SAM Says SALINAS AREA MODELERS. Special points of interest: Inside this issue: June Glider Fly 3 Crash s Corner 5. Mounting your Motor & ESC

Transcription

1 SALINAS AREA MODELERS SAM Says SAM Says July 2014 Volume 39 Issue 07 Special points of interest: Cub Scouts Visit... Crazy Ivan Glider Fly Seen at the Field Memorial Fly-In Planes for Sale Inside this issue: Cub Scouts Visit our Field RC Subterfuges Crazy Ivan 1 & 5 2 & 4 June Glider Fly 3 Crash s Corner 5 Information Page 6 Seen at the Field 7 Mounting your Motor & ESC 8 Planes for Sale 9 More Pictures 10 Cub Scout Day Several weeks ago I received an from James Calusdian a Cub Scout Leader from Pack 13 of the Mission Park area of Salinas. He was inquiring about the possibility of our club hosting a group of his cub scouts for a visit to our field to see first hand some of our model airplane activities. I responded with an open invitation to come on out and we would try to put together a program on what this club is about and what we do. A date and time was setup with the understanding that the weather could always play a factor that could limit flying activities. On the morning of June the 14th, which turned out to be an exceptional nice day, a small caravan motored into our field. The group consisted of 9 cub scouts along with James, their leader, and several parents. I had set up a static display on the tables of several airplane types including our club electric trainer, an electric foam war bird, along with a couple of gas and nitro powered planes plus my turbine jet. Dick Moeller brought his framed up but uncovered Cub which was a great way to show what s involved in the construction of an airplane. We talked about how a wing makes lift and the three axis of aircraft control. Augie Caresani had his EDF Messerschmitt 262 there and explained to the group the principals of EDF power as Jay Beck put the screaming machine through it s paces. Robert Shaver was there with his original X wing design and proceeded to fly this strange looking biplane craft that seems to not know or care whether it s upside down or right side up. Dan Noland was there with planes on the table and in the air. (Continued on Page 5) PAGE 1

2 R/C Subterfuges (14) Buckle Up -Crazy Ivan s view of Aerodynamics (Part 1 of 2) 1 st, wind tunnels lie to ones inner-mind. Wind tunnels are great for exampling airflows on a wings surface but they bring about a seemingly logical, incorrect logic about how the air reacts at a distance all around and particularly, well forward of the aircraft. Gentlemen (and Ladies), the air is still and wispy (always) and the craft is literally bulling its way through the still atmosphere. You ve all seen the room that children play in that s filled 3feet deep with plastic balls a (near) perfect assimilation of our atmosphere molecule by molecule! Submerge your airplane in this room and push it forwards yep you ll be pushing molecules (balls) well forward of and all around your craft at substantial distances! You ve got to get off the wind tunnel mind-set; send a feather through a wind tunnel, does your mind see a feather slowly falling downward through a still and wispy atmosphere as is what s really happening? Nope, you saw the feather hauling butt from left to right and had no perception that the feather was actually only falling through a still atmosphere! Wind tunnels are a great tool but they convincingly lie to the minds eye, they insinuate that the air has flows and directional momentums that simply don t exist; It s the aircraft that s moving, the atmosphere is just sitting there still and wispy even though it may be a moving air-mass from your standing on still ground minds eye viewpoint. Everything you know of aerodynamics must fit both viewpoints concurrently. A molecules first reaction as to an oncoming aircraft is to be pushed forward before the arrival of the craft, before that it was just sitting there minding its own business as in not moving alike a neutrally buoyant balloon just hanging there floating along motionless within the air-mass ; as an aircraft moves towards it, its first reaction will be to move away (forward) well before impact occurs ( feet ahead of the oncoming craft). Your aircraft bulls its way through still air. Sub-flows can t be recognized when your perspective is that the air is moving, oh yes you can insert a smoke trail and see that the airflow is indeed affected well before the wings arrival but with a wind tunnel mindset, it s difficult to recognize sub-flows ; explain the Bound Vortex? OK no prob. Lift a 4x8 sheet of plywood flat up off the floor to say 5 and then tilt one end up higher say to 10 degrees; assimilating angle of attack so the higher side represents the front of the aircraft (hint). Now in maintaining the 10 degree slant lets quickly lower the 4x8 ply sheet straight down, where does most of the underside air escape too, Hmm towards the front of the aircraft. OK so in including forward motion, there is an underlying tendency that creates a general circular sub-flow about your aircraft that is pushing air forward from the undersurface of your wing to forward and up and around the leading edge of the wing thus binding around the wing and indeed the entire aircraft; the bound vortex is a reverse circular flow about an aircraft but it s not a dominate flow in that there s no way that a molecule that strikes the flap is going to move forward and up and around the leading edge but it is being pushed forward and into other air molecules via angle of attack and they pile up (simply put) to the point where some molecules that strike the underside of the leading edge, do in-fact progress forward upstream and up and around the leading edge to transgress across the upper wing surface. It s a sub-flow that is best visualized in the mind set of, moving the aircraft through an elasticized fly through fabric called still air as it truly is to your aircraft. Oddly, the bound vortex is mostly powered and is almost solely caused by the wing tip vortex which is hugely more powerful. The tip vortex is the effect of high pressure under the wing aggressively progressing towards a low pressure area (the top of the wing). It s a perfect showing of the incredible strength and power that high pressure has in acting to re-equalize into any surrounding even just lower pressure area. Leading to: There is no such thing as suction, that s right, your vacuum cleaner doesn t create suction; it creates a low pressure vacuum. The dirt particles are literally being lifted upwards from their bottom surfaces because you ve removed the atmospheres weight (thus pressure) from the particles top surface. High pressure advances into low pressure; that is a one way street! Yes this causes airflows and yes the airflows themselves cause high pressure on the bottom surfaces and low pressure on the top surfaces but (Continued on Page 4) SAM Says Page 2

3 S A M S a y s P A G E 3 Silent Flight By Dennis Stanley Saturday, the 7th of June brought 12 eager glider pilots to the field to pit their skills against Mother Nature and the evils of Murphy s Law. Well, this time Mother Nature prevailed as the morning weather was calm with light overcast skies. The first few flights were pretty short with no wind at all to aid in the launches. The altitudes achieved were nothing to get excited about and provided a challenge trying to keep your ship afloat for the two minutes needed for a good score. That was all short lived as the sun soon began to break through and a light breeze began to stir the air. In the next round the gliders were getting higher launches thanks to the breeze and now as the planes were coming off the high start they just kept going up. With only a two minute flight time restriction now created a whole new flight dynamic. Where we were struggling to keep the gliders up, we were now having to do aggressive flying to get them down and trying to hit the landing zone became more difficult. But, that s what keeps these contest interesting, and always challenging. In this type of event, skills aren t the guarantee of a wining score. The changing conditions and a whole lot of luck play the biggest hand in determining the wining slots. And, for those of you who think that flying a glider is just too boring or not exciting enough should come out and give it a try. A special thanks to Mila Gansberger (a real sweetheart) and Tristan Williams (our youngest member) for helping with the line retrieval. And, a thanks to Alice Noland for the great pictures. Contest Results Dan Noland was 1st. Malcom Beety was 2nd. Dick Moeller came in 3rd. A picture is usually worth a thousand words they say, and this holds to be true here. A good time was had by all. Just look at all the smiling faces. The President s work is never done. I ve just retrieved a shovel to remove a pile of animal scat from the glider parking area. (Editor s note: We can change your title to something more appropriate if you like!!)

4 R/C Subterfuges (14) (Continued from Page 2) it s in that high pressure is pushing its way into the vacuum hose! Lets take an above ground pool and drill a 3 hole near its base the high pressure water pushes its way out, its not that the lower pressure air produces suction and draws the water out, so the high pressure of 1 atmospheric pressure pushes into the nozzle end of your vacuum because you ve reduced air pressure at the hoses other end, yes it s powerful and fast, the air reacts to equalize its pressure at 750mph or so (@ the speed of sound); air molecule expansion at up to the speed of sound is why your vacuum works so well! OK so, I just stated that your aircraft is being lifted 100% by its under-surfaces in that the atmosphere is lifting the craft like 10 spread out hands lifting it off the table from its bottom surfaces careful here it s a trap that s absolutely correct, that s how an aircraft flies; I ll explain!!! 1 st Yes the top of the wing is by far the most important factor in creating lift, the why is because, the high pressure that s created on the bottom of the wing is free to escape via huge leaks; The wingtip vortex examples this huge leak of high pressure from the bottom surfaces. In addition to this is that the high pressure is also expanding at the speed of sound in every un-blocked direction in which case it s constantly depressurizing itself via expansion. The top side of the wing however is much more efficient at creating and maintaining low pressure and that s why the top surface is indeed the most important side of the airfoil, it produces most of the pressure imbalance. To further bemuse you; even though your wing creates low pressure on its top surface, the atmosphere is still pushing down on the wings upper surfaces, its simply pushing up more from the wings bottom surfaces; it s a created pressure imbalance but you can t remove all of the downward atmospheric pressure from a wings upper surface. The end result of the wings upper surfaces actions is only in reducing how much the atmosphere is pushing down on the top of the wing; you are being lifted 100% via the bottom surfaces of your craft despite the top of the wings constant downwards push; re: there is still atmospheric pressure on the wings upper surface pushing downward, it s only been reduced to create a pressure imbalance as to in comparing the bottom surface to the upper surface. It s physically the bottom surfaces that lifts your craft; alike10 lifting hands with another 4 hands in opposition. If you re still being stubborn, you can t achieve 0 atmospheric downward pressure on a wings upper surface and, even if you could it would still be just the bottom surface pressure physically lifting you! Proof beyond the shadow of a doubt next month. Ironic that the very inefficient bottom surface physically creates 100% of the lift; many might say, what about the overall deflecting of air downwards air has mass and therefore has weight; if you accelerate it downwards you will receive an equal upward (weight derived) reaction. I won t have it nope it has to transfer all of its mass energy into pressure, if you do insist on counting it, it s not an even trade (mass for pressure) on an aircraft because it would be almost entirely acting in by increasing high pressure under the wing which I ve shown to be absolutely inefficient. Mass energy has to be exchanged into pressure; the exchange rate is not good! Lift is 100% opposing pressure differences! Alan hold on! That s just the lead rope, allow me to tighten (and grease) my noose! Part 2 of 2 next month. Robert Shaver Contributions to the newsletter are welcome from all members. Also suggestions for articles or subjects you would like to have addressed are things I would like to know. The more people that contribute the easier it is for the Editor and the more interesting it is for the members. Contributions can be ed to newsletter@salinasareamodelers.org. Page 4 SAM Says

5 Crash s Corner Memorial Fly-In Welcome to Crashes Corner! I want to invite all of you to attend the 24 th Annual Memorial Fly-In on July 19 th at our Fabulous Field! We take this opportunity every year to honor our Missing Members whom have left us for the Great Flying Field in the sky! We display the pictures of these members on the transmitter board, fly in their honor until 11:30am when we stop to enjoy lunch together. During the lunch period I will read off the names of these members, and the year of their passing. After the names are read, we will open the floor for anyone wanting to share an experience they remember and want to share with all of us. The club will provide the hamburgers and I will bring some of my chili beans. Anyone willing to bring other foods are encouraged to do so. This is a special event, not like any other we do. Joe MacGregor in action I ve been in the club for over 30 years and feel honored to continue this event in memory of those we miss. Come join me and the other members for a day of fun and memories. MANY HAPPY LANDINGS!! Jim CRASH St.John Editor s Note: It is with sadness I must announce to you we lost another of our long-standing members Sunday Morning June 22, Richard Merrill O Grady took his place in that big flying field in the sky. Our sympathies and condolences to his wife Maria, son Kelly and daughter Rachael. We know husband/dad/friend will be greatly missed. There will be a service at Sacred Heart Church. You will be informed of the day and time. Watch your . Cub Scout Day (Continued from Page 1) All of this seemed to generate a considerable amount of interest from the boys, James and a number of parents. Kevin Jones, our in house Professor of rotor machines, had set up his FPV equipment and proceeded to explain the workings of his exotic craft followed by a flying demonstration of FPV and helicopter operations. As the wind continued to stay calm Jay Beck took to the instructors position on the buddy box, a sometimes daunting task, and worked diligently with the boy s allowing each of them to get some stick time on our trainer. Jay got a bit of a work out with the number of student pilots and several skillful low level saves. It appeared the boy s enjoyed their experience with us and I would like to compliment them on their exceptional behavior and attentiveness. It was our pleasure, and we hope to see some of them again. Dennis Stanley Page 5

6 June Calendar of Events 28 Ruddergate and Club Meeting Combination 30 Board Meeting Bob McGregor s house July 2 No Membership Meeting 5 Glider Contest 2 19 Memorial Fun Fly 26 Ruddergate August 2 Glider Contest 3 4 Board Meeting 6 Membership Meeting 9 Pylon Races Scale Fun Fly September 1 Board Meeting 3 Membership Meeting 5-7 Float Fly (pending) IMAC II (Note: this is a change in dates) 27 Ruddergate October 3-5 Float Fly (Highly unlikely!) 6 Board Meeting 8 Membership Meeting 11 Electric Powered Event 25 Ruddergate (final of the year) Club Contact Information 2014 SAM Officers Dennis Stanley, President (831) jsdenny@razzolink.com J im St John, Vice President (831) tigger1000@att.net Gary Mallett, Secretary (831) gmallett@redshift.com Bob McGregor, Treasurer (831) pilotwon@redshift.com 2013 SAM Board of Governors: Randy Bonetti, Board (831) rbonetti46@yahoo.com Malcolm Beety, Board (831) lowflyer8@yahoo.com Chuck Bosso, Board (831) chbosso@gmail.com To send any submissions to the newsletter editor: newsletter@salinasareamodelers.org This includes pictures. The above is checked regularly, so any submission will not go unnoticed. Submissions for the newsletter of any kind (this includes opinions) are welcome and will be used on a space available basis. The newsletter editor retains editorial rights to any submission soley for the purpose or correcting spelling, grammar, etc., but not to alter the intent. PLEASE NOTE! With all too much frequency the entry gate unlocking and locking procedures are not being followed. When you unlock the gate please roll the combination off code and lock both ends of the chain together. DON T leave the lock hanging open on the chain! When departing the field make sure to lock the gate if you are the last person out. Also if you always put the lock through the chain from the left (I know that is hard for you right-handers) the numbers will always be upright making it much easier for the nest entrant to open the lock. Please do your part to keep our field secure. We have not had any problems lately. Let s do our best to keep it tht way. SAM Says Volume 39 Issue 04 Page 6 Sam Says...

7 Augie Caresani s ME-262 The shots above and below are Ron Short s beautiful B-25. It has an 88.5 wingspan, is fitted with twin Saito 100 four stroke engines. When complete it will have a 4-bomb drop in any sequence and navigation lights. The airplane has not flown yet. The engines have been run and taxi tests accomplished. Nice plane, Ron! Is this what you do with your spare time on the ship??? Augie Caresani s Mosquito Gary Mallett s J-3 Cub Pictures by Robert Shaver SAM Says PAGE 7

8 MOUNTING YOUR MOTOR AND SPEED CONTROLLER By Augie Caresani In my final installment, I will be discussing the installation of the motor and proper placement for the electronic speed controller. Per my previous articles, you have done the calculations and decided on the motor and speed controller for your airplane. It does not matter, if you have chosen an In-runner or Outrunner motor for the issues will be the same. Just to review before we move on: In-runner motor This type of motor features an armature which turns inside a case, and is usually mounted to the aircraft by a clamping mount to the case. Out-runner motor This type of motor is mounted to the aircraft by a mounting plate which is attached to the back of the motor. Most of the case, on this type of motor, turns, and the propeller is directly attached to the case. When installing the electric motor, the most important factor is to make sure that the motor is securely attached to the aircraft s firewall. I have seen reports of pilots utilizing long tubular spacers (3 or 5 inches), only to the motor twist and break free. If a spacer is needed, which is almost always the case, I prefer to make a spacer from plywood. The first step is to determine the length of the spacer. Then, I take the mounting plate, and cut plywood squares that are larger than the mounting plate. Using yellow carpenters glue, I glue the squares together, and place them in a clamp to cure. At this point, I double check to make sure the length of the spacer is correct. Once the spacer has cured, I utilize the mounting plate to trace an outline of the mounting plate on the top of my spacer. Using various drill bits, band saw, and/or scroll saw, I cut away all of the extra material, leaving a spacer that looks like the mounting plate. Before mounting the motor, I often strengthen the firewall (especially in ARFs) using the very same methods that I used when I flew glow powered models. Once the motor is attached to the aircraft I then make sure the motor leads are attached to the electronic speed controller and then securely routed to prevent them from rubbing on any rotating parts of the motor or potentially shorting out on any metal surface. This is a good time to test run the motor, and if the motor is spinning in reverse, simply switch any two wires and the motor should then spin in the correct direction. The electronic speed controller will need to be placed in the aircraft where it will get plenty of cooling air. This is essential, since many electronic speed controllers will shut down if they get to hot, or worse, it could damage the electronics. For this reason, you will often see holes in the rear of the fuselage that are intended to allow cooling air to pass through the fuselage and then exit. In addition, you should not add extension wires to the electronic speed controller, especially the battery leads, since this can cause problems that can also damage the electronic speed controller. There are ways to safely extend the leads, and if this is what is needed in your aircraft, you should consult with the manufacturer as to the preferred method. I hope you have enjoyed my little miniseries on electric power system, but I would like to end my series noting that Harley Davidson has just announced they are producing an electric motorcycle. If it s good enough for Harley Davidson it s good enough for me. I wonder if Harley Davidson is going to install a sound system? Well, see ya all at the field, and don t forget to let sparks fly! Take a Look! If you have been following the politicking going on between the AMA, FAA and Homeland Security, you will know that our radio control aircraft are being referred to a drones most of the time especially by the news media. Many states have already classified what we fly as drones. Below is a link that will allow you to look at what the FAA has published as Does and don ts for model flying. It is mostly common sense, something foreign to the news media! PAGE 8

9 PLANES FOR SALE I received an from Rick Moore, retired Assistant Police Chief from the Salinas PD, that his father, Henry Moore, who was an avid model builder passed away this past year. Mr. Moore apparently built static models as well as building and flying RC models. According to Rick he has not flown for a number of years. However he does have many airplane kits in the box and some that are partially or completely built. Some of the kits are of very desirable origin, both from the aircraft model and the kit provider standpoint. Listed below are the aircraft he has available that are looking for a good home. Some pictures are included. In some cases the plans or instructions are missing. At the bottom of the page is Rick s phone number and address. Please contact him if you are interested in any of the airplanes. AT-6 Texan, Partially completed wing no plans Cessna 310Q Royal Kit complete with plans Piper Twin Comanche Kit - Plans missing P-51D Mustang OK Models kit for 25 to 45 engine Windward glider (damaged) w/servos 71" span (completely built) Plastic body Pilot Trainer 49" span Sig Skybolt Kit complete with plans Bud Nosen 1/4 scale Citabria kit (9 wing span) plans missing Piper Comanche kit - plans missing SR Falcon trainer 68" span (assembled) Bud Nosen 1/4 scale Mr. Mulligan kit 40 P-38 Lighting partially built Orline 1/6 scale Piper Tomahawk kit for engine Unknown war model 63" wingspan - completely built (no servos or engine) Rick s phone number is is - rickm222@aol.com PAGE 9

10 S A M S a y s Howard s Spitfire. Hope he s taking off and not landing!! Joe s having lots of fun as usual!! P a g e 10 Ed Pare s U-Can-Do-It Ed Pare s Sea Fury Salinas Area Modelers P.O. Box 1225 Salinas, CA