October 2004 147
CL RACING has experienced some great
advancements that have changed events
through the years. The Nelson engine has
replaced almost every other type, and if you
want to win, you use the best technology.
Dick Lambert has always been a leader in
using the best technology and getting the
most from his models, so his new F2C
project is no surprise. Approximately two
years ago Dick decided that the current F2C
wing technology could be improved. After
seeing some carbon-fiber wings, he decided
that it was time to advance the technology
curve in F2C.
For two years Dick has worked on
creating a more controlled airfoil wing,
while making it lighter and more rigid. He
has not only come up with some wonderful
wings, but he has surpassed what many in
the F2C community said were possible. With
wood wings you get some that are stiff, some
that are heavy, some that are fast, and some
that are just wings.
Dick used Wayne Trivin’s capabilities to
produce probably the finest wing mold I
have seen. Dick is great at thinking outside
the box for ways to do things, and after two
years of experimenting with different ways
to construct a composite wing; testing
different resins, different foams, including
surfboard foam, and different weights of
carbon; and using carbon and fiberglass as
well as Kevlar, the testing is paying off.
He is currently producing carbon wings
that routinely finish lighter than 90 grams,
feature stiffness that is unmatched by any
wood wing, and have airfoils that are the
same every time. Dick is using Shell 815 as a
wing resin, 2.4-ounce carbon, and Rohacell
foam to produce works of art. His carbon
wings have been flight-tested for roughly a
year, and the results exceed expectations.
Since the wing project was such a
success, the fuselage was the next area for
improvement. Many do not know that for the
past several years, Dick has produced his
models and has not been part of the buy-andfly
crowd, as most F2C participants are. The
first carbon fuselages are coming off the
Lambert assembly line and will soon be
matched with his wings.
Some of the old guard in F2C will
remember the Vorobiev models that were
carbon. They had design problems around
the engine area, but Dick has resolved that
issue. I would like to think I was part of that
equation. I remember talking to Portuguese
team members who were using the old
Vorobiev models and modifying them to
accept a wood crutch. I mentioned this to
Dick a few years ago, and this type of
modification has been incorporated into his
current models.
If you are familiar with the old Vorobiev
aircraft, you probably know that the motor
lugs were just studs attached to the fuselage
with carbon. They experienced problems
with coming loose and were probably never
really true in alignment, resulting in loss of
performance and reliability.
Now Dick is using a poplar-wood crutch
that has T-nuts inserted into the wood. It is
then milled to achieve a flat mounting area
for the engine, and it is attached to the wing
to make the assembly extremely strong. The
goal is to make this area as durable as
possible, to prevent any fatigue issues.
You may be asking how you make a
complete carbon F2C model. The answer is
that you invest time and energy. This is not a
project that you will do in a few nights, or
probably get right in one try. Dick did not
make just one F2C fuselage mold; he made
two to get it just the way he wanted.
Most fuselage kits are made in a right and
a left half. Although Dick did that, he went
further by incorporating the cowling and a
wing-location area. This saves time in
producing a cowling that is exactly what he
wants every time and ensures that they are
interchangeable with each model.
After the fuselage halves are produced
from the molds, you put them together so
you have a complete fuselage, and then split
it into a top and a bottom. This makes
aligning the wing to the engine easier and
more precise. Most people do not pay
attention to details in the engine and wing
alignment; this is one area that cannot be
taken for granted.
These models are meticulously aligned
using an incidence meter and precise
measurements. The goal is to make each
model as identical as possible.
The fuselages are made using West
System epoxy, Cabisil, 3.0-ounce carbon,
1.7-ounce Kevlar, and of course, the poplar
engine crutch. The crutch is the only wood in
the fuselage; even the formers used in the top
and bottom of the fuselage around the tank
and wheel area are made from carbon.
The only word I can think of to describe
these models is “masterpieces.” Although a
typical buy-and-fly, which is never really
ready to fly without some work, starts its
flying life at approximately 350 grams,
Dick’s models are finishing at an amazing
340 grams.
The finished product shows that
American know-how and a can-do attitude
are alive and well! I hope to have a more
detailed, step-by-step process for you at
some point, which might actually take a
series of columns.
In the last column I wrote about chrome and
included some basics, and I have received
some letters regarding that subject. I want to
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
Shown are two F2C wings—one before
carbon skin is added and one in the mold,
ready to come out after completion.
On Dick Lambert’s F2C fuselage mold,
note wing-location area. You can see line
for cowling that will be removed after right
and left halves are mated.
This composite aircraft is ready to fly.
These masterpieces typically finish at
approximately 340 grams.
10sig5.QXD 7/23/04 9:30 am Page 147
148 MODEL AVIATION
thank everyone who has written; I hope I did
not fail to return your letters.
Chrome plating for engine cylinders is a
bit more involved than what I may have led
most of you to believe. The cylinder must be
round to start with. If it is not, the method of
honing out liners will never give you the
roundness you desire.
When people talk about roundness of
liners, I sometimes wonder if they really
have the ability to measure that. A set of dial
calipers is not what you use to measure
roundness; a bore gauge that measures in
tenths is required, but even that is not
foolproof.
For instance, the liners used in the K&B
engines for Quickie Rat will actually change
size while you’re holding them in your
hand. You must use great care when honing
these out, or the pressure of just being held
will change their roundness. Roundness is
also relative to what you are trying to
achieve; .0003 is sufficient in a ringed
engine, but it may or may not be in a lapped
engine.
One of the problems I see in looking at
some engines that have been rechromed is
that there has never been any consideration
of the aluminum piston growing in the
steel/chrome bore, resulting in dragging
pistons. Some cylinders have too much
chrome, reducing the bore to an unacceptable
size, or have not been properly prepared by
being honed out before chroming.
Chances are that a liner that is out of
round to start with will be out of round when
it’s finished. Probably the best way to make
sure a liner is round is to have it ground.
That in itself presents many challenges in
how to hold them for grinding without
distortion. Although this can be done, the
process is probably not cost-efficient for
mass-producing liners.
One area I am looking at in some of my
engines is the concentricity of the front and
rear bearing area on a crankshaft. With this, I
am also looking at the size of the cranks in
relationship to their fit on the bearings. Some
engines are quite good in this area, and some
are not so good from a quality-control
standpoint. These engines are mass-produced
for the most part, but this is one area I feel
could be looked at and improved upon.
Having stated that, the bore and bearing
seats in the engine itself must be correct. If
these bores are incorrect, some engines will
never run to their designed expectations.
Although some of this may be out of reach
for the average modeler, it could explain why
some engines are very good and some are
just good.
All modelers could improve their
performances if they simply paid attention to
the small things. As in other areas of
competition modeling, there is no shortcut to
achieving success. The entire package of
engine, fuel system, airplane, and propeller
must be right; otherwise, your high
expectations will probably never be realized.
Until next time, as always, your comments
are solicited and appreciated. MA
Micro-Mark has more than 2,600 name-brand and
hard-to-find tools and accessories…many at discount
prices. You’ll complete your projects in less time with
more professional results!
340-3293 Snyder Avenue
Berkeley Heights, NJ 07922-1538
NAME
ADDRESS
CITY
STATE ZIP
To order our catalog, send $1 and this coupon to:
1-800-225-1066 • www.micromark.com
®
Please say you saw our ad in the October issue of Model Aviation.
MICRO-MARK’S
got it!
#82583
MULTI-USE DUAL POWER HEAT GUN SET
FLIGHT GLOW
■ Fully Automatic
■ No set-up, no servo reversal
■ Progressive heating
■ Full off at 1/4 throttle
■ Turn off with engine kill
■ Red LED when driver on
$39.95 s/h included
C-TRONICS,Inc. P.O. Box 192, Ramsey, NJ 07446 201 818-4289 www.c-tronicsinc.com
C-TRONICS ON BOARD GLOW DRIVERS
FLIGHT GLOW II
All of the features of
FLIGHT GLOW PLUS:
Tri-Color LED
Green–good driver battery
Orange–low driver battery
Red–driver on
Flashing Red–very low battery or
disconnected plug wire
Specify connector (Futaba, JR-Hitec-Airtronics) $49.95 s/h included
All units complete with plug connector and 1900 MA/HR battery
Work with single or twin engines* and twin cylinder*
(*requires additional battery and plug connector)
Dealer inquiries invited. Simple,Safe,Secure.
Visit our website
for full details
and to see our
other RC products!
This month we list those who have donated $10 or more in support of the Academy’s
programs, the National Model Aviation Museum and the Aeromodeling Center, and those
organizations that have provided grants for which AMA has applied and received. These
people have made more than a donation—they have made an investment in the future of
aeromodeling.
When you see these folks, thank them! They are now among the thousands who have
given back to model aviation part of what model aviation has given to them. Many things will
be possible due to the their thoughtful giving and generosity.
We list our supporters monthly. These donations represent amounts processed in the
month of March 2004. If your name is not listed, please write to the Membership Department
and include a canceled check. We want to recognize all contributors!
Thank you.
$100 up to $500
Albany Model Airplane Club - GA
Melinda R Alberty - MI
Damon G Atwood - IN
Wolfgang R Beatham - MI
Andrew W Beckmann - OH
Steve Bruno - OK
Michael Burns - GA
Dohrman G Crawford - GA
Anthony A Dinicola - OH
Gerald Elert - MN
Firstline Insurance Services A - NE
Manfred R Franke - IN
Jeffrey E Gagne - AZ
Tim Johnson - MN
Just Add Wind Kites - OH
Michael Allen Knight - FL
Jimmy Kwong - NY
Bill Lovig - CA
Sean Marvil - VA
Donald Mckuin - TX
Rob Metkemeijer -
Albert Metkemeijer -
Mid-Mississippi R/C Club - MS
James Joseph Pembridge - NY
C C Phelan - IL
Kevin Pierce - NJ
Jeffrey C Pira - FL
Russell D Prince - GA
Duane M Sanderson - MN
Jack L Schonberger - CA
Michael D Scott - TX
Thomas W Siler - OH
Greg J Simon - MI
South Lane RC Modelers - OR
James Weaver - IN
James B Woodman - CT
$10 up to $100
Your Contributions do Make a Difference!
James H Alvis Sr - MS
Bryan Chin – AL
Wing Chin - FL
Joseph Mathews, Jr - AL
Middle Tennessee RC Society - TN
R/C Fliers Of Venice Inc - FL
$500 up to $1000
Hillsdale Flyers - NJ
$5000
Radio Control Manufacturer’s Association - IL
10sig5.QXD 7/23/04 9:31 am Page 148
Edition: Model Aviation - 2004/10
Page Numbers: 147,148
Edition: Model Aviation - 2004/10
Page Numbers: 147,148
October 2004 147
CL RACING has experienced some great
advancements that have changed events
through the years. The Nelson engine has
replaced almost every other type, and if you
want to win, you use the best technology.
Dick Lambert has always been a leader in
using the best technology and getting the
most from his models, so his new F2C
project is no surprise. Approximately two
years ago Dick decided that the current F2C
wing technology could be improved. After
seeing some carbon-fiber wings, he decided
that it was time to advance the technology
curve in F2C.
For two years Dick has worked on
creating a more controlled airfoil wing,
while making it lighter and more rigid. He
has not only come up with some wonderful
wings, but he has surpassed what many in
the F2C community said were possible. With
wood wings you get some that are stiff, some
that are heavy, some that are fast, and some
that are just wings.
Dick used Wayne Trivin’s capabilities to
produce probably the finest wing mold I
have seen. Dick is great at thinking outside
the box for ways to do things, and after two
years of experimenting with different ways
to construct a composite wing; testing
different resins, different foams, including
surfboard foam, and different weights of
carbon; and using carbon and fiberglass as
well as Kevlar, the testing is paying off.
He is currently producing carbon wings
that routinely finish lighter than 90 grams,
feature stiffness that is unmatched by any
wood wing, and have airfoils that are the
same every time. Dick is using Shell 815 as a
wing resin, 2.4-ounce carbon, and Rohacell
foam to produce works of art. His carbon
wings have been flight-tested for roughly a
year, and the results exceed expectations.
Since the wing project was such a
success, the fuselage was the next area for
improvement. Many do not know that for the
past several years, Dick has produced his
models and has not been part of the buy-andfly
crowd, as most F2C participants are. The
first carbon fuselages are coming off the
Lambert assembly line and will soon be
matched with his wings.
Some of the old guard in F2C will
remember the Vorobiev models that were
carbon. They had design problems around
the engine area, but Dick has resolved that
issue. I would like to think I was part of that
equation. I remember talking to Portuguese
team members who were using the old
Vorobiev models and modifying them to
accept a wood crutch. I mentioned this to
Dick a few years ago, and this type of
modification has been incorporated into his
current models.
If you are familiar with the old Vorobiev
aircraft, you probably know that the motor
lugs were just studs attached to the fuselage
with carbon. They experienced problems
with coming loose and were probably never
really true in alignment, resulting in loss of
performance and reliability.
Now Dick is using a poplar-wood crutch
that has T-nuts inserted into the wood. It is
then milled to achieve a flat mounting area
for the engine, and it is attached to the wing
to make the assembly extremely strong. The
goal is to make this area as durable as
possible, to prevent any fatigue issues.
You may be asking how you make a
complete carbon F2C model. The answer is
that you invest time and energy. This is not a
project that you will do in a few nights, or
probably get right in one try. Dick did not
make just one F2C fuselage mold; he made
two to get it just the way he wanted.
Most fuselage kits are made in a right and
a left half. Although Dick did that, he went
further by incorporating the cowling and a
wing-location area. This saves time in
producing a cowling that is exactly what he
wants every time and ensures that they are
interchangeable with each model.
After the fuselage halves are produced
from the molds, you put them together so
you have a complete fuselage, and then split
it into a top and a bottom. This makes
aligning the wing to the engine easier and
more precise. Most people do not pay
attention to details in the engine and wing
alignment; this is one area that cannot be
taken for granted.
These models are meticulously aligned
using an incidence meter and precise
measurements. The goal is to make each
model as identical as possible.
The fuselages are made using West
System epoxy, Cabisil, 3.0-ounce carbon,
1.7-ounce Kevlar, and of course, the poplar
engine crutch. The crutch is the only wood in
the fuselage; even the formers used in the top
and bottom of the fuselage around the tank
and wheel area are made from carbon.
The only word I can think of to describe
these models is “masterpieces.” Although a
typical buy-and-fly, which is never really
ready to fly without some work, starts its
flying life at approximately 350 grams,
Dick’s models are finishing at an amazing
340 grams.
The finished product shows that
American know-how and a can-do attitude
are alive and well! I hope to have a more
detailed, step-by-step process for you at
some point, which might actually take a
series of columns.
In the last column I wrote about chrome and
included some basics, and I have received
some letters regarding that subject. I want to
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
Shown are two F2C wings—one before
carbon skin is added and one in the mold,
ready to come out after completion.
On Dick Lambert’s F2C fuselage mold,
note wing-location area. You can see line
for cowling that will be removed after right
and left halves are mated.
This composite aircraft is ready to fly.
These masterpieces typically finish at
approximately 340 grams.
10sig5.QXD 7/23/04 9:30 am Page 147
148 MODEL AVIATION
thank everyone who has written; I hope I did
not fail to return your letters.
Chrome plating for engine cylinders is a
bit more involved than what I may have led
most of you to believe. The cylinder must be
round to start with. If it is not, the method of
honing out liners will never give you the
roundness you desire.
When people talk about roundness of
liners, I sometimes wonder if they really
have the ability to measure that. A set of dial
calipers is not what you use to measure
roundness; a bore gauge that measures in
tenths is required, but even that is not
foolproof.
For instance, the liners used in the K&B
engines for Quickie Rat will actually change
size while you’re holding them in your
hand. You must use great care when honing
these out, or the pressure of just being held
will change their roundness. Roundness is
also relative to what you are trying to
achieve; .0003 is sufficient in a ringed
engine, but it may or may not be in a lapped
engine.
One of the problems I see in looking at
some engines that have been rechromed is
that there has never been any consideration
of the aluminum piston growing in the
steel/chrome bore, resulting in dragging
pistons. Some cylinders have too much
chrome, reducing the bore to an unacceptable
size, or have not been properly prepared by
being honed out before chroming.
Chances are that a liner that is out of
round to start with will be out of round when
it’s finished. Probably the best way to make
sure a liner is round is to have it ground.
That in itself presents many challenges in
how to hold them for grinding without
distortion. Although this can be done, the
process is probably not cost-efficient for
mass-producing liners.
One area I am looking at in some of my
engines is the concentricity of the front and
rear bearing area on a crankshaft. With this, I
am also looking at the size of the cranks in
relationship to their fit on the bearings. Some
engines are quite good in this area, and some
are not so good from a quality-control
standpoint. These engines are mass-produced
for the most part, but this is one area I feel
could be looked at and improved upon.
Having stated that, the bore and bearing
seats in the engine itself must be correct. If
these bores are incorrect, some engines will
never run to their designed expectations.
Although some of this may be out of reach
for the average modeler, it could explain why
some engines are very good and some are
just good.
All modelers could improve their
performances if they simply paid attention to
the small things. As in other areas of
competition modeling, there is no shortcut to
achieving success. The entire package of
engine, fuel system, airplane, and propeller
must be right; otherwise, your high
expectations will probably never be realized.
Until next time, as always, your comments
are solicited and appreciated. MA
Micro-Mark has more than 2,600 name-brand and
hard-to-find tools and accessories…many at discount
prices. You’ll complete your projects in less time with
more professional results!
340-3293 Snyder Avenue
Berkeley Heights, NJ 07922-1538
NAME
ADDRESS
CITY
STATE ZIP
To order our catalog, send $1 and this coupon to:
1-800-225-1066 • www.micromark.com
®
Please say you saw our ad in the October issue of Model Aviation.
MICRO-MARK’S
got it!
#82583
MULTI-USE DUAL POWER HEAT GUN SET
FLIGHT GLOW
■ Fully Automatic
■ No set-up, no servo reversal
■ Progressive heating
■ Full off at 1/4 throttle
■ Turn off with engine kill
■ Red LED when driver on
$39.95 s/h included
C-TRONICS,Inc. P.O. Box 192, Ramsey, NJ 07446 201 818-4289 www.c-tronicsinc.com
C-TRONICS ON BOARD GLOW DRIVERS
FLIGHT GLOW II
All of the features of
FLIGHT GLOW PLUS:
Tri-Color LED
Green–good driver battery
Orange–low driver battery
Red–driver on
Flashing Red–very low battery or
disconnected plug wire
Specify connector (Futaba, JR-Hitec-Airtronics) $49.95 s/h included
All units complete with plug connector and 1900 MA/HR battery
Work with single or twin engines* and twin cylinder*
(*requires additional battery and plug connector)
Dealer inquiries invited. Simple,Safe,Secure.
Visit our website
for full details
and to see our
other RC products!
This month we list those who have donated $10 or more in support of the Academy’s
programs, the National Model Aviation Museum and the Aeromodeling Center, and those
organizations that have provided grants for which AMA has applied and received. These
people have made more than a donation—they have made an investment in the future of
aeromodeling.
When you see these folks, thank them! They are now among the thousands who have
given back to model aviation part of what model aviation has given to them. Many things will
be possible due to the their thoughtful giving and generosity.
We list our supporters monthly. These donations represent amounts processed in the
month of March 2004. If your name is not listed, please write to the Membership Department
and include a canceled check. We want to recognize all contributors!
Thank you.
$100 up to $500
Albany Model Airplane Club - GA
Melinda R Alberty - MI
Damon G Atwood - IN
Wolfgang R Beatham - MI
Andrew W Beckmann - OH
Steve Bruno - OK
Michael Burns - GA
Dohrman G Crawford - GA
Anthony A Dinicola - OH
Gerald Elert - MN
Firstline Insurance Services A - NE
Manfred R Franke - IN
Jeffrey E Gagne - AZ
Tim Johnson - MN
Just Add Wind Kites - OH
Michael Allen Knight - FL
Jimmy Kwong - NY
Bill Lovig - CA
Sean Marvil - VA
Donald Mckuin - TX
Rob Metkemeijer -
Albert Metkemeijer -
Mid-Mississippi R/C Club - MS
James Joseph Pembridge - NY
C C Phelan - IL
Kevin Pierce - NJ
Jeffrey C Pira - FL
Russell D Prince - GA
Duane M Sanderson - MN
Jack L Schonberger - CA
Michael D Scott - TX
Thomas W Siler - OH
Greg J Simon - MI
South Lane RC Modelers - OR
James Weaver - IN
James B Woodman - CT
$10 up to $100
Your Contributions do Make a Difference!
James H Alvis Sr - MS
Bryan Chin – AL
Wing Chin - FL
Joseph Mathews, Jr - AL
Middle Tennessee RC Society - TN
R/C Fliers Of Venice Inc - FL
$500 up to $1000
Hillsdale Flyers - NJ
$5000
Radio Control Manufacturer’s Association - IL
10sig5.QXD 7/23/04 9:31 am Page 148