We now have "NO TRESPASSING" signs at our field

Transcription

1 ` THE NEWSLETTER OF THE RIVERSIDE RADIO CONTROL CLUB EDITOR: JIM SKI BRONOWSKI october 2015 We now have "NO TRESPASSING" signs at our field After years of damage, robbery, vandalism and non-members using the field we had had enough. Some members suggested that we get permission from the land owners to designate our field as a "No Trespassing" zone. It does require an approval from the people that own the land to restrict entrance. We did have a sign limiting field use to RRCC members and their guests. This sign, like much of our property, was removed for the good of the low-life, daylight-fearing, belly-crawling scum bent on drinking and destruction. With no fence and gate (which also got the midnight requisition) some model flyers felt (and still do) that the field must be open to everyone. So Larry Roberts contacted the land owners and got permission to install "No Trespassing" signs which gives members the right to notify the Sherriff's Department to have individuals removed. Larry installed two "No Trespassing" signs to notify those that might be looking for a spot to get drunk, fire guns, shoot up drugs or whatever to stay away. RRCC CLUB OFFICERS President: Jeff Szueber (951) Vice-President: Jon DeFries (951) nd Vice-President: Bob Baker (951) Secretary: Rob Evans hoser122891@yahoo.com Treasurer: Larry Roberts (951) waldo1r@verizon.net Newsletter Editor: Jim Bronowski (951) Safety Officer: Charles Lewis Jr. (760) Field Director: Dale Yaney (951) Webmaster: Oscar Weingart (951) weingart1@earthlink.net Next meeting saturday oct 17 10:00 a.m. Crowley field

2 Call to Order: President Jeff Szueber called the regular monthly meeting of the Riverside Radio Control Club to order at 10:08 AM on September 19th, 2015 at Crowley Field. Minutes of the previous meeting: The minutes of the September 2015 meeting were approved as written and published in the August Prop Talk newsletter by the members present. Old Business: Minutes of the September 2015 Meeting Larry Roberts has purchased and installed two "NO TRESPESSING" signs at our field after contacting and getting approval of the land owners. One is by the main entrance and the other on the alternate entrance at the south end of the field. Hopefully this will help prevent vandals and the general riff-raff that use the property as a bar and dump. Larry Roberts placed parking limit signs in the free flight area to prevent vehicles from wandering or parking on our final approach path for the south runway. The free flight club president was made aware of this safety modification The members were made aware of the governor's veto of the "Drone Bill" that would have restricted radio controlled flying over any private property without the owner's permission New business: Charles Lewis our Safety Officer met with the free-flighters during the week and asked if they had any problems with our models flying over them. There were no complaints from them. Program and Show and Tell: Raffle: Jim Bronowski told everyone that "YOUTUBE" on the computer is a great source of aviation and historical data. If you are flying or working on a scale bird just type in the aircraft designation and a world of videos will show. For example type in B-17 and you will be rewarded with flying training videos from WW II and documentaries from all kinds of B-17 missions. Jim got the Army Training Film on how to fire a bazooka. He's ready when they need someone to fire a WW II bazooka. Lots to see and it's habit forming. a) Drone b) Epoxy c) Airtronics 2.4 ghz Receiver d) Servo Checker e) Work Table f) Watt Meter (that meter) g) Electric Powered Foam Plane (Reno Air Racer) Meeting Adjourned at 11:11 AM by Jeff Szueber Minutes submitted by: Robert Evans

3 Oscar's Observations Well, Guys, this month is my 82nd birthday! It is hard to believe that I have been building and flying model airplanes for over 70 years. I now have a lower AMA number, 3932, than almost anyone I meet! The following is an excerpt from my AMA Biography: ( les/weingartoscar.pdf) "When I was a young boy, in the late 1930s and early 1940s, we lived in Brooklyn, New York. My parents occasionally bought me a 10- cent model airplane kit. These kits, produced by Continental and others, were sold in neighborhood candy stores. They were simplified scale models of various World War I, World War II, and civilian airplanes that we would now call peanut scale. The kits included plans, tissue for covering, balsa sticks, and sheets, a balsa propeller, a nose bearing, a prop hook, a rubber band motor, wooden wheels, and even a vial of glue. My mother would give me her pincushion and some wax paper; my Dad would contribute some razor blades; and I was ready to roll! I realize now what a boon these kits were for my parents. They kept me out of trouble, occupied and quiet, for a week or more for a lousy 10 cents! It was a long time before I actually completed one of those 10-cent kits, and they By Oscar Weingart didn t fly very well. Perhaps if my Dad was a bit more interested or involved, they would have flown better, but what I really needed was a modeler as a mentor. I feel that these 10-cent kits, like the later Cox U-Control plastic models, probably turned off more potential modelers than they inspired. There were high spots, however. I once built a larger, 25-cent P-40 that actually took off, flew around in a circle, and sort of landed. This was a thrill, but it was still not real modeling. My breakthrough occurred when I started to go to a real hobby shop that was quite a walking distance away from my home. I splurged on an expensive (75-cent) kit for a contest-type rubber-powered model. I don t remember the manufacturer, but it was a flying model, not a scale model at all. It was much larger than the 10- cent models and had a polyhedral wing and a multistrand rubber motor. Still without mentoring, I carefully followed the complete building, balancing, adjusting, and flying instructions on the plan. The first step in flying was to do a test glide. Per the instructions, I threw the plane gently, wings level and straight ahead. It glided all the way across the street! It seemed to hardly lose any altitude! It looked like it would never come down! That was it. I was hooked! This was the first time that I ever saw a real model really fly! When World War II was over, I was 11 years old. Balsa for models and metals for engines started to become available, and the moribund model airplane industry started to take off. (Pardon the pun!) I got the infamous GHQ engine and the notorious Thor engine. The first really good engine I got was the Hurricane 29. I believe that it was made in Canada. I then got an Ohlsson 23 and a Bantam 19. It was a real education, learning to hook up the ignition systems and to start these primitive engines. I started to fly Free Flight and the early U- Control models. I realize now what an education these early modeling experiences were. At 12 years of age, I could read blueprints and understand basic aerodynamics, the theory and operation of simple internal combustion engines, basic meteorology, strength of materials and electric

4 (and soon electronic) circuits and theory. I could design and build a light, strong structure. Most importantly, I learned the patience and perseverance to carry out a relatively complex, long-term project to completion. I could work through the steps of design, consultation, and planning; acquisition of materials and construction; testing and modification, to reach successful operation and competition. When I was about 13, we moved to a different neighborhood, and I met a bunch of older guys who really knew the ropes about model airplanes. These included Richard Rosenberg, Charley Yuster, Murray Feigenbaum, Stan Silverman, Eddy Mahler, and older returned war veterans like Norm Rosenstock and Phil Greenberg. All of us wound up in the Brooklyn Sky-Scrapers club. The Sky- Scrapers were a hot, competitive group of modelers of all ages and all the many ethnic groups to be found in Brooklyn. Notables like Sal Taibi, Leon Schulman, and Jerry Stoloff belonged to the Sky- Scrapers. This was heady stuff for a 13 year old, starry-eyed wannabe competition modeler!" At the Field My modeling activities this past month have been constrained by weather and also family commitments. Our first meeting of the Fall season of the Inland Empire Aviation Roundtable at the March Field Air Museum featured the UCR UAS Team, who reported on their placing in the top ten schools at the annual AUVSI competition in Maryland in June. Their UAV was an electric Senior Telemaster. Mike Lee, our local AMA Associate Vice President, (who is a staff member at UCR), gave an introductory talk about AMA. Mike is also President of the Inland Soaring Society and writes for their newsletter. He also flies in competition glider meets. A busy man is our Mike! I did manage to get some flights at our field with my ROC Hobby V-Tail electric glider, and with my electric.40-size VQ Fly Baby ARF. Vince Smith had bad luck with his Kyosho Calmato 1400 Sport electric ARF, so he ordered a high-wing trainer version, which has been flying quite nicely. I was impressed with this airplane, so when Kyosho ran a weekend free-shipping sale, I ordered one as an emergency backup. No progress with flying my Spacewalker.40-size electric ARF. It is still waiting for the addition of some toe-in to its sheet aluminum landing gear legs. Until next month, Happy Landings, Oscar Ohlsson 23 Bantam 19 Typical Jetco Kit The Glory Days Typical Solid Wood Model

5 Aileron Differential Explained For years, depending on the model setup, modelers often used offset servo output arms and bellcranks to achieve differential aileron movement. Today, however, using separate aileron servos and the aileron differential program menu in your computer radio has greatly simplified the task. But before we take a closer look, let s first check out the mechanics of our model during a turn or a roll to understand why aileron differential is so important. AERODYNAMICS: Typically, most models are set up with equal amounts of elevator (pitch up and down) and rudder (yaw left and right) control surface movements. But when it comes to ailerons, equal amounts of up and down (roll left and right movement), can cause the model to yaw in the wrong direction. Here s why: When the ailerons are at their neutral positions, the lift and drag produced by each wing panel is equal and the model tracks straight ahead. But when a model has ailerons that move in equal amounts both up and down, the amount of drag (and lift) created by the wing panel with the down aileron becomes greater than the one with the up aileron. The panel with the aileron pointing downward moves up because it creates more lift. The opposite panel goes down (less lift) and causes the model to back toward the up aileron. But here s the rub! Because of the increased drag caused by the upward motion, that down aileron wing panel also slows down; this causes the model s nose to yaw in the opposite direction of the roll. The model yaws nose right in a left-hand bank/turn. This condition is known as adverse yaw. Without aileron differential, most airplanes require a certain amount of coordinated rudder to prevent, or at least minimize, adverse yaw while the model is banking through a turn. For sport and scale planes, this can be done manually or with a program mix-however, it won t work in all types of flight conditions. HIGH PERFORMANCE PLANES: This adverse yaw thing is also an important consideration while flying aerobatic planes. Aerobatic pilots need to set up their models to react in pure yaw, roll and pitch motions. During a roll (whether it s executed on a horizontal or vertical line), the model must roll axially without its nose yawing or wandering off the straight line of flight. Aileron differential helps keep the model s tracking straight. YOUR MODEL IS EXPERIENCING ADVERSE YAW IF: The model skids through turns. The tail drops during a turn. The nose swings out of the turn. It s very difficult to roll your model in a straight line. Even with high-speed jets and race planes, correcting adverse yaw with aileron differential is much better than relying only on coordinated rudder mixing. If speed is the ultimate goal, then minimizing drag is key. Less rudder deflection equals less drag. Fine-tuning your model for maximum performance is easier if you know what to look for and how to correct it. If you can t use coordinated rudder to correct adverse yaw, then aileron differential is the way to go. Using your radio s programming is the easiest way to get the job done. HOW TO USE A PROGRAM MENU: Install dual aileron servos. One connected to the aileron receiver port and the other in the Aux.1 port. Make sure the aileron servo moves in the proper direction. Activate the flaperon wing type or, depending on your radio system, the dual aileron function. Install and connect the ailerons and control linkages. Start with 30% to 40% differential (down aileron 30 or 40% less than up). If differential mix is backwards (more down than up), reverse the servo connections by switching the aileron and Aux. 1 servo leads. Adjust the differential percentage after flying the model. Land the model before making adjustments and test fly again. Courtesy Model Airplane News

6 RIVERSIDE RADIO CONTROL CLUB P.O. Box 295 Homeland, CA 92548