
06sig4.QXD 4/23/09 1:40 PM Page 103
habit of dulling the sharp propeller blades on
his models, but this airplane was unfamiliar to
him and had razorlike edges on the propeller.
Still, he decided that a calculated risk was
worth it.
When Tony’s concentration became
focused only on the loose nut, his rendezvous
with the medical kit was a done deal. A
slipping tool let all of his strength transfer to
the looming propeller blade.
It never would have happened in his
workshop or with his own tools in the pits, but
if it happened to Tony, the least we can do is
learn his lesson the easy way and recall it
when we are faced with a similar situation.
Mark Bim-Merle e-mailed me with another
spin on propeller hazards.
“This might be good fodder for your
column. Like so many others, I’ve enjoyed
playing with electric foamies for the past few
years. I’ve been using Castle Creations ESCs,
and they have a safety feature that won’t arm
the ESC unless the throttle is at minimum
(off). It’s a good feature.
“Well, I figured out a way to accidentally
overcome this perfectly good piece of
software. While setting up a new model to my
Futaba programmable transmitter, I was using
a preexisting model’s memory because it was
similar to what this airplane needed. Got the
ailerons wiggling, rudder ‘ruddering,’ and
things looked okay.
“But I figured hey, I want to start from
scratch. So, I beeped my way to the reset
menu and told the transmitter to reset. As a
little aside here, I’ve found that all my electrics
need the throttle channel on the transmitter
reversed to operate correctly. Resetting
cancels this reversal.
“Lo and behold! The thing went to full
throttle and started accelerating quickly. It was
headed off the bench toward sure doom.
Luckily, I was standing behind it and was able
to grab it by the tail before it got away. Not so
luckily, I got a little excited and kinda
crunched it when I grabbed it.
“Luckily, it was easily repairable and
luckily, no one was hurt. Well, if not brains,
I’ll take luck.”
I can identify with Mark on this one,
because I have not been satisfied with reading
numerous accounts of short but exciting flights
across a basement or workshop. I perpetrated
my own goof-up by soldering an electric
system with the batteries installed.
Relax; it was a small indoor system. What
could go wrong? When the propeller came
alive, the wires instantly wrapped around my
hand and tangled with the hot soldering iron.
It can be inconvenient when you want to
let go of something hot but find yourself
lashed to it. Only pure luck prevented contact
between flesh and glowing metal.
My wife, Sweet Diedra, heard the
commotion and called from the other room
with wifely concern in her voice. “No
problem, dear; I’m fine,” I lied. If she had seen
me in action like that, she would make me
build my models from Legos.
I do my best, but my misadventures are not
as good as the stories I receive from loyal
readers. Please contact me via e-mail or posted
letter with your close calls, advice,
suggestions, and criticism.
John Bromley knew that he had a good topic,
and I was glad to receive a copy of his e-mail
exchange with AMA Headquarters. His 60-
size RC gas-powered airplane met an untimely
end, and he wanted to know why. He carted all
the debris home and laid it out for inspection.
John wrote:
“The engine was old but reliable. No
problems with the radio or battery, but then I
noticed that the molded nylon clevis had
disconnected from the elevator horn, with the
rubber retainer still in place but undone and
open. Oddly, the rudder was still connected
and intact.
“I then reassembled the clevis, and after
giving it a good yank, it released. For some
unknown reason the rudder connection did not
give or separate even with a very forceful
push/pull. This clevis did not break, it just
opened.”
John wrote that the manufacturer is a wellrespected
company and that its clevises are
stress-tested to a quadruple load, but, he wrote,
“As of now, I am replacing all molded nylon
clevises on all my airplanes, .46 size and up,
with the good old solid-metal type.”
I’m not sure that I agree with him on this.
A large number of models have flown
successfully with plastic clevises. If they were
inherently bad, the metal ones would be in
universal use by now. It is more important to
inspect the control system you have and make
sure that it is in good condition, regardless of
the material and style of the connections.
Here is where the plot thickens. Dave
Mathewson is the one who forwarded this
story to me, and in addition to being AMA
president, he is an experienced modeler. He
wisely advised John to carefully check the
threads if he planned to replace all of his
clevises, since imported model aircraft
probably have metric fittings. John found that
although the rods looked to be a similar
diameter, the threads on the end were not the
same.
Mismatching these thread sizes could have
serious results. John’s local hobby shop
carried all of the proper parts, and now he is
back to flying his models.
An examination of control linkages should
be part of a good preflight inspection. If you
decide to change from one type to another,
please make sure that everything matches
properly.
Don Smith was kind enough to assemble a
collection of clevises for me to photograph.
Notice the wide variety of styles and materials.
All of these parts have performed properly, but
they will fail if overloaded or abused, as will
any mechanical device.
Don’s philosophy of model building differs
from mine. I grow bored with a model once it
has flown, and I can only think of the next
project. I store my airplanes until I have to thin
the herd to make room for more. He tends to
work with a given model until it is tuned to
perfection, and he flies it for many years. I have
often found myself competing with a new
airplane against one of his old, familiar models
and losing.
Don has ample occasion to check clevises
and other parts for wear, and he keeps
replacements on hand. I build another airplane
and move on.
Frank Murray is the helicopter pilot in a
photograph. He keeps a small, identical
emergency backup helicopter handy in case his
main one breaks down.
Frank knows about replacing parts before
they fail, and his field setup was so complete
and tidy that I had to snap a picture. Rotarywing
fliers have to be good mechanics to keep
their complicated models in the air.
The remaining picture has little to do with
safety, but it was too good not to print. I visited
San Francisco, California, and while taking
snapshots at the Bay Bridge, a genuine
passenger zeppelin flew overhead.
Not a blimp, this craft had a rigid frame
inside and was built by Zeppelin
Luftschifftechnik. Family reactions were
standard when I told them about the new sightseeing
flights. My wife asked “Why?” and my
son wondered “When do we leave?” MA
Sources:
Dave Gee
Box 7081
Van Nuys CA 91409
Zeppelin rides:
www.airshipventures.com