There are many fun-flys left before the end of the flying season. It is a very good time to give that plane a good and thorough inspection, including glue joints and all the mechanics of the airplane. It is also a good time to cycle those batteries and make sure they are up to standards. Going through these steps may help to avoid any mishaps that could otherwise occur.

I received this advisory from Carl Maroney, Special Service Director, AMA:

AMA has been informed that there have been injuries caused by failure of both plastic and metal spinners, which are being used with an electric starter for starting model engines. It has been reported that spinners have shattered or disengaged when starter torque is applied. These failures are usually a result of improperly applied starter torque. The biggest part of the problem, most likely, is the practice of pre-spinning the starter to a high speed and then suddenly applying it to the spinner. The sudden shock load has been known to disassemble spinners and even loosen the prop. Slipping the starter cone on a plastic spinner can also cause plastic gouging and weakening. The proper technique is to place the starter firmly against the spinner before engaging the starter. To aid the starter in doing its job, rotate the prop clockwise against compression before applying torque. This makes it easier for a marginal starter to "carry" the prop through the first compression stroke and bring the engine up to starting speed. It is also good practice to never "load up" or over-prime the engine when using a starter; it may "liquid lock" and fail to turn over. Also, an over-primed engine may refuse to fire when spun at high speed. Remember, the best practice is to never pre-spin the starter before engaging the spinner for starting.
AMA Safety Committee

I was reading the Safety Corner in the winter 1996 issue of High Flight and as always found it interesting and informative. I have used most of the safety items that you have detailed and I would like to add a clevis modification that I use on all of my metal clevises. I place a short section of brass tubing around the outside of the threaded portion ofthe clevis and secure it there with J-B Weld. I also do the same thing for the solder on clevises except that I solder the tubing in place. I started doing this when we had what was felt to be a problem with the threaded portion opening up and thus the clevis could jump over one or more threads. The brass tube I use is readily available at our local hobby shop in different sizes for different manufacture's clevises.
John Burlie 17253

The IMAA Safety Code has two sections on flying sites. They are: 8.1 The flying site shall be set up to provide, at minimum, the AMA standard of 65 feet from the near edge of the runway to the beginning of the spectator area, and where possible, a distance of 100 feet or more is recommended. 8.2 A specific area shall be set aside for engine test runs. This area should be remote from the spectator area, pits, and flight stations to reduce danger and annoyance to persons in this area. No engine may be started in any area other than the engine test area and runway entrance(s). Experimental Class aircraft are not included in the Safety Code because there is a permit to fly an experimental class aircraft at an AMA sanctioned event. The owner of the Experimental Class has certain rules to follow as well as the Contest Director. Briefly, spectators are to be assembled a minimum of 165 feet or 3 feet per pound of aircraft weight (whichever is the greatest) from the flight path of the aircraft to the spectator fence. The minimum distance from the takeoff/landing path and the spectator line is 100 ft. Another item to consider at a flying field is the pit area. The pit area is generally kept as far as from the flight line as possible and in front of the spectator area. Parking is generally behind the spectator area. It is also a good idea to have a barrier between the pit and spectator areas. Another barrier should be placed in front of the flight line between the pilots and runway. I have seen many airplanes hit this barrier. Many pilots have been thankful for this barrier. Also consider a barrier around the engine run-up area. One item that should be required at a flying field is a fully stocked First Aid kit.

These kits can be expensive, but then a price cannot be placed on needed items during an emergency. Keep the First Aid kit where you have easy access and in full view so it is easily spotted. The take-off and landing area is down the center of the runway. The traffic pattern is an oval with the up wind leg at the far side of the runway. Keeping the traffic pattern at the far side of the runway will allow room for take-offs and landings with minimal disruption to the general traffic pattern. If your flying field does not meet these standards, then consider the suggestions listed above. It is true that all fields are not ideal but try to make your field as safe as possible for all concerned. Remember that safety is not what you fly, but how you fly.