February 2003 129
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
Steve Wilk pits his F2CN indoors during the second round of
flights. Indoor flying provided thrills and unforeseen problems.
Dave Wallick prepares to catch his Quickie Rat during the
second round. The airplane is well outside of the pitting line.
Steve Wilk (L) and Tom Wilk (R) brought almost everything a
modeler would need. The B TR model in the picture is an Abel
Mabel.
THE 2002 TOURNAMENT of the New Millennium was a
tremendous success. Julio Isidro rolled out the red carpet and
welcomed competitors from eight countries to Portugal for a great
time and three days of great competition and wonderful memories.
Activities included a wonderful guided tour of the city which
featured a wonderful fresh-air market, several of the churches that
date back to the 1500s, and part of a castle overlooking the river and
the city. A tour of the Cintra Brewery was next on the agenda, where
we were treated to some very good libations followed by a banquet
that started out with lobster for everyone. This tour and banquet was
courtesy of brewery owner Mr. Jose Cintra.
Cintra and Coke had a pavilion set up at the flying site to provide
all the competitors with free refreshments throughout the contest.
Other corporate sponsors included Continental Airlines, May Kay
Cosmetics, Black & Decker, and Coke. It is wonderful to see that
these American corporations get behind the event—not only does it
make the competition better, but it shows that the country, city, and
community get behind this event and support it.
You won’t find a friendlier community or a more supportive
group than in the town of Santarem. I suggest that you make plans to
attend one of these events; you will not be treated any better
anyplace in the world.
The US contingent of me, Steve Wilk, Tom Wilk, Ashley Wilk,
Wayne Trivin, and David Wallick ventured into some European
events as well as the US events that were being held. Space does not
permit a complete rundown of all the categories, so I will try to give
you the flavor of a few of the competition classes in which the US
fliers participated. Most of the Americans flew in F2C National
(F2CN), Mini Goodyear, 1⁄2A Vintage Team Race (TR), Fox Racing,
and Quickie Rat.
The European community does things slightly different; the
competitors fly one round of each event each day, then they fly
finals on the last day. The American contingent was at a minor
disadvantage since we are not used to flying each event each day.
This places a premium on being 100% prepared in every event since
there is no time to work on one model and get it prepared that day.
However, for the most part it worked out well for the US
contestants.
F2CN is a wonderful event if it is kept simple; that is, with any
iron engine, on a profile airplane, with a squeeze bulb as a filler. The
event provides adequate speed for an introduction to Team Racing,
and it would be good for the experienced team to keep its three-up
flying skills.
Engines used included Rossi, SuperTigre, Nelson, and MVVS.
The Nelson is the engine of choice because it is a known commodity
and parts are available. Henry Nelson has new iron rear-induction
engines available for F2CN. If you are thinking about flying this
event in the US, call Henry and get one today. I am including his
address and telephone number at the end of the column for your
convenience.
Steve Wilk had problems getting airspeed and durability from his
Mejzlik model. The first problem was a lack of airspeed with the
MVVS engine. The second was that the model had design problems
and simply did not stay together. If you are going to use a Mejzlik
model, take extra precautions in the wing-and-fuselage joint.
Actually, redesigning this attachment location and wood type would
be better.
Wayne Trivin had his own difficulties in this event. The fuel line
collapsed during the first heat, causing the bulb to come apart and
Wayne to lose valuable time, not to mention most of his fuel.
The highlight for me was on Sunday. When the weather turned to
02sig5.QXD 11.25.02 12:28 pm Page 129
a hard rain, the second round and the final
were flown indoors. Wayne and I flew in a
demonstration flight to see if it was
practical to fly at least two-up; the ceiling
was approximately 25 feet high. There
was no need for warnings for high flying;
that would take care of itself. The noise
and the background were the biggest
problems; it became almost impossible to
hear if the engine was over- or
undercompressed because of the echo
effect.
Julio Isidro and Epp Buys had their
model running well and turned the quick
time of the event in the heat races, and
they went on to win the event. Julio used a
homemade model and the Nelson engine.
Wayne Trivin also participated in 1⁄2A
Vintage TR with the Thunder Thrush he
built. Although it seems to be a popular
design, Wayne was using a lighter engine
and had the controls set to quick. Most of
the other airplanes in this event had
roughly 5° of up and down, and Wayne
has approximately 30°. That combined
with a slightly rearward balance point
makes it a tricky airplane at best.
Wayne did rework his engine—an
MVVS—and it produced ample power,
but some slow pits kept Wayne from
advancing to the finals. Roger Reese and
Dick Hart of the United Kingdom, also
flying a Thunder Thrush, turned the quick
time in the heat races at 3:32. However,
Tony Toogood and Dennis Ward of the
United Kingdom, flying the Mini Star,
really showed their power during the final
by winning and turning an 8:59.
Steve Wilk flew in Mini Goodyear.
These are small Goodyear-type models
that use .09 diesel engines. They are flown
over grass, with no landing gear, relying
on a hand launch and a controlled crash
close to the pits. Steve did an excellent
job, but I think his Combat experience
actually helped. Wayne Trivin did the
pitting duties during the second round, and
they turned the second quick time of the
event. I think that surprised them as much
as it did the rest of the participants.
However, the United Kingdom team of
Daglish/Morral turned the fast time by not
just a few seconds, but by 30 seconds.
They dashed the hopes of the Americans
as well as the rest of the participants.
Not wanting to be left out, Steve’s
daughter Ashley participated in the
contest; she flew handicap Speed. She did
a great job and took home a trophy for
her efforts.
There is so much more I could write
about this event, but space does not
permit me to continue. From the other
contestants, to the organizers, to the
support that this contest enjoys from the
city, it is truly a do-not-miss event.
New F2CN engines are available from
Henry Nelson. He recently showed me
the cases for them at his shop. This is
another in the line of fine power plants
that Henry makes.
For this event the engines feature the
iron piston/liner configurations used
several years ago. The engines are rearintake,
side-exhaust with drop-in liners.
They have wonderful venturi/spraybar
setups, and venturis are available from
.160 to .200. The liners are chromed and
done to Henry’s usual high standards.
The use of 8-10% oil in the fuel is no
problem with these engines and will not
hurt them.
Call Henry and pick one up if you are
planning on flying F2CN.
.15 Rat is the new evolution in trying to
keep Rat Racing alive. The change was
discussed among the competitors at last
year’s Nationals, and it should get several
former Rat participants back into the
event. Most competitors have .15-size
engines, and this is an excellent
opportunity to build and fly an airplane
that should attain speeds in excess of 130
mph.
The rules for NCLRA [National
Control Line Racing Association] .15 Rat
Racing are as follows.
1. Applicability. All rules from the
Unified Control Line Racing rules apply
to this event except as modified,
appended, or specified here.
2. Model Specifications.
2.1 If the model is of cast pan
construction (two (2) or more parts held
together by screws or bolts), it must be,
in the Contest Director’s opinion, as
strong as the methods suggested in the
CL Speed section.
2.2 Only constant diameter exhaust
extensions are allowed. Such extensions
shall be no more than 5-1⁄4 inches in
length as measured along the centerline
from the center of the piston bore to the
end of the pipe.
3. Engine Specifications. The maximum
engine shall be a .15 cu. in. (2.5cc)
displacement.
3.1 There shall be no restrictions on
the type, size, or location of the needle
valve assembly.
4. Races.
4.1 Each contestant shall be allowed
two (2) qualifying heats of 70 laps in
length. One (1) refueling stop is
mandatory in each heat.
4.2 Final races shall be 140 laps in
length with three (3) mandatory
refueling stops.
5. Flying Regulations.
5.1 All flying shall be done between
six (6) and twenty (20) feet altitude.
6. Field Layout.
6.1 The Inner Circle shall be 68-foot
radius.
6.2 The Outer Circle shall be 76-foot
radius.
7. Lines. For the .15 engine, lines are to
be .014 solid.
7.1 Lines shall be 60’ +/– 6”
Steve Wilk has tops that will work for
the event; I have included his contact
information at the end of the column. I
hope to have more information about
plans and other equipment for this event
in the next column. If you have questions
or are looking for equipment for the
event, let me know; I will try to help you
locate pans, shutoffs, etc.
As always, your contributions are
solicited and appreciated. MA
Sources:
Henry Nelson
121 Pebble Creek Ln.
Zelienople PA 16063
(724) 538-5282
Steve Wilk
3257 Welcome Ave. N.
Crystal MN 55422
(763) 531-0604
Edition: Model Aviation - 2003/02
Page Numbers: 129,130,131,132
Edition: Model Aviation - 2003/02
Page Numbers: 129,130,131,132
February 2003 129
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
Steve Wilk pits his F2CN indoors during the second round of
flights. Indoor flying provided thrills and unforeseen problems.
Dave Wallick prepares to catch his Quickie Rat during the
second round. The airplane is well outside of the pitting line.
Steve Wilk (L) and Tom Wilk (R) brought almost everything a
modeler would need. The B TR model in the picture is an Abel
Mabel.
THE 2002 TOURNAMENT of the New Millennium was a
tremendous success. Julio Isidro rolled out the red carpet and
welcomed competitors from eight countries to Portugal for a great
time and three days of great competition and wonderful memories.
Activities included a wonderful guided tour of the city which
featured a wonderful fresh-air market, several of the churches that
date back to the 1500s, and part of a castle overlooking the river and
the city. A tour of the Cintra Brewery was next on the agenda, where
we were treated to some very good libations followed by a banquet
that started out with lobster for everyone. This tour and banquet was
courtesy of brewery owner Mr. Jose Cintra.
Cintra and Coke had a pavilion set up at the flying site to provide
all the competitors with free refreshments throughout the contest.
Other corporate sponsors included Continental Airlines, May Kay
Cosmetics, Black & Decker, and Coke. It is wonderful to see that
these American corporations get behind the event—not only does it
make the competition better, but it shows that the country, city, and
community get behind this event and support it.
You won’t find a friendlier community or a more supportive
group than in the town of Santarem. I suggest that you make plans to
attend one of these events; you will not be treated any better
anyplace in the world.
The US contingent of me, Steve Wilk, Tom Wilk, Ashley Wilk,
Wayne Trivin, and David Wallick ventured into some European
events as well as the US events that were being held. Space does not
permit a complete rundown of all the categories, so I will try to give
you the flavor of a few of the competition classes in which the US
fliers participated. Most of the Americans flew in F2C National
(F2CN), Mini Goodyear, 1⁄2A Vintage Team Race (TR), Fox Racing,
and Quickie Rat.
The European community does things slightly different; the
competitors fly one round of each event each day, then they fly
finals on the last day. The American contingent was at a minor
disadvantage since we are not used to flying each event each day.
This places a premium on being 100% prepared in every event since
there is no time to work on one model and get it prepared that day.
However, for the most part it worked out well for the US
contestants.
F2CN is a wonderful event if it is kept simple; that is, with any
iron engine, on a profile airplane, with a squeeze bulb as a filler. The
event provides adequate speed for an introduction to Team Racing,
and it would be good for the experienced team to keep its three-up
flying skills.
Engines used included Rossi, SuperTigre, Nelson, and MVVS.
The Nelson is the engine of choice because it is a known commodity
and parts are available. Henry Nelson has new iron rear-induction
engines available for F2CN. If you are thinking about flying this
event in the US, call Henry and get one today. I am including his
address and telephone number at the end of the column for your
convenience.
Steve Wilk had problems getting airspeed and durability from his
Mejzlik model. The first problem was a lack of airspeed with the
MVVS engine. The second was that the model had design problems
and simply did not stay together. If you are going to use a Mejzlik
model, take extra precautions in the wing-and-fuselage joint.
Actually, redesigning this attachment location and wood type would
be better.
Wayne Trivin had his own difficulties in this event. The fuel line
collapsed during the first heat, causing the bulb to come apart and
Wayne to lose valuable time, not to mention most of his fuel.
The highlight for me was on Sunday. When the weather turned to
02sig5.QXD 11.25.02 12:28 pm Page 129
a hard rain, the second round and the final
were flown indoors. Wayne and I flew in a
demonstration flight to see if it was
practical to fly at least two-up; the ceiling
was approximately 25 feet high. There
was no need for warnings for high flying;
that would take care of itself. The noise
and the background were the biggest
problems; it became almost impossible to
hear if the engine was over- or
undercompressed because of the echo
effect.
Julio Isidro and Epp Buys had their
model running well and turned the quick
time of the event in the heat races, and
they went on to win the event. Julio used a
homemade model and the Nelson engine.
Wayne Trivin also participated in 1⁄2A
Vintage TR with the Thunder Thrush he
built. Although it seems to be a popular
design, Wayne was using a lighter engine
and had the controls set to quick. Most of
the other airplanes in this event had
roughly 5° of up and down, and Wayne
has approximately 30°. That combined
with a slightly rearward balance point
makes it a tricky airplane at best.
Wayne did rework his engine—an
MVVS—and it produced ample power,
but some slow pits kept Wayne from
advancing to the finals. Roger Reese and
Dick Hart of the United Kingdom, also
flying a Thunder Thrush, turned the quick
time in the heat races at 3:32. However,
Tony Toogood and Dennis Ward of the
United Kingdom, flying the Mini Star,
really showed their power during the final
by winning and turning an 8:59.
Steve Wilk flew in Mini Goodyear.
These are small Goodyear-type models
that use .09 diesel engines. They are flown
over grass, with no landing gear, relying
on a hand launch and a controlled crash
close to the pits. Steve did an excellent
job, but I think his Combat experience
actually helped. Wayne Trivin did the
pitting duties during the second round, and
they turned the second quick time of the
event. I think that surprised them as much
as it did the rest of the participants.
However, the United Kingdom team of
Daglish/Morral turned the fast time by not
just a few seconds, but by 30 seconds.
They dashed the hopes of the Americans
as well as the rest of the participants.
Not wanting to be left out, Steve’s
daughter Ashley participated in the
contest; she flew handicap Speed. She did
a great job and took home a trophy for
her efforts.
There is so much more I could write
about this event, but space does not
permit me to continue. From the other
contestants, to the organizers, to the
support that this contest enjoys from the
city, it is truly a do-not-miss event.
New F2CN engines are available from
Henry Nelson. He recently showed me
the cases for them at his shop. This is
another in the line of fine power plants
that Henry makes.
For this event the engines feature the
iron piston/liner configurations used
several years ago. The engines are rearintake,
side-exhaust with drop-in liners.
They have wonderful venturi/spraybar
setups, and venturis are available from
.160 to .200. The liners are chromed and
done to Henry’s usual high standards.
The use of 8-10% oil in the fuel is no
problem with these engines and will not
hurt them.
Call Henry and pick one up if you are
planning on flying F2CN.
.15 Rat is the new evolution in trying to
keep Rat Racing alive. The change was
discussed among the competitors at last
year’s Nationals, and it should get several
former Rat participants back into the
event. Most competitors have .15-size
engines, and this is an excellent
opportunity to build and fly an airplane
that should attain speeds in excess of 130
mph.
The rules for NCLRA [National
Control Line Racing Association] .15 Rat
Racing are as follows.
1. Applicability. All rules from the
Unified Control Line Racing rules apply
to this event except as modified,
appended, or specified here.
2. Model Specifications.
2.1 If the model is of cast pan
construction (two (2) or more parts held
together by screws or bolts), it must be,
in the Contest Director’s opinion, as
strong as the methods suggested in the
CL Speed section.
2.2 Only constant diameter exhaust
extensions are allowed. Such extensions
shall be no more than 5-1⁄4 inches in
length as measured along the centerline
from the center of the piston bore to the
end of the pipe.
3. Engine Specifications. The maximum
engine shall be a .15 cu. in. (2.5cc)
displacement.
3.1 There shall be no restrictions on
the type, size, or location of the needle
valve assembly.
4. Races.
4.1 Each contestant shall be allowed
two (2) qualifying heats of 70 laps in
length. One (1) refueling stop is
mandatory in each heat.
4.2 Final races shall be 140 laps in
length with three (3) mandatory
refueling stops.
5. Flying Regulations.
5.1 All flying shall be done between
six (6) and twenty (20) feet altitude.
6. Field Layout.
6.1 The Inner Circle shall be 68-foot
radius.
6.2 The Outer Circle shall be 76-foot
radius.
7. Lines. For the .15 engine, lines are to
be .014 solid.
7.1 Lines shall be 60’ +/– 6”
Steve Wilk has tops that will work for
the event; I have included his contact
information at the end of the column. I
hope to have more information about
plans and other equipment for this event
in the next column. If you have questions
or are looking for equipment for the
event, let me know; I will try to help you
locate pans, shutoffs, etc.
As always, your contributions are
solicited and appreciated. MA
Sources:
Henry Nelson
121 Pebble Creek Ln.
Zelienople PA 16063
(724) 538-5282
Steve Wilk
3257 Welcome Ave. N.
Crystal MN 55422
(763) 531-0604
Edition: Model Aviation - 2003/02
Page Numbers: 129,130,131,132
February 2003 129
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
Steve Wilk pits his F2CN indoors during the second round of
flights. Indoor flying provided thrills and unforeseen problems.
Dave Wallick prepares to catch his Quickie Rat during the
second round. The airplane is well outside of the pitting line.
Steve Wilk (L) and Tom Wilk (R) brought almost everything a
modeler would need. The B TR model in the picture is an Abel
Mabel.
THE 2002 TOURNAMENT of the New Millennium was a
tremendous success. Julio Isidro rolled out the red carpet and
welcomed competitors from eight countries to Portugal for a great
time and three days of great competition and wonderful memories.
Activities included a wonderful guided tour of the city which
featured a wonderful fresh-air market, several of the churches that
date back to the 1500s, and part of a castle overlooking the river and
the city. A tour of the Cintra Brewery was next on the agenda, where
we were treated to some very good libations followed by a banquet
that started out with lobster for everyone. This tour and banquet was
courtesy of brewery owner Mr. Jose Cintra.
Cintra and Coke had a pavilion set up at the flying site to provide
all the competitors with free refreshments throughout the contest.
Other corporate sponsors included Continental Airlines, May Kay
Cosmetics, Black & Decker, and Coke. It is wonderful to see that
these American corporations get behind the event—not only does it
make the competition better, but it shows that the country, city, and
community get behind this event and support it.
You won’t find a friendlier community or a more supportive
group than in the town of Santarem. I suggest that you make plans to
attend one of these events; you will not be treated any better
anyplace in the world.
The US contingent of me, Steve Wilk, Tom Wilk, Ashley Wilk,
Wayne Trivin, and David Wallick ventured into some European
events as well as the US events that were being held. Space does not
permit a complete rundown of all the categories, so I will try to give
you the flavor of a few of the competition classes in which the US
fliers participated. Most of the Americans flew in F2C National
(F2CN), Mini Goodyear, 1⁄2A Vintage Team Race (TR), Fox Racing,
and Quickie Rat.
The European community does things slightly different; the
competitors fly one round of each event each day, then they fly
finals on the last day. The American contingent was at a minor
disadvantage since we are not used to flying each event each day.
This places a premium on being 100% prepared in every event since
there is no time to work on one model and get it prepared that day.
However, for the most part it worked out well for the US
contestants.
F2CN is a wonderful event if it is kept simple; that is, with any
iron engine, on a profile airplane, with a squeeze bulb as a filler. The
event provides adequate speed for an introduction to Team Racing,
and it would be good for the experienced team to keep its three-up
flying skills.
Engines used included Rossi, SuperTigre, Nelson, and MVVS.
The Nelson is the engine of choice because it is a known commodity
and parts are available. Henry Nelson has new iron rear-induction
engines available for F2CN. If you are thinking about flying this
event in the US, call Henry and get one today. I am including his
address and telephone number at the end of the column for your
convenience.
Steve Wilk had problems getting airspeed and durability from his
Mejzlik model. The first problem was a lack of airspeed with the
MVVS engine. The second was that the model had design problems
and simply did not stay together. If you are going to use a Mejzlik
model, take extra precautions in the wing-and-fuselage joint.
Actually, redesigning this attachment location and wood type would
be better.
Wayne Trivin had his own difficulties in this event. The fuel line
collapsed during the first heat, causing the bulb to come apart and
Wayne to lose valuable time, not to mention most of his fuel.
The highlight for me was on Sunday. When the weather turned to
02sig5.QXD 11.25.02 12:28 pm Page 129
a hard rain, the second round and the final
were flown indoors. Wayne and I flew in a
demonstration flight to see if it was
practical to fly at least two-up; the ceiling
was approximately 25 feet high. There
was no need for warnings for high flying;
that would take care of itself. The noise
and the background were the biggest
problems; it became almost impossible to
hear if the engine was over- or
undercompressed because of the echo
effect.
Julio Isidro and Epp Buys had their
model running well and turned the quick
time of the event in the heat races, and
they went on to win the event. Julio used a
homemade model and the Nelson engine.
Wayne Trivin also participated in 1⁄2A
Vintage TR with the Thunder Thrush he
built. Although it seems to be a popular
design, Wayne was using a lighter engine
and had the controls set to quick. Most of
the other airplanes in this event had
roughly 5° of up and down, and Wayne
has approximately 30°. That combined
with a slightly rearward balance point
makes it a tricky airplane at best.
Wayne did rework his engine—an
MVVS—and it produced ample power,
but some slow pits kept Wayne from
advancing to the finals. Roger Reese and
Dick Hart of the United Kingdom, also
flying a Thunder Thrush, turned the quick
time in the heat races at 3:32. However,
Tony Toogood and Dennis Ward of the
United Kingdom, flying the Mini Star,
really showed their power during the final
by winning and turning an 8:59.
Steve Wilk flew in Mini Goodyear.
These are small Goodyear-type models
that use .09 diesel engines. They are flown
over grass, with no landing gear, relying
on a hand launch and a controlled crash
close to the pits. Steve did an excellent
job, but I think his Combat experience
actually helped. Wayne Trivin did the
pitting duties during the second round, and
they turned the second quick time of the
event. I think that surprised them as much
as it did the rest of the participants.
However, the United Kingdom team of
Daglish/Morral turned the fast time by not
just a few seconds, but by 30 seconds.
They dashed the hopes of the Americans
as well as the rest of the participants.
Not wanting to be left out, Steve’s
daughter Ashley participated in the
contest; she flew handicap Speed. She did
a great job and took home a trophy for
her efforts.
There is so much more I could write
about this event, but space does not
permit me to continue. From the other
contestants, to the organizers, to the
support that this contest enjoys from the
city, it is truly a do-not-miss event.
New F2CN engines are available from
Henry Nelson. He recently showed me
the cases for them at his shop. This is
another in the line of fine power plants
that Henry makes.
For this event the engines feature the
iron piston/liner configurations used
several years ago. The engines are rearintake,
side-exhaust with drop-in liners.
They have wonderful venturi/spraybar
setups, and venturis are available from
.160 to .200. The liners are chromed and
done to Henry’s usual high standards.
The use of 8-10% oil in the fuel is no
problem with these engines and will not
hurt them.
Call Henry and pick one up if you are
planning on flying F2CN.
.15 Rat is the new evolution in trying to
keep Rat Racing alive. The change was
discussed among the competitors at last
year’s Nationals, and it should get several
former Rat participants back into the
event. Most competitors have .15-size
engines, and this is an excellent
opportunity to build and fly an airplane
that should attain speeds in excess of 130
mph.
The rules for NCLRA [National
Control Line Racing Association] .15 Rat
Racing are as follows.
1. Applicability. All rules from the
Unified Control Line Racing rules apply
to this event except as modified,
appended, or specified here.
2. Model Specifications.
2.1 If the model is of cast pan
construction (two (2) or more parts held
together by screws or bolts), it must be,
in the Contest Director’s opinion, as
strong as the methods suggested in the
CL Speed section.
2.2 Only constant diameter exhaust
extensions are allowed. Such extensions
shall be no more than 5-1⁄4 inches in
length as measured along the centerline
from the center of the piston bore to the
end of the pipe.
3. Engine Specifications. The maximum
engine shall be a .15 cu. in. (2.5cc)
displacement.
3.1 There shall be no restrictions on
the type, size, or location of the needle
valve assembly.
4. Races.
4.1 Each contestant shall be allowed
two (2) qualifying heats of 70 laps in
length. One (1) refueling stop is
mandatory in each heat.
4.2 Final races shall be 140 laps in
length with three (3) mandatory
refueling stops.
5. Flying Regulations.
5.1 All flying shall be done between
six (6) and twenty (20) feet altitude.
6. Field Layout.
6.1 The Inner Circle shall be 68-foot
radius.
6.2 The Outer Circle shall be 76-foot
radius.
7. Lines. For the .15 engine, lines are to
be .014 solid.
7.1 Lines shall be 60’ +/– 6”
Steve Wilk has tops that will work for
the event; I have included his contact
information at the end of the column. I
hope to have more information about
plans and other equipment for this event
in the next column. If you have questions
or are looking for equipment for the
event, let me know; I will try to help you
locate pans, shutoffs, etc.
As always, your contributions are
solicited and appreciated. MA
Sources:
Henry Nelson
121 Pebble Creek Ln.
Zelienople PA 16063
(724) 538-5282
Steve Wilk
3257 Welcome Ave. N.
Crystal MN 55422
(763) 531-0604
Edition: Model Aviation - 2003/02
Page Numbers: 129,130,131,132
February 2003 129
CONTROL LINE RACING
Dave McDonald, Box 384, Daleville IN 47334; E-mail: [email protected]
Steve Wilk pits his F2CN indoors during the second round of
flights. Indoor flying provided thrills and unforeseen problems.
Dave Wallick prepares to catch his Quickie Rat during the
second round. The airplane is well outside of the pitting line.
Steve Wilk (L) and Tom Wilk (R) brought almost everything a
modeler would need. The B TR model in the picture is an Abel
Mabel.
THE 2002 TOURNAMENT of the New Millennium was a
tremendous success. Julio Isidro rolled out the red carpet and
welcomed competitors from eight countries to Portugal for a great
time and three days of great competition and wonderful memories.
Activities included a wonderful guided tour of the city which
featured a wonderful fresh-air market, several of the churches that
date back to the 1500s, and part of a castle overlooking the river and
the city. A tour of the Cintra Brewery was next on the agenda, where
we were treated to some very good libations followed by a banquet
that started out with lobster for everyone. This tour and banquet was
courtesy of brewery owner Mr. Jose Cintra.
Cintra and Coke had a pavilion set up at the flying site to provide
all the competitors with free refreshments throughout the contest.
Other corporate sponsors included Continental Airlines, May Kay
Cosmetics, Black & Decker, and Coke. It is wonderful to see that
these American corporations get behind the event—not only does it
make the competition better, but it shows that the country, city, and
community get behind this event and support it.
You won’t find a friendlier community or a more supportive
group than in the town of Santarem. I suggest that you make plans to
attend one of these events; you will not be treated any better
anyplace in the world.
The US contingent of me, Steve Wilk, Tom Wilk, Ashley Wilk,
Wayne Trivin, and David Wallick ventured into some European
events as well as the US events that were being held. Space does not
permit a complete rundown of all the categories, so I will try to give
you the flavor of a few of the competition classes in which the US
fliers participated. Most of the Americans flew in F2C National
(F2CN), Mini Goodyear, 1⁄2A Vintage Team Race (TR), Fox Racing,
and Quickie Rat.
The European community does things slightly different; the
competitors fly one round of each event each day, then they fly
finals on the last day. The American contingent was at a minor
disadvantage since we are not used to flying each event each day.
This places a premium on being 100% prepared in every event since
there is no time to work on one model and get it prepared that day.
However, for the most part it worked out well for the US
contestants.
F2CN is a wonderful event if it is kept simple; that is, with any
iron engine, on a profile airplane, with a squeeze bulb as a filler. The
event provides adequate speed for an introduction to Team Racing,
and it would be good for the experienced team to keep its three-up
flying skills.
Engines used included Rossi, SuperTigre, Nelson, and MVVS.
The Nelson is the engine of choice because it is a known commodity
and parts are available. Henry Nelson has new iron rear-induction
engines available for F2CN. If you are thinking about flying this
event in the US, call Henry and get one today. I am including his
address and telephone number at the end of the column for your
convenience.
Steve Wilk had problems getting airspeed and durability from his
Mejzlik model. The first problem was a lack of airspeed with the
MVVS engine. The second was that the model had design problems
and simply did not stay together. If you are going to use a Mejzlik
model, take extra precautions in the wing-and-fuselage joint.
Actually, redesigning this attachment location and wood type would
be better.
Wayne Trivin had his own difficulties in this event. The fuel line
collapsed during the first heat, causing the bulb to come apart and
Wayne to lose valuable time, not to mention most of his fuel.
The highlight for me was on Sunday. When the weather turned to
02sig5.QXD 11.25.02 12:28 pm Page 129
a hard rain, the second round and the final
were flown indoors. Wayne and I flew in a
demonstration flight to see if it was
practical to fly at least two-up; the ceiling
was approximately 25 feet high. There
was no need for warnings for high flying;
that would take care of itself. The noise
and the background were the biggest
problems; it became almost impossible to
hear if the engine was over- or
undercompressed because of the echo
effect.
Julio Isidro and Epp Buys had their
model running well and turned the quick
time of the event in the heat races, and
they went on to win the event. Julio used a
homemade model and the Nelson engine.
Wayne Trivin also participated in 1⁄2A
Vintage TR with the Thunder Thrush he
built. Although it seems to be a popular
design, Wayne was using a lighter engine
and had the controls set to quick. Most of
the other airplanes in this event had
roughly 5° of up and down, and Wayne
has approximately 30°. That combined
with a slightly rearward balance point
makes it a tricky airplane at best.
Wayne did rework his engine—an
MVVS—and it produced ample power,
but some slow pits kept Wayne from
advancing to the finals. Roger Reese and
Dick Hart of the United Kingdom, also
flying a Thunder Thrush, turned the quick
time in the heat races at 3:32. However,
Tony Toogood and Dennis Ward of the
United Kingdom, flying the Mini Star,
really showed their power during the final
by winning and turning an 8:59.
Steve Wilk flew in Mini Goodyear.
These are small Goodyear-type models
that use .09 diesel engines. They are flown
over grass, with no landing gear, relying
on a hand launch and a controlled crash
close to the pits. Steve did an excellent
job, but I think his Combat experience
actually helped. Wayne Trivin did the
pitting duties during the second round, and
they turned the second quick time of the
event. I think that surprised them as much
as it did the rest of the participants.
However, the United Kingdom team of
Daglish/Morral turned the fast time by not
just a few seconds, but by 30 seconds.
They dashed the hopes of the Americans
as well as the rest of the participants.
Not wanting to be left out, Steve’s
daughter Ashley participated in the
contest; she flew handicap Speed. She did
a great job and took home a trophy for
her efforts.
There is so much more I could write
about this event, but space does not
permit me to continue. From the other
contestants, to the organizers, to the
support that this contest enjoys from the
city, it is truly a do-not-miss event.
New F2CN engines are available from
Henry Nelson. He recently showed me
the cases for them at his shop. This is
another in the line of fine power plants
that Henry makes.
For this event the engines feature the
iron piston/liner configurations used
several years ago. The engines are rearintake,
side-exhaust with drop-in liners.
They have wonderful venturi/spraybar
setups, and venturis are available from
.160 to .200. The liners are chromed and
done to Henry’s usual high standards.
The use of 8-10% oil in the fuel is no
problem with these engines and will not
hurt them.
Call Henry and pick one up if you are
planning on flying F2CN.
.15 Rat is the new evolution in trying to
keep Rat Racing alive. The change was
discussed among the competitors at last
year’s Nationals, and it should get several
former Rat participants back into the
event. Most competitors have .15-size
engines, and this is an excellent
opportunity to build and fly an airplane
that should attain speeds in excess of 130
mph.
The rules for NCLRA [National
Control Line Racing Association] .15 Rat
Racing are as follows.
1. Applicability. All rules from the
Unified Control Line Racing rules apply
to this event except as modified,
appended, or specified here.
2. Model Specifications.
2.1 If the model is of cast pan
construction (two (2) or more parts held
together by screws or bolts), it must be,
in the Contest Director’s opinion, as
strong as the methods suggested in the
CL Speed section.
2.2 Only constant diameter exhaust
extensions are allowed. Such extensions
shall be no more than 5-1⁄4 inches in
length as measured along the centerline
from the center of the piston bore to the
end of the pipe.
3. Engine Specifications. The maximum
engine shall be a .15 cu. in. (2.5cc)
displacement.
3.1 There shall be no restrictions on
the type, size, or location of the needle
valve assembly.
4. Races.
4.1 Each contestant shall be allowed
two (2) qualifying heats of 70 laps in
length. One (1) refueling stop is
mandatory in each heat.
4.2 Final races shall be 140 laps in
length with three (3) mandatory
refueling stops.
5. Flying Regulations.
5.1 All flying shall be done between
six (6) and twenty (20) feet altitude.
6. Field Layout.
6.1 The Inner Circle shall be 68-foot
radius.
6.2 The Outer Circle shall be 76-foot
radius.
7. Lines. For the .15 engine, lines are to
be .014 solid.
7.1 Lines shall be 60’ +/– 6”
Steve Wilk has tops that will work for
the event; I have included his contact
information at the end of the column. I
hope to have more information about
plans and other equipment for this event
in the next column. If you have questions
or are looking for equipment for the
event, let me know; I will try to help you
locate pans, shutoffs, etc.
As always, your contributions are
solicited and appreciated. MA
Sources:
Henry Nelson
121 Pebble Creek Ln.
Zelienople PA 16063
(724) 538-5282
Steve Wilk
3257 Welcome Ave. N.
Crystal MN 55422
(763) 531-0604
