GASOLINE TWO-STROKE engines power most Giant Scale
models. Fuel efficiency by glow-fuel standards and extreme reliability
are two of their positive attributes, but one of their greatest negative
attributes is vibration.
Some may disagree since weight and size are also negative
attributes that are of concern to modelers; however, newer gas engines
that are more compact, lighter in weight, and closely resemble their
glow-fuel counterparts are being designed. Ignition modules have
replaced many of the heavy parts such as coils and flywheels.
Engine vibration is one of the biggest causes of airplane failure.
Anything bolted, screwed, glued, hinged, etc. is eventually doomed to
failure because of excessive engine vibration. This also includes
electrical parts such as the switch harness. The receiver switch is
especially subject to failure because it is usually mounted to a hard
surface somewhere on the fuselage.
There are steps that you can take to reduce vibration. Most
important, make sure that you balance the propeller. Larger models
have larger
propellers, and an
out-of-balance
propeller can
exacerbate engine
vibration. If you are
using a large
spinner, make sure it
is also balanced.
I once owned a
3.5-inch spinner
made from cast or
milled aluminum.
Not only was it
heavy, but it was severely out of balance. I changed the spinner to a
much lighter spun-aluminum type and reduced the amount of vibration
significantly.
You could use a soft mount, but some engine manufacturers do not
recommend soft mounting their gas engines. In addition, a soft mount
has to be suitably matched to the engine; if it is not, you will defeat its
purpose.
Also included in this column:
• Mounting a gas engine to the
firewall
• Heavy-duty switch harness
• Hangar 9 Sopwith Camel ARF
The Ultra Switch II is a heavy-duty switch harness from
ElectroDynamics of Livonia, Michigan.
Make sure that whatever threadlock product you use specifically
identifies its degree of vibration resistance.
Vibration, a frequent reason for airplane failure, loosened the
mounting screws on this 1/4-scale Piper L-4.
The author’s engine-mounting hardware includes a 1/4-20 sockethead
bolt, lock washer, and different lengths of T-nuts.
British modeler Ted Galbraith visited the Old Rhinebeck
Jamboree and posed for a picture with the Sopwith Camel ARF.
Hank Riehl covered his Hangar 9 Sopwith Camel ARF using
antique-white UltraCote and olive-drab dope.
The photograph of a Piper L-4 shows what engine vibration can do
to a gas-powered model. During a flight, trim and throttle problems
became apparent. As the flight continued, these problems became
severe to the point where the throttle stopped working at slightly less
than half power.
More than 20 minutes later the model finally ran out of gas and
landed successfully. The source of the problem quickly became
apparent. The engine bolts had backed out because of engine vibration
and the fiberglass cowling was the only support holding the engine in
place. The outcome could have been tragic but only the cowl needed to
be repaired or replaced.
Experienced modelers have their own methods to install gas engines;
however, modelers who are new to Giant Scale may find this
information helpful.
I like to use 1/4-20 socket-head bolts and blind or T-nuts to mount
gasoline-powered engines. Socket-head screws are easy to install with
a ball driver. Unlike screwdrivers, ratchets, and wrenches, a ball driver
allows you to reach/tighten socket-head bolts at various angles.
Depending on the engine manufacturer and type, there are times when
a straight, head-on approach to the mounting bolt is unavailable.
I install a split or lock washer and apply Loctite threadlocker or a
similar product to the threads of the bolt. Using a threadlocker is
extremely important. Loctite comes in a variety of strengths that are
noted by colors. Loctite Red is the strongest and used specifically
where vibration is an issue.
In the photo you can see three types of
threadlocker by different manufacturers. What
is important is that the product you use
specifically identifies resistance to vibration.
I try to use the longer T-nuts. These T-nuts
have more thread for the bolt to grab and will
increase the holding power. If your firewall’s
thickness is less than the length of the T-nut,
you can use wood spacers behind the firewall
to recess the T-nuts.
Following these steps will increase the
success of keeping your engine firmly in place
and not bouncing around in your cowl during
flight.
Heavy-Duty Switch: Earlier I mentioned that
the switch harness on gas-powered models
was subject to vibration. For this reason I use
a heavy-duty switch assembly on all my Giant
Scale models. The one shown is the Ultra
Switch II from ElectroDynamics of Livonia,
Michigan.
This switch assembly comes with 22
American Wire Gauge (AWG) heavy-duty
cables, gold contacts, a double pole with four
redundant contacts, and a built-in charge jack.
It is DSC compatible. The assembly has a
switch guard that prevents accidental
operation and a retractable dust cover for the
integrated charge jack.
You can order one by calling (800) 337-
1638 or visit ElectroDynamics’ Web site at
www.electrodynam.com. You can write to
ElectroDynamics at 31091 Schoolcraft Rd.,
GAZ Commercial Center, Livonia MI 48150.
Hangar 9’s Sopwith Camel ARF: If you
would like to fly a World War I Sopwith
Camel fighter and have no time to build one
yourself, Hangar 9 has an International
Miniature Aircraft Association-legal, 61-inchwingspan
ARF available. The model is
advertised to have outstanding scale warbird
looks with sport-flying characteristics.
Included is a photo of my good friend Ted
Galbraith of North Weald, Essex, England,
who traveled all the way across “the pond” to
attend the 2006 Rhinebeck Jamboree. Ted
was quite smitten with the Camel and posed
for this photo, describing it as “A fine British
pilot holding a fine British aircraft.”
Another photo of the Camel is from Hank
Riehl of Oceanside, New York. Covered in
antique white UltraCote, the model was
painted with Brodak olive-drab dope. Hank
writes that the ARF was well built. He powers
the Camel with a Magnum .70 four-stroke
glow engine and he had to add 5 ounces of
weight up front to balance the model.
It is designed for glow or electric power
and includes a prepainted pilot figure,
dummy engine, and machine guns. It is
designed to fly on a 6.61 two-stroke or .91
four-stroke glow engine, or an E-flite 46
outrunner electric motor. The finished weight
is in the 7.5- to 8.5-pound range. The Camel
requires five servos.
Built as a replacement for the
maneuverable and easy-to-fly Sopwith Pup,
the Sopwith Camel prototype first flew in
December 1916. Unlike the Pup, the Camel
was armed with two .303 Vickers machine
guns mounted in front of the cockpit. The
metal fairing that covered the machine guns
gave it a humplike appearance, so the aircraft
was named the Camel. The aircraft entered
service in the summer of 1917 and
approximately 5,500 were produced.
Although the Camel became one of the
premier fighters of World War I, it was
difficult to fly. Many accidents occurred with
inexperienced pilots at the controls. Takeoff
with a full fuel tank was especially
troublesome and was the cause of several
accidents. Because of the gyroscopic effect of
the rotary engine, the aircraft turned sharply
to the right with a nose-down attitude and
would turn slower to the left with a nose-up
attitude. In level flight the Camel flew tailheavy,
and overcontrolling in a right turn
could result in an out-of-control spin.
As difficult as it was to fly, in the hands
of an experienced pilot the Camel was a
nimble fighter. The controls were light and
sensitive. The Camel was credited with
shooting down 1,294 enemy aircraft—more
than any other fighter in the Allied fleet.
If you would like to own a Hangar 9
ARF Sopwith Camel, visit the company’s
Web site at www.hangar-9.com to find a
dealer near you.
So ends another RC Giants column. If you
have any comments or suggestions for future
topics, please send me an E-mail and I will be
happy to respond. Enjoy the winter; build
something!
Edition: Model Aviation - 2007/02
Page Numbers: 98,99,101
Edition: Model Aviation - 2007/02
Page Numbers: 98,99,101
GASOLINE TWO-STROKE engines power most Giant Scale
models. Fuel efficiency by glow-fuel standards and extreme reliability
are two of their positive attributes, but one of their greatest negative
attributes is vibration.
Some may disagree since weight and size are also negative
attributes that are of concern to modelers; however, newer gas engines
that are more compact, lighter in weight, and closely resemble their
glow-fuel counterparts are being designed. Ignition modules have
replaced many of the heavy parts such as coils and flywheels.
Engine vibration is one of the biggest causes of airplane failure.
Anything bolted, screwed, glued, hinged, etc. is eventually doomed to
failure because of excessive engine vibration. This also includes
electrical parts such as the switch harness. The receiver switch is
especially subject to failure because it is usually mounted to a hard
surface somewhere on the fuselage.
There are steps that you can take to reduce vibration. Most
important, make sure that you balance the propeller. Larger models
have larger
propellers, and an
out-of-balance
propeller can
exacerbate engine
vibration. If you are
using a large
spinner, make sure it
is also balanced.
I once owned a
3.5-inch spinner
made from cast or
milled aluminum.
Not only was it
heavy, but it was severely out of balance. I changed the spinner to a
much lighter spun-aluminum type and reduced the amount of vibration
significantly.
You could use a soft mount, but some engine manufacturers do not
recommend soft mounting their gas engines. In addition, a soft mount
has to be suitably matched to the engine; if it is not, you will defeat its
purpose.
Also included in this column:
• Mounting a gas engine to the
firewall
• Heavy-duty switch harness
• Hangar 9 Sopwith Camel ARF
The Ultra Switch II is a heavy-duty switch harness from
ElectroDynamics of Livonia, Michigan.
Make sure that whatever threadlock product you use specifically
identifies its degree of vibration resistance.
Vibration, a frequent reason for airplane failure, loosened the
mounting screws on this 1/4-scale Piper L-4.
The author’s engine-mounting hardware includes a 1/4-20 sockethead
bolt, lock washer, and different lengths of T-nuts.
British modeler Ted Galbraith visited the Old Rhinebeck
Jamboree and posed for a picture with the Sopwith Camel ARF.
Hank Riehl covered his Hangar 9 Sopwith Camel ARF using
antique-white UltraCote and olive-drab dope.
The photograph of a Piper L-4 shows what engine vibration can do
to a gas-powered model. During a flight, trim and throttle problems
became apparent. As the flight continued, these problems became
severe to the point where the throttle stopped working at slightly less
than half power.
More than 20 minutes later the model finally ran out of gas and
landed successfully. The source of the problem quickly became
apparent. The engine bolts had backed out because of engine vibration
and the fiberglass cowling was the only support holding the engine in
place. The outcome could have been tragic but only the cowl needed to
be repaired or replaced.
Experienced modelers have their own methods to install gas engines;
however, modelers who are new to Giant Scale may find this
information helpful.
I like to use 1/4-20 socket-head bolts and blind or T-nuts to mount
gasoline-powered engines. Socket-head screws are easy to install with
a ball driver. Unlike screwdrivers, ratchets, and wrenches, a ball driver
allows you to reach/tighten socket-head bolts at various angles.
Depending on the engine manufacturer and type, there are times when
a straight, head-on approach to the mounting bolt is unavailable.
I install a split or lock washer and apply Loctite threadlocker or a
similar product to the threads of the bolt. Using a threadlocker is
extremely important. Loctite comes in a variety of strengths that are
noted by colors. Loctite Red is the strongest and used specifically
where vibration is an issue.
In the photo you can see three types of
threadlocker by different manufacturers. What
is important is that the product you use
specifically identifies resistance to vibration.
I try to use the longer T-nuts. These T-nuts
have more thread for the bolt to grab and will
increase the holding power. If your firewall’s
thickness is less than the length of the T-nut,
you can use wood spacers behind the firewall
to recess the T-nuts.
Following these steps will increase the
success of keeping your engine firmly in place
and not bouncing around in your cowl during
flight.
Heavy-Duty Switch: Earlier I mentioned that
the switch harness on gas-powered models
was subject to vibration. For this reason I use
a heavy-duty switch assembly on all my Giant
Scale models. The one shown is the Ultra
Switch II from ElectroDynamics of Livonia,
Michigan.
This switch assembly comes with 22
American Wire Gauge (AWG) heavy-duty
cables, gold contacts, a double pole with four
redundant contacts, and a built-in charge jack.
It is DSC compatible. The assembly has a
switch guard that prevents accidental
operation and a retractable dust cover for the
integrated charge jack.
You can order one by calling (800) 337-
1638 or visit ElectroDynamics’ Web site at
www.electrodynam.com. You can write to
ElectroDynamics at 31091 Schoolcraft Rd.,
GAZ Commercial Center, Livonia MI 48150.
Hangar 9’s Sopwith Camel ARF: If you
would like to fly a World War I Sopwith
Camel fighter and have no time to build one
yourself, Hangar 9 has an International
Miniature Aircraft Association-legal, 61-inchwingspan
ARF available. The model is
advertised to have outstanding scale warbird
looks with sport-flying characteristics.
Included is a photo of my good friend Ted
Galbraith of North Weald, Essex, England,
who traveled all the way across “the pond” to
attend the 2006 Rhinebeck Jamboree. Ted
was quite smitten with the Camel and posed
for this photo, describing it as “A fine British
pilot holding a fine British aircraft.”
Another photo of the Camel is from Hank
Riehl of Oceanside, New York. Covered in
antique white UltraCote, the model was
painted with Brodak olive-drab dope. Hank
writes that the ARF was well built. He powers
the Camel with a Magnum .70 four-stroke
glow engine and he had to add 5 ounces of
weight up front to balance the model.
It is designed for glow or electric power
and includes a prepainted pilot figure,
dummy engine, and machine guns. It is
designed to fly on a 6.61 two-stroke or .91
four-stroke glow engine, or an E-flite 46
outrunner electric motor. The finished weight
is in the 7.5- to 8.5-pound range. The Camel
requires five servos.
Built as a replacement for the
maneuverable and easy-to-fly Sopwith Pup,
the Sopwith Camel prototype first flew in
December 1916. Unlike the Pup, the Camel
was armed with two .303 Vickers machine
guns mounted in front of the cockpit. The
metal fairing that covered the machine guns
gave it a humplike appearance, so the aircraft
was named the Camel. The aircraft entered
service in the summer of 1917 and
approximately 5,500 were produced.
Although the Camel became one of the
premier fighters of World War I, it was
difficult to fly. Many accidents occurred with
inexperienced pilots at the controls. Takeoff
with a full fuel tank was especially
troublesome and was the cause of several
accidents. Because of the gyroscopic effect of
the rotary engine, the aircraft turned sharply
to the right with a nose-down attitude and
would turn slower to the left with a nose-up
attitude. In level flight the Camel flew tailheavy,
and overcontrolling in a right turn
could result in an out-of-control spin.
As difficult as it was to fly, in the hands
of an experienced pilot the Camel was a
nimble fighter. The controls were light and
sensitive. The Camel was credited with
shooting down 1,294 enemy aircraft—more
than any other fighter in the Allied fleet.
If you would like to own a Hangar 9
ARF Sopwith Camel, visit the company’s
Web site at www.hangar-9.com to find a
dealer near you.
So ends another RC Giants column. If you
have any comments or suggestions for future
topics, please send me an E-mail and I will be
happy to respond. Enjoy the winter; build
something!
Edition: Model Aviation - 2007/02
Page Numbers: 98,99,101
GASOLINE TWO-STROKE engines power most Giant Scale
models. Fuel efficiency by glow-fuel standards and extreme reliability
are two of their positive attributes, but one of their greatest negative
attributes is vibration.
Some may disagree since weight and size are also negative
attributes that are of concern to modelers; however, newer gas engines
that are more compact, lighter in weight, and closely resemble their
glow-fuel counterparts are being designed. Ignition modules have
replaced many of the heavy parts such as coils and flywheels.
Engine vibration is one of the biggest causes of airplane failure.
Anything bolted, screwed, glued, hinged, etc. is eventually doomed to
failure because of excessive engine vibration. This also includes
electrical parts such as the switch harness. The receiver switch is
especially subject to failure because it is usually mounted to a hard
surface somewhere on the fuselage.
There are steps that you can take to reduce vibration. Most
important, make sure that you balance the propeller. Larger models
have larger
propellers, and an
out-of-balance
propeller can
exacerbate engine
vibration. If you are
using a large
spinner, make sure it
is also balanced.
I once owned a
3.5-inch spinner
made from cast or
milled aluminum.
Not only was it
heavy, but it was severely out of balance. I changed the spinner to a
much lighter spun-aluminum type and reduced the amount of vibration
significantly.
You could use a soft mount, but some engine manufacturers do not
recommend soft mounting their gas engines. In addition, a soft mount
has to be suitably matched to the engine; if it is not, you will defeat its
purpose.
Also included in this column:
• Mounting a gas engine to the
firewall
• Heavy-duty switch harness
• Hangar 9 Sopwith Camel ARF
The Ultra Switch II is a heavy-duty switch harness from
ElectroDynamics of Livonia, Michigan.
Make sure that whatever threadlock product you use specifically
identifies its degree of vibration resistance.
Vibration, a frequent reason for airplane failure, loosened the
mounting screws on this 1/4-scale Piper L-4.
The author’s engine-mounting hardware includes a 1/4-20 sockethead
bolt, lock washer, and different lengths of T-nuts.
British modeler Ted Galbraith visited the Old Rhinebeck
Jamboree and posed for a picture with the Sopwith Camel ARF.
Hank Riehl covered his Hangar 9 Sopwith Camel ARF using
antique-white UltraCote and olive-drab dope.
The photograph of a Piper L-4 shows what engine vibration can do
to a gas-powered model. During a flight, trim and throttle problems
became apparent. As the flight continued, these problems became
severe to the point where the throttle stopped working at slightly less
than half power.
More than 20 minutes later the model finally ran out of gas and
landed successfully. The source of the problem quickly became
apparent. The engine bolts had backed out because of engine vibration
and the fiberglass cowling was the only support holding the engine in
place. The outcome could have been tragic but only the cowl needed to
be repaired or replaced.
Experienced modelers have their own methods to install gas engines;
however, modelers who are new to Giant Scale may find this
information helpful.
I like to use 1/4-20 socket-head bolts and blind or T-nuts to mount
gasoline-powered engines. Socket-head screws are easy to install with
a ball driver. Unlike screwdrivers, ratchets, and wrenches, a ball driver
allows you to reach/tighten socket-head bolts at various angles.
Depending on the engine manufacturer and type, there are times when
a straight, head-on approach to the mounting bolt is unavailable.
I install a split or lock washer and apply Loctite threadlocker or a
similar product to the threads of the bolt. Using a threadlocker is
extremely important. Loctite comes in a variety of strengths that are
noted by colors. Loctite Red is the strongest and used specifically
where vibration is an issue.
In the photo you can see three types of
threadlocker by different manufacturers. What
is important is that the product you use
specifically identifies resistance to vibration.
I try to use the longer T-nuts. These T-nuts
have more thread for the bolt to grab and will
increase the holding power. If your firewall’s
thickness is less than the length of the T-nut,
you can use wood spacers behind the firewall
to recess the T-nuts.
Following these steps will increase the
success of keeping your engine firmly in place
and not bouncing around in your cowl during
flight.
Heavy-Duty Switch: Earlier I mentioned that
the switch harness on gas-powered models
was subject to vibration. For this reason I use
a heavy-duty switch assembly on all my Giant
Scale models. The one shown is the Ultra
Switch II from ElectroDynamics of Livonia,
Michigan.
This switch assembly comes with 22
American Wire Gauge (AWG) heavy-duty
cables, gold contacts, a double pole with four
redundant contacts, and a built-in charge jack.
It is DSC compatible. The assembly has a
switch guard that prevents accidental
operation and a retractable dust cover for the
integrated charge jack.
You can order one by calling (800) 337-
1638 or visit ElectroDynamics’ Web site at
www.electrodynam.com. You can write to
ElectroDynamics at 31091 Schoolcraft Rd.,
GAZ Commercial Center, Livonia MI 48150.
Hangar 9’s Sopwith Camel ARF: If you
would like to fly a World War I Sopwith
Camel fighter and have no time to build one
yourself, Hangar 9 has an International
Miniature Aircraft Association-legal, 61-inchwingspan
ARF available. The model is
advertised to have outstanding scale warbird
looks with sport-flying characteristics.
Included is a photo of my good friend Ted
Galbraith of North Weald, Essex, England,
who traveled all the way across “the pond” to
attend the 2006 Rhinebeck Jamboree. Ted
was quite smitten with the Camel and posed
for this photo, describing it as “A fine British
pilot holding a fine British aircraft.”
Another photo of the Camel is from Hank
Riehl of Oceanside, New York. Covered in
antique white UltraCote, the model was
painted with Brodak olive-drab dope. Hank
writes that the ARF was well built. He powers
the Camel with a Magnum .70 four-stroke
glow engine and he had to add 5 ounces of
weight up front to balance the model.
It is designed for glow or electric power
and includes a prepainted pilot figure,
dummy engine, and machine guns. It is
designed to fly on a 6.61 two-stroke or .91
four-stroke glow engine, or an E-flite 46
outrunner electric motor. The finished weight
is in the 7.5- to 8.5-pound range. The Camel
requires five servos.
Built as a replacement for the
maneuverable and easy-to-fly Sopwith Pup,
the Sopwith Camel prototype first flew in
December 1916. Unlike the Pup, the Camel
was armed with two .303 Vickers machine
guns mounted in front of the cockpit. The
metal fairing that covered the machine guns
gave it a humplike appearance, so the aircraft
was named the Camel. The aircraft entered
service in the summer of 1917 and
approximately 5,500 were produced.
Although the Camel became one of the
premier fighters of World War I, it was
difficult to fly. Many accidents occurred with
inexperienced pilots at the controls. Takeoff
with a full fuel tank was especially
troublesome and was the cause of several
accidents. Because of the gyroscopic effect of
the rotary engine, the aircraft turned sharply
to the right with a nose-down attitude and
would turn slower to the left with a nose-up
attitude. In level flight the Camel flew tailheavy,
and overcontrolling in a right turn
could result in an out-of-control spin.
As difficult as it was to fly, in the hands
of an experienced pilot the Camel was a
nimble fighter. The controls were light and
sensitive. The Camel was credited with
shooting down 1,294 enemy aircraft—more
than any other fighter in the Allied fleet.
If you would like to own a Hangar 9
ARF Sopwith Camel, visit the company’s
Web site at www.hangar-9.com to find a
dealer near you.
So ends another RC Giants column. If you
have any comments or suggestions for future
topics, please send me an E-mail and I will be
happy to respond. Enjoy the winter; build
something!