The President’s Report        I had a great time at our Aquafest float fly last Saturday. I was very happy to see many members show up throughout the day.  I’d like to thank Carol and Darwin Avery for putting up with us again, and allowing the use of their lakeshore property and boats.  Thanks to Wayne Barta and Chuck Dorey for cooking for us. Them guys know how to throw a last minute weenie roast.  Also thanks to Don Filter and Wayne Barta for helping make my first float plane a great success. Rumor has it there may be video of one small incident posted on our club web site soon J. We did not have enough members present at 9:00 AM to hold our monthly club meeting, but that was not a problem. We have very little business on the agenda, and it will just keep till next meeting.       The Parks and Recreation Dept. did approve our proposal for a field shade shelter at our Moon Lake Field. When we went back to Menards to get it, it was no longer on sale.  That put things on a temporary hold until we can put our heads back together at our next meeting. Since our last meeting I have heard many member suggestions concerning a field shade shelter, and the layout of our field.  We may want to re-analyze the whole situation.       A few members and myself have had the opportunity to fly at Leon’s Olszewski’s field in the last few weeks. We still need to finalize if our club should cover that site with our clubs AMA insurance.  I personally think we have enough members in the Chetek area to justify the extra expense to the club.  It
					would also be a good idea to have that coverage if Leon decides to host an annual fun fly at his place J.       I was informed by Jim Dorrance (RLYSA president) that there will be High School soccer practice starting up on Tuesday and Thursday evenings 5:30-8:30pm. That will run all summer up until games start in Aug.  Jim said they would try to use the far North fields and park in the overflow lot.   Jim said they are very happy with our coexistence to date, and wants to work with us to continue our shared use of Moon Lake Park.  Jim reconfirmed that Sunday was our day.  Inattentive or unsuspecting park goers may become the bigger issue.   I personally do not feel comfortable flying (especially larger planes) in an uncontrolled setting.  For me it’s a safety issue and has nothing to do with sharing our facilities.   Please give me your thoughts on the situation.       We still have no volunteers for a Public Relations/Event Committee chairman, and a Food concessions committee chairman. Our first Float Fly of the season proved to me that we do not need to be very organized in order to have great fun as a small group. It all depends on where our members want to take our club. If we want to be small and personal, we can do without these positions. If we want to attract more attention from the public and other clubs, then I believe that is where a more organized club structure is required. Our first two events of the summer have not been extensively advertised, and I would not expect very large turnouts in return.  As long as we are all thinking on the same page, I see no problem.  We should be thinking about if we want to hold any other flying events this summer, and if so, how to set them up.       Our next club meeting will be on Sunday, July 11th, 1:00PM at our Moon Lake Park Field. This coming Saturday is our Aquafest Fun Fly at Moon Lake Park.  I hope you all can come and join the fun.   Till next time… Kevin
					Engines: Mounting Direction By Ed Moorman   The direction you mount your engine— upright, sideways, or inverted—can have a considerable effect on how easy it is to start and run. I am going to discuss the pros and cons of each method, but first there is an important item that might be overlooked: the fuel tank location. Locating the fuel tank correctly could play a major part in the direction you mount your engine.      (continued)

	If you are not using a fuel pump or regulator (and most people don’t), the carburetor jet should be at a location level with, or no more than a quarter inch below, the centerline of the tank. This will give the most consistent engine runs.   The Carburetor Jet For most engines, the carburetor jet is even with the needle valve. Some carburetors have an offset, or even remote, needle, so let’s use the jet.   Look into the carburetor of your engine. There should be a tube down in the throat running part or all the way across. If the tube runs all the way across, the jet is on the bottom. This jet should be even with the center of the tank. If the tank is too low, the engine will lean considerably during flight. If it is too high, the engine will tend to flood easily and run rich. When the tank is properly located and the engine correctly set, the engine should run slightly rich for the first minute or so. Then, it should run at full power for the remainder of the flight. Trainer Maladies Take a look at your trainer or another airplane with the engine mounted upright. I’ll bet the carburetor jet is at or near the top of the tank. If this is the case, your engine will lean out considerably during the flight. Muffler pressure helps some but still does not cure the problem. Raising the tank is the only effective solution. Upright Mounting An upright mounted engine is the easiest to handle. The controls, low and high speed needles, and the fuel nipple are in sight and easy to access. In addition to being the easiest to handle, this is also the safest, especially when you are just learning to fly. A hard landing usually results in nothing more than a broken propeller and bruised ego. Balanced against this is the fact that an upright engine is easy to flood. Fuel can only run into the crankcase so you need to be careful of over-choking before attempting to start. Also, if you do not unhook your pressure line when you are filling your tank, the overflow goes into the muffler. This excess fuel can run from the muffler into the cylinder, causing flooding and a possible hydraulic lock during start. Another possible detraction of upright mounting is many kits with upright engines have the tank mounted very low. This results in lean runs. When you are breaking in an engine and running it sloppy rich, this doesn’t matter much. However, when you want the engine to scream, a low tank can mean a lean setting at the end of the tank. In the worst case, this will result in an overheated engine, a blown glow plug, or a possible engine seizure.		Side Mounting This is my favorite engine mounting direction. The engine is fairly easy to run. The main needle valve is easy to get to, but the idle needle is now underneath, meaning you have to lift the airplane or turn it over to make an adjustment. I hope you will only have to do this a couple of times when the engine is new, so this problem won’t be a big concern.   It is harder to flood a side-mounted engine as excess fuel can run out of the carburetor onto the ground rather than into the crankcase. It is also much easier to get the correct tank location with side mounting. All you have to do is put the tank directly behind the engine and the proper location is assured. A minus for side-mounted engines, especially for new fliers, is the muffler. If you make a fairly hard landing, the nose gear may bend enough for the muffler to hit the ground. I have seen cylinders torn completely off the engine and the piston hanging in the breeze after a hard landing where the muffler hit the runway. Inverted Mounting Many people don’t like inverted mounting, although it is popular for Scale and Pattern airplanes. An inverted engine is actually hard to flood—all the fuel tends to run out of the carburetor onto the ground. However, it is hard to clear a flood if you do have one. You need to turn the airplane over, remove the glow plug, or both. Inverted engines also are harder to start by hand until you master the technique. Many people turn the airplane over in a cradle to start the engine the first time. For subsequent flights, the engine should start easily. The tank should be placed lower in the airplane since the carburetor jet is lower. This can be a problem for some designs. Inverted mounting is the most streamlined, especially when using a rear exhaust engine. If you have not used a rear exhaust engine before, talk with someone in your club who has one before you go out and buy one. Nearly all rear exhaust engines are pipe-tuned and do not come with mufflers. Well, there you have it: the whys and wherefores of engine mount direction. from TRCC Noise Tucson Radio Control Club Chuck Brooks, editor Tucson AZ

	Dead-stick Landings By Marvin Hinton Seems like a strange title, right? Well, it’s not so strange when you consider the fact that the only time most of us use the rudder is when we are on the ground. The rudder is there for us, offering its services from the moment we start our takeoff roll to the final taxi back to the pits, yet most of us totally ignore it while in the air. Our former safety officer once stated, “On takeoff, the rudder is the first control surface to gain control on acceleration and the last to lose control on landing.” Well, most of us have learned that the hard way, during takeoff, landing, and taxiing, but the rudder is capable of a lot more than just keeping our airplanes going in the right direction on the ground, which brings me to the personal side of this article. I crashed a beautiful biplane recently. I had just brought it out of retirement and it was ready for its initial flight. Knowing that it had a history of bad ground handling, I was very careful on takeoff to apply sufficient rudder to keep it going down the white line of the runway. The takeoff was accomplished without incident despite low power input from the four-stroke engine. Then, much to my surprise, once airborne, the airplane took a sharp turn to the left, struggling unsuccessfully to gain altitude. Despite full right aileron input, the airplane hadn’t enough airspeed to get proper aileron and elevator response and it continued its wayward journey to an ignoble crash. What was my rudder doing during this short flight? Nothing! As usual, I had allowed the rudder to return to neutral immediately after takeoff. Had I applied some right rudder when the airplane veered to the left, I probably could have brought the airplane back to a safer heading and avoided a serious crash. Why do most of us ignore the rudder once our airplanes are in the air? It is one of the most important and least used of our three control surfaces. I have learned a good lesson and have my name on the crash trophy to prove it. We were once encouraged to learn how to make “coordinated turns.” This requires the slight application of rudder plus some compensating aileron adjustment and can result in a much smoother and more professional looking turn. Try it out. In other words, stop ignoring that forgotten rudder and let it help you expand your flying skills. from The CAM Journal Central Arizona Modelers Inc. Marvin Hinton, editor Sedona AZ		Upcoming Events   June 19th, Aquafest Fun Fly Club field in Moon Lake Park. Flying starts at 10:00AM   June 20th, Aquafest parade Contact Joe Zamiski 715-354-3230   June 26th and 27th, Hungry Hollow show 7:00AM-5:00PM   July 25th, Winnebago RC Flyers All Scale Fly 10:00AM- Sunnyview Flying Field, 590 Cty Hwy "Y", Oskosh,Wi.   August 2nd, Superior Club Fun Fly Contact Tom Godfrey at tgodfrey@cpinternet.com   August 14th, Eau Claire Club Fun Fly Contact Scott Walby for more info at 715-832-7544   August 14th, Rice Lake Regional Airport Annual Fly In 7:00 A.M.- 2:00 P.M. We have been invited to have a static display at this event.   August 22nd, 4th annual R.C. Fly-In Rick’s Hobby Farm in New Richmond. 10:00AM to 5:00PM   August 28th, Indianhead Club Fun Fly Cumberland Airport.  Contact Doug Zimmer at 715-234-4856