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People old and young enjoy waxing nostalgic about and learning some of the
history of early electronics. Popular Electronics was published from October 1954 through April 1985. All copyrights (if any) are
Popular Electronics articles
on aircraft modeling. See all articles from
Anyone who has been in aeromodeling for more
than a decade or so is familiar with the name William (Bill) Winter. Bill has been in the model airplane
realm for longer than a lot of us have been alive and is one of the true pioneers of the sport. He has
served as editor for a couple aircraft modeling magazines, and has written countless articles both for
the magazines he edited and for other special interest magazines. When Popular Electronics came on the
scene in the mid 1950s, Bill was editor of Model Airplane News. Radio control was beginning
to mature from its infant state when only hobbyists with an intimate knowledge of electronics were able
to participate. Oliver Read, editor of Popular Electronics, tapped Bill's ample knowledge and skill
to craft quite a few articles for his own magazine. This one, Radio Control Installations, appeared
in the February 1955 issue. As always when reading this type of vintage material, it is amazing how
much innovation has occurred between then and today in the fields of electronics, materials, and construction
See complete list of Popular Electronics
articles on aircraft modeling.
Radio Control Installations
by William Winter,
Editor, "Model Airplane News"
One of the oddities of the radio control hobby is the persistent underestimation, even by some manufacturers,
of the problems of installing the airborne equipment. Most directions stop with a wiring diagram and
the "dope" on tuning. It is no wonder then that the beginner's first R/C installation is a rat's nest
of wires, or that the radioman's first model often is torn up by loose batteries and catapulting equipment
on the first really hard landing.
A shipshape installation is accessible, removable, facilitates proper functioning of the radio, protects
the equipment, and, just as important, protects the airplane from the equipment in a crack-up. If these
requirements are not met, the best radio in the world is rendered unreliable.
If this sounds
like making a mountain out of a molehill, consider the unnecessary damage that happens to a relay when
the receiver bangs around inside a cabin. The heavy coil may deform the frame, causing delicate pivots
to bind. This will result in skipping and sticking, eventually causing a bad crack-up or a fly-away.
This is just one of the ways a poor installation endangers the equipment.
Let's take the requirements in the order given. First is accessibility. This, like Sergeant Friday,
covers a lot of territory. Just because the frequency trimmer can be reached with a tuning wand doesn't
mean that the receiver is accessible. A slug tuner which requires tightening of a lock nut so that vibration
will not cause detuning, isn't accessible when the lock nut is under the receiver chassis! Or, you may
want to reach the relay to clean a contact, or to adjust spring tension, or reset a contact. Battery
voltages often must be read on the field, or batteries may have to be replaced, or the escapement or
servo checked. Anything that requires observation or adjustment should be readily accessible.
Equipment should be removable. Maintenance alone requires that all principal parts of the radio system
be removable, that is, battery packs, receiver, and actuator. Exhaust smoke from the engine and dust
on the field penetrate cabins, eventually causing leakages of capacitors, etc. It certainly is worthwhile
to keep the receiver chassis clean. Soldered joints need regular inspection - components may have been
pushed out of place, perhaps to the point of shorting out. Tubes may be loose, a burr might have developed
on the revolving arm of the escapement, or the armature of a servo motor may require cleaning. The radio
model is, after all, a real aircraft and, like a real aircraft, requires periodic checks. It is not
uncommon for an active hobbyist to log a hundred or more flights a year. If the equipment is not inspected
regularly, the model will become a casualty before that many flights can be racked up.
How well the
receiver does its job depends on the neatness of the installation and the provision included against
the ill effects of engine vibration upon the relay. The beginner tends to place batteries, receiver,
and escapement wherever convenient, then to run wires, like as not through space, point to point. Wires
can be grouped or cabled. Those wires that connect the switch, potentiometer, jack, sockets, and other
stationary components that remain in the plane, regardless of the removability of the receiver, batteries,
or actuators, should be fastened to the structure, led along the corners between walls and floor, or
by bulkheads (crosswise partitions) and walls.
The stationary wiring can be constricted into a very small area by a compact arrangement of the permanently
installed fixtures. By using miniature socket-type plugs, the receiver can be provided with a plug-in
cable, and the battery pack with another. Either or both can be removed by slipping out the plug. Standardize
your receiver cable connections to make receivers interchangeable between ships. One big advantage of
this practice is that friends can cooperate by sharing receivers when necessary, provided the hook-ups
are standard. On the five-pin plug the following connections are suggested: pin 1, "A+"; pin 2, "B+";
pin 3, common minus; pins 4 and 5, relay.
Damping of vibration is accomplished by a variety of shock mounting systems, the two most common
ones being a rubber band suspension of the receiver in a horizontal position, or the placement of the
receiver upon a block of foam rubber, either vertically or horizontally. If vertically mounted, the
receiver has an infinitely greater immunity to crack-up damage. Indeed, it is possible to destroy the
airplane without detuning the receiver or even knocking the relay out of adjustment, when vertical mounting
is used. Heavier and larger receivers sometimes rest upon two blocks of sponge, one at either end, or
at either side, as the case may be. The rubber is faced with 1/16-inch thick plywood (using rubber cement)
and the chassis ends or mounting lugs are attached to the plywood with small wood screws.
Example of battery installation in the belly of an airplane under the hardwood floor.
The forward box contains a hearing-aid "B" battery, the rear compartment contains the batteries for
the receiver filaments (1 1/2 volts) and the escapement requiring 3 volts.
Good shock absorption is essential to good relay operation. The writer has seen cases where a 10,000-ohm
sensitive relay considered shock proof would not pull in when mounted firmly on wood with a powerful
engine shaking the airplane. Contact pressures may not be sufficient to hold a rudder in one position
as the plane shudders out of a dive. Probably the manufacturers themselves don't know what happens to
a relay armature during repeated signaling in the presence of a severe harmonic vibration, as only modelers
seem to create it. If a good installation is able to employ the means of damping vibration to provide
crash protection as well, you are ahead of the game.
Last, but not least, is the protection of the airplane from loose
equipment. This means that all heavy objects, notably the batteries and the receiver, should not be
permitted to gather momentum before coming to rest against a bulkhead. Batteries should always rest
snugly against a bulkhead, This bulkhead should be strengthened across the grain with cross members
or plywood to prevent splitting. Its ends, or joints with the floor or walls, should be butted against
forward movement that would tear out the joints. Batteries should not be fastened down upon flooring,
and never held loosely in place. A vertically-mounted receiver that rests against a firm bulkhead, with
appropriate strengthening against splitting and movement, causes little or no structural damage and
is itself unhurt by hard knocks.
Horizontally-mounted receivers which depend on rubber-bands from the four corners of the chassis
may, on a short stop, penetrate a ply bulkhead with well imagined results to electronic equipment. A
tether cord attached to the chassis and anchored behind the chassis to some strong point, prevents the
receiver from traveling too far, although the back travel, like recoil of a gun, should be similarly
damped for safety. Even though the horizontal mounting may hold in a crash, it is likely that the Sigma
4F-type relay will be deformed. Tubes will pop out, and everything that isn't tied down, like chokes,
quench coils, and capacitors, will move out of position.
Escapements and push rods take special handling to prevent crash damage. Escapements that simply
are cemented against a balsa partition will tumble into the cabin when the plane bangs onto its nose.
A pushrod may take off like a javelin, pulling loose the linkage assembly and the rudder.
With such considerations in mind we can tackle the four typical installations given in the illustrations.
First is the old fashioned rubber-band mounted receiver, accessible in this case by means of two large
access doors in the sides of the ship. A is the plywood bulkhead; B is a thick sheet-balsa floor or
a thin plywood floor. The batteries are stacked against the bulkhead or laid flat on the floor with
their front edges flush against the bulk-head. The switches, potentiometer, jack, etc., line up along
the lower edge of the cabin on the left side, facing a right handed launcher. (This is more or less
standard, so the arrangement of accessories, switches, etc., will not be detailed in subsequent examples.)
One method for mounting a receiver horizontally is shown here.
Batteries and the socket for receiver cable are well forward.
R/C model plane with the receiver mounted horizontally. The
batteries are in the nose, mounted on a piece of plywood and inserted through the floor for easy accessibility.
Removable box containing batteries, receiver, and actuator.
This allows for easy removal from a plane and interchange between planes.
The receiver is suspended by rubber bands (two light bands to each corner stretched to about one-third
their limit). C is a tether cord attached to the rear wing hold-down dowel, D. F is a small chassis
mounting two sockets, one to accept the battery cable lead, the other the receiver cable. Note the structural
cross members, G, that reinforce bulkhead A. The section forward of this reinforcement is double skinned
on each side, with the inner, thicker skin-3/16 or 1/4-inch thick sheet balsa, butting against bulkhead
A popular mounting method is to have both receiver and batteries vertical. This provides excellent
accessibility to the radio from the open top of the cabin, and to the battery pack from the removable
top of the nose section. A is a 1/4-inch sheet-balsa bulkhead; B is either a 1/8-inch plywood or a 1/4-inch
sheet-balsa bulkhead, whose grain runs across ship. Note that the impact of the batteries is against
this bulk-head; that of the receiver, partly snubbed by foam rubber, is transmitted through A. The impact
of the snug fitting batteries is transmitted to the key bulkhead B. Switches, potentiometer, and jack
line up as before, well out of the way should the receiver swing from side to side. C is a foam rubber
block, against which the receiver is anchored by small rubber bands. The tension of the bands is just
enough to prevent the receiver from hanging loosely or swinging back and forth on landing. The battery
cable D comes through bulk-head A, and plugs into a socket on chassis E. The receiver cable plugs into
a similar socket. Note that the escapement is fully accessible.
The beauty of the torque rod linkage to the rudder is that the linkage cannot damage the escapement
in a crack-up, whereas the pushrod type transmits a blow to the escapement assembly. Pushrods and bellcranks
also put a dead weight on the escapement, which can be a handicap when the nose is down. Pushrods usually
require heavier rubber drive for safety and this in turn makes escapement and per-formance more critical.
A variation of the vertical-type mounting is also shown. Here, a plywood floor A extends between
bulkheads C and D. Observe that the floor continues forward of bulkhead B, so that the battery weight
can be carried far enough toward the nose for correct balancing. Battery boxes bolt directly to the
floor, and are accessible by means of a large bottom hatch. The Acme Products Company makes sturdy battery
boxes for all popular battery combinations including hearing aid "B" batteries. If desired, a large
"B" battery may be dropped into place between bulkheads B and D, with D then requiring the usual forward
structural support. Escapements, switches, etc., are mounted as before. The large plywood floor is ideal
for anchoring the heavier motor-driven servo-type actuators.
Still another arrangement having very special advantages is the removable box method. This box contains
the batteries, receiver, and even the servo or escapement. By detaching the linkage from the actuator,
the box can be lifted from the plane without disconnecting a wire. Moreover, it can be dropped into
another plane. It is unnecessary to have an actuator in every plane with this set-up. The batteries
are packed in a forward compartment in the box; the actuator is mounted at the rear, but in such a manner
that it does not snag the adjacent bulkhead when the box is lifted out. Switches, potentiometer, jack,
etc., have to be on the bottom of the box, and are reached through holes in the bottom of the ship when
the box is in place. In fact, the toggle switch handle extends from the bottom. Usually more confined
than a wide open cabin, the box requires that some receivers be beam mounted, that is, placed upon two
blocks of foam rubber at either end, or along the sides.
It is not intended that these examples be followed to the exclusion
of the reader's own ideas. Rather, it is hoped that this resume of a few of the better kinds of in-stallations
will assist the newcomer in the successful operation of his new plane.
It would be well to draw upon these comments in sketching in any installation upon the plan that
comes with your airplane kit - before cementing a piece of wood. Few kits detail installations, merely
saying, put the batteries here, etc. Nor are they always wise in the location of some items such as
an escapement. The average modeler is a great individualist, especially in radio control. So don't be
afraid to "gild the lily." END
Posted August 20, 2011
Vintage Popular Electronics Magazine Articles
- R/C Reliability,
March 1955 Popular Electronics
Robot Helicopter, November 1956
Model Boat for the 27 mc. Citizens Band , March 1953 Radio & Television News
the Power - R/C Plane, January 1955
R/C Batteries, July 1955
- 3 and 4 Finger
R/C Escapements, January 1955
- Radio Control
of Models, October 1954
- The R/C Cloud, February 1960
Control Installations, February 1955
Escapements & Servos, February 1955
- Flying the R/C
Plane, December 1954
- The Lorenz
Transmitter, December 1954