146 MODEL AVIATION
This check valve is made from .125-inch-diameter aluminum. Text has details.
TUCSON, ARIZONA, and the Cabin Fever
contest provided welcome relief for some
from the cold winter. The overall number of
participants was down this year, but it was
still a good time with good competition.
Although it was warm, the weather turned
windy on Saturday morning. Gusts of
roughly 50 mph made flying impossible.
The contestants retired to Chris Peters’
home for some hangar flying and general
kibbutzing. Fortunately the wind became
almost nonexistent at approximately 3 p.m.,
and F2C flying ensued.
The team of Tom Fluker and Dick
Lambert used this opportunity to gauge their
preparedness for the upcoming season. They
didn’t bring their good equipment to the
contest, but they were still able to obtain race
settings in the 17.95-18.00 range with some
backup Mazniaks.
Lenard and Aaron Ascher of California
left their good equipment behind too; they
opted to use some older gear. Bob Whitney
had hoped to team with Jim Ricketts, but
Jim was unable to attend because of a
canceled flight and Mrs. Ricketts went into
labor. John McCollum dusted off his F2C
shoes and filled in for Jim, and the race was
on.
Saturday was to become the only day
F2C was flown. While McCollum/Whitney
provided some traffic, the teams of
Ascher/Ascher and Fluker/Lambert appeared
ready to get with the program during the heats.
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
1mm chrome steel ball Small Parts #R-BS-1m required. Crimp undercut
end, allowing air out, no air back. Undercut goes toward tank.
L-R: John McCollum tries to maintain
position in F2C, Tom Fluker works his way
past, Aaron Ascher tries to keep his center
position. Note angle of his body.
Bob Whitney just before he releases his model at the beginning of an F2C race.
Although all teams performed well, each
had difficulties at one point in each race.
Some of the problems were taking an extra
glide lap, not being able to achieve a rapid
restart during a pit, or making a poor initial
start. This resulted in some slower times than
what was possible.
The team of Fluker/Lambert posted a
3:26, 3:27, and 3:28 to win. The Aschers were
close behind but did not have the airspeed to
pull out a victory. Team Whitney/McCollum
did an excellent job of providing some traffic,
but the team was uncompetitive because of a
lack of practice time.
If the performance level of the backup
equipment is any guide, I expect the
Fédération Aéronautique Internationale Team
Selection contest to not only be fast but
competitive.
Mouse I was the usual with some surprises
that require you to be on your toes at all
times. In one of the heat races Bill Lee let
John “McMouse” McCollum’s racer go with
the engine running backward. After the crowd
roared with some friendly ribbing, John put
his game face on and made the final.
During the final John showed why he has
been one of the best Mouse racers
throughout the years; John and Bill posted a
4:46, which is outstanding. Second place
went to Bob Whitney and Dave Hallas, and
Bill Cave and Jim Holland took the third spot.
Check Valve
08sig5.QXD 5.23.03 12:39 pm Page 146
August 2003 147
Quickie Rat did not show the speed and
preparedness level as in years past. The
winning time was in the seven-minute
neighborhood, and that is not going to make
the grade at most contests. However, that was
enough for Cave/Holland to claim first place.
Team Hallas/Whitney won flying Clown by
breaking the 300-lap mark with a new Nelson
.19 engine. Dave Rolley and his son won
Mouse II, and Hallas/Whitney finished in
second place.
A big thanks to John Bruman and all the
gang from the Tucson area who put on the
event, and thanks to all of the contestants who
came from great distances to make the event
what it was.
New F2C Wing Technology? Dick Lambert
brought his latest creation to Tucson, and
although it was only a sample, it shows what
people can do if they set their minds to it.
Dick brought a test piece of his new F2C
wing. A set of wing molds that Wayne Trivin
cut provided Dick with the tooling needed to
make this new wing a reality.
After several attempts, and some researchand-
development work, Dick produced a
portion of an F2C wing that has the paint on it
and is almost ready to use when it comes out
of the mold. The process uses a combination
of wood and carbon to produce a wing that,
when perfected, should provide a molded
wing weighing less than 100 grams. If you
have seen Dick’s work throughout the years,
you know that he is a craftsman and that it is
only a matter of time before Dick is using
some reproducible wings.
The idea of the molded wing is not so
much for ease, but to ensure that each wing is
the same. This removes one more variable in
the building equation and should make each
airplane that much closer to each other. I don’t
have any photos at this time to share, but keep
watching this column for more information
and photos as the process continues to evolve.
Most Scale Racing fliers use check valves.
There were several sources for them in years
past, but that does not seem to be the case
anymore. I recently made a couple hundred
valves, and I thought this would be an
opportune time to share with you just how
easy they are to make in case you would
rather build them yourself. If you don’t have
the equipment or time and would like to get
some hard-to-find, yet necessary, Scale
Racing equipment, drop me a line.
The check valve is made from aluminum
and is turned on a lathe. You can start with
.125 aluminum, brass, etc., or you can turn a
larger piece to a size that suits your needs.
After the part is turned to the proper outside
diameter, I drill a .043, or #57, hole to a depth
of .315. After that I switch to a .0292, or #69,
drill and finish drilling to length.
It is important that you use a proper-size
drill in the finish, or two problems could
occur. First, the 1-millimeter (mm) chrome
ball will fall all the way through the part if the
hole is too large. Second, you may not want
that much pressure to go through the part into
the tank.
After the drilling operation is finished, cut
the .088 diameter on the front of the part. This
is a noncritical dimension, and actually most
of the other dimensions are noncritical.
However, remember to leave some wall
thickness; this is the part that will get crimped,
thus keep the ball in the check valve, and will
also allow pressure (airflow) to go from the
engine to the tank.
Cut the part off of the bar of material and
remove any burrs. After that is done, you are
ready to insert the chrome ball and finish the
part. Be careful because it is very easy to drop
a 1mm ball; it is probably gone forever if you
do.
After inserting the ball, you can use
various tools to make the crimp; a pair of
pliers, side cuts, or a tool that crimps an
electric connector work well. The trick in this
stage is to not get the crimp too tight; that will
result in no air coming through the check
valve. Getting the crimp too loose could allow
the 1mm chrome ball to fall out.
After you have made the crimp, check the
valve to ensure that the airflow will go in the
proper direction—not in the reverse direction.
If air goes back out of the valve, fuel will also.
If fuel does, it could flood the engine during
starting, and we don’t want that to happen.
You can obtain the 1mm chrome ball from
Small Parts. I have added the information at
the end of the column for your convenience.
Making a check valve is an easy project, and
making one like the drawing will provide
many hours of use. I have used one for several
years before changing it out.
As always, your comments are appreciated
and solicited. MA
Source:
1mm chrome balls:
Small Parts
Part R-BS-1m
13980 N.W. 58th Ct.
Miami Lakes FL 33104
3 CHANNEL PROFILE R/C KITS FOR INDOOR/BACKYARD FLYING
OVER A DOZEN MODELS OF WWI, WWII, AND CLASSIC CIVILIAN
AIRCRAFT AVAILABLE WITH MORE VERSIONS TO FOLLOW!
• Electric motor(s) with prop
and gear reduction included.
• Highly prefabricated for very short
building times.
• 3 functions: rudder, aileron &
elevator (rudder is coupled to aileron servo.)
• Laser-cut wood parts for an
accurate fit.
• Propeller and spinner included.
• Landing gear and wheels included.
(some kits have removable gear for grass field flying.)
• Contact your local hobby shop, or order direct at: www.djaerotech.com
DJ AEROTECH • 719 Fisk Street • Piqua, OH 45356 • (937) 773-6772
Prices subject to change without notice.
Piper J-3 Cub
Wingspan: 29 in. • Length: 18 in.
Weight: 3.5 oz. (ready to fly)
Wing Area: 121 sq. in.
Single motor WWII kits . . $48.95
Lockheed P-38 . . . . . . . . $56.95
Curtiss Jenny . . . . . . . . . $64.95
Sopwith Camel . . . . . . . . $64.95
Fokker Triplane. . . . . . . . $65.95
DC-3 . . . . . . . . . . . . . . . $66.95
Lockheed Electra . . . . . . $68.95
Piper J-3 Cub. . . . . . . . . . . . TBA
(Shipping & Handling extra)
The RC AIRPLANE INSTRUCTOR and STUDENT Handbook
By Robert A. Morris, Lt. Col. USAF Ret.
Real lesson plans, first flight to post solo. FIRST EVER: How RC instructors use
powerful teaching techniques specific to the dynamics of RC. Safety and instructor
effectiveness stressed. Developed over a 20 yr. period, it’s now equally important to
prospective RCers and instructors. Comprehensive beginners guide to equipment.
74 pages, 25,000 words, illustrated, 8" X 11" Please see: www.home.earthlink.net/~colbobmorris/
Bob Morris has been flying models since childhood and had his pilots license in high school.
B.S. Education, Ohio State. Command Pilot USAF. Instructor Pilot, T-37, F-84, F-100
Did notable USAF flying training research and collaborated on related university research.
Send $14.95 + $2.50 P&H (AZ res. + $0.97) to: RCIP Publishing, 445 E. Lamar Rd. Phoenix,
AZ 85012 or 602-277-6241 or [email protected] VISA MASTER CARD AM. EX.
08sig5.QXD 5.23.03 12:40 pm Page 147
Edition: Model Aviation - 2003/08
Page Numbers: 146,147
Edition: Model Aviation - 2003/08
Page Numbers: 146,147
146 MODEL AVIATION
This check valve is made from .125-inch-diameter aluminum. Text has details.
TUCSON, ARIZONA, and the Cabin Fever
contest provided welcome relief for some
from the cold winter. The overall number of
participants was down this year, but it was
still a good time with good competition.
Although it was warm, the weather turned
windy on Saturday morning. Gusts of
roughly 50 mph made flying impossible.
The contestants retired to Chris Peters’
home for some hangar flying and general
kibbutzing. Fortunately the wind became
almost nonexistent at approximately 3 p.m.,
and F2C flying ensued.
The team of Tom Fluker and Dick
Lambert used this opportunity to gauge their
preparedness for the upcoming season. They
didn’t bring their good equipment to the
contest, but they were still able to obtain race
settings in the 17.95-18.00 range with some
backup Mazniaks.
Lenard and Aaron Ascher of California
left their good equipment behind too; they
opted to use some older gear. Bob Whitney
had hoped to team with Jim Ricketts, but
Jim was unable to attend because of a
canceled flight and Mrs. Ricketts went into
labor. John McCollum dusted off his F2C
shoes and filled in for Jim, and the race was
on.
Saturday was to become the only day
F2C was flown. While McCollum/Whitney
provided some traffic, the teams of
Ascher/Ascher and Fluker/Lambert appeared
ready to get with the program during the heats.
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
1mm chrome steel ball Small Parts #R-BS-1m required. Crimp undercut
end, allowing air out, no air back. Undercut goes toward tank.
L-R: John McCollum tries to maintain
position in F2C, Tom Fluker works his way
past, Aaron Ascher tries to keep his center
position. Note angle of his body.
Bob Whitney just before he releases his model at the beginning of an F2C race.
Although all teams performed well, each
had difficulties at one point in each race.
Some of the problems were taking an extra
glide lap, not being able to achieve a rapid
restart during a pit, or making a poor initial
start. This resulted in some slower times than
what was possible.
The team of Fluker/Lambert posted a
3:26, 3:27, and 3:28 to win. The Aschers were
close behind but did not have the airspeed to
pull out a victory. Team Whitney/McCollum
did an excellent job of providing some traffic,
but the team was uncompetitive because of a
lack of practice time.
If the performance level of the backup
equipment is any guide, I expect the
Fédération Aéronautique Internationale Team
Selection contest to not only be fast but
competitive.
Mouse I was the usual with some surprises
that require you to be on your toes at all
times. In one of the heat races Bill Lee let
John “McMouse” McCollum’s racer go with
the engine running backward. After the crowd
roared with some friendly ribbing, John put
his game face on and made the final.
During the final John showed why he has
been one of the best Mouse racers
throughout the years; John and Bill posted a
4:46, which is outstanding. Second place
went to Bob Whitney and Dave Hallas, and
Bill Cave and Jim Holland took the third spot.
Check Valve
08sig5.QXD 5.23.03 12:39 pm Page 146
August 2003 147
Quickie Rat did not show the speed and
preparedness level as in years past. The
winning time was in the seven-minute
neighborhood, and that is not going to make
the grade at most contests. However, that was
enough for Cave/Holland to claim first place.
Team Hallas/Whitney won flying Clown by
breaking the 300-lap mark with a new Nelson
.19 engine. Dave Rolley and his son won
Mouse II, and Hallas/Whitney finished in
second place.
A big thanks to John Bruman and all the
gang from the Tucson area who put on the
event, and thanks to all of the contestants who
came from great distances to make the event
what it was.
New F2C Wing Technology? Dick Lambert
brought his latest creation to Tucson, and
although it was only a sample, it shows what
people can do if they set their minds to it.
Dick brought a test piece of his new F2C
wing. A set of wing molds that Wayne Trivin
cut provided Dick with the tooling needed to
make this new wing a reality.
After several attempts, and some researchand-
development work, Dick produced a
portion of an F2C wing that has the paint on it
and is almost ready to use when it comes out
of the mold. The process uses a combination
of wood and carbon to produce a wing that,
when perfected, should provide a molded
wing weighing less than 100 grams. If you
have seen Dick’s work throughout the years,
you know that he is a craftsman and that it is
only a matter of time before Dick is using
some reproducible wings.
The idea of the molded wing is not so
much for ease, but to ensure that each wing is
the same. This removes one more variable in
the building equation and should make each
airplane that much closer to each other. I don’t
have any photos at this time to share, but keep
watching this column for more information
and photos as the process continues to evolve.
Most Scale Racing fliers use check valves.
There were several sources for them in years
past, but that does not seem to be the case
anymore. I recently made a couple hundred
valves, and I thought this would be an
opportune time to share with you just how
easy they are to make in case you would
rather build them yourself. If you don’t have
the equipment or time and would like to get
some hard-to-find, yet necessary, Scale
Racing equipment, drop me a line.
The check valve is made from aluminum
and is turned on a lathe. You can start with
.125 aluminum, brass, etc., or you can turn a
larger piece to a size that suits your needs.
After the part is turned to the proper outside
diameter, I drill a .043, or #57, hole to a depth
of .315. After that I switch to a .0292, or #69,
drill and finish drilling to length.
It is important that you use a proper-size
drill in the finish, or two problems could
occur. First, the 1-millimeter (mm) chrome
ball will fall all the way through the part if the
hole is too large. Second, you may not want
that much pressure to go through the part into
the tank.
After the drilling operation is finished, cut
the .088 diameter on the front of the part. This
is a noncritical dimension, and actually most
of the other dimensions are noncritical.
However, remember to leave some wall
thickness; this is the part that will get crimped,
thus keep the ball in the check valve, and will
also allow pressure (airflow) to go from the
engine to the tank.
Cut the part off of the bar of material and
remove any burrs. After that is done, you are
ready to insert the chrome ball and finish the
part. Be careful because it is very easy to drop
a 1mm ball; it is probably gone forever if you
do.
After inserting the ball, you can use
various tools to make the crimp; a pair of
pliers, side cuts, or a tool that crimps an
electric connector work well. The trick in this
stage is to not get the crimp too tight; that will
result in no air coming through the check
valve. Getting the crimp too loose could allow
the 1mm chrome ball to fall out.
After you have made the crimp, check the
valve to ensure that the airflow will go in the
proper direction—not in the reverse direction.
If air goes back out of the valve, fuel will also.
If fuel does, it could flood the engine during
starting, and we don’t want that to happen.
You can obtain the 1mm chrome ball from
Small Parts. I have added the information at
the end of the column for your convenience.
Making a check valve is an easy project, and
making one like the drawing will provide
many hours of use. I have used one for several
years before changing it out.
As always, your comments are appreciated
and solicited. MA
Source:
1mm chrome balls:
Small Parts
Part R-BS-1m
13980 N.W. 58th Ct.
Miami Lakes FL 33104
3 CHANNEL PROFILE R/C KITS FOR INDOOR/BACKYARD FLYING
OVER A DOZEN MODELS OF WWI, WWII, AND CLASSIC CIVILIAN
AIRCRAFT AVAILABLE WITH MORE VERSIONS TO FOLLOW!
• Electric motor(s) with prop
and gear reduction included.
• Highly prefabricated for very short
building times.
• 3 functions: rudder, aileron &
elevator (rudder is coupled to aileron servo.)
• Laser-cut wood parts for an
accurate fit.
• Propeller and spinner included.
• Landing gear and wheels included.
(some kits have removable gear for grass field flying.)
• Contact your local hobby shop, or order direct at: www.djaerotech.com
DJ AEROTECH • 719 Fisk Street • Piqua, OH 45356 • (937) 773-6772
Prices subject to change without notice.
Piper J-3 Cub
Wingspan: 29 in. • Length: 18 in.
Weight: 3.5 oz. (ready to fly)
Wing Area: 121 sq. in.
Single motor WWII kits . . $48.95
Lockheed P-38 . . . . . . . . $56.95
Curtiss Jenny . . . . . . . . . $64.95
Sopwith Camel . . . . . . . . $64.95
Fokker Triplane. . . . . . . . $65.95
DC-3 . . . . . . . . . . . . . . . $66.95
Lockheed Electra . . . . . . $68.95
Piper J-3 Cub. . . . . . . . . . . . TBA
(Shipping & Handling extra)
The RC AIRPLANE INSTRUCTOR and STUDENT Handbook
By Robert A. Morris, Lt. Col. USAF Ret.
Real lesson plans, first flight to post solo. FIRST EVER: How RC instructors use
powerful teaching techniques specific to the dynamics of RC. Safety and instructor
effectiveness stressed. Developed over a 20 yr. period, it’s now equally important to
prospective RCers and instructors. Comprehensive beginners guide to equipment.
74 pages, 25,000 words, illustrated, 8" X 11" Please see: www.home.earthlink.net/~colbobmorris/
Bob Morris has been flying models since childhood and had his pilots license in high school.
B.S. Education, Ohio State. Command Pilot USAF. Instructor Pilot, T-37, F-84, F-100
Did notable USAF flying training research and collaborated on related university research.
Send $14.95 + $2.50 P&H (AZ res. + $0.97) to: RCIP Publishing, 445 E. Lamar Rd. Phoenix,
AZ 85012 or 602-277-6241 or [email protected] VISA MASTER CARD AM. EX.
08sig5.QXD 5.23.03 12:40 pm Page 147