News

Have you been out at the field and had a visitor ask you about the Club?  Sure we all have had this happen.  SLRCFA now has a Flyer holder located under the pavilion near the Electrical Panel.  This container is filled with upcoming event flyers and club brochures, flyers, and Business Cards.  Please utilize this to give our guests information about our club.

The 2017 SLRCFA Giant Scale and Jet Fly In is June 3^rd and 4^th.

This event is open to all Giant Scale, Jet Aircraft, and Large Rotorcraft. The Landing fee for the weekend is $25 that includes a voucher for lunch on Saturday and Sunday, as well as Dinner at Saturday’s pilot dinner.  Your landing fee also includes FREE snow cones.   Sanctioned Flying is from 10am-5pm each day.  We encourage open flying in the evenings as well as Night flying under the lights on Saturday.

For additional details and registration visit http://www.slrcfa.com/2017FLYIN

Over the last several years, SLRCFA’s governing documents have been edited many times.  This has left the documents with several holes and discontinuity.  The 2017 SLRCFA Board of Directors and its sub committees (Teams) have tackled of an overhaul of all of these documents except the constitution already this year!! The goal is to streamline all the governing documents while accommodating for the future.

The updated Field Rules, Operating Procedures, (Newly adopted) Pilot Communication, and AMA rules have been prominently posted at the field in the newly installed Bulletin Board, which is located on the opposite side of the circuit breaker panel structure. Please review the new documents on your next trip to the field, online, or on the last pages of Rotate.

By Marshall L. Henley

In September 2016, I crunched my first 100cc plane, which I had purchased the previous year at Joe Nall, a 3D Hobby Shop 108” Extra 330LT, yellow and black. I had been practicing low hovering and then powering out and flipping it over with down elevator to an inverted harrier and then back to hover, a maneuver I always thought looked pretty cool when the 3D guys do it.

This flight, I forgot to fill up the gas, and as I flipped it over, and then throttled back up – that was it. As soon as it died, the 330LT pendulumed straight down; I had about 30 feet of altitude because of the power-out after hover. That was only enough to rotate the plane back to about 30 degrees with very little forward airspeed.

THE CARNAGE

Needless to say, something broke. Unfortunately, it was the entire fuselage. Fortunately, all other damage (wings, tail, gear, motor box) was minimal.

So, the guys there who had rebuilt big planes, like Kerry Eisenbach and Mark and Mike Stellern, started saying they thought it was fixable. I rolled my eyes mentally, thinking they were probably just trying to cheer me up… a little to much, because it seemed crazy. The plane looked awful.

However, the more they talked, the more I started to see their point. The motor looked OK. No crank shaft bend. The muffler stingers were broken, but that’s nothing that can’t be fixed or replaced. The fuselage wreckage was isolated primarily to an area starting in front of the wing tube and stopping at the back of the canopy area. I became a believer… it could be fixed!

AN OFF-PUTTING MESS

Like the Beatles song, I get by in RC modeling with a little help from my friends. I wasn’t very motivated to work on the problem, so Mark Stellern invited me to come over to his house and to bring my plane. He’d invite Mike Stellern over, who is also a great builder, and we’d get a start on things.

However, when I got there and we pulled the plane from my trailer, it looked a little worse than I remembered at the field. During the attempt to transport it, the fuselage had finally given up the ghost and cracked completely in half. I had save almost all the pieces, but things were daunting. Mike’s eyes got pretty big. If Mike was worried, I was worried.

Once in the workshop, Mike and Mark methodically identified the path forward: the “ladders” structure that makes up the fuselage was really where the damage was. If we could get enough pieces glued back in, we could pull it back into alignment, then I could take it home and beef things up before finishing repairs.

It worked! We had enough pieces, fabricating a few, to get it back to a self-sustaining ladder structure, with good alignment. I say “we” – but I was mostly watching the masters.

By the time we were done, I still had a lot of work to do on my own once I got it back home. With the holidays, a lot of business, and not feeling really confident, I found myself putting off the repairs (again). When I would see Mark & Mike, I was sheepish about my progress… “Zip, Nada, Nil” is a rotten answer to “How much progress are you making?” after guys spent four hours on a week night getting you started.

BACK AT IT

So, in January 2017, I got back at things, and during the course of the rebuild, decided to make a few improvements:

• Install Kurt Seiter’s Holy Smokes system
• Install the fuel and smoke tanks directly on CG
• Paint the motor box and install aluminum baffling, ala Kurt Seiter with a cowl flap to create outflow suction. My engine had ran hot (over 300 degrees) on harriers.
• Cut out my wheel pants to show off the “bling” wheels, ala Kerry Eisenbach.

I also wanted to keep things inexpensive, so I paid Valley Park Welding $70 to weld back my muffler stingers (instead of buying new mufflers). I repaired the cowl, with some damage still evident, if you look closely enough, and added the air flap to create outlet suction.

All in all, was able to complete all repairs for $150.

IT’S ALIVE!

On March 28^th, I re-maidened the 330LT and it flew awesome. Kurt’s Holy Smokes system worked flawlessly first time out. The wheel pants looked great with Kerry-style cutouts. The engine temp never got over 150 (using telemetry) on left/rear cylinder!

That’s why RC is a “team sport.” It’s a heck of a lot more fun and productive when we work together. I’m still fiddling with the CG and found a couple of other adjustments, but I’m back to flying a really nice plane I thought I had lost.

Over the last several years, SLRCFA’s governing documents have been edited many times.  This has left the documents with several holes and discontinuity.  The 2017 SLRCFA Board of Directors and its sub committees (Teams) will be tackling an overhaul of these documents throughout the year.

The goal is to streamline all the governing documents while accommodating for the future.

First up are the Field Rules and Operating Procedures.  These documents will be overhauled before the flying season kicks off.  The updated Field Rules and AMA rules will be prominently posted at the field sometime in April.  

The SLRCFA Board of Directors has formed a Constitution team to overhaul our clubs constitution.  The team is made up of both board members and club members.  We are still looking for a few more volunteers for this team due to the size and complexity of this job.  If you would like to join this team please contact Jonathon Hendrickson slrcfa.rotate@gmail.com

The SLRCFA Board of Directors unanimously passed this document listed below in order to improve awareness, safety, and communication while flying.  This document not only includes the recommended callouts, but also includes runway priorities and protocols. Click here for the Rules & Safety page.

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Pilot Communications (callouts) are verbal announcements that are required to be used between you and other pilots anytime you or your aircraft enters the runway operations area (grass or paved runways and taxiways beyond the white lines). All Communications must be acknowledged by all pilots before proceeding with your intentions. Fly as close as practical to the other pilots already flying to improve communication.

Use the following Pilot Communications, and make sure you get confirmation from 100% of all other pilots in the air before proceeding, unless you need to land for safety’s sake:

• •        "Coming out" as you prepare to place your aircraft on the runway or taxing to the runway.
• •        "Taking Off" aircraft is on the runway and ready for takeoff roll.
• •        "Setting up to land" as you begin your downwind leg gives others time to clear the area for you.
• •        "Landing" as you are on final approach.
• •        "On the runway" if your aircraft stops dead on the runway.
• •        "Off on the far side” or “In the grass" if your aircraft veers off on the side away from the pilots' stations
• •        "Crossing the runway" Anytime you have to cross the runway (in either direction).
• •        "Runway clear" after you have retrieved your errant aircraft, or if it has been taxied off the runway on the pit side.
• •        "Dead stick" when your engine dies while in the air. Other pilots will pass this announcement down the line as it is a signal for everyone to immediate clear the runway.
• •        "Touch and go" or "Slow fly-by" (note that high speed low passes and acrobatics over the runway when other pilots are at stations are forbidden-these may only be performed out past the runway over the grass).
• •        “Low Pass” is a high or low speed pass a low altitude over the border between the asphalt and grass runways.
• •        “Aircraft down” followed by the general area. An aircraft has crashed.
• •        "Don’t have it" A loss of control. The pilot will announce that he has a problem as soon as possible, other observers may be able to get a fix on the plane if it goes down. If you do get a fix, such as a certain tree, etc., do not move.  Call for another person to stand beside you and show them the point you fixed on. Even turning around and back can lose the fix.

Runway Protocol/Priorities allow multiple aircraft operating in close airspace to land and/or maneuver on or over the runway in an orderly and safe manor.  This list below is in order of priority.

• 1.     Declared “dead stick” landing has priority over all other flight activities. The runway must be cleared for him. If more than one happens at the same time, generally, the first declared has the right-of -way, or he may yield to a lower other aircraft at his discretion.
• 2.     Declared “equipment problem” and needing to land ASAP.
• 3.     Declared normal “landing”
• 4.     Declared “touch and go”
• 5.     Declared “takeoff”
• 6.     Declared “slow fly-by” or “Low Pass”

High speed low-passes over the paved runway are never allowed and must be performed past the far edge of the paved runway.

Per the FIELD RULES, the established flight pattern must be maintained. 3D maneuvers over-the-runway (like hovering and “Harriering) by definition, breaks the pattern, and therefore is allowed only if all pilots in the air have acknowledged and allowed you to do so. These Maneuvers may not be performed any closer than the paved runway center line. If you are alone hovering, you may exit the PILOT ZONE to get closer to your aircraft. See the Field Rules for specific rules governing establishment of a pattern, changing a pattern, and when hovering is allowed. Hovering or “Harriering” beyond a line established 30 feet  away from the far side of the runway is allowed at all times.

George Biderman’s driveway slopes away from his garage, so he needed a way to help him move his new plane trailer in & out of the garage.  A local welding shop made a bracket that an ATV winch could side in & out of it.

George then mounted that bracket on the floor at the front of his garage.  His Warn ATV winch has a wireless remote control button that lets George ease the trailer out of the garage while gravity does all the work.  A strategically placed big wheel chock pivots the trailer 90 degrees to line it up with his car.  Reversing this procedure pulls the trailer effortlessly back into the garage!

Pilot Communications (callouts) are verbal announcements that are required to be used between you and other pilots anytime you or your aircraft enters the runway operations area (grass or paved runways and taxiways beyond the white lines). All Communications must be acknowledged by all pilots before proceeding with your intentions. Fly next to the last pilot in the air in the PILOT STATION BOX to improve communication, loading from the inside of the box towards the outside.

Use the following Pilot Communications, and make sure you get confirmation from 100% of all other pilots in the air before proceeding, unless you need to land for safety sake:

• •        "Coming out" as you prepare to place your aircraft on the runway or taxing to the runway.

• •        "Taking Off" aircraft is on the runway and ready for takeoff roll.

• •        "Setting up to land" as you begin your downwind leg gives others time to clear the area for you.

• •        "Landing" as you are on final approach.

• •        "On the runway" if your aircraft stops dead on the runway.

• •        "Off on the far side” or “In the grass" if your aircraft veers off on the side away from the pilots' stations

• •        "Crossing the runway" Anytime you have to cross the runway (in either direction).

• •        "Runway clear" after you have retrieved your errant aircraft, or if it has been taxied off the runway on the pit side.

• •        "Dead stick" when your engine dies while in the air. Other pilots will pass this announcement down the line as it is a signal for everyone to immediate clear the runway.

• •        "Touch and go" or "Slow fly-by" (note that high speed low passes and acrobatics over the runway when other pilots are at stations are forbidden-these may only be performed out past the runway over the grass).

• •        “Low Pass” is a high or low speed pass a low altitude over the border between the asphalt and grass runways.

• •        “Aircraft down” followed by the general area. An aircraft has crashed.

• •        "Don’t have it" A loss of control. The pilot will announce that he has a problem as soon as possible, other observers may be able to get a fix on the plane if it goes down. If you do get a fix, such as a certain tree, etc., do not move.  Call for another person to stand beside you and show them the point you fixed on. Even turning around and back can lose the fix.

• 1.     Declared “dead stick” landing has priority over all other flight activities. The runway must be cleared for him. If more than one happens at the same time, generally, the first declared has the right-of -way, or he may yield to a lower other aircraft at his discretion.

• 2.     Declared “equipment problem” and needing to land ASAP.

• 3.     Declared normal “landing”

• 4.     Declared “touch and go”

• 5.     Declared “takeoff”

• 6.     Declared “slow fly-by” or “Low Pass”

Runway Protocol/Priorities allow multiple aircraft operating in close airspace to land and/or maneuver on or over the runway in an orderly and safe manor.  This list below is in order of priority.

High speed low-passes over the paved runway are never allowed and must be performed past the far edge of the paved runway.

SLRCFA’s Youth Outreach Program was developed last year as part of our club’s new Mission and Goals to bring new people into the hobby and our club.  George Biderman volunteered to spearhead this effort and to recruit other club members to assist when opportunities were developed.

In January, George, Kerry Eisenbach, and Geoff Biderman responded to a local Civil Air Cadets Education Officer’s request to show his cadets how to fly R/C Airplanes and to `talk about what R/C flying means to experienced flyers.  Additionally, the Cadets wanted to hear firsthand about our local club and our resources available to them.

The cadets hold their meetings at the Rockwood Summit High School in Fenton (just off I-44) and its huge, basketball court sized atrium offered a perfect place to fly some of the same foamies that Kerry, Geoff and George fly in the gym in Eureka on Friday evenings.

Kerry and Geoff brought an amazing variety of models to generate interest in our hobby ranging from 35” foamies, to some crowd pleasers like Kerry’s Superman and Flintstone flyers, and even Geoff’s big 50cc gas model airplane.  George brought an Apprentice and urged the cadets to come to our field on Saturdays this spring for some free flying lessons.  The Education Officer said he’d for sure bring the cadets.  Later that evening we received the following email:

Mr. Biderman,

Thank you so much for the R/C flight display tonight!  The Cadets were very impressed with it. Several of the Cadets are now VERY interested in joining you all for some R/C flights.  I very much appreciate the time and effort you all showed the Cadets tonight.  The variety of planes was impressive.  I have attached a few photos from tonight.  Again, thank you!

Respectfully,

2d Lt Benjamin Weaver

Assistant Director of Aerospace Education, Missouri Wing, CAP

Aerospace Education Officer, River City Composite Squadron, CAP

Using his drone, Jonathan Hendrickson has put together our field diagram to be used for rule explanation and rule-making going forward. It's very easy to see the logic behind our Field Rules and Safety Checklist with it in view. Future versions of our rules will contain and refer to this diagram and it's revisions. Check it out!