Control Line: Aerobatics
WHEN YOU ARRIVE at the Nationals, you never know what "character" the week will take on. Sometimes it's a dominant flier, the weather, the site, or all three. This time we had absolutely wonderful, mild weather. It was a marvelous setting, and I would have to say that this was really a "social" Nationals. Perhaps it's because I remember the old days, but to see and chat with many of the top competitors from the '50s and '60s was a trip down memory lane. Perhaps it was the central location; maybe it was just time to be part of this event again! Stories of the old days abounded from Jim Silhavy, Les McDonald, Rolland McDonald, Bob Gialdini, George Aldrich, Dave Hemstraught, Stan Powell, John Davis, Keith Trostle, Charlie Reeves, Gary Phelps, and of course, Bob Gieseke and Bill Werwage. It was a different era, long gone, but friendships forged in competition really have stood the test of time.
Control Line: Aerobatics
I'm going to tackle a difficult subject: Trimming to make the best-flying airplane. I have discussed almost every variable in a Control Line Stunter; however, there is one more useful area in evaluating the trimming process. The real question is how to define that area - the ideal airplane. This is certainly a matter of opinion, and I know we'll have responses to what follows, but here it goes. At the end of the flying season, I had the opportunity to test several fliers' models. The striking differences in the way the aircraft were set up prompted me to reflect on trimming, and a situation from my own experiences of making the tuned pipes work.
Control Line: Aerobatics
I RECENTLY ACQUIRED some of the most perfect quarter-grain wood I've ever had (Riley Wooten's Lone Star Balsa supplied it). I originally ordered it as wing rib stock, but it was such beautiful wood, I had to use it for other things. I was ready to start my new Caudron with the built-up stabilizer/elevators. Since I prefer a flat stab, the light, quarter-grain 1/16 wood seemed to be an excellent choice (a stiff, light stab is important for an honest-flying airplane). I thought perhaps I could even adjust the interior structure to take advantage of the super-stiff skin.
Control Line: Aerobatics
There's always discussion about how well individual engines run. "They two-[cycle]four [cycle] well," "they hold a constant speed," "they run smoothly," etc. I'm sure the writer has a valid reason for how he phrases his words - I know I do. The question is: "Did I really communicate what a good Stunt run is all about?" In a recent column, I described a good airplane as being "on rails, not seeing anything but the fuselage under hard maneuvering." You may have thought that was pretty simplistic, but if you've ever flown a well-trimmed model, you'll see that the description is on target. I've chosen to tackle the subject of engines because it complements the recent topic of flying characteristics.
Control Line: Aerobatics
WHEN THE NEWCOMERS issue rolls around, I ponder how to make this column useful and interesting to anyone who may want to participate in Control Line (CL) modeling - specifically Precision Aerobatics (PA). This is difficult for me because PA/Stunt has been a major portion of my life for almost 50 years. From the time I saw my first real Stunter, I was captivated by the airplane's beauty and the eloquence of the pattern flown by the pilot. At times my interests have shifted to activities such as competitive pistol shooting and restoring old Porsches TM, but not for very long. One thing that has surprised me throughout the years is that PA can be a lifetime sport.
