SOUTHERN ALAMEDA COUNTY RADIO CONTROLLERS
September 15, 2004
Volume 2, Issue 9
Southern Alameda County Radio Controllers
The Prez (No) Sez…
Lou Haynie
Minutes of the September 4th General Meeting
Roger Blair
Minutes – The minutes of the previous meeting were accepted as
published.
Executive Absences – The Secretary
& Vice Pres were not present.
New Members/Prospects - New
Members were: Eric Mocker;
Rocky Valin; Dan Dennis; Thomas
Ford.
Prospective Members were : –
Not reported.
Other outstanding prospective
members were: – Not reported.
Treasury Report – Accepted as read;
— See Business Web.
No Raffle: — Sponsor not present.
Secretaries Report – Not reported.
Field Report – Jeff Whitney and Will
Davi reported status on the airfield weather station. The supporting computer and telephone
should be installed Sunday the
5th. When the station is up and
running, the telephone number
for accessing the weather reporting is (501) 489-2131.
Lou reported on availability of fill for
the extension of the pit area further towards the south end of the
runway, and getting appropriate
equipment for packing to prevent
soft spots caused by winter water
softening.
Safety Report – Gene Jensen reported
a safety incident two weeks earlier, where Rico Dalmau, with a
student on buddy-box lost control
of their airplane, crashing into the
staging area into two of Rico’s
own airplanes.
Art Vargas reported that people
are using the butt cans installed
on some of the spectator benches
were being used for garbage.
Also the garbage can will be removed from the site.
Everyone is asked to stop putting
trash in the butt-cans or they will
have to be removed, and PLEASE
pick up ALL debris that you see
around you while at the field, as
that is the only way we can maintain a reasonably decent environment for our hobby. Remember
that the caretaker who lives on the
property monitors our field conditions continuously, and can affect
our use of the airfield.
Chris Bennett reported an incident where Dave Frey got fuel in
his eye, a very dangerous situation — Gary Rebiskie made up an
emergency eye wash station for
the airfield.
Old Business – None
New Business – Bob Freshwater requested considering holding gen-
eral meetings on the second Saturday rather than the first, because many long weekends next
year will be falling on our meeting week. After some discussion,
Lou Haynie said he would take the
issue under advisement.
Lou Haynie reminded us of the
election for new officers to be
conducted at the October meeting — you can use the sample
ballot found in last month’s (or
this month’s) newsletter, or ballots that will be made available at
the meeting.
Announcements – Art Vargas Reported that member Jerry Heuer
was getting out of the hobby, and
wants to sell off all his aircraft as a
bundle, for $3000 . Jerry can be
contacted at: *82-510-791-6187.
Dummy of the month – Instructor
Rico Dalmau for lost control of
student’s airplane.
Trees Award – Denis Berlan
Show and Tell – Roger Blair
Showed off his Do-it-Yourself
homemade hand wound brushless motors, in various stages of
assembly.
Page 2
Southern Alameda County Radio Controllers
Does Radio Control flying qualify as exercise?
Is the flying of Radio Control (RC)
aircraft considered adequate exercise? Arguments for and against are
described below.
Almost every flier gets up at 6 a.m.
to fly in the mild breezes of dawn.
Problem: A person has to get up more
than once before they are considered
to be doing sit-ups.
RC fliers tend to have larger
thumbs. Problem: There is no known
association between cardiovascular
fitness and large thumbs.
RC fliers often bend down or squat
near their airplanes. Problem: It has
been noticed that once they are
down, they have a hard time getting
up.
Covering materials for RC models
Many years ago, covering a model
airplane meant hours at the workbench, inhaling dope fumes,
spraying tissue or silk with water
to draw it tight, and waiting many
hours drying time between coats
of dope to seal and paint the
cover. I’ve heard this era of modeling referred to as “the good old
days.”
Personally, I really enjoy doing
this type of covering, but for the
modeler with a limited amount of
hobby time, there are several alternatives that require far less skill
and still produce a nice looking
finish in less time and with a lot
less effort.
Within the realm of iron-on covering, there are three basic types:
the weaves, the Mylars, and the
synthetic tissues. Within those major groups are some subgroups.
For the weaves, there is Solartex
(also found as Colortex) and Super
Fabric. Also in that group, you’ll
find 21st Century pre-painted fabric, Nelson Lightfab, and Super
Coverite. These materials are
available in eight basic colors.
In the Mylar realm, there is MonoKote, UltraKote, TowerKote,
EconoKote, Oracover, and Nelson
Litefilm. The color selection of
these materials is excellent.
Finally, there are iron-on synthetic
tissues, found under the names
Litespan, Airspan, and Black Baron
Coverlite. Again, color selection is
limited to about a dozen choices,
including some fluorescents.
Iron-on fabrics
As weaves go, my favorite is Solartex simply because it’s the easiest to use. It lays down nicely, it’s
easy to remove the wrinkles, and
it goes around compound curves
beautifully. The downside is that
over time, the adhesive will release and the cover will fall off the
model. A simple cure is to brush
on a coat or two of Balsarite (the
type recommended for film covering) before you cover your model.
Nelson Lightfab is a lighter grade
of the same type of material. I recommend this one for .40 size or
smaller models. For models larger
than that, stay with Solartex or others in that family.
21st Century fabric is by far the
most difficult of all the fabrics to
use. I have found that this material
is difficult to apply, does not
tighten well, and is torture to use
around compound curves. The
By Dale Palmer
Some of the terminology sounds
like exercise. For example, sport
aerobatics, fuel, or gear. Problem:
Terminology in and of itself is insufficient evidence of an adequate aerobics exercise program.
RC fliers often are seen walking in the
woods. Problem: Generally, they only
(Continued on page 7)
By Pat Tritle
shrinkage is limited, offers little
rigidity when applied over open
structures, and does not hold its
shape well in direct sunlight.
However, over sheeted surfaces,
the material does lie down nicely,
but it requires a fair amount of
maintenance to eliminate the bubbles that occur when it is exposed
to heat or direct sunlight.
With the exception of the 21st
Century fabric, all of these materials, when used on liquid-fueled
airplanes will require some type
of sealer coat to eliminate fuel
soaking that holds dirt and grime
in the weave and is very difficult
to remove.
Iron-on films
There are two basic classes of
iron-on films: MonoKote and UltraKote. The easiest way to distinguish one from the other is that
MonoKote is stiff, where UltraKote
is more pliable and rubbery.
These films are available in several colors, but MonoKote still offers the best selection. The MonoKote class materials are applied
and shrunk at a higher temperature than UltraKote, but UltraKote
handles compound curves much
(Continued on page 3)
Page 3
Southern Alameda County Radio Controllers
Covering materials for RC models
more easily, though offers less
torsional strength than MonoKote
over an open structure.
Over fully-sheeted models, I prefer UltraKote since it goes on with
much cooler temperatures and is
not prone to bubbling like MonoKote. For trimming, UltraKote can
be applied over MonoKote since
it is applied with cooler temperatures, though MonoKote shouldn’t
be ironed onto UltraKote. Also,
when MonoKote is applied with
heat as a trim material over MonoKote, the adhesive will tend to gas
off and cause bubbling between
the layers. The only way to avoid
this problem is to apply the trim
with commercially available solvents or even Windex glass
cleaner (or other types of cleaners that contain Ammonia D).
Finally, there is Nelson Litefilm,
which is also available under the
name Solar Film, and is recommended for small park flyer electric models, although I’ve heard of
people using it on gas models up
to .10 size with excellent results.
This material is applied at very
low temperatures, shrinks beautifully, and handles compound
curves better than any other ironon material I’ve used. What’s
even better is that it will shrink
only as much as needed to eliminate puckers and wrinkles and
will not distort even the lightest of
airframe structures.
Even though Litefilm is applied at
very low temperatures, the adhesive is very aggressive, and as a
result, the material is prone to
sticking to itself if the adhesive
side contacts itself. The instructions offer a clear description of
the solution and should be followed closely.
Synthetic iron-on tissue
The iron-on synthetic tissues are
available in two types: Litespan
and Airspan. Litespan is also
available from Black Baron under
the name Coverlite. Both of these
materials are identical, except
that Litespan has a sealer coat applied and Airspan doesn’t.
This type of material is an excellent choice for electric park flyers, but I’ve also used it on gas
models up to .074 size engines.
Neither of these materials has adhesive applied, so before it is
ironed onto the model, a coat of
Balsa-Loc must be applied to the
model, everywhere you want the
cover to stick. Having used several different adhesives to apply
Litespan, I found the water-based
Balsa-Loc to be the best choice
since it releases with heat, allowing the cover to be pulled and
tugged around to eliminate wrinkles.
The downside to this material is
that it doesn’t do compound
curves well. Airspan is better than
Litespan, but neither is all that
great. Also, the material has a
very limited shrink, so the wrinkles need to be pulled out before
shrinking begins. Finally, this is a
low temperature application and
is very sensitive to overheating.
Once overheated, it will never
shrink again.
This is by far the most difficult of
any of the lightweight iron-on covers to use, but once you get the
hang of it, it works nicely for a
“tissue look” cover. Trim is applied using Japanese or domestic
tissue and can be applied using
dope or water-based varnish.
Since I always add tissue color
trim, I prefer Airspan since it
continued
starts out lighter, and a sealer coat
will be added over the trim anyway, ultimately producing a
lighter finish.
Table of Weights
Litefilm
.600 oz./sq. yd.
Airspan
.673
Litespan
.849
Colored Transparent MonoKote
1.685
Opaque Colored
2.224
Nelson Litefilm
1.600
21st Century Fabric
2.310
White Super Coverite
2.400
Colored Super Coverite
2.700
Conclusion
The one thing all of these materials have in common is to get good
results, they must be applied
properly. More heat isn’t necessarily better and won’t cover a
sloppy job of applying the cover
or preparing the surface to which
the cover is applied. The best advice is to follow the manufacturers’ recommendations for application and shrinking temperatures, and to use the material best
suited for the type of model
you’re building.
from The Flying Machine News
Rocky Mountain Flying Machine
Bob McCachren, editor
Albuquerque NM
Page 4
Southern Alameda County Radio Controllers
RUDDER CONTROL:
What to do with your left hand
while you’re flying
Students typically do little with
their left hands while learning to
fly. Most of the throttle control is of
the on/off type—on for takeoff and
flying and off for landing. I’d like to
tell you why you should use both
controls on the stick.
Let’s start with a fun maneuver that
uses both rudder and throttle. I call
it the “tail wag.” Start with a nice,
high and straight line (as all maneuvers are started) parallel to the
runway. Have the throttle set to
about half. As you go past yourself
(the center), smoothly raise the
throttle to full and let the airplane
gain speed until it gets to full
speed. Now it’s past you and going
fast. Pull up to vertical and go
straight up.
As soon as your airplane is going
straight up, start moving the rudder stick side to side. Take roughly
a second to do this; don’t stop until
the airplane slows down and almost stops. At this point, push
down elevator and resume level
flight. Don’t forget to lower the
throttle to approximately half and
make your turn back. Did you see
the tail wag? Wasn’t that cool?
Do it again. Each pass do the same
By Bob Karasciewicz
thing and have fun. Now you are
making the airplane do what you
want! You’re using the rudder
and it’s a ball. Let’s try something
a little more complicated. If you
practice these things, using the
rudder will be just like using the
ailerons. You’ll be doing it automatically.
The flat turn
Flat turn? How does an airplane
turn flat? Everyone knows an airplane has to bank to turn. My instructor told me that when I was
just starting out! Relax and everything will be all right. Since you
are using the rudder, you can do
more things with that beautiful
trainer. Let’s try one.
First establish a nice high and
straight line parallel to the runway. As I said before, most maneuvers start that way. Have the
throttle set to approximately half
again. Just before the airplane
gets to the center (right in front of
you), raise the throttle to full. The
airplane will gain speed. As the
airplane gets to the center and is
going fast, slowly go to roughly
half rudder (this stick movement
should take about a full second).
Use the rudder to turn the airplane away from the runway. If
you’re going from left to right,
give left rudder. If it’s going from
right to left, give right rudder.
As you input the rudder, the airplane will start to do two things:
roll and yaw (turn). At this point
you will give opposite aileron to
prevent the bank (roll). If you
gave right rudder, give left aileron. If you gave left rudder,
give right aileron. Move the aileron stick enough to keep the
wings level. Depending on the
wind, you will adjust the roll cor-
rection by adding or removing aileron input.
Students do little with their left
hands
while learning to fly. I’d like to
tell you
why you should use both controls
on the stick.
Notice:
The October General Meeting
will be held on the First Saturday,
October 2nd.
Please put this on your calendar.
To reiterate: If you’re going left to
right at full throttle, give approximately half left rudder, and as the
airplane starts to bank, use right
aileron to keep the wings level.
The airplane will be turning but not
banking. You will only see the yaw.
On aerobatic airplanes, when you
give rudder, the airplane will do
little or no banking.
This rolling as you give rudder is
called roll coupling, and it has a lot
to do with the amount of dihedral
in the wing. This is not an aerodynamics column so I will not go into
(Continued on page 5)
Page 5
Southern Alameda County Radio Controllers
RUDDER CONTROL:
(Continued from page 4)
why. Hey, my airplane is turning
without banking and I don’t know
what to do next? Sorry, student!
Let’s get you out of the flat turn.
When you have turned enough,
just let the sticks (meaning both
the rudder and aileron) go back
to neutral. Please don’t just let go
of the sticks. That “boing” drives
me crazy, not to mention it will
quickly wear out your transmitter
as it will reduce the accuracy of
your stick input.
Practice this stuff and while you
are practicing using the rudder
don’t forget to have fun. There is
one danger you may run into
while doing flat turns. After doing
a 90° flat turn, you will no doubt
want to do more. That is, you’ll
want to complete a flat circle.
They are really great and very
impressive. Do them, but beware.
The flat turn is a high drag maneuver. After all, you are forcing the
airplane to go sort of sidewise.
This causes more drag and speed
continued
goes down, causing less lift. Also,
there is even less lift because of
the sidewise airflow over the
wing. Less lift means you could
run out of lift. Running out of lift
means a stall. Now don’t start worrying. You are nice and high, remember. If you do stall, release
the rudder and aileron and return
them to neutral, maintain full
throttle and point the nose down a
bit. As you gain speed, give a little up elevator and you will have
full control as before.
In all, it’s no big deal. Stalling is
part of flying. Actually, there is no
need to even go that far. With today’s trainers you could do full
rudder flat turns and multiple circles before you’d ever get into
trouble. Okay, now let’s get to the
really interesting stuff. We’re going to combine all you have just
learned and do an amazing maneuver that you’ve seen and admired ever since you started coming to the field.
The stall turn
You know what to do. That’s right,
high, straight, half throttle and
parallel to the runway. As you
pass the center of the field, you
will go to full throttle and maintain
heading at a high rate of speed.
When you come to the place
where you would normally turn
around you will instead give full
up. Go up straight, vertically, and
at full throttle. After you have
gone a few airplane lengths and
your airplane has slowed down,
lower the throttle to roughly onethird (keep it well above idle). As
your airplane slows, give full rudder and after about a second,
enough opposite aileron to keep
the aircraft from rolling.
If you catch it just right, your airplane will turn flat within its own
wingspan. Now you will be heading straight down. Release the
rudder and aileron, raise the
throttle to about half, and when
you have gained some speed, return to level flight by giving up
elevator.
One of the things that can go
wrong is the aircraft flops over on
its back or front. Recovery is the
All Members—Note:
Any membership not
renewed prior to
February 1st of a new
year will be cancelled.
To renew a cancelled
membership, proof of AMA
insurance and payment of
a new initiation fee, annual
membership fee, and field
improvement assessment
fee will be required.
(Continued on page 7)
Southern Alameda County Radio Controllers
Page 6
Sample Ballot for the election of 2005 Officers
by Roger Blair
President and Chairman of the Board
1. Incumbent:
Lou Haynie
(Declined New Term)
2. Nominee:
Robert Freshwater
(Accepted Nomination)
3. Write-in:
______________________________
Vice President and Member of the Board
1. Incumbent:
Rico Dalmau
(Declined New Term)
2. Nominee:
Eugene Jensen
(Accepted Nomination)
3. Write-in:
______________________________
Secretary and Member of the Board
1. Incumbent:
Ian Oberholser
(Declined New Term)
2. Nominee:
Jim Newman
(Accepted Nomination)
3. Write-in:
______________________________
Treasurer and Member of the Board
1. Incumbent:
Bruce Filena
(Accepted Nomination)
2. Write-in:
______________________________
Past President—Director and Member of the Board
(Position filled in accordance with our By-Laws)
Candidate:
Lou Haynie
(Do not vote for this position)
Director at Large and Member of the Board
1. Incumbent:
Jeff Whitney
2. Nominee:
3. Write-in:
______________________________
Director at Large and Member of the Board
1. Incumbent:
Dave Frey
2. Nominee:
Don Rowland
3. Write-in:
______________________________
Director of Communications and non-voting Member of the Board
1. Incumbent:
Roger Blair
(Accepted Nomination)
2. Write-in:
______________________________
Page 7
Southern Alameda County Radio Controllers
RUDDER CONTROL:
continued
training nights. There is plenty to
learn after you solo. After all, we (as
do most clubs) only require the
most rudimentary maneuvers and
takeoff and landing to solo. Most of
your learning will take place after
you solo.
(Continued from page 5)
same. Most likely you were going
too slow before giving the rudder.
Input the rudder control sooner or
don’t throttle down as much. If you
still can’t catch this maneuver, you
may want to talk to your instructor
about increasing the throw of the
rudder. Many trainers have very
little rudder throw.
You may not catch the stall turn
with a first try. Try it again! Don’t
be afraid to go back to one of your
instructors and ask for help. This
can be a little tricky. You will be
able to do this within a couple of
tries.
If you are using a second airplane
for this maneuver, you will probably have less roll coupling with the
use of the rudder so be moderate
with the use of the aileron corrections. At my club, we invite all soloed pilots to keep coming on
Does Radio Control flying qualify as exercise?
(Continued from page 2)
walk in the woods once a quarter, and
that is not for exercise but to recover a
downed aircraft.
Weight lifting involves a buddy to
spot the lifter. Problem: Even though
club members use a “buddy box” and
often “spot” real airplanes, the concepts involved are quite different than
those used in body building.
In an exercise program, an individual is known to sweat after about 20
minutes. RC fliers also are known to
sweat after about 20 minutes. This is
the only assertion where similarities
exist between exercise programs and
RC flying.
from Ramblings
Roxbury Area Model Airplane Club
Michael Ramsey, editor
Flanders NJ
continued
People who exercise usually have
better eyesight. Fliers often have to
see at great distances but generally
cannot tell whether the object they are
looking at is right side up.
People who are successful in exercise
programs generally work out at the
same time of day, five times a week.
RC fliers can be found at the field on the
same days and times.
Persons involved in exercise programs often are fixated on building
the perfect shape. Similarly, RC builders are fixated on achieving the perfect
shape, but in this case, we are talking
about the aircraft, not the person. The
individual may actually be way out of
shape.
Conversations among those who exercise regularly often is laced with
letter and number combinations, (B6, B-12, the B complex). Similarly, RC
flier conversations contain letter and
number combinations (B-52, P-26).
Those involved in exercise programs are concerned about weight
gain. RC builders are equally concerned about weight gain, but again
the focus is on the aircraft.
from The Beam
Eglin Aero Modellers
Dale Palmer, editor
Niceville FL
Page 8
Southern Alameda County Radio Controllers
HELICOPTERS:
Musings of a former pilot
Anything that screws itself into the
sky flies according to unnatural
principles. Consequently, old hightime helicopter pilots are a bundle
of tightly screwed nerves.
Never sneak up behind one and
clap your hands. He will instantly
dive for cover and most likely
whimper … then get up and smack
you.
There are no old helicopters lying
around airports like you see old
airplanes. There is a reason for this.
Come to think of it, there are no old
helicopter pilots either.
You can always tell a helicopter
pilot on a train, airliner, or in a car.
He is the one who never smiles because he is listening for the significant sound that tells him there is a
problem with the engine.
Helicopter pilots fly in a mode of
intensity, actually more like “spring
loaded,” while waiting for pieces of
their ships to fall off. Flying a helicopter at any altitude over 500 feet
is considered reckless and should
be avoided. In fact, flying at any
Author Unknown
altitude that precludes a landing in
less than 20 seconds is downright
foolhardy because you have about
one second to lower the collective
in an engine failure before it becomes unrecoverable. Once
you’ve failed this maneuver, the
machine flies about as well as a 20case Coke machine. A perfectly
executed autorotation only gives
you a glide ratio slightly better
than that of a cement building
block.
When the blades of your rotor are
leading, lagging, flapping, and
moving faster than your fuselage,
there’s something unnatural going
on. While hovering, if you start to
sink a bit, you pull up on the collective while twisting the throttle.
Simultaneously, you push with your
left foot (more torque) and move
the stick left to hold your spot. If
you now need to stop rising, you
do the opposite in that order.
When you feel a sinking sensation
in your gut (low “g” pushover),
you are instantly reminded that
you are flying a two-bladed, under
slung, teetering rotor system, and
you are about to do a snap roll to
the right and crash. As a matter of
fact, any aerobatic maneuver
should be avoided. Don’t push
your luck. It will run out soon
enough anyway.
tions or by an incompetent pilot, it
will fly. A helicopter does not want
to fly. It is maintained in the air by
a variety of forces and controls
working in opposition to each
other, and if there is any disturbance in this delicate balance, the
helicopter stops flying.
There is no such thing
H
ave you browsed your
website lately? Changes
are being made, new content is
being added almost daily. So
stop by and see what’s new.
O
ur online newsletter is slow
to load. Sorry, there is
nothing much other than buying
newer/faster hardware and
software to cure this problem at
this time.
Have patience, and you shall be
rewarded.
http://sacrc.bizland.com
as a gliding helicopter.
If everything is working fine on
your helicopter, consider yourself
temporarily lucky; something is
about to break.
This is why, in general, airplane
pilots are open, clear-eyed, buoyant extroverts and helicopter pilots
are brooding, introspective anticipators of trouble. They know that if
something bad has not happened,
it is about to. Remember the
fighter pilot’s prayer: “Lord, I pray
for the eyes of an eagle, the heart
of a lion, and the balls of a helicopter pilot.”
The thing is helicopters are different from airplanes. An airplane, by
its nature, wants to fly, and if not
interfered with by unusual condi-
from The Cam Journal
Central Arizona Modelers Inc.
Marvin Hinton, editor
Sedona AZ
Page 9
Southern Alameda County Radio Controllers
Weather Station at the Airfield:
As some of you are aware, Jeff Whitney
and Will Davi have reported that our
weather station is getting closer to realization. Although the computer, modem and website are not yet setup with
software for reporting on the web, a
telephone for phone access to the site
is installed and working.
within some period of time, perhaps 15
or 30 minutes. When we get the web
reporting system working, there will
be a display on the right side of the
what’s new page on the SACRC website.
Stand by for takeoff!
Note: The phone number is/will be:
(510) 489-2131.
When the system is complete and operational, it should be up 24 hours a
day, 7 days a week. You can call that
number at any time, and if the system is
not down, you will here an automated
weather report for the airfield, current
Roger Blair
Attention all Members
Gene Jensen’s
Futaba SU Super
8UAPS/8UAFS Transmitter
and AMA card were taken
from impound Monday afternoon, 9/4/2004.
If anyone has any information about this radio & card
please contact Gene at:
(510) 782-1700
Northern California R/C Society Event Calendar
September
4-5 IMAC @ Riverside, CA.
5 Warbird Races @ Red Barons,
Sacramento, CA.
11 Flea Market @ Bayside R/C,
Fremont, CA.
11-12 IMAC @ Oakdale, CA.
12 Fun-Fly @ Vaca Valley R/C,
Vacaville, CA.
16-17-18-19 Full Scale Racing @
October
1 Night Fly @ Red Barons,
Sacramento, CA.
2 .025 and Small Electric Nats Fun
Fly @ Red Barons, Sacramento,
CA.
2-3 IMAC Southwest
Championships @ Las Vegas, NV.
Reno, NV.
18-19 Pattern @ Wavemasters,
Hollister, CA.
18-19 Jet Fly-In @ FRM, Fresno,
CA.
18-19 IMAC @ Whittier, CA.
19 Family Fun Day @ Bayside R/C,
Fremont, CA.
25 T-34 Races @ SCCMAS,
Morgan Hill, CA.
9 Electric Fun-Fly @ Half Moon
Bay, CA.
9 Open Combat – Mount Diablo
Face Off 2 @ EBRC, Livermore,
CA.
26 Airshow @ EBRC, Livermore,
CA.
26 Fun-Fly @ Woodland-Davis,
Woodland, CA.
For more event info,
visit our website
http://sacrc.bizland.com
10 Devil Mountain Electric Fun-Fly
@ DVRC, Pittsburg, CA.
16-17 T-34 Races Championship Triangle Series @ Madera, CA.
9-10 Warbird Races @ SAM,
Sacramento, CA.
21-22-23-24 IMAC – Tucson
Shootout @ Tucson, AZ.
9-10 Jet Fly-In @ Woodland-Davis,
Woodland, CA.
23 Open Fun Fly @ SCCMAS,
Morgan Hill, CA.
Southern Alameda County Radio Controllers
SACRC
Director of Communications
33140 Lake Oneida Street
Fremont CA 94555
«AddressBlock»
Phone: 510-471-1606
Fax: 510-441-0858
Email: Roger.Blair@Comcast.net
SACRC "SacRats"
We are on the Web!
http://sacrc.bizland.com
What’s in this publication
•
Page 1-2
From the Prez, Minutes of the
September Meeting.
•
Page 2-3
Covering materials for RC
models.
•
Page 2, 7
Does Radio Control flying
qualify as exercise?,
•
Page 9
Weather Station at the Airfield,
Northern California
R/C Society Event Calendar.
Page 4-5, 7
Rudder Control:
•
Page 6
Sample Ballot for the election of
2005 Officers
•
Page 8
Helicopters:
Roger Blair—Director of Communications