Seagull | PT19 | March/April 2011 - Hobart Model Aero Club

March/April 2011 - Hobart Model Aero Club
Volume 11 Issue 9
Hobart Model
Aero Club inc.
PO Box 1117
Rosny Park 7018.
Inside this issue:
Around the hangar
Office bearers
Letters to the editor
Photo pages
March/April 2011.
Editor: Garth Wilmot PO Box 971 Rosny Park 7018 Phone 62431790
President’s Report.
Arrangements have been made to have T.M.A.A. President Dean
Williams to attend the Kelly Field clubhouse at 10.00 a.m. On
Sunday 10th April for the purpose of addressing members and
answering questions regarding the proposed state flying field.
This is quite an issue as such action could have a dramatic effect on T.M.A.A. subscriptions, and members should make a special effort to attend. This meeting will be held regardless of
weather conditions on the day.
Correspondence in regard to this matter is tabled on pages 3 &
4 of this newsletter.
We are on the web. Secretary Tony Sheppard at
the electric fly-in.
Around the hangar.
disheartened after crashing his Sea Fury,
but he is now back in action.
I don’t think I can recall a period of worse
flying weather than that which we have experienced for the past six months. I am
glad that I am able to fly mid-week and select the best of the weather.
Bob Morrison is really enjoying his
Parkzone Radian II electric sailplane. He
is very pleased with it’s performance and
would certainly recommend it to other
I believe that Peter Hubbard has achieved
the almost impossible and managed to
prang my old Barnstormer 72 which has
seemingly been around for ever. It started
life with the first OS 60 FS which battled to
get much more than 50 feet altitude and
has had many different four stroke motors
in the following years. Even Nils Powell
couldn’t destroy it!
Nils Powell is acting as chief flying instructor during Peter Ralph’s absence
overseas. He is coping but looking forward to Peter’s return.
Peter Ralph seems to be having a really
good time touring in China with partner
Amy. From his photos it would appear to
be fairly cold in the northern area where
he has spent some time. That is some big
loco behind him!
Michael Van Niekerk is a regular flier at
the field now that he has managed to retire from work. He used to spend a lot of
time overseas and therefore found it difficult to find much time for building or flying.
Rick and Gaynor Stillman have now settled at St. Marys and we will miss them at
Kelly Field. It is some distance to the
nearest club flying field so I reckon that
there won’t be much flying on the agenda in the
near future. We wish
them well in their new
I hear that Michael Van
Niekerk has a new Tomboy just waiting for an engine. The “Tomboy” competition is rapidly growing
in popularity, probably
due to it’s simplicity.
It’s pleasing to see Ray Maunder back at
the field after a short layoff. He was really
I can’t help noticing the
diversity of the pegs on
the 2.4 GHz board. Surely it is not too difficult to make up a decent peg. “Shame”
Garth’s specials.
Spektrum DX7—complete unit—bargain price, one only
Hitec Laser 4—complete radio c/w batteries & charger
Magnum .46—two only at bargain price
$95 ea
Phoenix Boomerang 60—the most popular trainer
Phoenix P39 Aircobra—Fine scale model
Seagull PT19—easy flying scale model
Field box kits—easy to assemble
Right Flyer 40T MkII—great trainer
Spektrum Tx 2.4 GHz module & Rx—make an offer
Garth Wilmot Phone 62431790
HMAC office bearers for 2010/2011
President: Michael Hawkins.8 Calder Crescent, Blackmans Bay 7052 62295902
Vice-president: Peter Ederle. 32 Pegasus Drive, Dromedary 7030
Secretary: Tony Sheppard. 16 Quamby Avenue, Sandy Bay 7005, 62316700
Treasurer: Stuart Smith. 44 Grange Road, Rokeby, 7009
Jim Dicker. 32 Lachlan Road, New Norfolk 7140, 62614088
Robert Morrison. 434 Tinderbox Road, Tinderbox 7054, 62296376
Roy Baker. 18 Sirius Street, Howrah 7018, 62473834,
Electric Fly-in 5th March 2011.
The State Electric Fly-in was held at Kelly Field on Saturday 5th March. Unfortunately,
while the weather was ideal, attendance was somewhat disappointing. Apparently poor
scheduling and a lack of publicity resulted in only one participant from another club.
Greg and Alice Robertson made the trip down from Launceston and Greg’s models certainly created a good deal of interest. Most of the regular club electric fliers were present and generally quite content to just fly without any form of organisation or competition.
I have my own theories as to why the event was scheduled for Saturday only, bearing in
mind that last year’s very successful fly-in was held over a long weekend. As a result
we had a much larger turn out with several members of other clubs and three mainland
entrants. Perhaps common sense may prevail if we are fortunate enough to be allocated the event next year.
Thanks are due to Roy Baker who volunteered to prepare the barbecue lunch and certainly did an excellent job.
Letters to the editor.
I have read Nil's recent warning to Club members concerning the potential problem with 2.4 Ghz
equipment and, in my case at least, the message prompted an immediate check of all of my current
models, electric and IC powered, to ensure that they were in fact all correctly set up. At the same time
I very carefully re-read that particular part of my Spectrum DX7 operational manual which relates to
the system setup procedure; the operation of the Spectrum's Smart Safe system, and the procedure
to be adopted in its operation.
In Nil's recent circular, he suggested that most 2.4 GHz frequency equipment has a failsafe system
built in; this providing the ability to programme the receiver so the aircraft controls go to a predetermined position should communication between the TX and Rx be interrupted.
In fact, in the case of the Spectrum DX7 system, you have no option to decide whether or not to implement the Smart Safe system. As clearly explained on page 18 of the manual, the fail-safe positions
are stored automatically, via the stick and switch positions on the transmitter, during binding! So if
you inadvertently re-bind a model with the throttle stick at full power, that becomes the fail-safe position whether intended or not!
In these circumstances, the final point made on this subject on page 19 of the Spectrum manual is
certainly the most important. That is that, after you have set up and adjusted your model, it's vitally
important that you rebind the radio system so that the final corrected low throttle and neutral control
surface positions are established as the fail- safe settings.
Given the above, only now some 4 years after initially buying my Spectrum system, have I personally
come to understand how very easy it would be to create the circumstances where the fail-safe throttle
setting comes to be reversed.
Imagine - you have a brand new model, all ready to go with your new radio system installed and connected, but not adjusted or bound to the transmitter. You follow the recommended Spectrum procedure and ensure that low throttle is selected during the initial binding process. You do your range
check and after waggling the sticks etc realize that the servo connections to the throttle are reversed.
No problem of course with the Spectrum system; just enter Function Mode and reverse the throttle
servo direction, and it's all systems go. Or is it?
The question is of course, did you also remember to re-bind the system? If not you have an accident
waiting to happen! I know that at one point during the past four years, I did exactly as I have outlined
above. I was perhaps saved from a very nasty accident simply because the model concerned was IC
powered, not electric; and fortunately my Spectrum radio system has performed almost faultlessly
throughout that period.
Lesson well and truly learned!
Chris Rowe
I have suffered an accident with an electric powered model in similar circumstances and the problem
was, that in following the procedure to rebind after final set up, I did not disconnect and reconnect the
battery , which was certainly not the brightest thing to do. There is no fool like an old fool! As a result
the receiver went into failsafe on high throttle after I had previously reversed the said throttle direction. I believe the last accident at the field was caused by turning the transmitter off with the receiver
still active. This is a no-no at any time regardless! Never-the less the model was programmed without
final binding in the correct fail safe positions.
As said before, a lesson well learned!
Garth Wilmot.
Extra 300 – Greg Robertson
Data: E-flite Extra 300 – Span 1330 mm
Power: E-flite 32 – 4S 4000 with 13 x 3.5
The 3D aerobatic capable model was also
an outstanding performer. Power to burn,
Greg gave the Extra the “full treatment” with
a powerful, smooth display. An easily recognisable model the Extra gives a realistic
aerobatic performance that mirrors the full
size aircraft. Another example of the latest
state of the art electric package that gives a
performance only dreamed of a few short
years ago.
Toledo Special – Garth Wilmot
Data: Hanger 9 Toledo Special – Span
1760 mm
Power: E-flite 46 – 4S 3700 with 14 x 7
The brand new cream & white semi scale
model was given its maiden flight by Greg
Robertson. After the initial shake down circuits Greg showed what the model was capable of with a smooth aerobatic display including inverted. Very nicely built by Garth
the 1940’s style model with wheel spats
looked absolutely superb in the air and all
agreed it was one of the most appealing
models seen for some time.
A line-up of models in the pits.
A variety of models belonging to Peter Lambert & Ian Searle.
Toledo Special.
Photos and details were supplied by Bill Deal.
Hobart Model Aero
Club inc.
PO Box 1117
Rosny Park
Michael Rutledge’s collection.
Bob Morrison’s models.
Wind S – Greg Robertson
Philip Harrington with his diverse fleet.
Data: Sebart Wind S 50 E –
Span 1580 mm – length 1660
Power: Hacker A50 – 6S
5000 with 16 x 10 prop
State of the art pattern model
the Wind S expertly flown by
Greg shows just how far the
modern electric powered model
has come. With the equivalent
power of a 90 ic motor the
Wind S showed incredible vertical capability with knife edge
performance particularly impressive. Very well engineered
the model is surprisingly light
for its size and the finish is the
usual attention to detail that
we have come to expect from
Greg. The only modification is a
new canopy that replaces the
original that is “resting” somewhere in the long grass at the
Symmons field!
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