October 2001 Issue. Editor/ Webmaster Randy Hawkins - email ffly98@aol.com [MY Comments in the brackets 1st amendment]

Upcoming Events: a Big One

Oct 27 - SATURDAY- WinShape Homes Fun Fly (AMA Sanctioned) Rain day Sunday OCT 28th  This is open to all flying. An entrance fee of  $10. Cash or Check. This Annual Event has had a great turnout in the past. Door Prizes, paintball, food and GREAT FUN.

AMA RENEWAL PERIOD BEGINS NOVEMBER 1st Send it in!!!!!!!!!!!!!!!!!!!!!!!!!!!VOTE for District V - VP.[No bones about it Tony Stillman has our best interests at heart.]

Fayette Flyers MEMBERSHIP RENEWAL TIME deadline January 1, 2002  see the bylaws.

Dec 9th Sunday - Dinner serving begins at 6pm. Annual Christmas Dinner - A great time to spread the Seasons cheer, The last years have proved to be a really Fun time with good food and a steal a gift aftermath. Location is same as last year," The Gathering Place" Peachtree City, Ga. Next to the Amphitheater. A small cover charge will be required. ONE NOT TO MISS!!! Bring the family. PLEASE let Ernie know who's coming.

Treasurer, Dave Zeigler got a very nice write-up and picture in the November issue of Model Aviation page 145 "Focus on Education" recognizing and praising Dave’s coaching techniques with the kids.

John Anderson got a write-up and photo of his beautiful red 1/6-scale MonoCoupe 90A in the August issue of Model Airplane News page 31. John also built this same plane with a blue color scheme that had a very successful maiden flight.

Thanks go out to David Keller who continues to spend a lot of time training new members and getting them to the point of soloing.

Thanks go out to Stan McCollough for taking over the weed control along the flying fence and keeping it looking nice.

Thanks go out to Vice Pres., Tom Huckaby for keeping the frequency board up-to-date, replacing pins that disappear.

VP -  Tom Huckaby is sponsoring a Field Work Day SUNDAY OCT - 21 to ready for the Winshape Fun Fly. Come on out and lend a hand.

Secretary, Ernie Schlumberger, reported that there are currently 169 members in our club. He then also reminded everyone that the AMA renewal period is upon us and we have an important vote on our District V Vice President. He spoke for all club officers when he encouraged members to send in their vote cards. We are promoting Candidate Tony Stillman to replace Jim McNeal as VP to help promote our hobby interests for District V. It would be good to have someone in there that flies RC for a change. EVERY VOTE COUNTS Mail it in NOW.

This month’s winner of a Crasher Patch was Steve Brownlee. He tried to fly an aircraft with his radio on the wrong aircraft program. Things overheard during the flight: "Wow, I didn’t know you could do that with an R/C plane", and "Geez, He’s got more guts than me for doing aerobatics that low".

Tail Spinner #2

By Steve Trofemuk

Thanks to Tom Huckaby for sending this story in.  It was written by Bill Tinsley many years ago as four stroke engines came into wider use.  Bill Tinsley was a Delta employee and the first president of the Fayette Flyers.  Bill is an accomplished R/C pilot who has graduated to full scale aircraft.  He has restored a J-3 cub and a Cessna 140.  Bill lives in Senoia at the Big T airport with his wife Gloria.  What follows is Bill's research paper on the use of two and four stroke batteries.  Read, enjoy, and send your tall tales to stevetro@charter.net.   I'll include them as they come in.

With the ever increasing use of four stroke model aircraft engines, there has been presented to me a problem which I am sure most operators of modern day radio control equipment (hereto known as MDRCE) do not understand.  The problem is the operation of four stroke aircraft on two stroke battery packs.  In technical terms, nickel cadium electrical storage batteries (known as NCESB) are designed by the manufacturer for either two or four stroke operation.,  When an NCESB is installed in an MDRCE the NCESB must be matched with the engine used on the aircraft.  When protons and morons are pumped into an NCESB they are locked in by electrons until the MDRCE switch is turned on.  When this happens, contacts are made in the switch and when the engine is started, the electrons are shaken out of the way and the protons and morons are allowed to escape.

The number of electrons in a NCESB is directly proportional to the type of engine being used.  A two stroke NCESB will have twice as many electrons as a four stroke NCESB thus controlling the proton and moron flow.

If a two stroke NCESB is used in a four stroke aircraft, the vibration level is not sufficient enough to move the electrons so that the protons can flow through the vire into the switch and on to the MDRCE.  In some cases an out of balance prop has created sufficient vibration to allow a two stroke NCESB to operate a four stroke aircraft.  This being extremely dangerous in that if a prop is replaced that is balanced, it would give the impression that the NCESB has gone dead.

The same holds true for a four stroke NCESB being placed in a two stroke powered aircraft.  Not having sufficient electrons to hold back the protons and morons when the aircraft is started, the servos, receiving too many protons, will operated twice as fast as normal.  This makes for an extremely difficult to control aircraft and very often results in a crash.

It is often very difficult to distinguish between a two and four stroke pack, but by operating them in different powered aircraft you can easily tell the difference.  If servos operate faster than normal, you have a four on a two—slower, a two on a four.

There is no need however to go out and purchase new NCESBs.  If you now have a four stroke aircraft and only own two stroke NCESBs, then just add another NCESB.  This will allow enough protons and morons to flow to your MDRCE so that operation will be normal.  If however you have four stroke NCESBs and are flying a two stroke aircraft you will have to cut one of the battery wires, this way only half the protons will flow and operations should be normal.  

 True story—honest.