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Charlie Spear Award
From: Jim Bourke email: jbourke@ezonemag.com
Ken,
"Thanks very much for you and Keith presenting me with the Charlie Spear
Award. It’s a real pleasure to be honored. It means a great deal to me and comes as quite a shock.
"Please pass on my thanks to everyone involved. I shall display it
proudly.
Jim
Return to "What's In This Issue?"
Speedy Bee & Smoothie Ratings
From: Bob Roels email: BKROE912@aol.com
Rating 5 stars
Clancy Aviation Speedy Bee - Astro Flight 035 with Superbox, 10 -1250 mAh cells,
APC 13x6.5 prop, Jeti 35 Speed control with BEC, Futaba and cirrus micro servos. All up weight 48 ounces.
Construction changes - Spruce used for main wing spar, and top longeron on fuse.
Covered in clear Monokote
Flies Great! 4 1/2 minute duration with aggressive flying. Inverted, rolls, Cuban
eights, vertical hover, outside spins, knife edge spin
Tips - down thrust must be adjusted to avoid high speed stalls especially small glow
version. I prefer electric version over glow.
Rating 4 stars
Balsa USA Smoothie (sport 40 size 54 inch wingspan model) - Astro 25 Geared 11.5
x 9 Zinger 16 2000 cells, Astro 217 D, 270 mAh receiver pack, Hitec 81 servos, weight 88 ounces.
Construction changes include lightening holes, built up empennage in place of sheet
surfaces, hollow all balsa block. Flight duration six minutes.
Return to "What's In This Issue?"
Next EFO Meeting
The next EFO meeting will be a “flying” meeting on Saturday, October 13. It will
be held at the Midwest R/C Society flying field on 5 Mile Rd., Northville Township, MI. Gathering time will be 10:00 A.M.
Bring your latest projects to share and fly.
Should the weather prove "unflyable" on Saturday,
the meeting will be held on Sunday, Oct. 17 at the same time. Check with Ken, 248.669.8124,
if the weather is "iffy" on Saturday. Any
efliers in the area with an AMA card may join us, whether they are EFO members or not.
Return to "What's In This Issue?"
Fokker EV
From: Al Flowers AFlowers@ndii.com
Ken,
For some time I have enjoyed your website and it is on my "favorites" list.
Please keep up the great work.
I have been designing and building a model which you might like to show on the site.
Like Keith Shaw's, it is a Fokker D.VIII (actually my model is of the earlier version, the E.V). I am producing kits of this model
and the launch will be the last week of July.
At 1/8th scale it is half as big as Keith's, but it is still very accurate, due to much
research and effort. It won 1st place in its scale category (under 50" wing span) at the San Diego Mid Winter Electrics. It
was subsequently shown in the regional coverage for that District in Model Aviation Magazine.
The model is almost entirely laser cut (by Bob Holman, wood and Ameristar Laser,
aluminum) and is extremely fast and easy to build. Flying is a bit of a different matter due to the proportion of the landing gear,
etc. In fact, I have installed (and will provide in the kit) a tailwheel which makes it possible to manage a takeoff. Now, an
intermediate flyer can manage it. Of course, once in the air, it is fine.
My kit is available for $140 plus $8 S&H and is very complete, with dummy
engine, twin machine guns, pilot, full interior, vacuformed cowl and wheels (done for me by MM glider Tech/Merle Brady). The
best part is the fuselage covering which is provided. I have reproduced several of the Jasta 6 (Squadron 6) airplanes with their
colorful lozenge camouflage, black & white striped tail, wheels and cowl. The colors and trim schemes were thoroughly
researched for accuracy although the .JPGS are not representative.
All in all, I think it would make a great article for the website, particularly in
connection with Shaw's plane. I am attaching a couple of .jpgs so you can see what I mean.
The Fokker prototype has a 3.34:1 geared Graupner speed 480, a Jeti 180 speed
control and a APC 11-7 propeller (modified Zinger 12-6 for static display), Hitec 555 Rx with three Hitec HS-81 servos. It
requires a four channel radio because it has aileron control. Its wing span is 42" and the projected weight is about 34 oz.
(the prototype came in at 37 but I have changed things to lightened it).
Regards,
Allan Flowers, CheckerboardAir, 12857 Via Grimaldi, Del Mar, CA, 92014
www.checkerboardair.com
or Phone: 619.699.0818
Return to "What's In This Issue?"
From a Hummer to a Bummer
From: John Rossetti email: jyuma@axxent.ca
The Hummer before John and Doug’s mods. It did not fly very well.
What did they do to "fix" it? Check it out.
Hi Ken
Enjoyed the August Ampeer . I'm attaching a photo of myself and my friend Doug
Moore with our "Bummers," as Doug named them. Our first Venture into electrics was the building of an electric canard called
the Hummer from plans in RCM. Neither of our Hummers flew worth a darn. We don't know if it was a CG problem or what,
but we stuck them in a corner. Doug thought he could convert to something that would fly, so he cut the wings in half, glued them
back together with no forward sweep, put the canard on the tail end and presto, it flew like a pattern plane. Once I saw his fly I
converted mine (the orange and white one) and was amazed how well it flew.
As our first venture into electrics, the canards were enough to turn us off, but
thankfully we stuck with electrics and enjoy flying our "Bummers," as we call them now.
Return to "What's In This Issue?"
Don DeGasperi's 72" B-24
From: Dan Parsons email: danpars@worldnet.att.net
Hi Ken,
I figured you and the rest of the electric gang would like to see the results of
Don DeGasperi's latest design and building effort, his magnificent 72" B-24. As you may remember, I sent you in-flight
pictures of his A-20 Havoc, which you published in the Ampeer. Don's passion is drawing plans (to absolute scale) of a
plane that he likes and then building it and having it flown by our local electric Guru, Gary Kyle.
Don's latest, the B-24, Gary flew July 22, 2001 on it's test flight. Things could not
have gone better!! After using a high-start bungee system to launch it off the grass (which went perfectly), Gary put in about a 5
minute flight that was flawless and beautiful, both power-on and power-off. Over many years, I have seen several larger, IC
powered, B-24's fly and none could approach the smooth and obviously well-mannered flight characteristics of Don's B-24.
And remember, it is absolute scale, giving pause to the conventional wisdom that absolute scale models "just don't fly
right." By the way, I blew that "wisdom" away many years ago with my Martin Baker-5 and deHavilland
Hornet.
Here are the statistics on Don's B-24:
Wing Span: 72"
Weight: 4.5 lb.
Power: Speed 400's, direct drive; wired in parallel
Battery: 8 Sanyo 1900's
Electric continues to grow by leaps and bounds here in Albuquerque.
Best regards,
Dan Parsons
Return to "What's In This Issue?"
Getting the Ampeer
From: Adrian Drayson email: adrayson@presto.net.au
Dear Ken,
I have been informed you are willing to advise those interested in the Ampeer,
the date each issue is posted on the web? If this is the case, may I be so advised?
(This is exactly the way it works. The Ampeer is NOT sent out via email. A
notice is sent to those interested, when I have posted the current issue to the Web site. The current issue is available in
Adobe Acrobat .PDF format and in an HTML format. The paper version, available to those without a Web connection, is
printed from the .PDF version, and is identical, except that the version found on the Web can be printed in color on your
own color printer.
If you have Web access, I prefer that you get if from the Web site since it
saves me a lot of time in printing, folding, stapling, labeling and the like. If you now receive the paper version and can
get it on the Web, would you please let me know. Another nice feature of the Web version is that it is completely FREE!
13 months of back issues can be found on the Web site as well. There is an
index of back issues available.
http://members.aol.com/KMyersEFO/ampindex.htm.
I will be happy to email YOU any back issue listed.
I’m sharing the rest of Adrian’s email, as it demonstrates why so many people
are "switching to electric", and also the varied backgrounds that "we" efliers come from. KM)
Some personal details:
I have had many years experience with model aircraft and their means of
power...mainly rubber, then I.C. and to date electric motors! Of these few, electric is the most attractive for me. What I like best
is, less noise (usually), cleanliness, no oil-grimed hands to transmit to the TX & Rx gear, and the end of wearisome "wipe
down" sessions after a day's outing; not to mention begrimed clothing!
However, I'm a "tyro" when it comes to electrics, having been introduced to them
recently, by a long-time personal friend. Your Ampeer downloads are invaluable and greatly appreciated, thank you for them.
At one time I produced .60 cu.in.(10cc) I.C. engines as a "cottage
industry" and was very quickly put out of business by the low-priced Asian imports, but not before I'd produced some 60 of
them.
But now, it is electric motors and their idiosyncrasies that face me as I pursue this
very satisfying branch of our aeronautical pastime. How absorbing it is. (Hear, hear! KM)
Thank you for the encouragement the Ampeer gives the likes of me.
Regards,
Adrian Drayson, 43 Wallace Street, Sefton, NSW 2162 Australia
Return to "What's In This Issue?"
Details on Rick Sawicki’s Lazy Tiger P-51
From: Rick Sawicki email: Rrrjjjsss@aol.com
(There was a photo and a little info on EFO member Rick Sawicki’s
conversion of the Lazy Tiger P-51 in the July 2001 issue of the Ampeer. It generated quite a bit of interest, so here are
some further details. KM)
It is a stock Lazy Tiger 51 except for theforward top of the body. The blacked out,
anti-glare section, comes off to allow easy exchange of batteries. A platform was added from the firewall to behind canopy to
function as a floor for the batteries. The power system is a Cermark 2008 with stock gearing of 2.4:1. It is equivalent to
somewhere between an Astro Flight 15 regular and FAI. A Jeti 50 speed control is used. Both 14 cells, at a 35 amp draw, and
12 cells, at a 30 amp draw using 1700SCR and 2000SCR have been used. I have enough total cells of each type to have 4
complete running packages; 2 with all 1700 and 2 with all 2000. I’m using a 270 mAh 4 cell battery on the receiver. For props
I’ve used both the 12x10 and 13x10 APC electrics. The performance is fantastic. The takeoff run is 25-30 ft. and then it’s easily
airborne. It takes about 1/2 a lap to pick up speed then anything goes!!!! It will do consecutive 8's...vertical 8's, consecutive
fast or slow rolls and more. I have my transmitter timer set for 5 minutes. When it goes off, I have time to plan a proper landing
and usually a roll back to the pits. Throttle management required for 5 minutes. If you run wide open through the entire flight, it
is around 4 minutes. It is by far the best ARF possible for E-flight conversion if the person wants an extremely aerobatic
aircraft. I hope that answers most of your questions. If you need additional info, please send a note....best wishes....Rick Sawicki
Return to "What's In This Issue?"
Recommendations for Electric Powered Flight Systems
By Ken Myers
Part 1: February Ampeer 2001
Part 2: March Ampeer 2001
Part 3: June Ampeer 2001
Part 4: July Ampeer 2001
Part 5
In the July issue, we left off looking at the Goldberg 550 motor on direct drive and
found it only really, in a very limited way, useful only with 6 cells. Now we will investigate its possibilities with a belt drive.
Motor Specs: Belt Drive: Kv = 2233 Io = 2 Rm = .155
Weight = 8.6 oz. with MFA 2.222222:1 belt drive
Weight = 9.55 with Modelair-Tech 2.57:1 belt drive
Table 3: 7-cell Predictions, 2.222222:1 MFA Belt Drive
The Actual Power System Weight eliminates this setup for use with any type of
plane.
Table 4: 8-cell Predictions, 2.222222:1 MFA Belt Drive
By comparing the Actual Power System weight to the possible power system
weights of the plane types, it can be seen that this setup is only useful for gliders and old timers with 10 --20 amp draws. The 25
amps draw is once again under 50%, and the other types of planes do not have enough weight allotted to the power system.
Case 1: Glider or Old Timer using 8 600AE cells having a weight of 57.52 watts / 35 = 1.64 lb. or
26.24 oz. Wing area: (26.24 / 1.15 * 144)3/4 = 434 sq.in. Prop diameter: SQRT(26.24 * 2 / Pi) * 2 = 8.17 in. rounded
to 8 Prop Pitch = 8 * 0.65 = 5.2 or round to 5. RPM at 10 amps = 7,225 (from table) 8x5 folder prop watts out at 7,225 =
(8/12)4 * (5/12) * 1.18 * 7.2253 = 36.63 watts
The prop output is too low. The output of the motor and the prop outputs should
match. To increase the prop output, a larger prop is necessary. To find a bigger prop:
9x6 folder: (9/12)4 * (6/12) * 1.18 * 7.2253 = 70.4 watts
motor out at 10 amps = (8 * 1.25) - (8 cells * 0.012 * 10 amps) - (10 * 0.03) = 6.378 motor volts
motor out at 11 amps = 6.378 motor volts - (0.126 * 11) = 4.99 prop volts * (11 - 1.1) = 49.42 watts RPM = 4.99 *
2233 = 11,143
prop watts = (7/12) 4 * (4/12) * 1.18 * (11.143) 3 = 63 watts
The prop output is again too high, as the output of the motor and the prop should
match. To slow the RPM, the amps must go up.
motor out at 12 amps = (6 * 1.25) - (6 cells * 0.012 * 12 amps) - (12 * 0.03) = 6.276 motor volts
motor out at 12 amps = 6.276 motor volts - (0.126 * 12) = 4.764 prop volts * (12 - 1.1) = 51.93 watts RPM =
4.764 * 2233 = 10,638
prop watts = (7/12)4 * (4/12) * 1.18 * (10.638)3 = 54.83 watts
This is close enough to guess that a 7x4 folder will pull just over 12 amps at about
53 watts out.
What we now know about a glider or old timer using this power system is:
Finished weight: 52.5 watts (computed using 7x4 folding prop) / 35 = 1.5 lb. or 24 oz.
Wing area about: 405 sq.in. (revised using 24 ounces as the completed weight)
Wing area range: 385 - 425 sq.in. (range is plus and minus 5% of the suggested wing area)
Power system weight: 11 oz.
Airborne Radio Weight: 3.6 oz.
Completed Airframe Weight: 9.4 oz.
Prop: 7x4 folder
Amp Draw: 12.3
RPM: 10,485
Watts Out: 52.5
While it is quite feasible to build this plane with this power system, it is not
recommended, since the amp draw is too high and the airborne radio system allotment is too low to contain a reasonable receiver
battery for thermal soaring of a glider or old timer.
Table 5: Appropriate uses for the Goldberg Turbo 550 Motor
(*Note that the wing area range is + and - 5% of the target wing area)
Table 6: Predicted Motor Performance with Cells and Ratios Noted
(*Note: Gear Unit Wt. = 1.8 is MFA belt drive and
Gear Unit Wt. = 2.75 is Modelair-Tech H-500 belt drive)
Looking at the Table 6, it can be seen that this is not a very efficient
motor. If the supplied motor is to be used to power the Mirage 550, it should be used on 10 cells with the MFA 2.3:1 belt drive
added. (Note: it is advertised as 2.3:1 but I have determined that it is 2.28:1 and they rounded it.) While the values in
Table 6 are modeled, they are reasonably close approximations. I actually set up the unit on 10 Sanyo 1250SCR cells
using a 9x7 prop and at 8,150 RPM the amp draw was about 20. That was quite close to the prediction. The durability of this
motor, when using 10 cells is certainly in question, but since it is a FREE motor, it is worth it to use it up before replacing it.
My recommendation for the Goldberg Mirage 550, a very nice flying plane, would
be to add the MFA belt drive and use 10 1250SCR or 10 Panasonic 2000 NiMH cells until the motor dies. For a radio system I
would recommend a Hitec 555 receiver (0.75 oz.), 2 HS-81 servos (0.6 oz. ea.), 270/300mAh Rx pack (2 oz.) and an Astro
Flight 217D controller (1 oz.) for an airborne radio system weight of about 5 ounces. The total weight will be about 43 - 44
ounces, and the performance quite acceptable for a trainer.
Since the 663 sq.in. Goldberg Electra glider comes with the same motor, it is easy
to come up with a recommend system for it as well. The Turbo 550 with the MFA 2.3:1 belt drive and 8 Sanyo RC-2400 turning
an 11x8 folder would make up the power system. It would use the same airborne components as above and the finished
airframe weight would be about 19.5 oz. That gives an all-up weight of 47 - 48 ounces.
The Formulas and Rules of Thumb
While having access to a computer and knowledge of a spreadsheet or one of the
"Calc" programs does make life easier, all of the formulas for the rules of thumb are easily computed on a
calculator.
Output Watts
low-wing, mid-wing or high-wing (performance types) 55+ watts output per pound
trainers and light planes (moderate performance types) 45 watts output per pound
powered thermal sailplanes and old-timers (low performance types) 35 watts output per pound
biplanes 50+ watts output per pound
multi-motor planes based on desired performance for type
Target Weights Based on Wing Area with Flight Factors:
low-wing, mid-wing or high-wing (performance types), target 2.5, maximum 3
trainers and light planes (moderate performance types), target 2, maximum 2.5
powered thermal sailplanes and old-timers (low performance types), target 1.15, maximum 1.5
biplanes, target = 1.65, maximum = 2
Finished Weight:
Wing area in square feet = wing area in square inches / 144
Wing loading = wing area in square inches raised to the 1/3 power * flight factor
(Note: There are two different wing loadings used. The target wing loading sets the "desired" target
weight of the project, while the maximum wing loading sets the "maximum" acceptable weight for the project.)
Finished weight = wing area in square feet * wing loading
Minimum Prop Diameter and Relative Pitch
low-wing, mid-wing or high-wing (performance types)
minimum diameter = (the square root of ((weight in ounces * 1.15) / Pi)) * 2
pitch = 0.75 diameter
trainers and light planes (moderate performance types)
minimum diameter = (the square root of ((weight in ounces * 1.25) / Pi)) * 2
pitch = 0.65 diameter
powered thermal sailplanes and old-timers (low performance types)
minimum diameter = (the square root of ((weight in ounces * 2) / Pi)) * 2
pitch = 0.65 diameter
biplanes
minimum diameter = (the square root of ((weight in ounces * 1.4) / Pi)) * 2
pitch = 0.5 diameter
Component Weights
power system weight can equal up to about 55% of the total weight
onboard radio system weight equals up to about 15% of the total weight
completed airframe weight equals about 30% of the total weight
Prop Watts Out
Watts out = (Diameter in inches/12)4*(Pitch in inches/12)*KRPM3*Prop Multiplier
Diameter and pitch are in inches. Prop Multipliers: 1.31 typical wood prop, 1.18 folding carbon-fiber props,
1.11 standard APC props. KRPM is RPM in thousands.
KRPM = (Watts out/((Diameter/12)4*(Pitch/12)*multiplier))1/3
Back Figuring for use when one of the 3 Component Weights is known.
(weight / flight factor * 144)¾
Motor Formulas
volts to motor = (1.25 * number of cells) - (number of cells * cell resistance * amps) - (0.03 * amps) 1.25 is cell voltage,
0.03 is system resistance
watts out = (volts to the motor - (motor resistance Ra * amps)) * (amps - Io)
RPM = (volts to the motor - (motor resistance Ra * amps)) * RPM per volt Kv
motor efficiency = watts out / (volts to the motor * amps)
system efficiency = watts out / (1.25 * number of cells * amps)
Cell Amp Draws, Weights and Resistance for Estimation Purposes:
10 amps, 0.7 oz., cell resistance = 0.01
15 amps, 1.2 oz., cell resistance = 0.01
20 amps, 1.5 oz., cell resistance = 0.005
25 amps, 2.0 oz., cell resistance = 0.005
So ends our saga of confuse the reader. While some of you followed this
dissertation, many of you have become even more bewildered. That was not my intention. I received an email that shows, while
we are making progress, there is still much confusion about the best power system to use in a given plane.
Return to "What's In This Issue?"
Motors?
(I received the following email. It is very typical of the type of email I get
every day. I’ve printed the question, and my response, for your information. KM)
From: Bill Reed breed@hal-pc.org
Is there such a thing as a list of the various motors which has their size and power
comparisons? I am confused by the multitude of various motor models and their sizes and power, etc. Sure would be nice to
find out all the info in essentially one place!
Bill in Houston
Hi Bill,
Unfortunately, there is not such list. There are lists of motor constants that can help
you determine the properties of a motor, but no direct comparison chart. It would be almost impossible to make one. Almost any
given motor can be used in a lot of different applications. It is probably better to think of cell counts for a given plane and
performance than the motor. I do have a list on the EFO site, but it certainly isn’t all of the motors, cell counts and applications.
I use the Astro Flight 035 direct in my Lightening 250, a performance model. In
this application it uses 6 cells and puts out about 125 watts on a freshly charge pack. I use the same motor geared 2.82:1 in my
TigerShark on 10 cells. In this application it puts out about 188 watts. The Lightening 250 is a 250 sq.in. performance plane.
The TigerShark is a 480 sq.in. low-wing sport plane. Both fly as intended using the "same" motor.
An important limiting factor of a motor is its maximum RPM before things start to
be thrown off inside the case. Another limiting factor is how much area the case has, as this directly relates to how much heat
can be dissipated from the motor quickly.
MaxCim, a great brushless motor manufacturer, supplies two motors. They are
essentially the same size and weight. The only difference is the way they are wound. With various gear-drive/belt-drive
combinations, these motors can range from 100 watts out to well over 1000 watts out. That’s the same motor!
The best thing to do is not to think about the motor required, but the power out to
match the performance you have in mind.
Here is a short comparison you might find useful.
Closed can motors, Graupner and the like - you are wasting 40 - 50 percent of the
power you put into them.
Other ferrites, you are wasting 30-40 percent of the power you put into them.
Astro Flight cobalts, you are wasting 25 - 30 percent of the power you put into
them.
Brushless, you are wasting 20 - 25 percent of the power you put into them.
There is one way to tell if one motor is more efficient than another in a given
application and that is by its apparent resistance. This is a "pseudo" resistance that is used in figure how much
voltage loss is happening at a given amperage. The lower the Ra, the more efficient a motor can be. A typical ferrite Speed
600 motor might have a resistance of 0.125 ohm, while the equivalent “physical size” Astro Flight 035 has a resistance of 0.040
ohms.
What this means is that if both are run at 25 amps, not uncommon, the ferrite will
drop 25 * 0.125 or 3.125 volts and waste 78 watts of power that is dissipating as heat, while at the same 25 amps the AF035 is
25 * 0.04 or dropping only 1 volt and wasting only 25 watts. Brushless are even more efficient, for several reasons, but one of
the reasons is that, in general, they have even lower resistances.
Unfortunately, this still doesn’t answer the question, how do you compare one
motor to another. A 7.5 oz. Speed motor, a 7.5 oz. Astro Flight Cobalt motor and a 7.5 oz. brushless motor all have the same
weight, but there uses are all different. One of the best ways to find out what works, is to see what has worked well for others.
The EFO Web site has ratings pages,
(http://members.aol.com/KMyersEFO/page38.htm) that show
what Ampeer readers have found to be successful setups. Study them, and the type of plane you are trying to do, and you’ll
have a better idea of how to power your plane.
Return to "What's In This Issue?"
Rotation Rule:
The convention is that, viewed from the rear, the thumb points up the axis and the
fingers define the direction of rotation for the motor. Left hand would be counter-clockwise from the rear, right hand would be
clockwise. Aircraft prop rotation is from the cockpit so left hand has the prop moving left and down, reversed from
"normal." Left hand on an electric motor we would be consider reversed, but when a single stage gear-drive is
added, to a reversed rotation motor, the prop is now spinning clockwise, or in the normal direction. To use a single stage
gear-drive with a right-hand rotation, a "reversed pitch" prop is needed, or a belt-drive, which turns in the same
direction as the motor.
Return to "What's In This Issue?"
Sanyo CP-1700
(There was a discussion of the CP-1300 and CP-1700 Sanyo cells on the
eflight list (www.ezonemag.com to find out how to sign up). Ralph Weaver
was asked how these cells look. His response from the list follows. KM)
I've been very please with them. The increase in capacity from 1250 to 1700 was a
result of the same technology that increased the subC capacity from 1700 to 2000 and then 2400. I've been using the 1700's at
60-70A and they perform better than the 1250's. The pack doesn't get any hotter than 1250's and it should actually be a little
cooler since the internal resistance is a little lower.
(You can check out more about these cells, as well as others that Ralph sells at
his Web site: www.magtechinc.net While you are there you can also check
on the CP-1300 which Ralph said are closer to 1150 mAh but weigh about the same as the 800AR. The CP-1300 are
about the same diameter as other subC Sanyos. KM)
Return to "What's In This Issue?"
Great Lakes Electric & R/C Hobby Expo
October 6, 2001
10 A.M. - 9 P.M.
Oakland Yard
5328 Highland Road
Waterford, MI 48327
Phone: 248.673.0100
The Electric Flying Club was started in 1998 by aviation director David Dobrin.
Since it’s start, over 3600 people have attended our biweekly flying. Started as a pure electric endeavor, Oakland Yard has
developed a niche market and extremely strong following of electric ‘purists’.
Oakland Yard just didn’t stop as the seasons changed. Over 300 children have
gotten electric stick time in the summer months in our week long summer camps. Starting this summer, Oakland Yard will be
constructing an outdoor dirt track for the electric car enthusiasts.
About the Electric Show…
Check out the high performance of ELECTRIC!!!!
The dome at Oakland Yard is 80,000 square feet, 90 feet high in the center!
The Saturday, October 6th Show will feature over 60 ‘swap shop’ tables, 10
retailer/manufacture exhibit areas, a children’s R/C interactive zone, adult R/C car racing series, advanced model flight demos by
leading manufactures, model contest and of course food and drinks. All clubs across the Midwest, our complete data base of
members, all retail stores in the Midwest, all model shows and the surrounding media will be informed of this show. Oakland
Yard Athletics plans on running the biggest and finest electric show in the Midwest’ General public tickets are $5 per adult, $2
per child (12 and under), $4 senior citizens (55 and over).
All types are welcome to display/sell; electric or gas; boats, cars, planes and helicopters
General hobbyists will have access to all swap tables, model displays and retailer
space. The public will be able to purchase from the vendors all day and will be able view all demonstra-tions from the flight
line.
‘SWAP SHOP’ Tables (gas or electric)
Individuals will he able to purchase a 3’ x 6’ table, two chairs (without power) to
display and sell their wears. Gas or electric, it doesn’t matter. Sell what you want! Complete the application, available from
Oakland Yard, and additional logistic infor-mation will be sent out on receipt of check and application. i.e.., set-up time, tear
down time, etc. Swap shop table purchase includes two adult entry tickets. tickets.
‘Expo Space’
Those that purchase one of the 20 x 20 expo sites will have the primary advantage
of both a larger and more centrally located site on the flight line, and they will also receive allocated demo time for their products
and customers. Each expo space will be given equal time on our car and plane demo floor throughout the day. All indoor demos
must be driven by a non-combustible power source. All expo spaces will be supplied with four tables six chairs, one power line
and pre-scheduled demo times. Expo space is limited. A completed application and full payment is required to reserve space.
Additional logistic information will be sent out on receipt of check and application. ie., set-up time, tear down time, etc. Expo
space purchase includes employee passes and four adult entry tickets.
Competitions:
Car Racing
Preregister for one or more of six adult race heats throughout the day to qualify for
the championship race at 8:00 P.M. The top two cars per race, from the preliminary heats will race in the finals for electric
prizes! Register for as many races as you would like to ensure a chance in the finals. Racers will race from an elevated drivers
stand. Each race will cost $3 per. Racers can enter as many times as they want. All second place cars will compete in a
semi-final, where the top car will advance to the finals. The championship driver will be awarded the overall prize. Electric R/C
entrance ticket required.
Race times: 11am, 12pm, 2pm, 3pm, 4pm, 6pm
Semi Finals @ 6:30
Finals @ 7:00 pm
Classes: Off Road 2W & 4W 10th scale open
Flying Combat
Zaqi combat! Full contact, 40 miles per hour heart stopping fun. Zagi planes
(flying wings with electric motors) will battle to the finish. All Zagi planes will start at the same time, then attempt to score points
by making hits on the opponents air-planes. Most planes will be knocked out of the sky. The plane with the most points and a safe
landing will be declared the winner. Awards for the top gun in each race. Zagi competition $3 for two combat sessions. Electric
R/C entrance ticket required. Zagi combat will take place on Oakland Yard’s soccer field. (Weather Permitting)
Combat Flights: 1pm, 5pm
Model Competition (Gas or Electric)
Judged in their respected classes (land, air & sea), our expert judges will
award first place prizes and one best of show award. Entrances will be charged $5 per model. Pre-registration required. Hand
built models only no ARFS or semi-complete kits allowed. Hobbyists interested in entering the model con-test need only complete
the application form available from Oakland Yard.
Judqing awards at 6:00 pm
Special Demonstrations:
- Advanced helicopter maneuvers (gas outdoors, electric indoors)
- High performance electric cars
- Precision aerobatics
Oakland Yard Aviation Club - Winter Schedule 2001 /2002
Saturday, November 3rd - 8:00 P.M. to 12:00
Saturday, November 1 7th - 8:00 P.M. to 12:00
Saturday, December 8th - 8:00 P.M. to 12:00
Wednesday, December 26th - 7:00 P.M. to 11:00 P.M. ‘Reindeer Fun Fly II’
Saturday, December 29th - 8:00 P.M. to 12:00
Saturday, January 1 2th - 8:00 P.M. to 12:00
Saturday, January 26th - 8:00 P.M. to 12:00
Saturday, February 9th - 8:00 P.M. to 12:00
Saturday, February 23rd - 8:00 P.M. to 12:00
Saturday, March 9th - 8:00 P.M. to 12:00
Saturday, March 23rd - 8:00 P.M. to 12:00
Saturday, April 6th - 8:00 P.M. to 12:00
Saturday April 20th - 8:00 P.M. to 12:00
For more information, an application or sign-up for the winter flying session, contact
Dave Dobrin at the dome, Oakland Yard, 248.673.0100.
Return to "What's In This Issue?"
To Reach Ken Myers, you can land mail to the address at the top of the page. My E-mail
address is:
KMyersEFO@aol.com
EFO WEBsite: http://members.aol.com/KMyersEFO/
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