1953

MODEL AERONAUTIC YEAR BOOK

Edited by Frank Zaic

MODEL AERONAUTIC PUBLICATIONS New York

FOREWORD
This edition is more or less devoted to the "gathering of the clan." It is intended to show that there are still many of us all over the world who like the old fashioned "Model Aeronautics"to start from scratch and to create something that has never been seen before. In a sense, not toys, nor enough trouble effort for other plane activities a problem how we are in a peculiar position. Our models are are they full size aircraft. Yet, they give us to make us think that they are a worthwhile keen minds. And with the overall model airbeing classified on toy or juvenile level, it is to attract new members to our circle.

Ii is hoped that this book will give an "adult" sense of feeling for the hobby to the readers who may see this book for the first time; and make them realize that "Model Aeronautics" can be a lifelong hobby that will bring many new adventures to that which otherwise be a "normal" life. The make-up of this book goes back to the former Year Books in which the contributions played a major part. The basic idea is to provide an outlet for individual effort in stabilizing the science of model aeronautics; and also to assure the contributor that his material will be read by his "peers", who may have similar interests and troubles, and can really sympathize with him. FRANK M a y , 1953 Ithaca, N. Y. ZAIC.

C o p y r i g h t , 1953 MODEL AERONAUTICS

Printed in U . S . A . PUBLICATIONS

B o x 333, S t a . D , N e w Y o r k 3 , N . Y .

1953 YEARBOOK

I n t h e 1951-52 Y e a r B o o k w e p r e s e n t e d o u r v e r s i o n o f M o d e l A e r o dynamics. T h e basic purpose was to show what we knew or thought we knew about the subject. By doing so we hoped that we would be corrected, or additions would be m a d e to what we had. We are h a p p y to say that the r e a d e r s c o o p e r a t e d and m a d e the idea w o r k . W e can now g o ahead and tell y o u more about this s u b j e c t , k n o w i n g that we are on the r i g h t track. Since we are limited with s p a c e in this book, we will only present a portion of the subject in detail. However, by combining the corrections and s u g g e s t i o n s s h o w n i n t h i s b o o k w i t h t h e t e x t i n t h e 1951-52 Y e a r B o o k , t h e reader will be able to find reasonable and true answers to almost any question he m a y h a v e on m o d e l a e r o d y n a m i c s . It is, of c o u r s e , n e c e s e s s a r y that h e k n o w s w h a t h e i s l o o k i n g f o r t o r e c o g n i z e t h e s i t u a t i o n w h e n h e s e e s it.

LONGITUDINAL STABILITY
A f t e r all these y e a r s of s t u d y i n g theory and practice of model airplanes we have come to the conclusion that the L o n g i t u d i n a l S t a b i l i t y is the m a j o r element in the model's m a k e - u p . By k n o w i n g the function of L o n g i t u d i n a l Stability a n d its limits, it is p o s s i b l e to keep the model f r o m getting into other type of instability troubles. A c t i o n s which we m a y have been blaming on S p i r a l S t a b i l i t y could a c t u a l l y belong in the L o n g i t u d i n a l S t a b i l i t y field. If a m i s a d v e n t u r e h a p p e n s while a m o d e l is circling, it does not mean it happened because of Spiral Instability. It could be because Longitudinal Balance was disturbed. A model is L o n g i t u d i n a l l y S t a b l e if it returns to its b a s i c trim after it is u p s e t . F o r e x a m p l e : If y o u t r i m or a d j u s t a m o d e l to g l i d e at 6, it will be L o n g i t u d i n a l l y Stable if it returns to 6 glide after it was upset to lower or higher angles.

TRIMMING OR ADJUSTING MODELS

M o s t of the t h i n g s that an a e r o d y n a m a c i s t does on the d r a w i n g b o a r d a r e done on the flying field by the m o d e l builder. T h e first flight of a full size aircraft must be almost 100% a s s u r e d . B u t it is not so with models. T h e builder finds a patch of tall g r a s s a n d starts to move the w i n g back and forth, change incidence angles or other changes which eventually develop or evolve a model which has slowest possible glide without stalling. We know this p r o c e d u r e as " A d j u s t i n g " for which another word could be " T r i m m i n g " . To describe what the model builder is doing, while he is a d j u s t i n g the model, w o u l d t a k e a t h i c k book if we w e r e to t a k e into cons i d e r a t i o n all of the p o s s i b l e c o m b i n a t i o n s he b r i n g s about. Y o u will realize this after you finish reading this chapter.

W h i l e the model b u i l d e r is a d j u s t i n g or t r i m m i n g his m o d e l for the s l o w e s t s a f e glide, he is actually h u n t i n g for a combination between lift a n d d r a g o f the m o d e l t h a t will g i v e h i m t h e m a x i m u m d u r a t i o n for m i n i m u m of d r a g . T h i s combination can be found by calculations; using the ( C a / G D ) facto. B y u s i n g t h i s t e r m a t v a r i o u s a n g l e s , it i s p o s s i b l e t o find at what a n g l e of attack the model will have the desired glide.However, as it should be obvious to all of us, we do not k n o w the d r a g or lift values of our m o d e l s so that we have to use the trial a n d error s y s t e m of test g l i d e s . Still, it is important to know what goes on d u r i n g these test glides so we will know what sort of a model we have, and then fly it a c c o r d i n g l y . M o s t of us acquire a feel by which we k n o w when the model is giving us the b e s t time in a g l i d e . We also k n o w that if we set the model so that it will fly at lower a n g l e s , it m a y a c t u a l l y go g r e a t e r distance but it will come down faster. So that reducing the d r a g by r e d u c i n g the angles does not help as the lift v a l u e is also r e d u c e d . O n other hand, i n c r e a s i n g the a n g l e s to increase the lift m a y also c a u s e so m u c h d r a g that the model will slow down too much a n d m a k i n g it i m p o s s i b l e for the w i n g to do any lifti n g . S o m e w h e r e between these t w o e x t r e m e s the best "duration g l i d e " setting is found. T h e sad part is that very few of us have any ideas what values this "duration glide angle" actually has.

"DURATION GLIDE A N G L E "

F r o m the few e x p e r i m e n t s that w e m a d e t o d e t e r m i n e the "duration g l i d e a n g l e " we f o u n d it to be in the n e i g h b o r h o o d of 5 to 6 for the m o d e l s we were using. It may be plus or minus on other models. T h e exact angle d e p e n d s on too m a n y f a c t o r s to mention h e r e . T h e m a i n thing is to realize that there is such a thing as a "duration g l i d e a n g l e " and that it occurs when the model is a d j u s t e d so that m i n i m u m of d r a g is used for m a x i m u m duration, a n d that for a v e r a g e model d e s i g n it is fairly s a f e to a s s u m e that it will be in the n e i g h b o r h o o d of 5. I n t h e 1951-52 b o o k w e w e r e w r o n g i n s a y i n g t h a t t h i s " d u r a t i o n g l i d e a n g l e " o c c u r s j u s t below the stall of the w i n g . T h e w i n g m a y actually be c a p a b l e o f p r o d u c i n g l i f t w i t h o u t s t a l l i n g b e y o n d 10, i f w e p r o v i d e d enough power to overcome the d r a g p r o d u c e d at such angles at a given speed. We were misled in m a k i n g the statement by the fact that during the g l i d e t e s t s the m o d e l w o u l d stall as s o o n as we a d j u s t e d it to go a bit s l o w e r t h a n the s p e e d a t w h i c h the b e s t " d u r a i o n " g l i d e " o c c u r e d . T h e a d j u s t m e n t s w o u l d increase the d r a g w i t h o u t i n c r e a s i n g the lift in s a m e ratio. T h i s w o u l d set up a chain reaction which u s u a l l y ends up in a "mush". So that, w h e n all is s a i d a n d done, we cannot d e d u c e f r o m this t y p e of test that the w i n g a c t u a l l y s t a l l s j u s t a bit above the "duration g l i d e " angle. F o r our p u r p o s e o f clarifying the will a s s u m e that the b e s t "duration gliding at 6 angle attack. We can a m p l e s w h i c h will cover m o s t o f the L O N G I T U D I N A L S T A B I L I T Y we glide" a n g l e occurs when the wing is now go ahead and present a few exdesigns now being flown.

ELEMENTS IN LONGITUDINAL STABILITY

W h i l e we are a d j u s t i n g a model for the best "duration glide" we make all s o r t s of a d j u s t m e n t s with incidence a n g l e s a n d C.G. locations. T h e final o u t c o m e is that the w i n g g l i d e s at 6 a n g l e of a t t a c k , w h i l e the other elem e n t s ; s t a b area and angle, tail m o m e n t a r m a n d C.G. position are so arranged or balanced to enable the wing to maintain this position, or return t o it, a f t e r i t i s u p s e t f r o m t h e o u t s i d e . I n o t h e r w o r d s , t h e m o d e l h a s L o n g i tudinal Stability because it returns to the "trim" angle after it is upset.

In p r a c t i c e the location of the C.G. can v a r y f r o m the L e a d i n g E d g e to several inches behind the trailing e d g e . It all d e p e n d s on the a c t u a l d e s i g n . A l t h o u g h we will admit that C.G. at the L e a d i n g E d g e is not common, a design could be made to glide with C.G. at this location. ( U n d e r power, speed control models have C.G. at the leading edge.) T h e location of the C.G. will depend mainly on the stabilizer area, its a n g l e s e t t i n g and distance f r o m the C . G . T h i s can b e best u n d e r s t o o d b y r e a l i z i n g t h a t C . G . i s a p i v o t point for all the f o r c e s involved d u r i n g the f l i g h t . A n d , b a s i c a l l y , the L o n g i tundinal S t a b i l i t y d e p e n d s on the b a l a n c e between the w i n g a n d the stabilizer a b o u t the C . G . pivot. A l s o , the b a s i c d i f f e r e n c e b e t w e e n m o d e l d e s i g n s is almost entirely based on their difference in the C . G . l o c a t i o n s . W i t h o u t telling us n o t h i n g else but the C.G. location we c o u l d g i v e y o u a fair a p proximation as to how your model behaves in flight, or how it should behave. We would a l s o like to point out that one r e a s o n w h y we have so little d a t a on m o d e l d e s i g n is that the full size a i r c r a f t d e s i g n e r s s t o p w i t h C . G . a t 3 5 % o f the Chord, while w e j u s t b e g i n a t this point. T o f u l l size d e s i g n ers, the 3 5 % point is on v e r g e of b e i n g u n s a f e . W h i l e we h a v e to go on into the r e g i o n where a change of a n g l e s by t h i c k n e s s of a h a i r could m e a n d i s a s t e r . W h y do we go beyond the 3 5 % p o i n t ? T h a t is a v e r y i n t e r e s t i n g q u e s t i o n . W e will g i v e y o u the a n s w e r i n d u e t i m e , b u t y o u m a y not b e a b l e to comprehend it at first. S o , if you do not find the a n s w e r at first r e a d i n g , do not b l a m e us but look into the m i r r o r , a n d t r y a g a i n .

SPECIFICATIONS OF EXAMPLE MODELS

In the e x a m p l e s w h i c h will f o l l o w we will u s e a 200 s q . in. w i n g w h i c h has a C l a r k Y airfoil. T h e size of the Stabilizer will v a r y as will the location of the C . G . T h e distance between the t r a i l i n g e d g e of the w i n g and the l e a d i n g e d g e of the stabilizer will be s a m e for all, but the M o m e n t A r m s of the w i n g and stab will vary with the C.G. location. T h e f o r c e v a l u e s w e r e t a k e n f r o m t h e 1951-52 Y e a r B o o k , a n d a r e s h o w n in g r a p h form which may make it easier to visualize the situation than table s t y l e a s i n t h e b o o k . I f y o u h a v e t h e 1951-53 b o o k , i t m i g h t b e w e l l t o c o n sult it for details. T h e w i n g f o r c e v a l u e s were f o u n d b y u s i n g w i n g a r e a , lift coefficient at the p a r t i c u l a r angle of attack, and d i s t a n c e between the w i n g ' s "Center of L i f t " and C.G. position. The because lent air a model f o r c e v a l u e s of the s t a b i l i z e r a r e f o u n d in a m o r e c o m p l e x m a n n e r , the stabilizer w o r k s in the r e g i o n of w i n g ' s d o w n w a s h and t u r b u p r o d u c e d b y the f u s e l a g e . F o r e x a m p l e : L e t u s a s s u m e that w e h a v e w h o s e wing's incidence is 3 a n d the s t a b i l i z e r is set at 0. W h e n

this model is a d j u s t e d for best "duration g l i d e " the a n g l e of a t t a c k on the w i n g i s 6 , b u t o n t h e s t a b i l i z e r i t i s -1. T h i s h a p p e n s b e c a u s e t h e " d o w n w a s h " b e h i n d t h e w i n g i s 4 w h i l e t h e w i n g i s f l y i n g a t 6. This downwash

a n g l e c h a n g e s as the wing's a n g l e of a t t a c k changes. F o r e x a m p l e : If the m o d e l w a s shifted to m a k e the w i n g fly at 0, the d o w n w a s h a n g l e would n o w b e 2, a n d t h e a n g l e o f a t t a c k o n t h e s t a b i l i z e r w o u l d b e 5 . You c a n now see that while the w i n g ' s a n g l e of a t t a c k m a y have c h a n g e d 6, the a c t u a l a n g l e o f a t t a c k o n t h e s t a b i l i z e r o n l y c h a n g e d 4. Luckily, we made the necessary calculations so that you can go ahead and enjoy yourself.

To repeat, the stabilizer's force values were found by using its area ( m i n u s i t s l o s s i n e f f i c i e n c y ) , l i f t coffiecient c o r r e c t e d f o r " d o w n w a s h " a n d the distance between the stab's "Center of L i f t " and C.G. position. On the g r a p h s we s h o w e d the D o w n w a s h A n g l e s , the A n g l e s of A t t a c k of the w i n g and the L i f t Coefficients, and the A n g l e s of A t t a c k of the stabilizer at particular wing's a n g l e of a t t a c k . T h e force values on the graphs are to be used only for comparison. To obtain actual forces in ounces, it is necessary to use the complete L i f t Formula, which includes air speed and air density factor.

C . G . LOCATIONS
If the a r e a s of the w i n g a n d the stabilizer, and the d i s t a n c e between t h e m are fixed, the location of the C . G . will be d e t e r m i n e d by the a n g u l a r s e t t i n g of the two s u r f a c e s . We can a l s o s a y that if the area and a n g l e of the wing, and the C.G. location a r e fixed, the a r e a of the stabilizer will d e p e n d on its d i s t a n c e f r o m t h e C . G . a n d the. a n g l e at w h i c h it is set. In the following e x a m p l e s we will v a r y the location of the C.G., and m a k e corrections with the stabilizer area and angular placement to bring about L o n g i t u d i n a l B a l a n c e which is s u p p o s e d to g i v e the model L o n g i t u d i n a l Stability.

C . G . AT 35% CHORD
If we fix the C . G . at 3 5 % , a n d then m a k e a d j u s t m e n t s to b r i n g a b o u t the 6% a n g l e of a t t a c k for the b e s t "duration glide," we will find that the stabilizer must have no force, up or down in this situation. T h i s can be explained by noting that when C l a r k Y is at 6, its Center of P r e s s u r e or L i f t is at the 3 5 % spot. T h i s m e a n s that the wing's lift is directly over the C.G. and that it has no force about the C.G. To keep it at this setting, the stabilizer m u s t also not have any force about the C . G . B u t to take care of possible upsets, some sort of a stabilizer is needed to bring the wing back to the "trimmed" 6 a n g l e of a t t a c k . F o r our e x a m p l e we a s s u m e d a 50 sq. in. s t a b i l i z e r w i t h a s t r e a m l i n e d airfoil. So that it will not d e v e l o p lift when the w i n g is at 6, we set it at 0 while the w i n g has 2 incidence. T h a t 4 d o w n w a s h will give the stab 0 a n g l e of attack while the w i n g has 6. In our calculations we a s s u m e d the s t a b to be 70% efficient.The force g r a p h is shown, calculations taken f r o m t h e 1951-52 b o o k . A s y o u c a n s e e , w h e n t h e w i n g i s a t 6", t h e s t a b i l i z e r h a s n o d o w n . B u t i f t h e w i n g s h o u l d b e u p s e t t o 4, t h e s t a b i l i z e r h a s a of 96 units d o w n w a r d with which to b r i n g the w i n g back to 6. w i n g is f o r c e d to 8, the stab h a s an u p w a r d f o r c e of 70 u n i t s b a c k home. load, up or force value A n d if the to bring it

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It should be evident that when the C.G. is located at 3 5 % point, the Longitudinal Stability is exceptionally good. A n d it is so. J u s t a slight u p s e t change in the w i n g will be p r o m p t l y corrected by the ever watchful stab with its a b u n d a n c e of corrective force. W h y don't we u s e this C.G. location on our models? T h a t is an interesting question!

C.G. AT 50% CHORD

W h e n w e m o v e t h e C . G . t o c e n t e r o r 5 0 % o f t h e C h o r d w e find t h a t w e have a see-saw balance s y s t e m . On a 5" chord w i n g the w i n g has a m o m e n t o f .75" f r o m i t s 3 5 % C e n t e r o f L i f t o r P r e s s u r e l o c a t i o n . T o b a l a n c e t h i s force we need a counter f o r c e f r o m the stabilizer. To be specific, the s i t u a tion is g r a p h e d . N o t e that we now use a r e g u l a r airfoil on the stab as we need lift f r o m it when the w i n g is at 6 "duration g l i d e . "

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W h i l e e x a m i n i n g the g r a p h y o u will note that the wing now has a force a b o u t t h e C . G . a t all a n g l e s o f a t t a c k , a n d t h a t t h e s t a b i l i z e r h a s i t l i k e w i s e . A l s o note that there is only one a n g l e of a t t a c k situation at which t h e s e two forces are in balance, and that is at 6, which is determined while we a d j u s t or trim the model. N o w , if the m o d e l is u p s e t to bring the w i n g to 4, t h e b a l a n c e i s u p s e t . T h e w i n g h a s 105 f o r c e u n i t s , a n d t h e s t a b i l i z e r h a s 67. It is obvious that the w i n g will tend to b r i n g the nose up higher with its e x t r a 38 units. If the m o d e l is u p s e t to h i g h e r a n g l e s , say 8, the stabilizer now h a s g r e a t e r f o r c e than the w i n g , a n d it will b r i n g the tail up until the model is again in balance at 6. W e still s e e m t o h a v e a m p l e " s t a b i l i z i n g " f o r c e i n the 5 0 % C . G . d e s i g n . B u t n o t e t h a t t h e v a l u e o f t h e " c o r r e c t i n g " f o r c e s h a s d e c r e a s e d by, r o u g h l y , 30 units when compared with the 3 5 % C.G. design. Incidentally, this 50% C . G . l o c a t i o n i s u s e d a n d r e c o m m e n d e d f o r t o w l i n e g l i d e r s . W h y d o n ' t -we use it for other t y p e s ? T h a t is an interesting question!

C . G . AT 70% CHORD
M o v i n g the C . G . f u r t h e r b a c k to the 7 0 % s p o t we find that we h a d to u s e C l a r k Y o n s t a b a n d i n c r e a s e i t s a r e a t o 6 6 s q . in. W e a l s o s e t t h e w i n g at 3 and stab at 0 i n c i d e n c e setting. T h e layout seems to be close to what we are using on some power models. A s s u m i n g that we adjusted the model t o the 6 " d u r a t i o n g l i d e , " w e f i n d t h a t t h e b a l a n c e s i t u a t i o n i s a s s h o w n on the g r a p h . It is interesting to note that if the m o d e l w a s upset to the 4 position, the w i n g h a s 58 f o r c e u n i t s w i t h w h i c h to b r i n g the model b a c k to the 6 "stable condition." If the m o d e l is u p s e t to 8, the stabilizer has 25 units with w h i c h t o recover t h e m o d e l . A s y o u can see, the recovery f o r c e v a l u e s are g e t t i n g less and l e s s as we m o v e the C . G . b a c k w a r d towards the t r a i l i n g e d g e . W h y don't w e s t o p h e r e ? N o w , t h a t i s a n i n t e r e s t i n g q u e s t i o n !

C . G . AT 100% CHORD
H a v i n g the C.G. c l o s e to 100% of the C h o r d should m a k e m a n y of us feel a t h o m e a s m o s t o f the h i g h p o w e r g a s m o d e l s and long f u s e l a g e W a k e fields have this p a r t i c u l a r C . G . l o c a t i o n . I n our e x a m p l e we use the layout u s e d i n p r a c t i c e : W i n g a n d s t a b s e t 0-0 a n d 4 5 % s t a b . S o t h a t w h a t w e s a y now about this a r r a n g e m e n t s h o u l d check with practice, and with vengeance.

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So, s a y that the model is u p s e t to 4 ( a s s u m i n g that we went through the trial and error m e t h o d of finding the 6 "duration g l i d e " a n g l e ) . T h e w i n g only h a s 5 f o r c e u n i t s w i t h which to b r i n g the model b a c k to 6. A n d an u p s e t to 8 g i v e s the stabilizer 18 units for c o r r e c t i o n s . R a t h e r small, don't you t h i n k ?

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ANGLE

OF ATTACK

To m a k e it interesting we did a bit of c a l c u l a t i o n s and found a p p r o x i mate values for the force units used. T h e calculations were made with a s s u m p t i o n that the model w e i g h s 8 oz. R o u g h l y , one F o r c e Unit equals .04 in. o z . S o , i n t h e 3 5 % C . G . e x a m p l e , t h e s t a b i l i z e r h a s 9 6 u n i t s o r 3.84 in. o z . f o r c e w i t h w h i c h t o b r i n g t h e w i n g b a c k t o 6 ; b u t o n t h e 1 0 0 % C . G . , t h e w i n g o n l y h a s 5 u n i t s o r . 2 in. o z . f o r c e t o b r i n g t h e m o d e l b a c k t o 6 . R o u g h l y , the corrective force on the 3 5 % C . G . model is 20 times greater than on the 100% C.G. W h i c h one would y o u s a y has better Longitudinal Stability?

POWER FLYING A N D C . G . LOCATION

R o u g h calculations show that if our e x a m p l e models were gliding at a b o u t 12.5 m . p . h . t h e y w o u l d l i f t a r o u n d 8 o z . , w h i c h i s a n o r m a l w e i g h t f o r a 200 s q . in. m o d e l . B y a p p l y i n g p o w e r s o t h a t t h e s p e e d h a s b e e n i n c r e a s e d to a b o u t 18 m.p.h. the lift of the m o d e l s w o u l d be increased to 16 ozs. if they a r e held in the "duration g l i d e " a n g l e of a t t a c k of 6. N o w , if a m o d e l , w h i c h w e i g h s 8 oz., d e v e l o p s 16 o z s . of lift, s o m e t h i n g will happen. A n d that something is a loop w h o s e d i a m e t e r is such that the C e n t r i f u g a l F o r c e will be equal to the e x c e s s lift. Don't a s k us to go into details. T h e main thing to remember is that if the m o d e l develops m o r e lift than its weight, its t e n d e n c y will be to loop. T h e loop itself m a y t a k e all s o r t s of s h a p e s and sizes, large, small, horizontal, vertical or helical. T h e model m a y never actually complete a loop b u t fly in a curve path of some sort. To r e d u c e the looping tendencies under power, a logical step would be to reduce the lift of the model to lower v a l u e s . F o r e x a m p l e : If we could r e d u c e t h e w i n g ' s a n g l e o f a t t a c k t o 0, w h i l e t h e m o d e l i s f l y i n g a t 1 8 m.p.h., the new lift w o u l d be a b o u t 8 ozs. i n s t e a d of 16 ozs. w h i c h o c c u r s at 6. T h e n e x t q u e s t i o n i s : H o w can w e m a k e the w i n g f l y a t 0 w h e n the model i s trimmed to fly at 6? On the 3 5 % C.G. g r a p h we can see that if the w i n g is b r o u g h t to 0, the s t a b i l i z e r w i l l t r y t o b r i n g i t b a c k w i t h a f o r c e o f 2 5 0 u n i t s o r 1 0 in. o z . A l l that is needed to m a k e the w i n g fly at 0 is to p r o d u c e a counter-stab f o r c e o f 250 u n i t s . D o w n t h r u s t o r t h r u s t a b o v e t h e C . G . c o u l d d o it. F r o m experience, this m a y mean a d o w n t h r u s t of 10 to 20 d e g r e e s . On the .100% C . G . g r a p h we note t h a t if t h e w i n g is b r o u g h t to 0, the w i n g h a s o n l y 1 5 f o r c e u n i t s o r . 6 in. o z . w h i c h i s t r y i n g t o b r i n g i t b a c k t o 6. It is obvious that practically no d o w n t h r u s t is required, and actually none is used in practice. T h e 70% location requires some downthrust as the force which is trying t o b r i n g t h e w i n g b a c k t o 6 h a s 100 u n i t s o r 4 i n . / o z . A s y o u m a y h a v e h a d experience in this type, you know that some downthrust is needed. N o w you know why. T h e downthrust is s i m p l y b r i n g i n g the w i n g down to lower a n g l e s so that it will not lift m o r e than is n e e d e d .

SUMMARY O N C . G . LOCATIONS
We now know that the 3 5 % C.G. location will give m a x i m u m L o n g i tudinal Stability with smallest stabilizer. B u t it will also require exceptionally large downthrust to make it usable for p o w e r flying. Consequently, this position is used almost exclusively by gliders such as A / 2 Nordics. It is especially useful for this design as the rules include total areas of wing and stab in the requirement. So that small stabilizer will mean larger wing where the a r e a will do most g o o d .

We a l s o now know that the 100% C.G. is also the m o s t t o u c h y in s e n s e that the lay-out has v e r y little plus or m i n u s stabiliy f a c t o r s . T h i s m a k e s a d j u s t i n g v e r y touchy. B u t it has the a d v a n t a g e that no m a t t e r how h i g h the p o w e r m a y be, the 100% C.G. d e s i g n can be e a s i l y m a d e to climb without looping or tight spiralling characteristics. T h e other two locations, 50% and 70%, a r e a g o o d c o m p r o m i s e : 50% for g l i d e r s , a n d 7 0 % for power m o d e l s which are not e x t r a high p o w e r e d a n d which can use downthrust.

So f a r we have a s s u m e d that the flight or g l i d e path is straight ahead. In this type of flight it is easy to imagine how the L o n g i t u d i n a l Stability works. However, a s t r a i g h t path in model flying is rare. Circling of some sort is the rule. A n d so we reach the " C i r c u l a r Airflow" part of the model's flight. F r a n k l y , if y o u r i d e a s a b o u t the L o n g i t u d i n a l S t a b i l i t y or B a l a n c e are v a g u e , it w o u l d be b e s t to go b a c k to the b e g i n n i n g of the book and start all over a g a i n , and s t u d y the s u b j e c t until y o u k n o w what we are trying to s h o w . It is s i m p l y i m p o s s i b l e to u n d e r s t a n d the p a r t that " C i r c u l a r Airflow" p l a y s in flight unless one has a clear picture of L o n g i t u d i n a l Stability. W h i l e a m o d e l is circling, the a n g l e s on the w i n g and tail change so that t h e initial "trim" a n g l e is no l o n g e r in power. W i t h o u t you doing a thing, t h e s t a b i l i z e r m a y a c q u i r e f e w d e g r e e s o f g r e a t e r a n g l e o f a t t a c k w h i l e the m o d e l is flying in a circular path. By k n o w i n g j u s t w h a t happens, it is possible to take a d v a n t a g e of this situation. B u t if you are in dark . W e a r e a t l o s s h o w t o e x p l a i n t h e d e v e l o p m e n t o f t h e " C i r c u l a r Airflow." S o , s u p p o s e we a s s u m e that we have a one foot l o n g piece of iron rod. To the r o d e n d s w e a t t a c h 1 0 ft. s t r i n g s . W e g r a s p the end o f the s t r i n g s tog e t h e r a n d b e g i n t o w h i r l t h e r o d a r o u n d i n a 2 0 ft. d i a m e t e r c i r c l e . D i a g r a m a t i c a l l y the s i t u a t i o n will be as s h o w n . T h e center of the rod will f o l l o w t h e 2 0 d i a . c i r c l e , w h i l e t h e r o d e n d s w i l l e x t e n d b e y o n d t h e 2 0 ft. circle, and form a larger diameter circle.

T h e n e x t s t e p is to i m a g i n e two air molecules, one on the 20 ft. d i a m e t e r orbit and the other on the larger orbit. As the r o d is s w u n g a r o u n d it is e a s y to i m a g i n e that the center of the rod and the t i p s j u s t s k i m by the two molecules. A n d nothing happens. N o w , let us place a third molecule between the two circles. W h a t h a p p e n s n o w ? A s the rod reaches the # 3 molecule the p o i n t o f i m p a c t will b e o n the " u p p e r " s u r f a c e o f the rod. A s the rod c o n t i n u e s a r o u n d , the # 3 m o l e c u l e will a g a i n inpinge on the rod, but this time on the "lower" s u r f a c e . F o r g e t t i n g about the restraining forces of the two end strings, which w a y d o y o u t h i n k that the rod w o u l d r o t a t e i f t h e t w o " i m p a c t s " w e r e p o w e r f u l e n o u g h t o m a k e the r o d pivot a b o u t the C . G . ? T o u s i t l o o k s like counter clockwise.

B y d o i n g a bit o f c a l c u l a t i o n w e can a l s o d e t e r m i n e a t w h a t a n g l e the # 3 m o l e c u l e "attacked" the rod. T o s i m p l i f y the s i t u a t i o n let u s a s s u m e t h a t the a t t a c k occurred at the tip of the r o d so t h a t we will have an even one f o o t v a l u e . W e l l , it j u s t so h a p p e n s that one f o o t in a 20 ft. d i a m e t e r c i r c l e t a k e s up 6 of the circumference's 360. T h i s w o u l d r e s o l v e into 3 for each side of the rod. T o b r i n g the p r o b l e m closer t o home, let u s s u p p o s e t h a t w e h a d a w i n g on each end of the rod, set at 0 to the rod and each other. It can a l s o be seen that, i f w e f o r g e t about the downwash f r o m the f r o n t w i n g a n d C P . locations, the two would be in balance. T h e n we b e g i n to whirl this combination a r o u n d so that the w i n g s are vertical. A l o o k f r o m the t o p is s h o w n on the d i a g r a m . I s it asking too much to m a k e you believe that the front w i n g now h a s a 3 negative angle of attack while the rear one has a 3 positive angle of attack? If we were to remove the s t r i n g s from the e n d s of the r o d and tie t h e m to the center or C.G. of the rod, which way would the combination r o t a t e ? To us it looks like counter clockwise.

L e t us now change the whirl, f r o m horizontal to vertical, to r e p r e s e n t looping. T h i s gives us a more familiar condition in which the L o n g i t u d i n a l S t a b i l i t y plays a part. In a straight flight our tandem a r r a n g e m e n t m a y be in a b a l a n c e d c o n d i t i o n , b u t in a l o o p it is o b v i o u s l y no l o n g e r in b a l a n c e . T h e angle of attack has decreased in front and increased in the rear. T h e a n g u l a r difference between the two w i n g s has i n c r e a s e d by 6. If you followed the logic so far, we can move to practical p r o b l e m s . T h e C.G. location which will s h o w the effect of the "circular airflow" m o s t clearly i s the 3 5 % . H e r e the C . G . i s a t the w i n g ' s C P . s o that w h a t ever a n g u l a r changes will come about due to l o o p i n g will be shown directly o n t h e s t a b i l i z e r . S a y t h a t t h e m o d e l i s i n a 2 0 ft. d i a . l o o p , a n d t h a t t h e d i s t a n c e f r o m the wing's C P . a n d s t a b i l i z e r ' s C P . i s one foot, a n d that the s t a b i l i z e r is p l a c e d o u t s i d e of the d o w n w a s h . In a s t r a i g h t g l i d e the w i n g would be at 6 angle of attack and stab at 0. B u t if we place this lay-out in a 20 ft. d i a . l o o p , t h e 6 " a n g u l a r c h a n g e in o n e f o o t " w i l l a c t on t h e stabilizer so that it will b r i n g the w i n g to 0 a n g l e of a t t a c k .

S o , by actually m a k i n g no physical c h a n g e s , e x c e p t to m a k e the model f l y f a s t e n o u g h t o g e n e r a t e e n o u g h l i f t t o c a u s e a 2 0 ft. l o o p , w e b r o u g h t the angle of attack f r o m 6 to 0. We now get into ever w i d e n i n g area of explanation as to what h a p p e n s as the a n g l e of a t t a c k is decreased, and w i t h it, a d e c r e a s e o f l i f t w h i c h o r i g i n a l l y s t a r t e d o r c a u s e d t h e 2 0 f t . l o o p . W e l l , the outcome d e p e n d s on the power, if it is g r e a t e n o u g h to m a k e the w i n g d e v e l o p 1 6 oz. a t 0 a n g l e o f a t t a c k , t h e l o o p w i l l b e b a l a n c e d a t 20 ft. D i a . Actually, this is no place to w o r r y about m i n u t a e . T h e b a s i c p u r p o s e for all t h i s t a l k i s t o m a k e a s m a n y o f y o u s e e t h e a c t i o n o f " C i r c u l a r A i r f l o w " s o t h a t i t w i l l b e e a s i e r t o u n d e r s t a n d w h a t g o e s on. A t p r e s e n t w e a r e t r y i n g to s h o w how the c u r v e d flight p a t h can c h a n g e the " L o n g i t u d i n a l Balance." T h i s condition can be very handy in providing an automatic syst e m for c h a n g i n g the b a l a n c e for g l i d e a n d power. If y o u g r a s p the b a s i c i d e a y o u w i l l sit b a c k a n d s a y , " W h a t d o y o u k n o w ? " A n d y o u w i l l a l s o realize that m o d e l s have been flying d e s p i t e all we did or do to keep them from flying.

To find out how m u c h of positive a n g u l a r airflow is n e e d e d to bring the 3 5 % C.G. d e s i g n f r o m 6 to 0 we p l a c e the w i n g at 0 to the b a s e line, a n d the stabilizer at 2 . . T h e d o w n w a s h is 2 which m a k e s the stabilizer act at 4 . N o r m a l l y , this would s w i n g the nose u p w a r d b a c k to 6. B u t if we p r o d u c e d 4 of p o s i t i v e a n g u l a r airflow, the stab w o u l d be at 0 at which it will not p r o d u c e a n y u p o r d o w n f o r c e . .So, t o b a l a n c e the 3 5 % C . G . d e s i g n , while the w i n g is at 0, we need a curved path that will p r o d u c e 4 positive angle on the stab.

CIRCULAR AIRFLOW A N D 70% C . G .

T h e problem, in b r i n g i n g the w i n g from 6 "duration g l i d e " to 0 "power flight" a n g l e when the C.G. is at 70%, is a bit m o r e c o m p l i c a t e d or confused. I t is obvious that when the wing is at 0 the two s u r f a c e s must be in balance. T h e g r a p h simplifies the situation. By d r a w i n g a horizontal line from the wing's 0 position a c r o s s the stab curve we can see at what angle the stab will p r o d u c e same force as the wing. It is a b o u t 3 . 4 . T h e next step is to b r i n g about "Circular Airflow" condition which will bring the s t a b t o 3 . 4 . A f l i g h t c u r v e t h a t w i l l p r o d u c e a b o u t V/ o f a n g u l a r c h a n g e will do the trick.
2

H o w d i d we d e t e r m i n e this a n g l e ? Well, place the w i n g at 0 to the base line, and the s t a b i l i z e r a t 3 . T h i s i s the p h y s i c a l s e t - u p . N o w place 2 downwash in the picture. T h e stabilizer is now o p e r a t i n g at 5 at which i t s f o r c e v a l u e i s o n l y 4 2 u n i t s i n c o n t r a s t t o w i n g ' s 140 u n i t s . T o m a k e t h e s t a b i l i z e r d e v e l o p 140 u n i t s w e h a v e t o " i n c r e a s e " i t s a n g l e t o . 3 . 4 . T o d o t h i s w e n e e d a p o s i t i v e a n g u l a r a i r f l o w o f 1.6. A n d t h i s p o s i t i v e a n g u l a r a i r f l o w o f 1.6 c a n o n l y b e p r o d u c e d b y a c u r v e d f l i g h t . ( O r , i f y o u like, by deflected p r o p w a s h . )

CIRCULAR AIRFLOW A N D 100% C . G .

H e r e is w h e r e fun b e g i n s , b e c a u s e it is under this a r r a n g e m e n t that the "Circular Airflow" becomes a matter of dollars and cents. A n d it is under this 100% C . G . condition that the "Circular Airflow" t h e o r y w o r k s to perfection. Y o u can see it in action. S o . To b r i n g the w i n g to 0 a n g l e of attack, we see by the g r a p h that the stabilizer should have 1.8 angle of attack. H o w m u c h of a curved flight path is needed to b r i n g about a balanced condition between the w i n g and stab? A g a i n , place the w i n g at 0 and stab at 0 a n d then a d d the 2 downw a s h . T h i s p l a c e s the s t a b a t 2 w h i c h g i v e s i t 245 f o r c e u n i t s a g a i n s t w i n g ' s 260 u n i t s . I f n o t h i n g i s d o n e , t h e w i n g w i l l t e n d t o b r i n g t h e m o d e l

N o w y o u can see w h y such m o d e l s can climb without looping, s p i r a l l i n g or g e n e r a l l y c o r k s c r e w u p w a r d . J u s t a s l i g h t c u r v i n g path is needed to kill e x c e s s i v e lift. Of c o u r s e , there is a p e n a l t y a t t a c h e d to t h i s ; it's "eternal v i g i l a n c e " a s y o u c a n s e e i n t h e 1951-52 B o o k .

b a c k t o 6 . B u t i f w e p r o d u c e a .2 p o s i t i v e a n g u l a r a i r f l o w w e " i n c r e a s e " the stab a n g l e from 2 to 1.8 at which its force value equals wing's. S o , j u s t b y p l a c i n g t h e m o d e l i n a c u r v e p a t h t h a t p r o d u c e s .2 o f p o s i t i v e a n g l e , we a r e able to b r i n g the 100% m o d e l f r o m 6 to 0.

LOOPS DIAMETERS FOR BALANCE

By using the formula which gives angular change due to circling and a s s u m i n g 1.5 f t . m o m e n t a r m s f o r o u r e x a m p l e s , w e find t h a t t h e 4 n e e d e d for the 3 5 % C . G . e x a m p l e will be d e v e l o p e d in a 45 ft. dia. loop. T h e 7 0 % C . G . r e q u i r e s a 120 f t . d i a . l o o p . A n d t h e .2 c h a n g e r e q u i r e d i n t h e 1 0 0 % C . G . m o d e l i s p r o d u c e d i n a 900 f t . d i a . l o o p . I t s h o u l d b e o b v i o u s t h a t t h e s e c u r v e s can be obtained by helical climb. T h e loop simplifies the e x p l a n a t i o n .

SUMMARY
We have s h o w n that the C . G . position d e t e r m i n e s the value of the L o n g i tudinal Stability, and also determines the t y p e of flight the model will m a k e under power. Also, we a d j u s t the models to have best "duration glide" angle. T h i s a n g l e is in the neighborhood of 5. B u t while the model is under power, the a n g l e of attack on the wing m u s t be reduced so that the wing will not lift more than is needed. T h i s can be done by using downthrust, deflected p r o p w a s h or letting the "natural" d e s i g n of the model develop its own flight path which is almost invariably of curve type.

Some formulas in the 1951-52 YEAR B O O K were home-made. A request to L.Licher for check resulted in the following corrections: PAGE 17

The angle 90 is in question. It should be 57.3

TILTED STAB FOR CIRCLING

F r a n k B e t h w a i t e b r o u g h t to our attention the lack of information on the action of the tilted stabilizer. P l e a s e read his letter before g o i n g on so that you will have an idea of the p r o b l e m s involved. T h e basic p u r p o s e of the tilted stabilizer is to provide a turning tendency d u r i n g g l i d e without effecting the power setting: An automatic turn adjuster that will vary in our favor when speed is changed. As we h a v e seen, to retain l o n g i t u d i n a l stability about the C.G., both surfaces must have similar moment forces. In a glide this may take place while the w i n g is at 6 a n g l e of attack. T h e turning force of the tilted stabilizer d e p e n d s on the s i d e c o m p o n e n t of its lift. On a 3 5 % C . G . m o d e l , the side c o m p o n e n t is zero since the stabilizer is not required to contribute a n y force while the w i n g is at 6 . B u t on the 100% C.G. model, the lift of the stabilizer is considerable so that the side force would naturally be p r o portional, d e p e n d i n g on the tilt angle. W h e n we a p p l y power to increase speed by , the lift doubles. If the model is kept at 6 trim, the s i d e force of the tilted stab w o u l d still be zero on the 3 5 % C . G . , b u t it w o u l d be d o u b l e d on the 100%. ( I f the r u d d e r h a d a turn set, its f o r c e w o u l d a l s o be d o u b l e d . ) S i n c e e x c e s s i v e lift tends to p r o d u c e looping in which the model tends to r e d u c e its a n g l e of a t t a c k , there is a c h a n g e in the trim or b a l a n c i n g s i t u ation.See g r a p h s . T h e 3 5 % C.G. model now requires considerable "upload" on the stabilizer to keep the wing, say, at 0 . So that any tilting that we m a y have g i v e n the stabilizer will now be very s t r o n g in contrast, to i t s "no f o r c e " i n t h e g l i d e . T h e s t a b i l i z e r o n t h e 1 0 0 % C . G . n e e d s a v e r y s l i g h t e d g e on the w i n g to keep it at 0 . So that its actual force value m a y be s a m e as it w a s u n d e r 6 c o n d i t i o n . T h a t is, if its new over-all lift is similar to glide value. T h e above situation shows that the value of the tilted stabilizer d e p e n d s on the C . G . location. R o u g h l y , it can be said that the "force" value v a r i e s from m a x i m u m with C.G. at 3 5 % towards minimum as the C.G. moves backw a r d . A s far a s a c t u a l u s e f u l n e s s t o u s i s concerned, the v a l u e will b e j u s t the o p p o s i t e . We can use it b e s t w h e n the C.G. is in the 100% n e i g h b o r h o o d : We can m a k e g l i d e turn a d j u s t m e n t s by tilting the stabilizer, knowing that they will not increase in force during power run. B u t with C.G. at 35%, stab tilting is like r u d d e r setting, it will vary with speed. "Power f l i g h t p a t t e r n i s a g o o d i n d i c a t o r o f h o w m u c h t i l t t o u s e . A l o n g c u r v e d p a t h s h o w s that over all lift is not e x c e s s i v e , so that you can u s e as m u c h tilt as y o u m a y need for a g l i d e turn. B u t if the flight has tight s p i r a l c h a r a c t e r i s t i c s , u s e tilt s p a r i n g l y , and in combination with other a i d s , s u c h as side thrust.

C O N C L U S I O N OF THEORY
T h i s i s a b o u t a l l w e c a n s a y i n t h i s b o o k . T h e 1951-52 Y e a r B o o k c a n carry you on f r o m here. We will see what is needed during the c o m i n g year, and include it in the f u t u r e year b o o k s Y o u r comments and s u g g e s tions will decide the topic.

JOHN WORTHRADIO CONTROL

E x p e r i e n c e has shown that s u c c e s s f u l r-c p r a c t i c e differs f r o m the uns u c c e s s f u l l a r g e l y in a c c o r d a n c e with the a m o u n t of a t t e n t i o n p a i d to details. T h e finer points of model design, construction and flying, plus radio equipment adjustment and operation, are usually required for success yet the degree of skill involved is a p p a r e n t l y not so important. It has often b e e n n o t e d t h a t s o m e b e g i n n e r s s t a r t r i g h t off w i t h o u t t r o u b l e w h i l e o t h e r s c a n ' t s e e m t o g e t a w a y f r o m it. G o o d p r a c t i c e d o e s not r e q u i r e s k i l l e d w o r k m a n s h i p but it d o e s call for good habits and features of construction. T h e most beautifully-built mecha n i s m can be full of b u g s and poor d e s i g n f e a t u r e s while a c o m p a r a t i v e l y s l o p p y affair m a y p e r f o r m perfectly. T h e point, then, is that there are r i g h t and wrong ways of doing things and some education may be in order to r a i s e the s t a n d a r d of performance. S t u d y of the situation has confirmed that there is a need to publicize the details of g o o d practice as a g u i d e to better r e s u l t s . T h e f o l l o w i n g information has been sifted from discussion, observations, a n d c o r r e s p o n d e n c e to present a condensed cross-section of thoughts concerning control system installations, for it is in this p h a s e of the field t h a t a t t e n t i o n a p p e a r s to be most needed. A freely pivoted control s u r f a c e is very i m p o r t a n t to the p e r f o r m a n c e of a reliable control system. Whatever the m e t h o d of pivoting used, the s u r f a c e should be free to flop easily f r o m one e x t r e m e to the other when the actuator linkage is disconnected. It is even p r e f e r a b l e for the control s u r f a c e installation to be more s l o p p y than tight, a l t h o u g h the more slop the g r e a t e r is the l o s s of effective control. F r e e m o v e m e n t o f the s u r f a c e s h o u l d not d e p e n d u p o n l u b r i c a t i o n for smooth operation. In other words, a s u r f a c e that does not move freely without lubrication should be reworked until it does. C a s e s have been seen w h e r e a d r o p of oil l o o s e n e d up a control s u r f a c e , b u t in the heat a n d d u s t of summer flying loss of lubrication resulted in the original binding condition. L u b r i c a t i n g a freely pivoted s u r f a c e is g o o d to help out the actuator, but it should not be used as a cure. L u b r i c a t i o n can a l s o be the cause of t r o u b l e if d o n e c a r e l e s s l y . A d r o p of oil on e x p o s e d b a l s a next to the p i v o t e d s u r f a c e c a n swell the w o o d a n d cause interference with movementexactly the opposite result from that intended Lubrication does have an important p u r p o s e other than that of reducing friction as it helps to prevent corrosion and eventual sticking if m u s i c wire or steel fittings are used in the control s y s t e m . A f t e r b e i n g a s s u r e d that the control s u r f a c e p i v o t s f r e e l y w i t h o u t the l i n a g e hooked up, care should be taken to see that the connection of the l i n k a g e does not introduce binding. If the l i n k a g e m u s t be s p r u n g or t w i s t e d to m a k e the hookup, it should be r e w o r k e d until this is not n e c e s sary. T h e linkage should connect naturally with no f o r c e b e i n g exerted to m a t e the connecting fittings. A f t e r the connection is m a d e , the l i n k a g e s h o u l d be m o v e d f r o m one e x t r e m e to the other s e v e r a l t i m e s to see w h e t h e r the total action is free from binding. M a n y control linkages which check out okay with the model in a z o n t a l p o s i t i o n do not o p e r a t e at all when the m o d e l is h e l d v e r t i c a l . is an important consideration because we need positive control most the model is in this dangerous attitude. P a r t i c u l a r l y with push-pull a g e s and pulsing systems is this important. T h i s s i m p l e test can be r e v e a l i n g . A l o n g w i t h this check of the a c t i o n in v a r i o u s a t t i t u d e s , a horiThis when linkvery weak

set of batteries should be tried. tally with weak batteries and it chances are that the s y s t e m will system that operates with weak the model is what to strive for.

If the control s y s t e m will o p e r a t e horizonw o r k s as well in a d a n g e r o u s attitude the be r e l i a b l e u n d e r all conditions. A control batteries no matter what the a t t i t u d e of

A good check on control system response should be m a d e by rapidly s w i t c h i n g t h e a c t u a t o r o n a n d off. T h e c o n t r o l s y s t e m s h o u l d f o l l o w s n a p pily without lag or s k i p . A s l u g g i s h action will show up immediately under this test and is u s u a l l y c a u s e d by too much m a s s that must be moved or too much friction in the s y s t e m . F o r escapement s y s t e m s , the size of the rubber required to operate the s y s t e m may be a g o o d g u i d e to performance. A model up to six feet in span s h o u l d n o t r e q u i r e m o r e t h a n 1 / 8 " flat r u b b e r f o r c o m p l e t e l y r e l i a b l e a n d s n a p p y control s y s t e m a c t i o n if the s y s t e m is p r o p e r l y d e s i g n e d a n d built. Incidentally, an escapment design which uses a ball-bearing type washer to r e d u c e t h e f r i c t i o n c a u s e d b y the l o a d i n g o f the w o u n d r u b b e r will u s u a l l y operate better to drive l a r g e or heavy control systems. T h e smallest of the commercially available e s c a p m e n t s have been used to operate control systems in large ships such as the Super-Buccaneer, but it takes attention to t h e finer p o i n t s o f c o n s t r u c t i o n t o d o t h e j o b p r o p e r l y . T h e rubber should also unwind until it hangs slack with hardly any twist left. T h i s is p o s i t i v e p r o o f that the control s y s t e m r e q u i r e s little power for operation. M a n y times control system trouble is cured by using heavier rubber, up to 3/16" or flat, but this usually leads to troubles later on. T h e p r o b l e m is that the heavier r u b b e r r e s u l t s in the e s c a p m e n t pawl t a k i n g more of a b e a t i n g under the increased torque and pretty soon b e a t s itself out of a d j u s t m e n t . A l s o , the increased torque p u t s m o r e press u r e o n t h e p a w l i n s i g n a l off p o s i t i o n s o t h a t m o r e a c t u a t o r b a t t e r y p o w e r is required to pull in the escapement a r m a t u r e . T h i s in turn results in the need for fresh batteries for reliable operation or more voltage. If the batteries get weaker, the operation becomes erratic. If too much voltage is u s e d initially, the current drain goes up so that battery life is shortened. All these things a d d up to eventual trouble that can be avoided completely by more care in the b e g i n n i n g . In the d e s i g n of control linkage, consideration should be given to the m a s s to be moved. F o r instance, if either a torque rod or a push-pull rod can be u s e d there is a lot in f a v o r of the t o r q u e rod. T h e r e l a t i v e m o t i o n i n v o l v e d in a t o r q u e r o d i n s t a l l a t i o n is s m a l l s i n c e the r o d p i v o t s on an a x i s along its length. T h e push-pull rod, however, must be shoved b a c k and forth a n d this m a y r e q u i r e as m u c h power or m o r e from the a c t u a t o r than is required to move the control s u r f a c e itself. O n e of the c o m m o n p r a c t i c e s noted in control l i n k a g e s is the use of small d i a m e t e r m u s i c w i r e for p u s h r o d s or t o r q u e rods. If the w i r e is b e i n g p u s h e d or twisted, its flexibility can result in c o n s i d e r a b l e lost m o t i o n that never g e t s to the control s u r f a c e . W h a t is needed is a material with a reasonably large cross section but light in weight. W h e r e -032" o r . 0 4 0 " w i r e m i g h t b e u s e d , i t m a y b e b e t t e r t o u s e 1 / 8 sq. balsa with w i r e fittings on the ends. T h e b a l s a is sufficiently stiffif selected from good close g r a i n e d s t o c k s o that it resists t w i s t s and bending yet is light e n o u g h so that the power of the a c t u a t o r is not e x p e n d e d i n d r i v i n g t h e c o n t r o l l i n k a g e . F o r l a r g e m o d e l s , 3 / 1 6 " s q . b a l s a , 1 / 1 6 " o.d. a l u m i n u m t u b i n g , o r l/8" d o w e l m a y b e u s e d . W h a t e v e r i s u s e d , t h e m a i n idea is to get all the m o t i o n and power of the actuator to the control surface with as little loss as possible in the connecing linkage.

W h e r e a sliding yoke is used over an escapement pin, binding m a y occur at s o m e point in the y o k e u s u a l l y at the end of the l o o p i f the c o n t a c t e d g e s of the y o k e are not parallel a n d free s l i d i n g a l o n g the full d i s t a n c e of pin travel. If m u s i c w i r e is u s e d for the y o k e a n d if the end of the l o o p is soldered the j o i n t m u s t be a g o o d one, p r e f e r a b l y b o u n d with l i g h t wire, as a cold solder joint m a y b r e a k loose d u r i n g r e g u l a r p o u n d i n g of e s c a p e m e n t operation a n d cause the escapement to j a m or at least result in s l o p p y operation d u e to the o p e n e d y o k e . C a s e s have been noted where the model flies u n d e r perfect control under power but m i s s e s s i g n a l s in the glide. T h i s can be c a u s e d by a s y s t e m which w o r k s o k a y u n d e r t h e i n f l u e n c e o f e n g i n e v i b r a t i o n b u t n o t w i t h o u t it. T h e e x p l a n a t i o n is that the vibration k e e p s the s y s t e m l o o s e n e d up so that p a r t s do not bind, but in the comparative smoothness of the glide the fittings settle into g u m m y or s t i c k y action.

S e v e r a l cases of e s c a p e m e n t s k i p p i n g , w h i c h o c c u r r e d only with the engine r u n n i n g s o m e t i m e s only after the model was launchedwere traced to vibration caused by a given engine and prop combination. Changi n g the p r o p to a different make, pitch or diameter p r o d u c e d different vibration characteristics which eliminated the s k i p p i n g . S k i p p i n g can also be c a u s e d by i m p r o p e r r e l a y a d j u s t m e n t or m o u n t i n g . S o m e relays are more sensitive to vibration than others. T h e S i g m a 4F or 5F relays are almost immune to vibration when correctly adjusted and usually m a y be mounted solidly in a model or on a simple rubber p a d d i n g . Others, such as the K u r m a n or similar t y p e s without a pivoted a r m a t u r e or r u g g e d contact supports must be suspended loosely from rubber bands or o t h e r w i s e p r o v i d e d adequate isolation f r o m v i b r a t i o n effects. To differentiate between s k i p p i n g caused by relay or engine vibration, t h e r e l a y a r m a t u r e m a y b e h e l d b y h a n d i n t h e "on" p o s i t i o n w h i l e t h e e n g i n e s p e e d is varied. If the e s c a p e m e n t s k i p s , the trouble is p r o b a b l y not w i t h the relay but with the e n g i n e / p r o p setup or the escapement adjustment. U s u a l l y the cure r e q u i r e s only the c h a n g i n g of the type p r o p used. In those r a r e cases where the s k i p p i n g o c c u r s only after l a u n c h i n g of the m o d e l t h e t r o u b l e m a y be a bit m o r e difficult to t r a c e but c h a n g i n g the p r o p will g e n e r a l l y solve the problem. I f h o l d i n g t h e a r m a t u r e "on" c u r e s t h e s k i p p i n g , t h e n i m p r o p e r r e l a y m o u n t i n g or adjustment is probably the cause. In general, the best relay a d j u s t m e n t is a compromise between the m o s t s p r i n g tension possible and the closest contact spacing which will p r o v i d e pull-in at j u s t under the normal m a x i m u m current available. If relay action is snappy and positive w h e n n o t u n d e r v i b r a t i o n t h e c h a n c e s a r e t h a t t h e a d j u s t m e n t i s o.k., b u t t h e m o u n t i n g m u s t b e m a d e l e s s stiff s o a s t o b e t t e r a b s o r b the v i b r a t i o n . T h e r e are no cut and dry r u l e s of g o o d p r a c t i c e t h e s u b j e c t is broad e n o u g h to r e q u i r e a b o o k in i t s e l f b u t the i n f o r m a t i o n presented offers a b a c k g r o u n d to provide a steer in the p r o p e r direction. J u s t as a chain is o n l y a s s t r o n g a s its w e a k e s t link, s o i s t h e p e r f o r m a n c e o f a n r-c m o d e l d e p e n d e n t u p o n the a t t e n t i o n g i v e n t o the s m a l l e s t d e t a i l s . I f the end result is a product of accumulated good features, the chances are that succ e s s f u l r-c flying will be achieved and m a i n t a i n e d .

CLAUDEMcCULLOUGHTHE ANVIL C H O R U S
O n e of the most i n t r i g u i n g a s p e c t s of r a d i o control flying is that it has not yet r e a c h e d the point w h e r e all t h e r u l e s h a v e been l a i d d o w n a n d a f o r m a l i z e d s t y l e of d e s i g n d e v e l o p e d , as h a s been the case with f r e e flight g a s a n d U-control speed for e x a m p l e . W i t h so m a n y avenues of thought a v a i l a b l e for exploration, it is to be h o p e d that s o m e time will e l a p s e before r-c flying will be in a n y d a n g e r of g e t t i n g into a r u t and g r o w l e s s interesting f r o m too much "sameness". M o s t o f t h e i d e a s r - c e r s b e g a n w i t h w e r e i n h e r i t e d f r o m f r e e f l i g h t , indeed early attempts (and many since) at remote control were far more free flight than r a d i o d i r e c t e d t h e u s u a l c o u r s e b e i n g to first test, a d j u s t and fly the a i r p l a n e without any e q u i p m e n t a n d then a d d it as a sort of extra t h u m b that permitted a certain d e g r e e of m a n e u v e r i n g . N o w that a little confidence has been developed in the r e l i a b i l i t y of the r a d i o sets, considera b l e s t r i d e s have been m a d e t o w a r d d e v e l o p i n g d e s i g n p r a c t i c e s that consider control the primary rather than s e c o n d a r y factor. W i t h excessive dihedral proven to have been a sacred cow and s o m e t h i n g beside deep underc a m b e r e d a i r f o i l s now flying, one w o n d e r s if p e r h a p s m o r e of the norms of current flying technique are not profitably s u s c e p t i b l e to amendment.

After a season of flying a ship that w a s somewhat higher powered and considerably heavier than the a v e r a g e R - C , it is my opinion that the dev e l o p m e n t of the ideal r a d i o s h i p r u g g e d , s m o o t h flying and with allweather p e r f o r m a n c e l i e s in the direction of the application of what D i c k S c h u m a c h e r h a s c a l l e d " B r u t e Force.'.' T h e "Wizard" in its original form gained a certain degree of fame (or i n f a m y ! ) a s t h e o n l y r a d i o c o n t r o l l e d p a y l o a d s h i p a t t h e '52 N a t i o n a l s . R u s h e d t o f i n a l c o m p l e t i o n t h e w e e k b e f o r e the N a t s , the hurried installation of the m a n y m e c h a n i s m s a n d b a t t e r i e s r e q u i r e d for a 3-control a i r p l a n e p l a y e d havoc with the C . G . position, g e t t i n g it so far back that several total failure test flights p r o v e d without doubt that there w a s only one thing to doweight the nose. Since the ship had a short nose this required some doing, but thanks to C . O . W r i g h t w h o b e l i e v e s i n c o m i n g t o a c o n t e s t equippeda l e a d w e i g h t w e i g h i n g 1 l b . 1 1 o u n c e s w a s t u r n e d u p . I t w a s m y i n t e n t i o n t o c u t off p a r t of it to try, since the w h o l e a m o u n t seemed to be an experiment that could only result in a really s e n s a t i o n a l bash. B u t deciding that desperate situations call for d e s p e r a t e m e a s u r e s , the entire chunk w a s placed in the nose. T h e plane was heavy to begin with and now weighed in at 1 1 % lbs. o n 7 s q . ft. o f w i n g a r e a a w i n g l o a d i n g o f 2 7 o u n c e s p e r s q . f t . Since the only free on-the-air time available for testing was when the r e g u l a r a f t e r n o o n C a l i f o r n i a h u r r i c a n e w a s blowing, the worst w a s expected. B u t with the f e e l i n g that it would be best to get it over with, the A t w o o d .49 w a s c r a n k e d a n d w i t h J a c k W i l l i a m s h e a v i n g , u p t h e f l y i n g anvil went to turn in about as s u c c e s s f u l and smooth a test flight as could be asked for, c u l m i n a t i n g in a perfect landing on the runway. W h i l e s u c h i l l - c o n s i d e r e d i n n o v a t i o n s as a 5-wheel l a n d i n g gear, b a d l y placed, proved to be a g o o d deal of a h a n d i c a p in the competition, still the airplane p e r f o r m e d v e r y creditably for its first 30 minutes of flying life, p a r t i c u l a r l y i n t h e w i n d , w h i c h h a d v e r y l i t t l e e f f e c t o n it. A f t e r t h e Nats", m o d i f i c a t i o n s a n d f u r t h e r t e s t a n d c o n t e s t f l i g h t s w e r e m a d e and the s h i p h a s e v o l v e d to M a r k II as shown in the three view. C h a n g e s included a l e n g t h e n e d a n d r e - s h a p e d nose, two wheel landing gear w i t h tail wheel and i n c r e a s e d r u d d e r area. T h e longer nose was mainly to p e r m i t m o v i n g e q u i p m e n t f o r w a r d s o a s t o " g e t t h e l e a d out." B u t m u c h t o o u r s u r p r i s e t h e a i r p l a n e p r o v e d t o h a v e b e e n a m u c h s m o o t h e r , all r o u n d s h i p at the heaviest w e i g h t than after l i g h t e n i n g . So back in with a p a y l o a d ! Smoother turns, no b o u n c i n g on recovery and no wind could be turned up that could keep it from completing a quarter mile cross country, a t t i m e s w h e n n o o t h e r j o b c o u l d d o it. A s m a l l , 4 o z . w e i g h t i s p l a c e d i n the nose for especially high w i n d conditions. One thing that w a s noticeable w a s that neither the climb or glide seemed to be affected to a n y d e g r e e by i n c r e a s i n g the weight. T h e g l i d e in any case was almost too good for m a k i n g approaches to spot landings; flat and floating, almost u n b e l i e v a b l e c o n s i d e r i n g the w i n g l o a d i n g . T h e control r e s p o n s e w a s so g o o d a n d the s t a b i l i t y s e e m e d so ample, that one of the m a i n c h a n g e s p l a n n e d f o r t h e s h i p i s t o i n c r e a s e t h e p o w e r p l a n t t o a .65 t o g i v e more reserve capacity for takeoffs and climbing to alitude, making use o f t h e m o t o r c o n t r o l t o k e e p i t a t t h e a l t i t u d e y o u w a n t it. I t i s f e l t that the ship will be a b l e to fly in any w e a t h e r in which a contest can be held. T h e payload is being m a d e useful by installing some heavier batteries a n d a new more reliable elevator mechanism.

To further test the flying and maneuvering ability of high w i n g and power l o a d i n g s along with several other features, a new ship is now a'building. T h i s has h o p e f u l l y been christened " A c r o b a t " and is shown in three-view. It is a 3-control 5 footer with p r o p o r t i o n a l p u l s e r u d d e r , seq u e n c e elevator and m o t o r speed and shutoff control. It is t h o u g h t that this is not only an o p t i m u m size but also the s m a l l e s t p r a c t i c a l one for this number of controls. T h e main design features are low aspect ratio (5 to 1) a n d a short moment arm, selected with an eye toward maneuverability rather than stability, and t e n d i n g t o confirm E . L . R o c k w o o d ' s c o m m e n t that I w a s drifting designwise to "U-control stunt jobs." T h e ship has an ample rudder, particularly necessary on short moment a r m ships but also an aid in avoiding "wanderitis" on a cross-country, every g u s t of wind bringing a new flight path. U s i n g proportional pulse, such an a i r p l a n e can be flown in a p e r f e c t l y s t r a i g h t line c r o s s c o u n t r y in a cross wind, s i m p l y by s e t t i n g the stick for the correct c r a b b i n g a n g l e . T h i s small, high powered, heavily leaded ship will be flown a g a i n s t the l a r g e etc. etc. W i z a r d to determine which is the m o s t s u c c e s s f u l size for contest w o r k . It is p r o b a b l y a f o r e g o n e c o n c l u s i o n that the s m a l l e r ship cannot be quite as heavy in wing loading as the l a r g e ship for equivalent reactions, if Mr. R e y n o l d s and his number be right. P l e a s e don't m i s u n d e r s t a n d me on this w e i g h t q u e s t i o n . I am not a d v o c a t i n g t h a t e v e r y b o d y c a r r y a l e a d w e i g h t j u s t t o b e p a c k i n g it. B u t w h a t I am s a y i n g is that p e r h a p s the popular trend to a light w i n g l o a d i n g , low power a i r p l a n e is not the best w a y to the ideal R - C d e s i g n . P a r t i c u l a r l y light weight at the e x p e n s e of radio reliability or structural strength, j u s t to keep down i m p a c t forces or flatten the g l i d e . I hink it is throwing in the towel for m o d e l e r s to decide that s t r u c t u r e s cannot be built of balsa to really take the p u n i s h m e n dealt out by heavier weight and fast flying. Sensible wood selection, generous spar depth (an r-c w i n g s h o u l d be able to s u p p o r t twice the w e i g h t of the ship w h e n held by the t i p s ! ) , liberal p l a n k i n g and free flight knock-off a t t a c h m e n t of the p a r t s plus arrangement of equipment to absorb shock, can produce a ship that will take any a v e r a g e "prang", without d a m a g e . At the D e s Moines meet my electronic pulser b e g a n kicking up its heels, s p i n n i n g m y s h i p i n f r o m a h i g h a l t i t u d e u n d e r p o w e r , n o t o n c e , b u t three times. E a c h time the only repairs were a new p r o p , s t r a i g h t e n i n g the 1. g. a n d r e p l a c i n g rubber bands. T h i s is a pretty d r a s t i c w a y of t e s t i n g out a s t r u c t u r e , but it d o e s s h o w the b a l s a d e s e r v e s its r e p u t a t i o n for h a v i n g the highest strength to weight ratio of any wood. T h e objection m a y well be raised that m o r e maneuverabie. My thought is that as cerned, given plenty of power, 25 ounce enough to adversely affect maneuvering and flying considerably. the lighter airplane should be f a r a s m a n e u v e r a b i l i t y i s conl o a d i n g s do not appear heavy do smooth out the more sedate

B u t r e g a r d l e s s o f t h e p r o a n d con o f it, t h e i n e v i t a b l e m a r c h o f p r o g r e s s will soon make the lighter low-powered s h i p s the trainer for the novice a n d heavier higher powered ships a must for contest work. F o r it seems quite evident that the day of ascendancy of the rudder only airplane is c o m i n g to an end. A l e x Schneider and the S a n F r a n c i s c o M u s t a n g s are flying p r o o f that m u l t i p l e control will now be n e c e s s a r y . P l a c i n g the e q u i p m e n t needed for this t y p e of operation in a l i g h t airplane will produce results of a most positive nature. T h e first time the ship h i t s an obstruction, it will s t o p and the b a t t e r i e s a n d r a d i o will k e e p r i g h t on going!

J. K. Q U E R M A N N N O T E S ON V2 A D E S I G N
S o m e idea of how the design came to be m a y be of some interest. T h e layout is based on my c o n c e p t s of stability and the ability to trim for both the high power climb and for a glide. T h e size, airfoil and general streamlining are, of course, all aimed at high performance. 1. F o r following: longitudinal stability and control St Jtt a model should have the

a) A l a r g e tail v o l u m e coefficient, S i v c T h i s p r o v i d e s p l e n t y of damping (Zaic circular flow concept) and m a k e s a rear center of gravity location n e c e s s a r y . T h e d a m p i n g i n p i t c h m a k e s the e x a c t location o f the center of gravity less critical, d a m p s oscillations, and generally takes up the slack caused by other errors. T h e rear center of g r a v i t y helps the lateral stability indirectly. On the debit side, the l a r g e tail costs d r a g . T h e small amount of lift it can p r o d u c e when the center of g r a v i t y is located for proper stability doesn't b e g i n to p a y for the d r a g . I believe the stability is worth the price. b) T h e center of gravity must be far aft for easy adjustment of power o n a s w e l l a s p o w e r off f l i g h t , ( a g l i d e r c a n h a v e a f o r w a r d c e n t e r o f g r a v ity). T h e center of gravity should be slightly ahead of the aerodynamic center during the glide and on or even behind during the climb. D u r i n g a steep climb the m o d e l is m o r e of a helicopter than a conventional airplane. F o r the helicopter the center of gravity should be below the aerodynamic center of the s i d e forces, in this case lift. c) An unrestricted propeller s l i p s t r e a m which p a s s e s over or very close to the horizontal tail. T h e effect of the s l i p s t r e a m on the tail is the b i g item i n c h a n g i n g t h e t r i m f r o m p o w e r off t o p o w e r o n f l i g h t . D o w n t h r u s t c h a n g e s the direction of the flow at the tail as well as a d d i n g s o m e d o w n load at the n o s e . T h e m o m e n t c a u s e d by the up l o a d at the tail a l o n g d i s t a n c e f r o m the C . G . i s m o r e p o w e r f u l i n t r i m m i n g t o a l o w e r l i f t c o e f f i c i e n t , i.e. p r e v e n t i n g loops. A p y l o n which p u t s the w i n g above the propeller s e e m s about right. H i g h e r pylons probably don't help much. d) S o m e d o w n t h r u s t m e a s u r e d relative to the normal flight path in the glide. N e c e s s a r y to change the trim. As a p a s s i n g note it m i g h t be p o i n t e d out that while the rear C.G. location is needed, it is easy to get into real trouble by putting the C.G. too far back. F o r the b e g i n n e r a g o o d way to avoid over shooting is to put the C.G. a little farther f o r w a r d than the e x p e r t s . U s e a m o d e r a t e a m o u n t of downt h r u s t a n d then s t a r t f l i g h t tests. T r i m for the g l i d e then t r y power. I f the model dives under power or shows only slight looping tendencies a change in t h r u s t a d j u s t m e n t is in order. H o w e v e r , if it s h o w s violent l o o p i n g tendencies m o v e the center of g r a v i t y b a c k and retrim for the g l i d e (by changi n g the tail i n c i d e n c e ) . As the center of g r a v i t y is m o v e d b a c k the looping tendency should disappear. If you want to see how far out the window you can lean, take out s o m e of the intial d o w n t h r u s t and try a g a i n . 2. For lateral stability and trim:

a ) P l e n t y o f d i h e d r a l . D i h e d r a l i s l i k e m o n e y i n the b a n k . I t i s difficult to have too m u c h as far as stability is concerned. T h e more dihedral the less f u s s y you have to be with some of the other items. T h e r e is a price. T h e useful lifting w i n g area decreases. N o t m u c h is lost for m o d e r a t e a n g l e s tho. b) A small vertical tail. My m o d e l has no vertical tail as such, but the d r o o p e d outer panels act as a vertical tail. T h e effective a r e a is the total a r e a of the p a n e l s times the sine s q u a r e d of the dihedral a n g l e or about %

of the p r o j e c t e d a r e a . T h e r e is a f a i r l y w i d e r a n g e of s a t i s f a c t o r y tail sizes for w i n g s with p l e n t y of dihedral, p a r t i c u l a r l y for the glide. F o r the climb the tail m u s t be s m a l l so the center of g r a v i t y is v e r y c l o s e to or b e h i n d the a e r o d y n a m i c center of the side forces. T h e helicopter concept must be kept in mind. A model w h o s e tail is too small will d u t c h roll or in e x t r e m e cases, s p i n n o t a s p i r a l d r i v e , b u t a c l a s s i c a l s p i n w i t h the s u r f a c e s s t a l l e d . My m o d e l , even w i t h the a p p a r e n t lack of tail h a s never shown any hint of dutch roll. c) M o d e r a t e aspect ratio. A low aspect ratio is generally good for stability, but b e g i n s to cost in terms of p e r f o r m a n c e . A m o d e r a t e aspect ratio around 7 seems a good compromise. d) P o s i t i v e d i h e d r a l a h e a d of the center of g r a v i t y , n e g a t i v e dihedral behind the center of g r a v i t y . T h i s provides a favorable rolling moment due to y a w i n g velocity. ( S o r t of a circular air flow in y a w ) . If the a n g l e of y a w is taken as zero at the center of gravity, then the turn p r o d u c e s a side flow i n o n e d i r e c t i o n a h e a d o f t h e C . G . a n d i n t h e o p p o s i t e d i r e c t i o n b e h i n d it. W i t h the p o s i t i v e d i h e d r a l of the w i n g a h e a d of the C . G . , a n d the n e g a t i v e of the tail behind, the r o l l i n g m o m e n t c a u s e d by the turn t e n d s to cause the model to roll out of the turn. e) On this p a r t i c u l a r m o d e l with no vertical tail for the s l i p s t r e a m to a c t on, s i d e t h r u s t i s n o t v e r y e f f e c t i v e . T h e s l i p s t r e a m t w i s t a c t i n g o n t h e p y l o n t e n d s to c a u s e a r i g h t turn. W i h a low vertical tail the twist also c a u s e s a r i g h t t u r n . To a v o i d t h i s difficulty the tail d r o o p is s t a r t e d b e y o n d the normal slipstream. T h e model climbs right, glides left. 3. T h e size may be of some interest since the model is larger than most y<l A m o d e l s . T h e i d e a i s s i m p l y t h i s : T h e m o d e l s h o u l d b e a s l a r g e a s p o s sible, yet it s h o u l d w e i g h no m o r e than the a b s o l u t e m i n i m u m . W i t h a full t a n k of f u e l my m o d e l b a r e l y t i p s 5 oz. F o r the c r a f t s m a n w h o can m a k e them larger and still strong enough I recommend larger wings. T h e logic is s i m p l e . T h e rate of c l i m b d e p e n d s m o s t l y on the w e i g h t and e n g i n e power. D r a g is a s e c o n d a r y factor. Since there is little to lose in climb and m u c h to g a i n in the glide m a k e them big, but light. T h e r e is a price. F i r s t the s t r u c t u r e is w e a k e r . S e c o n d , it is m o r e difficult to t r i m p r o p e r l y for both p o w e r o n a n d p o w e r off f l i g h t . T h e r e a s o n i s t h a t t h e f o r c e s d u e t o t h e e n g i n e a r e relatively s m a l l e r c o m p a r e d to those d u e to the s u r f a c e s . It b e c o m e s m o r e n e c e s s a r y t o p l a c e the center o f g r a v i t y p r o p e r l y than i n the smaller airplane with the s a m e engine. 4. T h e airfoil. T h e blunt trailing edge may startle you. T h e airfoil is s i m i l a r t o a n N A C A 4509 w i t h a t h i n n e d d o w n l e a d i n g e d g e a n d a t h i c k e n e d t r a i l i n g e d g e . T h e a i r f o i l w a s d e s i g n e d t o h a v e l o w d r a g a t a lift coefficient o f 0.8. G l i d e t e s t s o n o t h e r w i n g s s h o w e d t h i s t o b e t h e n o r m a l gliding C L . T h e lower s u r f a c e is designed for a laminar boundary layer at least the p r e s s u r e g r a d i e n t is favorable for one. T h e blunt trailing e d g e t e n d t o i n c r e a s e t h e m a x i m u m l i f t coefficient a n d t a k e s i n t o a c c o u n t t h e fact that at the low R e y n o l d s numbers the flow has probably started to separate slightly at the trailing e d g e on m o s t airfoils. T h u s the d r a g is p r o b a b l y small. T h e s m a l l s t r u c t u r a l member at the t r a i l i n g edge helps keep the weight down. 5. T h e l a n d i n g g e a r is a l m o s t an after t h o u g h t . It is shown on the d r a w i n g as it is. It w o r k s , b u t I w o u l d r e c o m m e n d m o v i n g it a b o u t 1" further forward. 6. T h e e x h a u s t deflector on the fairing behind the engine k e e p s most of the goo f r o m s p l a s h i n g on the wing.

(Mar. 1953)
S o r r y I haven't been able to write earlier. Y o u r letter g o t here while I w a s in the m i d d l e of a r u s h p r o j e c t at C V A . See. if these a n s w e r s s a t i s f y you. 1. P e r f o r m a n c e of the m o d e l : I am reluctant ance claims without extensive tests to determine published figures smell like fish stories anyway. g l i d e any 1/2 A I have ever seen a n d the climb is to m a k e specific p e r f o r m an accurate figure. Most I can s a y that it will out good.

2. Center of gravity ahead of aerodynamic center: T h e distance between the center of g r a v i t y a n d the a e r o d y n a m i c center is a m e a s u r e of the static stability or the r e s t o r i n g force following a disturbance f r o m a t r i m m e d

condition. Y o u are probably used to thinking in terms of the center of pressure. W h e n a model is flying along trimmed, there is no pitching mom e n t , h e n c e , t h e r e s u l t a n t f o r c e p a s s e s t h r u t h e c e n t e r o f g r a v i t y , i.e. t h e center of pressure lies at the C.G. T h e Aerodynamic Center is a slightly different animal. If the trimmed model is disturbed, for e x a m p l e by a g u s t , the total lift will be c h a n g e d . T h e center of p r e s s u r e of the a d d i t i o n a l load is the aerodynamic center. K e e p in m i n d that it has no direct connection with the overall center of p r e s s u r e location either before or after the dist u r b a n c e ; only the incremental load. If the c h a n g e in l o a d p r o d u c e s a moment tending to rotate the model back to the trimmed angle of attack, then the aerodynamic center is behind the center of gravity. An up g u s t will p r o d u c e an additional load which produces a diving moment, but only until trim is restored. A down g u s t produces a momentary nose up moment.

3. Difference between skid and y a w : To clear up the sideslip, ( s k i d ) y a w confusion, let's look for a m i n u t e at the s i n k i n g s p e e d , a n g l e of a t t a c k , airplane attitude situation. It may be easier to see. To start with a s s u m e a symmerical model constrained so that its horizontal axis remains parallel to the ground. F i r e it f r o m a catapult in this position. S i n c e it is s y m m e t r i cal it has no lift. H e n c e , it will s t a r t d o w n w a r d , d e v e l o p n g a s i n k i n g s p e e d as it goes. At the s a m e time, the r e s u l t a n t w i n d is no longer a l o n g the a x i s (model still constrained to have its a x i s parallel to the g r o u n d ) . Y o u will r e c o g n i z e the g e n e r a t i o n of an a n g l e of a t t a c k t h e a n g l e between the center line of the m o d e l and the r e s u l t a n t w i n d . In this case, s i n k i n g s p e e d a n d a n g l e of attack are two ways of s a y i n g the s a m e thing. It is not a l w a y s so, of course. L e v e l flight, for e x a m p l e , r e q u i r e s an angle of a t t a c k w i t h o u t a

s i n k i n g s p e e d . T h e g e n e r a l case of a m o d e l g l i d i n g can be d e s c r i b e d by the s i n k i n g speed a n d one angle or two angles, the angle of attack ( a n g l e between the center line a n d the w i n d ) and the attitude relative to the g r o u n d ( a n g l e between the center line and the horizontal). T h e s a m e s o r t of a s i t u a t i o n e x i s t s in the directional case. C o n s t r a i n a model to keep its center line pointing along a compass direction, say due N o r t h . C a t a p u l t it in this direction. N o w pull it sidewise, but leave the c e n t e r l i n e o n t h e "north h e a d i n g . T h e m o d e l i s o b v i o u s l y s k i d d i n g . E q u a l l y o b v i o u s is the f a t t that there is an a n g l e between the center line and the resultant wind. T h e situation is entirely analogous to the symmetrical model with the sinking speed. Since most airplanes are symmetrical about the vertical plane, y a w and s i d e s l i p are the s a m e thing in a different lan-

g u a g e . It does not have to be so, however, for if the model w e r e flying l e v e l r o t a t e d 90 t o b e o n i t s s i d e ( a d i f f i c u l t f e a t I a d m i t b u t f o r i l l u s t r a tion only) there would be a yaw angle but no sideslip. 4. T o r q u e a n d s l i p s t r e a m . I don't s h a r e y o u r concern over t o r q u e . T h i s is one of the m o s t o v e r r a t e d forces in the business. Y o u contend that a m o d e l u n d e r p o w e r is in a left s k i d . N o t n e c e s s a r i l y ! M a y b e it is, a n d m a y b e it is not. It certainly v a r i e s f r o m plane to plane, altho the o d d s m a y favor a left s k i d in level flight. Actually, the question is academic. As far as stability i s c o n c e r n e d it d o e s n ' t m a k e a n y r e a l d i f f e r e n c e . I t i s a m a t t e r of trim only. In other w o r d s as long as I can find a rolling moment to balance the engine torque without stalling any s u r f a c e I am in business. W h a t are s o m e of the p o s s i b i l i t i e s ?

(1) (2)

S i d e s l i p (or y a w ) . R o l l i n g moment is produced by the dihedral. Circling flight (yawing velocity). T h e rolling moment is produced by the o u t s i d e w i n g t r a v e l i n g f a s t e r than the inside w i n g and by the action of dihedral a h e a d of or behind the center of gravity.

( 3 ) R o l l i n g velocity. K e e p in mind that a model which is climbing or diving a l w a y s h a s a rolling velocity if there is any s t e a d y turn. C o n s i d e r a " straight up climb to clinch the point. (4) Ailerons'or w a r p s in the wing. T a k e a look at that last force to see why some m o d e l s don't h a v e a left s i d e s l i p . S u p p o s e w e c o n s i d e r p o w e r o n f l i g h t a s the n o r m a l s t a t e o f a f f a i r s ,

and let's a s s u m e that we have a device for m e a s u r i n g the s i d e s l i p . N o w d u r i n g the f i r s t few f l i g h t s w e a d j u s t the ailerons ( w i n g w a r p s ) , r u d d e r , and side thrust so that there is zero sideslip and the flight is straight. S i n c e it is easy to overpower the torque with ailerons, we could j u s t as e a s i l y have t r i m m e d for a r i g h t sideslip. W i l l it g l i d e ? S u r e ! It m a y have a circle a n d it m a y have s o m e s i d e s l i p , but it will g l i d e a n d very nicely. Y o u k n o w as well as I do that everybody has some w a r p s no matter how well he b u i l d s . C h a n c e s are that these a r e m o r e i m p o r t a n t than the t o r q u e ; at l e a s t the torque that r e m a i n s a f t e r the flow is s r a i g h t e n e d out by all the v a r i o u s s u r f a c e s , pylon, wing, horizontal tail, vertical tail, and friction on the fuselage.

T h e effect of the s l i p s t r e a m twist on y a w i n g m o m e n t s is probably m o r e important. T h e vertical tail is a l o n g way f r o m the center of gravity. A small force produces a large moment. Note that with a reasonable amount of d o w n t h r u s t the b o t t o m part of the s l i p s t r e a m can act even on a vertical tail a b o v e t h e f u s e l a g e . T h e f o r c e on the tail is then in the o p p o s i t e d i r e c tion f r o m that on the pylon, but the m o m e n t s are in the s a m e direction. As I read model p u b l i c a t i o n s I am forced to conclude that the t h i n g most needed is a clear u n d e r s t a n d i n g of the f u n d a m e n t a l difference between stability and trim. T h i n k about that for a while.

PARNELL SCHOENKYPAA CLIPPER C A R G O DESIGN NOTES

In m a n y model categories, a well-designed and structurally-excellent m o d e l has little, chance to prove its worth a g a i n s t the field of s t a n d a r d i z e d d e s i g n s w i t h hot e n g i n e s f o r thermals are indeed blind and they s w e e p all m a n n e r of d e b r i s into the clouds. H a p p i l y , the C l i p p e r C a r g o is not a m o n g these unfortunate events; though it goes without saying that a Clipper C a r g o m u s t have a p o w e r f u l engine, the elements of luck take a back seat to the skills of the d e s i g n e r and the c r a f t s m a n . A Clipper C a r g o model should be built of light, carefully selected wood in order to keep the dead weight down, for only p a y l o a d m e a n s p o i n t s ! L i g h t c o n s t r u c t i o n does not mean flimsy construction if the b u i l d e r p u t s the b a l s a , cement, a n d w i r e where the l o a d s a r e the g r e a t e s t ( a s i s s o wellillustrated by the m o d e r n Wakefield and indoor m o d e l s ) and, further, if the ship is d e s i g n e d to bend, twist, or to shed p a r t s where it is impractical from a weight s t a n d p o i n t to build in the s t r e n g t h and r i g i d i t y n e c e s s a r y to a b s o r b s h o c k s h e a d on. T h e a e r o d y n a m i c d e s i g n o f t h e C l i p p e r m u s t g i v e g o o d take-offs in both wind and calm, and the r a t e of climb and the stability at h i g h a n g l e s of a t t a c k m u s t a l s o be sufficient to e n a b l e the C l i p p e r to lift 15 to 20 o u n c e s of lead or other p a y l o a d to a height f r o m which the m o d e l m a y g l i d e for about 25 seconds before l a n d i n g a l l this within the s t r u c t u r a l l i m i t a t i o n s n e c e s s a r y to. p r o d u c e b o t h a l i g h t m o d e l a n d a r u g g e d m o d e l capable of m e e t i n g the u n d a m a g e d landing requirements. T h e "Pacific Clipper" present j u s t one solution to this intriguing des i g n problem, in the form of a fairy conventional and realistic model. T h e r e are other avenues of a p p r o a c h which the modeler m a y d e s i r e to i n v e s t i g a t e , p a r t i c u l a r l y the B u r n e l l t y p e o f c r a f t a n d the p u r e f l y i n g w i n g s of which the B r o g g i n i " C a r g o w i n g " is an excellent example. It m a y be said that the "Pacific C l i p p e r " w a s d e s i g n e d a r o u n d the w i n g a n d t h e l a n d i n g g e a r . T h e 375 s q . in. w i n g i s s u i t e d t o a m o d e l o f 2 0 t o 2 5 oz. over-all w e i g h t and has been proven sufficiently r u g g e d by p l e n t y of r o u g h landings. T h e paper shear web used to complete the "D" spar w o r k s fineand it saves both time and balsa. A two-wheel landing gear which is p l a c e d far e n o u g h f o r w a r d to protect the f u s e l a g e in steep l a n d i n g s is in the worst p o s s i b l e position so far as p r e v e n t i n g g r o u n d l o o p s is concerned. H e n c e the u s e of the tricycle g e a r w h i c h also offers the distinct a d v a n t a g e of p e r m i t t i n g the take-off angle of a t t a c k to be a d j u s t e d for flights off o f s h o r t r u n w a y s a n d f o r t h o s e s i t u a t i o n s w h e r e t h e C l i p p e r C a r g o ' s b e s t f r i e n d , t h e w i n d , f a i l s t o s h o w u p . T h e s t a b i l i z e r i s place'd h i g h a n d dihedraled in order to protect it in l a n d i n g s and also in an effort to minimize the t r i c k y effects of the turbulent w i n g w a k e . Heavily loaded as they are, C l i p p e r s still fly f a s t enough for d r a g to be important, a n d this model w a s m a d e as "clean" as possible. S p e a k i n g of d r a g , the C l i p p e r b u i l d e r w h o d e s i g n s his own s h o u l d a v o i d the s u p e r h i g h - l i f t airfoil sections u n l e s s he really knows his a e r o d y n a m i c s , for the d r a g of such sections is likely to be h i g h ; the d a n g e r in this is that the total d r a g m a y be so g r e a t as to slow the model down to where p r o p s of 3 to 4 inch p i t c h m a y b e p a r t i a l l y s t a l l e d out. T h e e n g i n e f o r y o u r " P a c i f i c C l i p p e r " m u s t s w i n g a 6-3 o r 5 y - 4 p r o p a t 13,500 R P M o r b e t t e r t o p u t y o u i n t h e r a c e . F o r t h e n e w e r e n g i n e s , r a t e d a t 1 8 t o 20,000 R P M , e n l a r g e t h e w i n g a r e a t o 450-465 s q . in., f i n a n d s t a b , p r o p o r t i o n a t e l y , a n d i n c r e a s e n o s e g e a r w i r e g a u g e t o .050."
2

G. R. NOLINADJUSTING FOR CLIMB

A m o d e l c a n b e m a d e s p i r a l l y s t a b l e i f i t i s p r o p o r t i o n e d s o t h a t i t flies in a natural power circle which is s l i g h t l y s m a l l e r than the d e s i r e d circle. T h e desired circle should be obtained by s e t t i n g the r u d d e r tab a g a i n s t the n a t u r a l p o w e r circle. T h a t is, the m o d e l c l i m b s r i g h t w i t h left r u d d e r , o r vice-versa. T h i s set-up is based on the belief that the force exerted by the r u d d e r tab v a r i e s directly with the a i r s p e e d , a n d t h a t the natural t u r n i n g force remains nearly constant when the a i r s p e e d increases. F o r e x a m p l e : A m o d e l w h i c h flies u n d e r p o w e r i n a " n a t u r a l " c i r c l e o f r a d i u s "A" i s forced into circle " B " b y the u s e o f left r u d d e r . T h e m o d e l will then climb steeper, a n d at lower a i r s p e e d ( C i r c u l a r Airflow T h e o r y ) . It cannot a p p r o a c h circle "A" without an increase in airspeed, and a corr e s p o n d i n g increase in rudder tab load. T h e a d d e d r u d d e r tab load will then correct the model toward circle " B " . In the event that the model m o v e s into an even l a r g e r circle " C " the a i r s p e e d will diminish due to the i n c r e a s e d a n g l e of climb ( C i r c u l a r A i r f l o w a g a i n ) . T h e r u d d e r tab will then have l e s s f o r c e w i t h which t o o p p o s e the natural turning force. T h e natural p o w e r turn will then correct the m o d e l t o w a r d s circle " B " . T h u s we now have both m a x i m u m and m i n i m u m l i m i t s on the size of the p o w e r circle. W h e n p u t into practical test the s e t - u p will often s e e m u n s a t i s f a c t o r y b e c a u s e of the fact that the model will in m a n y c a s e s travel b a c k and forth between the circular limits. In other w o r d s , a m o d e l when launched into a breeze will attempt to fly circle " C " . An e x c e s s i v e correction toward circle " B " will r e s u l t , a n d the m o d e l will p a s s t h r o u g h c i r c l e " B " a n d a p p r o a c h circle "A". A n e x c e s s i v e correction t o w a r d s c i r c l e " C " will follow with the model again passing through circle " B " and a p p r o a c h i n g " C " . E t c . E t c . (See diagram.)

W h e n this difficulty is encountered it is e a s i l y c o r r e c t e d by d e c r e a s i n g the natural t u r n of the model so that the o p p o s i n g r u d d e r tab deflection can be safely decreased. T h e rudder tab load will then v a r y at a lesser rate w h e n the a i r s p e e d varies, a n d the oscillation between c i r c u l a r limits will diminish or disappear. If a model has little natural turn (that is, r e q u i r e s right rudder to turn r i g h t ) , a v a r i a t i o n in the t h r u s t line will u s u a l l y correct the difficulty. However, enlarging a power turn which is too tight by a d d i n g sidethrust does not a p p e a r to be s a t i s f a c t o r y in practice. G e n e r a l l y s p e a k i n g , e n l a r g i n g the fin will increase the left t u r n i n g f o r c e s of a model, and decreasing the fin will i m p r o v e the right turning ability. It s h o u l d be noted that b e c a u s e of f u n d a m e n t a l s p i r a l stability considerations an increase in fin area moment is often undesirable. I have f o u n d that the right turning capabilities can be decreased by moving the fin forward, and increased by m o v i n g the fin rearward while maintaining a minimum fin moment value ( A r e a x D i s t a n c e from C.G.) Note: W h e n u s i n g t h i s a p p r o a c h t o t h e s p i r a l p r o b l e m t h e g l i d e c i r c l e a d j u s t m e n t s m u s t b e m a d e b y tilting the stabilizer'. F r a n k H e e b and I have been r u n n i n g s o m e interesting tests on p r o p wash theory. We hung a piece of thread in the slipstream and noted that it blew s t r a i g h t back and vibrated r a p i d l y . H a d an idea that the air between the b l a d e s w a s c o m i n g thru the p r o p q u i t e s t r a i g h t , b u t the air f r o m the blades themselves was moving at an angle. We " s t o p p e d " the blade with a s t r o b o s c o p e and the s t r i n g no longer vibrated, b u t h u n g back at the expected a n g l e a p p r o x . 20. H i g h e r pitch increased the angle, and the angle g r a d u a l l y diminished as the distance f r o m the p r o p increased.

SAL TAIBIFLOATS
I personally like two E d o type floats best but have found out in the p a s t f i v e y e a r s o f f l y i n g R O W t h a t i t j u s t d o e s n o t p a y off, t h e d r a g a n d w e i g h t seem to h a n d i c a p the model too m u c h . B u t for flying-for-fun I think they a r e tops. I like to watch the long run w h i c h is so r e a l i s t i c , a n d a l s o the real a p p e a r a n c e of the model in the air. I u s u a l l y set E d o floats so that the t o p of the float, which is s t r a i g h t , is a p p r o x i m a t e l y y " p o s i t i v e to the wing, not to the t h r u s t l i n e or centerline of the f u s e l a g e , but to the a n g l e of the wing. T h e s e floats must be fixed very r i g i d . I u s u a l l y m a k e the l a n d i n g gear as short as p o s s i b l e so that the p l a n n i n g a c t i o n on the water will be better. A l l o w about 2" clearance f r o m p r o p to the t o p of the float.
4

T h e float must be very rigid. It should be " X d " with light wire and soldered. T h e rear float support is also s o l d e r e d to the rear s p r e a d e r bar and fastened to the f u s e l a g e with small rubber b a n d s a r o u n d a small hook. T h e main landing gear is pulled together and then slid into b r a s s tubing in the float: No f a s t e n i n g n e c e s s a r y as the s p r e a d i n g action of the g e a r will hold wire in tubing. It is best to cement s m a l l h a r d w o o d w e d g e s in place where rear float s u p p o r t is f a s t e n e d to the b o d y so that the s u p p o r t will not slide back or forward. If this happens, it will c h a n g e a n g l e of a t t a c k of the float. C O N T E S T T Y P E F L O A T S I a m e n c l o s i n g full size layout o f the f l o a t s I u s e d a t t h e 1951 N a t s . H a d t h e m o n a n .099 A r d e n p o w e r e d Z e n i t h

m o d e l w h o s e w e i g h t w a s 1 1 o z . w i t h f l o a t s , a n d h a d a n a r e a o f 365 s q . i n . I t placed second. There is no internal construction, just sides and covering. S i d e s a r e cut f r o m 3 / 3 2 soft b a l s a , a n d covered a l s o w i t h soft 3/32. B r a s s tubing was w r a p p e d and cemented to a balsa and cemented in the float. A 1/16 w i r e piece is c e m e n t e d to the s i d e of the float. It is fixfed to the l a n d i n g gear, which is s l i p p e d into the b r a s s tubing, with rubber b a n d s . T h e m o d e l s these d a y s a r e so h i g h l y overpowered that with the sled t y p e floats they require p r a c t i c a l l y no take-off r u n ; as soon as they a r e r e l e a s e d t h e y j u s t j u m p off t h e w e t a r , e s p e c i a l l y i f t h e r e i s a 5 t o 1 0 m . p . h . b r e e z e . T h i s i s n o t "my i d e a o f a s e a p l a n e , r a t h e r , it's a n e x c u s e t o e n t e r a g o o d flying m o d e l in a s e a p l a n e event. I t r i e d flying a s e a p l a n e for f o u r years, and then s a w the futility of it and built a pair of sled type floats for my Zenith.

JOE BILGRIRUBBER M O T O R
As for r u b b e r ; I don't have a n y s p e c i a l t r e a t m e n t but a f t e r I m a k e up a motor I w a s h it well with cold water, dry it out t h o r o u g h l y and s a t u r a t e i t w e l l w i t h C a s t o r O i l , a n d t h e n p r e w i n d it, s t a r t i n g w i t h a b o u t 5 0 % , t h e n 60%, 7 0 % , 8 0 % a n d f i n i s h o u t w i t h a b o u t 9 0 % o f c a p a c i t y w i n d s . I f i g u r e that capacity for 16 s t r a n d s of D u n l o p is about 20 turns per inch, for over that the rubber t e a r s a p a r t fast. A f t e r it is p r e w o u n d I w a s h s o m e of the e x c e s s o i l off, d r y i t o u t a n d p u t i t a w a y u n t i l I a m r e a d y t o u s e it. O n h o t d a y s I a l s o u s e l o t s of e x c e s s oil on the m o t o r s f o r I w o u l d r a t h e r h a v e an oily m o d e l than a b u s t e d one. I u s u a l l y stretch the motor out between 3 to 3 y a n d p u t i n a p p r o x i m a t e l y 7 5 % b e f o r e c o m i n g in.
2

times it s o r i g i n a l l e n g t h

DICK BAXTEREND PLATESRUBBER TESTS

T h e weather o u g h t to be pretty awful in I t h a c a by now so I will tell that I went flying S u n d a y m o r n i n g d e a d c a l m 7 5 and had a fine time f l y i n g m y W a k e f i e l d . T h e only s o r e s p o t i s that t h e o r y let m e d o w n i n t h e public eye. W h e n y o u get my Wakefield plans you will discover the tip plates on the prop. I a l w a y s wondered what would have happened, s o I m a d e six flights, three with tip plates and three with identical prop minus tip plates. Same number of t u r n s p r o p s were alternated on consecutive flights. Motor about 2/3 wound. S u r e proved nothing that time except that the plates did not do any d a m a g e m a y b e ! (Phooie on Science!)

As for true confessionstry t h i s : At M I T and out here in California I've spent a few evenings t r y i n g to find out which rubber is best for W a k e fields. T h e criterion I picked was m a x i m u m useful energy storage per unit weight. T h i s you get by i n t e g r a t i n g the load-stretch curve, ( ( o b t a i n e d as the r u b b e r r e l a x e s ) a n d d i v i d i n g b y the w e i g h t o f the s a m p l e . H . P a r u chenian, W. R o b e r t s and H. J e x did as m u c h of work as I did a n d h e r e is h o w w e w e n t a b o u t it. Samples were stretched horizontally, using expensive spring scalenot completely accuratebut easy. L o a d was observed at various lengths and w o r k done by the rubber in c o n t r a c t i n g w a s m e a s u r e d by the ( g r a p h i c a l ) integration mentioned above. W e i g h t of the samples w a s accurate to 1%. T h e relaxing and stretching was done slowlyabout 5 minutes per cycle with a 10 to 15 min. rest between runs. Several r u n s w e r e taken on each

sample and first few were thrown out to take care of the break-in period. T h e r e s u l t s are q u a l i t a t i v e l y that T-56 is worst of the p r e s e n t crop. P i r e l l i ' s b e s t a n d D u n l o p T y p e 6010 i s s e c o n d . N u m b e r s a r e a b o u t a s f o l l o w s : T-56 2,^00 Dunl6p 2 , 7 0 0 Pirelli 3,000 (c(, Memory) Note that if the energy in the rubber could be converted entirely to altit u d e a p i e c e o f r u b b e r ( P i r e l l i ) c o u l d s h o o t i t s e l f u p t o 3000 f t . T h e s e r e s u l t s q u o t e d above a r e not the e x a c t values we obtained. I can't g i v e y o u those b e c a u s e I let the data get a w a y from m e . B u t they a r e I t h i n k w i t h i n 100 l b . f t . / l b . o f w h a t w e g o t o n s e v e r a l t e s t s r a n a t w i d e l y different times. M y q u e s t i o n : W h y can't U . S . R u b b e r C o . sell rubber a s g o o d a s t h e E u r o p e a n 2 0 % more turns goes a long way up.

E. D. SLOBODTO FREE WHEEL OR FOLD

I do not wish to enter the free-wheel vs. folder debate which is often carried on by people who have not used both enough to know what they are talking about, but instead would like to list what I think are the a d v a n t a g e s and disadvantages of both. 1 T h e first c o n s i d e r a t i o n i s d r a g . O f c o u r s e the f o l d e r offers l e s s r e sistance. C a n there be any doubt about that. We do not k n o w how much, b u t a s h i p w i t h f r e e - w h e e l flies s l o w e r t h a n t h e s a m e s h i p w i t h a f o l d e r , a n d there can only be one r e a s o n for that. ( H e r e , however, we m a y have a b l e s s i n g 'in d i s g u i s e , b e c a u s e i f t h e r e i s n o t a g r e a t d i f f e r e n c e i n s i n k i n g s p e e d , the slower s h i p i s m o r e t h e r m a l s u s c e p t i b l e . ) N o one k n o w s j u s t h o w m u c h additional d r a g a free-wheeler offers, but the results of the Wakefield finals these p a s t f e w y e a r s s e e m to indicate that the free wheeler is not r e a d y for the ash-can.

2.

Free wheeler

may be b u i l t -

lighter-

3 T h e r e a r e no. h i n g e s t o b e n d o r loosen, h e n c e the b l a d e s will r e m a i n at the angle carved. 4Take-off release is s i m p l e r as the o p p o s i t e blade precariously within f o u l i n g d i s t a n c e of the f u s e l a g e . does not dangle

5 T h e free-wheeler cannot fold improperly, resulting in either a too wide glide circle or spin. 6 W h e n p r o p e r l y tensioned, m u c h more slack can be u s e d with a f r e e wheeler e q u i p p e d w i t h o u t fear of stalls due to the f o r m a t i o n of knots. ( I s a f e l y f l e w a s h i p t h a t u s e d a 43" m o t o r w i t h o n l y 23" b e t w e e n h o o k s f o r several seasons.) 7 T h e free-wheeler d a m p e n s out slight longitudinal out of trim stall tendencies. ( T h i s is an observed characteristicI cannot explain w h y ) . 8 T h e a r g u m e n t that free wheelrs are prone to b r e a k a g e is not a valid one. If the u p p e r corner of the inserted portion of the nose p l u g is r o u n d e d , the nose p l u g will tip f o r w a r d when the p r o p tip strikes the g r o u n d thereby a b s o r b i n g the shock.

9If the model s t r i k e s g r o u n d under power, one is j u s t as apt to b r e a k a s the other. I f t h i s s h o u l d h a p p e n t o t y p e u s e d i n S o u t h e r n C a l i f o r n i a t h e break will a l m o s t i n v a r i a b l y occur at the hub where p l y w o o d p l a t e s e n d . F i e l d r e p a i r s can be m a d e in 30 m i n u t e s by u s i n g Y hard b a l s a sheet s p l i n t .
8

10The free-wheeler is easier to make as there are no hinges to fool with and no worries about g e t t i n g the best fold position. 11When w i n d i n g a free wheeler equipped ship, only the rubber wound and the p r o p is not given a free ride. is

While on the s u b j e c t of p r o p s I might add that we have been up a n d down the scale a n d have f o u n d no s i m p l e rule for d e t e r m i n i n g w h a t d i a meter, blade a r e a a n d pitch a p r o p should have. O n l y t h r o u g h e x p e r i e n c e c a n t h e s e f a c t o r s b e a r r a n g e d e f f i c i e n t l y , a n d a t t h a t , it's a "first g u e s s . "

PETE BUSKELLAIRFOIL TEST FLIGHTS

Y o u r q u e r y o n D o n B u t l e r ' s A / 2 , N A C A 6409 i s t h e o n l y s e c t i o n w h i c h has been t h o r o u g h l y tested on this model to date, but a w i n g to the same section as on "Slick Stick" is in the course of testing. T h e long A / 2 was developed from a medium coupled 1/ tailplane A / 2 d e s i g n e d by D o n , the o r i g i n a l of w h i c h h a d a G o l d b e r g G5 w i n g , as this section had proved g o o d on g a s m o d e l s of similar weight. P e r f o r m a n c e w a s a b o u t 3 m i n . f r o m 300 ft. l i n e w h i c h d i d n o t s a t i s f y Don. So he followed with a m e d i u m thickness D a v i s version which had simi l a r p e r f o r m a n c e , a n d t h e n a N A C A 6409 v e r s i o n , w h i c h y i e l d e d 3 m i n . 45 s e c . A r o u n d the same time I decided to carry out a that w e r e c l a i m e d the tops, a n d figured that a rubber span w o u l d be the best indicator, the r e a s o n i n g b e i n g on climb as well as glide, and an improved section difference to total time. few tests on sections m o d e l o f a r o u n d 36" that the w i n g is used would make quite a

I was u s i n g such a model at the time, so built the following w i n g s for it: N A C A 6409, D a v i s ( M e d . T h i c k . ) J a k o w s k y ( R o n W a r r i n g ' s P e t ) , five o f the m o s t s u i t a b l e B e n e d e k S e c t i o n s w h i c h the S w e d e s c l a i m e d w e r e the goods, and the "Slick Stick" section, which is a F r e n c h curve and ruler effort f r o m one of D o n ' s earlier l i g h t w e i g h t d e s i g n s .

T h e B e n e d e k s g a v e times between 2 min. 30 sec. a n d 2 min. 50 sec. Stability not being very bright, in fact the best of them had to be r i g g e d at 5 to get the g l i d e and this m a d e t h i n g s v e r y t o u c h y . T h e Davis came out around 3 min. mark, stability good. J a k o w s k y and N A C A level p e g g e d at 3 min. 15 sec. S t a b i l i t y g o o d for N A C A a n d excellent for J o k o w s k y . F l i g h t c h a r a c t e r i s t i c s w e r e entirely different however, t h e J o k o w s k y looks m u c h i n f e r i o r t o t h e N A C A . W a y out in front came Don's F r e n c h curve and ruler section, g i v i n g around 4 min. 10 s e c , and as if the i m p r o v e d lift figures w e r e not e n o u g h , the stability w a s n o t h i n g short of a m a z i n g . I checked by building a wing for my Wakefield and got the s a m e results. So built "Slick Stick" with it but found stability of s a m e high order, but the g l i d e the s a m e a s for N A C A . H o w e v e r , the g l i d e i s q u i t e f a s t s o I think t h i c k e n i n g the section m a y i m p r o v e t h i n g s .

MAX HACKLINGERARTIFICIAL TURBULENCE

T h e R e y n o l d s N u m b e r o f o u r A / 2 m o d e l s v a r i e s f r o m 60,000 t o 45,000, the effective one of the rubber p o w e r e d m o d e l s is somewhat, b u t only slightly, smaller. At these RN numbers our thin, cambered a i r f o i l s are throughout "overcritical", but they stall at rather a small a n g l e of attack a n d this the sooner, the s m a l l e r R N a n d the g r e a t e r the c a m b e r a r e . T h i s d e v e l o p m e n t i s not, a s w e m i g h t t h i n k , l i n e a r , b u t s q u a r e o r e v e n c u b i c . I f t h e s t a l l o c c u r s s o e a r l y t h a t t h e n o r m a l ca3 m a x i m u m i s n o l o n g e r r e a c h e d at all, ( g r a p h ) artificial turbulence m u s t be a p p l i e d to obtain the best achievement. I t s a p p l i c a t i o n is often suitable even with higher RN numbers for the p u r p o s e of i m p r o v i n g the l o n g i t u d i n a l stability, b e c a u s e thereb y the C a - C w curve ( P o l a r ) becomes m u c h rounder. W e k n o w f r o m p r a c t i c e that airfoils, in case of Vy (sinking s p e e d ) being small, have a greater camber (f ops- 8 % ) . T h e latter, however, involves very bad stability, and in such cases an articicial m e a n s of turbulence is often the only, w e l c o m e
T E S C U E .

T h e r e have been tested the most varied t y p e s of artificial t u r b u l e n c e : A r o u g h s u r f a c e of the airfoil in the u p p e r third influences the m a r g i n a l zone ( g r e u z s c h i d e s ) , it is true, but it also results in most case, in d i s a g r e e able stalling phenomena. A t u r b u l e n c e - s t r i p on the u p p e r s i d e s h o r t l y behind the nose (ca. 1/16 sq.) is f r e q u e n t l y u s e d b e c a u s e it is e a s y to m o u n t . I t s effect is similar but s l i g h t l y inferior to that of a thin w i r e in f r o n t of n o s e . T h e e f f e c t o f t h e e l a s t i c o f t u r b u l e n c e , h o w e v e r , i s s t r o n g e r t h a n all these means. T h e d i s t a n c e f r o m the nose, the a n g l e f o r m e d with the frontt a n g e n t and the f r e q u e n c y ( a s fixed by the tension a n d by d i s t a n c e of the h o l d i n g w i r e ) a r e u n f o r t u n a t e l y u n k n o w n f a c t s that will have to be determined from time to time by experiments. S u c h experiments are very easy, if y o u p r i c k t h r o u g h the s i l k - r o u n d s p u n r u b b e r (we call it h e a t - r u b b e r ) and then into the n o s e of the w i n g with l o n g p i n s . An a p p r o x i m a t e v a l u e for s i m i l a r a i r f o i l s is g i v e n by the d r a w i n g of the 2nd w i n n e r m o d e l at Graz, which contains specific values. ( I t s frequency c o r r e s p o n d i n g to that of the b a s s C ) . T h e effect of this " t u r b u l e n c e - r u b b e r " is often a m a z i n g , especially with thick, roundnosed airfoils. T h e connection between the vibration of the m a r g i n a l zone and the vibration of the t u r b u l a t o r is of vital importance and m u s t not be overlooked. S U M M A R Y T h e a p p l i c a t i o n of an artificial means of t u r b u l e n c e need not a l w a y s r e s u l t i n a n i m p r o v e m e n t o f t h e a c h i e v e m e n t . I n a n y c a s e , h o w ever, the l o n g i t u d i n a l s t a b i l i t y g e t s better, and, thereby, the flight m o r e q u i e t a t R N o f 55,000. T h e b e s t r e s u l t s s o f a r h a v e b e e n p r o d u c e d b y a n elastic tightened in front of the nose of the wing, whose position and t e n s i o n can e a s i l y b e d e t e r m i n e d b y e x p e r i m e n t s . I f y o u c a n g e t a q u i e t flight and reach the angle for the best Vy ( s i n k i n g s p e e d ) without such a "wire e n t a n g l e m e n t , " y o u r m o d e l will g l i d e a little l o n g e r as a w i r e in a n y case results in additional drag. B u t our best airfoils with the needed great a s p e c t r a t i o a r e w i t h o u t a r t i f i c i a l t u r b u l e n c e v e r y difficult.

CARL HERMES STRESSED SKIN W I N G S

W h i l e the writer can see no w o r t h w h i l e a e r o d y n a m i c or structural adv a n t a g e s in sheet b a l s a w i n g s as a p p l i e d to free-flight or radio-controlled models, they do have the distinct a d v a n t a g e of being extremely easy to put t o g e t h e r . T h e s e w i n g s h a v e been u s e d s u c c e s s f u l l y over the p a s t f i v e y e a r s o n all t y p e s o f m o d e l s . T h e m e t h o d d e s c r i b e d , while e x t r e m e l y s i m p l e , involves a few fine points that are w o r t h y of consideration. T h e plan f o r m can be m o s t a n y t h i n g considered pleasing. Curved outlines b e c o m e s l i g h t l y m o r e involved, however, since a "cut f r o m sheet" or laminated trailing e d g e is usually required. T h e airfoil selection is critical f r o m a s t r u c t u r a l standpont. S i n c e the sheet becomes the s p a n in a w i n g of t h i s t y p e , t h e m o r e c a m b e r t h a t i s a p p l i e d t o t h e s h e e t i t s e l f th<- b e t t e r off

y o u a r e f r o m a s t r e n g t h a n d r i g i d i t y s t a n d p o i n t . M o s t a i r f o i l s h a v e a sufficient a m o u n t of u p p e r surface camber near the leading e d g e but on many the u p p e r camber near the trailing e d g e is very nearly a straight line. W i t h t h i s t y p e the sheet d o e s not have a chance to do m u c h g o o d in the aft area and usually results in warped or bowed trailing edges. T h e t y p e of wood selected is not too critical except f r o m a weight standpoint. Q u a r t e r g r a i n e d material is not r e c o m m e n d e d since it is harder to b e n d and has no p a r t i c u l a r a d v a n t a g e s . See chart for sizes and densities.

T h e angled leading edge is simplest since it involves no pre-shaping. T h e e x a c t d i m e n s i o n s w i l l d e p e n d o n the a i r f o i l , t h e s i z e s g i v e n b e i n g o n l y a p p r o x i m a t e . T h e general idea is as shown below: On the y A w i n g s no trailing edge is required, j u s t bevel the sheet. T h e center section wil need to be reenforced to take the elastic, however.
2

On the larger wings, try to design so that standard trailing edge stock may be used. If you want to be fancy an extra piece of T. E. stock may be u s e d to finish it off.

Dibedral j o i n t s are handled in the usual manner with heavy l e a d i n g and trailing edge gussets. T h e rib at the d i b e d r a l b r e a k should on the l a r g e r w i n g s (400 si a n d u p ) be twice the normal rib thickness since it takes quite a load. We also double sheet the a r e a for one rib space on either side of the break, likewise the bottom s u r f a c e in this area. A narrow piece of nylon or crinoline is then cemented all a r o u n d the seam. N e e d l e s s to say, all these j o i n t s should be

T h e following is the assembly procedure: 1. Glue sheets together t a k i n g pains to see that the s e a m s are closed. 2. L a y out w i n g p l a n on the sheet with a soft pencil. D r a w in rib locations. ( N o full size plans are required with this m e t h o d ) . Be sure to lay out t h e c h o r d w i s e "flat p a t t e r n " d i m e n s i o n s . T h i s c a n , b e s t b e d o n e b y b e n d ing a thin s t r i p of w o o d over the top of the metail rib t e m p l a t e a n d marking the true length. Cut out sheet.

3.

4. Cut ribs using template. 5 . R e m o v e a n y " p e r m a n e n t set" f r o m the l e a d i n g a n d t r a i l i n g e d g e s b y steaming. Cement to sheet and watch carefully while d r y i n g for any "bows" w h i c h m i g h t creep in.

C u t ribs at rear to proper length and cement in place. T r i m bottom of ribs as necessary after cementing. C e m e n t p a n e l s t o g e t h e r w i t h p r o p e r d i b e d r a l . Important': B e f o r e a d d i n g g u s s e t s check to see that wing has desired wash-out. To a d j u s t , crack either l e a d i n g or trailing e d g e joint (not both) and trim j o i n t or a d d small balsa w e d g e s until wing panels are as you want them a n d then recement. N 6 w a d d g u s s e t s , ribs, and e x t r a sheet at the joint.

JOSEPH BOYLEINDOOR GLIDERS

We generally flew indoor gliders every S u n d a y morning and found that our a v e r a g e time w a s increased by about 5 seconds every week. After each session we w o u l d d i s c u s s the flights and in a general w a y decide on a c h a n g e or c h a n g e s we could m a k e for the next week flying. We would build three or four gliders alike as to weight and airfoil. O u t of each week's output of gliders, one or perhaps two would show promise. T h e others, for s o m e u n k n o w n built-in error would s i m p l y not p e r f o r m well. T h e s e we j u s t threw a w a y and concentrated on the best ones. U s u a l l y , a b o u t 10 s e c o n d s could be a d d e d to a good glider's p e r f o r m a n c e by careful a d j u s t m e n t s and perhaps slight modification here and there. One of the t r i c k s w h i c h I d i s c o v e r e d w a s that a tighter circle could be obtained without a p p a r e n t loss of time or l a u n c h i n g control by s i m p l y r e d u c i n g the r u d d e r a r e a . T h i s w a s an a d v a n t a g e to us as we were flying in a long but narrow balloon hanger,

W h e n I started to fly gliders in this hanger I doped my gliders just as 1 had done for o u t d o o r g l i d e r s . G e n e r a l l y , in order to fly a g l i d e r m o r e than one week a new r u d d e r and stabilizer had to be made due to the dope w a r p ing the very thin sections, a n d they also quickly became brittle. L a c q u e r and glider polish were tried next with better results but still a little w a r p a g e o c c u r r e d . S o I t r i e d s e v e r a l g l i d e r s w i t h n o finish a t all. T h i s w a s r a t h e r unusual but it kept the surfaces from warping. T h e model w a s sanded very t h o r o u g h l y w i t h 6-0 s a n d p a p e r b e f o r e e a c h s e s s i o n o f f l y i n g . O c c a s i o n a l l y I rubbed the model with a piece of w a x paper, but it did not seem to m a k e any difference. I still have a three year old m o d e l on which the w i n g , stab

and r u d d e r are still s t r a i g h t a n d w a r p free. I believe that the i n c r e a s e in d r a g is m o r e than offset by the w a r p free s u r f a c e s that are so i m p o r t a n t to efficient g l i d i n g m o d e l . ( S i n c e g l i d e r s m o v e a t s u c h s l o w s p e e d a f t e r t h e initial launch, the d r a g m a y not be m o s t i m p o r t a n t item.) In general we found low dihedral and fairly long tail m o m e n t a r m a must. Almost everyone at the "Brainbusters" used fairly small stabilizer a n d r u d d e r w i t h s h o r t n o s e m o m e n t a r m . F u s e l a g e s w e r e u s u a l l y V/4 t i m e s longer than the s p a n of the w i n g . S t a b i l i z e r had about 1 5 % of the w i n g area and the r u d d e r a p p r o x i m a t e l y 5%. My w i n g s were m a d e f r o m light 3 / 6 x 4" stock, w e r e u n d e r c a m b e r e d a b o u t 1/16 a n d had a blunt l e a d i n g e d g e .

ALAN C. BROWNGLIDER T O W
P l e a s e f i n d enclosed the plans o f m y A / 2 S a i l p l a n e . It has several p o i n t s of interest. F i r s t of all, the w i n g and the tail sect i o n s a r e S i g u r d I s a a c s o n ' s t u r b u l e n t flow a i r f o i l s . A s t h e y a r e o n l y e f f e c t i v e above a certain critical Reynold's Number, the t h i c k n e s s / c h o r d ratio is reduced at the tips, to prevent laminar b r e a k a w a y and hence tip stalling. T h i s h a s been p r o v e d quite effective, a n d so a f a i r l y small d i h e d r a l can be safely used. Offset tow h o o k s seem to be often u s e d in A m e r i c a , but these a r e not the a n s w e r f o r t h i s r e a s o n : A t t h e b e g i n n i n g o f t h e t o w t h e p o s i t i o n i s a s shown. T o w hook on right hand side of fuselage counteracts right rudder

setting. W h e n the plane is g e t t i n g t o w a r d s overhead, the tension on the line tends to roll the a i r c r a f t in the s a m e w a y as the r u d d e r is turning, and the aircraft's turn is generally a g g r a v a t e d so m u c h that it is impossible to g e t o v e r h e a d l a u n c h , t h e t u r n p u l l i n g i t off t h e l i n e o f t o w r i g h t i n t o a s p i r a l launch at a tow line a n g l e of a b o u t 60. R e g a r d i n g y o u r w e d g e d r u d d e r , I h a v e decided to go over to the s y s tem m y s e l f now. P r e v i o u s l y I h a d u s e d tthe t o w hook o p e r a t e d a u t o r u d d e r because it g i v e s a slight a m o u n t of e x t r a control in that y o u can s l a c k e n off o r t i g h t e n t h e l i n e t o a c e r t a i n e x t e n t o n t h e t o w , a n d s o p u t t h e r u d d e r w h e r e y o u w a n t it. H o w e v e r , I h a v e d e c i d e d t h a t t h e l i m i t a t i o n s o f t h i s method on g u s t y weather or on the point of release when you are waiting for a thermal far outweighed the s l i g h t control a d v a n t a g e .

WALTER

ERBACHTHE PALMGREN FORMULAS

A r v i d P a l m g r e n h a s w o r k e d out a set of u s e f u l f o r m u l a s f o r r u b b e r powered model power plants but unfortunately they are in metric units and based on black rubber characteristics. For more ready use we have converted them to E n g l i s h units and graphed several of them. Herewith this information is presented together with s u g g e s t i o n s and illustrations for its u s a g e . As you will see f r o m o u r e x a m p l e s later on the b l a c k rubber is a v e r y s m a l l h a n d i c a p , in f a c t s e e m s to cancel itself out. T h e r e s u l t s a r e still, as P a l m gren stated, " a p p r o x i m a t e l y valid for single skein rubber p o w e r e d model a i r p l a n e s of s t a n d a r d design," and certainly worth the little effort to use the formulas.

T h e easiest w a y to show the worth of this material is t h r o u g h an illustration. L e t us d e s i g n the power plant for a typical outdoor m o d e l having a 4 0 i n . s p a n w i n g o f 200 s q . i n c h e s a r e a w i t h a n o v e r a l l w e i g h t o f 8 o u n c e s . F o r m u l a (1) or the span power loading g r a p h show that 30 s t r a n d s of y should be the top power used. F o r m u l a s (9) or (10) or the outdoor prop
8

pitch g r a p h g i v e the a p p r o p r i a t e pitch to which the p r o p should be carved. F o r a h i g h c l i m b i n g s h i p t h e m i n i m u m p i t c h i n d i c a t e d , IS^fa ' - > s h o u l d b e used. F o r m o r e s a t i s f a c t o r y all a r o u n d p e r f o r m a n c e the mean pitch (which is a l w a y s 1% t i m e s the m i n i m u m ) of 2 3 l / in. s h o u l d be used. A check of the better A m e r i c a n outdoor ships for which we have information shows that the m e a n pitch g r a p h closely r e p r e s e n t s our p r a c t i s e .
n 2

N o w there are two w a y s in which we can proceed and these two w a y s should check each other. M e t h o d O n e : We have a formula (No. 8) telling us how far the model will fly each second under cruising conditions and so by u s i n g the p r o p e l l e r v a l u e for m e a n t o r q u e , we can calculate the necessary prop rps. Method T w o : F o r m u l a (6) gives prop rps directly and by d e c i d i n g u p o n s u i t a b l e p r o p e l l e r d i m e n s i o n s w e c a n u s e it.

S u r e l y this is a close e n o u g h check. ( T o be most scientific the m e t h o d s should have been combined. By u s i n g the answer from method one and a s s u m i n g a suitable p r o p diameter, we can solve the p r o p r p s formula backw a r d s to find the needed blade width. T r y i n g this for odd odiameters gives a 5 % i n . b l a d e w i d t h f o r a 1 2 in. p r o p a n d a 1 % in. b l a d e w i d t h f o r a 2 0 in. prop, both a w k w a r d but reasonable for 30 strands of A s a final s t e p w e c a n c o m p u t e t h e approximately, at mean torque or cruising conditions. T h e thrust with 15% propeller slip is

F = 1.3 -4- IS - 10

1.3 x

l l 5 - 10

l.lozs.

in his original thrust formula but in (Note: P a l m g r e n a h s all o f m y c a l c u l a t i o n s this g i v e s a p p a r e n t l y e r r o n e o u s r e s u l t s ; coming closer in my opinion to actuality. T h e L / d calculation using gives 3.1 w h i c h c e r t a i n l y s e e m s l o w . ) W h i l e the rest of the f o r m u l a s , t h o s e f o r a l t i t u d e , m o t o r r u n a n d flight time a r e p e r f e c t l y s t r a i g h t f o r w a r d and not needed for the design they

s h o u l d be s t u d i e d c a r e f u l l y for an u n d e r s t a n d i n g of the b a s i c f a c t o r s w h i c h affect the p e r f o r m a n c e and dead air e n d u r a n c e . F o r i n d o o r m o d e l s the p r o c e d u r e o u t l i n e d above can also b e c a r r i e d through, u s i n g the m a x i m u m pitch p r o p formula. T h e m a x i m u m f l i g h t time for i n d o o r s t i c k j o b s i s g i v e n v e r y c l o s e l y b y the f r e e w h e e l i n g p r o p formula

Of nine r e c o r d indoor s t i c k s w h i c h we felt h a d done about all that c o u l d be e x p e c t e d of them six had coefficients within

FRANK BETHWAITETHERMAL RUDDER

( R e : A / 2 S a i l p l a n e i n t h e 1952 Y e a r B o o k . ) T u r n w a s b y a s p r i n g - l o a d e d r u d d e r tab. Do not think I m e a n a u t o m a t i c rudder, she had that too, of course. B u t the tab w a s b i a s e d to the "turn" position by the torsion of an unstretched rubber bend, twisted slightly. Method was to put a turn or two in the bend, and hand g l i d e the model. T h e tab would blow straight as she flew. S o , p u t a n o t h e r t u r n in, a n d a n o t h e r , u n t i l t h e t a b j u s t h o l d s a g a i n s t the turn "stop" at normal speed. T h i s w a y I obtained very tight circles w i t h a b i g "84" m o d e l , a n d y e t w h e n s h e h i t t u r b u l e n c e a n d t r i e d t o s p i r a l , the r u d d e r j u s t blew s t r a i g h t as soon as s p e e d built up a knot or two, a n d s h e s i m p l y z o o m e d , a n d t u r n e d a g a i n o f t h e t o p o f it. I t all w o r k e d v e r y w e l l , a n d t i m e s w a s a r o u n d 230-240 s e e s off 300 f e e t i n c a l m a i r . I d o n o t r a t e it as a g o o d model now. R e a s o n s : S i n k i n g s p e e d should be lower, p e n e tration a n d b u o y a n c y in r o u g h air should be better, and hunting circle should be larger. A L A T E R S A I L P L A N E I t s chief v i r t u e s are its ability t o hunt thermals in very wide circles, and tighten its circle instantly any turbulence is encountered. It took a long time to develop this. Principally, a very small r u d d e r is c o m b i n e d w i t h s l i g h t tilt in t h e stabilizer, the whole b e i n g on a m o d e l w i t h l a r g e r a d i u s o f g y r a t i o n . ( T h a t is, t h e w e i g h t i s n o t c o n c e n t r a t e d , but is well s p r e a d out in the e n d s ) a n d a s m a l l i s h stabilizer is o p e r a t e d at at a small wing-tail difference and a far-back C.G. position (relatively). T h e tail m o m e n t a r m is long enough to take care cf any stability troubles that w o u l d n o r m a l l y b e e x p e c t e d w i t h t h i s s o r t o i s e t - u p . I n flight, t h e w h o l e affair w o r k s like this:

T h e s l i g h t tilt to the tail does not effect the tow at all. A f t e r r e l e a s e in c a l m air, the a u t o r u d d e r deflects the tab a trifleabout an e i g h t h of an inch a n d a v e r y w i d e l e f t c i r c l e r e s u l t s o f a b o u t 150 a n d 200 y a r d s d i a m e t e r . As soon as a n y turbulence shows up, however, the nose r u n s higher, but the larger inertia prevents "nose light" stalling, and the e x t r a load on the tail, w h i c h p r o m p t l y t i g h t e n s the turn, a l s o checks a n y stall. T h e w h o l e effect is uncanny. She's hunted like this in front of big crowds and had them speechless. F i r s t t i m e t h r o u g h m a y not be q u i t e centre, but it t u r n s her e n o u g h t o c o n n e c t m o r e q u i c k l y n e x t t i m e , a n d it's n o t l o n g b e f o r e s h e ' s i n a n d a w a y . T h e p r o b a b i l i t y of h o o k i n g one is o b v i o u s l y m u c h h i g h e r than that of the fixed r a d i u s model. D i a m e t e r in turubulence, by the w a y , would be a b o u t 40 to 50 y d s . A C T I O N D U R I N G C I R C L I N G Y o u ask specifically about that power j o b of mine. To understand that one I will have to start a l o n g w a y further b a c k . F i r s t , turning and spiral stability. A n y turn, induced by rudder (or a i l e r o n ) w o r k s like t h i s : ( A s s u m e the m o d e l t o b e level a n d the r u d d e r then deflected). T h e deflected r u d d e r c r a b s the s h i p a little, d i h e d r a l then rolls the m o d e l b e c a u s e "air g e t s under the a d v a n c e d tip," the lift f o r c e of the banked w i n g then has a horizontal component, a n d this is the force which a c t u a l l y t u r n s the model. A l s o , a s the t u r n develops, the m o d e l t e n d s t o slip in a little, such that dihedral is now tending to roll it level a g a i n . T h e turn will stabilize at that point where the overbanking tendency (because the outer wing is travelling faster than the inner, and therefore lifting m o r e ) and the tendency of the nose to slip down, ( b e c a u s e the sideslip is resisted largely by the rudder at the b a c k ) ; are e x a c t l y counterbalanced by the tendency of the model to run straight a n d r e s i s t turning (because it h a s vertical s u r f a c e s , actual or effective, both f o r e a n d a f t ) and the t e n d e n c y of the dihedralled w i n g s , s l i p p i n g , to roll the m o d e l level. T h e a c t i o n i s c o m p l e x . Y o u r " C i r c u l a r Airflow" will p r e d i c t t h e l i f t coefficient at which the model will finally trim, and this m a y be a s p i r a l dive. However, the important fact is thisa model m a y be trimmed perfectly safely to a slow, g l i d i n g turn. L e t the speed build up, for a n y reason whatsoever, and the angle of bank increasesit must then come to a point where the deflected r u d d e r drives the nose down, and y o u a r e a w a y in a s p i r a l dive. T h i s is fundamental. T h u s , for any model which m a y at some stage be travelling very fast, turn by rudder is potentially dangerous, and is therefore to be avoided. It is clear that some method of t u r n i n g other than a p o s i t i v e l y deflected rudder is required. T h e weighted "drag-flap" used out near the w i n g tip, blows straight at high speed, is quite satisfactory. A very lightly springl o a d e d r u d d e r tab, which j u s t holds its deflection at d e s i g n g l i d e speed, and will b l o w s t r a i g h t thereafter, is another v e r y s a t i s f a c t o r y m e t h o d . Or one can u s e a t i l t e d tail. T h e reason w h y a tilted tail is s a f e is not g e n e r a l l y a p p r e c i a t e d , a n d I have never seen it in print, so here it is. T h e turn, of course, a r i s e s f r o m the horizontal c o m p o n e n t of the tail's lift force (an aft C.G. position and positive tail load, a r e f u n d a m e n t a l to the tilted tail m e t h o d ) . N o w , a s s p e e d b u i l d s u p f o r a n y r e a s o n a t all, the wing angle of attack decreases. There is always some wing-tail angular difference, with the tail a little less positive than the w i n g . T h u s , as the w i n g a n g l e of a t t a c k decreases, the tail a n g l e of a t t a c k t e n d s to a p p r o a c h zero, or m o r e specifically, the no-lift angle. O n c e there is no lift f r o m the tail, there is nothing, no lift, no side force, so the t u r n s t o p s . A n a l y z e d r i g h t out, this m e a n s that a n y m o d e l t r i m m e d w i t h a t i l t e d tail will have one definite speed, and r a d i u s of turn, at which it will be stable. F a s t e r or

slower s p i r a l l i n g or o t h e r w i s e u p s e t , it will a l w a y s revert to this flight p a t h . F o r t h i s r e a s o n I p r e f e r it. S P I R A L P O W E R C L I M B N o w for the power side o f the picture. At high thrust-weight ratios it is almost impossible to prevent a model from looping (using normal trim methods), and so what must be done is to a r r a n g e that the m o d e l rolls in p h a s e w i t h its loop, t h u s p r o d u c i n g an upward helix. Clearly, the g r e a t e r the r a d i u s of loop, the g r e a t e r will be the time in which to a r r a n g e the m o d e l rolls. A n d a left h a n d turn, with a really fast motor, produces a useful nose-up g y r o moment. T o combine all this, the m o d e l i n q u e s t i o n i n t e r c e p t s the lower, leftg o i n g swirl of the p r o p - w a s h , a n d the low m o u n t e d w i n g lets the u p p e r swirl go over unchecked. N e t r e s u l t is to drive the nose left. At low speeds, prop wash (blast and spin) is at a m a x i m u m hence the l e f t - t u r n i n g effect is c o n s i d e r a b l e a s is a l s o , t h e r e f o r e , the g y r o f o r c e lifting the nose up. As speed b u i l d s up the prop w a s h b e c o m e s relatively less effective, hence the t u r n o p e n s out a n d the n o s e - u p f o r c e d e c r e a s e s . T h e effect i s f o r the m o d e l t o a c c e l e r a t e i n a n o p e n i n g s p i r a l o r helix. I t s e t t l e s a f t e r f o u r o r five s e c o n d s i n t o a f l i g h t p a t h i n c l i n e d u p w a r d a b o u t 50-60 b a n k e d l e f t a b o u t 4 5 , a n d t r a v e l l i n g e x t r e m e l y f a s t . O n c e t h e m o t o r c u t s , i t u s u a l l y d o e s a h a l f a l o o p , a n d r o l l s off t h e t o p i n t o i t s r i g h t - h a n d glide turn. If at any time the speed builds, it tends s i m p l y to run straight and loopboth, intercepted p r o p - w a s h a n d tilted tail, as m e t h o d s of turn tend to zero at speed, a n d all that is left is loop, be it vertical, oblique or horizontal. H e n c e the model t e n d s to be safe, if sensibly handled. It took me a little while to u n d e r s t a n d the principle of the o p e n i n g spiral after launching. As mentioned in that Aeromodeller article, a launch, w i n g s level a n d n o s e u p , t e n d s to s e t t l e into a final h e l i x t h e a x i s of w h i c h is inclined s o m e 30-40 f r o m t h e v e r t i c a l . A l a u n c h to t h e N o r t h , for example, would result in the m o d e l climbing away, rolling a r o u n d a helix inclined about the S . W . horizon. F i n a l l y , I realized the m e t h o d and n o w a launch, f u s e l a g e level a n d b a n k e d s t e e p l y r i g h t will r e s u l t i n the helix going straight overhead. Ratios, of course, are improved. I think that is about all. T h e m o d e l did w o r k as p l a n n e d and its perf o r m a n c e r e a l l y w a s t e r r i f i c r a t i o s a b o u t 20-22 w e r e t h e b e s t I c a n e s t i mate. I w a s h e d it out c o m p l e t e l y one calm evening. T h o u g h t l e s s l y I changed the brand of prop. T h e post m o r t e m disclosed that the old head had broader, thicker, h i g h e r pitch t i p s than the new one of the s a m e nominal d i m e n s i o n s . As a r e s u l t I l o s t s o m e of the turn, a n d the s h i p did one loop to an incomplete rollthe p h a s i n g had been altered. S h e e r carelessness. T h e lower forward fin w o r k s , but definitely. A pylon j o b , d e a d true a n d straight, tends to go right, of course. As the relative position of the p r o p washing is shifted, the tendency to turn shifts through zero to a left tendency. I have d e m o n s t r a t e d this on a m o d e l with a m o v e a b l e m o t o r . Y o u note the C.G. position and a n g u l a r difference. A c t u a l l y , I s t a r t e d out w i t h C . G . at about 90% a n d a small a n g u l a r difference. B u t , a l t h o u g h the ship w a s stable in the glide, it had so h u g e a r a d i u s of r e c o v e r y a f t e r a d e a d stall that it f r i g h t e n e d me. So the w i n g went b a c k and s o m e m o r e a n g l e went w i t h it. C e r t a i n l y t h e l o o p w a s n o w t i g h t e r , b u t s t i l l o p e n e n o u g h t o b e e a s y a n d s a f e . A d j u s t m e n t s w e r e n o t t o u c h y . B u t . l o o k i n g b a c k o n it, I n o w realize that the first f e w s e c o n d s d u r i n g which it w a s t u r n i n g tightly, accelerating and establishing its p r o p e r helix were pretty critical, solely because o f the terrific p o w e r a n d the t i g h t t u r n s . A s s p e e d built, e v e r y t h i n g o p e n e d out, a n d the s h i p p e r f e c t l y d o c i l e .

HANK COLEDEAR FRANK(Oct. 1951)

Noted your interest in the C i stability term. T h i s is the rolling m o m e n t r e s u l t i n g f r o m r o t a t i o n a l v e l o c i t y i n coefficient f o r m . T h e m o s t p r o m i n e n t part of this term arose from the fact that the rotation causes the outbroad tip to travel faster than the inboard tip. S i n c e this g e n e r a t e s m o r e lift on the o u t b o a r d t i p than the inboard one, the r e s u l t is a r o l l i n g m o m e n t into the turn. T h i s is the m a j o r effect c o n t r i b u t i n g to spiral i n s t a b i l i t y a n d as y o u can see indicates that h i g h a s p e c t r a t i o j o b s are m o r e s u s c e p i b l e to spiral dives than low a s p e c t ones. I am sure you are a l r e a d y familiar with t h e effect, but not in the t e r m i n o l o g y I u s e . T h e a b o v e effect c a n be c o u n t e r acted by cathedral in the tail, a l a r g e s u b r u d d e r , or by m o v i n g the center of gravity back. T h e long job Wakefield of mine uses a combination of large sub rudder and rearward location of C . G . Incidentally, the above effect has a stabilizing influence in t u r n s by r e d u c i n g the a n g l e of b a n k if the t u r n tightens which tends to raise the nose as the turn tightens. T h i s is especially desirable for wind soaring.
r

By the way, model design m a y be carried out in the s a m e w a y as full scale design. I could sit down and in about two months of full time w o r k c o u l d for instance d e s i g n the o p t i m u m W a k e f i e l d . T h i s i s j u s t t o g i v e y o u an idea of how much w o r k w o u l d be involved. T h e p r o c e d u r e of o p t i m i z i n g is far from simple. I did carry it through for an indoor model once and came up with a d e s i g n which has c o n s i s t e n t l y done over 20 min. F o r its weight, the j o b o u t p e r f o r m s a n y t h i n g I've seen i n d o o r s . B u t , a s y o u well know, in indoor work, light weight contributes to p e r f o r m a n c e as well as efficiency. A l t h o u g h the a c t u a l d e s i g n p r o c e d u r e i s m u c h t o o c o m p l i c a t e d to carry through for practical p u r p o s e s , I u s u a l l y rpake r o u g h p r e l i m i n a r y design calculations on endurance, by estimating parasite and induced drag and available lift coefficients. F r o m this y o u can calculate, the which is proportional to endurance. It was on this basis that I d e s i g n e d my long job. R o u g h calculations proved that this layout w o u l d have a 1 5 % e d g e in endurance over the conventional layout and about a 5% e d g e over the canard layout. J a n . 1952 Never seem to settle down to write this thing on spiral stability. W e n t on a long s k i i n g trip the first part of this month and the latter p a r t of December. H a v e to get in condition b e c a u s e I am r a c i n g this year. I g u e s s

this competition business gets in your blood after awhile. Anyway, I t h o u g h t it w a s a b o u t t i m e to s e n d y o u s o m e m o r e d e t a i l s on the i d e a s I m e n t i o n e d . T h i s w o r k on spiral stability has been done by m a n y in the fullscale field, but, as you say, nobody has actually made a comprehensive s t u d y in r e g a r d s to models. T h e reason is quite obvious. T h e equations of motion a r e m u c h too difficult to u n d e r s t a n d u n l e s s one is well t r a i n e d in a e r o d y n a m i c s a n d m a t h e m a t i c s . If y o u ever have the time, it m i g h t be w o r t h y o u r while to go t h r o u g h s o m e of the early B r i t i s h R e s e a r c h M e m o r a n d u m s , p a r t i c u l a r l y the w o r k o f G l a u e r t . A l s o Z i m m e r m a n ' s N A C A reports. S i n c e the w o r k would be m u c h too lengthy to present in its entirety, I will give y o u only the main points which I have found in this work. T h e spiral stability only will be considered here, and should not be c o n f u s e d w i t h D u t c h r o l l . T h e first r e q u i r e m e n t f o r s p i r a l s t a b i l i t y i s s t a t i c d i r e c tional stability. T h i s merely m e a n s that the neutral point in yaw must be aft of the center of gravity. If this condition is satisfied, then spiral stability is satisfied if

Always Pos.

Usually Pos.

Angle of climb usually neglected

Hence we se that Spiral S t a b i l i t y depends on Rollins' Moment due to s i d e s l i p K (increases with increase in dihedral^ Yawing Moment due to Yawing velocity ( Increases with rudder area and side area and fuselage length) Rolling Moment due to yawing velocity (increases with Aspect Ratio, forward movement of C.G., increase in , wins incidence, r a i s i n g of side area above fc aft of C.G., Yawins Moment due to s i d e s l i p ( s t a t i c S t a b i l i t y term increase with rudder area and t a i l length)
T h a t ' s the situation. N o w let's see w h a t we can do about it f r o m the d e s i g n s t a n d p o i n t . F i r s t let us c o n s i d e r the t e r m s and . We see that most of the t h i n g s w h i c h i n c r e a s e one i n c r e a s e the other e x c e p t for one t h i n g . T h e d a m p i n g in yaw, that is , may also be increased by increasing side area and fuselage length. Since i s o n the p o s i t i v e side, w e see that t h e s e t h i n g s c o n t r i b u t e t o s p i r a l stability. T h i s a g r e e s well with e x p e r i e n c e . M o d e l s with large fuselages seem to be more insensitive to spiral dives than the pencil b o m b e r s and s t r e a m l i n e d j o b s . T h i s d a m p i n g term is the r e a s o n . I f m a y b e e a s i l y seen that i n c r e a s i n g the r u d d e r a r e a o r tail l e n g t h will not increase the spiral s t a b i l i t y because both and are increased. We see that large dihedral is on the positive side and increases spiral stability. No wonder such large dihedrals are in evidence on high-powered g a s models. Dihedral is no cure-all though, for if it is carried into excess another instability arises, namely Dutch Roll. T h e answer to spiral stability, then, lies in the remaining t e r m T h i s term can by careful design be m a d e equal to zero, and, when this is done, spiral stability is assured.. To be more specific, I will e x p l a i n this t e r m carefully. T h i s is the rolling moment which

a r i s e s due to the rotational velocity ( a n g u l a r velocity) in yaw. T h e most p o w e r f u l effect in m o s t m o d e l s a r i s e s f r o m this y a w i n g velocity causing the outer w i n g tip to travel faster than the inner w i n g tip, thus causing the m o d e l t o r o l l "into t h e t u r n a n d g o i n t o a s p i r a l d i v e . W e n o t e i m m e d i a t e l y that a low a s p e c t r a t i o w i n g would keep this effect to a m i n i m u m , a n d this too a g r e e s well with experience. However, for p e r f o r m a n c e reasons, low a s p e c t ratio w i n g s a r e not desirable so we m u s t seek other m e a n s to count e r a c t t h i s effect. O n e t h i n g which h e l p s is to r e d u c e the i n c i d e n c e of the w i n g . T h i s inclines the principal longitudinal a x i s of the airplane to the a i r s t r e a m w i t h the r e s u l t that the c r o s s p r o d u c t s of inertia o p p o s e the roll i n t o the t u r n . A n o t h e r , b u t s m a l l e r effect is to lower the a r e a b e h i n d the center of g r a v i t y and to raise the area f o r w a r d of the center of gravity. H e r e a g a i n t h e o r y a g r e e s w i t h practice for the beneficial effects of pylon a n d s u b r u d d e r s is well known. It should be mentioned that the farther t h e s e a r e a s a r e f r o m the center of gravity, the m o r e effective they are. H e n c e , if the CG is m o v e d b a c k the pylon becomes m o r e effective in imp r o v i n g s p i r a l stability. However, rearward movement of the C.G. requires a larger stabilizer to maintain longitudinal stability (or longer mom. arm.) T h e r e a r e other a n d m o r e effective m e a n s of i n c r e a s i n g s p i r a l stability. N e g a t i v e dihedral in the stab, is very effective. In a canard, the same thing is a c c o m p l i s h e d by d i h e d r a l in the f o r w a r d tail, a m u s t b e c a u s e of the poor s p i r a l stability of c a n a r d s . We can also see that r e a r w a r d movement of the C . G . c a u s e s the w i n g d i h e d r a l to have a beneficial effect on conventional types. T h e terms in T a n should be mentioned. T h e s e arise from the flight path angle and are in general small. In general, they show that a model is more s p i r a l l y u n s t a b l e in a climb than in a dive. H a v e you ever noticed that some m o d e l s s e e m to be g o i n g into a spiral dive f r o m the climb, but when they g e t the n o s e down to level flight they maintain a l t i t u d e j u s t b u z z i n g a r o u n d in a circle. T h i s h a p p e n s because the spiral stability increases as the nose d r o p s . T h e r e are a lot of m o d e l s in this category. J u s t go to a contest some time and y o u will see a half dozen models that go round and round at u - c o n t r o l s p e e d w i t h o u t g a i n i n g a l t i t u d e , b u t w h i c h d o not s p i r a l in. I will now s u m m a r i z e the desirable features to obtain spiral stability:

1 Large side area. 2 S m a l l wing i n c i d e n c e . 3 L a r g e wing d i h e d r a l , n e g a t i v e s t a b d i h e d r a l . 4Rearward position of Center of Gravity. 5 P y l o n and s u b r u d d e r s . 6 Low A s p e c t r a t i o .

By the way, F r a n k , you can see where my long j o b g e t s its exceptional spiral stability. T h e long fuselage gives high rotary damping . Low incidence g i v e s p r o d u c t of inertia terms which roll a w a y f r o m turn. P y l o n a n d s u b r u d d e r a l s o c o n t r i b u t e . C . G . i s 2 in. a f t o f t r a i l i n g e d g e g i v i n g f a v o r a b l e dihedral effect. No wonder the j o b can climb a n d g l i d e in such tight circles. Well, F r a n k , r o u g h l y there's your spiral stability. H o p e I've cleared up a f e w p o i n t s , a n d let me k n o w if you have a n y q u e s t i o n s . Am i n c l u d i n g s o m e s k e t c h e s to illustrate the ideas. T h e r e are a number of effects which I have not included (i.e. slipsteam, sidewash, etc.), but if careful attention is paid to the above design features spiral stability is assured.

R.I. "Hank" MACKENZIEGEN ON DUCTED F A N S

As far as I know from information accumulated from many different s o u r c e s a n d m y o w n e x p e r i m e n t s t h e 3 " f a n m a d e o f .040 t o .051 2 4 S O A l u m i n u m A l l o y i s a b o u t the b e s t size for 1/ A m o t o r s o f " G o o d T o r q u e . " I u s e D i e s e l s f o r m o s t of my j o b s now, as I can g e t fuel i n g r e d i e n t s e a s i l y and cheaply, and no batteries to lug around, a speed range almost equal to ignition engines, top s p e e d s equal to G l o - P l u g s and more power per disp l a c e m e n t t h a n e i t h e r , i n s m a l l s i z e s . ( U p t o .20 c u . i n . ) G l o P l u g E n g i n e s seem to be better at higher displacements.
2

G e t t i n g b a c k to the approximate. You may Revs, necessarily must c i e n t t h a n 12,000 w i t h w i t h a n y t h i n g in m i n d ciency or ducted fans.

f a n ! A 30 P i t c h A n g l e a t t h e t i p o f t h e b l a d e i s change it up or down depending on revs, obtained. b e h i g h . 16,000 w i t h finer p i t c h w o u l d b e m o r e effihigher pitch. My fooling about has not been done e x c e p t s p o r t , s o I h a v e n o f i g u r e s o n t h r u s t o r effi-

A r t i c l e s b y P h i l S m i t h of E n g l a n d in " M o d e l A i r c r a f t " a n d A r o modeller" and by T o m Purcell if "Model Airplane News" have m o r - # l e s s l e d 'me t o : A p p a r e n t l y , Inlet A r e a m u s t be larger than the E x i t A r e a . A n d the E x i t A r e a a t least l/ the F a n A r e a ( N o t D i a . ) .
2

INLET

. 5 f o r 10,000 r e v s , u p t o . 8 f o r 16,000 r e v s . m i n . T r y t o k e e p w e i g h t u n d e r 11 ozs. or 8 o z . / S q . F t . w i n g . M a x i m u m clearance of fan in d u c t : 1/16" for efficiency. L e s s if p o s s i b l e . C a r v e d b l o c k s is not v e r y s t r o n g b u t l i g h t and simple to make. L a m i n a t e d paper I tried was heavy and tended to lose shape. B u i l d u p h e x a g o n t u b e u s e d b y P h i l S m i t h ; l i g h t b u t n o t s o efficient a s a duct. T o o m u c h clearance. C a r v e d block O . K . if nose is not open.

BILL HENDERSONJETICOPTER D E S I G N
Opinion varies as to the v a r i o u s sizes and w e i g h t s etc. that a r e m o s t suitable for each size of motor but the table below gives a general idea of the majority opinion.

It is obvious with this form of modelling as with every other, that power/weight ratio is important and with fixed power motors, weight must be cut d o w n as m u c h as p o s s i b l e to g e t a better contest p e r f o r m a n c e . T h e S p a n L o a d i n g is taken so it is proportional to the disc loading and is in figures more easily comprehended.The Rotor Center Section is usually about 28-35% of the Rotor Diameter.The Pitch A n g l e varies from m o d e l t o m o d e l b u t g e n e r a l l y u s e 15 o n "50" a n d "100" m o d e l s , a n d 12 o n "200" t o "350" m o d e l s . T h e " d e l t a 3 " ( f u l l - s i z e p a r l a n c e f o r t h e s y s t e m o f s k e w h i n g e s y s t e m f o r p r o d u c i n g a u t o - r o t a t i o n a n g l e c a n v a r y b e t w e e n 30 a n d 35. T h e rotor centre section can be m a d e f r o m ply with hinges m o u n t e d in blocks at ends at a p p r o x i m a t e pitch angle. T h i s is easier than building it up but it is heavier. Should anyone be a stickler for helical pitch they can build the outer r o t o r b a l d e s o n a p i t c h a n g l e j i g , b u t g e n e r a l l y flat o n e s s e t a t t h e a p p r o x i mate angle by the h i n g e s on the centre section will be quite effective.

T h e s e m o d e l s will ascend f a i r l y q u i c k l y and should descend on autorotation much more slowly, in fact in good thermal conditions they should be able to soar s l i g h t l y and t h u s g r e a t l y enhance their performance. Ball races are not n e c e s s a r y in the head bearings but are strongly reco m m e n d e d o n "200" a n d "350" m o d e l s , t h e y b e i n g m u c h m o r e f r i c t i o n f r e e than an ordinary journal bearing. T h e h i n g e s u s e d are u n i v e r s a l on all sizes of j e t i c o p t e r s and so far no o t h e r s a t i s f a c t o r y o n e h a s b e e n t h o u g h t of, b u t s o m e i m p r o v e m e n t s c o u l d possibly be m a d e to lock hinge w i r e in place and yet allow it to be taken out for ease of t r a n s p o r t a t i o n .

BRUCE LESTERJETEX POWER

M y f i r s t " J e t e x " d e s i g n s f o r t h e "100" u n i t w e r e r e a l l y i n t h e f a s t m o v i n g " D y n a m i c - s o a r i n g " c l a s s with as little as 34 sq. ins. of w i n g a r e a . W i t h the i n f o r m a t i o n f r o m t h e s e "hot" little j o b s the " M e t e o r " w a s e v e n t u a l l y develo p e d by careful wing design and rocket motor setting, with over double the wing area of the o r i g i n a l s and still sacrificing nothing of my near vertical climb. S i n c e the greater part of the duration of flight is m a d e in the glide, the g l i d e i s t h e r e f o r e e s t a b l i s h e d first, a n d a u t o m a t i c a l l y t h e c e n t e r o f g r a v i y . As I had no d e s i r e to a d d ballast to the nose when the " d e a d " m o t o r is ever present in the glide, I found it best to fix the motor on rather temp o r a r i l y w i t h rubber b a n d s so that it could be m o v e d a v e r y s l i g h t d i s t a n c e f o r e a n d a f t i n a n e f f o r t t o find w h e r e t h e m o d e l s h o w e d s i g n s o f " p l a n i n g " on as little w i n g incidence as possible. T h i s I eventually f o u n d w a s best accomplished by c o m p l e t i n g all component p a r t s , covering a n d d o p i n g them to final state, c o m p l e t i n g the tail a s s e m b l y , m a k i n g s u r e the s t a b i s set a t Z e r o d e g r e e s i n c i d e n c e , a n d that the rudder is on with no turn. S t e p by step here are the final points of adjustment. T h e g l i d e is established first. W i t h t h e "100" m o t o r a n d m o t o r a t t a c h m e n t c l i p l i g h t l y l a s h e d o n i n t h e d e s i r e d position, and with no respect at this time for offset or downthrust o f a n y k i n d , t h e m o t o r i s c l i p p e d o n without a c h a r g e i n it, a n d t h e w i n g i s n e x t r i g g e d on. T h e q u i c k e s t w a y t o d o this i s t o s p o t g l u e the t r a i l i n g e d g e of the w i n g down onto the boom at the correct fore and aft location, but use a b a l s a w e d g e a n d a l a r g e pin for the front fixing. S e v e r a l s h o u l d e r l e v e l g l i d e s s h o u l d n o w b e m a d e all t h e t i m e v a r y i n g t h e f r o n t w i n g i n c i dence fixing up a n d down a degree or so at a time until a s p o t can be f o u n d w h e r e the model settles away in a straight forward planing t y p e of sink. O n c e turn is a p p l i e d y o u will have then a perfect w i n d y w e a t h e r s e t - u p . T h e "Meteor" has won several times in wind when most other models had d i s i n t e g r a t e d on the r u n w a y due to poor aerodynamic set-up. O n c e satisfied w i t h the s i n k then a p p l y g l u e above a n d b e l o w the w e d g e , a n d m a k e t h i s s e t t i n g s e c u r e for all time. Y o u will f i n d y o u can d e p e n d o n it, a n d i f i t i s c o r r e c t y o u w i l l n e v e r h a v e t o v a r y it. T h e m o t o r c l i p c a n n o w b e t a k e n off, a n d t h e r e a r s c r e w - n a i l h o l e e l o n g a t e d s i d e w a y s s o t h a t " r i g h t thrust" can be a p p l i e d to the rocket. B e f o r e re-mounting is a t t t e m p t e d another a n g u l a r w e d g e s h o u l d be m a d e that will s t r a d d l e the rear h o l d - d o w n s c r e w , a l l o w i n g the equivalent of "Down-thrust" on a " r u b b e r - p o w e r e d " model to be easily varied, and setting made secure during actual prelimi n a r y flight tests. A l l rubber-powered "fans" know the v a l u e of a p p l y i n g "downthrust" to hold the nose down during power b u r s t w h i c h on the "100" u n i t i s n e a r t h e e n d o f t h e m o t o r - r u n a n d t h e m o d e l h a s g o t u p t o u l t i m a t e v e l o c i t y i n v e r s e l y a l l o w i n g the unit t o deliver it's b e s t o u t p u t . S t a r t t e s t i n g over tall g r a s s with q u a r t e r - s i z e pellets, w a t c h for s i g n s o f looping, s w i n g i n g to half-sized ones as soon as possible lest y o u m i s i n t e r pret the s y m p t o m on a quarter-pellet, as it gives you precious little time to d e c i d e at best, yet e n o u g h to get an idea of what the m o d e l is g o i n g to do. S i n c e the g l i d e a n d the center of gravity have a l r e a d y been decided, y o u r n e x t s t e p i s t o p e r f e c t y o u r f i n a l "air p a t t e r n " o r ' t h e r m a l c i r c l e . " K e e p a p p l y i n g r i g h t t h r u s t until you can a p p l y a fine a m o u n t of left r u d d e r to g e t a b o u t a 200' l e f t . c i r c l e . To the " R u b b e r - p o w e r e d f a n that m e a n s

"right climb, left glide." C o u p l e d with the long m o m e n t a r m of the model and the nice taper-off of power on the " J e t e x " motor, you will probably be s u r p r i s e d at the q u i c k r e s p o n s e , a n d r i g h t a b o u t then if a b o u n c i n g "therm a l " is u n d e r you, you are a w a y for a 6 or 7 m i n u t e flight or o u t - o f - s i g h t as I have had happen to me many, m a n y times. R i g h t about now you will be thinking about dethermalizers, and believe me they are necessary, a "pop"up one w o u l d be best d u e to the light w e i g h t involved, but b e f o r e p u t t i n g it on t r y to p e r f e c t y o u r m o d e l first, then a d d it later. I r e a l i z e t h i s is r i s k y in g o o d w e a t h e r b u t one h a s to t a k e that chance. T h i s is the w a y all my w i n n i n g m o d e l s have been t r i m m e d , and in that p r e c i s e order. N o w a few other pointers. F i r s t that of c o l o u r I use y e l l o w on all u p p e r s u r f a c e s , red on all u n d e r surfaces, and black on sides of fuselages as it hastens your chances of picking it up on g r a s or in the a i r w h e n it b e c o m e s s m a l l in the s k y . I have had m o s t superior r e s u l t s out of all-balsa m o d e l s rather than the b u i l t - u p v a r i e t y , a n d e a s e o f h a n d l i n g i n c o m p e t i t i o n m e a n s a lot, a n d w i t h " a l l - b a l s a " y o u can m a k e a q u i c k , e a s y r e p a i r a n d do a f a s t b a c k - i n t o - t h e - a i r comeback in record style. A v o i d thick airfoils if you want to get high p e r f o r m a n c e and still design models of a g o o d relative size. In all " J e t " planes u s i n g the "reaction" principle for p r o p u l s i o n , the " d r a g " factor is one of the g r e a t e s t performance killers even full-scale d e s i g n e r s have to contend with. T h e r e is a compromise point, and, after c h a n g i n g around incidences, airfoils, nose a n d tail m o m e n t s , r o c k e t s e t t i n g s etc. on over a d o z e n of s u c c e s s f u l m o d e l s , t h e " M e t e o r " h a s p a i d off i n r e l i a b i l i t y a n d i n " a i r s e c o n d s , " a n d a f t e r a l l that's what counts.

S. B. PFEfFFERDEAR FRANK
Your ideas on "Circular Airflow" look O.K., although I did not g e t t h r o u g h a l l t h e a p p l i c a t i o n s y o u m a d e o f it. O n e p o i n t t h a t y o u d i s c o v e r e d w a s that s h i p s w i t h g o o d l o n g i t u d i n a l stability don't spin i n a s e a s y a s o n e s with less stability. T h i s is definitely true and can be p r o v e d f r o m a m o r e orthodox approach. Your method of presenting your material is most disturbing to a p e r s o n trained in aerodynamics. T h e result of this is that m a n y technical p e o p l e m a y d i s m i s s your ideas as erroneous unless they take the time to f e r r e t out the basic ideas. My personal feeling is that you could do everybody m o r e g o o d a n d m a k e faster p r o g r e s s if you would acquaint yourself with the s t a n d a r d method of approaching incompressible flow aerodynamics. It is not complic a t e d ! A n d i t p r o v i d e s a n e a s y w a y t o g r a s p t h e o r i e s o n c e y o u g e t it. A l s o s h o w s w h a t t o d o r e s e a r c h on. M a i n l y p o l a r s ( C l v s C p ) b y g l i d e t e s t s i s my suggestion. Your work on trim, for example, actually brought out how the C . G . shifted aft (for a given model) actually decreased S T A B I L I T Y and thereby lead to v a r i o u s trouble. However, y o u never mentioned it as stability, and consequently lost some insight into the problem. I hope y o u do not feel offended by my criticism. T h e v a l u e of y o u r b o o k a n d the effort y o u have e x p e n d e d on it j u s t i f y s o m e s t r a i g h t f r o m the s h o u l d e r r e m a r k s i n o r d e r t o p o s s i b l y i m p r o v e it. Incidentaly, F r e d Y o u n g e r , whom you m a y know, a n d I, f e e l i n g the b a s i c need for f u n d a m e n t a l information at model R e y n o l d s N u m b e r s , s t a r t e d a n a i r f o i l g l i d e t e s t p r o g r a m . W e o n l y f i n i s h e d t h e w o r k a t R . N . 14,000 which is only of use to indoor models. F r e d is a member of the L o w S p e e d A e r o . R e s e a r c h A s s o c . so published it as one of their reprts. It m i g h t be useful to you in indicating the t y p e and amount of data that can be f o u n d from glide testing. Unfortunately Fred moved back to Boston so our glide test p r o g r a m a t the R . N . o f the Wakefield m o d e l s w a s only j u s t s t a r t e d . A s well as t e s t i n g the a i r f o i l we calculated the theoretical p r e s s u r e d i s t r i b u tion and listened to the b o u n d a r y layer by stethescope to determine c h a n g e s from laminar to turbulent (which is T H E thing). At the t y p i c a l R . N . of a W a k e f i e l d w i n g it is t o u c h a n d go w i t h e s t a b l i s h i n g sufficient t u r b u l e n c e to develop the full potential of the a i r f o i l . O u r stethescope findings checked out presence of the turbulence a n d w h a t c a u s e d i t (i.e., i t c a m e n o t o n l y f r o m t h e a i r f o i l s h a p e b u t s t r i n g e r b u m p s f r o m the C l e v e l a n d t y p e c o n s t r u c t i o n were v e r y effective in p r o d u c i n g i t ) . T h e situation on airfoils is very cloudy. Our tests showed that m o s t of t h e r e s e a r c h e s a r e off t h e b e a m . T h i n g s l i k e b a l s a c o v e r e d L . E . ( o r s m o o t h you want r o u g h ) , camber exceptionally far forward and especially laminar flow s h a p e s are poor for m i n i m u m sink. Incidentally you should read (or you probably have) Schmitz's book on airfoils at low R . N . It is very g o o d on the nature of what is h a p p e n i n g . S c h m i t z only spent about a year getting the turbulence out of his tunnel s o d o n ' t b e m i s l e a d b y t a k i n g anything f r o m t h e N A C A t u n n e l s a s b e i n g what they a r e s a i d to be at the R . N . they say. T u r b u l e n c e f a c t o r s a r e available for all m a j o r t u n n e l s b u t the tunnels were never intended to g i v e r e s u l t s a t R . N . e v e n c l o s e t o 45,000 s o t h e y a r e a l l t o o t u r b u l e n t . f o r t h e s e R . N . I t i s v e r y p o s s i b l e t h a t w h e n t h e N A C A l i s t s a t e s t f o r 50,000 R . N . i t m i g h t t a k e a f r e e f l i g h t m o d e l f l y i n g a t a R . N . o f 100,000 t o g e t c o m p o r a b l e r e s u l t s . Y o u m i g h t have a chat with them on effective R . N . v e r s u s c a l c u l a t e d R . N .

CURTIS JANKEDEAR FRANK(Dec. 1952)

Y o u have, p e r h a p s , in a way solved without t r y i n g a problem that most p e o p l e don't really know exists, so that they m a k e a l a b o r i o u s circle to get b a c k t o w h e r e t h e y s t a r t e d . A lot o f m o n e y i s d e s i r a b l e o n l y a s a m e a n s t o an end, but what e n d ? To get the things you want, but what do y o u w a n t ? L e i s u r e ? y o u can have that without money, and the very effort needed to g e t m o n e y d e s t r o y s it. E n j o y m e n t ? w h a t c o n s t i t u t e s e n j o y m e n t ? y a c h t s , Cadillacs, buckets of champagne?not for me. It's a very ancient rat-race, a n d the " A m e r i c a n w a y of life" in s o m e of its f a c e t s is m e r e l y an e x a g g e r a t e d e x a m p l e of one of the s y m p t o m s of one of the m a n y t h i n g s w r o n g w i t h the whole world. No doubt you'd feel p r o u d e r in the eyes of others if your books m a d e you a million, but what w o u l d you do with the million? P r o b a b l y j u s t what you're doing now. M a y b e you'd L I K E t o have a piano a n d a house, but the s u m total of your h a p p i n e s s wouldn't be increased as m u c h as you m i g h t think. Pleasure in p o s s e s s i o n s and even talents or dev e l o p e d a b i l i t i e s s o o n w e a r s off. Y o u ' r e d o i n g n i c e l y a s y o u a r e , it's a s you s a y ; the act of m a k i n g m o n e y itself is often the chain that y o u wanted to b e r i d o f i n t h e f i r s t p l a c e . I've b e e n t h i n k i n g o v e r t h i s d e a l m y s e l f , a s k i n g m y s e l f q u e s t i o n s (in D i a n e t i c s we call it s t r a i g h t - w i r i n g y o u r s e l f ) . If I h a d a little m o r e m o n e y on hand, I m i g h t b u y a n e w b a s s fiddlewhy?to m a k e it easier on m y s e l f to play while I'm e a r n i n g m o r e m o n e y h e y , that's w h e r e we came i n ! A n y w a y , m a y b e I can b u i l d o n e I ' v e been t h i n k i n g of it. I t ' d b e o u t o f s e c o n d g r a d e b a l s a , p l a n k e d o v e r r i b s a n d s t r i n g e r s , w i t h a c r o s s - g r a i n laminated layer for greater s t r e n g t h , a n d if it w a s successful I'd get a b i g charge out of itmore than if I'd b o u g h t one. Well, anyway, I could still use s o m e cash to go down to P h o e n i x for a while to pick up on the latest Dianetic techniques and get a further boost on the w a y to being "clear". On the other h a n d , there's no g o o d r e a s o n w h y I can't do it m y s e l f at home and m a y b e learn a few things in the p r o c e s s that no one else knows a b o u t yet. H m m m w e l l , anyway, I'd like to get to a few indoor meets, w h i c h w o u l d t a k e m o n e y and timebut then I don't feel too a m b i t i o u s about building anything anyway. It all b o i l s d o w n to t h i s p e o p l e want m o n e y for what t h e y think of as v a r i o u s r e a s o n s , but the r e a s o n s are all the s a m e p l e a s u r e of s o m e sort or another. A n d s t r a n g e as it m a y seem to you, the O N L Y p l e a s u r e is that of creationall others are phony, without exceptionthis is one of the many d i s c o v e r i e s o f D i a n e t i c s , b y the way. T h i s i s h a r d t o believe, b e c a u s e there a r e so m a n y o b s c u r i n g factors, but it has been proved, at least subjectively, o v e r a n d o v e r . S o y o u a r e , r i g h t n o w , j u s t a b o u t a s w e l l off a s m o n e y c a n ever m a k e you, every time you turn out a book or build a ship of new design or a n y of y o u r other a c t i v i t i e s . So don't w o r r y a b o u t y o u r a p p a r e n t lack of financial s u c c e s s u n l e s s at the point of a c t u a l d e p r i v a t i o n of s o m e sort. Y o u r computation concerning slanting your b o o k s at the a d u l t s is O.K. as far as it goes, but remember that these a d u l t s are a v a n i s h i n g breed, being the y o u n g fellows of fifteen or so years back, w h o s e n u m b e r s are not being r e p l e n i s h e d f r o m the r a n k s of the p r e s e n t y o u n g s t e r s . A n d I don't know w h a t c a n b e d o n e a b o u t it. E v e r y t h i n g y o u s a y a b o u t t h e k i t - b u i l d e r s i s t r u e , a n d more. A b o u t the only r a y of light in the d a r k n e s s is t h i s ; the activity is v e r y m u c h e x p a n d e d over the era that p r o d u c e d us, so if even a relatively small p e r c e n t a g e of the g r e a t e r number of p a r t i c i p a n t s in the s p o r t can be p e r s u a d e d to a m o r e s e r i o u s view, the u l t i m a t e r e s u l t will not be a sort of collapse, which is what it sometimes looks like now. A f t e r all, even though the sport has been commercialized almost to the point of ruin, there couldn't have been a b a s i c c h a n g e in the h u m a n race. I doubt that our g e n e r a t i o n is

'

Steel

so m u c h cleverer or nobler than the present onewe w e r e m e r e l y f o r c e d to develop our own r e s o u r c e s and s o m e of us decided that we p r e f e r r e d it that way. F r a n k l y , b e c a u s e I've lost the a m b i t i o n or w h a t e v e r it is that I u s e d to have, I don't look f o r w a r d to s p e n d i n g a lot of time a n d e n e r g y b u i l d i n g s o m e t h i n g that can be lost or s m a s h e d as easily as can an o u t d o o r rubber job, so that I myself might become a kit-chauffeur, except for these f a c t s : T h e r e are no g o o d rubber kits, if there w e r e I'd still think they weren't g o o d enough, the time and e n e r g y s a v e d probaly wouldn't be g r e a t e n o u g h to m a k e a b i g difference anyway, I don't like b e i n g j u s t one of the c r o w d , I have i d e a s of my own not shared by the p r o b a b l e d e s i g n e r of the kit, a n d finally I have too g r e a t a contempt for other guy's d e s i g n s to lower m y s e l f to build their silly things. B u t under the present s e t - u p y o u can't b l a m e

t h e k i d s too m u c h . In a thermal you don't N E E D ' to squeeze out the l a s t possible bit of s u p e r l a t i v e p e r f o r m a n c e a rotten kit-job has nearly as good a chance as the finest original, and is so much easier in many ways, because you've not h a d to p u t t e r a r o u n d c h a n g i n g t h i n g s to get out the b u g s . I g u e s s the o n l y t h i n g t o d o i s t o g o o n a s y o u have, a n d don't w o r r y a b o u t c r u s a d e s . I h o p e d r o p p i n g the p r i c e m a k e s a difference, but it's not too l i k e l y t h e f e l l o w s w h o w a n t i t w i l l b u y i t a t $2.00, a n d t h e o n e s w h o d o n ' t w o n ' t b u y i t a t $1.00. E n j o y y o u r s e l f , a n d d o n ' t w o r r y , it's N O T l a t e r t h a n y o u t h i n k , it's m u c h earlier. I don't h a v e G l a s s ' s a d d r e s s s e n d it to me one of these d a y s . I don't d o u b t that he'd e n j o y h e a r i n g about my t r i b u l a t i o n s with film. I m a y h a v e g o n e farther than he did in some w a y s because there weren't as many things to t r y in his day, b u t on the other hand I do not have the methodical, scientific a p p r o a c h , s o t h a t h e p r o b a b l y f o u n d o u t t h i n g s t h a t I d i d n ' t . Y o u r p r e w a r film w a s g o o d I c a n m i x s t u f f l i k e i t o r b e t t e r a t w i l l , b u t i t ' s n o longer g o o d enough. T h e stuff you mixed for A n d r e w s , on the other hand, I ' v e n e v e r b e e n a b l e t o d u p l i c a t e . M a y b e I c a n find o u t m o r e a b o u t i t f r o m t h e name. P r i c e is no longer a factor, by the w a y a g o o d film with the right properties will fetch any price within reason, because indoor builders who s t u c k it out this long had to be fanatics. Y o u should see some of them drool o v e r E r b a c h ' s indoor stock!they'd trade their favorite wives for it! S o m e of the west coast g l i d e r b o y s who want what they w a n t a r e willing to p a y inc r e d i b l e p r i c e s f o r it. H o w e v e r , E r b a c h i s n ' t g e t t i n g r i c h o n i t a n y m o r e t h a n y o u d i d I ' m m e r e l y m e n t i o n i n g that there's no need to cut the q u a l i t y of film solution to g e t down to a price. T h e r e ' s no m y s t e r y about the water-proof dope I mentionedif you ever g o i n t o t h e b u s i n e s s I'll l e t y o u k n o w h o w t o m i x i t y o u r s e l f . I f y o u m a k e any money on it you can pay me a small royalty on it; it might amount to a s m u c h a s $1.25 p e r a n n u m . I d o u b t t h a t it's p a t e n t a b l e o r c o p y r i g h t a b l e or anything else. O u t s i d e of stuff like that, I find myself not too ambitious about models. N o t only do I lack a m b i t i o n , but I don't k n o w W H A T to build, for indoor s t i c k s , a n d even then I ' m s h a k y I can b u i l d 'em light, but the r u b b e r q u a l i t y w o r r i e s me, as well as what to build for what conditions. As for indoor cabin, I'm completely at sea. Wakefield s t u m p s me because, in a d d i tion to the craftsmanship apparently necessarygears, retractible landing gear, and w h a t have you, I've never had either the b r u t e s t r e n g t h or the technique to wind to capacity a big motoreither they break or my arm does, and to compete you need every last second you can get. T h e n there's another thingin indoor eventswhat if wishing out of the rafters or into s t a y i n g u p another e x t r a m i n u t e actually w o r k e d ? i t ' d take the k i c k out o f t h i n g s a n d s t r a n g e a s i t m a y s o u n d t o y o u , it's n o t a t a l l i m p o s s i b l e t o d o j u s t that when you've recovered the use of certain powers sometimes cons i d e r e d p s y c h i c ( t h e y ain't) a n d w h i c h all D i a n e t i c i s t s a r e w o r k i n g t o w a r d .

(March 1953)
T h e family here is in the throes of filling out the whole damn town's income tax returns, so I seldom have the time or ambition for writing, b u t your letter probably needs an answer some time this year, so I'm doing it now. T h a t b r i n g s me to the letter of mine you want to print. It's O . K . by me, t h o u g h I'd have p r e f e r r e d to make it m o r e i m p r e s s i v e in the w a y of s y n t a x if I'd k n o w n . I h o p e I haven't g i v e n the w r o n g i m p r e s s i o n . I don't c o n s i d e r m o d e l s a childish t o y that I've outgrownthey're m e r e l y toys that I now

c o n s i d e r do not r e t u r n a sufficient a m o u n t of p l e a s u r e for the effort expended, and I now prefer to s p e n d m o r e of my time with toys that give me better odds. A c t u a l l y , I never did get real p l e a s u r e f r o m s t a y i n g up several n i g h t s i n a r o w , d r i v i n g 300 m i l e s d o w n t o a m e e t , r u n n i n g a r o u n d l i k e a n i d i o t a l l d a y , t h e n d r i v i n g b a c k 300 m i l e s t h e s a m e n i g h t c h e w i n g c a f f e i n e p i l l s all the w a y . L o o k i n g b a c k , I n o w r e a l i z e that s o m e h i n g w a s d r i v i n g m e t o d o t h i n g s t h a t w e r e n ' t w o r t h it. I t ' s n o t t h a t I c o n s i d e r m o d e l s b e n e a t h me as a m a t u r e h u m a n I t h i n k it's j u s t as silly to go two t h o u s a n d miles to watch a R o s e Bowl game, or to slosh around in freezing s w a m p s before dawn in order to get a c h a n c e to shoot at a duck, or a n y of the other r i d i c u l o u s t h i n g s t h a t a r e k n o w n a s s,port o r p l e a s u r e . S o I d o n ' t i n t e n d t o give up m o d e l s entirely, j u s t r e f u s e to k n o c k m y s e l f out over them, unless it's f o r a t e n t h o u s a n d d o l l a r f i r s t p r i z e o r s o m e t h i n g o f t h e s o r t . I t ' s n o t

t h a t I'm a t i r e d old m a n , either; at thirty seven I feel as well or better than I r e m e m b e r ever h a v i n g felt, a n d I intend to i m p r o v e . I do h a v e an idea for the book, however. I haven't tried it but will use it o n m y n e x t o u t d o o r rubber j o b . Y o u m a y have noticed how, when s t r a p p i n g a w i n g to the f u s e l a g e in the absence of fancy wing mounts, the rubber has a t e n d e n c y to d i s t o r t the l o n g e r o n s . T h i s b o t h e r s me. So w h y not u s e an L s e c t i o n ? O . K . , b u t it's w o r k . T h e n t h e r e ' s a n o t h e r t h i n g . I K N O W y o u ' v e n o t i c e d h o w it's a l m o s t i m p o s s i b l e t o prevent d i s t o r t i o n w h e n g l u i n g the two sides of a fuselage togetherno matter how carefully you've selected the w o o d the l o n g e r o n s don't m a t c h p e r f e c t l y in stiffness. So t r y t h i s b u i l d it as f o u r s i d e s , then g l u e them together, as y o u w o u l d a sheet s i d e d j o b . F o r t h e s a m e w e i g h t a s y s q . u s e 1/8 b y I'll u s e t r u s s c o n s t r u c t i o n , a s i t i s i m p o s s i b l e f o r t h e s i d e t o d i s t o r t w h e n p i c k e d off t h e b o a r d w h e n i t is used. T h e cross pieces must be trimmed to leave a space at the edge of t h e l o n g e r o n s e q u i v a l e n t to the w i d t h of the b r a c e s t h e m s e l v e s so they don't i n t e r f e r e w i t h each other when j o i n i n g the sides. N e e d l e s s to say, this won't be very practical on anything but symmetrical, square fuselages. Other t y p e s could be used, but would require rather expert draftsmanship because of different projection ratios of more deeply curved tops and bottoms. Y o u ' l l have to be c a r e f u l that y o u don't have all the b r a c e s r u n n i n g in one d i r e c t i o n , t o o , w i t h a n y d e s i g n . I'll e n c l o s e a r o u g h s k e t c h .
8

LEE RENAUDDEAR FRANK(Dec, 1952)

G l a d to r e a d that y o u liked the Wakefield so m u c h . I don't k n o w if y o u r e a l i z e d it, b u t t h i s a i r p l a n e i s a c t u a l l y d e s i g n e d . E v e r y t h i n g t h e r e i s m y idea of the best theory, combined with my own experience. S o m e of the t h i n g s are not a e r o d y n a m i c a l l y perfect, but it is all p r a c t i c a l . . T h i s is a refinement of several different d e s i g n s and I consider it to be the best Wakefield that can be built. I think that someone who really knew how to a d j u s t and fly rubber could easily win in Sweden with this model. I found that 1/20 " C " s t o c k for the f u s e l a g e s i d e s s p l i t s too easily on landing. W h e n the model hits the g r o u n d the rubber tends to go out through the sides a n d can really do a job. At the b e g i n n i n g of the season I was u s i n g 1/32 " C " cut s i d e s a n d b u i l d i n g a i r p l a n e s which w e i g h e d f r o m 2 % to 3 oz. w i t h o u t r u b b e r . H o w e v e r t h e s e p l a n e s j u s t w e r e not s t r o n g e n o u g h for prolonged flying. E v e r y flight means a repair somewhere. T h e morning of the Wakefield eliminations I was testing my spare model. T h i s glided in for a p e r f e c t l y normal l a n d i n g a n d seemed perfectly all right. W h e n I w a l k e d o v e r a n d p i c k e d i t u p , however, the f u s e l a g e c o l l a p s e d i n m y h a n d s . F o u n d "A" stock resisted split better and had more than adequate strength. T h e only finish on the sheet is two coats of dope rubbed in with the fingers both inside a n d out before assembly. I have discovered a trick of

m a k i n g the dope w a t e r p r o o f with only light coats, so that this is adequate protection. I subscribe to the theory that a" little e x t r a w e i g h t is worthwhiletoo many of the ligh models are never a d j u s e d because of structural failures or handling difficulties.. I was pleased to read y o u r comments on the overall p i c t u r e of the m o d e l aviation. It really is too b a d that such a condition prevails, but I m u s t a g r e e with you completely. N o n e of the k i d s ever think of d e s i g n i n g their own models. It is too e a s y f o r them to b u y a kit. In fact I very s e l d o m see a model which w a s built f r o m m a g a z i n e p l a n s t o o m u c h w o r k to cut out ribs, etc. K i t s are g o o d in that they e n s u r e a r e a s o n a b l e chance of success, where an original m a y be a complete flop (I k n o w ) . I think that a great deal of the f a u l t lies with the m a g a z i n e s . T h e y never have an a r t i c l e which p r e sents good design fundamentals and theories. T h i s is why I think you are the only hope. As l o n g as one fellow bothers to e x p l a i n t h i n g s and to p r e sent new ideas, o r i g i n a l i t y will never be dead. If the general modeler r e j e c t s your new b o o k as b e i n g over his head, I don't k n o w w h e r e the a n s w e r lies.

PARNELL SCHOENKYDEAR FRANK(Nov. 1952)

It w a s certainly nice to hear from you again, and particularly to hear t h a t y o u a r e p l a n n i n g t o c o n t i n u e y o u r s e r i e s . I s u p p o s e t h a t i t i s difficult for us to realize how m u c h change there has been in the habits and attittudes of the American model builder since the thirties. In my own m i n d I s e e n o t o n l y t h e e f f e c t s o f t h e W a r a n d i t s i n t e r r u p t i o n o f t h e norarril b i g brother'-teaches-little-brother indoctrination process, but also the advent of the large, well-organized business interests which have functioned to divert the beginning modelers' t h o u g h t s away from the g r a d u a l p r o c e s s of learning and creating and t o w a r d s the flashy ready-bilts and the more profitable lines. A b o u t all that we of t h e "good old d a y s " can do at p r e s e n t , I'm a f r a i d , is keep the flame g o i n g w h i l e we feel about for the b e s t a p p r o a c h to the modern modeler. I'm h o p i n g that, much as h a l f - A e n g i n e s and Wakefield swept freeflight m o d e l i n g b a c k into the picture, s o m e n e w f a c t o r or s i t u a tion will a r i s e that will e n c o u r a g e several t h o u s a n d m o d e l e r s to delve into design. I really shouldn't p r e s u m e to be telling you what any significant crosssection of aero engineers and former model-builders think about the fext and calculations in your book, because I haven t been able to find m a n y here at McDonnell who still c a r e about models. Bill N e t z e b a n d has been devouring the material in y o u r b o o k a n d a p p l y i n g the m e t h o d s to c h e c k i n g his past models and to d e s i g n i n g some new stunt models. If the new creations p e r f o r m w e l l , he'll h a v e a p r e t t y g o o d i d e a w h y . B i l l i s a n E l e c t r i c a l a n d m a k e s no p r e n t e n s i o n s of k n o w i n g it all a b o u t a e r o d y n a m i c s , so he can refer to a model e n c y c l o p e d i a with no loss in pride.
!

It's my f e e l i n g that s o m e of the aero d e g r e e b o y s can't get over the feeling that they have m a s t e r e d some classroom courses in the fundamentals of full-scale design and therefore are qualified to d e s i g n and to evaluate the. small, slow-speed, inherently stable a i r c r a f t which we call "models." S e v eral have p o i n t e d out to me the f r a g m e n t a r y r e f e r e n c e s to c i r c u l a r airflow, etc., w h i c h can b e f o u n d i n a e r o d y n a m i c s t e x t s w i t h the u s u a l r e m a r k "that stuff isn't new." Of c o u r s e , the i m p o r t a n t t h i n g is that w h i l e c i r c u l a r airflow m a y be only of a c a d e m i c interest to d e s i g n e r s of full-scale craft it a p p e a r s to be of g r e a t importance to the "science" of model designan<i that nowhere else in m o d e l literature is there available a treatise on the subject.

We k n o w that in a science as l a c k i n g in a c c u r a t e d a t a and as p o o r l y int e g r a t e d as is our "Microaeronautics," empirical relationships m u s t be accepted and used in great n u m b e r s ; here, then, is the catchthe fellows adept at mathematics and used to more exact formulas tend to shy away f r o m empiricisms. W h e r e we expect to postulate, then experiment, and t h e n r e p e a t t h e p r o c e s s t o l e a r n m o r e a b o u t o u r field, s o m e o f t h e e n g i n e e r s w a n t to t a k e up what can be covered by clear-cut e q u a t i o n s a n d to n e g l e c t the rest. T h e few ex-modelers whose qualifications as aerodynamicists I really r e s p e c t are j u s t too b u s y to devote e n o u g h time to m o d e l i n g to give u s the benefit o f their e x p e r i e n c e b y c h e c k i n g e x p e r i m e n t s a n d c a l c u l a t i o n s to w e e d out e r r o r s a n d to s u g g e s t further lines of endeavor. I m u s t conclude that for awhile we m u s t depend upon those engineers whose p r i m a r y interest ( a n d ego drive) are fixed upon model aircraft for the w o r k that lies ahead. Y o u s e e m t o have the r i g h t idea b y y o u r p r e s c r i p t i o n for " l e s s e n i n g the dose, i n c r e a s i n g the flavoring, and s t r e t c h i n g out the c u r e ! " E v e n t h o u g h $2.50 i s e a s i e r t o c o m e b y t o d a y t h a n w a s a d o l l a r i n 1937, t h e r e a r e j u s t a n a w f u l lot of m o d e l e r s who p a s s up that b o o k b e c a u s e it s o u n d s e x p e n s i v e a n d they aren't conditioned to looking f o r w a r d to itor even to refering t o A N Y b o o k o n the s u b j e c t . T o "talk s e n s e t o the A m e r i c a n m o d e l e r " y o u will first have to d r e s s up the p a c k a g e and tone down your a p p r o a c h until y o u can sell l a r g e n u m b e r s of the b o o k s to the e a g e r 16-year old a n d to t h o s e who've been d i v e r t e d initially t o w a r d s control-line. I know that the y o u n g s t e r s a r o u n d here w h o need the Y e a r b o o k s most a r e simply not aware either of their valueor possibly of H O W to use them. I w o u l d concur with s o m e of the c o m m e n t s y o u have received to the effect that a few p a r a g r a p h s of clear directions about each plan or t y p e of model p r e s e n t e d will go f a r to b r i d g e the g a p s for the novice. Y o u know, there doesn't seem to be a n y t h i n g on the dealers' shelves in the w a y of a " H o w t o d o it" b o o k , a n d I h a v e b e e n w o n d e r i n g i f i t w o u l d n o t h e l p t h e c i r c u l a t i o n of the Y e a r b o o k s to devote sufficient s p a c e to f u n d a m e n t a l s to hit at that m a r k e t . . . w i t h our technical m a t e r i a l a n d a d v a n c e d d e s i g n s g o i n g along on the same bus. ( I f y o u a r e still with me after all of that w o r d a g e , y o u m u s t be p a t i e n t indeed. It m u s t be that I am as starved as the rest for an o p p o r t u n i t y to t a l k w i t h a n y o n e a b o u t m o d e l s a s s o m e t h i n g w o r t h y i n t h e m s e l v e s . . . I'll s i g n off f o r t o n i g h t a n d w r i t e s o m e m o r e a s s o o n a s I h a v e t h e t i m e . . . ) ,^ ' 1 4 J a n u a r y 1953

Several m o n t h s h a v e s l i p p e d by . . . w e ' r e s t i l l w o r k i n g 48 to 54 h o u r s p e r weeltf a t M c D o n n e l l . \ . I ' v e b e e n u s i n g t h e f e w h o u r s w h e n I f e e l b e t t e r t o w o r k o n . m y r a d i o c o u r s e ( l o o k i n g t o R / C i n 1953) a n d t o set i n o r d e r m y h u n d r e d s o f color s l i d e s o f t h e N a t s , etc., w h i c h I h a v e t o m o u n t b y h a n d . . . it m a y be that I've.failed you on this trip with my tardinessthough I s u r e l y hope not. M a d e another check with the d e s i g n e r s a m o n g the T h e r m a l e e r s , t o d a y ; Ne|z/eban'd's l a t e s t e x p e r i m e n t i n t h e C - L s t u n t f i e l d ( d e s i g n e d w i t h \ h e a i d ' pf '51-52 Y e a r b o o k ) i s n ' t r e a d y f o r u n v e i l i n g ( n e e d s r e b u i l d i n g ! ) i . ^ D j W g ^ M o i J a n i s s t i l l f l y i n g - h i s 1951-52 d e s i g n s a n d c o u l d n ' t c o m e u p w i t h a n y c o n t r i b u t i o n s tfiat h e f e l t w e r e s i g n i f i c a n t . J o h n C o c h r a n e i s stilPcooped up in his tiny apartment with no space to lay out balsa or drawi n g paper. E a r l i e r this fall I t h o u g h t I had a hot o u t d o o r h e l i c o p t e r in the w o r k s , b u t i t t w i s t e d 'out o f $ h a p e s o b a d l y a s I w o u n d i t u p f o r t h e f i r s t time that I didn't dare launch itneeds a complete structural overhaul, designwise, and thenFrank E h l i n g might have some competition.
,y

LLOYD LICHERDEAR FRANK(Dec. 1952)

E n c l o s e d o n s e p a r a t e p a g e s are the c o m m e n t s y o u a s k e d for r e g a r d i n g some f o r m u l a s from the books. I'm s o r r y to hear that sales are so poor. It can be m i g h t y s i c k e n i n g a n d d i s c o u r a g i n g in a way and seems to stem from your very w o r d s , the younger m i n d s h a v e b e e n led a s t r a y b y the P i e d P i p e r o f K i t s . A b o u t all I h a v e t o g o on here in this "modern era" is what I see about me here in the B o s t o n area, a n d that's not much. T h e r e is little or no free-flight work, even in the s u m mer. A b o u t all the die-hards have bound together i n the N E W G , N e w E n g land W a k e f i e l d G r o u p , a n d only two of us a r e u n d e r 21 (not m e ) . A n d everyone doesn't build Wakefields by any means, but it sort of gives a p u r p o s e to the organization. W h e n I go in one of the few hobby s h o p s a r o u n d h e r e I'm a l w a y s s t r u c k by the d e c r e a s i n g e m p h a s i s being put on the a i r p l a n e line, p a r t i c u l a r l y the free-flight j o b s , h a r d l y a n y kits a n d they don't even b o t h e r k e e p i n g a v a r i e d s t o c k o f w o o d o n h a n d f o r o r i g i n a l s h i p s . I g u e s s l i v i n g s a r e m a d e off r a i l r o a d s a n d t o y s , s h i p s , etc. B u t y e t I can't help retain the f e e l i n g that there's a p o w e r f u l , latent u n d e r c u r r e n t of free-flight potential, no doubt b r o u g h t on by my education and u n d e r s t a n d i n g of the theory and practice and k n o w i n g that at least you are trying to practically hand it to the kids on a platter. It's like religion I think, y o u can lead 'em to it a n d have them r e a d on it b u t s o m e sort of f a i t h is n e c e s s a r y , faith in what other, e x p e r i e n c e d , p e o p l e tell you y o u n e e d a n d h o w t o g e t it. M a y b e a B i l l y G r a h a m t e c h n i q u e , h a ? S o m e h o w w e have to sell the idea after we ourselves u n d e r s t a n d and have faith which we no d o u b t have now. T h e best w a y is by p r a c t i c i n g what we p r e a c h a n d setting good exampleswhich means use of and credit given for the ideas y o u have so g r a c i o u s l y compiled to convince the s k e p t i c s a n d s h o w the "know-it-alls" w h a t confidence we have in w h a t we a r e s a y i n g a n d doing.

CARL HERMESDEAR FRANK(Nov. 1952)

I feel a s h a m e d in not having written as s o o n as I received the books. In fact e v e r y time I u s e d the b o o k I w o u l d be r e m i n d e d of t h e f a c t t h a t I o w e d a l e t t e r , b u t s o m e h o w i t j u s t k e p t p u t t i n g off. T h e b o o k is, I believe, the best yet. I still, a f t e r all these m o n t h s , go b a c k and find t h i n g s I hadn't noticed beforemore of that later. I t o o k t h e e x t r a five c o p i e s a n d d i s t r i b u t e d t h e m w h e r e I t h o u g h t i t w o u l d d o the m o s t g o o d . E a c h one o f the p e r s o n s I g a v e t h e m t o p r o m i s e d f a i t h f u l l y to write and g i v e you their c o m m e n t s b u t I have a hunch none of them did. O n e copy went to J i m S t e w a r t of G r a n d P r a i r i e w h o has a copy of every one of the others. J i m is one of those fellows w h o has a g a r a g e f u l l o f a i r p l a n e s , s a i l p l a n e s , W e s t e r n e r s , V ^As, g i a n t G o o l s , r u b b e r etc.but only free-flight. He has every book a n d m a g a z i n e that has been p u b l i s h e d i n t h i s c o u n t r y a n d E n g l a n d s i n c e 1936 o r s o . H e i s t h e c o l l e c t o r t y p e h a s dozens of engines including E n g l i s h diesels. He is not too concerned with the w h y s and wherefores of model behaviour e x c e p t to a very limited d e g r e e t h i n g s like downthrust, big or little r u d d e r s on the sailplane etc. He loves to talk models, run contests, f o r m c l u b s a n d the like. He has r e a d the new b o o k from cover to cover. He liked m o s t l y the collection of p l a n s . He couldn't see how all the rest c o u i d be a p p l i e d . It w a s nice to know but couldn't be used to win contests. He did find it very interesting, however, and we have had several g o o d d i s c u s s i o n s s i n c e . J i m is the C. O. W r i g h t type of model builder if you know what I mean.

T h e second copy went to K e n Querman who is an aerodynamicist here at Chance V o i g h t . Y o u m i g h t know his brother D i c k of the P r o p Spinners. K e n is a f e l l o w I e n j o y talking tokeenly interested in low speed aerod y n a m i c s a n d h a s d o n e q u i t e a bit of research on the subject of airfoils. He still feels there is m u c h to be done and has some pretty g o o d reasons for believing t h a t way. I am g o i n g to try and talk him into w r i t i n g for the next b o o k . I f h e w o n ' t I w i l l w r i t e d o w n w h a t h e s a y s a n d s e n d i t on. H e a n d I have had b i g d i s c u s s i o n s about Cheeseman's airfoilshe s a y s "maybe". We have also a r g u e d over J i m Horton's changeable trim idea. T h e only thing concluded w a s that if a free-wheeler can do 4l/ minutes, a folder should d o 51/2 o r 6 . W e d o n ' t k n o w e x a c t l y h o w , b u t t h e r e i s a w a y .
2

H e r b K o t h e ( P A A L o a d W i n n e r 1948-1951) g o t t h e t h i r d c o p y . H e r b still has the "old feeling" toward models that you seem to lose as you get on in y e a r s . W h a t I m e a n m o d e l s to him are the m o s t important thing in life. I remember I felt that way many years ago. W h a t a wonderful world that w a s s o s i m p l e n o t h i n g to worry about except whether to use the R A F - 3 2 o r t h e E I F F E L 400. H i g h S c h o o l w a s t h e o n l y d i s t r a c t i o n ( n o t even g i r l s ! ) w h i c h didn't bother me too m u c h . I remember I p u r p o s e l y took a s u m m e r j o b on a milk t r u c k so I could spend the d a y s building and flying. It seems as y o u get older you reluctantly a d m i t to yourself that the m o d e l s m u s t t a k e s e c o n d place to t h i n g s like college, m a r r i a g e , earning a living etc. I a l w a y s f e l t t h a t if I c o u l d w o r k up as m u c h e n t h u s i a s m for a j o b as I could for m o d e l s I should not do so badly. It seems you only have so much "enthusiasm" to spend each day. I know now that it must be used at work the m o d e l s can only be to think about. I do a l s o know that j u s t before the Wakefield eliminations each year the job suffers considerably. I remember s o m e t h i n g I r e a d in M o d e l A e r o n a u t i c s (I think that w a s its n a m e ) , the little m a g a z i n e you p u t out once or twice. It was, I believe, in answer to a l e t t e r f r o m J o e H e r w a t a n d i t w a s a l o n g t h e s e s a m e lines. W h e n I first r e a d it I t h o u g h t " W h a t a silly thing to s a y ! " but as the y e a r s went on I realized how right you were. The fourth copy went to Wit McCormick who works in Development h e r e ( h e a c t u a l l y designs a i r p l a n e s ) . W i t i s l i k e m e , m a r r i e d e t c . b u t m a n a g e s to turn out a Wakefield each year. T h e fifth c o p y w e n t to D i c k S w e n s o n w h o is an old free flighter now flying s p e e d only. He h a s some nice speed d e s i g n s I can send if you are interested. D i c k talked to you at L. A. last summer. I asked him to get you to stop by T e x a s but he told me later about your flying. A b o u t t h e b o o k i t s e l f I l i k e d the t e x t v e r y m u c h . J u s t a b o u t all o f i t seemed to m a k e sense besides providing some good mental exercise. I suspect however that there are too few people who are really interested. T h e reason I s a y t h i s is t h a t of all the g o o d model b u i l d e r s I have known I can count the o n e s w h o w o u l d be interested in the "whys" on one hand. A f t e r a l l , k n o w i n g exactly w h a t i s h a p p e n i n g d u r i n g f l i g h t i s a s t u d y i n i t s e l f , a very i n t e r e s t i n g one to me I will admit, but not too m a n y other people, I fear. F o r i n s t a n c e t h e g o o d contest f l i e r k n o w s that the m o r e h e can "load u p " the stab the lower the s i n k i n g speed will be. He also knows that this t e n d s t o " f l a t t e n o u t " t h e p o w e r c l i m b , w h i c h i s g o o d . H e also k n o w s t h a t this is a t o u c h y s i t u a t i o n and too much will result in a dive f r o m which there is no recovery. T h i s he knows and he copes with the situation using 1/16 sheet, y s q u a r e s , clay, etc. H e u s u a l l y does not know w h a t the incidences a r e a n d doesn't care particularly. I don't mean to belittle this g u y b e c a u s e h e k n o w s plenty. H e w a r p s w i n g s , t i l t s t a i l s t o g e t t h e e f f e c t h e wants. He is mainly interested in developing consistently good fliershe
8

k n o w s t h i s i s t h e w a y t o d o it. N o w t h e o t h e r t y p e , o f w h i c h t h e r e a r e s o few, u s u a l l y never wins c o n t e s t s a l w a y s s e e m s to be "test flying." T h i s g u y g e t s his k i c k out of w a t c h i n g the s t a b c o r r e c t i n g for a s u d d e n g u s t or the like. He h a s a pretty good idea what the a n g l e of a t t a c k s a r e at all times, k n o w s what to expect before each launch. I f r a n k l y believe that there is a lot of p e r s o n a l s a t i s f a c t i o n to be had t h r o u g h the t y p e of e x p e r i m e n t a t i o n , but there j u s t a r e not enough people interested t o d a y . M a y b e the b o o k will s t a r t s o m e t h i n g . I hope so. I will say, F r a n k , that I e n j o y e d the text immensely and intend to read it many more times. I believe the articles on how to do specific t h i n g s n a v e m o r e interest to the average builder. By these I mean, M u r p h y ' s g e a r s , S h u m a c h e r ' s R / C which was very good, J o e Boyle, J i m Horton. I m u s t a d m i t I find the plans the m o s t i n t e r e s t i n g of all. I don't care too m u c h for the "outline" type. T h e details are the all important p a r t of each d r a w i n g as f a r as I am concerned. I can r e a l i z e the t r o u b l e y o u m u s t have h a d c o l l e c t i n g w h a t y o u d i d a n d I t h o u g h t i t w a s w e l l w o r t h it. I w i l l r e a l l y try to help f r o m this end but most of the older g u y s are j u s t plain lazy. B u i l d i n g t h e m o d e l i s a b o u t all t h e y c a n d o . D r a w i n g s k e t c h e s s e e m s t o b e too much. I can understand this when your free time is strictly limited. I feel one r e a s o n w h y the b o o k s a r e selling slowly, or at l e a s t slower t h a n i n 1938, i s t h a t t h e h o b b y has. a d v a n c e d t o t h e p o i n t w h e r e w e s e e m t o h a v e a l l t h e a n s w e r s . I n 1938 t h e b i g p r o b l e m w a s t o g e t t h e t h i n g t o m o v e t h r o u g h the air p r o p e r l y and come down in one piece. I feel t h a t the u s e of d e t h e r m a l i z e r s m a r k e d the end of an era, so to s p e a k . We all k n o w h o w to m a k e a m o d e l s t a y up 10 minutes under the p r e s e n t rules. T h e b e s t "ret r i e v e r s " s e e m t o e n d u p a s t h e e x p e r t s . I n 1938 w e a l l d r e a m e d o f d e s i g n i n g t h e o n e " s u p e r " m o d e l w h i c h w o u l d r u n off w i t h a l l t h e c o n t e s t s . E a c h person paid attention to airfoils, streamlining, finishes in the h o p e that his m o d e l w o u l d b e "it". I d o n ' t t h i n k w e r e a l i z e d i t a t t h e t i m e , b u t n o n e really believed that such a thing was possible. Meanwhile we proceeded to have the time of our lives building and flying a l w a y s with this theoretical goal in mind. Of course Carl Goldberg came along and did it with an ugly little m o d e l that p u t all the S h e r e s h o w t y p e b e a u t i e s to s h a m e w h e n it came to flying. I feel this sort of shocked us all out of our little w o n d e r f u l d r e a m w o r l d w i t h t h e r e s u l t t h a t m a n y d r o p p e d o u t n e v e r t o r e t u r n . T h e 1939 N a t s w a s t h e e n d o f m o d e l b u i l d i n g a s t h e '38 B o o k p i c t u r e d it. I d o n ' t believe t h i s "golden era" will ever return. W e h a v e m a s t e r e d the thermal. M a y b e a rule change would help. I believe the B r i t i s h have the idea on W a k e f i e l d s . W i t h the time u p a r o u n d f i v e m i n u t e s t h e y a r e c o n s i d e r i n g l i m i t i n g r u b b e r weight, etc. M a n y of the old b o y s have turned to R / C . P e r h a p s concentrating on that p h a s e w o u l d help. M o s t of these fellows will b u y a n y t h i n g on the s u b j e c t a n d who knows, they m i g h t be pleasantly s u r p r i s e d ! T h e r e is a lot to be done here. R / C soaring has tremendous possibilities. F r a n k , I h o p e you have been able to figure out w h a t I've been t r y i n g to s a y t h r o u g h all this. I've been w r i t i n g d u r i n g l u n c h h o u r s a n d s o m e t i m e s I g u e s s it seems rather discontinuous. L o u i s e w a s glad to hear about the h o u s e s a y s it is a trend in the right direction. A c t u a l l y there is a lot to this m a r r i a g e b u s i n e s s . O u r little boy, Bill, is three now and I find myself reliving my boyhood to a certain extent wouldn't t r a d e it for anything. We both h o p e to get up to see you next s u m m e r when we visit the folks in Connecticut.

OFFICIAL RESULTS 1952 WORLD CHAMPIONSHIP COMPETITIONS WAKEFIELD CUP

1 s t A. Blomgren Sweden

July
8 1 0 sec.

II

Norkopping,
2nd J . N i l b o r n

Sweden
Sweden 7 8 9 sec.

SWEDISH CUP
1st B.Gunic

Aug.

15-16

Graz,

Austria
Ger 810.4 s

Yugoslav. 848.8 s

2nd M . H a c k l i n g e r

ENGINE POWER F . F .
1 s t B.Wheeler Gr.Br.

Sept.
807.6 s

13-14

Dubendorf,

Switzerland
745.8 s

2nd H . L a u c h l i

Swiss.

ENGINE POWER C o n t r o l Speed C l a s s I ( 2 . 5 c c )

1st Wright Gr.Br. 2nd S e r e n s e n Den. 155.844fc/
h

Line B r u s s e l l s , Belgium S p e e d C l a s s I I I (10 c c )

1st B a t t i s t e l l a Ita. 2na D a v e n p o r t G r . B r . 233.766M 225.00
1

1 5 8 . 6 9 km/h

Speed C l a s s I I
1st.Dr.Millet Fr. 2nd Wright Gr.Br.

(5.0 c c )
1 9 8 . 3 9 5 k/h 1 9 3 . 6 4 8 K/b

Acrobatics
1 s t Ridsway G r . B r . 2nd J a n s e e m s Bel. 632 p t s . 597 p t s .

NOTE: W a k e f i e l d , T o w l i n e G l i d e r s a n d F r e e F l i g h t E n g i n e P o w e r f l i g h t s a r e t i m e d t o 5 min. max. Duration t o t a l is for "Three F l i g h t s " . S p e e d g i v e n i s a n a v e r a g e o f two r u n s .

F.A.I. RULES FOR INTERNATIONAL MODEL AIRCRAFT COMPETITION Wakefield Cup Rubber Power
T o t a l s u r f a c e area between 263.5 and 294.5 sq. in. M i n i m u m f u s e l a g e c r o s s section area 10 sq. in. M i n i m u m total w e i g h t 8.113 oz. R i s e off Ground. M a x . R u b b e r 2 . 8 l o z .

Swedish Cup Towline Gliders

T o t a l s u r f a c e area between 495.3 and 526.3 sq. in. M i n i m u m f u s e l a g e c r o s s s e c t i o r i = T o t a l A r e a / 1 0 0 . M i n i m u m w e i g h t 14.5 oz. M a x i m u m towline 100 m e t e r s ?

Engine Power Free Flight

M a x i m u m engine displacement 2.5 c c . (0.15 cu. in.) M i n i m u m weight 200 g r a m s per cu.cm. of engine d i s p l a c e m e n t . M i n i m u m s u r f a c e l o a d i n g 12 g r a m s per sq. dcm. (2.75 oz. per 100 sq. in.) F u s e l a g e c r o s s s e c t i o n = T o t a l A r e a / 8 0 . R i s e off G r o u n d . NOTES: T o t a l area includes w i n g and s t a b i l i z e r . A r e a is a s sumed to be effective area or "look down," i n t e r r u p t i o n s in the s u r f a c e to count as area. F l i g h t s limited to five m i n u t e s . T h e final score to be a v e r a g e of three flights.

I.

C O N T R I B U T I O N S Our b a s i c need is f o r e x p e r i m e n t a l .material which may prove or disprove c e r t a i n n o t i o n s . In the 1951-52 YEAR BOOK we presented many new ideas on MODEL AERODYNAMICS which need c h e c k i n g on the f i e l d by the a c t i v e f l y e r s . ^ P l a n s and r e p o r t s of experimental models are always welcomed. Our o r i g i n a l drawing s i z e is 9 i n . x 14 i n . - - Y o u can send f u l l s i z e drawing of small models, but l a r g e models should be drawn to 1/4 ( E n g l i s h ) o r 1/5 ( m e t r i c ) s c a l e . Always t r y t o i n c l u d e f u l l s i z e a i r f o i l s o t h a t we may draw it f u l l s i z e on our drawings. Be sure to i n c l u d e C . G . p o s i t i o n a s w e l l a s i n c i d e n c e a n g l e s . A l l these thines w i l l help t h e t h e o r y boys i n t h e i r w o r k . - A l l correspondence w i l l e v e n t u a l l y b e answered.

MODEL A E R O N A U T I C E N C Y C L O P E D I A *3 ?? S p i r i t was w i l l i n ? but the purse was weak a f t e r the 1951-52 book was p u b l i s h e d . ; Perhaps t h i s e d i t i o n w i l l be more s u c c e s s f u l in the f i n a n c i a l f i e l d and provide the e x t r a money to p r i n t fi. We w i l l l e t you know. It w i l l be p u b l i s h e d someday as it has worthwhile i n f o r m a t i o n . , _

Dear Friends: As you may have r e a l i z e d by now, t h i s book is intended to be c i r c u l a t e d among f r i e n d s ; and i t s readers and c o n t r i b u t o r s c o n s t i t u t e an informal i n t e r n a t i o n a l club. So t h a t if p o r t i o n s of book seem s t r a n g e for a " t e x t book", remember t h a t informality is t h e keynote of t h i s club. Frankly, t h i s book was prepared under very discouraging cond i t i o n s ; almost l i k e those t h a t c a l l for another f l i g h t r i g h t a f t e r coming down in a t a i l s p i n . T h e 1951-52 YEAR BOOK r e q u i r e d about about $4,000.00 of cash o u t l a y . So far very l i t t l e of t h i s cash h a s found i t s way. home. (Wish you. would t e l l your f r i e n d s about t h e 1951-52 book in c a s e they do not have i t . ) On o t h e r hand, we were encouraged to keep on by t h e l e t t e r s we received from r e a d e r s who s a i d , "Now I know why--------------? With t h i s e d i t i o n we a r e going back to our pre-war p r i c e of $1.00 p e r book. However, t h e law of economics l i m i t e d us to 129 pages.. We doubled up some p l a n s to make up for t h i s . . In t h e near future we expect a more s t r i n g e n t a p p l i c a t i o n of t h e economic law to our p e r s o n a l requirements so t h a t t h e r e may n o t be as many p l a n s in t h e f u t u r e books as we would l i k e to s e e . Would l i k e to h e a r from you. Let us know what you a r e doing to advance model aerodynamics.. Your opinions and suggestions w i l l be a p p r e c i a t e d .

P. S. Thanks to a l l who h e l p e d . T h e cartoon below is the l a s t one we have from Fred Colbus. He used to draw them on bottom of h i s pre-war l e t t e r s . Anyone know where he is now?