Electronic Second Wind 93-2

Second Wind 93-2

The NEWSLETTER for Thermaling Craftsmen in an ARF World!

________________________________________________________________________________

A peek at our soon-to-be-released "V-gilante"

The first view of the V-gilante 100" span performance giant!

The prototype 100 in. span V-gilantes are flying and flying well. We hope to have exquisite, high-quality, builder kits available sometime in March of 1994 at a price of $175.00. As with the Sprite, the kit with the nose job will be $10.00 more or $185.00. Shipping is extra.

The V-gilante specifications are as follows: Wing Span: 100 in Wing Area: 750 in2 Airfoil: SD7037 Flying Wt: 42 oz The fuselage features the exclusive MonoSeam fuselage technology introduced with the Sprite. The V-gilante can accommodate any control system from the 4 servo in-the-wings standard system to the Sprite flapperon system. However, the plans show the best of all worlds. They show the aileron servos in the wings and they show the flap servo in the fuselage along with a special instant connect linkage system. With the flap servo forward in the fuselage, several ounces are saved in flying weight and a standard and inexpensive servo can be used. This is one reason that the flying weight is only 42 oz! The Wing construction is similar to the that of the Sprite. The V-gilante utilizes a foam core wing with carbon fiber reinforced spars and obechi sheeting. The wings must be assembled by the builder. The tail surfaces are built-up, lightweight and easily removable for convenient and compact transport of the model. Even fully assembled, this glider will fit in a 1993 Ford Escort Station Wagon! I can carry it to the field ready to fly and still have fully competitive open class performance! ________________________________________________________________________________

I Goofed!

I must correct an error that I made in my article "Is Soaring Up To Its Glass In Hi-Tech? or What to Expectra In The Future?" on page 9 of Second Wind 93-1. I incorrectly stated that the 1981 US F3B team member from California was still flying a polyhedral glider without ailerons. I had a memory glitch. This flyer was in fact a recent convert to multichannel control and was flying a straight-winged aileron glider with his own advanced solid-core wing design. He was therefore one of the early prominent California flyers to go straight and shed the mesmerizing security of the polyhedral pacifier.

Yes, I was on a roll with the last issue of Second Wind. As many of you guessed, it was issue 93-1 as stated on the cover. It was not issue 92-2 as was printed on the bottom of each sheet! This is what happens when your computer develops a mind of its own and takes you out of the loop.

________________________________________________________________________________

Announcing our new retail only price structure and our low kit prices

These prices are for retail sales only. We no longer provide our past wholesale and certificate discounts. We have made this change in order to provide every craftsman/flyer with the best possible kit at the most cost effective price. Also affected, see the new discount schedule for Second Wind contributors on page one of Second Wind 93-2.

Our 134 in. Anthem kit is now only $250.00. The 121 in. Saber kit is now only $275.00. The 60 in./72 in. Pivot is still only $85, the new 2-meter Sprite is $155. Shipping is extra on every kit. ________________________________________________________________________________

If you've had bad trips before, Try a Glue Trip.

by William R. Nichols

As you know by now when it comes to aerodynamics, I will try almost any thing in my quest for more performance. Fantasque is the flying wing sailplane that I developed into kit form. During preproduction of the prototype birds, I toyed with different kinds of trip tape and different locations for tripping --all with very little good to anything but tape manufacturers. On to "plan B". OK let's use vortex generators like on the wings of airliners. This seemed the thing to try next. As I was about to start cutting up a set of old venetian blinds, I found that the size of the blades would just be to small and would probably cause more drag from misalignment than they could cure. After some thought, and remembering a discussion with Hank Caple about light twins using blade type vortex generators to reduce takeoff runs, I remembered that the dome rivet skinned aircraft have shorter takeoff runs than slick skin aircraft. I also remembered that my father's Ryan Navion was rivets everywhere and it was very short fielded. So, I decided to try craft glue rivets where trip tapes had been toyed with before. The idea that was floating around in the gray matter was that the rivet type trip would produce a 3rd trip instead of just a 2nd, by producing 2 small vortexes per rivet as well as the vertical trip as with the tape. This method seems to trip the flow in a less uniform manner and as a result it lowers drag even more by providing a greater prospect of earlier reattachment to the surface. After seeing the change in handling and thermaling, I had to try this on a conventional glider as well. The Lovesong being the only long-wing, tailed, bird at hand, I went for it. With 1/8 in. wide trip tape already installed on the wing 20% from the leading edge, I started at the front edge of the trip tape at the wing tip and began placing (Elmer's craft glue) dots at half inch intervals from tip to tip right across the fuselage. At the other tip I started back across again behind the trip tape but with a 1/4 in. offset, so that the rear row is staggered between the front row. When done, I had two rows of rivets almost touching the trip tape. Then, I removed the trip tape.

With the Lovesong wing (tripped E-214) I would practice hand launch tosses for trim checks and 180 degree turns to landings. Straight out flights for trim checks averaged (on several dozen tosses) 120 - 130 yards. Now with this rivet trip these tosses are averaging in the low 180 yards. Also I can now make full circle flights and hand catch, just like I do with the Gentle Lady and other lightweight 2 meter ships. On tow, the trip does not seem to show up, but when you zoom, it just keeps going more like the Anthem or Saturn. Now comes the real fun, the first thing to note is that the roll rate is much quicker, and the plane feels lighter on the wing. In light lift, the Lovesong now climbs faster than it did before and once at altitude the cruise is very near to the Anthem (when reflexed it may out run the Anthem). I believe at this point that any E-214 hardwing would benefit from this treatment.

Last night (11/8/93) I spoke with Herk Stokley about this type of trip and he tells me that full size gliders are using something like this on the under side ahead of the undercamber portion to help keep attachment at low Angles of Attack and high speed. Herk also recommended that I try this on the outboard 1/3 of span on my flying wing. I did. Now, I have to fly it to see what happens. Also, I will be running a single row under the E214 at 50% and 3/8 in. spacing. It may be a good test to try tripping an Anthem at 26% on top with a single row spaced at 3/8 in. and on the bottom at 65% at 3/8 in. spacing. Interestingly, Soartech 8, page 60, E-374 notes 3 dimensional trip bumps. I wonder why I missed this in the past. No doubt one of my own paradigms. It is for certain this won't trip me again! Good Flying to ya. --William R. Nichols. ________________________________________________________________________________

Anthem Cover!

The Anthem is scheduled to be featured on the cover of the March issue of Flying Models magazine. A construction article by Ray Juschkus is included in the issue. Ray Juschkus is also the cover photographer. If for no other reason, you will probably want to buy the magazine for the remarkable cover photo! Congratulations, Ray!

________________________________________________________________________________

Lovesong is Season Champion!

October 4, 1993

Bob, the Central Oklahoma Soaring Association (COSA) 1993 soaring season is history, and a Dodgson Lovesong is at the top of the list. Our last contest was flown in 17 mph winds with gusts in the low-mid 20s! I flew with 20 oz. of ballast to help from being blown backwards! To say I'm very happy with my Lovesong is an understatement! I made all my times and landings, what else can a flyer ask for.

As I wrote before, I'm going to build the Saber with both E214 and SD7037 wings. Also, I'm building a 2 meter Saber, again with both airfoils. I'll call it a Stiletto. It uses a Pixy fuse with Saber planform wings. The center sections are 10x9x20 in. and the tips are 9x6x28 in., then trimmed to 2m length (similar to using Camano cores and cutting to Pixy size). I'll give you a report on how they fly when I finish. I got a good ribbing at our Tri-City Challenge contest in July. An out-of-town flyer asked when I was going to quit flying my "out of date" Lovesong. I thought for a moment before responding. The only thing I could think of is what I told him, "when I quit winning with it." That was on Saturday. When the final flight was flown, my Lovesong had risen to the occasion. I won! I'm sorry to see you dropped the 214 airfoil on your ships. It's still a great airfoil. I'll try the 7037 and give it a good look, but I'm not expecting that great of an improvement over the 214. If my Saber doesn't work out, I'll end up with a Rapier (Lovesong wings on a Saber fuse). I've misplaced Eric Jackson's address. Tell him thanks for building me such a great airplane! Thermals! --George Voss - Oklahoma City, Oklahoma ________________________________________________________________________________

Featured Flyer

October 4, 1993

Dear Bob, enclosed is a copy of the Harbor Soaring Society's October Newsletter. I think you will get a chuckle out of the Saber's prominence. Of particular interest is the FYI column on pages 2 and 3; the Monthly column on page 3; and the Pilot Of The Month on page 6.

In the way of a little background on Harbor Soaring Society, they have some of the top fliers on the west coast among their membership. The flying field is within one mile of the ocean and is generally regarded as one of the toughest flying fields in the area, which might explain why they have so many good fliers in the club. Lift conditions are usually light to nonexistent in the early rounds, good in the middle rounds with strong winds developing in the late rounds. The September monthly was the first monthly I had flown at Harbor this year and the format was a killer 10 minute triathlon. A number of us thought that it would be impossible to get three 10 minute flights, and that probably two 6 minute flights and a 8 minute flight with landings would win the contest. I'll let you read the newsletter to find out the results. I'm seriously considering ordering another Saber so that I can campaign it in SC2 next year. As you know, this is tough competition and requires a backup ship to be competitive for the year. I'll let you know what I decide. Also, Bill, Tony and I have been keeping notes on our Saber setups. I feel we are very close to optimum performance with the plane, however, we are still experimenting with minor changes here and there. When we are completely satisfied, we'll drop you a line explaining our setup so that you can pass along our experiences to other Saber owners via your newsletter. Best regards Alamitos, California The Harbor Soaring Society Newsletter, Editor Pete Young; October 1993, Vol. 30 No. 10, Page 2 - "FYI"; Page 6 - "Pilot Of The Month".

FYI ...Let's Hope Dodgson Doesn't Find Out Department: Pat Stoker convincingly wins Expert at HSS' September Monthly with his Saber, fending off Makos, Shadows, Modis, Legends and Falcons!...

The HSS Pilot of the Month is Pat Stoker, a hardworking flier who has scored some impressive contest placings recently. Flying a new Dodgson Saber, Pat stunned the "regulars" by winning SULA's June SC2 contest outright. Most recently, Pat won the HSS September Monthly under challenging flying conditions. Listen up, here's Pat:

 Tony Bonanno, Pat Stoker  and Bill Duncan.

OCCUPATION: financial consultant, property management consultant.

STARTED FLYING SAILPLANES: Pat started flying a Wanderer about 10 years ago. His first flight lasted less than 2 seconds due to inadequate elevator throws. Rebuilt and readjusted, the Wanderer at least took longer to crash on the next flight!

REASON FOR INTEREST: Pat enjoys flying in contests and the on-the-field camaraderie.

STRENGTHS: Pat has a casual attitude about competition, win or lose.

FAVORITE PART OF THE HOBBY: Pat enjoys adjusting high performance sailplanes and tuning his flying skills for maximum performance.

GOALS: Maximum enjoyment and fun at flying sessions and contests.

CURRENT R/C SAILPLANES: Pat has a Falcon 880, a Dodgson Saber, and a highly modified 1-1/2M Chuparosa (it's a killer!) all in flying condition.

FAVORITE R/C SAILPLANE: Without a doubt, the Saber - for its exceptional thermaling and handling performance, and outstanding landing capabilities.

ADVICE FOR BEGINNERS: Fly with a friend who can time for you, practice 4 minute precision flights and measured landings, do this often and with discipline.

Duncan related Saber heroics Part 1

June 30, 1993

Dear Bob, this is the hottest news out of Southern California. On June 27th, Pat Stoker and his Saber topped a field of 92 flyers at the Southern California Soaring Club's contest at SULA Field, Carson, CA. The 92 flyers consisted of the best this area has to offer. Dozens of Falcon 880s, Thermal Eagles, Modis, Shadows, Super Vees, Genesis, Synergys, and custom built Tupperware sailplanes. There was more carbon fiber in the air than at the first flight of the Stealth Bomber. Pat flew the Saber to a flawless 1,000 point first round in light lift. The next two rounds were concluded with perfect landing scores and a total of 4 seconds off perfect. His score was 2984 for the day. The flight conditions varied greatly during the day from no wind to 10 mph conditions in the third round. Cross-wind landings were a problem to many. Pat's greatest ability is to fly the Saber at very low altitudes for several minutes moving from one light column of air to another. We will send you photos of the nice trophies. This is his second win in two weeks. Pat and the Saber were the only ones to fly three 10 minute rounds at the El Dorado Monthly Contest. This feat of course brought him victory for the day. Sabers forever --Bill Duncan - Garden Grove, CA.

Duncan related Saber heroics Part 2

July 12, 1993.

Dear Bob 2 contest. We are preparing for a large soaring festival down here in August. Hope to place three Sabers high in standings. There is always the luck factor as to when you fly since the conditions are very changeable. Pat realizes that thermal contests can test one's ego and it is important not to take contests too personally. We do believe that the Saber is the best glider flying today for the type of contests we fly. Assuming flying abilities are equal, then all contests become landing contests. The Saber performs in all types of wind conditions as compared to the BC gliders. Tips-up planes are always blown off to the side because of the polyhedral effect. The Modi is a good glider except for the cost. I didn't fly this weekend due to hernia surgery, but hope to be back next weekend. Will keep you informed as to our progress on the contest circuit. Tony has made some black and white photos of Pat and his trophy which we will send you as soon as developed. We thought black and white would be better for the Second Wind. --Bill Duncan - Garden Grove, CA. ________________________________________________________________________________

Letter Rip

15 years later and just getting started

September 28, 1993

Dear Bob, thanks for sending a copy of Second Wind and your catalog. I got your old address out of Jeff Troy's Sportflier's Guide to RC Soaring. You're right, it's amazing the letter got through.

I am enclosing $3 cash for Second Wind. The one I have says Number 93-1 on the title page and 92-2 on successive footers. You decide. Thanks.

Let me bore you with a few words on my extensive soaring experience. I first saw soaring 15 years ago on the slopes near San Pedro, CA. I was out there for the summer and started with an old Mark's Models Wanderer. I never finished the model and it stayed in someone's attic out there for all these years. I dragged it back last January and finished it up complete with the illegal Kraft radio. The thing didn't fly all that well and was really squirrely. The problem in the end? I didn't build it too straight.

I decided to start fresh and built an Oly 650. It's strong, forgiving and flew well throughout the summer. I'm hooked. The thrill of stumbling into a thermal and going up is tremendous. I'm sorry to admit that I'm part of the "polyhedral coma" as you call it, but I think it makes sense while learning. I'll build something a little hotter this winter and yes, it more than likely will be polyhedral and built up. Maybe I'll go wild and try a semi-symmetrical airfoil. But I do see a Dodgson model in my future. It's just that right now I'm afraid that things will happen a little too quickly with your competition oriented gliders. In the meantime, I'll try and learn from your newsletter. All the hotshoes in my club fly those "BC" gliders as you call them, ones with all kinds of servos in the wing that make a low whistling noise as they cruise past. If anything, I want to progress into something different just to stand out from those hot dogs. Regardless, your newsletter is good reading and it looks like you've had a fun time with the business all these years. Regards --Philip Weihe - Cleveland Heights, Ohio.

Fly the Anthem --if you wish to reach a higher plane!

September 26, 1993 Dear Bob, the Anthem is great to fly! It actually thermals better than my old Windsong plus it can go further looking for lift without losing significant altitude. I started flying it at contests towards the end of this summer and actually saw improvement in my scores. I flew the Anthem at the NWSS Tournament in Eugene, Oregon and in conjunction with two other flyers, won the Team Competitors Trophy. (I flew 85% which is good for me!) This year's tournament was a lot of fun; there was consistent good lift which really put the scores close together. (Al Doig actually landed on top of the column of hay bales plus received 50 points for this accomplishment!) Haven't seen much of you flying lately; what do we have to do to get you to the tournament next year? The Vancouver club says they are planning on submitting a bid to hold the 1994 tournament in Mission, British Columbia. --Sandie Pugh - Federal Way, WA.

In soaring there are no bad actors --just Dave Acker.

June 29, 1993 Dear Bob, I have received and read, with great interest, your Second Wind 93-1. The Saber that Buddy Roos is flying is one of my old gliders that wouldn't fit in the van when we moved from Georgia to Washington. Buddy was most insistent that I sell him my Saber and now I suspect that he knew more about the hidden design potential of the glider than I did. However, due to a lack of space in the moving van, I was coerced into selling my Saber and Windsong before we moved. However, your latest publication provides information that would have prevented me from EVER selling my gliders.

The flying instructions that come with your kits apparently leave a lot unsaid. I refer to the insert in the Second Wind that points out that Dave Johnson can "SIN" with his old Windsong even after 7 years of use. Had I known this facet of the design I would have been more insistent that the glider go with us. After all, I don't think I have even got in any sinning, to speak of, in the past 7 years. I would suggest that you point out this potential on future designs. In my case, a few pictures might help to remind me of how and why. Your sinless - damn it - friend. --Dave Acker - Leavenworth, WA.

The Saber, a fat lady or a ballerina?

August of 1993 Dear Bob, Hi. Nice talking with you the other evening. Finally the long promised photos. The old Lovesong is in for some major repair work and complete overhaul. It now has over 500 hours on it in about three years of flying. What a bird! The 214 I don't think can be beat in very light conditions. I sure would like to see a Lovesong with obechi sheeting. Bob, think on it. Now, about the Saber. As I told you, in my first contest ever I flew it to first place. The contest was the Pelican Soaring Association FSS #6, June 1993, in Ocala Florida. The Saber blew everything away. After much CG adjusting I found the perfect spot. WOW! What a difference from the first flights! Now the Saber acts and flies like a ballerina. It is simply awesome, and a pleasure to fly. Here are some hints to get a Saber to fly better than all comers: (1) I don't think the 7037 airfoil in real life likes to carry weight to fly well, so build light. No epoxy, stick with transfer tape. (2) Light servos all around: six 94141s or six JR 341s (3) Titanium wing rod, etc. GET the weight off. (4) Play with the CG after checking. It looks like I wound up about 1/8 in. behind where shown on the plans, but I think this will vary from plane to plane due to ever so slight variations in wing incidence from one plane to another. (5) My Saber was built using a wing press. In my opinion it's the only way to get a perfect wing, but it's very time consuming because of all the work required to prepare the wing saddles. My good friend Mark Atzel built this Saber for me --thank you Mark for a great job! (6) Look at the numbers: the Saber has great wing area, thus translating to low wing loading. A "fat" lady 7037 isn't going to happen. The 7037 heavy I think will suffer greatly. Move the CG back until she pops into focus and gets on her toes. It's the only way I can describe what happens. It's just that critical. The results, however, are astounding, so go for light. From here on, the Saber will compete in all Florida contests. I'll report the results, but I think the plane can best all others by about 10% in dead air. She has proven that already against some of the other very popular birds. Oh yes, could it be the 1030 square inches of wing area? The more things change, the more things stay the same. Someday someone will discover the Eppler 214. What a great new airfoil. What the heck is Bryan Agnew messing around with an Eppler 387 for anyway? Good old stuff. If anyone has questions feel free to call me: 1-305-424-7832. Best regards --Jerry Winkler - Fort Lauderdale, FL.

The old Songs are never out of tune

July 1, 1993 Sure, I have two friends that are "Dodgson diehards" and between them they have two Lovesongs, a Pixy, a couple of Pivots, a Camano and a Saber. The planes are unique and beautiful to watch fly, but these two fellows (Buddy Roos and Tom Long) are the most experienced, best flyers in our club (NASA - North Atlanta Soaring Association) and this sometimes leads one to believe that it is the pilots that make the planes look so magnificent, even though they insist it is the planes. OK, so I bought a Saber and it flies very good, I am working on my LSF Level II and after some (more than enough) number of 28 minute plus flights, the Saber aided me in getting past the first of two 30 minute goal thermal flights. So now I am hooked. The next time I go for another of these 30 minute flights I felt it would be no problem, but in the mean time I have seen a "Windsong" advertised for sale in R/C SOARING DIGEST. I felt a strong need to try one of the big Dodgson birds, because they just look so good flying. So I buy it. Well, today I went out and after one test launch, decided it was ready to fly. Was it ever!! My first flight with the plane is VERY good and after a 35 minute plus flight I had to bring it down to give my neck some relief. (I had never flown this long since I started a bit over a year ago.) What a great plane. Now, if this old plane can be this good, how good must an ANTHEM be? One must remember, that esthetics are important in life and these planes just look good in the air. I may just have to dispose of this Fal__n 600 and Th__mal E__le and replace them with SOME of these other Dodgson planes. Of course, the plane that was supposed to be fun (you know, that V-tail from Maryland) took care of itself, it was as ugly as the dirt it returned to. Of course there are ugly cars and pretty cars, too, so maybe there is room for everyone, but don't get too close to my planes, they look and fly too good ...Thanks for the enjoyable planes Bob. --George Nuse - Norcross, GA.

The intangible rewards of craftsmanship!

July 14, 1993 Dear Bob, I was glad to receive the most recent copy of Second Wind ...which advertised the new Sprite two meter. For awhile there, I had a negative thought looming in the back of my mind that you may be getting ready to hang-up your sailplane business. Heaven forbid! I know how things sometimes tend to close in and make life difficult . . . that is why I was glad to see the Sprite. It indicates that your creativity, ingenuity, and willingness to fight both the "Harley Davidson Syndrome" and the "BC" crowd is very much alive. Hang in there with your fine line of sailplanes.

By the way, I enjoyed the bit about Harley Davidson. The corporation I work for is in the middle of a very big re-engineering effort. Sometimes we have chased technology too closely and lost sight of the real stuff that makes our profits. Technological evaluation and improvement is necessary, but we still need to balance the delicate ratio of "tried-and-true methodology/new technology."

Much of my enjoyment of radio control sailplanes comes from building my own models. That is why I like your kits ...they build solid and fly majestically. I am currently finishing a Pixy and was excited to read that you will soon have a Camano replacement along the same construction lines of the new Sprite. The new design appeals to me and I prefer the 100 inch planes for Open Class competition. They are easier to handle and live a longer life with my style of flying. Enclosed is $2.00 for the next two Second Wind publications. Keep up the good work. --Tommy Lamnek - Sugar Land, TX.

You can't have just one Sprite!

Part 1, August 5, 1993

Dear Bob, it was good talking with you today about the sailplanes of yesteryear, and what's new today. For some reason the Todi sticks in my mind. It was one intimidating soaring machine, yet it was simple. The fuselage width was just right, round, sleek, and heck, servos back then were Mondo size compared to today's standards. Two sets of wings, the quickness and agility of some sailplanes we have now. I guarantee you the Todi would Kick some butt today. That's how good it was. Anyway, I think I'll go read my old issue of RCM on the Todi, just for kicks.

Enclosed is a check for $158.00 for one Sprite kit. I appreciate the discount. Also please send a copy of your latest catalog. Keep up the good work, and remember, "A thermal ain't a thermal unless a sailplane's in it." Yours truly --Hank Caple - Chandler, AZ. Part 2, August 15, 1993

Hi Bob, I just opened the box to my Sprite. Ohoooooo Baby. It's pure, it's refreshing, it's light, Sprite. So clean and crisp, I think I'll have another. Hold the ice. Sprite. It's so right!

Enclosed is a check for 158.00 dollars for my back up Sprite. I will be writing you a report on the Sprite when it's done. "A thermal ain't a thermal, unless a sailplane's in it." Thanks --Hank Caple - Chandler, AZ.

Computer radios don't compute for everyone

September 16, 1993 I am in receipt of your latest catalog and issue 93-1 of Second Wind. I found the quality of both publications quite high, and am impressed by your technical knowledge and historical perspective of R/C soaring. Before I go any further, please find enclosed a check for $89.75 to cover the cost and shipping for a Pivot Plus. I am looking forward to building and flying this model. I hope it becomes the first in a series of Dodgson Design kits I have the opportunity to fly. I was somewhat distressed to find that you are discontinuing the Pixy, Camano and Lovesong kits. One of the reasons they appealed to me was the fact that you do not need computer radios to take advantage of their multi-function capabilities. Would it be possible to obtain a Sprite and modify it with existing Dodgson hardware and plans to more closely approximate the mixing functions presently found on the Camano? Or, should I plan on paying big money for a new computer radio (I would rather not do that). Mr. Dodgson, you wouldn't want me to have to buy, say, an Alcyone to avoid computer mixing? (Just kidding.) Please advise me as to my options. (Can I still obtain a discontinued kit?) I enjoy reading your editorial opinions regarding soaring, and agree that the market is totally overloaded. I thought that modeling meant that you actually built something, rather than have it all handed to you. I am not sure what has caused the tips-up phenomenon, but I am thinking of starting a tips-down one myself on the East coast, just for the hell of it. I have enclosed an article featuring photos of your designs from a European Soaring publication. The article is rather boring, but the pictures are nice. Thanks for your time. I plan to use the Pivot (70 in.) mostly for thermal soaring --please advise as to my best approach for this function. Sincerely --Kenneth Griffin - Jamaica Plain, MA. ________________________________________________________________________________

Go standard class --or B square!

July 1, 1993

Dear Bob, pleased to see you are still publishing Second Wind, and intrigued by "The Harley Davidson Lesson." This article certainly provided much food for thought, and we thank you for providing such stimulating material.

Don't know if you noticed, but this issue was Number 93-1, yet all of the page headings were printed 92-2. We well recognize the thoughts which must now be going through your head, as we have experienced them ourselves many times.

The production of a new 2 meter sailplane is a pleasant surprise. We hope you will do the same for the Standard Class now that you've decided to drop the Camano. We have always felt the Standard Class sort of got left out of the picture as people moved to the Unlimited and 2 meter extremes, and can understand the financial picture may not allow a replacement for the Camano to be a reality. Sometimes it's unfortunate the hobby is so dynamic. Enclosed is our $2.00 for the 1993 issues of Second Wind. Our thanks for providing 93-1 as a reminder! Hope to see you at 60 Acres some time! Sincerely --Bill and Bunny Kuhlman - Olalla, Washington.

________________________________________________________________________________

Electric Todi!

June 23, 1993

Dear Bob, enclosed are two bucks for two issues of Second Wind and two stamps for the catalogue, if my name is familiar to you great. I am the skinny blond kid from Mexico who visited you 18 years ago on Camano Island.

To be honest I thought that you had given up on the glider game and gone to work for Boeing or some subcontractor. It was with great delight that I came across your ad in R/C Soaring Digest. You see I only moved to the states from Mexico 3 months ago and a new friend who admired my Todi gave me an issue which revealed your whereabouts.   Mrs. Stuart Cornew and electric Todi. Under the hood close - up

Since I saw you I have done very little model flying, preferring to focus on real sailplanes. Time constraints during the last several years have been such that even real soaring has suffered until about 2 years ago when I was given a Hobby Lobby catalogue which had a wide selection of electric motors in it. I immediately saw the light and hauled out my 18 year old Maestro III and motorized it with a cheap electric motor. WOW! No more winches, no more Hi Starts a new world of flying sites opened up and I logged more time on the Maestro in the last 2 years than in the previous 16.

Then what? Well, I had a 12 year old Todi in perfect condition hanging in the rafters and it was modified this spring for flying in Illinois. This time I put a geared Astro 05 in it with a 900 mh pack; it climbs at a 45 degree angle, unbelievable. I have enclosed some photos for your perusal --you can also inspect my wife of 7 years, no itch yet, and my 4 year-old Triceratops. Thought you would be proud to know that two of your birds just keep on going, and though I have stopped competing many moons ago they continue to impress all comers. I am dumbfounded at the high weights that some of these new plastic ships are running around at and the complex construction techniques. Why work so hard to produce something that shouldn't be? I don't get it. I remain a believer in light weight and total control. Look forward to hearing from you. Un abrazo --Stuart Cornew - Wilmette, Ilinoise ________________________________________________________________________________

V-gilante, Form follows function?

I was pretty pleased with myself in 1993 upon the development of the new MonSeam Sprite fuselage. It is strong, lightweight, beautifully pre-molded and it lends itself to practical manufacturing techniques. This fuselage system, however, does not lend itself to including a pre-formed fin on the fuselage. Therefore, the Sprite builder must construct and install the vertical fin onto the fuselage. This is not a hard job and it provides for a very lightweight fin assembly --so it works out great.

From the beginning, however, I realized that the finless MonoSeam fuselage would be an ideal fuselage to use for a V-tail glider --since a vertical fin is not used at all. It was natural then, that when building the first prototype for the V-gilante, that I try a V-tail on the it. This I did. The tail is held on with two bolts and is therefore easily removed for transport.

My fears that the handling of the V-gilante would be adversely affected by the use of the V-tail were allayed at the first test flights. It handled exactly like a larger version of the Sprite with no strange V-tail induced characteristics. Overjoyed that I had stumbled on the ideal configuration to best optimize my MonoSeam fuselage technique, I was pontificating to my visiting nephew, Tom Dodgson, on how beautifully integrated the design concepts were on the new plane. Being familiar with one of my oft spouted truisms "Form Follows Function" Tom, computer engineer at Boeing, wryly commented "Well Robert, as with most of your design breakthroughs, this looks to me like another case of 'Form Follows F__k-up". This humorous quip caught me off guard but I realized that it was right on target. Most of my best design innovations have been found while trying to do a workaround to a problem, a mistake or bug that popped up to block my path to design perfection. I had to admit that while I had always paid lip service to the phrase "Form Follows Function", my own personal design style is more closely akin to the words of my insightful nephew, Tom. ________________________________________________________________________________

Craftsman's Corner

A few months ago, Dennis Tyson ordered a set of our Orbiter plans and building instructions. I explained to Dennis that the Orbiter was a no compromise handlaunch glider with a very high parts count and that for its size, it was a labor intensive project. Undaunted he plunged forward because he wanted to obtain the performance that only the Orbiter could give him. A few months later upon completing and flying his new Orbiter, Dennis wrote the following letter.

Bob, Here are the pictures I promised you. I hope they make it in time for yourSecond Wind. I thoroughly enjoyed this project regardless of how much work it was. I did get to fly it a little the day the pictures were taken. It was 45 degrees so I fudged a little. The first hand toss revealed an incredibly long walk across the field. I couldn't hi start it but I hope to soon. I experimented with TE reflex for hand launch and was noticing some definite difference in reflex and not. I am amazed at the tight circles this little bird can carve. And the 90 degree flaps! Holy Cow! Full flaps a quick trim change and a steep glide path right into my anxious hands and I was actually cracking a smile. Anyway, I'll talk to you later! --Dennis Tyson - Great Falls, MT.

[I talked to Dennis today. He is presently building a Lovesong. He credits his scratch-built Orbiter experience with turning him into a competent and fearless craftsman. He says that building the Lovesong kit is just a walk in the park. --Bob D.]

The Orbiter computer drawn plans and instructions are still available to brave craftsman for $15.00 plus $4 shipping and handling. ________________________________________________________________________________

International Input

10/28/93

Dear Mr. Dodgson or may I call you Bob(?), I hope you will remember me as you printed my letter in yourSecond Wind 92-1.

I finally managed to get my Lovesong into the air at the beginning of the summer. During the autumn of '91 I was preparing to move to another house and then in January '92 I went to India where I spent six months and among other things spent some time with H.H. The Dalai Lama at his home in Dharamsala.

One point of my letter in your newsletter was unclear. Mr. Rafn Thorarensen did indeed win the Icelandic nationals three times in a row with his Todi. It was the exact years where his memory slipped.

You may find the following interesting. Mr. Einar Pall Einarsson is believed to be the R/C modeler in Iceland with the longest experience. His first R/C model was a Graupner Tabant glider completed in 1955 when he was eight years old. And his father did pioneering work in model R/C in Iceland though not the first R/C flight here.

Two years ago I asked Einar Pall about his models and which he liked the best. He estimated that he had built between 50 and 60 models during his career. He liked best of all of them a glider which his father designed, the Taurus aerobatic plane of the sixties and the Todi. I find my Lovesong to have graceful flying characteristics and longer than average floating times on no lift days when compared to others flying on the same winch. I have invested in a Futaba FC-18 computer radio and put my aileron servos in the wings and used a strong flap servo in the fuselage. Yes, I did have to see the crow landing to believe it! For my turbulator I'm using a .5cm wide strip of "rough" covering material which simulates fabric at the suggested place. I've enclosed a sample for your evaluation and you can see it on the photo, the thin yellow line near the front of the wing. The FC-18 radio from my limited experience will "do it all" for the multi channeled glider with comfort. I thank you for your company's generous offer of a discount due to my letter being published. I was of course in India during it's validity. I wish all your staff and yourself prosperity at designing and producing high quality gliders. With best wishes, Sincerely, Sveibjorn Olafsson - Reykjavik, Iceland. ________________________________________________________________________________

Email comments, questions or orders to dodgsonb@eskimo.com

Back to Dodgson Designs Home Page.

This page was created by Bob Dodgson of:

Dodgson Designs

21230 Damson Road Bothell, WA 98021

________________________________________________________________________________