RC Sport Flyer Dec/Jan 2015 (Vol 20-01)

RC Airplanes | Gliders | Helicopters

Hookup on — Aerotowing

JANUARY 2015

VIKING MODEL 12 280 WIN THE BIPLANE BATTLE

Stunning!

Messerschmitt Bf 108 3-view drawings

• • • • • •

Victoria, BC Air Show One-of-a-Kind Waco Graupner mz-18 Tx Molding Balsa Tips USA & CANADA $6.49 PowerBox iGyro Horten Ho 229

RC-SF.COM

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TABLE OF CONTENTS DEPARTMENTS

SEE WHY AEROTOWING IS HOOKING UP NEW PILOTS ALL THE TIME.

10 LEADING EDGE 96 AD INDEX 97 MYSTERY PLANE

PG 56 EVENT

HOW TO

14

52

VICTORIA BC AIR SHOW

MOLDING BALSA DISCOVER WHY MOLDING IS NOT JUST FOR COMPOSITES.

By Rob Caso

CHECK OUT WHY PILOTS ATTEND THIS EVENT FOR FUN & CHARITY.

By Tom Wolf

56

AEROTOWING SAILPLANES THIS FACET OF RC FLYING TAKES TWO PEOPLE WORKING AS A TEAM.

By Wil Byers

HERE’S A VACATION DESTINATION THAT’S AN RC EVENT TOO.

PG 14 3-VIEW

46 6

PG 46

MESSERSCHMITT BF 108 IT WAS MUCH MORE THAN A SPORT AIRPLANE.

By Hans-Jürgen Fischer RC SPORT FLYER . DEC 14 / JAN 15

twitter.com/rcsportflyer

DEC/JAN 2015

BUILD

24 FUSELAGE BUILD 2

WACO 30 1941 BIPLANE

LEARN A FEW SPECIAL TRICKS TO MAKE A SCALE MODEL LOOK AND FLY RIGHT.

By Jeff Troy

HO 229 V3 40 HORTEN WING

THIS PICTORIAL DETAILS HOW ONE MAN BUILT A CLASSIC BIPLANE.

By R.B. Kincaid

SEE THE RECREATION OF A HISTORIC WWII FLYING WING DESIGN.

By Mark

REVIEWS

66 POWERBOX IGYRO 3

78

GRAUPNER MZ18 +TELEMETRY

SCARLET SCREAMER IT’S AN AIRPLANE THAT WILL TURN YOU INTO A RACE PILOT. SEE WHY.

By James VanWinkle

LEARN WHY THIS BOX MAKES FLYING AS IF YOUR MODEL IS ON RAILS.

By Dipl.Ing. KarlHeinz Keufner

TAKE THIS UMX GLIDER SOARING ANYWHERE.

PG 82

72

UMX 82 E-FLITE RADIAN BNF

JAMES SHOWS YOU WHY THE MZ TRANSMITTER TAKES YOU TO THE LIMITS AND MORE.

By James VanWinkle

THIS ELECTRICPOWERED GLIDER USES AS3X TO GIVE IT BIG-PLANE PERFORMANCE.

By Dan Deckert

VIKING 90 E-FLITE MODEL 12 SEE WHY AS3X MAKES THIS TINY BIPLANE FEEL LIKE IT IS A GIANT-SCALE MACHINE.

By Jake Pulsipher

PG 72

PG 90

IT’S A RACER DESIGNED TO MAKE YOUR ADRENLIN PUMP. IT’LL PUSH THE OUTSIDE OF THE ENVELOPE. rc-sportflyer.tumblr.com

RC-SF.COM

7

EDITOR IN CHIEF Wil Byers wil@rc-sf.com ASSISTANT EDITORS James T Baker Doris Chen Louie Scribner 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/ Haley Knutson CIRCULATION support@kionapublishing.com OFFICE ASSISTANT Shar Archibeuqe CIRCULATION Christian Wells MARKETING Wil Byers ads@rc-sf.com CONTRIBUTING EDITORS Rob Caso, Gene Cope, Andrew Gibbs, Daniel Holman, Mike Hoffmeister, Richard Kuns, David Phelps, Steve Rojecki, Mike Shellim, Patrick Sherman, Jerry Smith, Jeff Troy, Robert Vest, James VanWinkle, Tom Wolfe, David Wigley RC Sport Flyer (ISSN: 1941-3467) is published monthly for $29.95 per year in the USA by Kiona Publishing, Inc., P.O. Box 4250, W. Richland, WA 99353-4004. Periodicals postage paid at Richland, WA and additional mailing offices.

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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.

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8

RC SPORT FLYER . DEC 14 / JAN 15

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Nick Picked

When Nick decided he wanted a 60% Cub, he had a big decision to make Go the conventional yet complicated way and have 5 separate flight packs to manage, with 5 batteries to charge and 5 switches to remember to power on and off.

Or ease, simplicity, and unmatched power Go with the eas distribution that JR’s powerful XBus technology has to offer... at the flip of a single switch.

Conventional

With XBus, Nick was able to eliminate all the complexity and risk of the “ 5 Flight Pack” conventional setup, and was able to digitally match and power the 4 Aileron servos per wing panel using a single XBus PC4 converter harness and one servo lead/14g power lead to each wing panel as shown above.

Not only did XBus ease the installation, setup, and pre-flight procedure on the Cub, but it saved Nick hundreds of $$$ in the process.

So, when you are getting ready to select your radio gear for your next project, take a look at what JR’s powerful yet simple XBus system has to offer. Just like Nick, we think you’ll be smiling as well.

For more information on the XBus installation on the 60% Cub as well as information on the complete lineup of XBus products, visit our website at JRAmericas.com/xbus JR Americas | 2710 N Mattis Ave Unit E Champaign IL 61822 | 1 (855)-868-8700 (toll-free)

LEADING EDGE

WIL BYERS

Let me tell you something, folks: You can’t fix stupid. There’s not a pill you can take; there’s not a class you can go to. Stupid is forever.”: comedian Ron White.

That is a gross understatement! It should go without saying, but it seems lately stupid is as stupid does. It is especially so after the front pages of news outlets are splattered with information of a quadcopter crashing onto the White House grounds.

Just like most of you, I’ve been a fixed-wing airplane enthusiast for most of my 60-year-plus life.

I’d go so far as to say I’m wildly passionate about long-winged airplanes in the form of gliders and sailplanes. Even so, I love watching accomplished pilots fly freestyle routines with their International Miniature Aerobatic Club (IMAC) airplanes. Scale airplanes of all kinds turn my wick because they emulate the full-scale airplanes, which often have distinguished in-air histories. Then too, when I see some of the routines that pilots of 3D helicopters are turning in lately, I’m beyond impressed. Know that almost always I’m flying fixed-wing airplanes, gliders, and helicopters on my flight simulator too.

A few years ago, September 2, 2011, I was introduced to a hexacopter at the Shanghai Model Exposition. At the show, Frank Wang, the 2006 founder of the DJI Company in Shenzhen, Guangdong, China, was showing their hexacopter to the attendees. As with anything that flies, I was most interested in what his new multirotor machine was capable of doing. While not yet perfected, the DJI hexacopter was quite stable and would pretty much fly itself. Frank explained to me how they had programmed the navigation system to fly it to specified waypoints and then to return to its launch point (home). I was duly impressed with the engineering that had been incorporated into what would soon become known as the most prevalent “drone” brand sold around the world. Maybe I should have been more foresightful and become one of Frank’s dealers, however, as the saying goes, hindsight is 20/20.

Fast forward to January 26, 2015 when a drone (DJI Phantom) crashes on the White House lawn at 3:00 a.m. in the morning. It is but four years and five months since my meeting with Frank at the Shanghai show. Much has changed since then in the multirotor world. Now drones are everywhere. Frank is a very, very rich man, and his DJI company has 3000 employees. Drones are being flown by anyone and everyone. They are being marketed in about every way imaginable: photography/video platforms, surveillance and environmental monitoring, and as 10

RC SPORT FLYER . DEC 14 / JAN 15

Amazon’s wanted package delivery systems, which I think is ludicrous. Nevertheless, the market continues to grow for multirotors of all sizes.

The White House incident underscores how multirotors have become the new “toy” on the block.

Now anyone can buy one and fly it anywhere and anytime. In fact, while I was doing a bit of research for this article by way of Google’s search engine a drone banner advertisement popped up on my browser page. Not surprisingly, the ad was for DJI’s Inspire 1 quadcopter package, complete with quad, four extra propellers, transmitter, Lightbridge HD downlink, Drone Academy X tutorial, and carrying case. It seems what was left out of this package was any formal training or certification program.

I don’t know about you, but when I learned to fly RC the hobbyshop owner recommended I get training from an experienced pilot. Additionally, the model I would learn to fly would never exceed the limits of my vision — intentionally anyway. It would not carry a camera, a global position system, or be capable of being programmed to fly to specified waypoints and then home. Understand, I think the technology incorporated into multirotor systems is outstanding. I love technology and what it is providing us in the RC world.

What I’m most concerned about with the larger drones/multirotors is that they are being flown — if you can call it such — by pilots with no aviation experience whatsoever. Case in point is the “pilot” — a government intelligence agency employee — who crashed his drone on the White House lawn. The guy had apparently been drinking and was showing off for a girl when he lost control. The drone flew 10 blocks before crashing — definitely out of sight!

I’m now very concerned for the negative impacts drones are having on the RC community. In general, it seems the drone community has little concern for RC. Rather, and I’m saying generally, drone pilots seem to be narcissists, focused on one-upping their buddies with their antics — never mind the good or bad results. Yeah, I know that one percent of the drone pilots are responsible, but the other ninety nine percent is not — piloting their machines in a haphazard fashion.

A veteran Vietnam jet pilot put it succinctly. He said, “The difference between an RC pilot and drone pilot is that the RC pilot always has his aircraft in sight.” That is an important distinction — kind of like Visual Flight Rules (VFR).

As RCers let’s make our voices heard! Let’s not exclude the drone community, but let’s definitely lobby for rules that apply to drones exclusively, which must be wholly different from those that apply to fixed-wing aircraft. If we do nothing, we may not be RC pilots tomorrow.

I’m anxious to get your feedback by way of my e-mail, Twitter, Instagram, and Facebook pages.

Please blow them up with your opinions.

twitter.com/rcsportflyer

EVENT

13TH ANNUAL

VICTORIA’S LARGEST LITTLE AIRSHOW HOW VICTORIA’S RC MODELERS HAVE RAISED OVER $200,000 FOR CHARITY!

BY TOM WOLF

T A key promotional tool for the event is a professional-quality event flyer. What makes it great is that it provides the who, what, where, when, and how of the event, so everyone knows what to expect.

14

RC SPORT FLYER . DEC 14 / JAN 15

he Victoria RC Modelers Society (VRCMS) has put on a radio controlled aircraft airshow every summer for the last thirteen years, as a fund-raiser for two local charities: C-FAX Santa’s Anonymous and the Saanich Peninsula Hospital Foundation. The airshow is held at Michell Air Park, VRCMS’s home RC airfield. This year’s show was held August 9 – 10, with excellent weather providing perfect flying conditions for the airshow and very comfortable twitter.com/rcsportflyer

Residents from local nursing/assisted care facilities were hosted on Friday afternoon, during the practice / dry run for the airshow. The residents seemed to have a particularly good time.

The aircraft static display was set up under three very large tents. A good number of very high quality aircraft were on display, with VRCMS members available to answer any questions.

conditions for the spectators.

Mike Scholefield is the event director for the annual airshow and he is supported by a large group of event workers drawn from VRCMS membership, member’s wives, partners, and friends. His team has fine-tuned their efforts to ensure a highly successful, smooth-running event. Planning for the event starts early, usually seven to eight months ahead of the airshow. There is local newspaper, radio and television coverage leading up to the event, as well as coverage during the event.

The airshow has a Facebook page to provide timely information about the air show, including real-time posts to capture the action. The club does a superb job of promoting their event as a way to have fun and raise money. rc-sportflyer.tumblr.com

Jack Lowe had his beautiful 1/5-scale DH Mosquito Mk35 “F” for Freddie on display all weekend. Jack is a member of Victoria RC Modelers Society.

LARGEST LITTLE AIRSHOW The Largest Little Airshow is run similar to a full-size airshow, with aircraft on static display, nonstop scripted airborne action, a wide variety of interesting aircraft performing airshow routines, and a top-notch air show announcer to provide the audience with interesting background information regarding what they are seeing. There are activities for the kids, such as face painting, and informational booths for local organizations such as the local aviation museum and the Saanich Peninsula Hospital Foundation. The Victoria Flying Club also had a booth so that anyone interested in learning to fly full-size aircraft could obtain information about how to get started.

VRCMS has consistently drawn large

crowds to each of their airshows, with some spectators showing up 90 minutes or more before the scheduled start of the show to stake out a prime, front-row seat. Many spectators spend the entire day at the airshow, which runs from 10 a.m. to 4 p.m. each day.

While the airshow is on Saturday and Sunday, Friday is a practice/dryrun day for the airshow participants.

VRCMS invites residents from local nursing/assisted care facilities to the airfield on Friday afternoon for a preview of the air show. This allows the residents to be close to the aircraft pit area and to be able to have conversations with the airshow pilots without having to deal with the crowds that show up during the formal show. Sunshades are placed RC-SF.COM

15

EVENT

13TH ANNUAL VICTORIA’S LARGEST LITTLE AIRSHOW

This turbine-powered F-104 Starfighter is incredibly detailed and the workmanship is second to none. Jack Price, a Victoria RC Modelers Society member, is the builder.

Kevin Forsyth and Paul Dries, from Vancouver BC, flew this very nice turbinepowered Avanti, which gave the crowd many impressive high-speed passes.

Kevin Forsyth and Paul Dries brought three turbine powered aircraft and one turboprop, and flew all in the show. These machines are impressive for the spectators to see in flight.

16

RC SPORT FLYER . DEC 14 / JAN 15

along the front of the spectator area for the Friday practice so the residents are able to sit in the shade. During the formal airshow, these sunshades are moved to the back of the spectator area so as not to impede the viewing of the airshow performances.

Parking is free and admission to the airshow is by donation. VRCMS club members run a food concession, a merchandise raffle, and a 50-50 raffle. All proceeds go directly to the charities. VRCMS has been able to solicit generous contributions of cash, food, and merchandise from a long list of sponsors, which aids greatly in their fund raising efforts. The major sponsors for the 2014 airshow include Parker Johnston Ltd, Proline Management Ltd, Viking Air, and West Jet. A complete list of 2014 sponsors twitter.com/rcsportflyer

A wide range of aircraft performed at the airshow.

As you can see the quality of craftsmanship on display was exceptional. Interestingly, many of these models are flown only for sport.

Mike Allman from Vernon BC, thrilled the crowd with his P-38. Jack Price’s very nice radial engine powered F-4U Corsair is in the background.

can be found at the end of this article.

Pilots performing at the airshow are screened and selected by the airshow staff with specific proficiency criteria that must be met. Safety is the number one priority. All aircraft undergo a safety inspection prior to flying in the airshow. Flight routines are reviewed and tailored to ensure a safe and interesting show. There were around 30 – 35 pilots performing at this year’s airshow. About half of the pilots were VRCMS members, and there were pilots from other parts of British Columbia, including Vancouver, Nanaimo, Parksville, and Vernon. There also were three pilots from the U.S., specifically Salt Lake City Utah, Sacramento California, and Santa Barbara California.

This year’s airshow had examples rc-sportflyer.tumblr.com

Dave Sullivan from Sacramento California flew a very well-choreographed, professional flight routine set to music. It demonstrated very high-caliber 3D flying, transitioning to precision aerobatics.

of almost all facets of our hobby.

Aircraft flown during the airshow were powered by glow-fuel-powered and gas-powered engines, turbines, a turboprop, and electric powered. All eras of scale aircraft were represented, from WWI to present day, in addition to sport aircraft and 3D/IMAC types.

Helicopters performed for the crowd, with both 3D/aerobatic and scale flying routines. Also seen in the skies over Michell Air Park was an RC sky-diver, Snoopy’s dog house, a flying lawn mower, and “Superman”, much to the delight of the younger members of the audience.

RC-SF.COM

17

EVENT

13TH ANNUAL VICTORIA’S LARGEST LITTLE AIRSHOW

Dave Sullivan also flew this Cub, which had an incredible power-to-weight ratio. It was capable of 3D maneuvers, including hovering, but could also be slowed to a crawl for prototypical flying.

Attendance estimates were in the neighborhood of 3000 for the weekend. The airshow raised $18,600. There was a special donation of $5000, and VRCMS kicked in the difference to make the total donation to charity $24,000, which was split equally between the two charities. This brings the total raised over the thirteen years that VRCMS has been putting on this event to just over $213,000 — amazing! The community support for this event is truly impressive, and VRCMS has generated a lot of positive publicity for their organization and the hobby in general.

For more coverage of the 2014 air show, including photos and video clips, see the Facebook page for Victoria’s Largest Little Airshow. There

Scott Davis travelled from Salt Lake City to perform in the airshow with his Balsa USA 1/3-scale Stearman biplane. His son Ryan is his help. Power for this 50-lb airplane is a Moki 5-cylinder 250-cc radial engine.

Chucky the skydiver made multiple jumps over the airshow weekend. He did not have any malfunctions either, which seemed to please the spectors as he drifted down for many near-perfect landings.

18

RC SPORT FLYER . DEC 14 / JAN 15

twitter.com/rcsportflyer

A large and enthusiastic crowd enjoyed the airshow on both Saturday and Sunday. The attendance estimate is about 3000 over the two days. By the way, Victoria is a true vacation destination.

This large electric-powered Martin Mars is on short final. The Mars has a 10-ft wingspan, was built very lightly, and flew extremely well. Wayne Powell is the builder/pilot of this Ivan Padagou design.

Left to right: The author’s DH Mosquito FBVI and Jack Lowe’s Mosquito Mk35 sit side by side. We had hoped to get them both airborne together, but Jack is still working some new-plane issues.

Now that is what is called getting down into the weeds. This Align T-Rex 800 capped off its 3D routine with a little grass trimming, to the absolute thrill of the crowd and other pilots. rc-sportflyer.tumblr.com

RC-SF.COM

19

EVENT

13TH ANNUAL VICTORIA’S LARGEST LITTLE AIRSHOW

2014 SPONSORS

No airshow would be complete without the Red Baron and Snoopy. A very well-performed mock dogfight with a Sopwith Camel, a Fokker DVII, a Fokker DRI. Snoopy was enjoyed by the crowd.

Checks for $12,000 each were presented by Jack Price and Mike Scholefield of VRCMS to C-FX Santa’s Anonymous and Saanich Peninsula Hospital Foundation representatives.

are also several very nice video clips posted on YouTube that can be found by simply searching on “Victoria’s Largest Little Airshow”.

The dates for the 2015 Victoria’s Largest Little Airshow have already been set. Next year’s event will be August 8 thru 9, again at Michell Air Park, Victoria, BC.

20

RC SPORT FLYER . DEC 14 / JAN 15

FOR MORE INFORMATION Victoria Radio Control Modelers Society: vrcms.org/index.html

Parker Johnston Industries Ltd. 250-382-9181 WestJet Thank You Viking Air Limited 250-656-7227 Proline Management Ltd. 250-475-6440 Victoria Airport Authority 250-953-7500 HeliJet Thank You University Heights Shopping Centre 250-477-2122 Carolyn Developments Ltd. 250-382-0200 McLean Financial Management Inc. 250-472-3446 NAI Commercial (Victoria) Inc. 250-381-2265 Island Asphalt Ltd. 250-652-9211 Brentwood Pharmasave 250-652-1235 Mill Bay Centre 250-743-5500 Michell Bros.

250-652-2100 Store Street Holdings Ltd. Thank You Mahoe Properties Ltd. 250-479-9800 Peninsula Mini Storage 250-544-6464 Scho’s Line Painting Ltd. 250-478-0194 TPM Management Ltd 250-384-7661 Doug Stoneman Thank You Campbell Construction Ltd. 250-475-1300 Jawl Properties Ltd. 250-475-0338 Horizon Developments Ltd. 250-652-3090 Tidman Construction Ltd. 250-652-1101 BC Shaver and Hobbies 250-383-0051 Robbins Parking Service Ltd. 250-382-4411 Victoria Airport Sidney Travelodge 250-656-1176 Albion Properties Ltd. Thank You Lunn’s Pastries, Deli & Coffee Shop Ltd. 250-656-1724 Victoria Hyundai 250-995-2984 Schwalbe Tires North America Inc. Thank you Syncron Solutions Ltd. 250-385-7962 Harwood Custom Composites Inc. 250-656-0392 Jack Lowe Thank You EJC Developments Ltd. Thank You South Island Power Sweeping Ltd. 250-744-7602 Mr. Lube 250-475-2666 West Rock Construction Ltd. 250-727-9724 Island Muffler & Brake 250-385-7033 Garden City Painting 250-589-2606 Action Motorcycles Inc. 250-386-8364 Megson Fitzpatrick Insurance Services 250-595-5212 The Carson Family Thank You Lifestyle Ventures Inc. 250-727-8866 Western 66 Motor Inn Ltd. 250-652-4464 Lee Smith Landscapes Inc. 250-880-1669 Phoenix Bar & Grill 250-479-9760 Steve Copp Construction Ltd. 250-920-9004

Victoria’s Largest Little Air Show Facebook: facebook.com/VictoriasLargestLittleAirshow

twitter.com/rcsportflyer

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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.

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est. 1989 by Mr. Fred Burgdorf

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RC SPORT FLYER . DEC 14 / JAN 15

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BUILD

DECATHLON FUSELAGE, PART 2 ITS A BASIC BOX YOU’LL BE BUILDING

T

he basic box for the fuselage of my Dynaflite Super Decathlon has been framed in the previous issue. In this installment, I will show you how to mount a wing, install an engine and fuel tank, and add the upper and lower sheeting. This model is old-school design at its best, and I believe that you’ll enjoy following along.

I use Bob Smith Industries (BSI) Insta-Cure + medium cyanoacrylate (CA) adhesive for most of my models’ basic constructions. Insta-Cure thin CA and Maxi-Cure thick CA are also used where needed. When epoxy is called for, BSI Quik-Cure (5-minute), Mid-Cure (15-minute), and Slow-Cure (30-minute) are my choices.

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It’s easiest to fit the wing to the fuselage before the sheeting is added to the fuselage top and bottom; it makes measuring easier when the fuselage can lay flat on the bench.

Because the wing is made up of two panels joined at the center, you’ll find the centerline makes an ideal point at which to begin the alignment procedure.

Insert the aluminum joiner tube and slide the panels over it, making sure the panels press together tightly.

Use tape to hold them together if they feel even the slightest bit loose. Insert the two dowels into the wing panels, then lay the wing over the saddle with the dowels extending into the corresponding holes in the forward

This installment picks up with the basic box for the Decathlon fuselage framed, now ready to fit the wing, engine, and fuel tank, and receive the upper and lower sheeting.

RC SPORT FLYER . DEC 14 / JAN 15

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BY JEFF TROY

cabin bulkhead. Cut a 6-ft length of non-stretch string, such as dial cord from an electronics store or Kevlar® line from a fishing supply shop, and tie one end to a large T-pin. Fold a piece of masking tape over the opposite end, and draw an arrow on each side of the tape. Now insert the pin at the exact center of the fuselage’s tail, drawing the other end of the string forward across the centerline of the wing. It should be easy to see whether the wing is correctly positioned side to side. When the centerline of the wing is in line with the string, you’re nearly finished.

Double-check the job by extending the string to the end of one wing panel. Don’t go all the way out

How about a way to fit a wing in three easy steps? First, use a string from the tail that passes over the wing’s centerline to gauge the right/left alignment. twitter.com/rcsportflyer

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Next, double-check your centering job by running the string to the last rib of one wing panel. Measure where the rib and sheeting meet the leading edge, not the tip.

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Finally, run the string from the tail to the same point on the opposite panel. Adjust the wing as necessary until the tail-to-rib distance is the same for both panels.

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Join and install the 3/32-in. rear deck sheeting with medium CA. Hold the bar sander at an angle to prevent gouging, and sand the sheeting flush with the fuselage sides.

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Four die-cut, balsa spines are laminated to form two pieces. These are installed over the rear deck sheeting, where they create a convincing mimic of the full-scale Decathlon’s fuselage stringers.

to the tip because there are always variances in the way a tip is shaped and sanded. Instead, run the string out to where the wingtip block meets the last rib, and where the block and sheeting meet the leading edge.

This point should be the same on both panels, so slide the tape strip down the line until the arrow hits that measuring point, then lightly pinch the tape around the string. Run the string to the same point on the opposite wing panel and the arrow mark should be at the same point.

Adjust the wing as necessary until the distance from tail to tip is the same for both panels.

Tape or pin the wing to the fuselage in its correct position, and drill two 3/16-in. holes through the trailing edge of the wing and into the hardwood block at the rear of the fuselage. Hold the drill at an angle that matches the angle of the upper wing sheeting so the wing bolts rc-sportflyer.tumblr.com

seat flat against the wing when they are tightened. Remove the tape or pins and remove the wing from the fuselage. Run a 1/4-in. drill through the holes in the wing, but not through the block in the fuselage. The holes in the block must be threaded with a 1/4-20 tap. Run the tap through at least twice to be sure the threads are cut cleanly, then apply a drop or two of thin CA to harden the wooden threads. Let the CA cure, and run the tap once again.

Place the wing over the saddle again, and add the two plywood plates at the trailing edge of the wing.

Remove the wing again, and working from the bottom of the wing, run the 1/4-in. drill into the previously drilled holes and through the newly added plywood plates. Fit the wing over the saddle again, and use the 1/4-20 nylon bolts to secure the wing at the trailing edge. If you find the 1/4-in. holes to be a bit too snug, you can

open the holes slightly with a 1/4-in. rattail file. Pull the wing and set it aside until the next installment; there’s still more to do with the fuselage.

The top and bottom fuselage sheeting is done with 3/32-in. balsa cut from 3-in.-wide sheets. Cut the cross-grain pieces for the rear deck slightly oversize, and butt-glue them together with medium CA. Do this over a sheet of parchment paper to prevent the balsa from sticking to the work surface. Fit the finished sheet over the rear of the fuselage, making sure the edges of the sheeting extend over the fuselage sides. After you’re satisfied with the fit, apply medium CA to all the contact points and lay the sheet back down over the deck.

Flip the fuselage on its side and use coarse sandpaper on an Easy-Touch Bar Sander to flush the deck sheeting with the fuselage sides. You’ll find it best to hold the sander at a 45-degree angle to help prevent chipping and RC-SF.COM

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DECATHLON FUSELAGE, PART 2

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Filler pieces are inserted ahead of and on both sides of the fin.

I added short lengths of triangle stock to help the covering transition smoothly over the horizontal stabilizer.

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There’s no better tool for accurately drilling engine mounts than the Great Planes Dead Center Hole Locator—maybe the best eight bucks you’ll ever spend on an easy-to-use drilling accessory.

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My Du-Bro tank is complemented by a Great Planes Easy Fueler, and a set of Great Planes Handy Mounts. I use a Du-Bro Tubing Bender to shape the 1/8-in. brass tubing.

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The tank is mounted over a sheet of foam rubber, and secured over its wooden platform with rubber bands. Note how the tubes were bent to pass through the firewall.

gouging the sheeting. Use the sander with a light touch for the same reason, although you can begin to sand more aggressively as the sanded edge gets closer to the side. Use 15- or 30-minute epoxy to install the vertical fin at the rear end of the fuselage. The use of a large triangle at the rear of the fin and fuselage will help ensure that the fin is truly vertical to the fuselage.

Laminated pieces of die-cut balsa are used to form the two spines over the rear deck sheeting. Join them with medium CA and sand their bottom edges to conform to the deck sheeting, then glue them over the deck with medium CA. Use scrap balsa to fill in the areas between the spines and the vertical fin, and sand them all to blend neatly from the rear of the wing saddle to the front of the horizontal stabilizer saddle. I added two short lengths of 1/2-in. triangle stock where the sides meet

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RC SPORT FLYER . DEC 14 / JAN 15

the small former at the front of the stabilizer saddle. These strips will help the covering bridge the area neatly without puckering.

I chose an O.S. 1.20 Surpass four-stroke engine for my Decathlon.

Install the mounting rail provided with the kit, and adjust them to sandwich the engine with no side-to-side slop.

Snug the bolts on the mount, and position the engine at the correct distance from the firewall. This dimension is given on the plans and in the manual. With the engine correctly positioned, I use a Great Planes® Dead Center Hole Locator to mark where the engine’s mounting screw holes must be drilled through the rails. This tools cost $8, but you’ll find that it’s a priceless accessory for marking perfectly centered holes for engine bolts and anything else that passes through a round hole.

Drill 1/8-in. holes for the mounting screws, and then decide whether

you want to use self-tapping screws machine screws to secure the engine. I prefer the longevity of nuts and bolts over self-tapping screws, so I ran an 8-32 tap through the holes and mounted the engine with 8-32 socket-head cap screws. The threaded holes are enough, but I like to add flat washers, lock washers and Nylock nuts for greater security. While the engine is mounted, mark the firewall for the locations of the fuel lines and the throttle pushrod. Drill 1/4-in. holes for the fuel lines, and use a countersink bit to put a slight bevel on the edges of the holes. This helps prevent snagging and tearing of the lines where they pass through the firewall.

I chose a 16-oz Du-Bro fuel tank for my model, assembled exactly as shown in the Du-Bro instructions. I use a Du-Bro 1/8-in. Tubing Bender to form the brass feed and overflow tubes, which must pass from the tank twitter.com/rcsportflyer

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Use a razor plane to rough-shape the hard edges of the fuselage sides to accept the lower sheeting. Follow up with coarse sandpaper on the Great Planes Easy-Touch Bar Sander.

The beveled sheet goes on first, followed by the forward sheet.

Plane and sanding the angles into the sides of both sheets, then you can install the two side sheets.

through the firewall without kinking or cracking. This is never easy to do with pliers, but super easy to accomplish with the Du-Bro bender. Add the fuel lines, and mount the tank over a sheet of 1/4- or 1/2-in. foam rubber to help prevent fuel foaming from vibration.

The tank is secured by two No. 64 rubber bands, so it can be easily removed if it requires service after installation.

Remove the engine. You can leave the mount and tank where they are, but it’s wise to thread a short 10-24 or 10-32 screw into the end of each fuel line to prevent dust and debris entry while you complete your model.

It’s time to add the lower sheeting, so prepare the fuselage by cutting a bevel on the fuselage sides under the cabin area with a razor plane and the Easy-Touch. Use the lower formers to plane and sand the correct angle on the sides. Do not bevel the sides behind the cabin area. rc-sportflyer.tumblr.com

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The rear sheeting must be beveled to meet the 3/32-in. sheeting behind it. Do this with the sheeting at the edge of your bench, sanding the bevel with the Easy-Touch.

Join the forward bottom sheeting and spray it with glass cleaner to soften the fibers so it won’t split when bending. Let the cleaner penetrate for five minutes or so before forming.

Starting with the rear sheeting, butt-glue the cross-grain pieces together with medium CA, mounting and sanding them in the same way you handled the upper deck sheeting, but be sure to leave an open area for the Lite-Ply servo bay cover. The belly sheeting is next, and this is done in three sections. The first piece you’ll need is the bottom sheet that runs between the end of the rear sheeting and the second-rearmost lower former. The trailing edge of this sheet must be beveled to mate with the rear sheeting, so place the end of the sheet on the edge of your workbench and use the Easy-Touch straight across the edge to sand the bevel.

Glue the sheet over the formers and add the short sheet that runs ahead of it to the former behind the landing gear area. Use the Easy-Touch to sand the edges of the sheets to match the angle of the formers. Add the sheeting on both sides, then sand the front of

the sheeted area flush with the former at the rear of the landing gear area.

The forward belly sheet is formed from three pieces of balsa. Do not cross-grain these pieces or they will not bend correctly for installation.

Glue the pieces together and sand the joints smooth, then spray the outside surface of the sheeting with an ammonia-based window cleaner.

Let the liquid soak in for 5 or 10 minutes, then place the sheeting over the forward formers, using your palms to gently press and smooth the balsa sheeting over the formers and against the fuselage sides. If there is resistance, spray more liquid and wait a few more minutes. When the sheet is able to conform to the bend without cracking or splitting, use medium CA to glue it down.

The forward sheeting ahead of the windshield is assembled, formed, and installed just like the forward belly sheeting. The only difference is that RC-SF.COM

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DECATHLON FUSELAGE, PART 2

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Glue the forward sheeting to only the bottoms of the formers, then apply CA to the sides of the formers, and pull the sheeting around to meet the fuselage sides.

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This image demonstrates how the forward bottom sheeting is pulled and bent over the lower formers, and draped over the fuselage sides.

The window cleaner makes bending the sheeting effortless.

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After the adhesive and window cleaner have dried, you can razorplane the edges of the front and rear bottom sheets and feather them into the fuselage sides. Use the Easy-Touch.

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The forward sheeting ahead of the cockpit is joined and formed with the same procedure used for the lower sheeting. Trim the sheeting to fit neatly between the windshield posts.

This completes the frame-up of my Super Decathlon fuselage, and the model is now ready for the many final touches that are needed before covering the airframe components with Coverite 21st Century Fabric.

These final touches will happen in the next installment, so follow along.

SOURCES

the rear of the sheet must be trimmed to fit neatly between the windshield posts and flush with the instrument panel. After the adhesive is set and the liquid on the upper and lower sheets has dried, rough-trim the edges of the sheeting with a razor plane, then finish-sand with coarse sandpaper on the Easy-Touch.

RC SPORT FLYER . DEC 14 / JAN 15

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The fuselage is framed, and ready for the final touches before covering with Coverite’s 21st Century Fabric.

These final touches happen next, so please follow along with my favorite techniques. twitter.com/rcsportflyer

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BUILD

1941 WACO SRE S/N 5155 NC-58785

THREE AND ONE HALF YEARS MAKING IT SCALE — FUN!

BY R.B. KINCAID

L

et me start by saying that my 1941 WACO model is a copy of Mr Al Womack’s 1941 WACO SRE S/N 5155 NC-58785 full-scale airplane, which is hangared in Jackson, Louisiana. I was inspired by Al’s beautiful airplane to build my 138-

in. wingspan WACO. I wanted to make it as nearly to exact scale to NC-58785 as a modeler possibly can. It has taken me 3.5 years to do so, but it has been a true labor of love, and quite a bit of good ole fashioned patience to recreate the WACO.

WHEN My project really started in 2011 when my wife and I went to Jackson to see the airplane firsthand. During that trip, and by way of Mr Womack’s generosity, I spent many hours photographing and measuring his

This is the full-scale airplane that I modeled. It is owned by Mr Al Womack. It is a 1941 WACO SRE that he keeps in Jackson, Louisiana.

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twitter.com/rcsportflyer

Here you see my WACO making a landing approach after its maiden flight at Mac Hodges airfield in Americus, GA.

Dino DiGiorgio maidened my model. Here he is taxing it back to the pits for a refuel and some more air time.

This was just after the model touched down. It was also when I started looking for my car keys to take the model back home!

airplane so I would have a good documentation package from which to build my model. When I was done, I was loaded with all the information I felt I needed to reproduce his airplane as my model. It is because of Al and

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his wife, Sydney Womack, that my project has been a success and is a miniature of Al’s.

WHY When I was only 15 years old I was

This was the start of my project — the right wing is getting built over my set of plans.

rc-sportflyer.tumblr.com

I’m measuring the louvers of the full-scale airplane. It is important to get as much detail as possible before a build starts.

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After the ailerons were built I connected them to the servo so I could check the control throws.

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1941 WACO SRE S/N 5155 NC-58785

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It took a little bit of head scratching to figure out everything I needed to do to build the wing tips — framed up here.

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Again, this shows me checking the aileron throws both up and down to make certain there is no binding.

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This is what the bottom of the right wing looked like when it was sheeted and ready for sanding.

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I checked and re-checked the landing gear’s stance to make certain it replicated the full-scale airplane.

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At this point in the build I just had to see what the airplane would look like when it was completely assembled — gotta do it!

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I scratch built this pull-pull system to drive the rudder. It is clean and free of slop in the linkage.

introduced to the WACO “E” series biplane. I liked it immediately. What happened was that my dad built the Sterling® Models U-control kit. I subsequently built a smaller version of the WACO from the three-view

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RC SPORT FLYER . DEC 14 / JAN 15

drawings. That model had a six-inch wingspan and was an all-balsa model, with a hat pin for its engine and balance. That was in 1958, so I guess I’m giving away my age!

Since that first WACO, I’ve built six

or seven WACO models in all different sizes. Before this latest WACO project, I’d built a 28%-scale “E” model, which was started in 1990. That airplane was finally donated to the Triple Tree Aerodrome hangar in Greenville, twitter.com/rcsportflyer

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The fun really started when I got to the detailing, such as this tailwheel assembly, which replaces that of the full-scale’s.

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This how I implemented the pull-pull at the rudder tiller. Notice the set screw collars that are used for adjustment.

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I sheeted the tail section with thin sheet metal to simulate how it was done on the full-scale WACO.

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It took me a bit of time to design and fabricate the main landing gear axle. Here is how it turned out.

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At this point in the build I’ve covered the model with Solartex covering from Balas USA.

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I made this gig for cutting the foam that I would use as a plug for fabricating the airplane’s fiberglass cowl.

South Carolina by way of the late Mr Kirby McKinney in 2011.

THE BUILD Being without a WACO for a while, had me wanting for an absolutely rc-sportflyer.tumblr.com

true-scale version — one that would be of Top Gun quality. My thought was that I should go big on the model. So my latest version of WACO is built as a 33%-scale airplane — 138in. wingspan.

Unfortunately, there are no plans or kits for the WACO that I could use for this project. The nearest I could get to a set of scale plans are from Derio’s, which just would not work for my project.

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BUILD

1941 WACO SRE S/N 5155 NC-58785

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This my “redneck” lathe that I made for cutting the cowl to a round shape. It is a simple hot-wire system.

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Here the cowl is getting some final shaping in the redneck lathe before I cover it in fiberglass.

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I applied the fiberglass and epoxy resin to the foam plug while it was in the lathe’s jig.

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I made a mold for the cowl louvers. It is made of wood, gloss finished and then had fiberglass laid up on it.

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This is what one of the louver panels looked like while I was attaching it to the airplane’s cowl.

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At this stage in the build I’m adding panel lines and detailing as per the photos taken of the full-scale airplane.

Without plans to build from, to get started I gathered lots and lots of information about the WACO. I also compared the measurements of my 28%-scale version to the one I wanted to build. Consequently, I incorporated

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RC SPORT FLYER . DEC 14 / JAN 15

those changes in to my 33%-scale model by redrawing the plans to my new models size. I did, however, opt to use Derio’s pick for an airfoil, the Clark Y section. I also decided to use the Derio main landing gear.

The next step was the fun part, and so it was Katie bar the door and balsa dust a flying. I started the WACO’s build by cutting all the parts to make what you would normally consider a kit. The first part was building the twitter.com/rcsportflyer

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This is what the airplane’s N-struts look like attached to the wings. See why they call them N-struts?

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I used Bondo® over blue painter’s tape to fashion fairings for the N-struts — the bottom wing is shown.

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The fiberglass fairings look like this when finished, with the flying wires attaching to the wing just inboard of them.

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In the upper left of this photo you can see the tools I used to shape the fairings as per the full-scale’s.

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This is how the flying wires are attached inside the wing of the WACO. This required attention to detail.

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It kept getting close and closer to being done, with primer paint being applied at the stage of the build.

fuselage and making the gear and tail wheel. That was fun! Trying to keep all the parts of the airplane true to scale is the trick when you’re building a model such as this one. It is also a big challenge, but a huge part of the fun rc-sportflyer.tumblr.com

of building a scale model.

Next I designed the top wing tubes to have a spring loaded latch pins. The latch pins are used to hold the top wings in place on the airplane. Note that the bottom wing is a one-piece

part that bolts to the bottom of the fuselage by way of two bolts. You can see the details in the photos that accompany this article.

Because no cowl or wheel pants are available for this model there RC-SF.COM

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1941 WACO SRE S/N 5155 NC-58785

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To keep me motivated, I kept assembling the model to assess the progress and to check details.

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This is the wing tank’s filler cap and the tank’s vent. If you enjoy building this is the good stuff.

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A second look at the filler cap and the vent show what they looked like after the paint was applied.

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I used 1/64-in. plywood to fabricated a windshield template. It works exceeding well for this type of application.

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The 1/64-in. plywood was used for templates for other templates as well, such as wing-to-fuselage, etc.

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This is my model’s wing fairing, which includes an inlet air port at the root of the wing.

was a bit of “redneck” engineering involved. The same applied to the cowl’s louvers, which I had the fun of engineering and then fabricating.

Actually, the engineering and fabricating is a huge part of any

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RC SPORT FLYER . DEC 14 / JAN 15

project like this one. It also gives the builder a serious sense of satisfaction as the project comes together.

Note that a project like the WACO does come together just like you would eat an elephant — one little

bite at a time. Once the model was covered and ready for paint I finished it in PPG® brand paint. To get the color to match that of the full-scale airplane I got the paint mix numbers of the full-scale airplane’s from Mr twitter.com/rcsportflyer

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Here is what my model’s windshield looked like when it was ready for final paint to be applied.

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At this point I’m setting up my paint shop and getting ready to add the final yellow color and finish details.

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It has fresh paint applied that is tacky when the wind comes up.

There was a lot of work that just got ruined.

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The sheet metal was painted the same color as the fabricate. It adds that finishing touch with the numbers too.

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This photo shows the lower wing’s sheet metal that attaches to the airplane at the fuselage-to-wing joint.

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I’m feeling pretty good! The model has its finishing touches applied and is now assembled for inspection.

Womack and had the paint mixed by the local PPG store. As you can see from the photos, the airplane was painted outside when the weather permitted, but with the risk of having the wind come up. rc-sportflyer.tumblr.com

COMPLETION As any of you who have built a scale model know, you never really finish a scale model! There is always something that you want to do better or make more scale for the judges

and spectators to see.

My WACO was presented at Joe Nall 2014. Unfortunately, it was note quite ready for its maiden flight. This magazine’s editor saw it though. The result is that he beat me about the RC-SF.COM

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1941 WACO SRE S/N 5155 NC-58785

head and shoulders to submit this article, even though I’m a builder and not a photographer.

The WACO was subsequently test flown at the Warbirds Over Georgia event held at Mack Hodges airfield, which is located on the outskirts of Americus, Georgia. I’m happy to be able to tell you the WACO’s test flights went well.

Now I’m in the process of adding the finishing touches to my big biplane. These includes the aircraft’s “N” numbers, some ginger bread items here and there, and a scale pilot.

It should be ready for Top Gun 2015!

TIME / COST My WACO project started in 2010, following the Joe Nall event at Triple Tree. I guess I can consider it completed in 2014. That means it took me about three and one half years to complete, even though I feel like there is still lots I can do to make it better.

It is the fun of being a scale model builder!

You can contact me for more information if you like at bkincaid549@bellsouth.net.

This is my flight crew that assembled for the model’s maiden flight. I handed off the maiden’s piloting to Dino DiGorgio.

Notice the elevator gets almost no up elevator control applied during its takeoff. Dino just added power and up she went.

The model has very classic biplane design lines as it climbs out during that first flight. The DA performed flawlessly too.

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RC SPORT FLYER . DEC 14 / JAN 15

twitter.com/rcsportflyer

SPECIFICATIONS

Wingspan : 138 in.

Engine : DA-150 Propeller : Xoar 34.5 in.

Tank : 50 oz Weight : 80 lb AMA inspected & approved Transmitter : Spektrum DX-18 Telemetry : Spektrum temp, voltage, airspeed Servos : JR high-torque Rx battery : Two A123 brand Switches : Two

As it taxis back to the pits you can see the baffling I put in the cowl to get the inlet air to flow over the DA-150’s cylinder heads.

COST

Ignition : A123

DX-18 : ≈$600 transmitter Servos : ≈$700 Paint and : ≈$500 supplies Covering : ≈$150 Airplane : No Cost / 20 years of accumulation Total : I had the radio gear and batteries — so, ≈$650 Sale Price : First $30K gets it fueled and ready to fly!

Me and Buster retrieve the model to ready it for another flight. Buster is my contributing engineer to this project.

The WACO SRE sits on the runway for a few beauty shots before it gets flown another time. rc-sportflyer.tumblr.com

This landing was made like a butterfly landing with sore feet! I was more than just a little happy to see it back on the ground safely.

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BUILD

The Horten Ho 229 V3 has lots of wing area, so its wing loading is not too high. Here I am with it ready to make it maiden flight. As you can see, it is pretty good size too.

Authentic Luftwaffe colors are courtesy of Tamiya® paints. They help the wing look the part of the WWII aircraft it was intended to be, as does the gloss black on the canopy.

HORTEN Ho 229 V3 A TWIN TURBOJET-POWERED FLYING WING

BY MARK

O

ne of the worthwhile aspects of this hobby is learning something new; having fun while doing it is an added bonus. I’d say that aerodynamically speaking, I have learned a lot from both reading about and building models of the Hortens’ aircraft.

Reimar and Walter Horten were German aircraft designers known for their all-wing designs. They started by building regular models as children, then gradually began removing the stabilizers, rudders, and even fuselages of their models in order to arrive at sleek, aerodynamically efficient flying wings. Reimar, who was the chief designer, had a

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RC SPORT FLYER . DEC 14 / JAN 15

particular obsession with having no “unnecessary” features on his aircraft, including no vertical control surfaces.

By the mid 1930s they were creating full-scale all-wing sailplanes, some of which reportedly flew very well.

Reimar Horten was influenced heavily

by Dr. Ludwig Prandtl, a German aerodynamicist. In 1933, Prandtl published a paper, “The Minimum Induced Drag of Wings,” which indicated, among other things, how flying wings could overcome adverse yaw without needing a rudder. In fact Albion Bowers, Deputy Director of Research at NASA’s Dryden Flight Research Center, spoke of these very concepts at the 2013 AMA Exposition.

MODEL The model I’m reporting on is a design by Gary Hethcoat of Wings On the Web. It is basically scaled-down version of the Arthur Bentley’s scale drawings of the full-scale aircraft. The model uses the same airfoil sections as well as the aerodynamic and geometric wing twist.

The Ho IX/229 was a twin turbojetpowered flying wing of which the V2 version initially flew in early 1945. It was certainly an adventurous design and is considered a predecessor to more modern stealth aircraft such as the B2 Bomber.

My build is of the Deluxe Kit, which is 1/8 scale, with an 82-in. twitter.com/rcsportflyer

wingspan, and it features molded fiberglass shells over the center section. Both wingspan, the center section framework, and the wings are built up of balsa and plywood. Each wing panel gets its top side built first.

Then the wing is laid upside down in a jig cradle after the top is sheeted.

The bottom sheeting and spars’ shear webs are added while in the jig to lock in the scale Horten wing twist. It is an unusual twist to say the least! It starts out like normal washout outboard of the wing root, then transitions to a subtle twist in the opposite direction closer to the wing tips. The wings are sheeted with 1/16-in. balsa and glassed using Minwax Polycrylic.

High-fill primer was used to ready the wings for paint. That was followed by Tamiya® spray paints in authentic RLM (Luftwaffe Reichsluftfahrtministerium) colors.

The elevons are of the Frise design, and there is 12% aileron differential programmed into the radio’s setup. I use a Futaba 7C; Futaba being one of the few computer radios that features aileron differential while in elevon mode.

The power system is comprised of HET (High End Technology) brushless 2W20 Typhoon motors, HET 6409 70-mm electric ducted fan (EDF) units, Turnigy Plush 80-amp electronic speed controllers (ESC), and Turnigy 4000-mAh LiPo battery packs in parallel with both ESCs as a 4S2P configuration.

I installed retractable landing gear

Exhaust extension tubes are a necessity. They are used to keep the turbulent air away from the tail of the wing, which would cause unstable flight.

on this model — they are Spring Air brand. The all-up weight of the model is eight pounds. I’ve found that extension tubes on the EDFs’ exhausts, while not scale, are necessary for stable flight. If not used, the turbulent EDF exhaust flow disrupts the airflow over the aft section of the wing and causes some serious control problems — like crashing!

FLYING The model flies very well once it is in the air. It is generally stable, and not difficult to fly. However, the model

I decided to forego gear doors for the nose gear for simplicity’s sake.

The nose gear does retract into the body of the aircraft when it is flight though, so the wing cleans up nicely. rc-sportflyer.tumblr.com

The main gear doors are simply cut out of the lower surface’s epoxy fiberglass skin, which let’s them fit the fuselage very nicely when the gear is retracted.

RC-SF.COM

41

BUILD

HORTEN HO 229 V3

Both main and nose gear are mounted to Baltic Birch plywood plates that come with the kit. The kit is pretty good, however, I did make a few modifications to it to fit my needs.

The batteries are held snugly in place with Velcro straps. I’ve also secured them in position with pieces of foam pipe insulation, which will also absorb any shocks that might occur.

SUPPLIER

does have a few quirks, unique to Horten models.

During its takeoff roll full up-elevator control must be held until the airplane leaves the ground. After the Horten is airborne the control is relaxed. If this takeoff procedure is not followed it will never want to leave the ground.

Conversely, when landing up elevator must be The Horten’s spars were laminated out of 1/8- x 1/4-in.

Both forward and rear “feet” on the kit’s laser-cut gradually increased until balsa. The balsa worked well because they spars much ribs are a nice feature. You’ll find that they help with the wing touches down. curve quit a bit. keeping the wing straight during the build.

Then the pilot must hold full up-elevator control during the entire roll out. Doing so, keeps the weight off the nose wheel as long as possible.

Ground handling can be quite squirrelly if the nose wheel becomes weighted too abruptly. Strong cross winds are to be avoided as well. The model has an awesome power-off glide ratio. Additionally, it will cruise around at about This photo shows the Horten ready for its top 1/16-in.

The landing gear and motor power system get one-quarter to one-third balsa sheeting. Notice how I’m building it over the mounted with upper shell in place and prior to adding throttle comfortably. plans and on a dead flat surface. the lower shell.

Basic aerobatics, such as loops and rolls are no problem. Rolls must be entered with flight video on my YouTube channel. sufficient airspeed. If not, the Horten You’ll find it by a search for RC Horten Wings on the Web can fall out of the maneuver because Ho229 V3. Or just point your browser it lacks a vertical fin and no rudder at youtu.be/5hxXIayV-RU. wingsontheweb.com control.

If you are interested, there is a

42

RC SPORT FLYER . DEC 14 / JAN 15

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3-VIEW

MESSERSCHMITT BF 108 DRAWINGS BY HANS-JĂœRGEN FISCHER

T

he Treaty of Versailles was signed on June 28th, 1919, exactly five years after the assassination of Archduke Franz Ferdinand, which was the impetus for the start of WWI. Following the signing of the treaty Germany was forbidden from building military aircraft. Never the less, Germany found ways to build an air force.

One such method was to create an extensive glider training and design program, which was permitted after 1922. They also built aircraft that were

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RC SPORT FLYER . DEC 14 / JAN 15

twitter.com/rcsportflyer

tested and flown in the Soviet Union — including the training of pilots in that country.

Interestingly, the illegal development of civilian transports was promoted by the likes of General Billy Mitchell, who wanted Professor Junkers to build the F.13 transport, which had maidened three days before the signing of the Versailles Treaty. The first six were ordered for the United States.

After 1922 Germany was allowed to design and manufacture commercial aircraft. This opened a floodgate for the brilliant designers, engineers and manufactures to create superb aircraft. One of those designs was the sleek, high-performance Messerschmitt Bf 108. It was a record-breaking sport airplane, which provided the design basis the Bf 109 fighter. The Bf 108 was specifically designed as a two-seater for competition in the fourth Challenge de Tourisme Internationale of 1934.

It flew in 1934 under the designation M 37. At the time it was a two-seat aircraft that was powered by a 250 hp Hirth HM 8U inverted-V piston engine that drove a three-blade propeller.

It did not win the Challenge, however, it went into production in Augsburg soon thereafter. The Bf 108s set a number of endurance records.

Aviatrix, Elly Beinhorn, flew her Bf 108A from Berlin to Constantinople in one day. She had dubbed here 108A the Taifun (typhoon), so Messerschmitt apply named all subsequent production models of the airplane Taifun.

The 108A was subsequently redesigned as four-seater touring rc-sportflyer.tumblr.com

aircraft. It was used for military communication, liaison, and ambulance roles. Later Bf 108B versions replaced the tailskid with a tailwheel, and incorporated a 240 hp Argus As 8C inverted-V piston engine that turned a two-blade propeller. A total of 885 Bf 108 aircraft were built, with most being the 108B version. They were initially built by Messerschmitt and later by Societe Nationale de Constructions Aeronautiques du Nord, in France.

A Bf 108 was converted to a Bf 108C. It was powered by a 400 hp Hirth HM 512 inverted-V piston engine. An Me 208 variation incorporated a tricycle landing gear.

RC-SF.COM

47

3-VIEW

MESSERSCHMITT BF 108

Potez six-piston engines.

The Bf 108’s performance is impressive even today, when you consider it as a sport airplane that pilots could tour.

SPECIFICATIONS

They were built by Nord during WWII. Nord built the Bf 108 as the Nord N.1000 Pingouin (penguin) and the Me 208 as the Nordalpha and Ramier (wood pigeon) series after the War. They used the the Renault 6Q or

Nicknames : Aldon (By England’s Royal Air Force) Wingspan : 34 ft 5.5 in.

Length : 27 ft 2.75 in.

Height : 7 ft 6.5 in.

Engine : One 240- to 270-hp Argus As 10c inverted-V piston Empty weight : 1,940 lb Max weight : 3,053 lb Max airspeed : 186 mph Service ceiling : 16,405 ft Range : 620 miles Number built : 885 Still airworthy : ≈ three

48

RC SPORT FLYER . DEC 14 / JAN 15

twitter.com/rcsportflyer

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HOW TO

MOLDING BALSA MOLDING IS NOT JUST FOR COMPOSITES

BY ROB CASO

on time”. Sure, I have my to-do lists, my 85-favorite-airplane list, and my grandiose plans to build every one of them, but then you have to factor in the issue of scale. For example, I already have done a “Top 5 must do” airplane — the DeHavilland Mosquito, but since the first two 37-in. models (that’s right, I did two of them) were such good flyers, I just have to build a bigger one. The list goes on! And, I just keep digging myself further down the proverbial hole.

This is the original Solidworks® designed fuselage framework, test assembled here using no glue. A rare 1/48-scale plastic kit of the He-51 is in the background.

B

efore I get to this month’s riveting, in-depth article on how to do strange things to an unsuspecting piece of balsa, I feel that I should tell my readers that I am a long time sufferer of “WOMDPWOAHOFTOT”, which is the commonly known acronym for “Working on many different projects without any hope of finishing them

This is the currently proposed scheme for the He51, although I keep changing my mind. It is a very smart looking airplane, me thinks.

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RC SPORT FLYER . DEC 14 / JAN 15

HEINKEL HE-51 Enter the Heinkel He-51. This model has been on the list for years and, to get ahead on this curve, I commissioned a good friend of mine, Scott Shoemaker to do a 1/6-scale, 72-in. model in Solidworks since he is the “guy” when it comes to 3D modeling. Of course, I helped him with the design of the model’s infrastructure, but he did all the heavy lifting in CAD. The parts were then cut on my laser. They were so well done that we were able to mock up the prototype’s interlocking fuselage framework without using any glue. Then the model sat for a few years while I did other projects — see the first paragraph. My real current project is my 130-in. wingspan Lysander, but I am waiting for parts, which is another story. So I decided to see how far I could get in five weeks with the Heinkel. The answer to that question is pretty far, but not far enough as it turns out. No matter, I am pressing on. twitter.com/rcsportflyer

1

The laminated rudder post and the curved demarcation are shown in this photo. Getting it to the final shape of the angled bulkhead was very tricky.

2

The two-ply lam for the rudder’s LE with the rudder framework shown in the foreground. Structurally, the rudder is built very similar to a small wing.

3

The rudder was built on a light ply jig using 1/8-in. rods to align everything. It was critical to have the rudder structure aligned when applying the LE.

4

The tailwheel mount for the fully castoring tailwheel — common in WWII aircraft — is shown here. The carbon rod is the stabilizer’s joiner support.

Along the way, as I so often do on these projects, I decided to experiment with some of the aft fuselage parts and maybe learn something new. While the finished product looks like it was easy to do, the empennage area of this airplane was just murder. The reason for this is that the vertical fin is actually an integral part of the aft fuselage and it all must blend together, going from an egg shaped cross section to a vertical sliver at the rudder post. Many of the needed shapes supporting the skin back there are very subtle as they make this transition from round to flat.

As a result, if you’re off a little here and a little there, you’ll never make it to the rudder. Hard core scale modelers in the audience will know exactly what I mean and if you look at the photos you will be able to see some of this. Plus, don’t forget, this area is rc-sportflyer.tumblr.com

mostly a hollow, skinned structure and it has to be light because it is way back there. Sure, I could have taken down giant blocks of balsa to create the part, but then I’d have heaviest He-51 in the neighborhood.

One last little wrinkle in the full-scale is the curved demarcation between the skinned and the fabric covered surface on the fin, which has to be modeled if you want it all to look right.

For this area of the fuselage, there are no less than four formed balsa sections that were fabricated off the model. I did these with easy to make molds. Whenever I work with wood, particularly balsa, it always amazes me how good of a material it is. It has a grain and is therefore a structure unto itself, it is available in widely differing hardnesses and densities, it’s easy to work, glues up nicely and

has the highest strength-to-weight ratio of any wood. It is still used today on modern full-scale aircraft, even with all the foams and carbon stuff available.

The first mold I made was for the rudder post on the fin. The real airplane had nested control surfaces in which the curved leading edge (LE) of the movable surface interfaced with a corresponding curve on the trailing edge (TE) of the fixed portion. Setups like this minimize flutter and make the movable surface more effective aerodynamically. These, however, are a pain in the neck to model since the tolerances tighten up as you get smaller and smaller in scale. For the fixed TE on the fin, as well as for the LE of the rudder, I formed laminates of medium 1/32-in. balsa sheet around a wood dowel — four such plies for the TE and two for the LE. The dowel RC-SF.COM

53

HOW TO

MOLDING BALSA

5

In sequence, shown is the balsa block plug used to form the underside skin of the aft fuselage — made a little longer than needed to account for the angles.

6

The two-ply lam of 1/16-in. contest balsa is shown after being taken off the mold. The water based wood glue adhesive is extremely strong and adds little weight.

7

Another shot shows the concave side of the laminate. The finished product displayed no signs of wanting to open up and it retained its shape perfectly.

8

This shows the aft end fettled and schmutzed in. The tailwheel simply slides into its mount and is retained by a pair of sheet metal screws. The hole is for the LED navigation light.

was first covered with packaging tape and then the balsa sheets were spritzed with water. I used Titebond® III for the adhesive — very strong but light stuff — and then taped the lamination with more packaging tape around everything. Next, I then ran a Top Flite Woodpecker over the tape to punch holes in it to allow the water to evaporate, but one of the takeaways here is to use as little water as possible to soften up the balsa. My lamination took over 24 hours to dry and were still a bit damp. The end result was worth it. The TE is incredibly strong and lightweight and held its shape beautifully. Ditto for the rudder’s LE lam which, in turn, was used to form a “D” box, similar to what is commonly used for a wing. The rudder weighed in at just over a half ounce and cannot be twisted.

54

RC SPORT FLYER . DEC 14 / JAN 15

Next, I did another four-ply lamination for the curved demarcation discussed above, and used the rather traditional method of making a curved form against which was pinned more 1/32-in. sheet. This method is more commonly used for wing tips and for empennage outlines on WWI models, but it worked beautifully here also.

Flushed with success from the above efforts, I decided to push my luck and think further outside the box.

The underside of the aft fuselage — as part of its egg to sliver transition — features a rather tight curve at the tail.

A quick eyeball of this area told me I was never going to be able to bend 3/32-in. balsa around this hairpin curve, no matter how much I wetted it, and then I would have to deal with the issue of shrinkage. Balsa expands when wet and then shrinks back

to its normal shape when dry. The problem here is that when wet balsa is anchored to its underlying framework, it will flat spot in the open areas of the framework in its quest to dry off.

In severe cases, it can actually twist the framework out of square. Since balsa has a grain, it does not like to be bent into a compound curve, but fortunately, the underside here curves in only a single direction. I therefore felt I could make a mold consisting of two U-shaped pieces glued to the ends of a balsa block and then shaped accordingly. After covering the form with packaging tape, I then dipped into my secret, remotely located, heavily guarded vault containing my best 1/16-in. contest sheet balsa and then performed complex trigonometric calculations on how to use the least of it to get me what twitter.com/rcsportflyer

9

The rudder fitted up, sans its giant trim tab. When doing nested control surfaces, it is extremely important to pay close attention to the hinge line location.

I needed. A two-ply scheme was decided upon, and the balsa was once again lightly wetted, glued, and wrapped over the form as before.

After some minor trimming and fettling, the shaped piece mated up to its framework like it was made for it, which, of course, it was. The section came out perfectly round and contiguous, with no flat spots or wiggles. The time it took to make the

rc-sportflyer.tumblr.com

10

The concavity of the rudder post can easily be seen in this photo, which is an important scale detail that should not be missed — that is if you want to be a scale builder.

mold? It was probably about a half hour, although it felt more like ten minutes. A look inside the aft fuselage on the ’51 reveals a mostly hollow structure, and therefore appears it is as lightweight as possible.

I am now thinking that, with really soft, thin balsa, a laminated compound curved component could possibly be fabricated, however this would also require the fabrication of

a rather complex mold. Nevertheless, the use of molds to form balsa is becoming for me a common practice.

The results are worth the time it takes to make the simple molds required, a few of which did not need any involvement from me — like the dowels!

RC-SF.COM

55

HOW TO

AEROTOW AIRPLANES

IT TAKES TWO IN THIS SPORT!

BY WIL BYERS

Michael Gore’s 40%-scale Fafnir was built in Germany. It has a had a few different owners, with Michael being the one that has logged the most hours on it.

This Super Cub was owned by Gene Cope. It was powered by a DA-150 engine. It is an excellent example of a tug that will pull about any sized sailplane.

Sanders Chai is an avid aerotow pilot from the Seattle, WA area. He comes to the Yakima Aerotow event every year to log hours on his sailplanes and gliders — hat needed!

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RC SPORT FLYER . DEC 14 / JAN 15

Michael Gore’s 40%-scale Fafnir vintage glider is caught on final approach to the RC airfield in Pasco, WA. This model has many one-hour-plus flights on it. twitter.com/rcsportflyer

This 30%-scale DG-600 is the type of glider that an intermediate pilot would have good success flying as a first-time aerotow machine.

A

erotowing is a unique facet of RC glider and sailplane flying.

Typically gliders and sailplanes are launched by winch/bungee towing or by flying them in slope lift that rises on the windward side of a hill. Alternately, aerotowing requires that the motorless model be towed to soaring altitude by a powered model.

Aerotowing is unique in the hobby in that it takes the coordination of two pilots — powered and glider — flying as a team to get the glider/sailplane to soaring altitude. At altitude the glider/sailplane then releases from the towline. Note that the sailplane designation denotes a composite aircraft that flew after the Akaflieg’s Phönix FS-24 on November 27, 1957, — the first glider to use hollowmolded fiberglass construction.

Once the glider has released from the towline the pilot’s task is to find lift that is rising faster than the glider is sinking to sustain the models flight duration.

The challenge of aerotowing is three fold: 1) You must be able to fly your glider in a coordinated pattern with the towplane. 2) You must be able to find the lift at your respective airfield and the surrounding area. 3) You must be able to pilot your glider in lift such that you can soar it. We could add making a nice, smooth landing, and/or possibly flying your sailplane around a GPS course.

However, for this article let’s stay to the basics.

The fun of aerotowing is really rc-sportflyer.tumblr.com

The 30%-scale Ventus 2ax is another example of a super sailplane that a first-time aerotow pilot could fly quite easily.

Aerotowing is fun to do with any kind or size glider. This all wood vintage machine is one that could be aerotowed with any 60-size-powered tug.

This DA-100-powered Cessna Ag Wagon looked like a good aerotowing machine. It was not. Its design does not accommodate a good tow hook position.

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57

HOW TO

AEROTOW AIRPLANES

A DA-100 two-cylinder engine provides excellent power for aertowing gliders and sailplanes all the way up to 40%-scale size.

completing all the tasks associated with the towing procedure and then soaring. Then too, aerotowing just feels more like you are emulating how full-scale gliders and sailplanes are launched and flown. Fun is flying a large-scale model too, even though it can be done with pretty much any powered airplane and glider.

The Evolution 116 gas-powered engine provides plenty of pulling power for aerotowing, even largescale 40% sailplanes and gliders.

Part of having a reliable, dependable tug is building a model that has tight linkages in all the control’s systems.

Is it For You If you are a glider/sailplane enthusiast and are not aerotowing your glider to altitude you should consider it. Typically aerotowing is done simply for the fun of the soaring and the camaraderie. Lately, however, global positioning system (GPS) racing has been introduced to the sport, and it seems to be catching on with scale sailplane pilots. Another fun option that has been offered to aerotow pilots is the duration certificate. The duration certificates are usually platinum, gold, silver

Engine mounting must be both rugged yet functional so that fueling, tuning, and maintenance are easily done at the RC airfield if needed.

A reinforced landing gear is a tug necessity because the airplane will likely make more takeoffs and landings at one aerotow event than it would otherwise in a year.

58

RC SPORT FLYER . DEC 14 / JAN 15

twitter.com/rcsportflyer

This airplane’s airframe is not very glamorous, but it is simple, efficient, powerful, functional and above all extremely reliable for aerotowing.

You’ll want to use a tow release mechanism that is absolutely reliable — after all, you must be able to release the glider in any and all flight attitudes.

and bronze. They are given for flight durations of two hours, one hour, 30 minutes, and 15 minutes respectively.

Alternately, the hosting club might opt for different release altitudes in combination with duration flights. In Germany aerobatics competitions are part of the aerotow scene.

Aerotow Events As with almost every aspect of soaring, aerotowing was first introduced in Germany. German soaring pilots adopted aerotowing as an alternative to winch launching their expensive large-scale gliders.

Robin Lehman was one of the first RC pilots in the USA to promote aerotowing, which he began in the mid ‘80s. Aerotowing has now grown in popularity, with many clubs throughout the USA adopting it as the preferred method of getting largescale sailplanes to soaring height.

Some notable aerotow events in the USA are: the Southeast Regional

I recommend you keep the flaps’ linkages short and with zero slop in them. They must also provide a full deflections so that slow landings are possible. rc-sportflyer.tumblr.com

Aerotow, April 9–12 (K.van@earthlink. net); New England Aerotow, May 14– 16 (spasierb@optonline.net); Yakima Aerotow, June 5 – 7 (gliderflyer@ gmail.com); Montague Glider Festival 2015, June 6-14 (dean@xcsoaring. com); Horizon Hobby Aerotow, June 18–21 (manderson@horizonhobby. com). For more information on aerotow events I recommend you point your browser at rcaerotowing. com.

The ailerons’ linkages are not unlike the flaps’ linkages, but must position of the servo’s arms to provide differential control throws.

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AEROTOW AIRPLANES

The Bill Hempel 40%-scale Super Cub makes a very stable tug, but its airspeed is limited by the airframe’s drag, so it is not ideally suited to the giant-scale, super-sleek sailplanes.

Summer Soaring Aerotowing is obviously best done in the spring and summer. That said, you can aerotow any time of the year. The best soaring conditions, however, are when the adiabatic lapse rate exceeds the environmental lapse rate. In other words, if a parcel of warm air retains its heat as it rises in the surrounding environment then soaring conditions will be good. Also, if the rising air has a rate that exceeds the glider/sailplane’s sink rate then in principle the glider should be able to climb in the lift.

What this says is that you can have soaring conditions any time of year.

However, the best soaring conditions for gliders and sailplanes will be in the spring and summer when the air is unstable, and when the sun can induce ground radiations that are conducive to thermal creation — heating parcels of air that eventually break free of the ground and then drift skyward until they cool to that of the

If you get into flying an aerotow tug, the AeroWorks electric-powered gas tank is a superb addition to your field gear. It makes fueling and de-fueling quick and easy.

surrounding environment. It is fun to point out that these parcels can rise to huge heights, such as in Texas where thunderheads can reach heights for 60,000+ feet.

Getting in is Easy At this point you’re likely asking how to get into RC aerotowing. My recommendation is to start small — that is by comparison. I suggest you get a 1/4-scale glider such as Airborne Models’ Hall Cherokee.

The reason I suggest this model is that it can be aerotowed by a typical 60-size-powered airplane that has been fitted with a tow release. Also, the Hall Cherokee comes very much almost ready to fly, and with a tow release installed in its nose. Also the

Hall Cherokee is quite lightweight, weighing only 8.3 pounds. That means you can tow it with a 60-size airplane, and it will not glide so fast that you’ll have trouble piloting it. I have a few hours of flying the Hall Cherokee, so I can tell you it is a very capable soaring machine. Finally, the Cherokee is fitted with spoilers so you can bring it down from height without a worry of over-speeding it, which could ultimately end in disaster.

Once you’ve mastered the 1/4-scale-size glider you can begin to upgrade. Saying the sky is the limit in terms of aerotow gliders is reality.

There are lots of models to choose.

My suggestions would be to contact: Airborne Models, Esprit Model, Horizon Hobby, Icare RC, and Soaring USA. Also you’ll want to partner with a pilot that has a tug powerful enough to pull your large-scale sailplane.

With its functional, shockabsorbing landing gear, the Hempel Super Cub repeatedly makes smooth and graceful landings.

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Again, the sky can be the limit in terms of a tug and its power. I suggest you use a model like the Hangar 9® Piper Pawnee that is powered by a DA100 engine. Alternately, an original Pegasus with a DA-150 for power will haul about anything you can imagine.

Then too you could certainly modify a design to fit your needs and wants for a tug. The important point here is to have a tug that will pull with authority, and with enough speed, to meet the needs of the glider/sailplane you’ll be pulling to altitude.

No matter how powerful the tug, you must have it set up properly for aerotowing. That is, it must have a reliable tow release mechanism such that if an emergency occurs a quick release of the towline is possible. It must have the tow release mechanism placed near the model’s center of gravity so the glider’s position on tow does not impact the flight of the tug. And, I think adding a telemetry system is a good idea as well, so pilots knows the tows’ height.

VENDORS

This tow release mechanism is simple enough to make. You can cut it out of aluminum bar stock with a hacksaw and file. Then you’ll drill the mounting holes as well as the one for the connection pin, which runs vertical in the hook.

Desert Aircraft 1815 S Research Loop Tucson, AZ 85710 Phone: 520-722-0607 Desertaircraft.com Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 Greatplanes.com Horizon Hobby 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 Horizonhobby.com Icare/Icarus 890 d’Anjou Boucherville, QC J4B-5E4 Canada Phone: 405-449-9094 Icare-icarus.com Soaring USA 809 N Glendora Ave Covina, CA 91724 Phone: 626-967-6660 Soaringusa.com

This release unit is designed to mount on a wing tube plate or reinforced fuselage former.

It requires a milling machine to fabricate because of its bolt flanges. rc-sportflyer.tumblr.com

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SPECIFICATIONS

Team Up I’ll end here by saying that aerotowing really is a team sport. Truly a book could/should be written about all aspects of aerotowing. I think the pictures that accompany this article will explain much, but much can be learned by a quick Internet search As I’ve found it, the fun of aerotowing comes from the soaring, piloting, and most assuredly from the camaraderie.

Wingspan : 128 in.

Root chord : 20 in.

Inner wing panel : 36 in.

Tip chord : 20 tapering to 14 in.

Outer wing panel : 24 in.

Airfoil root : semi-symmetrical Airfoil root : symmetrical Airfoil stabilizer : symmetrical Stabilizer span : 24 in.

Stab root chord : 12 in.

Stab tip chord : 9 in.

Weight : 49 lb 6 oz Servos : JR 8611 @ 5.88 volts Power panel : Duplex 40/16 Receiver : Spektrum® AR800 Telemetry : Spektrum AR1000 Flight batteries : 2 Hobbico® 3200-mAh LiFe Engine : DA-150 gas Headers : KB

IT’S A HOMEBUILT TUG WITH POWER TO SPARE

Its a “Brute” and Gene Cope built it that way for reasons. First, I wanted a model that had plenty of power so it could tow large-scale, fast-flying sailplanes. Second, I wanted the model to be able to perform tow after tow quickly and easily. Third, the model needed to be durable enough that it would withstand the rigors of the towing environment. I also want it to be quiet because it would be doing its job for the sailplane pilot community.

For power I decided to use a DA-150 gas-powered engine. Mounted to the Brute, the DA-150 is capable of delivering more than enough pulling power to haul any glider/sailplane off the ground and then to altitude. This is especially true because the motor is married to a Xoar 32 x 10 wood CNCmachined propeller.

Because I wanted the model to be a dedicated tug, I opted for a V-tail configuration. In so doing, the tow line runs through the V-tail. That way when the glider is airborne it is not pushing against the vertical stabilizer either from the right or the left. Also, using a wing that has swept back tips makes

the model more directionally stable and, when in combination with the flaps, it lets me dive it out of the sky for rapid turnaround times and slow landing speeds.

The model’s fuselage is made of plywood, while the wing is made of sheeted foam cores with some carbon reinforcing. By using these construction materials the model is designed to stand up to takeoffs and landings well.

Also, I used a wide-stance, reinforced landing gear with big, 10-in. diameter wheels as a way to have the model absorb the bumps of grass airfields.

Importantly, I wanted the model to be quiet because soaring is associated with a no-noise environment. So, I fitted the DA-150 engine with JMB TR-82 exhaust canisters. They are extremely effective at lowering the exhaust note of the engine. Note that the wood propeller’s tips still sound off at high rpm, but when the engine is throttled back for approaches and landings the exhaust noise is nearly eliminated.

Finally, to guarantee power to all servos, I’ve fitted the airplane with a PowerBox power panel. It is fed with two LiFe battery packs.

The DA-150 turns a 32 x 10 Xoar wood propeller. The engine provides ≈ 72 pounds of static thrust, which is more than enough pulling power any giant-scale machine.

Propeller : Xoar 32 x 10 laminated

The Brute was design and built specifically as a machine that is capable of handling the largescale, heavy gliders and sailplanes. It is powered by a DA-150 engine.

The Brute is fitted with a 100-ounce fuel tank.

There is an inspection window built into the side of the tug so the tank’s fuel level is easily seen during a towing sessions.

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The Brute is designed to use a wide stance, reinforced landing gear. The tug is fitted with 10-in. diameter wheels, so both the gear and the wheels absorb landing shocks.

These JMB TR-82 canisters are from Troy Built Models.

They keep the throaty DA150’s exhaust note within reasonable decibel levels, especially at low rpm.

This tailwheel design was copied from Nigel Travin’s modified Pegasus airplane. This design feature keeps the tail wheel from snagging a towline that is laying on the airfield.

The Brute uses a tow release that is a simple pin type. The release pin just runs up or down in the aluminum mount.

Down is the release, while up is the lock position for the line.

A PowerBox Systems power panel provides the regulated 5.88 volts to all flight controls servos. The flight batteries are two 3200-mAh LiFe packs that feed the panel.

The tow line normally rests between the tug’s V-tail stabilizers. The wire loop stops keep the line from jumping over the stabilizer while the airplane is doing ground maneuvers.

The ailerons use JR DS8611 servos. The servo arms are positioned such that they provide the proper amount of aileron differential as a way to minimize adverse yaw.

The Brute’s flap servos are fitted with 2-1/2-in. servo arms. The long arms are used to allow 90-degree deflections, which slows the model well during landings.

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QUEST FOR FLIGHT

UNIVERSITY OF OKLAHOMA PRESS

John J. Montgomery and the Dawn of Aviation in the West

OCTOBER 2012 $29.95 HARDCOVER 978-0-8061-4264-7 264 PAGES 6 × 9 36 B&W ILLUS. U.S. HISTORY/BIOGRAPHY

By Craig S. Harwood and Gary B. Fogel

A western aviation pioneer’s impact on the history of human-controlled flight

John J. Montgomery and the Dawn of Aviation in the West Craig S. Harwood · Gary B. Fogel

The Wright brothers have long received the lion’s share of credit for inventing the airplane. But a California scientist succeeded in flying gliders twenty years before the Wright’s powered flights at Kitty Hawk in 1903. Quest for Flight reveals the amazing accomplishments of John J. Montgomery, a prolific inventor who piloted the glider he designed in 1883 in the first controlled flights of a heavier-than-air craft in the Western Hemisphere.

Re-examining the history of American aviation, Craig S. Harwood and Gary B. Fogel present the story of human efforts to take to the skies. They show that history’s nearly exclusive focus on two brothers resulted from a lengthy public campaign the Wrights waged to profit from their aeroplane patent and create a monopoly in aviation. Countering the aspersions cast on Montgomery and his work, Harwood and Fogel build a solidly documented case for Montgomery’s pioneering role in aeronautical innovation.

As a scientist researching the laws of flight, Montgomery invented basic methods of aircraft control and stability, refined his theories in aerodynamics over decades of research, and brought widespread attention to aviation by staging public demonstrations of his gliders. After his first flights near San Diego in the 1880s, his pursuit continued through a series of glider designs.

These experiments culminated in 1905 with controlled flights in Northern California using tandem-wing Montgomery gliders launched from balloons. These flights reached the highest altitudes yet attained, demonstrated the effectiveness of Montgomery’s designs, and helped change society’s attitude toward what was considered “the impossible art” of aerial navigation.

Inventors and aviators working west of the Mississippi at the turn of the twentieth century have not received the recognition in the quest for flight they deserve. Harwood and Fogel place Montgomery’s story and his exploits in the broader context of western aviation and science, shedding new light on the reasons that California was the epicenter of the American aviation industry from the very beginning.

Craig S. Harwood is the great-great-grandson of Zachariah Montgomery, John J. Montgomery’s father. A native Californian, he is an engineering geologist with twenty years’ experience as a technical writer. Gary B. Fogel, a native of San Diego, is CEO of Natural Selection, Inc., a computer science firm, and the author of Wind and Wings: The History of Soaring in San Diego.

ORDER QUEST FOR FLIGHT

By Craig S. Harwood and Gary B. Fogel

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REVIEW

POWERBOX IGYRO 3E FLYING AS IF ON RAILS

T

he number of model flyers turning to electronic gyro support is constantly growing.

These stabilizing systems can be a great help in adverse weather conditions, and in such circumstances gyro assistance makes flying much

less stressful. The performance of these little electronic aids is constantly improving, while their size steadily decreases.

The iGyro™ 3e is a recent introduction by the innovative German company PowerBox Systems,

BY DIPL. ING. KARL-HEINZ KEUFNER

and constitutes a small, low-cost gyro, which complements the other gyro systems in the firm’s range. The purpose of this article is to provide a description of the unit.

For PowerBox it is standard practice to announce and advertise a product when the design is finalize, and is ready for the consumers. Thus a review sample was ready for me to examine immediately after it first appeared on the company’s website.

COMPONENTS The iGyro™ 3e is housed in a solid, two-part aluminum case, with the two halves held together by machine screws. All electrical connections are accessible from above: on the left are the sockets for connecting the gyro to the receiver, while the servo sockets are on the right. The socket marked MISC is not currently assigned, but may be used for future expansion. A USB port is provided for connecting the iGyro to a PC. If adjustments other than basic setup are necessary, the iGyro is straightforward to configure using the free Terminal program running on a PC, if the USB PowerBox Interface Adapter is used; the port can also be used for installing software updates. A wiring diagram for the inputs and outputs is printed on the

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underside of the gyro.

Two inputs and outputs are present for each of the aileron and elevator functions. This feature is intended for use in model aircraft whose individual control surfaces are actuated by separate servos. The small number of settings that have to be defined are entered using a dialogue controlled by a button and the integral red and green LEDs, which are assigned to each control surface function and mounted on the top face of the gyro. In addition to the iGyro, the set includes six patchleads for connecting the unit to the receiver, and two self-adhesive pads that are used as a secure mounting for the gyro.

HIGH-PERFORMANCE MEMS SENSOR Opening the iGyro™ 3e reveals a neatly manufactured circuit board populated with the very latest microelectronics. A sixteen-bit processor ensures extremely fast signal processing and very high servo signal resolution. The heart of the circuit is a modern MEMS sensor (MicroElectro-Mechanical System); the chip detects every movement of the model simultaneously in three dimensions and around the three flight axes.

Compared with conventional piezo

sensors, the temperature drift of a MEMS sensor is virtually zero; aging effects are negligible, and the sensor is less susceptible to vibration.

The position of the MEMS sensor determines the installed position of the gyro in the model.

The three edges of the MEMS sensor must be aligned exactly parallel with the model’s primary axes, to ensure that its movements can be interpreted accurately. The edges of the gyro’s case are exactly in line with those of the sensor. The iGyro™ 3e can be installed either in the foreand-aft orientation, transversely, or even standing on end, but in every case it must be positioned exactly parallel with the primary flight axes.

The default setting is for a horizontal mounting, with the sockets facing forward and aft. If you wish to install it in a different position, there is a very simple method of selecting this in the parameter setting procedure.

3E: TRIPLY SIMPLE If we are to believe the advertising produced by PowerBox Systems, the new gyro is simple to install and simple to program, and the model is much easier to fly when the iGyro™ 3e is employed. To make a long story short, I can confirm these claims. The new gyro from PowerBox Systems

is a genuine plug-and-play device: once you have checked the direction of its corrective effect, and carried out any minor changes required at configuration, the gyro can be used immediately, because its default settings have been carefully selected to make it usable without further adjustment. If your model allows the installation of the iGyro™ 3e in accordance with the default settings mentioned above, all you need do is check the direction of gyro response, and make any changes required. This is a very simple matter: you observe the LEDs assigned to the individual inputs, and make your selections using the white button fitted to the top surface.

If the process of checking the direction of gyro effect reveals that a change must be made, the following procedure is required. The gyro is first installed in its default orientation using the self-adhesive pads supplied in the set, then the receiver and servos are connected. It is essential to select a rotary knob or slider at the transmitter and assign it to operating mode selection and gyro gain adjustment.

The selected control must provide adjustment of that channel over the range -100 to +100 percent.

Switch the transmitter on, followed by the receiving system, then set the

The wiring diagram for connecting the servos and receiver is printed on the underside of the iGyro™ 3e.

The sockets are situated on the top surface of the rugged aluminium case, which is screwed together. rc-sportflyer.tumblr.com

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transmitter control for gyro gain to the +100% position: this activates full gain in NORMAL operating mode. The gyro’s effect direction can then be checked around all three primary axes by tilting the model in each direction in turn: the control surface deflections generated by the gyro must be in the direction which counteracts the model’s tilting motion around that axis.

The set includes six patch-leads and two selfadhesive pads in addition to the gyro itself.

The iGyro™ 3e’s parameter setting procedure is carried out using a menu system and the free Terminal program available from PowerBox Systems.

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ULTRA-SIMPLE PROGRAMMING If one direction of gyro effect is incorrect, it must be changed. This is accomplished by holding the button pressed in for a period of five seconds, until all the LEDs go out. When you release the button, the LED assigned to the first aileron servo (AILE A) glows dimly. Pressing the button at this point reverses the direction of effect for that servo function; the corresponding LED now lights a bright red. Pressing the button a second time restores the previous state. Any changes you make are immediately and permanently stored. If you need to reverse another servo function, you must keep the button pressed until the associated LED lights up dimly, after which the direction of effect can be reversed as already described. Once all the directions of corrective effect are set correctly, the iGyro™ 3e is ready for use — provided the model features a normal wing and tail configuration.

For initial test-flights the gyro gain slider should be set to its center position in order to switch the gyro function off completely. Thanks to the sensible default settings, everything can be carried out very easily and rapidly, without requiring a PC for programming.

POWERBOX TERMINAL PROGRAM If it proves necessary to make further alterations to the gyro’s configuration, perhaps because your model has a V-tail, then the procedure can be carried out with the help of the USB Interface Adapter and a PC; the Terminal program required for this can be downloaded from the PowerBox website free of charge. The program includes integral instructions; if you call up the “Quick Tip” menu point, you will find a detailed explanation of all the functions. The frame rate can twitter.com/rcsportflyer

be adjusted to suit the servos installed in the model, a different wing or tail type can be defined, and much more.

It is also possible to set up the gyro’s operating modes to suit individual requirements. Gyro effect and the “Heading” option are freely variable for each of the five outputs, relating to the three primary axes of a model. It is even possible to configure a “delta limiter” to ensure the cumulative travel of the aileron and elevator servos do not result in excessive movements, which could cause mechanical damage. When the program is started, it reads out the current configuration and displays the information on the PC’s screen. If you wish to alter the configuration in terms of the installed orientation — perhaps because you need to install the iGyro™ 3e standing on edge in a slim glider fuselage — then you simply activate the corresponding orientation with a mouse-click; the active orientation is displayed on-screen in a frame.

ALL CHECKS PASSED The iGyro™ 3e processes standard PWM signals at the input and output, and this means it can be integrated into an existing model quickly and easily: the device is simply looped in between the receiver and the servos.

In my case I decided to use a Katana 50 E as testbed; this is an electric-powered model from SebArt. The first step was to install the unit as described in the instructions, followed by a thorough check of the gyro’s functions. No problems of any kind were encountered during the test procedure on the ground. I did need to make changes to the direction of gyro effect, and this again was accomplished without difficulty. The checking procedure showed that even the tiniest movement of the model generated the corresponding servo response without any delay, and this was true of both the Normal and Heading modes. If you have activated normal damping mode, tilting the model results in a brief compensating servo deflection which affects the corresponding model axis. If Heading mode is active, the corrective servo deflection remains in force until the model is returned to its exact original position. When rc-sportflyer.tumblr.com

Test-flights were carried out with a 50-class electric-powered model.

switching operating modes I was pleased to see that the LEDs, whose primary purpose is to guide you when setting up the configuration, have an additional function: they glow red or green to indicate whether Normal mode (green) or Heading mode (red) is active for the corresponding control surface function. The Heading mode of the iGyro™ 3e has been developed specifically for fixedwing model airplanes, and is based on a special regulatory algorithm that ensures that the model’s flying characteristics are natural. I found that gyro gain adjustment also worked straightforward every time. So, there was nothing to stop me carrying out an actual test flight.

TEST FLYING The first flight took place in extremely windy weather, initially without gyro support; i.e., the transmitter control for gyro gain adjustment was set to the Neutral position. Once the model had reached a safe altitude, I moved the gyro gain to a medium value in Normal mode, and was instantly aware of the positive influence of the new PowerBox gyro: the model flew more smoothly, and the effect of the wind was much less pronounced.

After a few circuits I increased the gain value further, but this was a

little too much, and the model started oscillating gently around the transverse and longitudinal axes.

Turning the rotary knob back a little cured the problem, and from this point on, the Katana 50 E flew with an unexpected level of smoothness in spite of the powerful wind; the aircraft’s formerly unpredictable response to gusts of wind was almost completely eliminated. It even proved straightforward to carry out landing approaches in a strong cross-wind. Another self-evident advantage of the iGyro became clear during a ground-roll on an un-mown grass strip. Models with tail-dragger undercarriages always tend to tip onto their nose at takeoff or landing, but the gyro nips the movement in the bud — long before the pilot could possibly perceive it. The new gyro from PowerBox Systems is simply a great help in model flying.

I also tried Heading mode, and discovered that, in my opinion, the optimum gain value is slightly lower than for Normal mode. The gyro’s special regulatory algorithm, which was developed specifically for fixedwing models, produces impressively confident flying characteristics. In this mode the iGyro™ 3e keeps the airplane in the attitude to which it was brought by the pilot’s deliberate control commands. Each stick RC-SF.COM

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POWERBOX IGYRO 3E

Typical wiring arrangement for the PowerBox iGyro™ 3e

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which eliminates any tendency to veer off course. The model aircraft is easy to control when the iGyro is in Heading mode, and the pilot very soon starts to feel pleasantly relaxed on the sticks.

Once I had established the optimum gain for the gyro’s two operating modes, I set up a threeposition switch for selecting the modes: in the switch’s centre position the gyro is disabled, while the forward and back positions activate Normal mode and Heading mode respectively. The travel adjustment option is used to enter the values established during the test-flying procedure, and in practice this works extremely well. In overall terms the model airplane is much more stable in the air, and the PowerBox gyro effectively stabilizes the aircraft in adverse conditions and very windy weather. It was not long before I found I no longer wanted to fly without the iGyro™ 3e. However, it is important to understand that even this superbly effective device is unable to perform miracles: the pilot still needs to master their model and learn how

SPECIFICATIONS

movement which affects a control surface results in a permanent change to the model’s flight attitude — even after the pilot returns the sticks to the zero position. A model placed in a nose-up or nose-down attitude no longer tends to recover by itself when the elevator stick is returned to the neutral position; instead the pilot must give an appropriate elevator command. This feels strange at first, but I found I became accustomed to this behavior relatively rapidly.

When Heading mode is selected on the iGyro, it only affects all three flight axes for as long as the corresponding transmitter stick is at the neutral position. Any movement of the stick disables Heading mode, causing the gyro to revert to normal Damping mode. This unusual characteristic produces a very smooth, completely harmonious behavior in flight, and the pilot soon learns to appreciate this feature, especially when flying aerobatics. The first indication of this is in inverted flight: roll the model inverted, and the gyro’s Heading mode maintains the model in a stable attitude even though the sticks are not touched.

Down-elevator correction is generally necessary when the model is inverted, but the iGyro™ 3e relieves the pilot of the task; i.e., it applies the required down-elevator automatically. And it does so very accurately, applying just the right amount of deflection.

Four-point rolls show the gyro’s positive effect extremely clearly. The usual elevator and rudder corrections are carried out by the iGyro, so all the pilot has to do is roll the model to the four points in turn using the aileron stick. The model’s heading is maintained accurately by the gyro,

to fly the individual moves. If you cannot manage a particular maneuver without gyro support, don’t expect to be able to manage it just by switching on the gyro.

SUMMARY The new PowerBox iGyro™ 3e for fixed-wing model aircraft has such a marked stabilizing effect on the weather that outside influences become insignificant. It also makes the pilot’s task substantially easier when flying aerobatics. The PowerBox gyro is ready for use virtually out of the box; in most cases there is no need for wide-ranging programming work since the default settings are so well considered. The gyro has proved excellent all round, and has never failed to work properly. Thanks to the unique regulatory algorithm, these attributes apply equally to Heading mode. In my opinion the iGyro™ 3e constitutes a really sensible buy for any fixed-wing model flyer.

Operating voltage : 4.0 – 9.0 V Current drain : 40 mA Signal input : PWM

Number of sensor axes : 3 Servo outputs, total : 5 Servo signal resolution : 0.5 µs Gyro regulation : Heading and Normal modes Gyro sensor type : MEMS Current capacity : max. 20 A Temperature range : -30oC – 75oC Dimensions : 43 x 30 x 15 mm Weight : 36 g (incl. six patch-leads) twitter.com/rcsportflyer

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REVIEW

AIRBORNE MODELS™ SCARLET SCREAMER IT IS A SCREAMING, RED SPEEDSTER!

BY JAMES VANWINKLE

It looks fast just sitting on the ramp. Hit the throttle and you’ll discover this model is fast, but way, way fun to fly. It definitely gives you the feel of what it is like to fly a racer around a course!

P

ylon racing has been around since the early 1900s. One of the first official races in the United States was the National Air Races in 1920, which was held on Long Island, New York. They were then moved to Cleveland, Ohio.

They’re now located to Reno, Nevada where the yearly races are known the world over as the Reno Air Races.

The racers enjoy the thrill of racing high-powered airplanes fast and low around a seven-mile course — many airplanes are only flown at the annual races. There are multiple race classes.

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The most powerful and fastest class is Unlimited. These top-of-the-line racers are typically highly modified WWII fighters. There are other classes such as jets and Formula One. The Formula One category is designed to be the most affordable form of air racing, where an competitive aircraft can be purchased for less than the price of a used Cessna.

Model airplane pylon racing didn’t lag full-scale racing by much. It started somewhere around the 1950s as model aircraft became controlled via remote control. The Academy of twitter.com/rcsportflyer

Model Aeronautics (AMA) held their first official pylon race in 1956.

Airborne Models now offers a very affordable way to get into the pylon racing excitement, with their EF1 class Scarlet Screamer. It is a scaled-down version of a full-scale racer. It comes in a hot red color scheme and will get your heart beating fast.

FLIGHT REPORT The first thing I’ll say about the Scarlet Screamer is that it is fast! It is a racer after all, so that fact should be a given. This airplane will not disappoint you if you are searching for speed and excitement. However, don’t let the fast part intimidate you. It does fly well

at lower power settings and airspeed.

This airplane handles pretty much the same at all ends of the speed spectrum.

The airplane flies like it is on rails too. With the balance point set exactly where recommended, the attitude of the airplane holds steady at low and high speeds without corrections needed. Just point it where you want to fly and the model will go there quickly. It glides quite elegantly as well, with its clean design carrying the speed imparted from its big outrunner motor. With the throttle cut after a high-speed run, the airplane zips past quietly, having only the whisper of wind noise as it cruises by.

Takeoffs do requires a bit of control concentration because there is no tail wheel and the airplane wants to pull to the left if the throttle is advanced quickly from a standstill.

Pylon racers typically hold the airplane with the motor running at full throttle and then release. This works like magic, with the airplane leaping into the air after a short 20-foot ground run. I’ve also started it from zero airspeed on the ground and as long as the rudder is held properly, it tracked fine, though a bit of practice is in order. My first takeoff was not straight down the runway, but my second and third were good.

I recommend dual-rate control

The Scarlet Screamer is designed to give even the intermediate pilot a chance to fly a racer. It is special in that it is electric powered, so it delivers hotrod performance that will have your heart racing.

The Scarlet Screamer is a .40-size airplane, which used to be considered a larger airplane when I first began flying RC. My reluctant pit crew is holding the model for scale.

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Here my buddy acts as the airplane retriever to bring it back to the pits.

This photo gives you a good idea of the size of the model, which is not so big that it will not fit in pretty much any car and truck.

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The Scarlet Racer comes mostly assembled.

Just use CA glue to fasten the hinges in their respective surfaces. The rest of the model uses fasteners for completion.

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The elevator and rudder pushrods connect from their respective servos to the control surfaces via metal rods that slide in plastic sleeves. They are very friction free.

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A Castle Creations Talon 90 ESC is overkill, but it was sitting on the bench unused, so I reasoned why not play it safe. It fits perfectly inside the cowl, which shrouds the power system.

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With a tail skid there is nearly no wind resistance, but this comes at the price of not being able to taxi the Scarlet Screamer easily on the ground, which I found not to be a big problem

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The model’s wheel pants are attached to the landing gear legs using screws.

Airborne Models’ design keeps them perfectly in position at all times.

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The aileron servos are housed inside the wing so only the servo arm and pushrod is exposed to the wind stream, which reduces drag quite a bit on this little racer.

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The hatch comes off by sliding a pin behind the cockpit. Inside the fuselage there is much more room to place electronics and the battery than I had anticipated.

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when transitioning the airplane from low speed to high because the elevator is pretty sensitive at high airspeeds. I should have expected this since pylon racing is about of hauling quickly to the pylon then turning around it as fast as possible, kind of a bank-and-yank though with very a controlled technique. For our high-speed fun passes, taking twenty five percent of the throw out of the elevator made flights very comfortable. No need to change the aileron rates or the rudder rates though. These are just fine no matter

the rate of the airplane’s speed.

I would characterize aileron control as normal, with a roll rate adequate for all maneuvers at the recommended throws. The rudder is small, due to the design of this type of aircraft. That means it is not designed to do maneuvers like knife-edge flight, though it will almost hold one at high airspeeds. Loops and rolls were easily achieved thanks to the great airframe tracking, and inverted flight was just as easy as upright because of the symmetrical wing.

Landing the little racer takes a little bit of practice, only because it likes to glide. The best method is to make a low-speed, low-altitude approach,

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The Scarlet Screamer flies so fast it’s difficult to get a good picture of it in action before it passes. My friend did not want to slow it down for the photos, so I had to plan ahead to capture a shot!

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Inverted flight is absolutely easy to do with this model. You’ll just add a touch of down-elevator control and the airplane will fly just like it would if it were upright.

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which is different from most airplanes.

The airframe is very clean, and with such a thin wing the airplane will glide a long way. It flies nicely at slower speeds, but it will gain speed quickly in a dive so a shallow approach to landing is best.

Remember there is no tail wheel so once it lands, the racer is not easy to maneuver on the tarmac without a little bit of practice. The airfield where

I fly sometimes has a crosswind so I just land straight ahead and don’t taxi back.

Once back in the pits, the battery hatch makes it easy to install a fresh four-cell battery pack. To remove the

hatch you simply slide the spring pin behind the canopy, and then it comes off easily.

The Scarlet Screamer is best flown by intermediate-level pilots.

This is only because of the lack of a tail wheel and the shallow landing approaches.

CONCLUSION The Scarlet Screamer is easy to see with a great color scheme, and a blast Notice this airplane has a very scale appearance, with its sleek cowl and svelt fuselage. You’ll discover it is a quick model to build too. I like that is is electric powered because it is clean!

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SPECIFICATIONS

to fly. It builds very quickly and flies wonderfully. You can expect four- to five-minute flights. This airplane is perfect for use as an official EF1 racer, and just as awesome as a sport flyer that has lots of get up and go. Look for future updates on the RC Sport Flyer online media sites. We plan to fly this airplane many times with some experimenting to see just how fast it will go. Finally, it is definitely priced right too at just $159.99.

Length : 38.6 in.

Wingspan : 52.2 in.

Wing area : 392 in.2 Weight : 3.4 lb Motor : Airborne Models KM37490750 ESC : 40-amp Battery : 4S 14.8-volt 3200-mAh LiPo Transmitter : Futaba® 12FG 2.4-GHz Receiver : Futaba® R617FS 2.4-GHz 7-channel Servos : 4 Hitec® HS81 mini

The Scarlet Screamer is comes in red and silver — race number 12 and 50. The covering material is Lightex, and fittingly enough the red is referred to as Ferrari Red. The silver version is named Outrageous, another Formula One full-scale racer. No way can it be as fast as the Scarlet Screamer though, since everyone knows red means fast, well at least to me.

The Scarlet Screamer is a typical almost-ready-fly (ARF) model, with most of the assembly done at the factory. You’ll need to hinge the wing and tail surfaces, mount the motor, speed controller and battery pack, and install the servos.

The model’s wings are held onto the fuselage by four small screws attached through holes in the fuselage. The wing tube easily carries the load from the wings, which can be substantial in the tight turns experienced when racing. Aileron servos are located in bays internal to the wing, with only the servo arms extending into the airstream.

The entire tail group gets screwed in place and takes just a few minutes to assemble. The manual mentions measurements to ensure all parts are square to each other, from the wings to the tail surfaces to allow the best flight

characteristics. My airplane required no twisting or shimming to get a perfect fit between empennage and fuselage.

Airborne Models has a recommended power source. I didn’t have it, so I used a motor I took from another airplane that looked like it would fit nicely. The recommended motor simply bolts into place through small standoffs, then threads into blind nuts in the firewall for a fast easy fit.

I had to make a custom standoff, but the motor fit well and delivers plenty of power. It all fits under a well-made one-piece cowl that runs from the spinner to where the wing joins the fuselage.

The Scarlet Screamer balances at just a touch more than two and one halve inches behind the leading edge of the wing. This is pretty much were the wing tube enters the wing, and is a good guide for the balance of most straight wing aircraft.

The racer is designed for an APC 8x8e propeller, which is accordance with the EF1 racing rules. We used an 11x8e with the generic motor because we wanted more of a sport flying experience, but an 8x8e is on the way, and I plan to post the results on the RC Sport Flyer Facebook page and other online media.

DISTRIBUTOR

Retail Price : $159.99 (#E337XM)

BUILD

No matter how you look at this model it has a very low-drag profile. When you pull the power back for a landing it will keep going for quite a while, so plan a long, low altitude approach. rc-sportflyer.tumblr.com

AirBorne Models 2403 Research Drive Livermore, CA 94550 Phone (925) 371-0922 airborne-models.com

While it is designed as a racer, the Scarlet Screamer will also give you quite a bit of exciting piloting as a sport airplane because it is quite fast and manueverable when electric powered.

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GRAUPNER MZ-18 IT GIVES REAL WORLD TELEMETRY DATA AND MUCH, MUCH MORE.

The Graupner MZ-18 is a ergonomically designed transmitter with many features most other systems can’t touch.

It has a touch screen, telemetry functions, and voice feedback.

BY JAMES VANWINKLE

A few months ago, RC Sport Flyer reported on the MZ-18 radio from Graupner, providing a great first look at this new system. More than just a very competitively priced radio system, the MZ-18 utilizes HoTT (Hopping Telemetry Transmission) to send data in real time from telemetry modules back to the transmitter. The MZ-18 not only receives this data, but it gets displayed in color on the LCD screen, with spoken audible alerts for the pilot, so there is no need to look down at the radio while flying to get feedback information.

MANUAL Even though the radio menus are extremely easy to navigate, Graupner provides a 100-page manual that is full of excellent programming information, including clearly laying out each step and button push required to create your airplanes’ setups. The MZ-18 manual is available

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in hardcopy with the transmitter, though the most current updated manual is available at Graupner’s website as a PDF file download.

The download option is very handy for those of us who may not want bring the hardcopy manual to the airfield but may need a programming reference while away from the workshop. For example, I loaded the manual on my smart phone. Now I can access the entire color manual anywhere, and find what I’m looking for in seconds. It is a huge advantage over lugging the hardcopy manual around in my toolbox.

PROGRAMMING To program the radio Graupner has included a stylus for tapping the thin-film-transistor (TFT) liquidcrystal-display (LCD) touchscreen, however, you can simply touch the screen’s menus to navigate to the programming function you need.

The menus are broken into three categories: Base, Function, and System. Base refers to items such as choosing the correct model, setting up timers, and other broad topics.

The Function menu refers primarily to items that are model specific such as dual rates, mixes, and the telemetry setup menus. The System menu contains display setting options such as brightness, warnings, and stick calibration among other options.

Admittedly, I am not one who spends much time reading manuals, preferring instead to just dig in, which the Graupner MZ-18 supports perfectly with its intuitive programming and common sense layout. This radio just makes sense, meaning any experienced pilot can figure out how to do just about anything with a few menu taps of the transmitter’s LCD touchscreen.

ERGONOMIC The MZ-18 is well done with respect to ergonomics, with soft rubber grips on the sides and back.

The control sticks lengths are adjustable to fit any pilot’s preference.

There is a port on the transmitter’s back for a mini-SD data card for storing model programs above and beyond what it normally stores. There is also a mini-USB port that let’s rc-sportflyer.tumblr.com

During power up, this screen comes up to show transmitter voltage as well as that of the receiver, strength of signal, current draw, and ESC voltage. This is a great system, so look before you even take off.

This is the base home screen which provides a ton of data to the pilot — all at their fingertips. The color screen has multiple settings for brightness and glare control, plus you can see trim settings at a glance.

The Base section contains data such as model type, fail safe, and other high level options.

Graupner makes it easy to navigate between screens, menus, and functions.

The Function menu gets you into the specifics for the chosen model. This is where dual rates, mixing, and other items like the wireless trainer and telemetry can be set up.

This shot from the manual gives a pretty good breakdown of the amount of data residing on the home screen. A quick touch oo any section will open a submenu for more data.

you connect the transmitter to your computer when you’ll want to update the firmware. The MZ-18 comes with an audio port for headphones, which is particularly handy when you’re utilizing the audible telemetry system

at the airfield and are surrounded by other pilots, revving engines, and other extraneous noises.

One of my favorite features of the MZ-18 is its wireless buddy-box system. When I learned to fly RC we RC-SF.COM

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The sticks are adjusted to suit the pilots feel. Just twist them to add length or shortened. The stiffness of the sticks can be set using tightening screws accessed from the transmitter’s back.

used the old the hand-off method.

That was where my father handed me the transmitter until I got into trouble flying the model. Then he would quickly take it back and correct the model’s flight path. It was clumsy, and moreover it often put the model in harms way — heading for solid earth.

Fast forward many years and the buddy-box cable system entered the scene, which was immensely better.

However, the student pilot could get tangled in the cord or move away from the instructor’s transmitter. This could result in the buddy-box cord accidentally becoming unplugged, which could also cause pretty airplane-risky things to happen.

No more! Now with radios like the Graupner MZ-18 the buddy-box system is wireless, when it is linked to another Graupner wireless-capable system. So with just the flick of the transmitter switch — that has been

The telemetry is amazing, and this shot is of the variometer. It shows the maximum and minimum altitudes, as well as rate of climb and decent. The system provides voice annunciations.

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For my first test flights I placed the system in a workhorse airplane. The location of the variometer and receiver are not critical, but it’s always a great idea to secure them to the model well.

pre-programmed by the instructor on his transmitter — the student gets control of the aircraft, without any worries of connection being broken, etc. If the student’s model requires correction to its flight path, the instructor simply uses the buddy-box control switch to regain control of the model. It is quite simple to implement, and an extremely awesome way to teach other pilots how to fly RC! TELEMETRY On the home screen of the transmitter is a icon for telemetry. It lets you jump directly into the various menus that appear when telemetry is connected. You can program telemetry as needed.

Using the MZ-18’s telemetry could not be easier. It is as simple

The ESC telemetry provides critical data like voltage, temperature, rpm, and amperage. Notice the battery capacity can be monitored and alarms can be set to alert the pilot at critical times.

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as connecting a telemetry module’s wire to the receiver telemetry port, which are labeled. It is that simple.

You’ll be ready to go in no time, with absolutely no setup required.

Depending on what the pilot wants to see, the refresh rate of the telemetry’s feedback is programmable.

There are multiple types of telemetry modules available for the MZ-18, including gas- and electricpowered models, as well as gliders.

All the telemetry modules interface with the receiver through one port.

Multiple telemetry modules can be used with one receiver. They simply connect through use of a simple Y-connector. In fact, multiple Y-connectors can be used for as many modules as your airplane needs. The daisy-chained modules then simply

This is a screen shot of the system in use — pulling 4.1 amps and sitting at 11.5 volts, with a low 4800 rpm. If I had set up the battery capacity prior to flying, the transmitter would monitor all its values too. twitter.com/rcsportflyer

There are a few different ESCs available with the telemetry capability. This is the 60-amp version.

It connects to the telemetry port on the receiver.

You can Y multiple telemetry modules to the port.

connect to the telemetry port on the receiver.

My airplane is fitted with two modules. The first is the electronic speed controller (ESC) module. It monitors motor voltage, current, ESC temperature, motor rpm, and the milliamps delivered by the battery pack. Note that you can program alarms in the telemetry system that tell the pilot when the voltage drops to a preset value. The alarms can be set to provide an audible warning or condition. This system may save a your model from a potential crash if the warnings are set up properly, and of course if the alarm is adhered to when it chimes and/or speaks. The ESC telemetry also stores the peak current and maximum rpm during a flight, which is very useful when experimenting with different motor power setups and propeller sizes.

The other module I love is the variometer, which is used in sailplanes to measure the rate of climb or descent, as well as altitude. This module is an awesome tool because flying a glider or sailplane in search of a thermal is difficult, and especially so when the soaring is being done at high altitudes.

One of the best aspects of the rc-sportflyer.tumblr.com

Graupner variometer system is that the transmitter will tell the pilot via voice if the aircraft is descending or climbing, and at what rate it is doing so. It will repeat the annunciations at various intervals too. However, you can elect to turn the annunciations on or off by the flip of a switch. The rate of the feedback is also programmable, but I found the default settings to be perfect for my taste.

MY CONCLUSION The bottom line for me is that the Graupner MZ-18 can do much more than can possibly be explained in just a few short articles. Then too the transmitter’s price is outstanding,

especially considering its capabilities, and the awesome engineering that went into its design and coding. I look forward to continuing to use the MZ-18 and exploring all of it functions and features. At this point I’ve just scratched the surface.

Price $389.00

DISTRIBUTOR

The variometer is pretty small, and it plugs right into the telemetry port on the receiver.

Doesn’t get any easier than this! It is a must for any glider or sailplane pilot that wants in-air flight performance.

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

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UMX RADIAN BNF A LITTLE GLIDER WITH A BIG FEEL

BY DAN DECKERT

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The UMX Radian is powered by a 1S 3.7-volt 150-mAh LiPo battery, which delivers enough power for multiple climbs to soaring altitude.

The little Radian has all the good looks of its big brother, however, this little model can be flown at any park or small field.

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You’ll love your UMX Radian in that you can fly it almost anywhere because of its size and that the electric motor is quiet. rc-sportflyer.tumblr.com

hen does a small airplane deliver big performance.

When E-flite introduced their amazing, little Ultra Micro eXtreme (UMX) Radian bind-n-fly (BNF) limitedmotor-run (LMR) glider.

E-flite’s original and larger Radian glider have long been popular with pilots because of its superb soaring capability, ease of transport, and stable flight, which makes for relaxed flying. Now E-flite offers a new Radian in a smaller version, which comes loaded with AS3X® technology built into the receiver — for big glider feel even in the UMX size.

I bought the UMX Radian because I wanted to start flying powered gliders.

The UMX Radian was my pick due to its low cost and small size. Also, it is a BNF kit, which meant there would very little assembly.

After the model’s assembly and its first flight, two words come to mind: I’m ecstatic and happy! This is the model I was wanting to be able to fly at the city park down the street from my home.

FEATURES • Lightweight, molded-foam construction • AS3X® system provides stability and smooth flight • Three-channel control: elevator, rudder, motor • Contoured spinner with folding propeller • One-piece, removable wing with carbon fiber support • E-flite® 8.5 x 23-mm coreless brushed/geared motor • Spektrum™ DSM2®/DSMX® 5-channel AS3X receiver • Spektrum servos & ESC unit • E-flite 1S 3.7-volt 150-mAh 25C LiPo battery • E-flite USB LiPo charger, 300-mA NEEDED • 4-channel+ DSM2 or DSMXcompatible transmitter.

• Small Phillips screwdriver.

SOARING You’ll find the UMX provides plenty of control and power in this 28.7-in.

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E-FLITE® UMX RADIAN BNF

Combine the Spektrum DX6 transmitter with the UMX Radian and you’ll have a very reliable system that is guarantee to deliver fun!

The UMX Radian’s USB charger works very well in my truck’s USB port, which is great when I want more than one flight.

get multiple climbs to soaring altitude.

I’m thinking this model will make for hours of soaring time, even in the smallest of park or playground.

Suffice it to say you could not wipe the grin off my face after that first flight, and the subsequent ones thereafter.

wingspan glider. I recommend you do a gentle overhand, straight throw with a bit of power applied to launch the model. At half throttle you’ll find the model will climb well, and with full throttle it climb smartly.

My maiden flight of the E-flite UMX Radian was flown in a five-mileper-hour wind. It was also thirty five degrees outside. So, my first flight of the model lasted only about six minutes before the model’s lowvoltage cutoff forced a landing.

What I found was that the glider is quite stable even though is a small model, because of the AS3X receiver system, so it feels rock solid. Also, the model has plenty of power to pull it through big loops and it circles extremely tight, which will definitely make for excellent thermal soaring.

What I think you’ll discover is that the UMX Radian makes for a superb small-field flyer. It will definitely be able to climb in weak lift. Then too, with the motor up front you’ll be able

Here I’m flying the model around the photographer because it flies slow enough that maneuvering it tightly is easy.

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IN CONCLUSION E-flite has a definite winner with this little glider. It’s extremely easy to fly and should climb in thermals that won’t support larger birds. It is definitely affordable too, at a price of only $89.99. Because it is a UMX model, this little wonder will fit even in the smallest of automobiles, which makes taking it to the airfield a breeze. You’ll want to bring a couple extra LiPo packs though because you’ll probably want more than just one flight. The packaging makes for an excellent carrying case, which is an added bonus in this BNF model.

Hit the “gas” and your UMX Radian is happy to climb to altitude again for more thermal searching. This really is a fun little bird. twitter.com/rcsportflyer

This photo was taken as the model flew over my head. You would be surprised at how small the park was were I was flying it.

Once the Radian’s propeller is folded it becomes a super little soaring machine — one that will climb in extremely small lift.

I like the look of the UMX Radian. It has that vintage Hobby Hawk look to its wings and tail, but it flies like a little ultra micro. rc-sportflyer.tumblr.com

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E-FLITE® UMX RADIAN BNF

SPECIFICATIONS

Finally, the USB charger is outstanding in that you can simply plug it into your automobiles USB port (if it has one) and charge the LiPo on the way to the airfield or park, or while you are taking a break. When you consider this entire UMX Radian’s BNF package, you’ll understand why I’m so excited about it being part of my hangar.

Wingspan : 28.7 in. (730 mm) Length : 16.5 in. (418 mm) Weight : 1.5 oz (43 g)

ASSEMBLY There is no building required. The assembly process is comprised of the installation of two screws to retain the wing, and applying the hook-n-loop material

CONTROL THROWS

I limited the servos’ throws to 97 percent so they would not be overdriven. The

to hold the battery in place. You’ll also want to apply the decals for the underside of the wing, which will help with high-altitude visibility of the model.

manual has you setting the dual rates at 70 percent.

Motor : 8.5-mm coreless brushed Transmitter : 4-channel+ DSM2/DSMX Servos : (2) SPMSA2030L Propeller : Ultra Micro Radian 130 x 70-mm Charger : 1S USB 300-mA LiPo Battery : 1S 3.7-volt 150-mAh 25C LiPo Manual : Photo illustrated w/ text

DISTRIBUTOR

Price : $89.99 (#EFLU2980) Horizon Hobby 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 Horizonhobby.com

PREFLIGHT Before you fly the model you’ll need to initialize the AS3X system. The glider must remain absolutely still after the receiver is powered. To do this, I simply left the glider upside down for about 10 seconds after the receiver had been powered. This allows the AS3X system to initialize correctly.

In order to activate the power system and AS3X you’ll need to advance the throttle and then

return it to the low-power setting. If everything’s working, the AS3X® will apply control inputs to correct for flight deviations, and you’ll hear the servos moving the control surfaces.

Don’t worry about control response noise. It’s normal. Double-check your controls and you’re ready to go.

Finally you’ll want to check that the center of gravity is 1.22 in. (31 mm) back of leading edge of the wing at its root chord.

This photo needs no caption because it speaks to the hours of fun you’ll have with this little, inexpensive soarer.

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 18TH ANNUAL 

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1 Annual Castle 2015 ~ Giant Scale Fly-In HOSTED BY AMA CLUB 4021 ~ “CENTRAL CA MODEL FLYERS”

Castle Airport, Central California, off Highway 99

May 21st to 24th 2015 Landing Fee - $35.00 R.V. Camping for the Event - $40.00 or for Front Row - $60.00 Pilot Automobile Parking – $5.00 for the entire event No Charge for Airplane Trailers, Tow Vehicles or Dinghys Vendors * Raffle * Food “IMAA” Legal Turbines Welcome Scotty Malta, (Event Director & Registration) -scottmalta@comcast.net (209) 617-5789 Rick Maida, (CD) – mrcorsair@usa.net (408) 460-1526 88

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REVIEW

VIKING MODEL 12®

Just sitting there the E-flite Viking Model 12 looks like it is designed for all out 3D action.

The color scheme just pops on the airplane, which makes it easy to see in the air.

AS3X® WILL MAKE YOU A VIKING

BY JAKE PULSIPHER

E-flite has licensed the Viking design from Jim Kimball Enterprises, Inc., so you get a model that replicates the full-scale biplane in almost every detail, including the Viking logo on the fuselage.

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evin Kimbal of Jim Kimball Enterprises, Inc. is the designer/ creator of the full-scale Viking Model 12 aerobatic biplane. The Viking Model 12 is known the world over as an airplane flown by the Scandinavian Airshow professional team. The team started flying the Viking in 2013. The airplane sports a very brilliant color scheme that was

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designed by Mirco Pecorari of Aircraft Studio Design. The Viking Model 12 is flown by Jacob Holländer, and he is known to put it through it paces — thrilling crowds the world over. You can learn more about the full-scale airplane at airshow.se.

E-flite recently introduced their 280-size, 22.2-inch wingspan model.

It is a foam airplane that comes out of its rugged kit box ready to fly, and equipped with AS3X (Artificial Stabilization - 3-axis) technology that gives it the feel of a much larger airplane. AS3X also provides control that would otherwise not be possible

in a model of this size. So, I wanted a Viking that I could wring out at the airfield or at any number of small parks near my home.

Here is what I learned about this superb, little airplane: FEATURES • Licensed replica of the Scandinavian Airshow Model 12® • Spektrum™ AR6335 DSMX® 6-channel nanolite receiver • AS3X technology built into the nanoliter receiver • E-flite 280-size brushless motor • 10-amp, 11.1-volt ESC twitter.com/rcsportflyer

• (4) 3.5-gram digital sub-micro servos • 3D-size, double-beveled control surfaces • Wire landing gear and steerable tail wheel • Easy to complete final assembly NEEDED • E-flite 3S 11.1-volt 450-mAh LiPo • Dynamite® Prophet Sport Plus 50W AC/DC charger • Spektrum® DX9 transmitter – Black Edition used IN FLIGHT E-flite’s Viking Model 12 is designed for pilots that want to have fun flying 3D aerobatics, but don’t want to spend a ton of money on a much larger model. What I can tell you is that this a superb little biplane that you can have hours of fun just “hucking” around. It delivers precise knife-edge flight, surprising well for a model of its size. I found that it also does excellent rolling, inverted harriers, as well as normal harriers. I flew it through some nice rainbow maneuvers without much pilot load. Then too, I had fun doing some snakes with the Viking — I found it superior to some of my other airplanes. Its bright blue and yellow color scheme makes it easy to see in the air too. I did, however, find that the model required two clicks left rudder control trim, two clicks right ailerons, and two clicks up elevator control. Other than those minor trim adjustments the model truly flew exceedingly well right out of kit box.

This little, 22.2-in. wingspan biplane has plenty of power by way of the E-flite 280-size brushless motor and 6.8 x 3.5 propeller combination.

In terms of power the model’s 280-size outrunner motor delivers plenty of thrust on the E-flite 3S LiPo battery. The Vikings’ Spektrum™ AR6335 6-channel receiver with AS3X built in is pretty amazing. If you have not flown a model with AS3X this model would be a superb one to give it a try. E-flite says, “the AS3X system has been specially tuned for this biplane to fight the effects of wind

The Viking Model 12 comes equipped with the latest generation of AS3X technology built into the Spektrum AR6335 DSMX receiver, which makes the airplane feel like a much larger model. rc-sportflyer.tumblr.com

and turbulence so all you experience is a locked-in control feel comparable to flying an expertly tuned aerobat that’s much larger.” I would definitely agree with their assessment of the AS3X system. It truly seemed to give this model the control feel of flying a much larger airplane.

SYNOPSIS I would definitely recommend this

When I was flying my model inverted it required only a slight amount of forward stick to keep it flying level. However, the battery needs to move back just a bit more so I expect the down elevator control to go away.

RC-SF.COM

91

REVIEW

E-FLITE® VIKING MODEL 12®

1

1

The 3S 450-mAh LiPo battery sits just under the removable cowl. The cowl is held in place by two high-strength magnets, so battery changes are quick and easy.

2

Note that the aileron servos come installed in the model. You’ll likely need to adjust the control surfaces’ pushrods, but that will take you but a quick minute.

3

Both the elevator and the rudder servos come installed in the model too. Again, you’ll likely need to adjust the pushrods just a bit with a pair of pliers.

4

The landing gear is held in place with four screws. I attached it with a number one Philips head screw driver, which took me all of two minutes.

5

If you want a battery charger that is also very affordable, consider buying the Dynamite Propher Sport Plus. It is super easy to use and compatible with multiple battery types.

2 3

4

5

model to the pilot who is searching for an airplane that they can fly just about anywhere. With its 22-in. wingspan, the Viking Model 12 is perfect for flying in the small spaces your likely to find at a school or community park.

What I like most about my Viking is that it lets me hone my 3D piloting skills without having to invest in a much larger airplane. I also enjoy that it is electric powered, so with a couple of extra battery packs I can easily get 30 minutes of practice in before needing to charge a pack. With the Dynamite Prophet charger, however, I can spend pretty much the entire day at the airfield with only a couple of extra batteries.

I also like that the $179.99 E-flite price fits my junior-high-school budget well!

As you can see in this photo, I’m using very little down elevator control to keep my model flying level. This is very important to being able to fly the airplane thru clean rolls and aerobatics.

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RC SPORT FLYER . DEC 14 / JAN 15

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Just about any way you look at this model it has excellent design lines. It is all that more attractive in that it replicates the full-scale airplane from the Kimball Company.

This last photo shows me flying the model in knifeedge flight. As I say in the article, you can do just about any aerobatic and 3D manuever with this little electric-powered biplane.

Here I’m just pulling my model up in to a hover.

You’ll discover that the 280-size outrunner has more than enough power for this model, so you can put it through its paces.

rc-sportflyer.tumblr.com

The brushless 280-size, 1800-Kv outrunner motor is installed, as is the 10-amp ESC. You’ll need to install the 3S LiPo battery, which I have positioned at one and one eight inches back from the motor mount to the front of the battery. The battery is held in place with hook-n-loop material. The manual recommends the model’s center of gravity be set at 1.77 inches back from the top wing’s leading edge at its root chord.

Also, the 3.5-gram digital servos come installed, however, you may need to adjust their linkages such that the control surfaces are centered when the transmitter’s control trims are centered. A pair of needle nose pliers will aid in making the adjustments.

I flew the model with the control throws that were programmed into the AR6335 receiver from the factory.

I don’t think you’ll need to make any changes to them, however, that really depends on your piloting preference.

SPECIFICATIONS

The Viking does not require much building. You’ll need to glue the bottom wing to the fuselage with medium viscosity Foam Safe cyanoacrylate (CA) glue. Then you’ll install the vertical struts, again with CA glue. There are four carbon support rods that mate to the fuselage.

They get glued in place with CA too.

Then it is just a matter of connecting the control rods that marry the lower ailerons to the uppers. I’m not pushing the outside of the envelope when I tell you that you can build this model in about 30 minutes or less. You’ll need to attached the landing gear too.

Programming the Viking is easy. The Viking Model 12 comes programmed for your transmitter’s channel five to toggle the flight modes. As such, you’ll be able to select between 3D control rates and precision rates, with the zero position being the precision rate and the one position being 3D mode. Note the model uses the Spektrum AR6335 nanolite receiver.

Wingspan : 22.2 in. (565 mm) Length : 24.4 in. (620 mm) Wing area : 197.0 in.2 (12.7 dm2) Weight : 8.80 oz (250 g) Motor : 280-size outrunner Speed Controller : 10-amp brushless Battery : 3S 11.1-volt 450-mAh LiPo Transmitter : 4-channel (min) DSM2/DSMX Receiver : Spektrum AR6335 Servos : (4) 3.5-g digital Propeller : 6.8 x 3.5 Spinner : 1.37 in. (35 mm) Experience : Intermediate Assembly : ≤1 hour w/ programming Price : $179.99 (EFL6650)

DISTRIBUTOR

BUILD

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

93

HANGAR 9

We Get the Point GIANT SCALE

Giant Scale Beauty Inside and Out P-51D Mustang 60cc ARF | HAN4770 Wingspan: 89.0 in (2.36 m) Size: 60cc

Inverza™ 62 ARF | HAN5195 Wingspan: 88.0 in (2.24 m) Size: 60cc

Š 2014 Horizon Hobby, LLC. Hangar 9, Evolution, Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. The Spektrum trademark is used with permission of Bachmann Industries, Inc. Inverza and its design are trademarks of Kevin Kimball, used under license to Horizon Hobby, LLC. The trim scheme of the Inverza was designed by Mirco Pecorari of Aircraft Studio Design.

45838

Like you, Hangar 9® designers have a serious passion for modeling that goes hand-in-hand with a fanatical appreciation for full-scale aviation.

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1/4 Scale Super Cub PNP | HAN4975 Wingspan: 106.0 in (2.69 m) Engine: Evolution® 33GX Gas Engine (included) Servos: Spektrum™ A6180 Digital Servos (included)

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RC SPORT FLYER . DEC 14 / JAN 15

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The Simple Switch to Gas

EVOLUTION Gas Engines Lead the Small-Block Revolution ®

Get fuel efficiency and gas engine ease-of-operation with the Evolution® 15GX and 20GX engines. Now featuring a pumped carburetor design, fuel flow is more consistent regardless of fuel tank location or aircraft attitude while flying. Even needle valve adjustment is easier. And, of course, there’s still the convenience of using Evolution Small Block gas engines thanks to lightweight construction and standard beam-mount installation. But what sets these engines truly apart from their glow-fueled counterparts is the phenomenal fuel efficiency. On average, it takes only 30% of the gas/petrol to provide the same run time as a comparably sized glow engine. That’s an amazing efficiency level that results in a cost per flight savings of approximately 90%.

Pumped-carburetor for greater consistency and ease of operation

Compact 2S Li-Po-compatible ignition unit requires no regulator and delivers long run times.

The 20GX includes an inverted wraparound muffler and the 15GX includes a new one-piece torpedo muffler.

Going gas makes more sense than ever! To find out more information and the retailer nearest you, visit EvolutionEngines.com now.

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©2014 Horizon Hobby, LLC. Evolution, the Evolution logo, and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. All rights reserved. 46581

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HobbyZone sport Cub s ®

RTF: HBZ4400 BNF: HBZ4480 With SAFE® Technology (Sensor Assisted Flight Envelope), the HobbyZone® Sport Cub S is becoming the go-to airplane for the beginner and pro pilots alike. Using Beginner Mode, novice pilots can experience simple teach-yourself-to-fly fun with bank angle limitations and the simplicity of returning to level flight whenever the control sticks are released. Intermediate and Advanced Modes provide more seasoned pilots with little or no flight envelope restrictions and recovery at the push of a button thanks to Panic Recovery Mode. A blast to fly and affordable too, the Sport Cub S is an airplane any pilot can appreciate.

Fly With FlOAtS Or Fly FPV HobbyZone makes it easy to expand the Sport Cub S flying experience in dynamic ways. With the optional Sport Cub S floats (EFLUA1190), you can execute off-water takeoffs and landings with ease. The Sport Cub S is also FPV-ready and was designed to easily accommodate the Spektrum™ Ultra Micro FPV system (SPMVS1100). Beginner Mode makes starting either flying adventure simple, relaxing and enjoyable.

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2014 Horizon Hobby, LLC. HobbyZone, the HobbyZone logo, the BNF logo, SAFE, the SAFE logo and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. The Spektrum trademark is used with permission of Bachman industries, Inc. All other trademarks, service marks and logos are property of their respective owners. 45910