Raid, I flamed out on my third flight with the Kat today--I ran her out of fuel while hovering, no less. She recovered but, in snow without skis, I spoiled the anchor of one landing gear. I'm going to put some hardwood in the fuse for that anchor point. I didn't hit hard enough, in snow, to hurt the damned thing. My fault entirely, though.

Re my Saito 82a, which I cursed in these pages. Horizon Hobby Services returned the engine with new bearings, no cost to me. The tech said the bearings had corroded, my fault, and that I should ALWAYS put in after-run oil after every day's flying. Point is, Saito folks were as good as their word--better, actually. They didn't charge me for something that was my fault.

And I don't understand that. I fly that 82a almost every day. I had one stretch of maybe five days we couldn't fly. Every time I've checked the tappets or whatever, there's castor oil everywhere inside. I use Wildcat Premium (15% nitro; 18% castor/synthetics). So WHY should those bearings corrode? I understand nitromethane residuals are "corrosive," but from one day to the next? And how does one get after-run oil into the BOTTOM of the engine without taking off the muffler after each flying session? I can't believe you put it in the HEAD, by suction through the carb, and enough oil will seep past the cylinder to get the job done. You tell me.

Raid: re students and engines. We had a hard-to-tune engine today, too. I couldn't figure it out. New gallon of fuel, fresh gas, Wildcat. Made no sense. Old engine, though, a .36 Magnum. Maybe something's wearing out in the carb. I just don't know--and that hurts.

Re safety: there's nothing worse than an out of control bird. Please let us know what the autopsy on the bird indicates: bad battery, receiver, loose connections... whatever. Maybe we can all learn from THAT pilot's disaster.

Fly safe, fly well.

Jack