by George Dawe
Thirteen pilots participated on October 11, 1998 in the exclusive "704" event with ten pilots opting for the unlimited "open" competition. Considering that the clubs busy schedule allowed no time for advertising, I was amazed at the level of pilot and spectator participation! The combat event appears to be growing on its own by leaps and bounds!
As I announced in the last newsletter, we implemented several rules changes to bring us more in-line with ASDA rules. All of these changes proved to be beneficial. The 90 second engine start rule allowed for less confusion associated with the old 60 second take-off scramble. Less confusion translated into safer flying conditions. Those that did not get airborne within the 90 second period were allowed to take-off late but were not awarded the 25 "airborne" flight points. Allowing airplanes to take-off in a tardy fashion rather than enforcing the prior "heat disqualification" gave the event more excitement by allowing more airplanes per heat which translated to more action from the eye of the spectator. The seven minute flight rule was not implemented at this competition, but will be introduced at the December 6, 1998 event. Because of the club’s inability to timely post the seven minute flight rule, (allowing contestants time to change-out gas tanks), the six minute flight rule remained in effect. Finally, all pilots utilizing a .21 powered House of Balsa P-47 were informed that as of 1999, their aircraft would no longer be legal in the 704 event, although they were welcome to fly them in the 1999 Open Class events.
During the course of the October 11, 1998 event, several mid-airs occurred including a spectacular double mid-air which happened during one of the final heats of the Open Class. The collision looked like a scene out of an old war movie! Little pieces filled the sky! Unfortunately, my "squint" scale L-5 is no longer. In fact, considering it now has no tail or wing tips, it’s actually quite a bit shorter! From my point of view, and I am writing the article, my left wing tip disintegrated first when Frank Schutz’ trainer mistook the green wing tip for a green streamer! The helpless pilot of the crippled L-5 continued on in an uncontrollably, but straight course when Joel Navarrow’s F6F Hellcat decided to check out the scene. To add insult to injury, the Hellcat took a bite out of the other wing tip and continued on munching off the tail. In consolation, I must admit that the last impact probably saved the radio and engine because the left impact, combined with the torque from a full throttled engine, put the airplane into a "helicopter" flat spin. When, the impact and realization of what had just occurred finally reached my brain, I had enough of my senses left to chop the throttle and let the airplane auto-rotate to a soft landing in the tall weeds beyond the runway. Fortunately, neither the radio or the engine was damaged! My only solace was that neither opponent was able to continue with the competition.
In the open class finals, Steve Allen’s P-47 successfully cut the streamer on Scott Bilinski’s Wonder. Steve claimed first prize in the open class, while Tony Solo and Denver Bates participated in a post competition coin toss that gave Tony second and "glued" Denver into third place.
Meanwhile, the 704 competition had its share of mid-airs as well, the most notable included the demise of Denver Bate’s new Airkill Bearcat. None was as spectacular as those seen in the Open Class Competition. However, several other forms of mishap did occur during the 704 event. Newcomer Derrick Urban’s AT-6 collided with mother earth after suffering "negative G" structural failure in the tail resulting from an attempted outside loop (Build light, but build strong!). Ron Stark’s AT-6 and Jim McFaul’s P-47 were the first victims of a frequency conflict crash. (Pilots remember to make multiple photo copies of your AMA card and make sure to place a card in the slot of your back-up airplane in the appropriate frequency slot! You are responsible to make sure your AMA card is in the right frequency slot!)
The finals contained five pilots who had survived the war of attrition. The odds-on favorite at the start of the match was Scott Bilinski. Scott’s P-47 racked up an impressive array of streamer cuts prior to the finals and Scott’s face had the look of determination. In the end, Scott was denied his victory dance. Little known to Scott, some "other" pilot had also set his sights on victory, and with careful body "english" that "other" pilot managed to nip the streamer of Bruce Wygal’s P-47 racking up the only streamer cut in the finals. Scott Bilinski settled for second place, while Steve Allen accumulated enough points for third. The author celebrated his first combat win of the 1998 season (The gloves came off and the drought was over!).
Special thank you goes to Raphael Houri who, in his kind generosity, donated an Airkill Hawker Hurricane kit. Raphael intended for the kit to be awarded to the competitor with the most streamer cuts throughout during the entire competition. In accordance with Raphael’s wish, the kit was awarded to Scott Bilinski. Congratulations Scott!
Please note that December 6, 1998, we have scheduled the last combat event of the season which we have appropriately named "The Pearl Harbor Classic". This is our first sanctioned AMA 704 event and I hope to make it an annual event which will draw competitors from all across the nation! To: Scott Bilinski, Ron Stark, Bruce Wygal, Jerry Sheldon, Steve Allen, Jim McFaul, Derrick Urban, Frank Schutz, Tony Soto, Denver Bates, Jim Maddocks, Joel Navarrow, Gary Thompson and all others who have participated in the Palomar R/C Flyer’s 1998 combat events, the December 6, 1998 event is your last chance to do combat at Palomar until April 1999, but more importantly, this is your last chance to beat me this season! (The gauntlet is thrown.)
Until next time, be aggressive but please fly safely!
George Dawe