Hossfly
Posts: 3680
Joined: 12/3/2001
From: New Caney,
TX, USA
Status: offline
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Pushing the envelope a bit ref. the topic, however with some more background info., just maybe others can understand the topic somewhat better. Anyway that is my reason, er, uh, maybe excuse? 
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ORIGINAL: kid chuckles
//snip// I don't know much about the 1/2 a glow planes. I do apprecitate your post and gives me a different outlook. The PPP part and not Park Flyer statement is what I am reffering to. This made me do a double take lol. Just what size motors do the 1/2A planes use?
The terms of A, B, C, D all came from years ago when the first gas Free Flight competitions emerged. The AMA, as the rules maker of the day came up with this which worked well. A = up to .19 cu. ins displacement. (No panic 1/2A coming right up.) B was .20 to .29. C was .30 to .40. D was .41 to above. Max competition displacement was .65 c.i. until sometime, IIRC, around 1980 or so.
When Ray Arden presented us the glow plug and so many engines below .10 came on the market, thus 1/2A was born. In addition various classes of Control Line and Free Flight jumped around on the C & D issues. Mostly only CL Speed and FF were really effected by the classes, although it gave the domestic kit manufactuers something to reference their model kits for engine size.
1/2A settled into the .05 c.i. and below. "A" now started at .051 to less than .20. Now note this: Cox developed the .049 into the most powerful .049 available, the Tee Dee .049. Actually it was an .050. It had a black forward case that held the venturi. Fly it in 1/2A FF, then change the very removal front case for a red-case and "Shazam!" the engine was now an .051 for class A FF in same airplane. That did not work for CL speed due to the rule differences in line length and diameter, along with the larger end of the displacement range.
While Cox did supply the TD .051 red case with a slight oil ring on the poston, that was the only difference, and may have been "checked" at the NATs, but no one ever checked mine. 
In the sporting part of the small engine classes, most considered any thing below .09 a 1/2A. As with many things, the true situation is frequently mixed with the daily use names and things get a bit changed around. In this case the competition fliers know their definites, and the sport fliers do not need such close tolerances.
Basically the entire logo thing may make someone feel good, however it will not provide any real identification, or help anyone promote any part of AMA. AMA some years ago had some program to have kits have an AMA application within. Just another "flyer" that never got off the ground. 
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I have a 15 glow motor and don't really have a clue as to what it would fit in or on. Thanks for the simple explanation.
All kinds of models for .15s and around that. I just recently made up a thick wing 31" span. 23" long ugly thing, designed as I built, uses a full size receiver, 3 GWS mini-standards, + 1 very small something for throttle on an ASP .12, full gear, 800mah AAA NMHi batts. and it goes fine for funsies. I flew it about 4 times this afternoon in 15 Gust 25 winds while others were sitting it out. Lots of fun available for the .15 classes. Once we had 1/4 midget pylon racing with .15s. But 1/2A they ain't! 
Hope this helps some of you younger folks with understanding just why some may resist this PPP thing so much. Like a weed, it will grow, but first frost and it will go dormant or just dry up and die. The industry bean-counters will flip that bean into the file 13. 
_____________________________
Horrace Cain.
AMA Life L-93, Leader and CD for 45 years
"Government is not reason; it is not eloquence; it is force! Like fire, it is a dangerous servant and a fearful master." George Washington
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RE: park pilot legal logo - 
RE: park pilot legal logo - 