WHO SAYS we don’t cover helicopters in
this column? Audrey Victor sent me a good email
about a rotary-winged adventure.
“A group of wives and fliers at the field
were sitting about ten feet from the pits
watching the flying. One of the fliers had
flown his electric model helicopter and set it
on the table while he took one of his electric
airplanes up for a flight.
“Without any warning, the helicopter
blades started spinning and the ’copter flew
straight up and toward the group. Luckily it
only hit a camper and beat itself to pieces with
only minor damage to the vehicle.
“The guy had not taken the battery out of
the helicopter after he had finished flying. A
stray signal, perhaps from his own radio, was
enough to give it take-off power. The lesson
learned is that when you are finished with
your electric flight, you need to make sure that
the aircraft batteries are removed,
disconnected, or otherwise disarmed.”
I love that colorful phrase: “beat itself to
pieces.” It describes so many of my helicopter
flights.
Audrey has the right idea. Some electric
models use a master switch and some do not,
to save weight or voltage. We must be
methodical and remove or at least unplug the
power pack at the end of each flight.
Many pilots use the same transmitter for
multiple models, and the aircraft are so eager
to take flight that they will go up in groups if
we allow it. Flying two models on one radio at
the same time is not recommended.
Methodical is a good way to be in our
hobby, since there are so many little things
that could louse up a nice flight. My friend,
Tim Holly, keeps his transmitters in neat
formation on the wall.
This is far superior to my technique, which
involves rooting through a big cardboard box
until I find the right radio. Tim is an organized
guy, and this will help him avoid problems
that hit schlubs like me.
One problem I face regularly is how to justify
using the safety column to print photographs
of kids having fun. Look at the one showing
the Luther Burbank Middle School model
airplane club. These kids built their own
aircraft and then took second place in a
worldwide Hangar Rat postal meet. (E-mail
me for information about next year’s event.)
They learned safe tool handling, flying site
etiquette, and how to stretch-wind their rubber
motors without getting snapped or otherwise
injured. Kids soak up this stuff easier than
adults do because they are in “learning mode”
and realize that others have knowledge they
need or want.
Grownups seem to acquire a built-in
bravado that makes us want to try things on
our own, even when (as in our hobby) there are
decades of expertise available on what works
and what can lead to trouble. Maybe
sometimes it is better to be a bit childlike in
our attitudes.
Phil Diamond, a grownup, sent an e-mail
about two harrowing incidents that connect in
a way I had not realized.
“I fly at an excellent, large (about 16 acres),
grassy rectangular field which is normally a
soccer complex. The soccer goals are
withdrawn to the boundaries when not in use.
The paved parking area is along one edge of
the field.
“The pit area is immediately adjacent to the
line of parked cars on the grassy edge and the
flying area begins just a few yards into the
field. We fly electric airplanes and winch or
Hi-Start launched sailplanes.
“The first event involved my brand new
30-ounce electrically powered aerobatic
airplane on its maiden flight. Immediately after
takeoff it pointed straight up and was beyond
my abilities to control.
“It arced over and passed over the other
flyers on the ground and over the line of
parked cars. There was enough time for me to
reflect on the potential damage to automobiles
or people, and for a heavy sweat to break out.
“I cut the throttle and the airplane
disappeared behind the line of cars. To my
surprise I saw it next rolling out on the
pavement behind the cars. Upon examination
no damage was revealed to anything.
“Later thought and measurement revealed
that I had made a mistake in locating the center
of gravity (CG) position on my CG adjusting
device. The plane was quite tail heavy.
“The lesson is that double and triple
checking the CG location is mandatory before
a first flight, and that a final check with the old
fashioned finger tip under the wings at about
30% behind the leading edge is appropriate.
“The second event, two weeks later, was an
even closer call. I was sitting at the front of my
car fussing with my airplane. I vaguely noted a
small electric foamy airplane being handlaunched
about 20 feet in front of me. A few
seconds later a shadow passed over me and I
heard a loud crash about five feet behind me.
“The airplane had smashed and shattered
my car’s windshield. A few feet closer and it
might have killed me. (When I recounted the
incident to my wife she had the punch line:
‘For a model aircraft enthusiast, what a way to
go!’)
“The owner of the airplane later said that he
had been going at full throttle and that the right
September 2009 91
aileron had stuck down causing a wingover
crash. I would have liked to do a postmortem
on the broken aircraft and check for damaged
servos, which are not a rarity. I have
experienced hard landings in which a broken
aileron causes the pushrod to push on the
servo arm, which in turn overstresses and
breaks or cracks one or more gears in the
servo.
“Upon disassembly, one can usually find a
broken gear tooth or empty tooth position. The
lesson to be learned is to perform a preflight
check for proper, unimpeded servo and flight
surface motion, no grinding sounds or sticking
of servos, and no erratic motions. The larger
question, which is more difficult to address,
concerns the layout of the flying field area.”
Ah, yes. Field layout is the critical issue
that made each of these incidents dangerous
rather than merely entertaining. Not every
flying site can be laid out according to the
ideal AMA-approved diagram.
Each club has to make compromises and
decisions to get the best possible and best
practical field arrangement. Even after much
thought and care, there still might be an
incident that finds a weak spot in the setup.
I encourage all club officers and concerned
members to take a fresh look at your flying
site the next time you visit. Pretend you’ve
never been there and see if you can spot any
weaknesses in the arrangement of parking,
pits, and flying area. Is there a change that
could improve things and prevent some future
problem? Is there some feature or hazard that
can’t be removed? If so, a regular warning to
local pilots might help keep it in mind.
We get used to our home turf and become
less mindful of things a visitor might notice, or
worse, might not notice!
Field safety is one of the aspects of an
ongoing negotiation with the FAA regarding
model aircraft laws and policies. Our AMA
representatives have been working diligently
to make sure that our hobby can continue
without a bunch of federal restrictions. As I
have mentioned, if anyone ever asks you what
benefit his or her AMA dues brings, this is the
best answer!
I strongly urge all model aviators to follow
this federal rule-change situation closely. My
column has a long lead time, so the AMA
Web site is a more timely news source. There
may come a time when your calls and e-mails
could make a critical difference by influencing
some government body; if so, this magazine
might only be able to report the results after
the fact.
Many readers subscribe to one of the many
aeromodeling discussion sites, and that is a
good way to stay updated. Some pilots were
surprised by the negotiation updates that were
posted and distributed recently. Without
AMA’s lobbying, our hobby might soon be
different, if it exists at all!
Material safety data sheets (MSDS), which
contain information about products and
chemicals we use in our hobby, are much
easier to get online for free. Use your favorite
search engine and type the product name,
followed by “MSDS.”
There are many MSDS Web sites that do
not charge for providing this information.
Some common hobby products can be
dangerous if mishandled, and knowing their
properties is a good thing if you don’t want to
be mentioned in this column.
The MSDS is packed with useful
information, including what to do if a product
is ignited, spilled, or swallowed. All you paint
drinkers take heed.
A Topic for Future Discussion: RC fields are
laid out with the pilot stations separated, to
avoid radio interference between old-style
transmitters. With the new 2.4 GHz systems
taking over and some fields not allowing older
frequencies at all, is it better to put pilots
closer for communication or keep them
separated for some other reason?
Please let me know your thoughts and
opinions on this question, or any other safety
topic that comes up in your neck of the woods.
E-mail and letters are always welcome. MA
Sources:
Dave Gee
Box 7081
Van Nuys CA 91409
AMA
(800) 435-9262
www.modelaircraft.org
Edition: Model Aviation - 2009/09
Page Numbers: 90,91
Edition: Model Aviation - 2009/09
Page Numbers: 90,91
WHO SAYS we don’t cover helicopters in
this column? Audrey Victor sent me a good email
about a rotary-winged adventure.
“A group of wives and fliers at the field
were sitting about ten feet from the pits
watching the flying. One of the fliers had
flown his electric model helicopter and set it
on the table while he took one of his electric
airplanes up for a flight.
“Without any warning, the helicopter
blades started spinning and the ’copter flew
straight up and toward the group. Luckily it
only hit a camper and beat itself to pieces with
only minor damage to the vehicle.
“The guy had not taken the battery out of
the helicopter after he had finished flying. A
stray signal, perhaps from his own radio, was
enough to give it take-off power. The lesson
learned is that when you are finished with
your electric flight, you need to make sure that
the aircraft batteries are removed,
disconnected, or otherwise disarmed.”
I love that colorful phrase: “beat itself to
pieces.” It describes so many of my helicopter
flights.
Audrey has the right idea. Some electric
models use a master switch and some do not,
to save weight or voltage. We must be
methodical and remove or at least unplug the
power pack at the end of each flight.
Many pilots use the same transmitter for
multiple models, and the aircraft are so eager
to take flight that they will go up in groups if
we allow it. Flying two models on one radio at
the same time is not recommended.
Methodical is a good way to be in our
hobby, since there are so many little things
that could louse up a nice flight. My friend,
Tim Holly, keeps his transmitters in neat
formation on the wall.
This is far superior to my technique, which
involves rooting through a big cardboard box
until I find the right radio. Tim is an organized
guy, and this will help him avoid problems
that hit schlubs like me.
One problem I face regularly is how to justify
using the safety column to print photographs
of kids having fun. Look at the one showing
the Luther Burbank Middle School model
airplane club. These kids built their own
aircraft and then took second place in a
worldwide Hangar Rat postal meet. (E-mail
me for information about next year’s event.)
They learned safe tool handling, flying site
etiquette, and how to stretch-wind their rubber
motors without getting snapped or otherwise
injured. Kids soak up this stuff easier than
adults do because they are in “learning mode”
and realize that others have knowledge they
need or want.
Grownups seem to acquire a built-in
bravado that makes us want to try things on
our own, even when (as in our hobby) there are
decades of expertise available on what works
and what can lead to trouble. Maybe
sometimes it is better to be a bit childlike in
our attitudes.
Phil Diamond, a grownup, sent an e-mail
about two harrowing incidents that connect in
a way I had not realized.
“I fly at an excellent, large (about 16 acres),
grassy rectangular field which is normally a
soccer complex. The soccer goals are
withdrawn to the boundaries when not in use.
The paved parking area is along one edge of
the field.
“The pit area is immediately adjacent to the
line of parked cars on the grassy edge and the
flying area begins just a few yards into the
field. We fly electric airplanes and winch or
Hi-Start launched sailplanes.
“The first event involved my brand new
30-ounce electrically powered aerobatic
airplane on its maiden flight. Immediately after
takeoff it pointed straight up and was beyond
my abilities to control.
“It arced over and passed over the other
flyers on the ground and over the line of
parked cars. There was enough time for me to
reflect on the potential damage to automobiles
or people, and for a heavy sweat to break out.
“I cut the throttle and the airplane
disappeared behind the line of cars. To my
surprise I saw it next rolling out on the
pavement behind the cars. Upon examination
no damage was revealed to anything.
“Later thought and measurement revealed
that I had made a mistake in locating the center
of gravity (CG) position on my CG adjusting
device. The plane was quite tail heavy.
“The lesson is that double and triple
checking the CG location is mandatory before
a first flight, and that a final check with the old
fashioned finger tip under the wings at about
30% behind the leading edge is appropriate.
“The second event, two weeks later, was an
even closer call. I was sitting at the front of my
car fussing with my airplane. I vaguely noted a
small electric foamy airplane being handlaunched
about 20 feet in front of me. A few
seconds later a shadow passed over me and I
heard a loud crash about five feet behind me.
“The airplane had smashed and shattered
my car’s windshield. A few feet closer and it
might have killed me. (When I recounted the
incident to my wife she had the punch line:
‘For a model aircraft enthusiast, what a way to
go!’)
“The owner of the airplane later said that he
had been going at full throttle and that the right
September 2009 91
aileron had stuck down causing a wingover
crash. I would have liked to do a postmortem
on the broken aircraft and check for damaged
servos, which are not a rarity. I have
experienced hard landings in which a broken
aileron causes the pushrod to push on the
servo arm, which in turn overstresses and
breaks or cracks one or more gears in the
servo.
“Upon disassembly, one can usually find a
broken gear tooth or empty tooth position. The
lesson to be learned is to perform a preflight
check for proper, unimpeded servo and flight
surface motion, no grinding sounds or sticking
of servos, and no erratic motions. The larger
question, which is more difficult to address,
concerns the layout of the flying field area.”
Ah, yes. Field layout is the critical issue
that made each of these incidents dangerous
rather than merely entertaining. Not every
flying site can be laid out according to the
ideal AMA-approved diagram.
Each club has to make compromises and
decisions to get the best possible and best
practical field arrangement. Even after much
thought and care, there still might be an
incident that finds a weak spot in the setup.
I encourage all club officers and concerned
members to take a fresh look at your flying
site the next time you visit. Pretend you’ve
never been there and see if you can spot any
weaknesses in the arrangement of parking,
pits, and flying area. Is there a change that
could improve things and prevent some future
problem? Is there some feature or hazard that
can’t be removed? If so, a regular warning to
local pilots might help keep it in mind.
We get used to our home turf and become
less mindful of things a visitor might notice, or
worse, might not notice!
Field safety is one of the aspects of an
ongoing negotiation with the FAA regarding
model aircraft laws and policies. Our AMA
representatives have been working diligently
to make sure that our hobby can continue
without a bunch of federal restrictions. As I
have mentioned, if anyone ever asks you what
benefit his or her AMA dues brings, this is the
best answer!
I strongly urge all model aviators to follow
this federal rule-change situation closely. My
column has a long lead time, so the AMA
Web site is a more timely news source. There
may come a time when your calls and e-mails
could make a critical difference by influencing
some government body; if so, this magazine
might only be able to report the results after
the fact.
Many readers subscribe to one of the many
aeromodeling discussion sites, and that is a
good way to stay updated. Some pilots were
surprised by the negotiation updates that were
posted and distributed recently. Without
AMA’s lobbying, our hobby might soon be
different, if it exists at all!
Material safety data sheets (MSDS), which
contain information about products and
chemicals we use in our hobby, are much
easier to get online for free. Use your favorite
search engine and type the product name,
followed by “MSDS.”
There are many MSDS Web sites that do
not charge for providing this information.
Some common hobby products can be
dangerous if mishandled, and knowing their
properties is a good thing if you don’t want to
be mentioned in this column.
The MSDS is packed with useful
information, including what to do if a product
is ignited, spilled, or swallowed. All you paint
drinkers take heed.
A Topic for Future Discussion: RC fields are
laid out with the pilot stations separated, to
avoid radio interference between old-style
transmitters. With the new 2.4 GHz systems
taking over and some fields not allowing older
frequencies at all, is it better to put pilots
closer for communication or keep them
separated for some other reason?
Please let me know your thoughts and
opinions on this question, or any other safety
topic that comes up in your neck of the woods.
E-mail and letters are always welcome. MA
Sources:
Dave Gee
Box 7081
Van Nuys CA 91409
AMA
(800) 435-9262
www.modelaircraft.org
