By Bob Underwood
As seen in the January 1997 issue of Model Aviation.
At some point, individuals who have been attracted to our hobby/sport of aeromodeling are prone to feel that they are no longer newcomers or beginners. But how do we determine that point? The movement is evolutionary rather than revolutionary. The accumulation of information, development of reflexes, and refinement of skills are blended into this equation.
Some clubs maintain specific training programs.These typically include a "graduation" that somehow identifies the end of the training period. Usually this recognition is based on some judgment of the flying skills and safety knowledge revealed by the candidate. Clubs often reward this metamorphosis by publicly recognizing the individual with a pin, patch, or certificate.
Often this moment signals the beginning of a very rocky time for the newcomer. The surface level of comfort felt by the individual masks a more fundamental lack of knowledge. Additional knowledge will be necessary in order to handle emergency situations and to fly "hotter" types of aircraft. Let's consider some thoughts along the lines of "next steps."
Don't fly alone. There is often a tendency, when freed from the necessary instructor, to go to the field and fly alone. For the retiree, this is often a temptation. The feeling is that mistakes can be committed without the egobending eyes of others viewing them! Practicing in this manner is in itself a mistake, for at least two reasons.
First, during the early stages, it is virtually impossible to accurately assess the reasons behind your problems. You just aren't operating with enough background or hands-on experience.
Second, the Lone Eagle approach simply is not safe! Granted, if you are flying a small rubber-powered Free Flight model, the latter concern is minute, but any engine- or motorpowered model should require the presence of at least a second party. Virtually every club can cite at least one serious accident that involved bleeding that required medical aid beyond what the injured party could render. Remember: Most fields are in remote areas without any means of communication.
It is wise to enlist the aid of a person with some knowledge of how to handle models. The "pick up" pit crew member you enlist might be someone's nonmodeling friend. This person should be given some basic information about what is expected of them----don't just point toward the tail of the model and say, "Please hold this for me." Often they have no idea what they should or shouldn't touch, or how hard they should squeeze!
Your next model. Trainer models are generally well-identified as such. They tend to possess certain qualities that make them suitable for that purpose. Your next model will need to serve other needs, however.
Almost without exception, you will be looking for something a little "hotter." That translates into something faster and more maneuverable. Your second model choice may run to the Scale end of the spectrum. The admonition here would be to seek guidance, just as you did for your first model.
Look at what others are flying. Observe the models' flight characteristics. Ask questions about the building techniques that were required. Hopefully, you'll be able to peek in the kit box and look at the plans before you buy anything.
Remember that a trainer is designed to help you get out of trouble. The model does some of the work for you. Assuming it has a flat-bottomed airfoil and a shoulder- or highmounted wing with dihedral, just letting go of the controls will result in the model assuming a more level flight path. But your second model (the "screamer") probably has a bigger engine, a symmetrical (or almostsymmetrical) airfoil, little or no dihedral, and is middle- or low-winged. It will have a tendency to go where it is pointed until you fly it out of the attitude it's in. It will require constant flying and will give you little opportunity to relax.
Perhaps an element of exaggeration has been inserted here. Your upward movement may not embrace quite so radical a step. Bear in mind that this illustration is for effect. In other words, think about where you are headed, and choose your models accordingly.
Beware the "I've Got It Made!" syndrome. I've addressed this problem before. One of the most common feelings early in your development is that you've got a lock on this flying stuff. It's such a natural thing to have happen!
After you've been carefully schooled in the principles by your instructor and you've been favored with a good-flying, forgiving trainer, you've developed a high level of confidence. Then pow! You find that the second and third models you build and fly on your own are forever being dinged.
We tend to forget that the eye-brain-hand connection takes a long time to develop into the non-thinking reflex stage. The process is also highly individualistic. Sometimes the older you are, the harder that point is to understand.
It's also highly unlikely that your training stage addressed all the "what ifs" that could happen. Hopefully, your instructor worked you through a number of the possibilities, but it's unlikely that all of them were covered. Deadstick landings, stalls, and windy conditions are likely to have been a part of the training. In some cases, some of the contingencies couldn't be covered because your trainer was incapable of performing some maneuvers.
Probably one of the most interesting mental challenges comes when flying inverted. It's a situation where you must remember that the elevator is reversed, at least relative to what happens between the model and the ground! So-o-o, you practice diligently to mentally reverse the elevator and remember that "down is up" while flying inverted. But what about the ailerons? Do they reverse so that you must give left to bank right?" The answer is, of course, "No!" While you fly inverted your brain must effectively reverse only half of the normal flying functions of elevator and aileron. Fun, huh?
The short of all this is to select that second model carefully—not only for flying characteristics, but also for building requirements. While each step should be a progression in your development, don't overwhelm your capabilities. Passing driver's education does not automatically place you in a position to take on the Indy 500 on Memorial Day! One of the quickest paths to disinterest and expense in aeromodeling results from trying to push your abilities too rapidly.
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