RC Sport Flyer Apr 2014 (Vol 19-04)

RC Airplanes | Gliders | Helicopters

pg 84

POLARON EX, IT’S HOTT

Mike McConville Designed Sbach 342 60 ARF

26 New Products AMA Trade Show 2014 Making Lost Foam Fuselages Putting Aresti Sequences Together Flying Surface Molds Made Easy APRIL 2014

USA & CANADA $6.49

• • • • •

RC-SF.COM

Fly This Scale Airplane Anyway You Like!

NEW 300 CFX

300-Class sizE. 700-Class FEaturEs. Just $400.

Enjoy many of the same pro-class features you would find on a 700-size heli for a fraction of the price with the Blade 300 CFX. This remarkable little machine is far more than a mere upgrade of the popular Blade 300 X. Besides the addition of carbon fiber and aluminum parts, it has been equipped with the same groundbreaking servo geometry used on the Blade 700 X Pro Series helicopter.

And you get all this, plus brushless power, BeastX flybarless stabilization and the security of Spektrum DSMX® control for just $399.99. You simply won’t find another flight-ready 300-size heli that offers so much for so little.

The 300 CFX comes with the same servo geometry used on the Blade 700 X Pro Series helicopter.

This unique servo geometry keeps swashplate links near vertical throughout their range of motion so you enjoy flawless cyclic and collective response that feels almost telekinetic.

550mm

140mm

195mm

510mm

facebook.com/bladehelis

©2014 Horizon Hobby, Inc. Blade, Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, Inc. All other trademarks, service marks and logos are property of their respective owners. Patents Pending. Actual product may vary slightly from photos shown. 43655

300 CFX FEATURES • Carbon fiber main frame

• E-flite 25A brushless heli ESC

• Optimized geometry

• E-flite DS76 digital cyclic servos

• 245mm carbon fiber main blades

• E-flite DS76T tail servo

• CNC aluminum head

• Requires a 6+ channel DSM2/DSMX transmitter, 3S 1350mAh 30C Li-Po battery and a charger, all sold separately

• Integrated bearing block servo mounts • Spektrum™ AR7200BX Flybarless Control System • E-flite® 320H 4500Kv brushless outrunner motor

Get to BladeHelis.com right now to learn more about the Blade 300 CFX and to find the Blade retailer near you.

VISIT

Your Local Retailer

CLICK

horizonhobby.com

CALL

1.800.338.4639

SERIOUS FUN ®

QuadPack 25:

• 490 Hz refresh rate • 6S LiPo • 25 amps • 8 amp peak BEC* *This package contains one MultiRotor 25 with a BEC and three with no BEC. The single BEC supplies power for all 4 controllers

QuadPack 35:

• 490 Hz refresh rate • 6S LiPo • 35 amps • 7 amp peak BEC* *This package contains one MultiRotor 35 with a BEC and three with no BEC. The single BEC supplies power for all 4 controllers

TABLE OF CONTENTS DEPARTMENTS

10 LEADING EDGE 12 HOT PRODUCTS 96 ADS’ INDEX 97 MYSTERY PLANE

LEARN AN SIMPLE STEP-BY-STEP METHOD FOR MAKING COMPOSITE FUSELAGES — IT’S EASY!

PG 44

BUILD

26

2014 AMA CONVENTION TAKE A TOUR OF THE ANNUAL ONTARIO, CA TRADE SHOW TO SEE THE WINNING MODELS.

By Pete Bergstrom

32

SURFACES MOLDS DISCOVER HOW EASY IT IS TO CREATE ACCURATETO-SCALE SURFACE MOLDS.

By Rob Caso

38

HOW TO

44

LOST-FOAM FABRICATION LEARN THE EASY AND INEXPENSIVE WAY TO MAKE COMPOSITE FUSELAGES.

By Tom Wolf

OUR PROFESSIONAL PILOT SHOWS YOU HOW TO ASSEMBLE ARESTI SEQUENCES INTO A ROUTINE.

By Daniel Holman

LEARN WHAT IT TAKES TO PUT ARESTI SEQUENCES TOGETHER.

PG 50

SUPER SPORTSTER 60 GET A BUILDER’S SECRETS TO MAKING YOUR MODEL’S WING JOINTS STRONG.

By Jeff Troy

PG 32 ROB SHOWS YOU HOW TO MAKE SURFACES MOLDS FOR YOUR NEXT SCALE PROJECT. 6

50 AEROBATICS PART 13

RC SPORT FLYER . APRIL 2014

3-VIEW

58

CESSNA 185 SKYWAGON SEE HANS-JÜRGEN’S DOCUMENTATION OF THIS LIGHT UTILITY AIRPLANE IN HIS 3-VIEW DRAWINGS.

By Hans-Jürgen Fischer

APRIL 2014

COLUMN

62

COMPARTMENT SEALING

DISCOVER WHY YOU SHOULD BUY THIS FUN, MICRO QUADCOPTER.

66

PETE DETAILS HOW TO SEAL YOUR MODEL’S ENGINE COMPARTMENT.

By Pete Bergstrom

72

MICRO MULTIROTOR

ELETRIC MOTOR POWER TAKE AN INSIDE LOOK AT BRUSHED MOTORS AND AN E-POWERED MODEL.

By Andrew Gibbs

101 76 HELIS PART 5

IF YOU’RE LOOKING FOR A LITTLE FUN, YOU’LL WANT TO READ OUR REPORT ON THIS MICRO QUADCOPTER.

By Lucidity

PG 72

GET AN EXCELLENT EXPLANATION OF TRANSLATING TENDENCY AND HOVERING ATTITUDE.

By Dave Phelps

GRAUPNER’S NEW POLARON IS A “STAND-UP” CHARGER THAT IS NOT BOWING TO ITS COMPETITION.

REVIEWS

82

ESPRIT STANDBOX THIS NEW MODEL AIRPLANE STAND WILL SAVE YOUR AIRCRAFT FROM DENTS AND DINGS.

By Staff

84

GRAUPNER / SJ POLARON EX A CHARGER THAT MAKES BATTERY MAINTENANCE AS EASY AS TAPPING A LCD SCREEN.

By Staff

PG 84

PG 90 SKYLAR TUCKER, OUR COVER MODEL, SHOWS OFF THE BEAUTIFUL DESIGN LINES OF HANGAR 9’s NEW SBACH 342 60 ARF. facebook.com/rcsportflyer

9 90 HANGAR SBACH 342 60 READ THIS REVIEW TO SEE HOW EASY THIS NEW MIKE McCONVILLE DESIGN IS TO BUILD.

By Wil Byers RC-SF.COM

7

RC SPORT FLYER MAGAZINE

RC Airplanes | Gliders | Helicopters

P80 1/4-SCALE SUPER CUB GETS E-POWER

CUBS N’ COUSINS 2013 EXCLUSIVE EVENT REPORT H HANGAR 9 1/4-SCALE SUPER CUB H FIRST PERSON VIEW EXPLAINED

THE RC AIRCRAFT PILOTS AND BUILDERS MAGAZINE

Exclusive Event Report Cubs n’ Cousins 2013

Airborne Models’ 1/3-scale Clipped Wing Cub hovers on power from a DA-100 engine

PUTS YOU

IN THE ACTION TESTED

NOVEMBER 2013 VOLUME 18 ISSUE 11

O.S. GF40 4-Stroke Gas Engine NEW JR XG14 Transmitter Moswey Glider

USA & CANADA $6.49

A 26-CC POWERED TAYLORCRAFT

That is Bind-N-Fly Fun!

RC-SF.COM NOVERMBER 2013

SUBSCRIBE@RC-SF.COM for

ONLY 29.95 Digital now only $21.95 $

It’s FREE!

It’s FUN

It’s

’s

EDITOR IN CHIEF Wil Byers wil@rc-sf.com ASSISTANT EDITORS Caroline Minard Bess Byers Lucy Teng Asa Clinton PRODUCTION Zhe Meng mengzhe@kionapublishing.com PHOTOGRAPHY Wil Byers Bess Byers GRAPHIC DESIGNERS Zhe Meng Bess Byers Shi Yuang graphics@rc-sf.com WEBMASTER CONTACT Chang Liang web@kionapublishing.com OFFICE MANAGER/ Sue Wharton CIRCULATION support@kionapublishing.com OFFICE ASSISTANT Sue Wharton CIRCULATION Christian Wells MARKETING Wil Byers Sue Wharton ads@rc-sf.com CONTRIBUTING EDITORS Rob Caso, Gene Cope, Andrew Gibbs, Daniel Holman, Mike Hoffmeister, Richard Kuns, Joe Nave, David Phelps, Steve Rojecki, Gary Ritchie, Mike Shellim, Patrick Sherman, Jerry Smith, Jeff Troy, James VanWinkle, Tom Wolfe RC Sport Flyer (ISSN: 1941-3467) is published monthly for $29.95 per year by Kiona Publishing, Inc., P.O. Box 4250, W. Richland, WA 99353-4004. Periodicals postage paid at Richland, WA and additional mailing offices.

POSTMASTER Send address changes to RC Sport Flyer, P.O. Box 4250, W. Richland, WA 99353-4004.

OFFICE (509) 967-0831 HOURS M–Th 8-4, Closed Fri, Sat & Sun.

SUBSCRIPTIONS kionasubscribe.com TOLL FREE (ORDERS ONLY) (866) 967-0831 EDITOR/ADS/DESIGN (509) 967-0832 E-MAIL subscriptions@kionapublishing.com FAX NUMBER (509) 967-2400

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HOBBY SHOP DISTRIBUTION BY

Kalmbach Publishing Co. (800) 558-1544 ext. 818

2014 Alpine Quiet Flyer Adventure for Gliders, Sailplanes, & Electrics June 26 – 29 Joseph, Oregon FMI alpinesoaring.com 8

RC SPORT FLYER . APRIL 2014

Subscriptions: USA and possessions and Canada: $29.95 per year, $49.95 overseas.

Washington residents add 8.3% sales tax. Single copies $6.49 plus $4.00 S&H U.S. All payments must be in U.S. funds. Visa, Mastercard, Amex, and Discover accepted.

Send to: RC Sport Flyer – Circulation, P.O. Box 4250, W. Richland, WA 99353-4004.

Please allow eight weeks for change of address.

MEDIA USE:

FOR PRESENTATION PROJECTIONS, FLAT SCREEN MONITORS, CRT MONITORS USE

a. HEXACHROME #09195B or b. R = 9 G = 25 B = 91

FOR PRINT (Lithography, Screen printing), USE

a. PMS 294 Uncoated b. C = 95 M = 65 Y = 17 K=5

or

CONTRIBUTIONS: Articles and photographs are welcome, but cannot be considered unless guaranteed exclusive. When requested we will endeavor to return all materials in good condition if accompanied by return postage. RC Sport Flyer assumes no responsibility for loss of or damage to editorial contributions received. Any material accepted is subject to possible revision at the discretion of the publisher. Publisher assumes no responsibility for accuracy of content. Opinions of contributing authors do not necessarily reflect those of the publisher.

RC Sport Flyer will retain author’s rights, title to and interest in the editorial contributions as described above in both print and electronic media unless prior arrangement has been made in writing. Payment for editorial materials will be made at our current rate. Submission of editorial material to RC Sport Flyer expresses a warranty by the author that such material is in no way an infringement upon the rights of others. The contents of this magazine may not be reprinted traditionally or electronically without permission of the publisher.

Copyright ©2014 All rights reserved.

Printed in the USA

The Best Adhesive Selection for All Foams.

With the addition of Foam-Cure, BSI gives you the most choices when building your foam aircraft. With over 60 items, BSI has the largest selection of CA and epoxy adhesives available for modelers. Consistent high performance and freshness is what BSI provides in the adhesives that are always available at your local hobby shop.

“Your Adhesive Company for Over 30 Years.”

To find a dealer or ask a question of The Glue Pros, go to: www.bsi-inc.com • info@bsi-inc.com (805) 466-1717 • 8060 Morro Road • Atascadero, CA 93422 • USA Find us on Facebook at Bob Smith Industries

LEADING EDGE

WIL BYERS

T

his issue marks Kiona Publishing, Inc.’s 20th anniversary in the business of publishing RC Sport Flyer magazine. Truly, it seems like it was yesterday when we set out to create only a newsletter, that then promptly morphed into a magazine. Time does fly!

For me, the reality of doing this magazine is that it inspires me. It motivates and educates me. Each day, month after month, it rouses me to get out of bed, make my way to the office, keep me current on what is happening in the RC industry and community, and to publish content that will advantage our readers. While other RCers may focus on the building or piloting, I’ve given my last 20 years to having an absolute blast writing about and publishing what makes RC aircraft of all types fun and enjoyable to fly.

It is just a hoot, a holler and a whole lot of fun assembling and building this monthly RC magazine. Think of it the way I do: I get to read about airplanes, gliders, helicopters and now multirotors pretty much all day; play with computers most days; talk with my writers and friends; peruse the Internet looking for trends in the hobby; travel to RC events to get reports; build lots of different aircraft and to fly them. Moreover, I have a ton of fun complaining about all the problems that face a small business person.

Sometimes, I even get to play hooky from the office, usually to be in my workshop completing a review project or programming a transmitter system. Other times, I’m found on the slope or at the RC airfield. Then too, there are those times when I’ve been fortunate to be able to visit model manufacturers to see how they build or create RC products. I guess I can say I’ve not really “worked” much in the last 20 years.

It sure seems to me that many of you are motivated by this hobby too. I know so because, over the last 20 years, I’ve seen truly outstanding innovations in the hobby come from your minds and hands; i.e., electric motor systems, 2.4-GHz radio frequency systems, Lithium Polymer battery packs, gyros, first person view (FPV), multirotors, GPS guidance, turbine engines, software to die for, etc…

The people, products, events, innovations and stories are what continues to keep me motivated and driven to pump out content each month. I expect I’ll keep doing it for a number of years to come. Most importantly, I want to keep interfacing with my readers and everyone in the hobby. I sincerely, hope you feel the same and that this superlative RC sport is keeping you on point. If so, let me know what inspires you. Send me an e-mail or message. I’ll try to share a few of your thoughts the readers.

EVENTS Let me shamelessly share some 2014 RC events we’ll be attending, in the hopes that you’ll attend.

First we’ll be at Top Gun checking out the scale masterpieces that are shown and flown. We’ll also be enjoying the sunshine that Florida offers in late April. We hope to see you there. April 30–May 4, franktiano.com Next we’ll be at Joe Nall 2014. As most RC enthusiasts know, Joe Nall is now the largest model aviation event in the world. Pilots, vendors and spectators come to Joe Nall from the world over. We’ll be there shooting lots of photos and visiting with friends old and new. May 9–17, tripletreeaerodrome.com If you are soaring enthusiasts, do not miss RC Sport Flyer’s Alpine Quiet Flyer Adventure 2014 in Joseph, Oregon. This event is for pilots of all ages and skill levels, and it’s free! It is about flying electric-powered airplanes and gliders/sailplanes in a very pristine alpine environment.

It is also about tossing your aircraft into the rising air that comes up from the deepest canyon in North America, Hells Canyon, at the Memaloose airstrip; or, it’s about flying at the Joseph Airport. June 26-29, alpinesoaring.com Next on our agenda is the Cubs N’ Cousins event in Othello, Washington. Last year’s event was a huge success, with pilots from all over the Northwest participating. What you need to know about Cubs N’ Cousins is that it is for Cub type airplanes as well as their derivative cousins, which is to say there are many airplane types eligible to enter.

August 22–24, rc-cubsncousins.com Washington Warbirds will happen at the end of the season. It will be held at the Miniature Aircraft Association Field, which is about 10 miles northwest of Richland, Washington. This is a superb RC airfield, with two paved strips, lots of parking, good facilities, great weather and a super bunch of club people who will keep the event on track. August 29–31, rc-warbirdflyer.com.

APC Competition propellers for the intermediate and

advanced sport flyer as well as the competition community.

Over 400 pitch/diameters available ranging from slow-flyer electric to High performance Giant Scale Racers.

Visit the APC Prop Website for product selection and detailed information on product design and features.

LANDING PRODUCTS All propellers are in stock and overnight delivery is available.

Proudly made in the USA

10

RC SPORT FLYER . APRIL 2014

1222 Harter Ave., Woodland, CA 95776 (530) 661-0399 est. 1989 by Mr. Fred Burgdorf

Fuel Injected Genius

62GXi

The NEW EVOLUTION Engines 62GXi with SureFire EFI ®

™

Now there’s a giant scale gas engine for those who don’t have engine tuning expertise. The new Evolution 62GXi is a potent 62cc engine with the power and convenience of electronic fuel injection. You’ll never touch a needle valve yet still enjoy starting ease, reliability and long engine life. That’s because exclusive SureFire™ EFI technology built into the engine uses finely-tuned software and sensors so the 62GXi gets the perfect flow of fuel regardless of where or what you fly. Even an aluminum wraparound muffler is included. Flying big has never been simpler.

The SureFire™ EFI electronic fuel injection system is another Horizon Hobby innovation.

• Displacement: 3.8 cu in (61.5cc) • Bore: 1.80 in (46.0mm) • Stroke: 1.50 in (37.0mm) • Cylinder type: Ringed piston, Nikasil-plated cylinder • Weight with Muffler and Ignition: 66.6 oz (1888 g) • Propeller Range: 22x8–24x10 • RPM Range: 1,000–8,000 So if you’re looking for the most hassle free giant scale gas engine experience, visit EvolutionEngines.com today to get more information and find your local retailer.

VISIT

Your Local Retailer

CLICK

horizonhobby.com

©2014 Horizon Hobby, Inc. Evolution, SureFire, the Evolution logo and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, Inc. 43443

CALL

1.800.338.4639

SERIOUS FUN.™

HOT PRODUCTS AIRBORNE MODELS TWO-PIN EZ CONNECTOR W/ PULLER

N

ow you can stop fighting your airplane’s power system’s connectors to get them apart with Airborne Models’ new 2-pin EZ connectors, with puller. It will revolutionize the way you disconnect your airplane’s power system.

With the new 2-Pin EZ Connector, with Puller, you’ll stop tearing your airplane’s up trying to get the battery pack disconnected from the speed controller. No longer will you fight the connector to get it apart after a flight or a charge cycle. Instead, you’ll use the EZ Connector’s puller to get the connectors apart easily and without the worry of ripping the battery out of the airplane, or worse, when the plug finally snaps apart. Only with Airborne Model’s puller system can you quickly and easily separate the male connector from the female connector, without having to yank on the connect with all your might.

Then too, the 2-Pin EZ Connector’s are gold plated for the lowest possible circuit

resistance at the connector. As such, you’ll get the full potential of the batteries power delivered to the electronic speed controller.

Price

$7.99 (KP0011213)

Specifications Max Current Plating Connectors Puller

40 amps Gold Three per pack One per pack

Distributor Airborne Models 2403 Research Drive Livermore, CA 94550 Phone: 925-371-0922 airborne-models.com

BLADE 300 V HELICOPTER

B

lade’s new 300 CFX helicopter is more than a mere upgrade of the popular 300 X. It adds carbon fiber and aluminum parts, and is now equipped with the same ground breaking servo geometry used on the Blade 700 X Pro Series helicopter.

The Blade 300 CFX uses the same servo geometry as the Blade 700 X Pro Series helicopter. It virtually eliminates mechanical inefficiency by keeping swashplate links near vertical throughout their range of motion. The result is flawless cyclic and collective response that feels almost telekinetic. This is a helicopter to consider for the warm summer weather headed your way.

Features • Carbon fiber main frame • Optimized servo geometry • 245-mm carbon fiber main blades • CNC aluminum head • Integrated bearing block servo mounts

12

RC SPORT FLYER . APRIL 2014

Specifications Type Collective pitch flybarless electric helicopter Main rotor 21.7 in. (550 mm) diameter Tail rotor 5.5 in. (140 mm) diameter Weight 18.0 oz (510 g) Length 20.1 in (510 mm) Main gear ratio 12.72 Motor 4500 Kv outrunner Kit BNF Basic Control system 120-degree CCPM Rotor blade 245 mm length Experience Expert Level Assembly No Required

• 11-tooth pinion gear • Spektrum™ AR7200BX Flybarless control • E-flite® 320H 4500 Kv brushless outrunner • E-flite 25-amp brushless heli ESC • E-flite DS76 digital cyclic servos • E-flite DS76T tail servo Price

$399.99 (BLH4650)

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

Specifications

DLE DLE-61 GAS ENGINE

M

ore power at lighter weight.

Innovation is the key to excellence. The new DLE-61 engine is upgraded to make it lighter weight and to give it more power. They’ve added innovations like a magnesium alloy crankcase, improved crankshaft bearings, and a better design for the piston/cylinder fit. The DLE-61 weighs just under four pounds and delivers over six horsepower. A special airplane type carburetor, muffler, standoffs and electronic ignition are included in the package. It’s a solid 60-cc-size engine.

Features • Efficient, lightweight design for high power-to-weight ratio • Lightweight piston for fast acceleration.

• Excellent compression and low vibration

Displacement Bore Stroke Weight Engine Muffler Ignition Module Output Propellers

61.0 cc (3.7 cu in) 1.85 in. (47 mm) 1.38 in. (35 mm) 3.65 lb (1655 g) 2.8 lb (1273 g) 3.9 oz (110 g) 3.9 oz (110 g) 6 hp @ 7500 rpm 22 x 10, 23 x 8, 23 x 10, 24 x 8

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

• Increased piston/cylinder contact area • CNC-machined parts • Enlarged crankshaft bearings • Two petal reed valve • Muffler included for optimized power • Electronic ignition Price

$449.99 (DLEG0061)

SPEKTRUM DX6 TRANSMITTER

T

he new DX6 has been designed from the ground up to deliver more than you would ever expect from a 6-channel transmitter, especially in its price range. This very affordable transmitter gives you an abundance of programming features for airplanes, helicopters and sailplanes. You also get other extras like voice alerts, a wireless trainer link and enough internal memory for up to 250 models.

Features • Ergonomically designed case w/ comfortable rubber grips • Stores 250 models in memory, expandable by SD card or PC • Direct System Menu Access — no need to power off to access menus • Includes voice alerts and wireless trainer out of the box • Supports Air/Heli/Sailplane model types

Specifications Channels Modulation Band Receiver Model memory Modes Transmitter Battery

6 DSM2/DSMX 2.4 GHz AR610 included 250 User Selectable 1 – 4 4 AA batteries (Included)

facebook.com/rcsportflyer

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

• Easy to use AirWare software • Smooth, precise four-bearing gimbals • AR610 6-channel full-range receiver included • Programming capability for most sailplanes — supports 4 wing and 3 tail types • Supports the most Spektrum Telemetry sensors • Includes 4 AA Alkaline batteries, optional Lithium Ion battery w/ charger • 5 programmable mixes — mixes are selectable to be normal or 7-point curve mixes • Dual aileron, elevon, and V-tail differential • 7 aircraft wing types and 5 tail types • 7 swashplate types • 7-point throttle (air and heli) and pitch curves (heli) • Intuitive SimpleScroll™ programming interface • Advanced DSMX® technology (DSM2® compatible) • SD card slot for updating firmware • Bind mode activation from the menu Price

$229.99 (SPM6700) RC-SF.COM

13

HOT PRODUCTS

BLADE 350 QX2 AP COMBO RTF

B

lade’s passion for innovating convenient ways to fly, has taken the Blade 350 QX to the next level in performance and all-out fun. The 350 QX AP Combo RTF is a integrated aerial photography solution that just about anyone can fly and use as their aerial photography platform.

The 350 QX AP Combo captures incredible aerial footage, without the hassles of buying several components. It is also backed by the best support in the industry.

Smart Mode: GPS/Altitude Hold, SAFE™ Circle feature and Stick Relativity AP Mode: Limited flight envelope, selfleveling and GPS/Altitude Hold. Damped, self-leveling for improved video quality.

Stability Mode: Limited flight envelope, self-leveling and GPS hold.

Return Home and Land: Returns the 350 QX to the home position and lands at the pilots command.

Specifications

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

Features • Included 2-axis brushless gimbal • Included C-Go 1 camera 1080P/30 • 5.8-GHz WiFi video downlink to supported devices • Large 3S 3000-mAh flight battery • Improved receiver w/ external antenna • Improved GPS • Visual compass error detection • Compatible w/ Spektrum radios • New DX4 transmitter

Main rotor diameter Weight Length Kit Rotor blade length Experience level

22.8 in. (580 mm) 35.5 oz (1006 g) 18.3 in. (465 mm) RTF 8.27 in. (210 mm) Beginner

ESPRIT ELITE 3.1E F5J/ALES GLIDER

E

sprit has just introduced their extremely competitive TopModel’s electricpowered glider.

TopModel CZ has created a machine that excels because of the design and the careful use of composite materials in combination with competition balsa.

This model’s synergy of low weight and strong structure makes for a model that will climb fast and then soar on the lightest of thermals.

The model is constructed using building techniques that are normally only found in free-flight gliders. TopModel uses construction techniques that include CNC milling and laser cutting. The wings as well as horizontal stabilizer and vertical fin use classic balsa, built-up, D-box, rib/main spare design. The fuselage is gel-coated

14

RC SPORT FLYER . APRIL 2014

fiberglass, with a white finish. The model is Ultracote® covered. All control surfaces are hinged with adhesive tape. This ARF sailplane needs only basic assembly and motor/radio installation. The three-piece wing and full-flying stabilizer are removable for transport and storage.

Price $495.00

Specifications 120.5 in. (3060 mm) 60.5 in. (1535 mm) ≈4.5 lb (≈2040 g) MVVS 4.6/840 Thunder Power ≥2700-mAh Propeller 14x8 Spinner 40 mm

Wingspan Length Weight Motor Battery

Distributor Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com

TOPFLITE GIANT-SCALE ZERO ARF TERROR OF THE PACIFIC

A

t its introduction in 1940, the Zero was the most devastatingly effective aircraft in production. Its long range and incredible performance made it virtually untouchable by the Allies. With airspeed and maneuverability unmatched by anything in the sky, the Zero utterly dominated its enemies early in WWII. Hobbico’s Top Flite giant-scale zero is a tribute to these legendary aircraft. It is designed to be scale in appearance and

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

performance. It maintains ease of flight, with a thick airfoil and large wing area. It has maneuverability on the ground too, because of its wide stance landing gear.

The TopFlite Zero is no trainer! It is, however, a sleek bird worthy of its legendary namesake. The Zero will draw crowds at the RC airfield. It is sure to give pilots hours of high-octane piloting.

Price

$749.99 (TOPA0712)

Specifications Wingspan Wing area Weight Wing loading Length Radio Servos Power Cowl Spinner Cockpit Canopy

Options

86 in. (2185 mm) 1276 in.2 (82.3 dm2) 25.5 – 27.5 lb (11.5 – 12.4 kg) 46 – 50 oz/ft2 (140 – 153 g/dm2) 70.5 in. (1790 mm) 7-channel min.

(8-ch recommended) 8 – 12 50 to 60-cc gas molded fiberglass 2-bladed aluminum included (3-blade optional) recessed gauges, control stick, pilot’s seat, side panels designed to resemble the full-scale version get extra miles out of their Zeros. drop tanks, Robart retracts

Specifications Wingspan Length Requires Servos Motor ESC Battery

GREAT PLANES P-6E HAWK ELECTRIC ARF

I

t was the last biplane fighter built for the Army Air Corps. The Curtiss P-6E was also one of the most beautiful biplanes of the 1930s. By the time it was introduced, however, the era of fabric-covered wood biplanes was giving way to mass production, advanced aerodynamics and all-aluminum skins. The only original P-6E still in existence is at the U.S. Air Force Museum in Dayton, Ohio.

Now it is an almost-ready-to-fly (ARF) RC model by Great Planes® model manufacturing. Their Curtiss P-6E is the easy way to start flying a biplane. facebook.com/rcsportflyer

Features • Assembly A few hours • Construction Factory-built from light, strong, interlocking wood parts • Trim Original’s intricate 7-color trim in MonoKote® covering, including scalloped wings’ trailing edges Price

43.5 in. (1105 mm) 34.5 in. (875 mm) 4-channel radio 4 micro servos 42-50-800 Kv outrunner 45-amp brushless ESC 3S 11.1-volt 2200-mAh LiPo

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

TBD (GPMA1164)

RC-SF.COM

15

HOT PRODUCTS

ESPRIT POWER POD SYSTEM FOR 1/4- & 1/3-SCALE SAILPLANES

E

sprit Model introduces a brand new Power Pod Launching electric system for scale sailplanes. Finally we have a product that can enhance your flying experience and will not break the bank. You can choose from Plug & Play or pylon/ spinner unit. They recommend a 4S and 8S setups. All this for under $200.00!

Specifications

Price $195

5S Power Motor ESC Battery Propeller 8S Power Motor ESC Battery Propeller

10 – 12 lb (4.5 – 5.5 kg) Hacker A40 10L Jeti Advance 80 Pro TP 3900-mAh LiPo Aeronaut 14 x 10 folding 24 – 29 (11 – 13 kg) Hacker A50 16L Jeti Advance 99 Pro TP 5000-mAh LiPo Aeronaut 17 x 12

Distributor Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com

FLYZONE ZERO AIRCORE® SELECT SCALE AIRFRAME

M

ake your next Japanese warbird come to life with AirCore®. The Zero earned a reputation for being one of World War II’s most devious dog fighters in the Pacific theater. Now modelers can pilot this infamous AirCore aircraft.

Then too because it’s an AirCore model this Zero is Power Core ready. You simply slide in the Power Core system. It aligns quickly with its built-in magnets, so the flyer simply installs their choice of battery and takes the model to the skies with an SLT radio. They can also swap the Power Core into other AirCore airframes and command a fleet of models quickly and affordably.

Features • Spinner and propeller detach from motor to help prevent crash damage • Scale details and an authentic trim scheme • Assembles in seconds, w/o tools or glue

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RC SPORT FLYER . APRIL 2014

Specifications Wingspan 21.5 in. (545 mm) Weight 5.4 oz (155 g) Length 17.5 in. (444 mm)

Distributor • Add the Power Core to start flying Price

$44.99 (FLZA3908) $44.99 (FLZA3909)

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

TACTIC ANYLINK2 2.4-GHZ RADIO ADAPTER

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ow you can upgrade your transmitter to 2.4-GHz signal with AnyLink2.

AnyLink lets anyone convert their radio systems to 2.4-GHz SLT instantly. AnyLink2 has taken that revolutionary idea one step further by increasing the models range, simplifying setup, adding an internal power source and reducing the number of cables required.

style wire • Tx Mapping — push one button to select your Tx brand • Airtronics compatible • Handle clamp — fasten AnyLink2 to radio handles Price

$34.99 (TACJ2005)

Distributor

Features • Full range — control aircraft big and small, even at long ranges.

• Power source — no external batteries or adapters required • Adapter cables — one headphone-jack

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

SPEKTRUM AR7350 7-CHANNEL AS3X RECEIVER

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et ready for the next generation in AS3X control with the AR7350 receiver that is due to hit the market come early November 2014. It is compact and lightweight, but has more control power built in than any Spektrum AS3X receiver to date. It promises to make your days at the RC airfield more fun and enjoyable than ever.

So, check with your hobby retailer and place your order as soon as possible. You’ll be glad you did.

Price

Specifications Type Channels Modulation Band Length Width Height Weight Voltage range

AS3X receiver 7 DSM2/DSMX 2.4 GHz 2.10 in. (53.5 mm) 1.15 in. (29.2 mm) 0.55 in. (14.1 mm) 0.81 oz (21.5 g) 3.5 — 12V

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

$149.99 (SPMAR7350)

JETI HICOPTER VOLTAGE REGULATOR 12V/3A Distributor Specifications Switching regulator 42 volts 14 volts 12 volts regulated 03 amps continues / 12 peak Dimensions 60 x 28 x 10 mm Weight 29 g Applications FPV & APV Devices

Type Max Input Min Input Output Output Current

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J

eti’s new HiCopter switching BEC is designed to regulate voltages from 14 to 42 volts (4 – 10S LiPo or 5 – 12S LiFe packs). It delivers a smooth, regulated output voltage of 12 volts and at 03 amps continuous up a peak of 12 amps. It is designed for Aerial Photography and Video (APV) as well as First Person View (FPV) equipment. Because it has been designed to provide high output voltages, the Jeti HiCopter 12V3A switching regulator is

Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com

optimized for pilots that want the most from their multirotor and camera aircraft.

Price $55.00 RC-SF.COM

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HOT PRODUCTS Distributor

LIFE SOURCE BATTERIES

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

D

iscover why LiFeSource batteries have real capacity with long-runtime staying powers. These LiFe batteries have more power, less weight and longer life.

LiFeSource LiFe packs rank among the best batteries you’ll find. They are designed for RC applications, where high current and heat can erode performance. In addition to high energy density, compared to nickel chemistry cells, they’re also safer to recharge than LiPos, so they are a great fit for nearly any RC airplane.

Features • Energy density ≈3 times voltage of NiCd and NiMH • Weight ≈half NiCd and NiMH • Voltage – Nominal 6.6 volts • Cycles ≈1000 • Plugs – universal radio; most w/ Dean’s® Ultra Plug® • Safety – No fire risk during recharging Price $27.99 (HCAM6411 LiFe 6.6 1300mAh 1 $27.99 (HCAM6416 LiFe 6.6V 1100mAh 10 $34.99 (HCAM6426 LiFe 6.6V 1800mAh 10 $39.99 (HCAM6436 LiFe 6.6V 2100mAh 10 $64.99 (HCAM6446 LiFe 6.6V 3200mAh 10 $39.99 (HCAM6521 LiFe 6.6V 1900mAh 3C)

TACTIC 4-CHANNEL 2.4-GHZ SLT RADIO

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he TTX410 is the new Tactic 2.4-GHz radio offered by Great Planes, and at a very reasonable price. It gives RC pilots the dependability of 2.4-GHz technology, with the added security of Secure Link Technology (SLT™) — the same protocol used in the receivers of all Tx-R™ aircraft.

By pushing the receiver’s link button you’ll create an instant, unbreakable link between it and the transmitter. Linking other receivers is easy too, so you can use the TTX410 as your go-to-transmitter for any of your aircraft with an SLT receiver.

Features • Internal antenna • Digital trims • Servo reversing on all channels • V-tail and elevon mixing • Wireless trainer system and wired trainer jack

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RC SPORT FLYER . APRIL 2014

• • • • • • • •

Ball bearing gimbals Adjustable stick lengths Power LED and low-voltage alarm Charge jack for optional rechargeable batteries 4-cell AA battery holder Adjustable neck strap On/off switch harness w/ charge lead Lightweight TR625 twin-antenna receiver

Price

TBD (TACJ2410)

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

Specifications Channels Frequencies Modulation Input Power

Four 2.403 – 2.480 GHz FHSS spread spectrum (4) AA alkaline, NiCd or NiMH cells

JETI WIRELESS SWITCH RCPS5

H

ow cool is this? You turn on or off your model’s radio receiver with the flip of one of your transmitter’s switches. Now you can do just that with the new Jeti Wireless On/Off Switch RCPS5 for the Jeti DC/DS transmitters.

The RCPS5 wireless switch replaces your model’s mechanical or magnetic switch. It is a state-of-the-art, wireless switch designed by the electrical engineers at Jeti, with the intent of making it easier than ever to get your model flight ready when you’re at the RC airfield.

Their wireless power switch is integrated into their 2.4-GHz radio system’s bidirectional communications, so now all you’ll need to do to turn on or off your airplanes radio control system is flip a switch on your Jeti DC/DS transmitter. And, when you turn your model on it will be indicated by a green LED light that you can make visible through an opening on the side of the RC Switch.

Price $95.00

Distributor Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com

GREAT PLANES U-CAN-DO SF .55-.82 EP SPORT ARF

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Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

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Specifications 59 in. (1500 mm) 58 in. (1475 mm) 912 in.2 (58.8 dm2) 6.5 – 7.25 lb (2950 – 3290 g) 18.3 oz/ft2 (56 g/dm2) 4-channel min 5 high-torque 2-stroke .55 – .65 or 4-stroke .80 – .82 glow Motor 50-55-500 outrunner ESC 60-amp (min.)

Battery (2) 11.1-volt 3350-mAh LiPo

Wingspan Length Wing area Weight Wing loading Radio Servos Engine

he all new U-Can-Do SF is point up in terms of high-end 3D performance.

And, one of the things that makes it such a great 3D flyer is its removable side-forcegenerators (SFGs). Its wingtip extensions increase airflow over the ailerons, stabilizing the aircraft in level flight, high-alpha and 3D maneuvers. The U-Can-Do’s SFGs eliminate wing-tip turbulence and give you maximum control authority in high-alpha and 3D maneuvers. With its striking color scheme and 59-in. wingspan, the U-Can-Do SF has sky-presence that will get wows from the crowd when you throw down your stunts.

The U-Can-Do SF also has dual-tapered wings for extra stability, a light one-piece wing that is easy to transport in most cars, plus many additional features.

Features • Molded fiberglass cowl, spinner and wheel pants • Aluminum landing gear • Glow or electric power systems • Side Force Generators (SFGs) • Magnetic hatch latching • Factory-applied MonoKote® trim scheme Prices

$199.99 (GPMA1272) RC-SF.COM

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HOT PRODUCTS

TACTIC 8-CHANNEL 2.4-GHZ SLT RADIO

T

actic’s new TTX850 is an 8-channel radio, with 30-model memory and tons of programmable features. It is function rich, with a large backlit graphing LCD screen that makes programming as easy as pushbutton control. This new transmitter system is capable of controlling your entire fleet of fixed-wing aircraft and helicopters. Moreover, since it is equipped with Tactic’s SLT, it is perfect for the entire range of Tx-R aircraft.

Features • Large, backlit graphing LCD screen w/ adjustable contrast • 8-channels, 30-model memory • Push-button programming controls • Intuitive and straightforward menus • 8 pre-programmed mixes, 6 programmable mixes • 3 flight conditions • Digital trims with slow/fast adjustment • 6 user-assignable 3-position switches • 2 user-assignable 2-position switches • 2 user-assignable proportional sliders • Reversing, endpoint adjustment, sub-trim and exponential • Ball-bearing gimbals and adjustable stick lengths • External antenna that rotates and folds for easy storage • Wireless and 3.5 mm wired trainer systems • Airplane and helicopter programming • User-updateable firmware • Includes TR825 twin-antenna receiver • Low-voltage alarm • Charge jack • Dual rates Price

Specifications Channels Frequencies Modulation Input Power

Distributor 8 2.403 – 2.48 GHz FHSS spread spectrum (4) AA alkaline, NiCd or NiMH cells

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

TBD (TACJ2850)

ICARE AUTOMATIC TOWLINE RETRIEVER

I

f you are an aerotow enthusiast, the Icare automatic towline retrieval system is a must for your tug. The retriever is designed to automatically rewind the towline after the glider is released from the towline.

The automatic retriever is a huge plus for towing in that it helps prevent lost lines as well as getting the line into the tug such that it will not snag on anything during the tug’s landing. It is a very high quality unit that will fit in nearly any tug that is 1/4-scale or larger. Just bolt it in place and you’ll be ready to start towing.

Features • Prevents towline snags during landings • Fully automatic operation… lets you concentrate on flying • Stops automatically when towline is fully retracted or if line snags or tangles • System turns on and off automatically with your receiver • 10 second towline retraction typical

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RC SPORT FLYER . APRIL 2014

• Compact design easily fits in most 1/4-scale towplanes • Holds 150+ feet of 200# braided towline • Towline release powered by factory installed Hitec HS-985MG servo • CNC and ball bearing construction, high torque brushless motor • Includes fully assembled and tested AutoWinder, fuselage mounted towline guide, all mounting hardware, Deans Ultra Connector, foam retraction ball • Power: 2-cell LiPo or LiFe • Dimensions: 4-1/4 x 6-1/2 x 4 in.

Distributor ICARE/ICARUS 890 ch. D’Anjou, Unit 1 Boucherville, QC, J4B 5E4 Canada Phone: 450-449-9094 icare-rc.com

• Weighs approximately 25 oz Price

$495 (autowinder)

E-FLITE ALLUSIVE 2.2M ARF

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Specifications

he E-flite® Allusive™ 2.2 m ARF sailplane is a thermal soaring glider that is a capable glider and aerobatic sport model.

It is sleek from nose to tail and tip-to-tip.

Its wings are balsa sheeted foam cores, for a strong structure that maintains airfoil integrity. The removable surfaces of the V-tail are a sheeted built-up structure and,

Wingspan Length Wing area Weight Motor Radio Servos Trim Scheme Colors

87.5 in. (2.20 m) 43.0 in. (1.10 m) 546 in.2 (35.2 dm2) 48 oz (1.40 kg) Power 15 4-channel w/ V-tail mixing (2) wing servos, (2) mini servos UltraCote White (U870), Pearl Charcoal (U846), Dark Yellow (U889) 2.5 in. (65 mm) back of leading edge 12 x 8 folding 1.5 in. (40 mm) 40-amp brushless 3S 2200-mAh 30C LiPo

Center of gravity Propeller Spinner ESC Battery Flaps Experience Intermediate Level

like the wings, are covered with Hangar 9® UltraCote® covering in a high-contrast scheme. The ailerons and ruddervators feature film-hinging that’s factory sealed.

A front fuselage diameter of 40-mm combines with a range of brushless outrunners, such as the E-flite Power 15.

Power comes from 3S 2200-mAh LiPo pack. When equipped with a 4-channel radio, with V-tail mixing, the Allusive 2.2m sailplane is and extremely capable soarer.

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

Price $329.99

SPEKTRUM DX18 GENERATION 2 and programming easier.

Check out all the functions and features the new DX18 Generation 2 offers, and the new low price.

T

he new Spektrum™ AirWare™ software that comes in the DX18 Generation 2 transmitter offers all the programming features an expert pilot could want and need. And the intuitive SimpleScroll™ interface makes navigating menus and changing settings as simple as roll-andclick navigation. It’s almost like using a mouse.

Many Spektrum AirWare features are innovations you won’t find anywhere else, innovations that make flying safer facebook.com/rcsportflyer

• • • • • • • • • • •

Features • 250 model memory • Voice alerts • Wireless trainer link • Built-in telemetry with vibe or voice alerts • Extensive airplane, helicopter and sailplane programming Throttle start or switch start timer Region settings for global compliance 16 programmable mixes 0.5% mix rate increments Origin mixing Flap delay and elevator compensation 11 airplane wing types 6 airplane tail types 2 canard options (1- and 2-servo) with elevon wing type 5 airplane and heli flight modes Dual rates and exponential

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

• • • • • • • • • • • • • • • • •

Active gyro trim 7-point heli throttle curve 7-point heli pitch curve 7-point heli tail curve 6 swashplate types Swashplate timing 5 sailplane wing types 3 sailplane tail types 10 sailplane flight modes Diversity antenna (vertical array with horizontal array in handle) Global charging system X-Plus™ technology expandable up to 18 channels 11-ms frame rate Large LCD screen 5 menu languages: EN, DE, FR, IT and SP 2048 resolution on the first 10 channels Language selectable

Price

$799.99 (SPM18100) RC-SF.COM

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HOT PRODUCTS

JETI DS 16 TRANSMITTER LEVERS

J

eti just made it easier for pilots to use the levers on their DS-16 transmitter with their new extended levers. These levers extend up and out of the transmitter’s recesses making it easier than ever to use the DS’s levers.

That means you’ll never need to look down and to the side to find a control lever again. And, they are easy to install too.

Distributor Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com

Price $37.00

JR 8-CHANNEL POWER BUS DMSS RECEIVER

N

ow you can get simple, reliable power distribution for your giant-scale airplanes in JR’s 8-channel power bus DMSS receiver.

Their RG831BP features dual receivers integrated into the unit for true signal/ control redundancy. The unit is ideal for small gas-powered or large electricpowered airplanes. The heavy duty 18-AWG power lead with Dean’s Ultra connecter provides constant voltage, even in highcurrent operations such as extreme 3D flight. As an added safety bonus, the RG831BP feature a built-in soft switch that is designed to fail only in the ON position, so power cannot be interrupted during flight.

Distributor JR Americas P.O. Box 8757 Champaign, IL 61826 www.jramericas.com

Features • Heavy duty power input lead with Dean’s Ultra connectors • JR’s patented Intelligent Output System (IOS) — sends data from all channels as a complete signal frame, eliminating latency.

• Includes RA01T remote/telemetry antenna and dual, built-in bi-directional coaxial antennas • Failsafe support on all channels • Status condition LEDs • Compact, lightweight (30 g) design • Supports real-time telemetry data • Built-in JR E-Switch electric soft switch Price

Specifications Type Channels Modulation Band Case type Length Width Height Weight Voltage range Antenna length

$149.99 (JRPR03495)

SPEKTRUM AR9350 9-CHANNEL AS3X RECEIVER

I

f you are looking for the ultimate in AS3X control, look no further. The new Spektrum AR9350 is slated to hit the street come early November 2014. It promises to be the ultimate in AS3X, which will make your piloting days easier than ever, and more fun that you thought was humanly possible — all in a 9-channel receiver too.

Price

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$179.99 (SPMAR9350)

RC SPORT FLYER . APRIL 2014

Specifications Type Channels Modulation Band Length Width Height Weight Voltage range

AS3X receiver 9 DSM2/DSMX 2.4 GHz 2.10 in. (53.5 mm) 1.15 in. (29.2 mm) 0.55 in. (14.1 mm) 0.93 oz (26.5 g) 3.5 –12 volts

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

Full-range receiver Eight DMSS 2.4 GHz Hard plastic 1.87 in. (47.5 mm) 1.29 in. (32.0 mm) 0.55 in. (14.0 mm) 1.06 oz (30 g) 4.0 – 8.5 volts 150 mm

THUNDER POWER G8 CHEMISTRY PUNCHES POWER WAY UP

W

hen it comes to battery power, Thunder Power’s G8 chemistry punches electrons way up in power and performance. Moreover, the all-new G8 chemistry makes Thunder Power’s cells smaller in size and lighter in weight! Then too G8 prices are as much as 15 percent lower than their previous generation cells, so now you can afford more packs for your airplanes than ever before.

What you should know is that Thunder Power’s professional pilots put TP cells to the ultimate test of performance, discharge

rate, capacity and cycle life. So, when you buy Thunder Power batteries you’ll get longer run times and more flights per pack than ever before, which is a cost savings to you over the life of the pack. That’s why Thunder Power’s batteries are backed by a two-year warranty, and a special and unique damage protection program. Try a Thunder Power RC pack to experience the difference in performance from their latest G8 series. You’ll feel the difference.

Price

See Website

Distributor Thunder Power 4720 W University Avenue Las Vegas, NV 89103 Phone: 702-228-8883 thunderpowerrc.com

HITEC EPOWERBOX 50A 50A SWITCHING POWER SUPPLY Distributor Hitec 12115 Paine Street Poway, CA 92064 Phone: 858-748-6948 ext. 317 hitecrcd.com

I

f you want power plus, you should give the new 50-amp switching power supply from Hitec® a good examination. You’ll find that it will complement your Hitec charges superbly.

It provides 50 amps of continuos current, when supplied an input voltage from 100 to 240 volts AC. It features an adjustable output of from 15 to 30 volts DC. So, the

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ePowerBox 50A unit delivers plenty of power for any modeler’s needs and wants.

Plus the ePower 50A offers an easyto-read backlit LCD screen that displays voltage and amperage output well.

Get more power with Hitec!

Price

$289.99 (44213)

Specifications Power 1200 watts Current 50-amp AC/DC Output Adjustable DC 15 ~ 30 volts Input 100 ~ 240 volts Ports One 50- & Three 10-amp outputs, w/ On/Off Switch USB Ports Two 5-volt Efficiency 89% power Active Power Factor Correction (PFC) Cooling Dual smart fans Dimensions 12.0 x 6.7 x 3.3 in. (305 x 170 x 85 mm) Weight 6.8 lb (3.08 kg)

RC-SF.COM

23

Best plane parts support

All spare parts are available On-line

Almost-Ready to Fly

The 1/4 scale Hall Cherokee ARF was based on the 1/4 scale plan from David Smith that was published in Quiet Flyer magazine. The all wood construction of the model captured the original essence of the home built glider designed by Stan Hall, with structure almost identical to the full size glider.

G336

1/4 Scale Wing Span Wing Area Flying Weight Fuselage Length Requires: 5-channel

Hall Cherokee II

130.7 in / 3320 mm 1190 sq in / 76.8 sq dm 8.3 Ibs / 3780 g 64.5 in / 1637 mm radio w/ 7 Standard servos.

$499. 99

- A l l w o o d s t r u c t u r e c o v e r e d w i t h To u g h L o n c o v e r i n g .

- Servo operated tow hook provided.

$49. 99

- Wi n g b a g i n c l u d e d f o r c a r r y a r o u n d p r o t e c t i o n .

- Optional fiber glass scratch guard available.

Free scratch guard for the first 30 customer order, while supply last.

H urting your fingers and almost break the fuselage when unplugging the connectors? EZ Connector Puller battery compartment for small models. Works with World Models 2-pin and 3-pin 40A EZ connectors.

PL8210030 KP0011213 KP0011312 KP0011214 KP0011313 KP0011210 KP0011310 KP00

EZ Connector Puller 2-pin EZ Connector (3 pairs) with Puller 3-pin EZ Connector (2 pairs) with Puller 2-pin EZ Connector (4 pairs) 3-pin EZ Connector (3 pairs) 2-pin EZ Connector 3-pin EZ Connector

$3.50 $7.99 $7.99 $7.99 $7.99 $2.99 $3.99

All products specifications and prices are subject to change without notice.

can easily unplug connectors in tight

3-pin EZ Connector (2 pairs) with Puller

2-pin EZ Connector (3 pairs) with Puller

Carbon Fiber Propellers •Unique carbon fiber production method, •Crafted for top quality & maximum effectiveness at competitive prices, •Quick to spool-up and highly responsive •100% attention from hub to tip for optimum performance, •Every prop is individually inspected & pre-balanced for immediate use from paceage,* •Newest launched in the US market - check website for new sizes.

Gas Carbon Fiber Props

Electric Carbon Fiber Props

US Distributors Aeroworks

www.aero-works.net info@aero-works.net Phone:303-371-4222; Fax:303-371-4320

Bobs Hobby Center

www.bobshobbycenter.com derjager@msn.com Phone:(407)277-1248; Fax:(407)282-7281

Maxx Products International,LLC

www.maxxprod.com sales@maxxprod.com Phone:(847)438-2233, Fax:(847)438-2898, Ordering:(800)416-6299

Canada Distributor Thunderbolt RC

www.thunderboltrc.com Phone:519-971-1975

jeff@thunderboltrc.com

For more information,please visti our webstie

www.falconhobby.com

EVENT HOW TO

2014 AMA SHOW LET’S GO, ONTARIO, CA. IT’S HOME TO THE SHOW!

BY Pete Bergstrom

ANTELOPE VALLEY SOARING CLUB

The Antelope Valley Soaring Club displayed at AMA 2014. They were there with their full-scale sailplane as way to promote their activities. Their booth included a simulator for those wanting to try their hands at this aspect of our sport.

T

he annual pilgrimage to Ontario, CA for the AMA Show is not only the start to the RC trade Show season but also a welcome destination for those of us who live in the more northern and colder climates. This year’s show was held over the weekend of January 10 – 12, 2014. It featured a host of speakers on the main stage, including Jeff Skiles, whom gave a report about his experience as the copilot on the “Miracle on the Hudson.” This January 15th marked the 5th anniversary of the ditching

26

RC SPORT FLYER . APRIL 2014

of the US Airways Airbus Flight 1549 in the New York City waterway. His talk about his experiences in the copilot seat was engaging and very informative, describing the event during and after the ditching.

At AMA Show there are also many opportunities for demonstration pilots to fly in the indoor spaces, typically showing off helicopters, foam airplanes and the new rage in RC, quadcopters. A lot of stories and information are shared amongst the enthusiasts too. AMA Show has a number of rooms that provide for

the swap meet, demonstration areas and there even individual classrooms.

For those of you that have not attended the AMA Show it is an event that truly underscores the meaningfulness of the Academy of Model Aeronautics. It is why the AMA’s membership continues to grow and why we all share in the benefits it provides. AMA Show 2014 was how it all came together this year.

You should plan to attend in 2015.

You’ll have fun if you do!

BEECHCRAFT STAGGERWING, JIM MARKHAM Byron Originals Beechcraft Staggerwing

by Jim Markham featured lots of extra detailing both in the front and rear of the engine compartment, as well as a superbly done aircraft interior.

This is a beautiful rendition of a Jerry Bates 1/5.5-scale Douglas SBD-5 Dauntless.

It is intended for Top Gun competition — built by Frank Harris and piloted by Kyle Goodwine in 2014. The airplane features a Saito FG-57T twin-cylinder, 4-stroke gas-powered engine, with Spektrum DX18 control.

DAUNTLESS, FRANK HARRIS

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RC-SF.COM

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EVENT

2014 AMA SHOW

Bret Becker designed and built this rocket powered Descender. It features a split rudder for glide and airspeed control. The model weighs 3.25 lb, is Pro-38G powered and will do 232 miles per hour!

DESCENDER, BRET BECKER

Bret Becker designed and built this micro ductedfan-powered model, which features a custom-made 8-blade, 40-mm fan unit.

It gets power from a Neu 7800 Kv motor on 3S 1300mAh LiPo power.

ELECTROLYTE, BRET BECKER

This scratchbuilt Luscombe Monocoupe Seaplane was done

by Col. Lawrence Klingsberg. It is powered by a Quadra 40 engine.

It has many hand-built parts, including the propeller.

LUSCOMBE MONOCOUPE, COL. KLINGSBERG 28

RC SPORT FLYER . APRIL 2014

SE5A BIPLANE, WAYNE SPANNI

Wayne Spanni entered an exquisitely detailed WWI SE5a biplane into the show. Unfortunately I was unable to get any details about the kit used, engine or any unique construction techniques—they looked fantastic though and were contest quality.

HELICOPTERS, RICK WHEELER

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Rick Wheeler entered into the AMA model show two scale helicopters, one a Bell 214 and the other a MD500.

Both of Rick’s models were done in Los Angeles’ Fire Department colors.

As you can see he did a superb job of detailing these helicopters.

RC-SF.COM

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EVENT

2014 AMA SHOW

SUPERMARINE WALRUS, COL KLINGSBERG Col. Lawrence Klingberg scratch-built this 1/6-scale, unique Supermarine Walrus. It is powered by a YS91, which Klingberg encased in a custom-made radial engine. He built this model in just seven months!

Richard’s airplane was the second Byron Beech Staggerwing entered in the display.

The model has a 77-in. wingspan, is 65-in. long and is powered by a Zenoah G62 engine. Control is by JR12X.

STAGGERWING, RICHARD BURMAN MIG-15, DORIAN ANDERSON

This is a very nicely done Mig-15. It was built and detailed by Dorian Anderson, with features such as a Kingtech K-80 turbine for power, flaps, retractable landing gear, a sliding canopy and many more. It was expertly covered in Flite-Metal.

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RC SPORT FLYER . APRIL 2014

Our Huge Selection Gives You the Best Fit!

HA2025 - 175W

HA2015 - 110W

HB2015/25 110W - 175W

HB2815 - 275W

HB3615/30 300W - 600W

HA3618 - 500W

HC2808/12/16 100W - 200W

HC2208/12 30W - 50W

HA2825 - 400W

HC5018/30 800W - 1600W

• Propeller Adapters and Gold Plated Connectors Included With All Motors • Mounting Bracket Included With All Outrunner Motors • Largest Variety to Fit Most Applications • We have over 80 motors styles.....and counting!

Get The Most For Your Hobby Dollar, Visit Your Local Hobby Shop!

HC3510/16/22/28 250W - 450W

HC6320/32 1600W - 2200W

Exclusive Distributor

MAXX Products International, Inc. 815 Oakwood Rd., Unit D, Lake Zurich, IL 60047, USA Ph: 847-438-2233 Fax: 847-438-2898

www.maxxprod.com

BUILD

This is a basic jig-built stabilizer and elevator framework. A skin is being made only for the stab since the elevator was covered with fabric.

FLYING SURFACES MOLDS WORKING WITH STICKY STUFF — PART I

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il (editor) posted a few photos of my new 120-in. wingspan Lysander project on the RC-SF Facebook page a few weeks ago. However, I have really just started the model. The airplane is a lot more complicated to build than it looks (aren’t they all?), and so I decided to start with what I thought was the relatively simpler area, the empennage.

Early into the design, I felt that making a molded glass skin for the stabilizer would be a good idea since the underlying structure would be

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RC SPORT FLYER . APRIL 2014

laser cut and built on a jig. As such, the framework came out straight and true. Although, this particular aspect of the model was complicated by the need to have two separate halves for the stabilizer, which is in keeping with the real airplane. Each stabilizer on the actual airplane was a mirror image of the other, and it was adjustable in flight to maintain landing and takeoff trim. Thus the need for two separate sections as the stabilizers are visibly separate from the fuselage, being connected aft by their pivoting structure.

BY Robert J Caso My reasons for wanting to make glass skins therefore were as follows: 1. I felt a fiberglass skin would be lighter weight 2. I would only have to make a mold for one side 3. The mold could incorporate the needed detail of the skin’s surface 4. I have never done this before.

The conventional way to replicate scale surface detail is to build a sheeted structure, which is then glassed, primed, filled and detailed.

As with any scale model, reducing tail

1

Foam blocks are epoxied to the skeleton framework top and bottom to fill in the open structure of the plug.

2 weight is a constant battle, with an ounce out back having to be offset by three to four ounces up front. The sum total therefore adds up to four or five ounces to the model overall.

My thinking under item number one was that I will be using fiberglass only for the skin, so I could recruit that for both the monocoque structure and the surface detail. This would eliminate the balsa skin, as well as all the materials it soaks up during finishing. Whether it will in practice be actually lighter weight remains to be seen, and we will both be waiting together since this is an involved process.

Items two and three are rather obvious benefits, but the benefits of at least number three will be largely offset by the time it takes to make the molds, which are contemplated to be in two halves.

I always try to learn something new with each model I make, so number four for me was the proverbial no brainer, as I have never done a mold for a flying surface.

Again, whether I actually come up with something usable however, remains to be seen.

As a side note, I will not use this process for the vertical fin since, thankfully, there is only one on this airplane. Here, I will be employing the traditional balsa/glassing/ priming/filling/detailing regimen.

Between you and I, I have never done much of this either. To further complicate my life, I am considering skinning the fin instead with G-10 facebook.com/rcsportflyer

Add the blocks first to one side, cut them off close to the outline and then add the blocks to the other side.

3

Looks better now with the blocks cut in to match the plug’s profile — now it is on to sanding to the shape of the formers.

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4

Here, a balsa LE has been added as well as a block at the base for holding the plug in a vice for glassing.

5

This is a shot of the second fiberglass application described in the text. Excess cloth may simply be sanded off.

6

and then detailing it with Flite Metal, but this is a story for another day.

There might even be a movie.

What I do have going for me is a firm understanding of the process and the materials needed; and, I have Mark Frankel’s insights and past experience to thank for this. I also have the advantage of at least being able to laser-cut both the final framework that will reside inside the glass skin, as well as the parts needed for the plug, which will serve as the sacrificial basis for the molds. Let me also state that plug and mold making is a messy, time consuming job that requires the use of dangerous and expensive chemicals and materials.

Think of it as making an ultra precise,

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stinky, dusty and expensive mud pie. The process is replete with involved and complex steps and the elimination of any will result in an expensive and time consuming failed experiment. There are no short cuts or Cliff Notes — the procedures must be followed to the letter.

LET’S GO If you’re still reading, you must be serious, so let’s get on with it. The process starts with the plug, which is what the mold is made around and is where all the work resides. Achieving the proper shape and finish on the plug is the goal here, so keep in mind that even the smallest of errors on the plug will be faithfully reproduced

Here I’m showing you the glassed and leveled plug. The goal here is to take off the high spots and to sand down to a point of just “touching” the formers.

in the molds — there is no escape.

The upside here is that the plug has to last only long enough to make the mold and it doesn’t have to be light. I start by making a skeletonized framework consisting of a ply plate that has the correct outline in two dimensions, with plywood formers added to turn this into a threedimensional replica. I use plywood rather than balsa since it will not wither away like balsa does when its edges are touched with sandpaper. It is also much easier to make a plug in its basic shape by initially leaving off such details as blisters, fairings and scoops to facilitate easier shaping and finishing. These should be added later once the basic plug is glassed,

7

I’m doing the same as in the previous photos, with the goal of just touching the formers with the sanding process— not through the glass.

8

At this point, the plug has been filled with Evercoat® and leveled down to the fiberglass. Thin applications here are the best procedure.

leveled and filled, and I like to make such details from vacuum-formed parts, sometimes filled with balsa or spray foam depending on how large.

Solid model users can get a one up here by drawing the plug as a 3D model. Then they can have the plug machine cut out of Ren Board, a rather expensive hard foam board that can be worked by machine tools. Aside from the material being expensive, the CNC cutting machines (usually a three- or four-axis milling machine) are also expensive to buy and operate, thus resulting in high per hour machine time charges. While Ren Board makes a nice surface for the mold process, note that other, cheaper foams can be used for this, but still require finishing. FYI, my friend, Dave Wigley, is currently having a fuselage plug machine cut in foam by a surfboard manufacturer.

Once the skeleton is done, the facebook.com/rcsportflyer

open areas are filled with blocks of polyurethane foam, which is a brittle, easily cut and sanded open cell foam and will fill your shop with annoying, statically charged dust that sticks to anything. Do not use an air dry adhesive to glue in the blocks — I use five-minute epoxy. I then bandsaw cut the large chunks about one quarter inch away from the framework and work the remainder with a Stanley® Surform® tool and block mounted 60-grit sandpaper.

It’s easy to take off too much here so be careful. For a truer finished piece, work the foam down first to the plug’s outline in one dimension and then do the other. Leave a bit of meat on the bones, to be taken down later to the very edges of the skeleton with block mounted 100-grit paper. It’s okay here to have depressions since these can be filled, but watch out for high spots as they will require you to sand through to

the foam after the plug is glassed.

This is to be avoided at all costs!

When it comes to glassing a plug, there are a number of diverse schools of thought. Most recommend .75-ounce glass, but I have found this to be too light and easily sanded through. I therefore use 2-oz cloth, but here I did take the time to tolerance the plug’s framework to account for the extra thickness. For a cowl or similar parts, the difference in thickness does not really matter and, don’t forget, the plug will be subject to a lot of sanding. To affix the cloth, I generally use polyester resin (Bondo), which is cheaper than epoxy, but which has a rather objectionable odor that your wife will notice from about 15 miles away. Both polyester and epoxy like heat to cure, so I use a positionable incandescent lamp for the last half hour of cure time. It’s also a good idea to add some microballoons to either an epoxy or polyester mix to aid “fillability” and sanding, but note that doing so speeds up the cure time. Polyester is designed to skin over with wax during curing, a method of promoting the curing process, so wipe it down with lacquer thinner after it cures.

You should know that I cut the glass pieces to conform to the shape of the plug so I did not have glass hanging off the leading edge (LE). To float on the cloth, apply the matrix to the plug first, add the cloth and then brush it out with more resin. Avoid any pooling or drips on top of the cloth — a perfect application should appear dull with only a hint of weave showing.

Being able to fix problems is where you really earn your money on a job like this and I had a few at this stage. Aside from some open weave in the cloth where the resin did not fully fill, I also had some of those dreaded things called bubbles, where the cloth did not bond to the underlying foam and cured proud of the surface. This is also caused by not getting the cloth wet enough during the glassing process. To fix the bubbles, I first cut them out without even trying to sand them down — just cut them out and get on with it. My next choice was RC-SF.COM

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part, I use long blocks conveniently cut to accept a standard size sheet of sandpaper. When leveled, the plug will still look terrible, having both shiny and dull spots, making you wonder if all this was really a good idea. Rough up the shiny (low) spots with a coarse 3M® sanding pad and then wipe the plug with lacquer thinner. Mix up a batch of 2-part Evercoat® polyester glazing putty, but slightly under catalyze it to give you more working time. When using this stuff, it’s vitally important to mix it thoroughly. Skim this on the entire plug with a plastic auto body squeegee. Go for a very thin, but covering coat. Level the high spots until the plug starts showing through and give it all another skim coat of filler — less is more. After the second sanding, start feeling a lot better and the plug will begin to look like what it is supposed to be. Air dry fillers can be used at this point to fix small problems and they typically sand a lot easier. Now is the time to start thinking about adding any scale details — stick these on and fair them in with filler.

Running way out of room in this column. So, in Part II, I will be describing the process I used to finish and detail the plug and make the mold.

For the filling and priming process, nothing beats this stuff. Use solvent based materials since the plug will later be wet sanded.

either to glass only the bubbled area (now showing exposed foam) and to reapply resin to the entire plug to properly fill it or to re-glass the entire plug. I chose the latter, but this time I used .75-oz glass. Not only did this take care of the cutout bubbles, it also made the resin float smooth and level on the plug.

Since my LE was also a bit shaky, I first glassed on a strip of 2-oz cloth over the entire LE overlapping both sides and then floated the lighter glass over everything. Sure, this later gave me more work to get me down to the correct outline, but now the entire surface of the plug had been stabilized and readied for some serious sanding.

The glassed plug will now show ripples, bumps and depressions, so start leveling it all with blocked 60-grit sandpaper. Keep changing the paper as the glass will bite back.

As you get close to the framework — the no-sand zone — switch to 100-grit. Various sizes of blocks are handy here, but for the most

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RC SPORT FLYER . APRIL 2014

Shown here are the critical (and expensive) materials used for the mold and for the eventual fiberglass part.

Material

Purpose

Source

Polyurethane foam Fiberglass Fiberglass chopped strands Bondo polyester resin Evercoat glazing putty 3M glazing putty Bondo glazing putty Polyester tooling gelcoat Duplicolor primer Parting wax PVA release film West System epoxy 105 Microballoons

Plug fabrication Plug surface stabilization and mold fabrication Mold fabrication Plug surface stabilization and mold fabrication Filler Filler Filler Mold fabrication Plug finishing Part fabrication Part fabrication Part fabrication Plug and part fabrication

aircraftspruce.com fibreglast.com fibreglast.com Auto parts store Auto body supply Auto body supply Auto body supply fibreglast.com Auto parts store fibreglast.com fibreglast.com westsystem.com fibreglast.com

BUILD

SUPER SPORTSTER 60 GET FOCUSED ON THE CENTER SECTION

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BY Jeff Troy

M

y past installments have dealt with putting the finishing touches on the 108-in. Dallaire Sportster. It’s been a while since I’ve shown you any progress on the other four models in the series, but in this installment, my focus shifts back to the Great Planes® Model Manufacturing Company’s Super Sportster 60.

The Sportster 60’s basic construction was completed over several previous articles, with only a few additional steps still needed before the model could be considered ready for covering. One of the more significant of these steps is applying fiberglass cloth to the center section of the wing. If you’re new to model airplane construction, you might wonder why such a

sturdy, balsa wing would require reinforcement, but it does. So here’s the quick rundown.

REINFORCEMENTS Forces on the wing panels during maneuvers put a high gravity loading on the center section where the Sportster’s wing panels butt together.

To help distribute these destructive forces more evenly over a larger area, a 5-in.-wide patch of fiberglass cloth is cut and laid, top and bottom, over the center section of the Super Sportster 60’s wing. When properly applied with epoxy resin or polyester resin, the fiberglassed area will sufficiently strengthen the center section.

I apply a strip of masking tape around the wing panels,

approximately 1/4-in. outboard of each side of the cloth. The tape doesn’t hold anything; it just prevents excess resin from adhering to the soft balsa sheeting, which would make the resin difficult to sand smoothly and maintain a smooth surface over the bare wood.

In the past, I had always used K&B Polyester Resin and Hardener for glassing center sections, but this material is no longer available.

I have found a new friend in Z-Poxy Finishing Resin, an epoxy-based resin and hardener from Pacer Technology, makers of Zap glue.

Several Z-Poxy formulas are offered, with working times from five to 30 minutes. The finishing resin has a working time of 20 to 40 minutes, so you won’t need to rush,

1

A 5-in.-wide patch of fiberglass cloth is cut and laid over the center section of the Super Sportster 60’s wing. To prevent resin overkill, a strip of masking tape is applied, approximately 1/4-in. outboard of each side of the cloth.

2

Pacer Technology’s Z-Poxy Finishing Resin and hardener are mixed in equal quantities. I mix one-oz batches as needed.

3

Use a throwaway acid brush to apply the resin mix over the cloth, starting near the center and brushing gently outward in all directions.

4

It’s easy to tell when the cloth has been saturated with resin, so use the brush to smooth the resin without applying too much.

Too much resin won’t buy greater strength, and will only result in being more difficult to sand smoothly.

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5

Sanding epoxy resins is never easy, so prepare yourself for a good bit of grunt work. Get a fresh length of 80- to 100-grit sandpaper on a sanding bar sander, and sand the glassed-over areas as smoothly as you can without cutting into the cloth.

6

When you’ve sanded the area enough to be reasonably smooth, remove the masking tape along the edges, and feather the resin into the wood.

7

Use a one-oz batch of Z-Poxy resin, and when it’s thoroughly mixed, begin adding Microballons Filler until you have a thick paste.

8

Apply fresh masking tape outside the edges of the resin, then brush the resin/microballoons mix over the fiberglassed area up to the tape line.

but neither should you dawdle while you’re working. Mix the resin and hardener in equal quantities, stirring the formula for at least three minutes to ensure a thorough mix. I use oneoz batches as needed, generally one for the top surface and another for the bottom.

Dope brushes are okay for applying the resin, but I find the aluminum-handle, throwaway acid brushes are better because of their semi-stiffness. Begin by brushing the resin mix over the cloth, saturating the cloth and gradually working outward from center in all directions.

Brush the resin right up to the tape line, but try to avoid brushing beyond it. Resin can bleed through the tape, and if it does, it will make the tape somewhat difficult to remove.

Pacer gives six hours as the cure time, although a full overnight cure

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RC SPORT FLYER . APRIL 2014

is recommended. When the resin is thoroughly set, you can begin sanding the resin down to the level of the cloth. Use a fresh sheet of 80- to 100-grit paper on the ADC Tee-Bar or Great Planes Easy Touch® — prepare yourself for applying a little elbow grease. Sanding epoxy resin takes more time and effort than polyester resin, but the end result will be a truly rugged center section.

Sand until the resin is reasonably smooth, but do everything in your power to avoid cutting into the cloth and weakening its structural integrity.

When you think you’ve sanded enough, take a break, remove the masking tapes and sand again, this time attempting to feather (blend) the edges of the resin area into the balsawood wing sheeting.

Vacuum the sanding dust away from wing and the work area, and

apply new masking tape strips approximately 1/4-in. outboard of the resin’s edge. Mix up another batch of resin, this time adding Top Flite Lightweight Microballoons Filler into the mix. Don’t dump a load of filler into the mixed resin. It’s much easier to add a few gentle squeezes at a time, mix it thoroughly into the epoxy and then add a few more squeezes and mix it again. Keep adding microballoons until you have a paste-like mix, with the consistency of thick maple syrup or molasses.

Working from the center outward, just as you did when you applied the initial coat of resin over the cloth, brush the resin/microballoons mix over the fiberglassed area up to the tape line. The mix will seem somewhat rough when first applied, but it smooths over after laying on the surface for a few minutes.

Continue brushing over the mixture to help smooth it and preventing the application from being too thick.

I don’t believe in doing extra work with no benefit, so I don’t usually waste a lot of time sanding the resin/microballoons mix where it can’t be seen. Place the Sportster’s fuselage in its proper position over the wing, and use a soft pencil to mark the fuselage’s position on the wing. Get a new strip of 80- to 100grit sandpaper on the bar sander, remove the fuselage and sand the microballoons mix smoothly between the tape edges and the pencil lines.

You can sand inside the pencil

lines if you’re cosmetically inclined, but doing so isn’t necessary: you are the only person who will know that this was or was not done.

Fairing blocks will be installed on the bottom of the wing. They will hide much of the glassed area, but not all.

There is an open area at the center of the wing between the forward and rear fairings.

Once again, remove the tape masks and sand the mix to feather the edges. You don’t have to get the mix sanded perfectly flat, but do your best. The low spots will be easy to see because they stay glossy where the sanded areas are dull. At this point, the job is almost finished.

Vacuum the wing and the work area, and apply a final set of tape strips outside the glassed center section. Get a jar of clean water and a tub of Hobbico® HobbyLite® Filler onto your workbench, and prepare for the easy part of the job. Use one finger to spread water over a portion of the glassed area, and another finger to dip into the filler and spread it over the wetted area. Add more water if necessary, and smooth the filler over the glassed area between the tape edges and the pencil marks—all the places where your work will be visible after the fuselage and lower fairing blocks are added.

I usually let this filler dry

9

When the resin/microballoons mix has thoroughly hardened, fit the fuselage over the center section, then use a soft pencil to mark where the outside edges of the fuselage rest over the wing.

10

Sand the microballoons mix smoothly between the tape edges and the pencil lines. Don’t spend too much time or effort sanding the center area between the pencil marks because the fuselage will hide that area when the wing is mounted. Fairing blocks will be installed on the bottom of the wing, but you will need to smooth the open, center area between these forward and rear fairings.

11

After removing the tapes and sanding to feather the edges, apply another set of tape strips, then apply Hobbico HobbyLite Filler over the sanded center section, up to and slightly over the new tapes.

12

This top view of the filler application shows the filler only needs to be applied over the areas that will be visible when the wing and fuselage are joined. It won’t hurt to apply filler over the entire fiberglassed area, but doing so only wastes the extra filler and those few extra minutes that sanding it will require.

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13

Start with 100- to 150-grit sandpaper on a bar sander, and take down the filler to the level of the sanded microballoons mix beneath it.

14

Remove the tapes and switch to a Stevens AeroModel Sanding Block Dual Grit 120/240 for final sanding. Start with the 120 side, then flip it over and sand lightly with the 240 side, feathering the edges of the filler smoothly into the wing sheeting.

15

This close-up view of a sanded edge demonstrates how feathering blends the filler into the balsa sheeting as if they were one.

16

With the fuselage in position over the wing, you can see how neatly the fiberglassed center section appears. When the covering material is applied, no evidence of the glass work will be visible.

In the next installment, I’ll walk you through installing the lower fairing blocks, mounting the wing, and preparing the Super Sportster 60 for covering with MonoKote.

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smoothly into the wing sheeting.

Fit the fuselage over the wing once more, double-checking to ensure that any exposed areas of your glass work are smooth and tidy. If you’ve done the job properly, little to no evidence of any fiberglass reinforcing will be visible beneath the model’s film covering.

In the coming installment, I’ll walk you through installing the lower fairing blocks, mounting the wing, and preparing the Super Sportster 60 for covering with Top Flite MonoKote.

Many of the techniques I describe in this Building Model Airplanes series for RC Sport Flyer have been demonstrated in previous installments. Back issues can be

ordered from the publisher, and subscriptions to the magazine are available at $29.95 for 12 issues.

SOURCES

overnight, then sand lightly with 100- to 150-grit paper on the bar sander. You’ll find the filler sands very easily, so you won’t need to apply a lot of pressure to the sander as you work. Soft and easy does it best. Use the sander to take down the filler to the level of the previously sanded microballoons mix beneath it.

The final step is to remove the tapes and switch to a Stevens AeroModel Sanding Block Dual Grit 120/240. This is a semi-rigid foam sander with a 120-grit surface on one side and a 240-grit surface on the opposite side. Start with the 120 side, sanding the entire filled area smooth, then flip the block over and sand the surface lightly with the 240 side, feathering the edges of the filler

Pacer Technology /Zap Glue 3607 Ventura Drive East Lakeland, FL 33811 Phone: 863-607-6611 Zapglue.com Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 Greatplanes.com Stevens AeroModel 26405 Judge Orr Rd. Calhan, CO 80808 Phone: 719-387-4187 Stevensaero.com

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HOW TO

LOST-FOAM

AN EASY WAY TO FABRICATE FIBERGLASS PARTS – PART II

BY Tom Wolf

L

ast month I introduced the lost foam fabrication technique for making fiberglass parts.

Required materials, tools and equipment, some basic fabrication considerations and techniques for fabricating fiberglass cowls, wheel pants and similar parts were discussed. Now,I’ll expand the discussion to cover some additional techniques associated with fabricating fiberglass fuselages and engine nacelles using the lostfoam technique. As I showed you last month, it is quite an easy way to make inexpensive parts for your airplane and glider designs. So...

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FABRICATION: FUSELAGES & NACELLES Fabrication of fuselages or engine nacelles is an extension of the process described last month.

Shaping a foam blank for a fuselages or engine nacelle utilizes many of the same procedures that were required for cowls and wheel pants.

However, incorporating wing and stabilizer mounting provisions, engine firewalls, landing gear mounts and other structural members requires additional planning and adds some extra fabrication complexity.

In most cases it is advantageous to add structural members prior to

applying the fiberglass. This results in an integrated bond between the structural item and the outer fiberglass skin, which is created as a part of the process of applying the fiberglass. Some structural items, such as servo mounting provisions, and hatch or canopy frames, are most easily installed in the fuselage after fiberglass application is complete and the foam has been removed. The following discussion will walk you through some of the more common structural inserts and provides guidance for introduction into the fuselage construction.

For fuselages with plug-in wings,

Photo by Peter Richner

1

Step one for fuselage fabrication is to mark the profile of the fuselage onto the foam blank. You can do this with a pattern and a black SharpieÂŽ pen.

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2

The profile is shaped by rough cutting with a hot wire or a saw and then finishing with a large sanding block, making sure the top and bottom surfaces are perpendicular to the sides.

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3

LOST-FOAM

A center line is established on the foam plug. You will then draw a top view on the foam blank. Again, you want to use a template and a black Sharpie pen.

the plywood insert that form the interfaces for the wing roots is most easily bonded to the foam after the side and top view profiles have been shaped, providing a flat surface for bonding the insert to the foam. This also allows for creating a fillet between the fuselage surface

4

The top view is shaped using similar methods as the side view, making sure the cross-sections are rectangular for the entire length of the plug.

and the plywood insert prior to completion of final fuselage shaping and the application of the fiberglass.

Photos 4 through 6 depict the foam shaping process for a typical glider fuselage with plug-in wings. In this example, there are no bulkheads, but plywood interface plates for the

plug-in wing and stabilizer have been introduced, as well as a mounting plate for the vertical tail. Since these lite-ply inserts will dictate the alignment of the wing, horizontal stabilizer and the vertical stabilizer, it is important to carefully lay out and draw reference lines to accurately

Tom’s 1.6-meter original design slope glider has a lost foam fuselage, and includes a carbon fiber stiffener on each side of the aft fuselage.

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RC SPORT FLYER . APRIL 2014

Plywood root ribs are carefully located and epoxied to the foam blank. Note the light black reference line on the side of the fuselage that the rib aligns with.

6

Final shaping of the fuselage has been completed in this photo.

Note the fillets at the wing interface plates have been formed using lightweight Spackle.

Photo by Peter Richner

5

The fuselage for this scratch-built 3-meter wingspan HP-18 was fabricated using the lostfoam technique. It was the author’s first airplane built with lost foam, completed in 1977.

locate these parts and establish correct incidence angles.

For long, slender fuselages, it may be structurally advantageous to add localized stiffening for the aft section of the fuselage. This is most often accomplished by bonding a thin carbon fiber strip to each side of the fuselage aft section after final shaping, but prior to the application of fiberglass. After bonding the carbon fiber strips in place, the edges can be feathered into the surround foam with the use of light weight Spackle® compound. An added benefit of these stiffeners is the prevention of twist or bow of the tail boom during application of the fiberglass.

Structural inserts such as firewalls and bulkheads or mounting plates and saddles for wing or stabilizer attach points are most often made from plywood or lite-ply, and are almost always installed after final shaping of the foam. To insert a firewall or bulkhead, the fuselage is cut at the location of the structural insert and the fuselage cross-section is used to trace the outline onto

Tom’s Boeing 314 coming in for another spectacular landing. Lost foam provided relatively easy construction for this large flying boat. facebook.com/rcsportflyer

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The Boeing 314 fuselage is shown after side and top view shaping has been completed, as well as the “V” section of the hull. Note the wood insert at the step in the hull.

The Boeing 314 fuselage has been shaped and is ready for fiberglass application. Partial bulkheads fabricated from 1/4-in. plywood have been inserted into the foam at the leading and trailing edges of the wing to provide loadbearing attach points for the wing.

FIBERGLASS APPLICATION Once all of the required structural inserts (plywood and/or carbon fiber) are in place and the foam shaping is complete, the fuselage is ready for the application of fiberglass. It is important to make an early decision regarding where the foam will be removed on the finished The rear mounting plate for attaching the wing, the item. To keep the part’s adjacent bulkhead, and the 1/16-in. plywood wing saddles finished weight down while were bonded to the foam prior to fiberglassing the Boeing providing maximum strength, 314 fuselage.

I recommend keeping as much foam in place as is reasonably possible. In the areas where the foam will be removed, you must apply The half bulkhead that forms the forward significantly more fiberglass wing mounting point for the Boeing 314 than in the areas where the was installed after final foam shaping, but foam will remain. Two to before the fiberglass was applied. Note that much of the foam was left in place to three layers of 0.7-oz cloth is provide a leak-proof / sink-proof fuselage sufficient over foam-backed structure. areas on smaller fuselages, and two to three layers of 2.4-oz cloth for larger parts. For the areas where the foam will be removed, double these thicknesses or use heavier cloth. Even so, after foam The nacelles for Tom’s 1/5-scale DH Mosquito were fabricated using lost foam, and are being fitted to the removal, it may be necessary to add wing in this photo. additional fiberglass reinforcement pieces on the interior if the skin is the plywood. The structural insert is alignment until the epoxy cures. too flexible. then cut and trimmed until a perfect Done correctly, the exterior edge Once fiberglass application is match with the fuselage crossof the structural insert should be complete, and the surface has been section is obtained. The insert is then flush or very slightly under flush with sanded and filled sufficiently to be positioned and epoxied between respect to the foam outer surface. ready for the first application of the fuselage sections, carefully The photos show some of these primer, features such as hatches aligning all of the parts then taping details that I used when building the and removable canopies are cut the assembly to hold everything in Boeing 314 fuselage. from the fuselage. It is at this point

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RC SPORT FLYER . APRIL 2014

The cowl for the Mosquito demonstrates the quality that is possible when using lost foam for fiberglass part fabrication.

that the foam can be removed from the desired portions of the interior. Once the foam is removed, plywood reinforcing framing around the hatches or canopy openings can be epoxied into place and any additional fiberglass reinforcement can be added to the interior. Holes for the routing of pushrod guide tubes can be drilled through the

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foam by sharpening an appropriate diameter of piano wire and using it as a long drill. The best technique is to drill from the destination in the tail forward to the servo location.

SYNOPSIS I think you will find the lost-foam technique a good alternative to the conventional part making method

of using molds. For a single part, the amount of work required from start to finished is significantly less than the conventional method.

For those who have never done layups in molds, the lost-foam approach enables a high probability of a successful result, even without fiberglass fabrication experience.

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AEROBATICS PART 13 IT’S ALL ABOUT PUTTING SEQUENCES TOGETHER

BY Daniel Holman

L

ast month I started to explain how to read the Aresti catalogue, focusing on the basic aerobatic figures and how they are drawn. In this issue, I’ll pick up where I left off, now explaining the main, point and snap rolls, plus spins. I’m going to show you how they are written, and how to interpret the Aresti symbols. Some of this may seem a bit tedious at first, but with a little practice it’ll become natural. Note that Aresti provides the foundation for International Miniature Aerobatic Club (IMAC) competitions, as well as precision aerobatic flying.

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ROLLS

It will hone your piloting skills by learning the Aresti catalogue. It will also give you an overall understanding of how IMAC sequences are assembled, which will then let you become an even better 3D pilot.

About a month ago I took my Extreme Flight 104-in. wingspan Extra 300 to a local hay field to fly. It was nice to enjoy a calm evening and a beautiful sunset, with Mt. Hood as the backdrop for this photo.

Let’s start with the basic roll and its variations. It is a full roll, followed by various roll combinations.

The first couple of diagrams are selfexplanatory, but the latter are a little more complex. The first thing to note is that when more than one roll is drawn in succession, with a line right above and almost connecting the arrows, the rolls are done consecutively

IMAC contests are more fun than you can possibly know. There’s a great atmosphere at each one. This picture was taken by Jerry Smith at the Georgia Model Aviators IMAC contest that happens near Atlanta, GA. facebook.com/rcsportflyer

without hesitation. However, when the rolls are not connected and are drawn with oppositefacing arrows, the rolls are separate. Although the line segment between each roll is short, opposite-direction rolls should always have a hesitation in between, just long enough to clearly display to the judges the pilot has established the line, and that the airplane’s wings show accurate angles: 0, 90, 180, 270 or 360 degrees. Keep in mind that with the exception of the hesitations in an 8-point roll, there is no maneuver in IMAC that leaves the

airplane’s wings at any angle other than zero or a multiple of 90 degrees.

Also the rolls in the accompanying diagram for a full roll always means one full roll. The symbol for the half roll on the other hand indicates a half roll unless otherwise specified.

If there is a one-quarter or three-quarters fraction shown next to the symbol, that is what the pilot must fly.

All rolls should be coordinated with elevator and rudder inputs to maintain a perfect heading.

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POINT ROLLS Starting in the Sportsman class of IMAC, point rolls are a huge part of precision aerobatics and range from two to eight points per 360-degree roll rotation. One of the first things you must learn is that while fractions are used to indicate partial rolls and snap rolls, point rolls are indicated by the multiplication sign (x). For instance, if you see the value of 3/4 next to a half-roll sign, that means the pilot is to perform three quarters of a roll. On the other hand, if you see 3x4 next to a half roll sign, that means that the pilot is to perform

three points of a four-point roll. Likewise, 2x4 next to a half-roll sign indicates two points of a four-point roll.

The symbol for a point roll is no different

than that of a regular roll, except for the numbers next to it. Take a minute to study the diagrams, which show many forms of the point roll.

down right after an upright snap roll symbol, that indicates the second snap roll should be performed in the opposite direction as the first. The direction of both snap rolls is up to the pilot unless the routine dictates such.

The judging criteria for snap rolls is 0.5 points deduction for every five degrees of over or under rotation. Breaking the snap roll is very critical as well, but is not generally scored between one and ten as it is either done or not done. The airplane must exhibit a visible pitch

break followed by a yaw motion in the same direction as the roll. The airplane also must stay in the snap roll state until exit, and not aileron roll out. If the snap roll lacks either of these characteristics, the maneuver will be scored as a zero. Mastering snap rolling techniques is very important! For more information on mastering snap rolls, please re-visit Aerobatics Part 6 in the September 2013 issue of RC Sport Flyer magazine.

SNAP ROLLS One of the most fun and difficult challenges in IMAC is mastering your snap rolls.

We went through snap roll techniques earlier in this series, but let’s look at how they are drawn in Aresti. A regular snap roll is indicated by an open triangle which extends above and below the drawn flight line. As you might have guessed, half of a snap roll is indicated by a smaller triangle, which only extends above the drawn flight line. Just as the symbol for a half roll can indicate 1/4, 1/2 or 3/4 of a roll, depending on the numbers next to it, the smaller triangle can indicate 1/4, 1/2 or 3/4 snap roll depending on how it is numbered. Again, if no fraction is written with the symbol, it indicates half of a snap roll.

As with the rolls, a small line just above the peaks of two triangles indicates the snap rolls are to be performed without hesitation.

While IMAC sequences do not specify the direction in which the pilot must perform the snap roll, many times in the higher classes when you start dealing with 3/4, 1-1/4, and 1-3/4 snap rolls, the pilot must know ahead of time which direction will correctly set the airplane up for their next maneuver. For instance, if you are performing a vertical down-line and must perform 1-1/4 positive snaps and then exit upright on the Z axis, heading away from yourself, you must be sure of the snap-roll direction to ensure that exiting upright will point the airplane away from you and not towards you.

When you see the snap roll symbol upside-

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SPINS

Reading spins on the IMAC sequence sheet is very similar to reading snap rolls. The symbol for the spin is a wedge — open for positive, and shaded red for negative. The way in which partial spins are written is the same as it is for snap rolls, as shown in the diagram. We discussed spin technique earlier in this series as well, but let’s go over a couple of key points of the judging criteria for this maneuver. The most important part of the spin is the stall/ break. The airplane must stall! If the pilot does not clearly stall the airplane into the spin, the

maneuver will be scored as a zero. The point reduction for over and under-rotation is the same as it is for snap rolls. Also like the snap roll, there is a hefty penalty for rolling out of the maneuver. The airplane must remain spinning until its exit.

Sometimes it is very hard to make the

airplane stall cleanly, especially if you’re dealing with a tailwind. In that case, sometimes it is necessary to pitch the nose up just a few degrees to really get a clean stall.

One point will be deducted for ever 10 degrees of pitch showing, but if it is necessary to show the stall, a few degrees is usually worth it.

ROLLING CIRCLES The rolling circle is an easy maneuver to read. It goes off of the main principles that we have already discussed. The flight path is clearly drawn out as shown in the diagram, and the number of rolls is clearly defined. The roll direction in a rolling circle is specified unlike most rolls. This is easily seen by the roll-symbol arrows pointing into or out of the circle.

R

EADING ARESTI OVERVIEW I’ve now covered all the main points of reading the Aresti.

With this information, you should be able to get through any sequence you will find in IMAC. You will likely find variations now and then that I did not cover here. However, all the basic principles apply and there really aren’t any surprises awaiting you.

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YOUR CALLER Having a good caller is a very important part of IMAC flying, and is crucial to success.

The caller’s job is to read the sequence to the pilot, and keep them on track. Apart from that, the caller should act as a general aid in whatever way necessary: shielding the pilot’s eyes from the sun, acting as an extra set of eyes watching for other airplanes and simply being there to remind the pilot of simple things he or she has forgotten due to nervousness!

Being able to communicate easily and effectively with your caller is very important

and it helps greatly if you can practice with the caller you’ll use in competition. Everyone is going to read the sequence sheet differently, so consistency is very important.

At this point, I’ll call a couple of complex maneuvers from IMAC sequences as I would want my caller to do. I hope this gives you and your caller a good starting point and a better understanding of how to call.

Starting with maneuver one, we have a reverse teardrop. From inverted, push to vertical and perform one and a quarter negative snaps, immediately followed by an opposite quarter roll. Pull five-eights loop to 45-degree downline and perform two-ofeight immediately followed by three-quarters opposite positive snap roll. Pull to exit upright.

Moving on to maneuver two, we have a hammerhead. Push to vertical and perform two negative snaps on your up-line. Keep your wind RC-SF.COM

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direction in mind and hammer-head into it. On the downline you have two full rolls. Push to exit inverted left to right.

Each pilot and caller will need to figure out what works best for them, but I just gave you my version of calling those two maneuvers.

Work together with your caller, so you are both seeing the exact same thing as he or she is talking with you.

Having a fellow pilot and competitor as your caller is awesome, especially if you can each fill that role for the other. Practice together and always remember a second set of eyes is never a bad thing!

EXIT MANEUVER With your knowledge now of the Aresti catalogue, and an overall understanding of how IMAC sequences are assemble, I want to encourage you to get involved in this awesome sport. I cannot stress

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enough the benefits of precision aerobatics as the best way to become a proficient aerobatic pilot.

It is just loads of fun too. So, find an IMAC partner and start practicing for your next IMAC contest.

1815 South Research Loop Tucson, Arizona 85710 Phone: (520) 722-0607 E-mail: info@desertaircraft.com Web Site: desertaircraft.com

DA-200

Price $2795

Displacement: 12.20 cin (200 cc) Output: 19 hp Weight: 10.95 lb (4.95 kilos) Length: 9.625 in. (244 mm) Warranty: Two Years

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Displacement: 9.15 ci (150 cc) Output: 16.5 hp Weight: 7.96 lb (3.61 kilos) Length: 7.67 in. (195 mm) Warranty: Three year

DA-100L

Price $999

Displacement: 6.10 ci (100 cc) Output: 9.8 hp Weight: 5.57 lb (2.53 kilos) Length: 6.5 in. (162.5 mm) Warranty: Three year

DA-50-R

Price $549

Displacement: 3.05 ci (50 cc) Output: 5.0 hp Weight: 2.94 lb (1.33 kilos) Length: 6.7 (170 mm) Warranty: Three year

DA-170

Price $1695

Displacement: 10.48 ci (171.8 cc) Output: 18 hp Weight: 8.05 lb (3.56 kilos) Length: 7.67 in. (195 mm) Warranty: Three year

DA-120

Price $1199

Displacement: 7.4 ci (121 cc) Output: 11 hp Weight: 4.95 lb (2.25 kilos) Length: 6.25 in. (159 mm) Warranty: Three year

DA-85

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Displacement: 5.24 ci (85.9 cc) Output: 8.5 hp Weight: 4.3 lb (1.95 kilos) Length: 5.9 in. (150 mm) Warranty: Three year

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Host: Wenatchee Red Apple Flyers WHERE: The field is 2.3 miles East of Pangborn Field. Take Grant Road East from East Wenatchee, continue on Grant Road to Pangborn Field and then continue another 2.3 miles.

Grant becomes SE 4th, the field is on the left.

5201—4th St., SE, East Wenatchee, WA 98802 http://www.redappleflyers.org Pre-registration encouraged!

Static Judging and Safety Inspections Friday, 1:00 PM to 5:30 PM Saturday - Sunday: Pilots meeting: 8:30 AM & Gear Up: 9:00 AM (4-6 rounds) $30.00 entry fee per model, $20.00 for NWSAM Members NWSAM Dinner Saturday night

2014 Scale Masters Qualifier http://www.nwsam.org/index.html

Contact: Del (509) 679-8402, (del.herring301@gmail.com) Roly (250)374-4405 (rolydd@telus.net)

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here is probably no other airplane company that has ever served more general aviation pilots, as well as commercial pilots, than the Cessna Aircraft Company. Their designs have stood the test of time because they are functional, durable and purpose built Importantly, they are affordable for pilots to own and maintain — not quite like the Model T Ford, but not astronomically expensive.

The Cessna 185 pretty much stands above the rest in terms of it being an outstanding light utility aircraft. The 185 is also known as the Skywagon. It is a singleengine, six-seat, aircraft that first flew as a prototype in July 1960.

The first production model was

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introduced during the month of March 1961 — 53 years ago!

To date over 4400 185s have been built. The 185 is distinctive in that it is a high-wing, conventional landing geared airplane that sports a tail wheel. However, many have been fitted with floats, which makes it an excellent airplane for bush pilots and those that want to get in to back country lakes. Bush pilots have also equipped the 185 with skis. It has been modified in multiple ways, including an enlarged belly for cargo, etc.

Note that the Cessna 185 is much like the 180, however, it is features a strengthened fuselage, a larger vertical fin and a 300 hp (224 kW) Continental IO-520-D engine.

SPECIFICATIONS

CESSNA 185 SKYWAGON

BY Hans-Jürgen Fischer

Wingspan : 35 ft 10 in. (10.92 m) Length : 25 ft 9 in. (7.85 m) Height : 7 ft 9 in. (2.36 m) Wing area : 174 ft2 (16.2 m2) Empty weight : 1,748 lb (793 kg) Gross weight : 3,350 lb (1,520 kg) Powerplant : 1 Continental IO-520-D 300 hp (220 kW) Propellers : 2-bladed constant speed, 6 ft 10 in (2.08 m) diameter Maximum speed : 155 Kts (178 mph / 287 kph) Cruise speed : 145 Kts (167 mph; 269 kph) Stall speed : 49 Kts (56 mph; 91 kph) Range : 720 nmi (1,333 km) Service ceiling : 17,150 ft (5,230 m) Rate of climb : 1,010 ft/min (5.1 m/s)

Cessna 185 Skywagon 0

1

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2

3m

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CESSNA 185 SKYWAGON

N2843A

Cessna 180

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COLUMN HOW TO

ENGINES II ENGINE COMPARTMENT SEALING

BY Pete Bergstrom

W

hether you are scratch building from plans, building from a box full of raw wood pieces, or assembling an ARF airplane, you must finish and seal the structure against spilled raw fuel and/or the exhaust residue and unburnt oil. In the former instances, this task undoubtedly falls to the builder, but in the latter cases sometimes the ARF manufacturer has done this for you. No matter, it is up

to you, the owner of the aircraft, to determine the quality of the seal work. I suggest if you want a long lasting aircraft, that the small amount of time expended to do a good job of sealing the structure and glue joints will reward you handsomely with an easier to clean, easier to maintain and ultimately, an easier to operate airplane.

Sealing the engine and fuel tank

This is the ZAP® Finishing Resin I like.

It’s odorless, clear, non-brittle, easy to sand, works on fiberglass/wood/foam and cures in three hours.

compartment entails using some sort of a fuel proof sealer to seal the grain and pores of the wood structure. The areas we are particularly interested in are the engine mounting/firewall area, the inside of the cowl (if wood), the inside area of any fuselage parts surrounding the engine mounting, and the fuel tank compartment, complete with its surrounding structure that might be subject to raw fuel — if a small leak were to develop in the fuel lines or tank.

You should consider sealing the entire lower part of the fuselage from

West Systems Epoxy is great because it has a low viscosity, typically it has 30- to 45-minute working times and you can sand it when it has cured. Also when it cures it does not have an amine blush.

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are dowel pins and sockets that secure the forward part of the wing to fuselage, and when it is fuel soaked it will compromise the airframe’s strength and durability.

The best time to fuelproof an airplane is when the structure is open to you, which is obviously during your build or assembly. If you are scratch/kit building it can be easier to seal the individual pieces of wood as the building progresses. Doing so will result in a fuel-proof surface as you go rather than trying to do it once the airplane is

front to back to protect the structure in the event of a catastrophic tank failure — the type of failure where the fuel is running out the tail wheel area, while you unknowingly continue to pump fuel into a tank after the stopper has failed. If you haven’t done this, or witnessed it, you will if you stick around the hobby long enough. The fuel tank and its tubing attachments seem to be a favorite place for Murphy to hang out.

Further away from the engine compartment but no less important is the wing saddle area for onepiece wings, especially in a lowwing airplane where the exhaust constantly runs past the joints. It is where the residue likes to collect at the leading edge of the wing and the fuselage joint. Sealing this area can be critical because most often there facebook.com/rcsportflyer

assembled, which often makes for cramped work quarters. At any rate, I suggest it is easier, in fact necessary, to sand, seal and protect these areas before any final finishing materials or paint goes on the model.

What follows is my process for protecting my aircraft. I’ve found that my fuel-proofing processes make my models durable and long lasting.

I think the process is well worth the effort you’ll need to expend.

TOOLS AND MATERIALS What is the best sealer, in my opinion? For all the areas I’ve mentioned, a good two-part epoxy is by far the best and most durable finish for sealing surfaces. I use two brands exclusively on my airplanes: Z-Poxy® Finishing Resin from ZAP® Glue and West Systems Epoxy, with their #207 Special Clear Hardener.

These two products are both easy to mix, easy to use, are the right viscosity for brushing, and they provide a reasonable working time.

Both of these epoxy systems work well for applying cloth (fiberglass or carbon fiber), in addition to their use as a sealing agent. While it is more expensive to purchase initially, I suggest you consider picking up the West Systems epoxy if you do a lot of building. It has a long shelf life, and I’ve found it to work well for different model types. On a side note my first introduction to West Systems Epoxy was in the 1980’s when I was laying

These are my cut-down and ready-to-use chip brushes. You want to secure the bristles to the ferrule with some CA glue—works great.

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2. Use thin super glue and lightly soak the bristles at their base where they connect to the ferrule.

3. Cut the bristles shorter than supplied. It will give you more control over where you apply the epoxy.

up fiberglass fuselages for pylon racing. Because I use a lot of epoxy for both modeling and full-size boat building I keep a ready supply on hand.

Most current generation models include a lot of plywood structure.

It is most important to seal the end grain of the plywood. End grain is found along all the edges of the firewall, engine-mounting boxes, the formers in the fuel tank compartment and inside any mounting bolt holes drilled in the structure for fuel lines, as well as holes for tie-wraps that secure things to the firewall. End-grain is very porous and will soak up any fluids that come in contact with it. Pay particular attention to these areas.

Note they may need an additional coat or two to become completely sealed.

I apply epoxy resin with inexpensive “chip” brushes found at hardware stores. I do so because in my many years of working with epoxy I have yet to find an adequate cleaning method for brushes, so they get thrown away. The most useful sizes for our models are the threequarter- and one-inch brushes.

While they’re usable as sold, a little bit of work on the brushes before use will improve their performance.

1. Pull on the bristles to remove any that readily come out of the ferrule.

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These are the tools for sealing with epoxy: mixing cups, chip brushes, pipe cleaners, and small diameter wire. I recommend rubber gloves too.

This photo shows the engine and tank mounting assembly from my control line airplane after it was sealed with epoxy resin.

Acid brushes — the kind you find with the metal handle and black or brown bristles — can also be useful for smaller surfaces and you should prepare them the same way you did the chip brushes. Hint! Crimp the ferrule with a standard pair of pliers before pulling on the hair or locking them in place with thin super glue.

Both of the epoxies I mentioned usually have an adequate working time — the time the mixture remains in a spreadable, low viscosity state.

You’ll want to mix the epoxy in an inexpensive paper or plastic cup.

You can find the one-ounce-size plastic cups in bulk at hobby stores.

Occasionally I’ve found inexpensive 6- to 10-ounce clear plastic glasses at a party supply store. I use them when I’ll be mixing larger quantities.

If you are planning to coat a larger area, and you’ll be mixing a larger batch of epoxy, it is wise to put the mixture into something that is wider than it is deep. This will give more surface area for the heat from the exothermic reaction of the epoxy to dissipate, which will extend the epoxy’s working time. Alternately, if you mix larger batches in a cup, the exothermic reaction will continue to heat up the mixture and accelerate

SEALING PARTS As a rule, I apply two coats of epoxy to all the exposed wood surfaces. I do a light sanding of the surfaces between coats. Cured epoxies in general always have an amine blush (a kind of a waxy substance) that sits on the surface of cured epoxy. Unless it is removed it will form an adhesion barrier between the two coats of epoxy. The ways to avoid this blush are: 1. Apply the second coat before the first coat cures—when the epoxy

is still at a light tacky stage.

2. Wipe off the blush between coats with some clean water.

One of the best reasons to use the West Systems Epoxy, with their #207 hardener, is the cured epoxy does not have this amine blush. So, another coat of epoxy or paint can be applied directly, without needing to worry about removing the amine blush.

In the photos, I’m showing two examples of sealed surfaces: The first is the classic: Let’s get it sealed before it is hard to get at. It is an example of the engine mount/ fuel tank assembly from the front of a control line model I’ve been working on. Here you see all the corners are easy to access. Also, the surfaces were sanded after the epoxy application to create a smooth attachment surface for the engine and fuel tank.

The second is the front assembly of a Hangar 9® quarter-scale Super Cub. Prior to attaching the engine and accessories to the firewall, I carefully sealed the firewall and all

the holes through the firewall. It was quick to do because everything was easy to access. Notice that you can see the slight sheen off the wood surfaces in the photos where the light is reflecting off the epoxy seal coat.

If you have questions or comments please contact me at: Pete17e@gmail.com

SOURCES

the curing process. It will reduce the epoxy’s working time.

I also recommend you collect a number of small diameter items such as toothpicks, small pieces of music wire and pipe cleaners (available at craft stores or smoke shops).

You’ll use them when you need to get epoxy resin into a hole bored through a plywood surface. Keeping a few of these at the ready while you are sealing wood will speed up the process and help you get it into all areas properly.

Horizon Hobby 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 Hangar-9.com West Systems 102 Patterson Ave. P.O. Box 665 Bay City, MI 487070665 Westsystem.com Zap Glue 3607 Ventura Drive East Lakeland, FL 33811 Phone: 863-607-6611 Zapglue.com

Here is the front of my Hangar 9 Super Cub ARF. There are many holes through the firewall that needed sealing to protect against fuel soaking. facebook.com/rcsportflyer

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The Astro Hog’s covering scheme was derived from all the left over bits of film that Trevor needed to use up!

E-POWER VII IT ALL ROTATES AROUND THE WINDINGS

BY Andrew Gibbs

T

his month’s inspirational model is an Astro Hog by Trevor Hewson. We’ll get right to it; and, we’ll also have a look at the way in which electric motors work.

ASTRO HOG Trevor Hewson is a guy who has been enjoying building and flying electric-powered models for many years. Trevor is also an accomplished modeler. So, it is that we feature his classic design, the Astro Hog. The Astro Hog is well known, and is very much a classic model airplane design. The model was designed by

This view of Trevor’s fine Astro Hog shows you why it has been such a successful kit. This really is a classic American design.

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flaps, and of course to convert the model to electric power. These changes, although significant, have not in my view spoiled the model — the vintage character of the original design still shines through its upgrades.

The flaps are a significant modification, and are relatively simple to install. When installed in a model with a low wing loading like this one, the benefits are perhaps less than they might be with a more highly loaded airplane. Even so, there is no denying they provide an additional degree of slow-flight performance, and in my view are very worthwhile addition to almost any model. The flaps are driven by a single servo, centrally mounted in the wing root. The servo drives a torque rod, which connects to both flaps.

The flaps of the Astro Hog are seen here lowered to around 45 degrees, which is the position used for landing.

POWER SYSTEM ANALYSIS The model is powered by a HiModel 4120 outrunner motor.

This motor has a Kv (rpm per volt) of 660. Trevor chose a 5S LiPo battery as the model’s power source. LiPos have a nominal voltage of 3.7 volts per cell, or 18.5 volts. (5 x 3.7 = 18.5 volts) The maximum voltage of a charged 5-cell LiPo battery is 21.0 volts (5 x 4.2 = 21.0 volts). However, under load, the battery voltage will be less, perhaps as little as 3.3 volts per cell.

The actual load-voltage depends on factors such as the current demand, Super neat servo installation. the state of charge of the battery, the Trevor has elected to use snakes battery temperature and its internal for the rudder and elevator control of this model.

The flaps of the Astro Hog are shown in their take-off position, which is about 15 degrees.

Fred Dunn of California. Fred first flew his prototype Astro Hog in 1957 (a time when electric-powered airplanes were not in the forefront of the hobby). The Astro Hog was kitted by Berkeley in 1958. The design quickly became very popular, even sweeping the Academy of Model Aeronautics (AMA) National Championships — first thru fourth places. It is considered by many to be the first successful RC aerobatic model. Later on, Sig acquired the rights to Berkeley the kits, after Berkeley stopped trading. The design continues to be available today in kit form from Sig Manufacturing.

The plan is also easily, and legally, available online. It is how Trevor got started on building his. In common with Sig’s kit, he made a few changes to the original design; these include a reduction of the wing dihedral and changing the stabilizer to a highmount position. Trevor also chose to fit his model with a pair of simple facebook.com/rcsportflyer

Trevor spent a bit of extra time on the Astro Hog’s cockpit area. A little simple detailing makes for a more scale appearance.

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to a power loading of 150 watts per pound, which is very generous for a model of this type. I estimate the model would fly quite well on half this power. Trevor says, “the model cruises on practically no throttle,” which supports my power assumption for his Astro Hog. Had Trevor opted for such, he could have The Astro Hog’s tail surfaces have clean, elegant lines, chosen a lower Kv motor in which underscore why this was such a winning 1958 combination with a larger model. propeller. In so doing, the motor would have provided the same power, but at a lower rpm. This would have been more efficient, since all else being equal, larger propeller are more efficient than smaller. However, the larger propeller could have resulted in ground clearance problems, since the model was originally intended to be powered by a 0.35 glow-powered motor that turned a 12in. diameter propeller.

Trevor’s use of a simple foam headrest gives the model another nice scale-like touch—simple to do for any Alternatively, a 4S battery modeler. could have been used with the existing motor/propeller resistance. combination, which would then Trevor reports that his model’s result in a lower power level and freshly-charged 5S battery delivers rpm.

20.4 volts loaded. With this motor/ No criticism is intended in ESC/battery combination, the mentioning these possibilities to model’s 12.5 x 6 propeller is turned Trevor’s airplane modifications; at around 11,300 rpm. The power I’ve included these discussion system draws 40.6 amps and delivers items simply for reference. After 828 watts of power. This translates all, the present power system is

The cockpit area is detachable, providing easy and convenient access to the battery pack and radio gear.

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practical and works well, so that’s all that really matters, right? What is important is use a power system that provides enough power, not too little, which could spell disaster.

WING LOADING The model weighs 5 lb 8 oz, which seems quite light for a 71-in. wingspan sport model. The model has a wing area of 816 square inches, which equates to 5.66 square feet.

This area and weight results in a model with a relatively low wing loading of only 15.5 ounce per square foot.

Thank you for sharing your fine model with us here Trevor. I hope it will continue to give you enjoyment for years to come.

NEXT MONTH… Next time, I’ll bring you another inspirational model. I’ll also continue with electric power systems, with a look at how electric motors actually induce a voltage during rotation. This characteristic has a major effect on how they perform, as you’ll see.

As always, I’m interested to hear about your models, so if you have been thinking about sharing a model for discussion please contact me by e-mail. Electric models of any type are of interest. See you next time.

In the meantime I wish you many happy landings. You can reach me at: andrew@gibbsguides.com

It’s always important to insure your model’s battery is well secured. The 5S battery fastened well with hook-nloop tape.

A 1958 Berkeley advertisement for the Astro Hog lists the kit’s cost at only $14.95 — a time when $3 an hour was a good wage!

This shows the flap linkage details. A single servo drives both flaps via a torque rod, preventing asymmetric flap deployment.

Here you see how Trevor installed his Astro Hog’s battery, receiver and servos. It is clean and well done.

Henry Hain wrote, saying, “Hello Andrew, A while ago you said that rpm was approximately equal to motor Kv x battery voltage x 0.85. Rpm is interesting, but it would be more useful if it was tied to a given propeller, with pitch and diameter. Also if you could tie it to actual watts it could be useful.”

Henry, Thanks for your e-mail. I appreciate you getting in touch. You are correct in that the rule of thumb I mentioned does not give an exact rpm. The idea of it is simply to give a ball park figure, which allows us to

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get a good feel for what’s going on with a power system. It does give a reasonable indication of the rpm a typical LiPo powered brushless motor system will achieve. The actual propeller rpm will depend to a large extent on the load the propeller presents to the motor, which depends on its diameter and pitch. The rule of thumb is to only estimate rpm, so it’s not applicable to the power consumption in watts. However, I’ll be writing about propeller power absorption in a future issue. Thanks again for your comment.

DISTRIBUTOR

READER’S QUESTION

SIG Manufacturing Company, Inc. P.O. Box 520 Montezuma, IA 50171 Phone: 641-623-5154 Sigmfg.com

SPECIFICATIONS

The model’s nose cheeks are important to the model’s appearance. The motor nestles comfortably between them.

Wingspan : 71 in.

Weight : 5 lb 8 oz Motor : HiModel 4120, (Kv=660) ESC : 60-amp Battery : 5S 3700-mAh LiPo Propeller : 12.5 x 6 Graupner Radio system : Jeti 2.4 GHz

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E-POWER VII

ELECTRIC POWER SYSTEMS – PART 7

Last month, I wrote about the components of a typical brushed motor. This month, I’ll explain how a brushed motor works. It is worth repeating that even if you are not interested in using brushed motors in your models, it is a great idea to learn how brushed motors work, because they are an excellent tool for learning the principles by which all motor types work, whether they are brushed or brushless.

Operation The typical brushed motor is designed such that as its shaft rotates, the direction of current in the windings is constantly reversed by the commutator, every one third of a turn. The brushes (colored grey in the diagram) are fixed in place, and windings are connected to the commutator (colored pink) such that as the brushes connect with each new commutator segment, the direction of current through the windings is reversed. The commutator is so named because it commutes the current first one way and then another through the windings.

The flow of current through the

windings causes them to produce a magnetic field, such that the windings become electromagnets.

The components of the motor are arranged so the electromagnetic force is constantly attracting and repelling the magnetism from the permanent magnets, and the forces cause a continuous rotation of the motor to take place for as long as a working voltage is applied to the motor terminals.

Changing the direction of the current through a winding changes the polarity of the associated pole. The diagrams illustrate this principle of operation. The North and South permanent magnets, colored red and blue respectively create a magnetic field between them. The poles of the armature rotate within this magnetic field. They are colored red or blue to denote their instantaneous polarity. Unlike poles attract, while like poles repel each other. This simple principle is ingeniously employed in the electric motor to create movement.

In the first diagram, pole A has a South polarity, and is therefore attracted to the North permanent magnet. Pole B has a North polarity, and so is repelled by the North permanent magnet, and

also attracted to the South permanent magnet. Pole C has a South polarity, and so it is repelled by the South permanent magnet. The result is that the armature moves in an counterclockwise direction, shown by the yellow arrow.

This second diagram shows the armature a few moments later, after it has rotated about 30 degrees counterclockwise. The direction of the current in pole A has been reversed and it now has a North polarity.

Consequently, this pole is now repelled by the left side’s permanent magnet, which has a North polarity. Pole B still has a North polarity, and continues to be attracted to the South permanent magnet. Pole C is still repelled by the South permanent magnet, and is also attracted to the North permanent magnet, which it is rotating towards.

The result is that the armature continues to rotate clockwise.

The motor can achieve very high rotation speeds, so the windings must be strongly attached to the commutator to withstand the high centrifugal forces generated.

This a 3-pole armature from a Speed 600 7.2-volt motor, with the commutator, windings and the laminated iron core shown.

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COLUMN HOW TO

DIRECT FROM LILLIPUT THE WORLD’S SMALLEST PRODUCTION QUADCOPTER

BY Patrick Sherman Wherein we consider the many virtues, and occasional quirks, of the diminutive Estes Proto X

I

f you’re looking to have a little fun with a quadcopter, check out the Estes Proto X. Billed as the world’s smallest production quad, the petite Proto X is not even two inches across and weighs the same as two quarters: less than half an ounce.

Although obviously designed with the great indoors as its preferred venue, this tiny aircraft is easily capable of putting on more speed and climbing faster than you will likely feel comfortable with, unless you’re flying in a gymnasium or a concert hall or some similarly cavernous space.

Enclosed within its thumb-sized canopy is a solid, six-axis Flight Control System (FCS) that does a good job of auto-leveling the aircraft when you let up on the control sticks and limiting pitch and roll inputs to a pre-determined maximum. Overall, it’s a pleasure to fly — nimble, responsive and very smooth.

The Proto X carries a total of eight surprisingly bright LEDs to help the pilot maintain orientation, with blue lights forward and red aft. When the aircraft’s 100-mAh battery is almost fully discharged, the lights start flashing to alert the pilot to land.

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The Estes Proto X depicted alongside two 25-cent pieces. The coins not only provide a sense of the aircraft’s diminutive size — they are also equivalent to its weight: less than 12 grams.

With the stock controller, you’re limited to the factory default settings, analogous to “stability” mode on other multirotors. However, the Proto X does have acrobatic capabilities you can tap into with a controller upgrade. See the sidebar for details.

The aircraft has a built-in 3.7volt 100-mAh lithium-polymer battery, charged by means of a USB cable with a custom plug on the end that hooks to the Proto X. Don’t lose it, because there is nothing else in your laptop bag that you can substitute for it. The charging cable has a red LED that illuminates while the battery is You get the Proto X aircraft, as well as a control transmitter, USB charging cable and four spare propellers. The transmitter is more comfortable than it first appears, even for a pilot with large hands. It is powered by two AAA batteries (included). You will need a Phillips head, jeweler’s screwdriver to open the battery compartment (not included).

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charging, and extinguishes once it is fully charged.

Because the battery is internal, you won’t be swapping it out to quickly get back in the air. On my

unit, each flight lasted about 5 minutes, and it took 25 minutes on the charger before it was ready to go again.

The Proto X is a stout little machine that endured several hard knocks that I gave it — intentionally,

RC-SF.COM

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DIRECT FROM LILLIPUT

The circuit board that the Proto X’s electronic components mount to does double-duty as its airframe. This ingenious design reduces both weigh and mechanical complexity, but snap off a limb in a bad crash and a repair will likely be impossible.

of course — with no damage other than a detached propeller, which easily slid back into place on the motor shaft. That said, I wouldn’t repeatedly smash it into a rock wall or a tile floor just for fun.

The circuit board that holds the FCS and the battery doubles as its airframe, so I’m sure that there is a limit to how much abuse it can withstand — and because of its integrated design, you won’t likely be able to repair it if you do manage to snap off one of its limbs.

Estes could have done a favor for all of the junior quad pilots out there by making the propellers lurid shades of green and orange, to increase their visibility after they become separated from the machine by a crash. Their gray-and-black color scheme can make them a little hard to spot on many household surfaces.

Four extra propellers are included in the box, just in case.

When it’s flying, the color of the propellers is pretty much irrelevant to maintaining orientation, thanks to a total of eight bright LEDs on board the Proto X, which unmistakably identify the front and rear of the aircraft.

The Proto X arrives bound to a 2.4-GHz radio of Lilliputian dimensions, which also comes included in the kit box. In spite of its diminutive size — and my relatively large hands — I had no trouble flying it, and it would no doubt be great for children or other people with small

hands who are learning to fly.

The tiny controller even includes trim buttons for pitch and roll, which do a good job of taming the Proto X’s occasionally meandering flight path — see the side bar for instructions on how to permanently resolve this issue.

Using a drop of contact adhesive to firmly affix each of the Proto X’s four motors to its airframe will make the aircraft less prone to wander in flight. However, take care not to get adhesive inside the motors.

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SPECIFICATIONS

Skill Level : Intermediate Weight : 11.3 grams / 0.4 ounces Dimensions : 1.8 x 1.8 x 0.9 in.

(46 x 46 x 22 mm) Battery : 3.7-volt 100-mAh LiPo (internal) Control Frequency : 2.4 GHz

DISTRIBUTOR

Price : $39.99

Seen here in flight, the Estes Proto X is the world’s smallest production quadcopter — less than two inches across and one inch tall. It sells for around $40, comes fully assembled with everything to fly it, except for two AAA batteries to power the radio and a tiny, Phillips head screwdriver.

Estes did make one peculiar choice in the design of the controller, however: a tiny, Phillips head screwdriver is required to open the battery compartment, so make sure you’ve got one handy, along with the two AAA batteries required to power the radio.

In addition to the aircraft, the controller, the charging cable and the four extra propellers, the box also includes a thorough, lavishly illustrated instruction sheet — presented in English, as well as French and Spanish for our friends both north, and south, of the border.

On the “beginner-intermediateexpert” continuum, Estes rates the Proto X as well suited for “intermediate” skill level pilots — likely because it is so responsive that it can put on some serious speed before a novice even realizes what is happening.

So, this probably isn’t the perfect aircraft for someone who is just getting started, but for journeyman pilots who want to keep their skills sharp during the long, cold winter months, a beginner who is ready to take the next step, or an experienced pilot who wants to try out a multirotor without making a huge commitment, you could do a lot worse for $40.

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HOW-TO: ACCELEROMETER CALIBRATION

Mysteriously absent from the otherwise comprehensive instruction sheet that came with the Proto X is an explanation of how to re-calibrate the accelerometers. To begin the procedure, power up your radio and the aircraft, then place the

A DAB (OF SUPER GLUE) WILL DO YA

One minor issue with the Proto X, easily remedied by the end user, is that the motors haven’t been anchored to the point of absolute immobility on the ends of its four limbs. They aren’t going to fly off into space, but there is just a tiny amount of play in the mounts.

This causes the quad to wander around a little bit in flight — an issue that cannot be completely addressed

HUBSAN X4 RADIO UNLOCKS HIDDEN FEATURES

The Estes Proto X quadcopter uses the same radio protocol as Hubsan-brand multirotors, so you can fly it with a Hubsan X4 controller.

Not only does this give you a larger radio to play with, it also provides you with access to some new features, unavailable with the stock controller.

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 Greatplanes.com

aircraft on a flat, level surface.

Next, pull the left stick into the lower right corner of its movement range and hold it in that position.

Next, move the right stick back-andforth between the full-right and full-left position. When the LEDs on the aircraft blink, the calibration process is complete.

by trimming the aircraft. As soon as you land and take off again, it will be back out of trim. To permanently resolve this issue, apply a single drop of contact adhesive to the point where the motor meets the airframe to lock it down tight.

Take care, however, not to get glue inside the motor, or you will instantly transform your Proto X into a nonflying, 1:1 scale replica of the world’s smallest production quadcopter.

In addition to throttle and yaw trim, binding your Proto X to a Hubsan X4 radio will allow you to access dual rates by clicking on the right stick — meaning you can perform acrobatics with your micro quad. Also, if you press and hold the throttle down trim button, you can turn the LEDs on and off.

RC-SF.COM

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COLUMN PHOTOS BY Ginny Sanford

HOW TO

HELICOPTERS 101,PART 5 TRANSLATING TENDENCY AND FUSELAGE HOVERING ATTITUDE

BY Dave Phelps “Like all novices we began with the helicopter but soon saw it had no future and dropped it. The helicopter does, with great labor, only what the balloon does without labor, and is no more fitted than the balloon for rapid horizontal flight. If its engine stops, it must fall with deathly violence, for it can neither float like a balloon nor glide like an airplane. The helicopter is much easier to design than an airplane, but it is worthless when done.”

- Wilbur Wright

I

guess asking the guys that invented the wind tunnel, the modern propeller and fixed wing roll control to invent the swashplate, tail rotor and three axis gyros too, might have been asking a little too much.

Last month we talked about air flow during a hover and rotor head design. We covered the three basic types of rotor systems; the rigid rotor, the semi-rigid rotor and the

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RC SPORT FLYER . APRIL 2014

fully articulated rotor system. This month we’re going to look at how the most common type of model helicopter rotor system, a hybrid of the semi-rigid and fully articulated systems when combined with the tail rotor, affects and is affected by fuselage hovering attitude.

TORQUE AND TRANSLATING TENDENCY Newton’s law of action and

reaction causes the fuselage of a helicopter to tend to rotate in the opposite direction of the main rotor.

This effect is called torque and must be counteracted before flight is possible. In helicopters equipped with tandem or coaxial rotor systems, the rotors turn in opposite directions, which neutralizes torque.

Heading control is achieved by changing the ratio of collective pitch or speed of the two rotors from a

PHOTOS BY Ginny Sanford

Headed to the club after a tough day at the office.

My Eflite® UH-1 Huey hovers in a very scale-like attitude, tail low, with one skid hanging a little lower than the other. The only real difference in its appearance is that the full-scale UH-1 hovers left side low. The factors that cause the RC Huey and the full-scale UH-1 to have similar hovering attitude characteristics are quite different in the two birds, however.

PHOTOS BY Ginny Sanford

The Eflite UH-1 Huey is built on the Blade SR airframe, so it has many of the same flight characteristics. The scale detailing on the UH-1M fuselage is really quite remarkable, right down to the FM homing antennae on the tail boom and the inverted airfoil on the horizontal stabilizer. It has seen a lot of stick time and is starting to show its age.

You may notice that it is missing its rocket pods and mini-guns. The guns went missing in action a long time ago making it a scale model of a full-size flying cargo van.

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Hey Jack, you see that wall, right?

direct 1:1, causing an unbalance in torque produced by each rotor, which in turn causes the fuselage to turn in the same direction as the lower powered rotor.

For single main rotor helicopters using a fuselage-mounted engine or motor, torque is a direct result of the work/resistance relationship of the main rotor. Therefore, torque is concentrated at the center of the rotor disk. Torque results from the power applied to the rotor by the engine and drivetrain, meaning that any change in power output creates a corresponding change in torque.

In most single rotor RC helicopters, torque is compensated for by the use of a variable pitch antitorque tail rotor located at the end of the tail boom. The tail rotor is driven

by the main rotor drive system at a constant ratio and produces thrust in a horizontal direction in opposition to the torque developed by the main rotor. Because torque changes any time a power change is made and fuselage yaw attitude is also affected by aerodynamic forces unrelated to torque and power settings, it is necessary to adjust the thrust of the tail rotor almost constantly.

Fortunately for us, most of this task is usually accomplished by a gyro. When a heading-hold gyro is installed, there is very little input required of the pilot other than pointing the nose in the desired direction. When a rate referenced gyro is used, transmitter mixing is usually also used that slaves tail rotor pitch to the throttle channel so more thrust is created as the throttle setting increases. More control input from the pilot is generally needed with this type of gyro, but it is still a lot less than needed when there is no gyro at all. Many people, myself included, prefer the feel of a rate referenced gyro. For me and the type of flying I do, more scale than 3D, it’s better and easier to fly a helicopter that seeks to stay in proper aerodynamic trim than it is to have the nose always locked in the same direction. From what I can tell, many folks prefer the equipment with which they learned to fly. But I’m not going back to a four-channel AM airplane radio and no gyro, no matter how much I think I miss “the good ol’ days”.

It is important to note that the tail rotor gets its rotational power from the same powerplant that the main RC-SF.COM

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HELICOPTERS 101, PART 5

rotor does. So as tail rotor thrust is increased, the torque required of the engine or motor is increased. Unless throttle is increased independently of the collective control system, the variable demand on the powertrain created by the tail rotor can cause a acceleration or decay in both main and tail rotor rpm that is unrelated to collective pitch. Fortunately, the additional load is small enough in most model helicopters that it isn’t usually much of an issue, as there is generally no mixing or electronics used to correct for the additional power demand of the tail rotor, unless a governor is used to maintain a constant drivetrain speed. A governor is an electronic device that maintains a specific rpm regardless of the load the engine or motor is driving.

Without a governor however, the effect of the tail rotor’s constantly changing power needs can cause an unwanted and difficult to isolate deviation from the “perfect” throttle mix, especially for a large, heavy helicopter in windy conditions. With our modern radios, it is possible to add a mix to the throttle channel slaved to the tail rotor channel (sort of opposite to the usual throttle/tail rotor mixing used with rate gyros) that will minimize this effect. But without a governor, it may be nearly impossible to eradicate it entirely unless it is somehow slaved through the tail rotor gyro as well. That’s more mixing than I want to get into, so I would personally prefer to use a governor in an aircraft that shows this tendency to any noticeable or disagreeable degree.

The amount of power needed to drive the tail rotor varies from around 5% to 15% depending on the size and design of the helicopter. Generally, the larger and heavier the helicopter, the higher the percentage of available power the tail rotor uses. In all cases, the more power the main rotor is using, the more power the tail rotor is going to subtract from what’s available.

The other job of the tail rotor is heading control. An application of more thrust than is needed to overcome torque results in a swing of the nose to the right (for a main

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RC SPORT FLYER . APRIL 2014

COMPENSATING TORQUE REACTION

1.

2.

3.

Rotating direction of the engine or motor driven main rotor.

Torque effect rotates the fuselage in the opposite direction of the main rotor.

The tail rotor counteracts torque effect and provides positive fuselage heading control.

COMPENSATING FOR TRANSLATING TENDENCY

1.

2.

3.

4.

5.

Rotation direction of the main rotor.

Torque effect rotates fuselage.

Tail rotor thrust counteracts torque and provides heading control.

The tail rotor pulls or pushes the entire helicopter in the direction of tail rotor thrust.

The pilot applies right main rotor tilt to prevent drift caused by translating tendency.

rotor rotating clockwise when viewed from above), a reduction in thrust results in a corresponding swing of the nose to the left.

In an autorotation, the main rotor is not producing any torque effect on the fuselage, so a small amount of tail rotor thrust in the direction opposite of the thrust required for powered flight is usually needed to overcome friction in the main shaft’s thrust bearings. Thank your gyro for the job it’s doing! It is probably handling things you don’t even know about.

One job the gyro doesn’t handle for us is translating tendency. This is the tendency of the helicopter to drift laterally in the direction of tail rotor thrust (left in our standard RC helicopter). Translating tendency is generally overcome by the pilot applying right cyclic and by the use of trim to center the cyclic stick at a stationary hover. With a flybarequipped helicopter this trim setting can produce a slight unwanted rolling moment to the helicopter in any condition other than a

stationary hover. A flybarless system automatically corrects any unwanted rolling motion with no additional input from the pilot.

FUSELAGE HOVERING ATTITUDE Last month we talked a bit about rotor system design and how our model helicopters generally use a hybrid semi-rigid fully articulated system. One of the design features of a fully articulated rotor system that applies to RC helicopters is an offset between the main shaft and the blade attachment point. Centrifugal force acting on this offset tends to hold the main shaft perpendicular to the tip path plane. As a result, tilting the tip path plane to the right to counteract translating tendency causes the fuselage to hang slightly low on the right side.

Ideally, the center of the tail rotor drive shaft would intersect with the normal orientation of the tip path plane, as the that’s where torque is centered. Many full-scale helicopters have the tail rotor gearbox mounted on the top of a vertical fin to achieve

this orientation. The best known of this design is probably the Bell UH1H Huey (Slick to its crews, because it had no external armament and had plain “slick” sides and floors; it was essentially a flying panel van). When viewed from the side, a hovering Slick will hang slightly tail low and in a slight left roll. The first and last parts to touch the ground on takeoff and landing is the rear-most part of the left skid. This is commonly attributed to an aft CG (center of gravity) and translating tendency (the rotor system on a full-scale Huey turns in the correct direction, counter-clockwise from above so it hangs left-side-low instead of rightside-low. But not for the reason you probably think).

In actuality, these two attitude variations are caused by a few degrees of positive forward transmission tilt and the resulting tail-low hovering attitude. The UH-1 was designed with a slightly forward tilt in the transmission. That’s what causes it to look like it’s tail-heavy in a normally loaded hover, it was

FULLY ARTICULATED VERSUS SEMI-RIGID ROTOR SYSTEMS AS THEY AFFECT HOVERING ATTITUDE

The fully articulated system has an offset between the blade attachment points and the main shaft.

Centrifugal force acting on the offset makes the main shaft tend to remain perpendicular to the tip path plane. The semi rigid system has no offset, so the main shaft remains independent of the tip path plane orientation. facebook.com/rcsportflyer

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HELICOPTERS 101, PART 5

EFFECT OF A TAIL LOW ATTITUDE ON LATERAL HOVER ATTITUDE

2.

designed to hover with the tail hanging a little bit low so it could be a little faster and more efficient in forward flight. A perfect example of a designer’s tradeoff.

The full scale UH-1 has a semirigid rotor system, so the fuselage will hang or dangle directly below the hub, suspended by what is really nothing more complex than an extremely heavy-duty universal joint, so fuselage attitude is completely unaffected by the orientation of the tip path plane unless it is acted on by another force. So it must be something other than lateral cyclic applied to overcome translating tendency that’s causing it to hang left-side-low. The real cause affects our RC helicopters too.

When the center of pressure of tail rotor thrust is above or below the tip path plane, a rolling force is imparted on the fuselage centered

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RC SPORT FLYER . APRIL 2014

The tail rotor and tip path plane are on the same plane, so no rolling moment is imparted to the fuselage except lateral cyclic.

The tail rotor is below the tip path plane, so its thrust imparts a right rolling moment to the fuselage. This slight roll coupled with the roll input by the pilot to overcome translating tendency causes the tail rotor thrust to no longer be horizontal, in effect giving it a vertical component, which further complicates the maintenance of a stationary hover. This rolling and the resulting pitching caused by the offset of tail rotor thrust and the center of action of the airframe created by torque effect affects all helicopter flight maneuvers to some extent. The greater the offset, the greater the effect.

around the center point of torque, which is the center point of the rotor disk. This is what causes the Huey to tilt left at a hover. It also contributes to the right-leaning tendency of our RC helicopters (no political implications intended). The relationship of the tail rotor and the tip path plane affects every facet of flight to one extent or another.

So why don’t they design RC helicopters with a tail rotor that is closer to the tip path plane?

Weight, complexity, cost. It’s so much easier and cheaper to make it a little nose-heavy to get that tail up. Like so many other things involving helicopters of all scales, it’s a designer’s tradeoff. The gain doesn’t come close to the cost on this one, just like twist in the main rotor blades. So you have a little rolling that’s tough to trim out here and there. Who’s gonna notice? Go

flybarless. That’ll fix it.

Not! With model helicopters, like every other type of RC aircraft (and maybe everything else in life) , when attempting to correct unwanted behavior it’s probably best to learn what causes it, trim it out as much as possible, adapt to the result, and trim some more. Then, if you still can’t get it the way you want it, fire the old one, spend some more money and build a new one. That’s what Wilbur and Orville did.

SOURCES

1.

E-flite® Horizon Hobby 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 Horizonhobby.com

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STANDBOX

DESIGNED TO SAVE YOUR MODELS FROM HARM

BY Staff

E

sprit Model’s new, flexible StandBox™ systems makes quick work of finding a place to store, transport and carry your airplanes. It is the perfect solution to getting models moved around the shop and airfield, and it does so without damaging your airplanes.

What makes StandBox a standout is that it is extremely lightweight, yet durable because it is made of dense foam rubber. The foam is purposed designed to hold your model well, but it is flexible too, which means you won’t damage your airplane getting it in and out of StandBox. Then too, Esprit Model’s StandBox system is modular. It is system that will hold one, two or even three airplanes because the modules

simply lock together, one on top of the other. How cool is that?

GREAT FOR TRANSPORT StandBox makes airplane transportation to and from the RC airfield safer. It doesn’t matter whether you are taking your models in a car’s trunk, a truck bed or van.

The StandBox will keep it protected against abrasion and dings because the foam rubber is soft enough to absorb the bumps and bruises that often happen in transit. StandBox works great for getting your model onto the airfield too because its easy-to-attach carrying straps, let you pick it up and go. It will even work well as a model stand for tuning on a bench.

IN YOUR SHOP Esprit’s StandBox lets you get your airplanes’ hangar organized.

Now you can stack them so they are out of harms way. Due to StandBox’s dovetail joints and clips, you can assemble a stand of StandBox carriers up to a maximum height of five feet. We found they simply pop together. What you’ll like is you can configure StandBox in a variety of ways, such that they will hold almost any airplane you have in your inventory. StandBox uses dovetailed, locking joints that makes them simple to snap together or reconfigure… So, stop wasting space in your shop and get your airplanes store neatly in StandBox. FLEXIBILITY We also found that StandBox can be modified quickly and easily by cutting the foam parts as shown in the instructions — they are printed on the back of the box.

The instructions explain how to reconfigure StandBox such that you can make them fit nearly any airplane.

Note too that StandBox are designed to use an interlocking system that is easy to snap together, but that will not easily

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Final Print size: 6’ x 3’

come apart, so your model will remain safe and secure in the stands.

Additionally, what we found to be a very nice feature of our StandBox was that you need not glue the parts together with epoxy or cyanoacrylate glue. Just snap the parts together and your are ready to start carrying your models or storing them as needed.

they are a great buy. Compared to a wooden stand, that can damage your model, they seem to be an excellent buy. Moreover, we found them to be very easy to assemble and set up for our shop models. StandBox gets “two airplane thumbs up” from us!

FEATURES (4) Foam Support Ends (Blue) (4) Foam Bars (Yellow) (1) Neck Strap (2) Carrying Straps (1) Shovel (10) Clips Price $39.00

DISTRIBUTOR

RIGHT PRICE Considering that StandBox sells for only $39 at EspritModel.com,

Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 Espritmodel.com

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REVIEW HOW TO

POLARON EX THIS IS A STAND-UP CHARGER IT’S NOT BOWING DOWN TO ANY

BY Staff

T

he Graupner Company, Kirchheim unter Teck, was founded 84 years ago.

Graupner has been and is known the world over as a leader in the RC industry, providing modelers absolutely top quality gear. In 2013 Graupner was sold. It continues in the business of building RC products that excel in quality and functionality.

The new Polaron EX charger is an example of just one of the many products that are now being sold in the U.S. by OpenHobby.com. It is, without question, a top-of-the-line charger that is feature rich — being built for the RC enthusiasts who want a charger that is easy to use, yet one that provides functions and features fit for professional pilots.

From the moment we removed the charger from its foam-lined packaging we knew the new Polaron was a charger built to extremely high engineering standards. Little did we know the functions and features built into this new charger were pretty much second to none.

What you get in the Graupner Polaron is a charger designed to stand upright on your workbench, with an extendable leg that slides out from the side to give it additional stability when necessary, which also functions as a dock with optional Polaron power supply (S2012), or is suitable to an 11 – 28-volt DC power source. The case for our test unit is painted blue, however, it is also available in black, silver, red and orange. There are two charge ports

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RC SPORT FLYER . APRIL 2014

Skylar Tucker is showing off the great design lines of the Polaron AC/DC charger. As you can see it is the only charger now on the market that will stand proud on your workbench.

The Polaron EX comes in black, silver, red and orange.

The unit has its ports well laid out on the front, right side and back. You’ll find the base lets it stand on your workbench solidly.

on the front, marked CH1 and CH2.

These ports are also have associated balancing ports, plus each has a port for a temperature sensor — the charger comes with two. At the top front is the 3.0-inch color thin-filmtransistor (TFT) liquid crystal display (LCD) screen and specialized touch keypad. On the right upper side of the charger is the 12-volt DC output port, plus there is a 5-volt USB port.

On the lower right side toward the front is one of the cooling fans — another is located on the back of the charger. Located on the back of the charger, at its bottom is the receptacle for the 100 – 240 AC three-prong power cord. Just above the AC receptacle is a 12- to 15-volt DC input.

You’ll like how the TFT LCD display works. The unit comes with a plastic stylus. The stylus stores in the right, upper side of the case, so you can keep it with the charger.

Once you power the unit, the LCD display becomes your interface to the features and functions of the Polaron. You simply use the stylus to navigate between different menus, which we’ll explain in the photos.

The TFT screen is very sensitive to the stylus, so even a light tap lets you navigate between menus easily — no need to press hard, just a touch will do it. This unit gets its power from facebook.com/rcsportflyer

You’ll get a 5-volt USB port, a motor sensor, servo test port and external module.

There is a stylus that fits nicely in its case, and our unit has a 12- to 15-volt DC input on the back.

either an AC input or a DC input, so you can take it to the RC airfield as well as use it on your workbench at home. Our Polaron pumps out 120 watts on 12- to 15-volts operation, or 60 watts out on 120 to 240volt operation per side — that is 240 watts if you combine both output ports.

We found navigation between menus to be extremely intuitive. The charger nearly tells you what step to take in order to charge a battery of your choice: NiCd, NiMH / 1~14 cells / channel, LiPo, LiFe, LiIon / 1~7 cells / channel and Pb / 1~12 cells (2 volts /cell) / channel. The menus at the Home screen include: Profile, Charge, Discharge, Cycle, Balance, Data, Misc and User Set. Not surprisingly, these menus are where you set up what Here is how your Polaron will ship. Notice, everything is packed in foam rubber. It will come in a cardboard box, with another cardboard box around it. Ours arrived in perfect condition.

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REVIEW

GRAUPNER/SJ POLARON EX

You’ll get a good accessories. The Polaron AC/DC charger comes ready to connect to AC power or to a DC source. The Polaron and Polaron EX comes with two balance boards and temperature sensors too.

We got a blue Polaron. Notice the stylus that is housed in the top, right of the case. The unit also has two cooling fans. There is a 12to 15-volt input port on the back, and 12-volt DC output and 5-volt USB on the top right.

they denote. For example, inside the Profile screen you will pick the battery Type, Voltage, Capacity and the Battery Name for one of 19 battery packs profiles, which are saved automatically. Each charge

port can have 19 battery profiles saved, so you have 38 possible memories built into the charger, plus the initial start settings. The navigation is as easy as tapping an icon — arrows and CPY in this case.

This is the Home screen that comes up when you power on the unit. It uses a TFT LCD screen that is very sensitive to touch, which makes menu navigation very easy.

Here we are setting up the battery profile for a NiMH pack. As you can see the unit has the voltage set at 01S and 1.2 volts. We’ve set the capacity to 4600 mAh.

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The charge menu includes: Voltage, Current, Cut-Temp., Max. Capacity, Safety Timer, Store Volt. Again, it is quite simple to set any of the charge parameters and save it to a memory location too.

At the Charge screen the current is set to 4.6 amps, the peak sensitivity is 5 millivolt per cell, with the trickle current turned off. The safety timer is set for 120 minutes.

All functions are easy to program. Here we’ve set the discharge cycle to bring the cells down to 1 volt, the current is 4.6 amps, the cut-off temperature is 65 C and max capacity is off.

Setting the cycles very straightforward. Here is a charge / discharge then discharge / charge cycle. The number of cycles is one, with the charge / discharge delay time is 10 minutes.

We really like this menu because you can easily pick the number of cells, see the pack voltage, average voltage and gap voltage, and the max and min. cell number voltages.

It is easy using the stylus to tap the data icon to get into the data screen. There you get input and output voltages, plus battery temperatures and internal resistance!

We did not use the motor feature of the EX, but it is available for you to be able to test brushed motors. There is also a tire warmer option built into the EX.

This is the screen that you’ll get at the motor test menu. You’ll be able to get real, usable data. The EX has a built in servo tester, which is very easy to use as well.

Rather than detail every setting here, please see the photos and their captions. We’ll show you the stepby-step of how the EX works. Suffice it to say, it is exceptionally easy to set a profile, charge, discharge, cycle, balance, get data, etc when you are using this charger.

MENUS • PROFILE Battery name, type, capacity, facebook.com/rcsportflyer

number of cells, memory number, memory copy • CHARGE Setup the battery charge data • DISCHG Setup the battery discharge data • CYCLE Setup cycle type and delay the time of charge / discharge (using the charge / discharge setup data ) • BALANCE Display the cell voltage and its

related data, and set up the balance parameters • DATA Display the completed data and battery status • MISC Setup servo, motor and warmer data, ESC setting • USER SET Setup input data, warning, date, time, user name and etc.

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REVIEW

GRAUPNER/SJ POLARON EX

If you are into RC cars, this is an especially nice feature because now you can use the Polaron to warm the tires of your hot rod before the next race.

This shows the unit is charging a NiMH 5-cell pack at the rate of 3400 mA. It is showing the pack voltage at 6.977 volts, current at 2.37 amps, with pack taking 175 mAh.

FEATURES • World’s first standing-type design • User friendly 3.0-in. color touch sensitive TFT LCD screen • 400 watt charging from 24-volt input • 220 watt charging, 12-volt input • User adjustable output on each channel • Discharge current (60 watts / two channels) TOP

• Charges of Lixx 1 – 7 cells, Nixx 1 – 14 cells, Pb 1 – 12 cells • 20 memories per channel • Optimize footprint for space saving • Built-in servo tester, ESC setup, motor tester and tire warmer • Internal USB connector (5.0-volt / 2.5 amp) BACK

Here we’ve selected memory 04 for a 3400mAh 4S LiPo pack. It is now at 15.708 volts, the charge current is 3.4 amps, and the charge has just begun so the pack has taken 15 mAh.

INCLUDES • Polaron EX charger • EH to XH 7S Adapter Board and 7S Cable • USB Cable • DC input cable • Temp Sensor x 2 • Charge Cable x 2 • Alligator Clip x 2 • Charger Stand • Manual

FRONT

RIGHT

④

⑤

⑥ ⑦

②

⑧ ⑪

①

⑨

③

⑩ ⑫ ⑬ ⑭

① Mini USB

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② DC Input

RC SPORT FLYER . APRIL 2014

③ Dynamic Cooling Fan W/Speed control

④ ⑦ ⑩ ⑬

3.0”TFT LCD with Touch Screen Charge / discharge status LED bar Temperature sensor port Motor sensor

⑤ LED Indicator for charge / discharge ⑧ Battery socket ⑪ USB +5V 2.5A ⑭ Servo test

⑥ Channel selection button ⑨ Balance port ⑫ Ext. Module / Speed Controller Setting

SPECIFICATIONS POLARON EX

Power source : 11 – 28 volts external DC power supply (docking system) Display : 3.0-in. TFT LCD w/ touch screen Battery Type & : NiCd, NiMH / 1~14 cells / Cells ea channel LiPo, LiFe, LiIon / 1~7 cells / ea channel Pb / 1~12 cells (2 volts / cell) / ea channel Output : 2 channels (400 watts x 2 chnl = 800 watts) Charge Current : 0.1 ~ 20.0 amps (100-mA steps) / Max. 400 watts 24 volts, Max. 220 watts - 12 volts Discharge : 0.1 ~ 10.0 amps (100-mA Current steps) / Max. 60 watts

Look at the graphics you’ll get on the TFT LCD screen. You’ll see graphically just how a battery pack is being charged. In this case the LiPo pack after 3 minutes and 10 seconds..

Running a discharge cycle is very much the same as you’d do with a charge. We’re discharging a 3400-mAh LiPo pack at the rate of 1.96 amps — great graphics.

Cycling : Discharge, charge to discharge / discharge to charge / charge to discharge Balancing : Maximum 350 mA current USB : USB 5-volt output (5.0 volts 2.5 A ) / USB B-type Sub Function : Servo test, motor test, tire warmer, ESC setting Firmware : External mini USB device upgrade PC : Data dogging communication Languages : Optional (English) Cooling : 1.97 x 1.97 x 0.39 in.

(50 x 50 x 10 mm) x 2 ea dynamic fan Ext. Module : Futaba 3P socket socket Motor Test : ZHR socket Servo Test : Futaba® 3P socket socket Memory : Each 20 memories (20 ea x 2 chnl = 40 memories)

Finally, you can customize the Polaron to fit your likes and wants in terms of finish sound, sound time, the beeps, LCD brightness, temperature scale and volume — it is cool.

SYNOPSIS Okay, so here is what we have to say about the Graupner Polaron EX charger in the our analysis: Our models live and die by the batteries we use to power them and run our radio control gear. The issue is not solely one of monetary value, but also of safety. Consequently, good battery packs are a necessity. Just as important as the battery packs is the quality of the charge that pumps

electrons into them. While you can buy a charger for much less than the Polaron EX, you’ll definitely not get the functions, features and user interface that this Graupner SJ charger affords.

We say, spend the $319.00 and get one of the best battery chargers we’ve tested to date. It will “stand” by your side for many years of RC airplane flying.

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SMPS Docking : Yes Terminal Dimension : 3.47 x 8.00 x 7.73-in.

88.2 x 203.4 x 196.3 mm Weight : 48.25 oz / 1368 g Price : $319.00 (S2011 / Blue)

DISTRIBUTOR

The graphics for the balancing option are superb. Notice there is only a 0.010-volt difference between the cells. You see each cell as a bar chart, so there is no guessing.

OPENHOBBY 3245 University Ave, Suite 1520 San Diego, CA 92104 Phone: 855-5-RCisHoTT Openhobby.com

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REVIEW HOW TO

SBACH 342 60 ARF

MIKE McCONVILLE’S Sbach DELIVERS 3D AND PRECISION AEROBATICS

BY Wil Byers

T

he design impetus for Mike McConville’s design of his Hangar 9 Sbach 342 comes by way of the fullscale airplane. The full-scale version was designed and built by the German company XtremeAir GmbH of Hecklingen. Their Sbach 342 is a high performance two-seat aerobatic and touring monoplane. It was designed by Philipp Steinbach along with Albert Mylius.

The full-scale Sbach 342 is a composite structure, low-wing monoplane that sits atop a fixed landing gear. The 342 is powered by a 315 hp (235 kW) Lycoming AEIO-580-B1A piston-powered engine that turns a threebladed propeller. The XA42 received its certification from the FAA in November 2012.

Our cover model, Skylar Tucker is shown here with our new Hangar 9 Sbach 342 60-size ARF. She and the airplane make for a very attractive combination, as we’re sure you’ll agree.

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The inspiration for the Mike McConville designed Sbach 342 came from this fullscale airplane. Hangar 9’s model delivers 3D performance, which the full-scale does not.

MODEL My thoughts on Hangar 9’s Sbach 342 60 ARF is that it has very svelte, sexy design lines. It sports generously-sized control surfaces, with power to spare from its Power 60 outrunner and the 6S LiPo pack.

With the summer months near, I wanted an airplane that would be fun to fly, as well as capturing the attentions of my fellow RC club members.

When I considered that the 60size Sbach 342 is made from very lightweight balsa and plywood, is covered in UltraCote®, has a painted

You will get a very complete and high quality kit from Hangar 9.

It even includes fiberglass wheel pants and a complete hardware package, so it assembles quickly.

Hangar 9 recommends you use the Castle Creations Pheonix Edge 100 electronic speed control to run the E-flite Power 60 motor. The Edge 100 is an outstanding ESC!

fiberglass cowl and wheel pants, plus a set of plug-in wings, I was pretty much hooked on having one.

Additionally, Hangar 9 says its large control surfaces, when driven by the high-voltage-powered servos, deliver precision maneuverability and 3D capability.

It, therefore, wasn’t long before a generously-sized shipping box arrived at my office. It arrived undamaged too! The remainder of the parts I had ordered from Hangar 9 came in two additional boxes, also without any shipping damage having been incurred by UPS. FEATURES • Mike McConville designed • Airframe delivers giant-scale flight feel and control response.

• Lightweight laser-cut balsa and

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REVIEW

HANGAR 9 SBACH 342 60 ARF

Once you’ve drilled the holes in the servo frames, you must harden the holes in the wood with cyanoacrylate glue, so the screws create strong threads.

All the linkages that come with the kit are well designed.

They make for quick and easy installations of all the control rods and their adjustments.

The Power 60 outrunner motor makes plenty of power for the Sbach, when it is getting voltage and current from the E-flite 6S 5000-mAh LiPo.

Here you see that the rudder’s control linkages and horns are also well designed to provide smooth friction-free operation of the generously-sized rudder.

The elevator’s control linkages are well designed, so there is no friction or slop in the control. Notice the tail wheel mates to the rudder for positive ground handling.

plywood construction • Painted fiberglass cowl and wheel pants • Top hatch gives easy access to servos and battery pack • Steerable tailwheel and aluminum landing gear • Hangar 9 UltraCote® film covering • Entry-level IMAC airplane performance • Power via gas, glow and electric • Complete hardware package included

The install in the fuselage was a joy because everything fit well. I recommend you tie the servo wires with hook-nloop tape before flight to clean up the install.

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NEEDED • E-flite Power 60 outrunner motor • Phoenix® Edge® 100 ESC w/ BEC • E-flite 6S 5000-mAh 30C LiPo • APC 17 x 7 E propeller • 8 x 1.25 prop adapter • Propeller adapter for Power 46/52/60 • 3-1/4-in. aluminum spinner, P51 style

• Spektrum AR8000 8-channel DSMX® receiver • JR DS821HV digital high-torque servos • JR Super Strength servo arms • JR 6-in. servo extensions ARF ASSEMBLY You will enjoy the ease of assembly and set up of Hangar 9’s Sbach 342 60 ARF. I can tell you, without the least bit of reservation, this model was a joy for me to assemble and set up.

I followed the 48-page instruction manual’s step-by-step procedure almost to the letter, which I downloaded from the hangar-9. com and then read it on my iPad. It was very helpful; albeit, if you are an experienced builder you could assemble this model without much help from the instructions. There were a couple of steps where I had to slow down my build a bit to get the airplane readied for flight. The first was making certain the Power 60 motor was attached properly.

The second was getting the battery installed.

DISTRIBUTOR

Check out that big ol’ E-flite 6S 5000-mAh pack that fits snug in the nose of this airplane. Adjust the front strap before you install the battery — it’s a tight fit.

Horizon Hobby 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 Horizonhobby.com

The fiberglass cowl has been designed to get lots of air into and over the Power 60 motor. It is also an absolute perfect fit to the airplane’s airframe — a nice job!

CONTROL THROWS High Rate (expo) Low Rate (expo) AILERONS +/- 300 (60%) +/- 200 (45%) ELEVATOR +430 / - 450 (70%) +12.50 / -13.50 (30%) RUDDER +/- 400 (45%) +/- 200 (35%) Use a control throw meter to measures surfaces’ deflections.

CENTER OF GRAVITY The recommended CG for Sbach is 4-3/4 – 5-1/4 in. (121–133 mm) back of the wing’s leading edge at the root.

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the carbon fiber joiner rod and bolt to the fuselage.

The accompanying photos show the detail of the An APC 17 x 7 E type propeller will be pulling this airplane through the air. It is covered by a 3-1/4-in. aluminum wings’ attachments well. spinner, which is also available from Hangar 9.

The horizontal stabilizers slide on a carbon joiner rod too. About the only other assembly So, check next month’s issue for the item I need to explain is that the LiPo details of how this model flies… battery is a tight fit in its front strap, if the strap is tightened properly.

I recommend you do not force it into the strap because you could inadvertently break the plywood Wingspan : 62.0 in. (1575 mm) tray. Just be patient and guide it into Length : 60.0 in. (1524 mm) place. It fits snug as a bug in rug!

Wing area : 861 in.2 (55.5 dm 2) If you build this model, I think you can assemble it in four evenings Weight : 7.5 – 8.5 lb (3.4 – 3.9 kg) of four-hour build sessions. That is Engine : 0.60 2-stroke if you are not interrupted, and you 0.90 – 1.25 4-stroke don’t have to stop to take assembly Motor : Power 60 outrunner photos. Again, there is nothing ESC : Phoenix Edge 100 difficult about this models assembly.

32-volt 100-amp w/ BEC It is a easy step-by-step procedure, Battery : 6S 22.2-volt 5000-mAh LiPo typical of most Hangar 9 kits.

SPECIFICATIONS

Note that the servos quite literally drop into their respective servo mounts. You must center the servos, with your respective radio and receiver, before fastening them in place of course. Other than that, the linkages fit well. Even the control horns were installed in the ailerons, elevator and rudder. I emphasize that you must use servo lead connectors or dental floss to hold the servo wires’ connectors together in the wings and fuselage — most important! You’ll need to fit the joiner rod to the elevators, but that is a simple procedure. Also, as you would expect, you must harden all the holes in the wood that accept the servo screws and such. I recommend you use thin cyanoacrylate to harden the wood because it will penetrate well, making the holes’ threads more resilient against stripping. The wheel pants fit the landing gear without the need of extra fitting, which was well received by me. Be sure to use removable Loctite® on the screws and bolts where needed, such as on the wheel pant and motor mount bolts, plus the propeller adapter and spinner’s bolt— you do not want things coming loose in flight, right?

Note the wings, simply slide onto

Propeller : APC 17 x 7 E propeller

FLIGHT REPORT I’ll give you a complete flight report in the next issue. The weather here in “The Great Northwest” has not be conducive to model airplane flying; as well as, for us working to get good flight photos and video.

Spinner : 3-1/4-in. (82 mm) Radio : 4 channel min. (DX9 used) Servos : (4) HV high-torque (DS821HV) Covering : UltraCote® Price : $339.99 (HAN4215) RC-SF.COM

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HANGAR 9 SBACH 342 60 ARF

DX9 TX PROGRAMMING

The new Spektrum DX9, with Airware™ software, is the perfect match for the Hangar 9 Sbach. It has a ton of new feature, not the least of which is the advanced voice alert system, which has over 300 words, numbers and phrases built into the software’s programming menus.

It also has built-in telemetry, is very well balanced, has an easy-to-read 192 x 96 backlit LCD screen, offers user selectable mode configurations, userassignable switch functions and ultra smooth, quad, ball bearing gimbals.

that one switch is used for transitions between high- and low-rate control settings—Switch F. Also, I used a threeposition switch such that I can add a mid-rate control setting later in the set up. Also, I’ve not set up a landing mode because I’ve not yet flown the model to know how I want to configure it for landing. You may want to consider using a flight mode to switch between aerobatic and 3D mode. With the DX9, you can pretty much do whatever

your piloting heart desires. My recommendation would be to program the radio such that the controls are in trim, the control rates are set, the voice annunciations are working properly and then set up any flight modes after you’ve flown the model.

You’re going to like the new Spektrum DX9. It has a great user interface, plus it now features voice annuciations with as many as 300 words for functions you select.

Airplane Mode • Obviously, I’m using the radio in airplane mode. Here is what it can do: • 10 Wing types: Normal, Dual Aileron, Flaperon, 1 Aileron 1 Flap, 1 Aileron 2 Flaps, 2 Aileron 1 Flap, 2 Aileron 2 Flaps, Elevon, Elevon-B, 4 Aileron • 6 Tail types: Normal, V-Tail A, V-Tail B, Dual Elevator, Dual Rudder, Dual Rudder/Elevator • Flap delay and elevator compensation • 5 Flight modes • Dual rates and expo • 10 Programmable mixes Programming I’m documenting how I programmed my DX9 via some photos. Note that I am not showing the entire set up from start to finishing. I’m making the assumption that you’ll know how to do that; alternately, you’ll read the manual and learn how — true?

Know that I set my DX9 up so

Spektrum’s new DX9 transmitter has a very familiar ergonomic feel and user interface. It has been upgraded with new software that provides voice annuciations, plus the programming is easier to use than ever.

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RC SPORT FLYER . APRIL 2014

This is how I set up my Sbach travel volumes. It is pretty self explanatory, but I wanted to show you the ailerons are set to 115% while the elevator is set to 125% up and 140% down.

Be sure to set the servos’ positions prior to installing them in the model.

Even so, you’ll likely need to do a little bit of sub trimming after the model is built. Here were the settings for my Sbach.

Here I’m just showing you the servo reversing that I needed for the Sbach. As you can see, the user interface is very much like other Spektrum radios, and even easier to use.

You should know that I’ve programmed my Sbach so only one switch is used for its dual-rate controls — Switch F. In so doing, I can reconfigure the airplane with the flip of just one switch — I like it that way.

Notice the exponential values for the Spektrum radio are programmed as positive values, so the curve is flattened at the stick’s center and then ramps up as the control stick moves more towards its extreme.

I wanted to show you that the manual recommends a setting of 70% exponential for 3D-rate control. Again, look at how flat the curve is at the control stick’s center position.

Even though the manual only provides settings for low- and high-rate control, I’m going to program my DX9 transmitter such that it provides a mid-rate control too.

At this point in the DX9’s programming, I’ve only set up one voice event.

However, let me tell you, voice commands are extremely easy to set. You simply pick a word to associate with a control command and your done.

Timers in the DX9 are easy to set too. As you see, I’ve set a count-down timer for the initial flights of the Sbach. The timer is set to trigger on the control stick being moved to 10%, with the time being 6 minutes.

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96

RC SPORT FLYER . APRIL 2014

THE Mystery SAILPLANE

Last month’s

WiN

ANSWER

was the Convair F-106B. We hope you enter to be a winner in this month’s Mystery Airplane contest.

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win!

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97

THE WARBIRDS HAVE LANDED!

Hawker Hurricane Mk IIB Wingspan: 29.5 in. (749.3 mm.)

Weight: 14.9 oz.

Length: 24.5 in.

P-51D Mustang Wingspan: 29.5 in. (749.3 mm.)

Weight: 15 oz.

Length: 25.5 in.

F4U Corsair Wingspan: 29.5 in. (749.3 mm.)

Weight: 14.8 oz.

Length: 24 in.

Hitec RCD USA, Inc. | 12115 Paine Street | Poway • CA 92064 | (858) 748-6948 | www.hitecrcd.com

Sport Fun with a Wild Streak

NEW ParkZone® ArtiZan™ Park Flyer The compact ArtiZan park flyer is a nimble, grab-and-go sport plane that’s perfect for exploring aerobatics. It’s sleek lines, light wing loading and powerful motor provide a superb balance of slow speed stability and high-speed agility. Anyone with experience flying 4-channel park flyers will feel right at home the first time on the sticks.

Rugged Landing Gear for Flying Off Grass

It’s available in a Bind-N-Fly® version with a Spektrum™ AS3X® receiver and a Plug-N-Play® version without. The AS3X (Artificial Stabilization – 3-aXis) receiver in the Bind-N-Fly version works behind the scenes to counter the effects of wind and turbulence so you enjoy a locked-in feel that lets you focus more on flying and less on fighting the wind. There is no delay in control response or limits on your control. You will simply feel like you’re flying an expertly tuned model that goes right where you point it.

Wingspan: Length: Weight: Motor: ESC: Radio: Receiver: Battery:

42.5 in (1080mm) 40.0 in (1015mm) 34.4 oz (975 g) 480-Size, 960Kv BL Outrunner (installed) E-flite® 30A Pro Brushless (installed) 4+ Channel (sold separately) Spektrum 6-Channel AS3X Sport (BNF only) 3S 11.1V 1800mAh 30C Li-Po (BNF only)

BNF (PKZ6980)

Both versions come equipped with a powerful 480-size, 960Kv brushless motor that delivers all the speed and vertical performance you need to push the limits with confidence.

Leading Edge Vortex Generators for Better Roll Control at Slow Speeds

PNP (PKZ6975)

Get to ParkZone.com right now for complete details on this exciting new sport flyer and to find a retailer near you.

VISIT

Your Local Retailer

CLICK

horizonhobby.com

CALL

1.800.338.4639

SERIOUS FUN.™

© 2014 Horizon Hobby, Inc. ParkZone, ArtiZan, Bind-N-Fly, just fly., Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, Inc. The Spektrum trademark is used with permission of Bachmann Industries, Inc. 43504

WHAT YOU WANT...

RELIABLE POWER, PERFORMANCE, CYCLE LIFE & WARRANTY

GET WHAT YOU WANT, NOT JUST WHAT YOU NEED. Don’t buy just any battery, buy what you want and need! All-new G8 chemistry offers increased power and performance in an overall smaller size and lighter weight! G8 prices are up to 15% lower than the previous generation. Looking for reliablity in your investment?

Our Pro Pilots put our batteries through the ultimate test, stacking up cycle after cycle. The end result is our batteries keep performing for years of use, unlike other batteries in the market today. That’s why our batteries are backed with a 2 year warranty and damage protection program. Experience the Thunder Power RC difference and buy with confidence, still assembled and supported in the USA. www.

Thunder Power RC® ©2014 Thunder Power RC

.com thunderpowerrc

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