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fine engineer and model flyer, Wesley Dick, has managed to square away his new flap system. It shows a moving set of full-span, slotted flaps on each side. I have seen such a slotted system utilized by one of our new USA/FAI F2B Team members, Howard Rush, but Wesley has seemed to trump Howard by size. Howard’s system actually had a small section of the flap work in the opposite direction from the main flap near the fuselage side of his flaps while Wesley’s system ends up looking like a 747 in landing mode when its flaps are fully deflected. Wesley provided a “show and tell” work- ing example of his mechanism that he would put on his model for PAMPA compe- tition. The pictures provided decribe the system a lot better than my meager words. The shaded portion of Wesley’s “demonstra- tor” shows where the flaps attach to his mechanism.

I have spoken to Wes many times about his new flap method, and he assures me he has no reservations about its use now. He defi- nitely would incorporate the new flap system on any of his future models. Wes’s models are always within decent weight limits and thus the flaps work very well for him. He can be reached for further comment and discussion by emailing him at: or calling his home: 1-260-486-1654. The demonstration example is made from the actual hinges used in the plane. They are cut from the same 1

⁄16 -inch birch plywood

used to reinforce engine compartments, bell- cranks, etc. The physics of the slotted flap design are documented and the known effi- ciency is in the range of a 60% increase in lift over a conventional single flap.

In a standard flap the air behind it goes turbulent after a certain amount of deflec- tion. This reduces the amount of lift pro- duced and creates drag. In the split flap sys-

C/LStunt A

by allen brickhaus Allen Brickhaus: March 26, 1947 — December 28, 2013


Allen’s friend and VSC traveling partner, Wesley Dick, of Ft. Wayne, Indiana is carrying his Velvet PA- powered Stunt model to the ready lines on the “L” pad at the AMA Muncie site. Wes is an engineer and enjoys Stunt flying. His flap structure is the main subject of Allen’s column this month.

tem air flow from under the wing goes through the slot and attaches to the top side of the first flap in laminar flow creating low- er pressure and increasing the available lift.

Also the air flow from under the first flap goes through the second slot and attaches to the top side of the second flap in laminar

flow creating lower pressure and increasing its lift. More lift with less drag is a good com- bination. Greater lift will allow the plane to turn a tighter corner without stalling. Less drag will keep the plane from slowing as much, also contributing to more lift and a better score for the maneuver. The goal is to produce better performing planes by one ad-

Wesley sent Allen this picture of his Velvet (above left) with the flaps in the full extension of the up command, and the flaps are in their most downward extension. You can see the slots open on the under-belly of his Velvet’s flaps.


Wesley made this very effective and explainable working model of his flap design, and this picture (above right) depicts the flaps of the Velvet in the upward position.


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