RC Sport Flyer Feb 2017 (Vol-22-02)

PSS Sloping Feature

FEBRUARY 2017

step-by-step

COLUMBIA 400

BUILD REPORT

SHOESTRING RACER MORE:

VAN’S FIESLER STORCH NIMBUS 4DM RV-14 Plan Documentation Feature

USA & CANADA $6.49

RC-SF.COM

CLICK. CLICK. ZOOM. FPV R ACING AT 9 0+ MPH WITHIN SECONDS OF OPENING THE BOX!

The Blade® Theory™ Type W race wing delivers outstanding user-friendly performance straight out of the box. The best of both worlds, the race wing can soar with the birds for sport or burn through race gates at 90 MPH. The wings come off in a snap with a modular clip, making transport a breeze and repairs even simpler. Fully-integrated flight components such as digital metal gear servos, AS3X® stabilization technology and SAFE® technology deliver rock solid stabilization at blazing speeds.

Find out more at

BladeHelis.com/Aircraft facebook.com/bladerc1

CONGRATULATIONS Team USA and the Theory W dominated the 2016 World Drone Racing Championships.

Horizon sponsored the top two in Wing Class.

©2016 Horizon Hobby, LLC. Blade, Theory, SAFE, the SAFE logo, BNF Basic, BNF Basic logo, AS3X, the AS3X logo, Serious Fun, and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, LLC. All other trademarks, service marks and logos are property of their respective owners. 53819

Used by industry, but available from your local hobby shop.

“Your Adhesive Company for Over 30 Years.”

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

Manufacturers, like most modelers, demand the best performance from their adhesives. That is why Boeing, Cessna, Beechcraft, Tesla, SpaceX and many other high tech firms choose BSI. With a larger selection of CA and epoxy adhesives than any other hobby manufacturer, BSI provides modelers with consistent high performance, all available from your local hobby shop.

Find us on Facebook at Bob Smith Industries

Cylon X-tail Carbon $589.99 Carbon/Glass $479.99 2.0-meter Slope Racer 2 Versions: Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which gives adequate stiffness and torsional rigidity — recommended for sport flying.

Includes: Ballast tube, servo tray, push rod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Carbon: Wings are full carbon cloth, carbon reinforced fuselage, with carbon from leading edge of the wing to the tail — significant stiffness and torsional rigidity.

Specifications: Wingspan Length Wing area Weight

Features: • Ailerons, rudder, elevator, and flaps.

• Two-piece hollow molded composite carbon fiber or glass wing design • Carbon fiber square wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coated finish with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

CG Transmitter Servos wings Servos fuselage Battery

2000 mm (78.75 in.)

1250 mm (49.21 in.)

34.9 dm2 (3.75 sq ft) ≈1600 g (57 oz) 90 – 95 mm back of leading edge 7 channel King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

Designed and Built for Sailplane Modelers RCRCM Gliders Give You More for Less

Mini Vector X-tail

Sunbird X-tail

Carbon $389.99 Carbon/Glass $319.99 1.69-meter Aerobatic Glider

Carbon $349.99 Carbon/Glass $259.99 1.5-meter Sport Sloper

2 Versions:

Includes:

Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which gives adequate stiffness and torsional rigidity — recommended for sport flying.

Carbon: Wings are full carbon cloth, carbon reinforced fuselage, with carbon from leading edge of the wing to the tail — significant stiffness and torsional rigidity.

Features: • Ailerons, rudder, elevator, and flaps.

• Two-piece hollow molded composite carbon fiber or glass wing design • Carbon fiber square wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coated finish with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Ballast tube, servo tray, push rod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Weight (glass/ carbon) Weight (carbon) Airfoil CG Radio Servos wings Servos fuselage Battery

1690 mm (66.54 in.)

1070 mm (42.13 in.)

720 g (25.40 oz) 830g (29.28 oz) JH8-10 Symmetrical 72 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

Includes:

2 Versions: Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Features: • Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Weight (glass/ carbon) Weight (carbon) Airfoil CG Radio Servos wings Servos fuselage Battery

Strega V-tail

2 Versions:

2 Versions:

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Features: • Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

550 g 640 g JH Series 60–65 mm back of leading edge 7 channels King Max CLS0911W (4) King Max Mini (2) 4.8 – 8.4 Volts

Tabu V-tail

Carbon $839.99 Carbon/Glass $709.99 2.9-meter F3F Racer Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

1500 mm 900 mm

Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Weight (glass/ carbon) Weight (carbon) Airfoil CG Radio Servos wings Servos fuselage Battery

2880 mm (113.4 in.)

1470 mm (57.9 in.)

Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

1610 g (56.80 oz)

Features:

1720 g (60.67 oz) JH8 Blend 102–110 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

• Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Carbon $1299.99 Carbon/Glass $1119.99 3.0-meter F3B/F3F Glider Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Weight (glass/ carbon) Weight (carbon) CG Radio Servos wings Servos fuselage Battery

2976 mm (117.17 in.)

1500 mm (59.06 in.)

1680 g (59.26 oz) 1760 g (62.08 oz) 90–95 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

Toba V-tail

Tomcat X-tail

Carbon $959.99 Carbon/Glass $829.99 3-meter F3B Glider

Carbon $669.99 Carbon/Glass $489.99 2.5-meter F3F Racer

2 Versions: Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Features: • Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Wing area Weight (carbon/ glass) Wing airfoil Stabilizer airfoil Radio Servos wings Servos fuselage Battery

3085mm (121.46 in.)

1456mm (57.32 in.)

58dm2 (6.24ft2) ≈2000 g (74.07 oz) RCRCM2010-8 RCRCM2010-10 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

2 Versions: Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Features: • Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Tornado V-tail

Features:

2480 mm 1280 mm 1240 g 1310 g 96 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

Carbon $1269.99 Carbon/Glass $1079.99 2.9-meter F3F Racer

2 Versions:

• Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Specifications: Wingspan Length Weight (glass/ carbon) Weight (carbon) CG Radio Servos wings Servos fuselage Battery

Typhoon Plus X-tail

Carbon $1299.99 Carbon/Glass $1099.99 2.9-meter F3B Glider Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

2 Versions:

Specifications:

Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Wingspan Length Weight (glass/ carbon) Weight (carbon) CG Radio Servos wings Servos fuselage Battery

• Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

2900 mm 1490 mm 1550 g 1640 g 95 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

Features:

Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Wing area Weight (glass) Weight (carbon) Airfoil CG Radio Servos wings Servos fuselage Battery

2940 mm (115.75 in.)

1560 mm (61.42 in.)

57 dm2 (6.13 ft2) ≈1640 g (57.85 oz) ≈1740 g (61.38 oz) JH* 96 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

Typhoon X-tail Carbon $519.99 Carbon/Glass $419.99 2-meter Slope Soarer 2 Versions:

Sold by RCSportFlyer.com we Save You Money

Fiberglass+Carbon: Hollow-molded fiberglass construction reinforced with carbon fiber, which provides the required stiffness and torsional rigidity for sport and aerobatic flying.

Carbon: Wings are full carbon cloth, with carbon from leading edge of the wing to the tail — provides significant stiffness and torsional rigidity, yet is lightweight and strong.

Features: • Ailerons, elevator, flaps, and rudder control • Two-piece hollow molded composite carbon or fiberglass wing design • Carbon wing joiner • Live hinges on the wing and rudder, with wipers • Gel-coat finish, with pre-painted graphics • Full-flying stabilizer with pre-installed bellcrank

Includes: Ballast tube, motor mount, servo tray, pushrod, clevises, linkages, control horns, servo covers, wing joiner, tail joiner, servo plate

Specifications: Wingspan Length Wing area Weight Weight (Glass) Weight (Carbon) Airfoil CG Radio Servos wings Servos fuselage Battery

2000 mm (78.75 in.)

1210 mm (49.21 in.)

34.9 dm2 (3.75 sq ft) ≈1600 g (57 oz) 900 g (31.75 oz) 960 g (33.86 oz) JH8 82 mm back of leading edge 7 channels King Max CLS0911W (4) King Max (2) 4.8 – 8.4 Volts

TABLE OF CONTENTS DEPARTMENTS

10 LEADING EDGE 86 ADS INDEX 87 MYSTERY PLANE

Photo by the late Jochen Ewald Nimbus-4 DLM soars above the mountains at Kirchheim unter Teck, near the renowned Schempp-Hirth factory.

FEATURE

BUILD

12

PART V 26 COVERINGS, SEE HOW JEFF’S SUPER

NIMBUS-4 DLM SAILPLANE GET AN INSIDE LOOK AT HOW THIS PERFORMANCE OPTIMIZED MACHINE ASSEMBLES AND SOARS. Jochen Ewald

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RC SPORT FLYER • FEB 2017 - Digital

SPORTSTER 60 FUSELAGE AND TAIL GETS COVERED IN PLASTIC FILM TO HAVE A PROFESSIONAL LOOK. Jeff Troy twitter.com/rcsportflyer

FEBRUARY 2017

REVIEWS

80

E-FLITE SHOESTRING 15E IT’S AN NMPRA LEGAL RACER THAT WILL LET YOU GO FAST AND TURN LEFT TO THE WINNER’S CIRCLE! Daniel Holman

62

PILOT RC 35% COLUMBIA 400 WE DETAIL FOR YOU HOW THIS DISTINCTIVE SCALE CIVILIAN DESIGN ASSEMBLES. Wil Byers

PLAN

54

VAN’S AIRCRAFT RV-14/14A THIS LOW-WING AIRPLANE PLAN IS ONE YOU’LL DEFINITELY WANT TO BUILD! Wendel Hosteller

HOW TO

32

HpH 304 SHARF EDF INSTALL THIS MODIFICATION SHOWS YOU HOW TO INSTALL AN EDF POWER SYSTEM IN A SCALE SAILPLANE. Dennis Brandt

rc-sportflyer.tumblr.com

3-VIEW

38 GIANT-SCALE CONTROL HORNS CHECK OUT HOW THESE CONTROL HORNS ARE MADE FOR USE IN GIANT-SCALE SAILPLANES AND AIRPLANES. Gene Cope

44

FIESELER FI 156 STORCH LEARN WHY THIS LONG-LEGGED BEAUTY MADE WWII HISTORY BOOKS. Hans-Jürgen Fischer

Subscribe @ RCSportFlyer.com

7

EDITOR IN CHIEF Wil Byers wil@rc-sf.com ASSISTANT EDITORS James T Baker Asa Clinton

Doris Chen Jenn Hart

PRODUCTION Ilya Zhivko Ilya@kionapublishing.com PHOTOGRAPHY Wil Byers GRAPHIC DESIGNERS Meng Zhe

Bess Byers Jess James

WEBMASTER CONTACT Vivian Wells OFFICE MANAGER Jenn Hart support@kionapublishing.com OFFICE ASSISTANT Terra Woodford CIRCULATION Christian Wells MARKETING Wil Byers ads@rc-sf.com

Point Your browser at the new

RCSPORTFLYER.COM STORE to get other great RC-SF products.

CONTRIBUTING EDITORS Christian Belleau, Rob Caso, Gene Cope, Richard Kuns, David Phelps, Steve Rojecki, Jeff Troy, Robert Vest, James VanWinkle, Tom Wolfe RC Sport Flyer (ISSN: 1941-3467) is published bi-monthly for $19.95 a year ($2.19 ea digital) in the USA by Kiona Publishing, Inc., 1754 Sagewood, Richland, WA 99352. Periodicals postage paid at Richland, WA and additional mailing offices.

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

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

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RC SPORT FLYER • FEB 2017 - Digital

twitter.com/rcsportflyer

CUBS N’ COUSINS & ALL FLY 2017

WEAVER FIELD

OTHELLO, WA

ADMISSION ONLY

JUNE 16 – 18, ‘17

$15

Fly Cubs, Airplanes, Fun Flyers — this event is about FUN and FRIENDSHIPS! CONTACTS CD

Gary Weaver: 509-989-0125 Cain Lopez: 509-760-0335 Wil Byers: 509-947-0640 weaversrcairfield.com

LEADING EDGE

L

WIL BYERS

et me clarify for all our readers that RC Sport Flyer magazine is about building and piloting RC aircraft. It is not about autonomously flown drones. We’ll let the other “rags” provide that news!

RC Sport Flyer now embraces its 23rd year in business. We are a magazine built on providing information to builders and pilots as a way to enhance their hobby. We’ll continue that tack!

To emphasize the point, we’ll report on aircraft that are piloted; i.e., RC airplanes, gliders/ sailplanes, helicopters, and multi-rotor (not drones) firstperson-view (FPV) racers.

RC aircraft have been my passion for 40 plus years. It continues! As most of you know my overarching passion is soaring, and now especially giant-scale sailplanes and gliders. However, I absolutely delight in seeing RC aircraft of all types. I especially enjoy scale warbirds and jets — wishing I had the time to build and fly them. While unfortunately there is not a large community of scale helicopter pilots in the USA, I absolutely relish watching them in action, especially when they are flown as precisely as their full-scale counterparts. Further, while multi-rotor FPV racers don’t look anything like conventional aircraft, there is seriously no doubting their pilots are extremely skilled aviators.

Additionally, while I’m not into them at all, International Miniature Aircraft Club (IMAC) pilots do deliver “smoking hot” freestyle routines and patterns.

Why explain our future business model? I feel it necessary to underscore the content you’ll be getting.

Moreover, I want you to know we’re dedicated to reporting on RC aircraft that require building and/or piloting skills.

Quite simply, RC Sport Flyer is not trying to be all things to all people.

So if you are one of us, please share what RCSF is about with your fellow builders and pilots. Let them know we’re here for them; and, that we would truly like to better their RC experiences by way of our content!

Pay Up The event season is just around the corner — that is if you don’t live in southern California, Arizona, or Florida where flying is year around. As such, you’ll need to ready your gear: charge batteries, update transmitter software, check linkages, system setups, etc. You’ll also need to set aside a few bucks for entry fees. Don’t forget it!

Now, let me jump on my soapbox for a few paragraphs. I hope I don’t hurt too many feelings, but if I do….

What really twists my “propeller” uptight is getting to an event and hearing entrants bitch about the entry fee.

That just takes me to the “cirrus zone!” Hell, to be honest, it makes my old, two-cycle cylinders go to redline!

Why? Because often those complaining about the entry price are those that arrived in their eighty-thousand-dollarplus motorhome, with twenty-thousand dollars in RC aircraft in a ten-thousand-dollar trailer.

If that is you, listen loud and clear. As near as I know it,

10

RC SPORT FLYER • FEB 2017 - Digital

they are NOT making land, even in China. For us RC pilots, open land is getting more and more expensive and less and less easy to access for flying models. Those sites that are available for RC use are typically provided by someone who is either an enthusiast or a charitable individual. However, charity only goes so far until it is revoked.

Entry fees provide entrants with the right to use the land and the facilities. Even if the site is provided by a local parks department there are still costs associated with hosting an event. They often include the porta-potties, lawn mowing, sun shade, water, public address systems, timers, scoreboards, concessions, etc. Even a small event can cost hundreds of dollars to host.

So it simply makes my blood boil when I hear pilots complain about entry fees. Heck, I just checked the cost to play 18 holes of golf at my community-owned course. It is $48 for a weekend day — that is per day, not for a weekend.

Then too, this puts things into real perspective: the Hualalai golf course fees on the Big Island of Hawaii are $295 a day.

Now, I know we’re not playing golf, but….

In my very biased opinion, modelers are too tightfisted.

We need to think big. We need to think about buying property as a way to create dedicated flying sites that will attract pilots from our communities or even states. We need to think about how we can have staying power and what this hobby brings to our communities, as well as how dedicated sites can work as a way to attract new pilots to the hobby/sport. While golf might be relaxing, I seriously doubt that it inspires aeronautical engineers or pilots. It might inspire a good, stiff drink at the clubhouse after 18 holes, but it does not teach enthusiasts about building, piloting, and the aviators’ environment.

I’ll jump off my soapbox by detailing a lesson lost.

Many years ago, I had a very insightful conversation with rather wealthy property investor — a truly great man. The conversation was about buying a mountain as a dedicated slope soaring site. It was a fantastic place to fly — this site could be flown with winds from all directions and had a good landing zone. When I consulted that landowner, he said, “I’ll sell you the whole 186-acre mountain for onehundred-thousand dollars because it cannot be irrigated.”

I was pretty excited about the possibilities. My investor friend said, “Wil, You should form an LLC and sell shares in it. That way the LLC can own the mountain. Those that want out can eventually sell their shares.” Unfortunately, when I approached my friends, none were interested in the purchase, even though they loved to fly the site. Well, as the saying goes, hindsight is 20/20. That land is now worth well over two-million dollars.

Point is, investing in the future of the hobby is worth a few bucks in entry fees. Further, if club members have the bright idea to buy a flying site and are selling shares in it, you would probably do well to invest — seriously!

Stay informed at RC Sport Flyer Facebook: www.facebook.com/rcsportflyer Instagram: www.instagram.com/rcsportflyer Tumblr www.rc-sportflyer.tumblr.com Twitter: www.twitter.com/rcsportflyer YouTube: www.youtube.com/rcsportflyer

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1815 South Research Loop Tucson, Arizona 85710 Phone: (520) 722-0607 E-mail: info@desertaircraft.com Web Site: desertaircraft.com DA-200

DA-100I

Price $2795

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

Price $Call

Displacement: 6.10 ci (100 cc) Output: 10 hp Weight: 7.0 lb (3.18 kg) Length: 9.3 in.

DA-170

Price $1695

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

DA-150

DA-70

Price $1395

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

Price $749

Displacement: 4.28 ci (70 cc) Output: 11 hp Weight: 3.55 lb (1.61 kg) Length: 5.54 in. (141 ,,)

DA-120

Price $1199

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

DA-100L

DA-60

Price $999

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

Price $649

Displacement: 3.7 ci (60.5 cc) Output: 1200–7200 Weight: 3.1 lb (1.41 kg) Length: 6.7 in. (170 mm)

DA-85

Price $795

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

DA-50-R

Price $595

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

All Desert Aircraft engines come with a Manufacturer’s Warranty

DA-35

Price $449

Displacement: 2.14 ci (35 cc) Output: 1,500–8,200 rpm Weight: 2.06 lb (935 kg) Length: 6.35 in. (161 mm)

FEATURE

NIMBUS 4DLM

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RC SPORT FLYER • FEB 2017 - Digital

twitter.com/rcsportflyer

SCHEMPP-HIRTH’S PERFORMANCE OPTIMIZED TWO-SEATER FLAGSHIP

BY THE LATE JOCHEN EWALD

S

chempp-Hirth’s Nimbus 4D was their flagship two-seater design.

Competition results show clearly, that it remains one of the absolutely top competing sailplanes in the Open Class. There are, however, larger and much more expensive sailplanes competing against it. Like the DuoDiscus XL, the Nimbus two seater is in production in an upgraded version with the new fuselage of the Schempp-Hirth two-seaters. At the Hahnweide airfield of Kirchheim/Teck, where the factory is located (East of rc-sportflyer.tumblr.com

Subscribe @ RCSportFlyer.com

13

FEATURE

NIMBUS 4DLM

The engine installation in the Nimbus 4DLM was developed

by Walter Binder. It is shown here being retracted into the fuselage to put the aircraft into soaring mode.

Stuttgart), I was invited to try their selflauncher: the Nimbus 4DLM. Features Although the Nimbus 4DLM has 26.5-meter (87-foot) wingspan, the assembly is quite easy. It has 4.17-meter-long inner wing sections, equipped with spar-fork and tongue. They are inserted into the fuselage and secured by one main bolt. Airbrake, ailerons, and flaps interconnect automatically via Hänle links. The outer wings then are pushed onto the outside spar tongues of the inner wing. Before they are inserted and the gap closes, their flaperon pushrods have to be interconnected and secured by one l’Hotellier ball connection each side. This wing section contains the water ballast tank, which can hold 120 liters. Finally, the lightweight one-meter wingtips are added. Note, that the flaperon section on the tips moves with the inner flaperon,

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RC SPORT FLYER • FEB 2017 - Digital

The front instrument panel can be swung up for easy access and emergency exit of the cockpit. The GPS system is built into the panel for easy navigation during racing. twitter.com/rcsportflyer

A protected switch permits handing engine control over to the rear seat, the second one serves to operate the retraction manually in case of an emergency.

The locked position of the undercarriage lever is easy to feel and to check visually. Overhead, is the propeller stopper lever, with the rearview mirror for referencing its position. rc-sportflyer.tumblr.com

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15

FEATURE

NIMBUS 4DLM

but only upwards! The tailplane is connected to the fuselage using the Hänle system, and the vertical fin also contains a battery box and a 12-liter water ballast tank with its outlet valve interconnected to the wing’s valves to compensate for the moment of the wing water ballast.

The flaps of the inner wing only working as flaps, but they are interconnected to the airbrakes via a gas spring strut. This system results in a complete compensation of the loss of lift caused by opening the powerful, double-bladed SchemppHirth airbrakes. It permits steeper, slower approaches with better visibility. A mixer in the inner wing interconnects the flaps with the ailerons, so the outer wing needs only one connection to operate its flaperons. Further, the wingtip flaperon sections travel upwards only to avoid imparting adverse yaw.

The Nimbus 4D engine installation has been developed by Walter Binder.

It is a renowned and reliable unit, controlled by the well known ILEC unit, which is installed in both panels.

The water cooled 64-horsepower Solo 2625 two-cylinder, two-stroke double-ignition engine is fixed to the bottom of the propeller mast, the engine bay doors remain open during powered flight because the muffle swings out between them. A protected switch in the socket of the instrument panel permits handing over the engine control to the second pilot in the rear seat.

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RC SPORT FLYER • FEB 2017 - Digital

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A Nimbus 4 soars above the Wanderheim Burg Teck, a 14thcentury castle at Kirchheim Teck in Germany. The castle has a restaurant and is a fun place to watch sailplanes slope soaring. rc-sportflyer.tumblr.com

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17

FEATURE

NIMBUS 4DLM

The canopy sealing makes the cockpit really quiet in flight. The rear seat offers five centimeters more length compared to the elder Nimbus 4D fuselage.

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RC SPORT FLYER • FEB 2017 - Digital

twitter.com/rcsportflyer

For takeoff, the Nimbus 4 DLM must be aligned with the runway, because its tailwheel cannot be steered. Underneath the wing’s lowest point, at the end of the outer wings, narrow wheels with relatively large diameter are fixed, permitting selflaunches on smooth ground. For competition flights, these wheels can be removed.

The rear seat has a stowage bag in front of the stick as well as bags on the sidewalls, and is also equipped with efficient fresh air supply through the nozzle at the right sidewall.

At the end of the outer wing, a removable wheel permits selflaunch on smooth ground without a wingrunner. There is an aluminium skid too, which also serves for tie down.

The wingtips are pushed into the outer wing with their tube spar ends. They are secured automatically with a spring loaded pin, which makes for a safe connection. rc-sportflyer.tumblr.com

In Flight Comfortably strapped in the perfectly ergonomic designed cockpit, I can start the engine in about 20 seconds. For the initial ground run, I select full negative (-2) flaps, which offers best aileron efficiency from the first moments of the run.

I also hold the stick full back to prevent the nose from nodding down.

Nevertheless, the throttle lever has to be pushed forwards quite carefully, especially when taking off from soft ground, otherwise, the moment of the powerful drive lifts the tail off and the small nose-belly protecting front wheel comes into action.

The rapid acceleration, efficient ailerons, and the good wingtipground clearance make selflaunching easy and safe. With Bernd Weber and three-quarters of a tank of fuel aboard the sailplane weighs about 790 kilograms (1740 lb). After about a 200-meter ground run, I switch the flaps to ‘L’ and the sailplane is soon airborne and climbs at best angle at 85 km/h (53 mph). The undercarriage retracts and extends easily. Visibility from the cockpit and fresh air supply through the canopy front and the right sidewall adjustable nozzles are also perfect. To reach the best climb rate, I take the flaps back to +2 and accelerate to 90 km/h (56 mph). We’re able to reach 500 meters above ground after three minutes, which means an average climb rate of 2.8 m/s (550 ft/m). In horizontal flight and throttled back to the max permitted rpm of 6500, we reach a cruise speed of 140 km/h (87 mph).

Approaching the stall, the 26.5m bird behaves gently. Flying fullthrottle, with the flaps set to +2, the controls start feeling mushy below 75 km/h IAS, and at 72 km/h buffeting and rising of the nose indicate first Subscribe @ RCSportFlyer.com

19

FEATURE

NIMBUS 4DLM

airflow separation. At 70km/h IAS, it enters a slightly staggering stall, which can be stabilized by careful rudder use. Flown with the engine throttled back to idle, or in gliding configuration with the engine retracted, the Nimbus 4DLM shows the same behavior at the same speeds, only the stall itself is no longer stable, underneath 70 km/h one wing drops. Easing the stick forwards and opposite rudder stops this movement with little altitude loss.

With the flaps set to ‘L’, I experienced the same behavior at 2 km/h slower indicated speeds, and opening the large two-bladed SchemppHirth airbrakes with their automatic connection to the inner flaps shows no changes at all compared to the Nimbus’ “clean” behavior.

Soaring Conversion to soaring is easy. After letting the engine cool down a bit by running it idle, I switch the ignition off to bring it into gliding configuration.

At 85 km/h, the propeller soon stops, well visible in the small mirror right of the instrument panel. The average time required to stow the engine was 35 seconds — it depends a bit on the position where the propeller stops.

Extracting and starting the drive in flight took me about 20 seconds.

The control harmony of the Nimbus 4DLM is excellent at 105 km/h (65 mph), even with the flaps set to +2 or L. Like all the “big ships,” the aileron deflection must be reduced when the sailplane starts rolling to avoid sideslipping. Using full rudder and aileron deflection at a speed of 105 km/h, I measured a 45° to -45° roll rate of 5.1 seconds with the flaps at 0, and 5.5 seconds at +2 and L. This makes for good thermal soaring and is almost as much fun as with a 20-m glider. Although, with a 60-to-1 glide ratio, you definitely don’t need to thermal as often as when flying in a small glider! The relatively stiff wings and the light control forces, with good feedback, support the impression of flying a smaller glider and make centering in thermals easy. The rudder has to be used carefully because it is efficient and the directional stability of the Nimbus 4DLM is relatively low.

During our mid-March flight, above the still partially snowy Schwaebische

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RC SPORT FLYER • FEB 2017 - Digital

The ailerons on the wingtips are only moved upwards by the inner wing’s flaperons. Because of the high-aspect-ratio wing this helps with adverse yawing.

The vertical fin contains an 11 litre waterballast tank to compensate for the moment of the wing ballast tanks. The rudder is mass balanced too. twitter.com/rcsportflyer

The small nosewheel prevents the belly from scratching over the ground when full-throttle power is set too early or the wheelbrake is applied firmly.

The main wheel incorporates very effective disc type brakes. Notice that the gear doors open wide to clear grass and such.

The water cooled 64-hp Solo 2625 02 two-cylinder, two-stroke doubleignition engine is fixed to the bottom of the propeller’s mast.

The two-bladed Schempp-Hirth airbrakes are efficient and connected via a gas spring strut to the inner flap section.

The large canopy offers excellent views in all directions, which provides for good soaring and collision avoidance.

rc-sportflyer.tumblr.com

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21

FEATURE

NIMBUS 4DLM

The small mirror right of the instrument panel informs the pilot about the propeller’s position before retracting.

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RC SPORT FLYER • FEB 2017 - Digital

twitter.com/rcsportflyer

Alb region around Kirchheim, I found it very easy to find the first, still weak and bubbly thermals, and to make use of them.

MANUFACTURER

Schempp-Hirth Flugzeugbau GmbH

SPECIFICATIONS

The Solo 2625 02, two-cylinder,- two-stroke water cooled engine produces 47 kW of power at 6500 rpm, with a rate of climb of about 550 feet per minute.

Landing Landing the Nimbus 4 DLM is also easy. The Schempp-Hirth airbrakes are efficient and connected to the inner flaps. The approach can, therefore, be made using the relatively slow basic speed (+1/2 wind speed) of 90 km/h with the flaps set to L. Even in turbulent weather there is no need to chose fewer flaps because the aileron efficiency remains excellent even in the landing position. The airbrakes are efficient, and steep approaches are also possible using a sideslip.

Held off until touchdown in 2-point attitude, the Nimbus 4DML touches the ground softly, and the large main wheel’s elasticity smoothens the ground run well, although its undercarriage is not suspended.

The Nimbus 4D is Schempp-Hirth’s two-seater is still competing at the top of its class. Its span of 26.5 meters appears to be the best compromise between performance and handling. It is quite simply a joy to fly.

Wingspan : 26.5 m

Krebenstrasse 25 73230 Kirchheim/Teck Germany schempp-hirth.com

Length : 8.73 m Wing area : 17.96 m² Aspect ratio : 39.1 Empty weight : 595 kg Max. weight : 820 kg Wing loading : 37.5 – 45.7 kg/m² Minimum speed : 79 km/h (at 820kg) VNE : 285 km/h Min. sink : 0.51 m/s (at 820kg) Best glide : 60 @ 110 km/h

The best glide angle for the Nimbus 4 is 60 at 110 km/h when it is clean. Its velocity never exceed is 285 km/h. This is a sailplane that can and does exploit the soaring environment. rc-sportflyer.tumblr.com

Motor : Solo 2625 02,2-cyl.-2stroke water cooled, 47 kW @ 6500 rpm Fuel content : 44 liter Subscribe @ RCSportFlyer.com

23

FEATURE

24

NIMBUS 4DLM

RC SPORT FLYER • FEB 2017 - Digital

twitter.com/rcsportflyer

Pro Features in a Consumer Friendly Package

Get advanced aerial photography and videography is this new compact-size hexacopter from Yuneec.

Typhoon H delivers capabilities previously only found in high-end professional offerings — now consumer priced.

Typhoon H offers flight durations of up to 25 minutes while filming with the CGO3+ 4K UHD camera. The Android powered ST16 Ground Station features a 7-inch touchscreen display that delivers live footage of the flight in HD 720p resolution and enables a wide variety of autonomous flight modes.

Typhoon H with Intel® RealSense™ Technology is capable of detecting obstacles and intelligently navigating around them.

RealSense integrates with Follow Me mode to avoid objects while filming in any direction. The Intel® RealSense™ R200 camera with Intel® Atom™ powered module builds a 3D model of the world!

•

Typhoon H uses GPS — not just vision — to track targets.

Typhoon H can navigate around obstacles, regardless of size, and stay on subject even if it becomes obscured.

•

Features: • Collision Prevention and advanced obstacle navigation • Intelligent front sonar sensors lets Typhoon H stop short of obstacles automatically.

• Orbit Me mode lets Typhoon H fly a circular path around you, while keeping the camera trained on you.

• Point Of Interest mode gives you the option to select a subject and Typhoon H will orbit that subject autonomously, all the

ORDER YOUR TYPHOON H AND SKYVIEW GOGGLES AT:

•

•

time keeping the camera trained on the point of interest.

• In Journey Mode Typhoon H will go up and out, as far as 150 feet, and capture the perfect aerial selfie.

• Curve Cable Cam lets you program an invisible route for Typhoon H to fly, while it independently controls the camera position.

• Return Home with just the flick of a switch on the ST16 controller, and Typhoon H will fly home and land automatically.

• Smart Safety ensures the Typhoon H will not enter FAA “No Fly” zones. The No Fly Zone feature also prevents flight above 400 feet from the ground. The built-in GPS establishes a 26-ft (8-m) diameter Smart Circle around the pilot when taking off and landing. It also creates a Geo Fence to keep the hexacopter from traveling farther than 300 ft (91 m) from the pilot’s position.

The ST16 Ground Station is an integrated transmitter, receiver and Android platform that gives you control over Typhoon H. You can program autonomous flight and capture stunning photos and videos. The large, 7-inch screen displays real-time footage of flights.

Using Team Mode, you can bind one Ground Station to Typhoon H and another Ground Station to the CGO3+ camera simultaneously.

Real-time telemetry data is on screen during flights, including: flight mode, altitude, speed over ground, distance from home, camera status, GPS position coordinates, and aircraft battery status. Controls include: adjustable video resolution and white balance, while exposures can be controlled automatically or manually, including ISO and Shutter Speed. The camera allows for pictures in RAW (DNG) and JPEG format.

Typhoon H is also compatible with the new, ergonomic and durable SkyView FPV headset.

RCSportFlyer.com

BUILD

IRON-ON COVERINGS, PART 5 SUPER SPORTSTER 60 FUSELAGE AND TAIL

BY JEFF TROY

I

f you’ve been covering a model using the methods I’ve described, you now have a wing, stabilizer, and elevators covered in multiple colors of Top Flite MonoKote or a similar iron-on film, with separation strips highlighting the color changes in the upper surfaces. The lower surfaces are covered with a single, dark color that you find most visible at altitude. This installment will finish your covering exercise by addressing

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RC SPORT FLYER • FEB 2017 - Digital

the fin and fuselage.

Covering the Great Planes Super Sportster 60 began by ironing thin strips of covering material along the joints between the nose and tail fairings and the bottom of the wing, the stabilizer and fuselage, and the vertical fin and fuselage. These “Joint Strips” ensure the complete covering of these joints to prevent fuel and grime seepage, and to provide an ample base for the surface coverings

to grab when they are ironed down along the joints. So far, these strips have done their job in all places but the fin-to-fuselage joint. That joint will be handled now.

If you’ve paid attention to my covering-preparation notes in previous issues, you will have already vacuumed and tack-ragged any surfaces to be covered just before covering them. Begin by cutting a piece of covering to cover one side of twitter.com/rcsportflyer

1

3

Rear Deck — Notch the deck covering to slide around the fin, and trim the covering to get the tail blocks covered. Wrap the covering around the deck and seal the tail ends.

the vertical fin, making it at least 1 inch larger around the leading edge (LE) and trailing edge (TE), and 2 inches larger around the curvature at the upper leading edge of the fin. You’ll like having this extra area to grab and pull when you heat and stretch the material around the curve.

Use a straightedge to cut the bottom edge of the covering, peel away the backing sheet, and lay the covering—glue side down, please— over the fin with the lower, straightcut edge over the joint strip between the fin and fuselage. Touch the iron to the rear corner of the covering over the joint strip, then pull the forward edge tight and touch the iron to the covering over the forward edge. Use my Divide-By-Half (DBH) method to seal the covering along the joint strip.

With the bottom of the fin covering sealed along the joint strip, pull the covering snugly upward and over the tip of the fin at the TE. Touch rc-sportflyer.tumblr.com

2

Covering Fin — Iron an oversize piece of covering over the vertical fin. Pull the material to opposite sides along the joint strip between the fin and fuselage. Iron the perimeter, then seal.

4

Deck Behind Cockpit Area — Stretch the covering tightly and iron down a small area at the center of the deck, just behind the rear canopy bulkhead. Pull the covering straight to remove any wrinkles.

the iron there to seal. Now pull the covering tightly around the curvature of the fin at the upper LE and iron it there. Use the DBH method to seal the perimeter of the fin covering, first along the TE and then the LE. The rear deck—that stringered, upper fuselage section from behind the canopy to the TE of the fin— is next. Cut an oversize piece of covering, allowing for an ample amount of extra material for pulling and stretching. Cut a slit in the tail end of the covering, allowing it to slide past the vertical fin and back to the tail of the fuselage. Trim the tail ends of the deck film to cover the tail blocks between the joint strips along the fin and stabilizer. Working outward in all directions from the center of the tail blocks, use only moderate heat to seal the covering to the tail blocks and the joint strips.

Pull the forward end of the deck covering toward the nose of the

airplane. Get it just past the rear canopy bulkhead, being careful to pull it straight ahead to eliminate any wrinkles or gathers that could result from a sideways pull. Touch the iron to the covering at the top of the canopy bulkhead.

One side at a time, pull the lower ends of the deck covering forward and down over the canopy bulkhead as if you were aiming the ends of the covering in the direction of the LE of the wing saddle. Pulling the covering tightly to smooth it ahead of the iron, tack down the covering along the outline of the canopy bulkhead. Use the DBH method to seal the covering along the upper fuselage sides below the area of the deck stringers. Allow for at least 1/2” of solid wood under the covering to ensure a good grip and eliminate any chance of the covering creeping away from the seal during the shrink process. Because you are working over solid balsa, and Subscribe @ RCSportFlyer.com

27

BUILD

IRON-ON COVERINGS, PART 5

5

Cut Deck Sides — Pull the sides downward and iron them to the fuselage. Use a straightedge and a soft touch with the hobby blade to trim the material over the fuselage side sheeting.

6

Cardboard Helps — Trim the lower edge of two forward deck coverings and iron them over the forward fuselage. Insert cardboard under the upper edges to protect the wood while you trim them.

7

Finish Forward Deck — Use the Four Corners and Divide-By-Half methods to apply the last piece of covering over the deck, slightly overlapping each of the two pieces of film that cover the sides.

8

Apply White and Gray — Measure and cut lengths of Jet White MonoKote to cover the lower fuselage sides along the bottom. Cut Dove Gray to cover the upper sides, slightly overlapping the blue covering.

because another layer (or two) of covering will cover this line, it’s okay to cut the lower edge of the covering directly over the wood. Use a metal straightedge to ensure an accurate cut, and try not to go any deeper than you have to with the blade.

The forward deck is next, and it’s possible to cover it with a single piece of covering, just as you did for the rear deck, but the curvature and narrowing of the deck combine to create a lot of potential wrinkling problems. A one-piece deck covering can be accomplished by modelers with extensive film-application experience, but it will be a lot easier for novice to moderate users to cover the forward deck in three separate pieces.

Cut two pieces of covering to run along the left and right upper fuselage sides from the forward tip of the rear deck covering to the nose of the model. These pieces only need to be roughly 3-4” wide. Work one side at a

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RC SPORT FLYER • FEB 2017 - Digital

time, and cut the lower edge of each piece straight. Place the covering over the side of fuselage, aligning the straight lower edge with the lower edge of the rear deck covering and overlapping it by approximately 1/4”.

Touch the iron to the overlap. Pull the forward end of the covering toward and over the nose of the model, doing your best to maintain the straight line of the lower covering edges from the tail to the nose.

Use the DBH method to seal the covering along the lower edge, then pull the covering up and over the curvature of the deck block and tack it down. No layers of different color film will cover the cut, so you shouldn’t go full-tilt at the upper edge of the covering with a hobby blade. Instead, cut a piece of thin cardboard—a cereal box works perfectly—to slip under the covering and provide a shield to prevent the blade from penetrating the wood. With the cardboard in

position, you can use a straightedge to help you make a safe and accurate cut, and then iron down the edges.

With the sides of the forward deck covering in place, only the area between them remains, and this will be covered by the third and final piece. Cut it to fit, overlapping the side coverings by approximately 3/8”.

Use the Four Corners (FC) method to tack the covering down, then the DBH method to seal the perimeter edges. Because you are working over solid wood instead of an open-bay structure, do not seal the edge of the covering nearest the cockpit until you have ironed the covering down over the deck.

The lower sides are much easier to deal with because they will be covered with straight-line pieces over flat, solid wood. My scheme calls for white covering along the lower edge of the fuselage, so that was applied next. Cut a piece of white covering for twitter.com/rcsportflyer

9

Apply Pink and Separation Strips — The pink strip is next, followed by two thin lengths of white covering to serve a separation strips between the gray and blue film, and the pink and gray film.

10

Cover Bottom — Use the Four Corners method to cover the fuselage bottom with Metallic Platinum MonoKote, mating it up to the front and rear fairing blocks on the bottom of the wing.

11

Stabilizer Bottoms — Cut two pieces of oversize platinum film to cover the stabilizer bottoms. Start at the root, using the same procedure and order that you used to cover the vertical fin.

12

Trimming the Stabilizer — Although the stabilizer’s perimeter edges can be used to guide your blade, some degree of waviness will often result in the color line when the bottom covering is trimmed away.

each side of the model to run from the nose to the tail. Use a straightedge to cut the upper edge of each piece.

Tack the covering at the tail, then pull it toward the nose of the model, taking care to ensure that the straight line of the covering is parallel to the line of the upper deck covering. When satisfied, use the DBH method to iron down the upper edge, then pull and stretch the lower edge of the covering around the fuselage bottom by roughly 1/4” and iron it down. Trim the edges of the white covering using the fuselage bottom as a cutting guide.

My scheme also calls for gray and pink accents between the blue and white sections, so cut them to the correct width and iron them down.

Starting at the tail and pulling forward is easiest, then using the DBH method to seal the edges. Do your very best to maintain those straight, parallel line between all of the color strips. The final touches are the white separation rc-sportflyer.tumblr.com

strips where the gray panels overlap the blue, and the pink panels overlap the gray. Add these, tail-to-nose, in the same way you applied them over the upper wing and stabilizer panels.

Cover the front and rear sections of the fuselage bottom with separate pieces. The rear section is flat and easy, so use the DBH method to seal one side edge, then pull and stretch the material to the opposite side to seal that edge. Iron it flat to the bottom, then finish it by sealing the forward edge at the rear of the wing saddle. The front panel is more difficult because of the curvature of the chin, but you’re a pro now, so figure it out. Using a combination of DBH, cardboard barriers, a straightedge, and your new talents, the lower chin covering should come out fine.

Cover the bottom of the stabilizer, one piece for the right and another for the left. I used platinum to match the

wing bottom and fuselage bottom.

Seal the covering along the joint strip at the root of the stabilizer, then pull and stretch toward the tip, exactly as you did when you covered the vertical fin at the top of this article. Seal the covering to the wood, then trim the overhang using the edges of the stabilizer as the cutting guide.

Most likely, you will have some areas along the trimmed edge that are less than perfectly straight, and that’s okay. These errors can be easily corrected using the same method that was demonstrated on the wing: cleanup strips. Cut a few lengths of platinum covering—or whatever color you have chosen for your lower surfaces—and make them roughly 1/4” wide. These strips will be ironed down along the edges of the stabilizer, overlapping any errors and creating a straight line that separates the upper and lower coverings. You’re done.

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29

IRON-ON COVERINGS, PART 5

13

Cleanup Strips — Cut a few thin lengths of Metallic Platinum MonoKote to serve as Cleanup Strips. Iron them along the color line, overlapping and correcting any visual errors from your trim job.

15

Finished Airframe — The covering on my Great Planes Super Sportster 60 is now complete. My next installment will address the cockpit area and engine compartment preparation. Then it’s on to final assembly.

These steps complete the basic covering of my Great Planes Super Sportster 60, and I hope you think that it looks as good as I think it does. All that remains before the model’s final assembly is dressing the cockpit area and sealing the engine compartment.

These, along with a few other simple tricks, will be demonstrated for you in the next installment. Please be here.

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RC SPORT FLYER • FEB 2017 - Digital

14

Strips Down — Here is the result of the thin Cleanup Strips after they are applied along the upper/lower covering’s seam lines. The wavy cuts are hidden, and the color line is straight.

Many of the techniques I describe in my series for RC Sport Flyer have been demonstrated in previous installments. If you are enjoying the series, and find your building skills improving from the information presented, please consider having back issues on hand for reference.

Back issues can be ordered from the publisher at rcsportflyer.com for $1.49

each. Subscriptions to the magazine are available at $19.95 for six issues or 12 digital editions a year at only $2.19 each.

SOURCES

BUILD

Top Flite; CoveriteGreat Planes; Hobbico P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 Bestrc.com twitter.com/rcsportflyer

HOW TO

304 SHARK EDF MAKE YOUR GIANT-SCALE SAILPLANE A SELF-LAUNCHER

BY DENNIS BRANDT

Exclusively imported by SoaringUSA.com, the Jetec 120 delivers plenty of thrust to easily hustle this 35-pound sailplane up to soaring altitude in a hurry.

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RC SPORT FLYER • FEB 2017 - Digital

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A

The rear wing alignment pin was removed by simply heating it with a soldering iron; and, then I chucked a cordless drill to it and pulled it out. It is now one-in. stubs both sides.

After I cut the hatch free of the fuselage, I applied mold release to the fuselage. Then I laid up the front and rear hatch seats on the fuselage. Once cured they were trimmed to fit.

Here, I’m checking fitment of the rear hatch seat. Note that, I used West Systems 105 epoxy and 206 hardener throughout this project because of its high quality and workability. rc-sportflyer.tumblr.com

erotowing large-scale sailplanes and gliders have been my passion for many years. I’ve owned a number of large-scale sailplanes and gliders, purpose built for aerotowing by large and powerful tugs. It is pretty much a team sport, with the need for a tug pilot, sailplane pilot, and a spotter. Obviously, without a tug aircraft and pilot, I’m not able to fly large-scale sailplanes or gliders.

That was before the advent of upand-go systems, and now retractable electric-ducted-fan (EDF) power systems.

While the up-and-go systems worked, they imparted a significant nose-down pitching moment on the aircraft during power. This is due to the moment arm of the pylon, which holds the motor quite a few inches above the fuselage. The length of the pylon is usually determined by the size of the propeller the motor turns.

Alternately, the new Jetec 120 EDF system nearly eliminates the pitching moment because the fan rises just high enough to clear the fuselage. Its thrust line is also nearly at the aircraft’s center of gravity. Plus, the Jetec 120 makes lots of thrust even for a 35-pound sailplane.

In this article, I’ll show you what is required to fit a 1/3-scale HpH scale sailplane with the new Jetec EDF. It takes a bit of work but is certainly doable for most large-scale machines.

Needed Jetec 120 EDF system FEMA retractable gear West Systems epoxy Carbon fiber Fiberglass Zona Saw Two 6S 5000-mAh LiPo packs Two 2S LiFe packs Plywood 12 gauge wire Blind nuts Velcro & strapping Build After you have all the parts and supplies available, you will want to start by removing HpH’s retractable landing gear. Then you will take a deep breath and cut the EDF’s hatch free of the fuselage. You absolutely Subscribe @ RCSportFlyer.com

33

HOW TO

304 SHARK EDF

The hatch was cut free of the fuselage using a fresh Zona type razor saw. This was only done after very careful measurements were taken all around.

This 3/16-in. plywood sandwich of carbon and fiberglass was used for the EDF’s main bulkhead, as well as the retractable gear’s bulkheads.

I installed 1/8-in. plywood bulkheads at the fuselage’s rear opening to help eliminate shear points. They were bonded in with carbon and fiberglass later.

What you see in this photo is me checking fitment of FEMA retractable landing gear in combination with the EDF’s bulkhead — FUN stuff!

I laid ≈2-oz fiberglass cloth on old window glass that was waxed with mold release. Then I added two layers of 8-oz carbon, and repeated on the other side.

Using a FEMA retractable gear was the only way to allow the EDF to move forward in the fuselage almost two inches. The factory’s retract took up so much room.

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RC SPORT FLYER • FEB 2017 - Digital

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As you can see, several layers of carbon fiber and fiberglass were layed into the rear bulkhead area along with chopped carbon as a way to fill any voids.

Two Hitec high-voltage, high-torque servos came factory installed in the Jetec 120. They even adjusted them for the up and down travel of the EDF assembly — nicely done!

Here the modification is close to complete with the mounting of retract, retract’s servo, tow release’s servo, and with the wheel brake servo just in front of retractable gear. rc-sportflyer.tumblr.com

must measure accurately so that both sides of the hatch have symmetry. I recommend you use a new, sharp Zona® saw blade — cut slowly and accurately to get clean lines. Once you have the hatch cut free you will want to remove the rear wing pin.

Use a soldering iron to heat the pin, which will soften the epoxy. Then use a drill to chuck the pin and spin it out of the fuselage. You’ll cut the pin to make short stubs, which will be glued back into the fuselage, but that will no longer extend across the fuselage.

Once the wing pins are glued in place, you’ll need to fabricate hatch seals. The photos show you how I did them and how I glued them in the fuselage. You want a clean, nonbinding fit between the hatch and the fuselage, so don’t overdue the epoxy resin when gluing them in place.

Your next step is to fabricate two plywood bulkheads as a way to reinforce the shear points at the corners of the opening. I used 1/8-in. plywood for them. Then they were glued into the fuselage with West Systems epoxy. These bulkheads were reinforced with both fiberglass and carbon fiber, as well as chopped carbon fibers. Look closely at the photos to see how I did it.

Next is to make the mounting bulkhead for the EDF unit, as well as the mounts for the FEMA retractable gear that replaces that of the HpH unit. I fabricated them from 3/16-in. plywood, with carbon and fiberglass laminations. Also, I made cardboard templates to determine the interior shapes required for the bulkheads.

The EDF unit was fitted to the bulkheads on the workbench and in the sailplane. There was some fitment of the landing gear such that there were no interferences with the EDF unit. I was pleased to learn the FEMA gear saved a pound over HpH’s. The HpH brake paddle was fitted to the FEMA gear as well.

The bulkheads were glued in position using West Systems epoxy.

The bond between the fuselage and the bulkheads was reinforced with chopped carbon, carbon fiber cloth and epoxy resin. Then the FEMA retractable gear’s servo was installed and adjusted, as was the brake servo.

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HOW TO

304 SHARK EDF

A one-piece hatch is simpler than two-piece hinged doors. It is attached with standoffs sized to fit and then glued or screwed to the hatch.

A pair of 6S 5000-mAh Lipos fit in the nose, Velcroed to a plywood plate and with a Velcro strap. Dual LiFe receiver packs are used, but there is no BEC.

A closeup photo of the Jetec folding arm assembly shows the sailplane’s center of gravity stays the same in either the EDF’s up or down position.

The mechanicals of the JETEC 120 unit are quite beautifully made of carbon fiber. It comes factory assembled including the Leopard motor.

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with two Hitec RCD servos factory installed and adjusted for proper up and down travel. It was simply a matter of mounting it to the bulkhead and then running the necessary power wires. You’ll need to fit the two 6S LiPo packs up front along with the two LiFe receiver packs.

The hatch was fitted to the EDF housing as a hat. To do so, I made standoffs of the proper length. They were glued to the EDF shroud with ZAP Goop and to the hatch.

That pretty much summarizes the install of the Jetec 120 EDF system in the Shark.

Three hatch attachment points are at front and two at the rear, with the center-point screw attachments. The outer is glued with Zap Goo to allow removal and for cleanliness.

Synopsis While aerotowing is my favorite way of launching giant-scale sailplanes, this modification of the HpH 304 Shark for my friend, Russ Richmond, has convinced me this is a viable option to aerotowing.

The modification did take some hours to make, but the results were

both pleasing to the eye and to the model’s performance. It is worth noting that the Shark handled the added weight of the EDF system and two LiPo packs with ease. I’ve flown for numerous flights and it’s landing speed was quite pleasant, not the freight train I thought it might be when touching down. I completed three aerotows with the Shark to check control throws and get a good feel of the model and its CG before trying power. The first power up was in the air. It wanted to climb but felt quite normal. The next flight was a rise-off-ground (ROG). It had plenty of power. I made a 15-second fullpower climb and then throttled back to about half for the duration to get to soaring altitude.

About the only drawback to this modification is the price of the Jetec 120, which is about $1600, plus the LiPo and ESC. It does, however, free you from the need for a tug and pilot.

This shows the install of the Jetec 120 and the FEMA retract. The factory retract extended another 1/2-in. behind the rear wing alignment pin, so a Jetec 120 would not fit with original retract due to the taper of the fuselage. rc-sportflyer.tumblr.com

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37

HOW TO

GIANT SCALE CONTROL HORNS THESE ARE PLENTY STRONG FOR PLUS-SIZED SAILPLANES

BY GENE COPE

With the holes precisely spaced, drilled, counter bored, and tapped, the cap screws are threaded in from the counter bore side of the machine block.

After threading the 8-32 cap screws thru the machine block they were secured tightly in position with a hex nut.

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he editor of this magazine, Wil, contacted me a few months ago to make him control horns for one of his giant-scale sailplanes.

Being a retired machinist, and having a few machine tools, I was Wil’s pick to make some strong stainless steel horns.

As Wil explained he had searched pretty much high and low on the Internet to find horns that were appropriately sized for his 1/3-scale sailplane but could not find ones appropriate to the task. He said he was able to find many horns that would work in a 1/4-scale model or for a thermal duration glider, but not ones for a giant-scale sailplane. Also, there were a number of fiberglass horns, but he told me his preference was for horns similar to the ones he had used on a number of 1/4-scale sailplanes and gliders.

After listening to his compelling argument (can you say whining) for the need for the control horns I offered to put my skills to use. Then when I offered to make the horns, Wil said it would make a good article for this magazine. I should have known he’d try to rope me into more than just making the horns, right? twitter.com/rcsportflyer

I securely clamped the tool in the milling machine vise jaws. The the heads of the cap screws were then ready to be milled off.

Needed Smith bench mill Machine lathe Stainless 8-32 cap screws 3/4-in. sq steel stock 3/8-in. cutting bit #29 drill for tapping #19 drill for counter boring 8-32 tap .031-in. tungsten drill bit .062-in. tungsten drill bit Chamfer bit File How To The process of making these stainless horns starts with creating the milling fixture, which in this case was made from 3/4-in. square steel stock.

1.

I used my Smith bench mill to drill four holes in each block. A #29 drill was used to drill each hole, which is the size required for threading each hole with an 8-32 tap. The rc-sportflyer.tumblr.com

I hand fed the cutter of the milling machine, which provided smooth removal of the screws heads because the cut load changeds during the operation.

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HOW TO

GIANT SCALE CONTROL HORNS

importance of using the bench mill is to guarantee the holes run parallel to each other, precisely spaced on centers, and one side being counter bored for the bolt shanks. Once the holes were drilled I used the 8-32 tap to thread them to receive the 8-32 cap screws.

2.

Once the holes were tapped, I then screwed the 8-32 cap screws into the block. They were locked tightly in place with 8-32 nuts as is shown in the accompanying photos.

Then the milling fixture was fastened in the bench mill’s vise jaws such that the cap screw heads could be machined off. For cutting, the bench mill was fitted with a 3/8-in. cutting bit. Be sure to reference the photos to better understand the process.

Note that the work table was hand fed thru the milling machine with the longitudinal traverse handwheel as a way to better control the cutting.

3.

After the heads had been removed from the caps screws, they were clamped into the bench lathe’s head.

One by one their heads rounded using a chamfer tool. A file was used to do the final rounding as is shown in the photos. The screw heads should have a nice, clean round shape to them before they are ready for the next step in the process.

As shown, the machine block is now ready to be removed from the vise’s jaws. Then the screws shanks were removed.

After removing the screw shanks from the milling block, they are all of the same length and ready for the next step in the cutting process.

4.

The next step was to reinstall the screws in the milling fixture, except on the opposite side as that of when the heads were removed. They were threaded into fixture block up to their shoulders — the part of the screw that is not threaded. Again, the screws were secured in the fixture block with the 8-32 nuts so that absolutely no movement of the screws was possible during the cutting process. If the screws move during the cut, rest assured the part will not be useable as a control horn.

5.

The fixture was then clamped back into the mill’s vise jaws. This next step is very important. You must measure twice and cut once! The

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I used a specially ground tool bit for this step. Then the shank ends were turned in a machine lathe to make radius end on each screw.

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Once all the screws had radiused ends they were ready for the next setup for machining, which was to install them in the machining block.

Once all the parts had a full radius on their ends they were ready for screwing into the machining block as you see here.

Here I’m hand feeding the machining block thru the cutter. The flats are then being cut on the first side of the screw shanks.

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tang (the part the clevises’ pins will attach to) must be .065 inches thick.

Consequently, you must do the math to determine the exact depth of cut.

You’ll be cutting both sides of the screws’ heads so you must measure the cutter’s depth properly. If you’ve made your cutting fixture properly, the cutter’s height will remain the same for both sides of the screws cuts. If not you’re going to adjust the cutter accordingly such that the tang’s thickness is .065 inches.

Once the fixture and cutter are set properly, you’ll again hand feed the longitudinal traverse of the work table thru the cutter, removing the rounded sides of the screw heads on one side. Once this cut is complete, you will then turn the fixture over, fasten it in the vise jaws again, and cut the opposite side of the screw heads as required. Hopefully, you will have had the cutter’s height set properly and you’ll be ready to move onto the next step in the process.

7.

Again, using the bench mill as a drill press, you’ll drill holes in the heads of the screws, centered on their flats. I started by marking the drill locations with a .031-in. tungsten drill bit. Go slow and steady until you have the pilot holes drilled. Then enlarge each hole with a .0625-in. tungsten drill bit, which is the size our Dubro clevises’ pivot pins.

You’ll repeat this procedure for as many control horns as your model will need. Wil’s model required 12, when you include the elevator and rudder, so I made enough for a couple of models since my cutting fixture was made and the tools were set up for the machining.

Note that you may need to clean up the heads for the control horns a bit with a file and some sandpaper. Do not, however, enlarge the holes that receive the clevises pins. You do not want to create slop between the two.

It must be a tight, but friction-free fit.

Why Bother While I’m certain Wil could have found an alternative to these control horns, it was also fun to make them.

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HOW TO

GIANT SCALE CONTROL HORNS

Once the first side of the screws’ shanks were cut, the machine block was removed from the vise and flipped over for the opposite cut.

Once the machine block was securely set in the machine vise, the second side of the flats were then cut, again using hand feeding.

Using a small center drill bit, the holes locations were marked for drilling with a 0.062-in. diameter bit while parts remained in the machine block.

The parts are shown drilled, debured, and are ready to be removed for the last time from the machine block — job nearly complete.

The range of motion was checked by fitting to the clevis. You must make certain there is smooth friction-free movement, without slop in the fit.

The clevis’ range of motion was check to be sure the control horns move freely and without looseness between the clevis and horn .

super strong and adjustable if installed properly.

What Wil does to install these control horns is to first coat them with a release agent such as Vaseline® petroleum jelly. The horns will be fastened to the control surface with epoxy resin (slow curing) and milled fiberglass as a mixture. A hole is first drilled in the control surfaces at the appropriate locations. Then the epoxy and milled fiberglass mixture are injected into the holes in the control surfaces. Next, the control horns are

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inserted into the holes and rotated a few times to coat them with the resin mixture. The horns must be aligned as required with the servos such that there will not be any binding between the linkages, the servos, and the control horns. This process is repeated for all the control surfaces on a wing. Once the horns are installed, the wing is turned over such that the resin mates with the control horns and the control surfaces well — you actually want a fill between top and bottom surfaces if possible.

After the resin cures (at least a day), the control horns can be unscrewed from the control surfaces or adjusted as needed.

These control horns work well! Honestly, both Wil and I are quite surprised that they are not commercially available for giantscale airplanes of many types. They make for a clean, neat and strong installation. They should be quite inexpensive too by comparsion to other options.

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Maxx Products is your complete source for Electric Airplane Accessories

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FIESELER FI 156 STORCH

IT’S A LONG-LEGGED BEAUTY WITH STOL PERFORMANCE PLUS

BY HANS-JÜRGEN FISCHER

T

he Fieseler Fi 156 Storch (Stork) was a German designed liaison aircraft. It was built by Fieseler before and during World War II. It is famous for its outstanding short-takeoff-and-landing (STOL ) performance.

History In 1935, the Reichsluftfahrtministerium, Reich Aviation Ministry (RLM) tendered several companies for a new Luftwaffe aircraft suitable for liaison, army rc-sportflyer.tumblr.com

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3-VIEW

FIESELER FI 156 STORCH

Fieseler Fi 156 Storch

0

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1

2

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Zeichnung

ER

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Fahrwerk ganz ausgefedert

X-X

Scheinwerfer

N

N

N-N X

X

Fieseler Fi 156 C-7 Storch rc-sportflyer.tumblr.com

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FIESELER FI 156 STORCH

forward air control, and medical evacuations. Interestingly, the Messerschmitt Bf 163 and Siebel Si 201 competed against the Fieseler firm’s tender.

Fieseler’s design had superb STOL performance thanks to Designer Reinhold Mewes and technical director Erich Bachem. Their Storch incorporated a fixed slat along the entire length of the leading edge of the long wings, with hinged and slotted control surfaces the length of trailing edges. The Fi 156 trailing edge panels were split nearly 50/50 between the inboard-located flaps and outboard-located ailerons.

A design feature enabled the wings of the Storch to be folded along the fuselage’s sides. The primary hinge was located in the wing root, where the rear wing spar met the cabin.

The long legs of the landing gear contained oil-and-sprung shock The Storch had many color schemes. This one was typical of those used during WWII by the German forces.

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FIESELER FI 156 STORCH

RC SPORT FLYER • FEB 2017 - Digital

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absorbers that could travel 40 cm (15-3/4 inches), allowing the aircraft to land on rough and uneven surfaces — this was in combination with pretravel distance of 20 cm. In flight, the landing gear hung down, giving the aircraft the appearance of a longlegged stork.

The instrument panel contained only a basic set of instruments and radio gear. As you can see, even the seat was simple and designed for utility.

WWII Storch were deployed in all European and North African theaters of World War II. However, its most notable role was in the 1943 Operation Eiche. There it helped rescue the deposed Italian dictator Benito Mussolini from a boulderstrewn mountaintop near the Gran Sasso. While the mountain was surrounded by Italian troops, German commando Otto Skorzeny and 90 paratroopers used gliders to land on the peak. They quickly captured it, but there was a problem of how to get back off. Pilot Heinrich Gerlach flew in with a Storch, which he landed in 30 m (100 ft). After Mussolini and

It wasn’t an attractive airplane sitting on the ground, however, it was extremely functional in the air. It a STOL type wing for very low airspeed landings and steep climbouts.

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FIESELER FI 156 STORCH

This Storch has been fitted with a radial engine. Many were utilized by other countries after the war.

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Post WWII The French Air Force (Armée de l’Air) and the French Army Light Aviation (Aviation Légère de l’Armée de Terre) used the Criquet from 1945 to 1958 throughout the Indochina War and the Algerian War. The Swiss Air Force and other mountainous European countries continued to use the Storch for rescues where STOL performance was required. Many Storches are still operational today in varying capacities, and are often on display at air shows. In North America, both the Collings Foundation and the Fantasy of Flight museum have airworthy Fi 156 Storch aircraft.

Clones Because of its STOL characteristics, many attempts have been made to recreate the Storch. These include the 3/4-scale homebuilt aircraft Pazmany PL-9 Stork and Roger Mann’s RagWing RW19 Stork. There

is also the Slepcev Storch, which is a 3/4-scale reproduction of the original with some simplifications. Modern materials provides better STOL performance than the original.

SPECIFICATIONS

Skorzeny boarded the airplane was overload, but it took off in only 80 m (250 ft).

On 26 April 1945, during death throes of the Third Reich, a Storch was one of the aircraft to land on the improvised airstrip in the Tiergarten near the Brandenburg Gate during the Battle of Berlin. It was flown by the test pilot Hanna Reitsch. She flew Generalfeldmarschall Robert Ritter von Greim from Munich to Berlin to answer a summons from Hitler.

Field Marshal Rommel used Storch aircraft for transport as well as battlefield surveillance during the North African desert campaign.

A number of Storch were captured by the Allies during and following the end to the war. One became the personal aircraft of Field Marshal Montgomery. The British captured 145, of that number, 64 were given to the French as war compensation from the German government.

Crew : Two Length : 9.9 m (32 ft 6 in.)

Wingspan : 14.3 m (46 ft 9 in.)

Height : 3.1 m (10 ft 0 in.)

Wing area : 26 m² (280 ft²) Weight empty : 860 kg (1,900 lb) Weight loaded : 1,260 kg (2,780 lb) Engine : Argus As 10, air-cooled inverted V8, 180 kW (240 hp) Maximum : 175 km/h (109 mph) airspeed at 300 m (1,000 ft) Range : 380 km (210 nmi, 240 mi) Service ceiling : 4,600 m (15,090 ft) Rate of climb : 4.8 m/s (945 ft/min) Wing loading : 48.5 kg/m² (9.9 lb/ft²) Guns : 1 × MG 15 machine gun twitter.com/rcsportflyer

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53

PLAN

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VAN’S AIRCRAFT, INC. RV-14/14A A LOW-WING AIRPLANE DESIGNED FOR 120-CC POWER

BY WENDELL HOSTETLER

T

he RV-14 and 14A is manufactured as a kit airplane

by Van’s Aircraft, Inc. in Aurora, Oregon. RV-14s were designed by Richard VanGrunsven. It was debuted to the public at AirVenture in July 2012. It improves on Van’s other successful side-by-side series of twoseat kit aircraft, the RV-6, RV-7, RV-9, and RV-12.

The new RV-14 aircraft is designed to provide upright seating positions, with a large bubble canopy to provide superb visibility in all directions. The 14’s cabin is big and roomy, with lots rc-sportflyer.tumblr.com

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55

PLAN

VAN’S AIRCRAFT, INC. RV-14/14A

of leg and headroom.

Even as a kit airplane, it is a twoseater, capable of aerobatics. The design goals included visibility, a roomy cabin, a low landing airspeed with more effective flaps, good rateof-climb and glide ratio, landing gear that meets FAR Part 23 certification standards, and an airframe that accommodates the Lycoming IO-390 engine. The 14A features a low-wing design and fixed tricycle landing gear.

Van’s RV-14s will accommodate several instrument panels, including modern Electronic Flight Instrument System systems.

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VAN’S AIRCRAFT, INC. RV-14/14A

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Wingspan : 27 ft Length : 21 ft 1 in.

Height : 8 ft 2 in.

Wing area : 126.1 ft2 Empty weight : 1240 lb Gross weight : 2050 lb Wing loading : 16.25 lb/ft2 (gross) Engine : 210 hp

Fuel capacity : 50 U.S. gal Rate of climb : 1500 ft/min Service ceiling : 18000+ ft.

Top speed : 205 mph Cruise : 195 mph (75% @ 8000 ft) Cruise : 2050 lb Stall speed : 54 mph Baggage : 100 lb

Propeller : Hartzell c/s

MANUFACTURE PLANS

Plan The plan is designed to emulate the full-scale airplane very accurately.

It can be powered by either the DLE 120-cc twin-cylinder gas-powered engine or the DA-120. Accessories are available for the RV-14 plan.

They include: a fiberglass cowl and wheel pants, the main landing gear, a spring-loaded nose gear, differential electric-powered brakes, a canopy, and complete decal set.

SPECIFICATIONS

PLAN

Hostetler’s Plans hostetlersplans.com

Van’s Aircraft 14401 Keil Road NE Aurora, OR 97002

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Aerotows 2017

Where: Weaver’s Airfield, Othello, WA

Spring Aerotow 2017 When: May 5 – 7 Time: Friday & Saturday 9:00 a.m. to 5:00 p.m., Sunday 9:00 a.m. to 3:00 p.m.

Type: Gliders and sailplanes of any size to be towed to altitude for soaring.

Awards: Longest flight, 1-hour, and 30-minute flights, plus best aerobatic routine.

Event Director: Wil Byers — wil@rc-sf.com Entry Fee: $20

Fall Aerotow 2017 When: September 16 – 17 Time: Friday & Saturday 9:00 a.m. to 5:00 p.m., Sunday 9:00 a.m to 2:00 p.m.

Type: Gliders and sailplanes of any size to be towed to altitude for soaring.

Awards: Longest flight, 1-hour, and 30-minute flights, informal GPS racing Event Director: Wil Byers – wil@rc-sf.com Entry Fee: $20

Info: weaversrcairfield.com

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RC 35%

COLUMBIA 400 A MODERN DAY DESIGN THAT IS DISTINCTIVE IN THE AIR

BY WIL BYERS

P

This is a full-scale Columbia 400 tied down at a local airport. Pilot RC copied this color scheme for my model, with the exception that we changed the gold to silver for the striping.

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ilot RC’s Columbia 400 design is a scale airplane copied after the full-scale airplane designed and produced by Columbia Aircraft Manufacturing Corporation.

The aircraft was design by Lance Neibauer of the Lancair fame. The Columbia 400 was engineered to have great looks combined with high performance capabilities.

Pilot RC’s Columbia 400 copies that design philosophy with the attractive appearance of a low-wing airplane, a sleek low-drag fuselage, and the power of a DLE 120 gaspowered engine in the cowl.

The 35-percent-scale airplane uses a wooden fuselage and wings, with a fiberglass cowl and wheel pants.

It sits tall on its tricycle landing gear. twitter.com/rcsportflyer

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REVIEW

PILOT RC 35% COLUMBIA 400

My 150-in. wingspan (3.81-meter) Columbia 400 has plenty of power provided by the DLE-120 2-cycle, 2-cylinder engine to depart the airfield, aggressively grabbing for the sky.

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The DLE-120-cc engine comes with electronic ignition from TowerHobbies.com. It turns either a 28 x 10 or 27 x 10 propeller. I used a Pilot RC 28 x 10 wood propeller for the Columbia.

Here is the color scheme that we copied for my Columbia 400. Notice that even the color on the landing gear was copied for my model by Pilot RC. They provide a big, beautiful spinner too. rc-sportflyer.tumblr.com

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PILOT RC 35% COLUMBIA 400

The DLE engine comes as you see it here. You’ll get an electronic ignition too. I opted to used tuned DLE pipes, which I bought from Pilot RC with the ARF kit.

Here is the electronic ignition that comes with the DLE engine, plus wires, and spark plugs. Note that is not an anti-kickback ignition module such as you would get with a DA engine.

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This is how the Columbia 400 fuselages comes out of the kit box. It is covered in plastic film and the factory did a good job, with only minor wrinkles showing. The canopy is a one-piece part.

The horizontal stabilizers, with elevators are made to slide onto the carbon joiner rod. The rudder comes with its hinges installed and ready to mount to the fuselage.

The landing gear comes nearly complete. The nose gear has a spring type shock absorber. The rear gear is made of carbon fiber and faired as per the full-sale airplane’s.

To keep the airplane looking scale, the airplane is built to accommodate tuned exhaust mufflers inside the fuselage. Further, this almost-readyto-fly (ARF) airplane comes mostly built, so all you need to do is install the engine (with pipes as an option), servos, landing gear, and radio equipment.

When I saw it — during a visit to the Pilot RC factory in Zhongshan, China near Guangzhou — I wanted one for myself. Mine was purchased from Chief Aircraft and arrived in a huge, well-packaged box. It included all the parts and pieces including control linkages, but you’ll need to buy the engine, radio gear, battery packs, etc.

Needed • (9) Pilot PY-20AL digital servos • Spektrum AR9020X receiver • 6-volt 2000-mAh NiMH ignition battery • (2) 6-volt 2400-mAh NiMH receiver batteries • Pilot 28 x 10 wood propeller • Transmiter - Spektrum 9X used • Miscellaneous servo leads • Power and ignition switches In The Air I’ll start by saying you need not be an expert pilot to fly this model.

While it has a 150-inch wingspan it flies pretty much like a big trainer; albeit, you must consider the size

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PILOT RC 35% COLUMBIA 400

This is how the wings will come. Notice that the wing joiner is a composite part that extends thru the fuselage and into each wing. In the forward, is the parts kit that is supplied by Pilot RC — well done too.

of the model and the power when maneuvering.

Takeoffs are quite interesting with this airplane it that stays glued to the runway until it is up to flying speed.

Then when you apply a slight amount of up elevator it rotates on the rear gear and leaps into the air, with the DLE-120 engine making more than enough power to take this model straight up. I used about 15 degrees of flaps for takeoffs, although I don’t think you really need them because the of the airfoil on the wing, which produces lots of lift. In fact, the flaps probably add to the airfoils negative pitching moment, which was one reason it stayed glued to the runway on its gear during the takeoff runs.

In the air, I found the Columbia 400 to be quite docile in handling.

It was not pitch sensitive and the roll rate was modest. Stalls were nothing to worry about as the model simply fell through the stall point and recovered once its airspeed was back.

There was no frightful wing drops or a tendency to spin. It just stalled straight ahead and then recovered nicely.

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As you can see, the fuel tank is not large, but adequate for 10-minute flights. The propeller is well made, as are the laser-cut parts and the spinner.

These are the accessory items you can use to dress up the airplane once you have it built. The model even has wingtip lights factory installed, which is a nice touch.

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I used Pilot RC servos throughout for my Columbia 400. Unfortunately, they were not high-voltage type, which meant that I could not use LiPo packs to power the model, but they are very good servos.

The wing’s servo wells use plywood covers for the ailerons’ and flaps’ servos, with hardwood mounting blocks for the screws. I recommend that you pre-drill the blocks for the servo screws.

This is a linkage as it comes from Pilot RC. It is extremely high quality.

Each link is made to the proper length as well, so you only need adjust the length per the servo’s installation.

Notice that Pilot RC provides socket-head screws and locking nuts for all the linkages’ connections — a very nice feature of the kit! It reduced the assembly time by quite a bit.

Here you see how the servos are installed in the horizontal stabilizers. As This is a very clean installation, with the linkages having a straight runs to their respective fiberglass control horns.

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69

REVIEW

PILOT RC 35% COLUMBIA 400

Loops were done with plenty of power added on the upside and pulling back on it as the model crested the top. Again, the model did what I was asking it to do. I did not roll the model. However, I think if you were to provide a switchable mix of the ailerons and flaps it would certain do them well. I did not have such a mix so I was rather hesitant to try rolling the model.

I quite enjoyed flying the model in circles low level for the photos because it truly does inspire confidence, with no worry of tip stalling and of an inadvetant rekit occurrence.

Landing the model is also quite easy, however, it is not a tail dragger, so you need to fly it only slightly nose high as the model approaches the tarmac. Also, this airplane requires close-mown grass or a paved runway to aid in making nice landings. This is because the nose wheel will catch in the tall grass if you should make a

The engine box is marked for the DA-100 engine, but it fits the DLE-120 perfectly too. Notice how the box is keyed together to provide a strong, vibration resistant bond.

Looking at the engine mount from the front, you can see it gets bolted to the engine box. I used fiberglass on all the corners to make for an even stonger box, and I sealed the wood with expoxy too.

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Pilot RC had moved the rear landing gear forward in the model to make takeoffs a bit easier, however, it is not the scale location, and there were interferences. I discussed this with the factory and then moved the gear rearward as needed.

Inside the fuselage, I filled the plywood holes with scrap plywood. Then I moved the gear back in the fuselage and drilled for the mounting bolts. See the photo below to see how it was done.

Here you see how the engine box was finished with fiberglass and how the motor mounts. Also, you can see, how the tuned pipes exit the firewall to mate with the engine’s exhaust stacks, which you’ll see in another photo.

Pilot RC provides a pipe tunnel in the bottom of the aircraft. As you can see, there is nothing difficult about this installation. You’ll need to glue the pipe mounts to the sides of the pipe tunnel with alphetic resin. rc-sportflyer.tumblr.com

This is how the rear gear’s mount was redone to move the gear back in the airplane. I opted to glue two hardwood blocks front and aft of the gear’s leg to help with shear loads.

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71

REVIEW

PILOT RC 35% COLUMBIA 400

This is how the inside of the pipe channel’s cover looks. You need to cut the covering away to provide good airflow into and out of the pipe channel to keep the pipes cool during flight.

Here is another look at the pipe channel with the pipes installed. To the front you see the servo for the nosewheel and how its wire exits the pipe channel via a hole in the tank’s tray.

You’ll need to cut and opening in the bottom of the cowl to provide an air inlet for the carburetor. I cut mine with a Dremel sanding drum, which I ran at about 20,000 rpm. You must cut carefully.

The throttle’s servo is fastened to a mount on the engine box, which makes for a straight run to the carburetor, so the linkage works great and there is not freeplay in the system.

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I used an SWB Manufacture’s aluminum arm for the rudder. They are available from chiefaircraft.com.

They are double locking and come in lengths from 3 to 4.5 inches. Cost is about $20.

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This is how the DLE 120 mounts to the model’s engine box. Notice that I’ve tied the ignition sensor’s wires back behind the engine to avoid it coming in contact with the hot parts of the engine.

The rudder is driven by a pull-pull system as is shown here. There was a bit of patience required finding the exit points in the back of the fuselage. Also, notice the internal brace (white) for the landing gear’s legs.

The Columbia’s fuel tank mounts just behind the nosewheel’s servo. I used wire ties, plus the tank has Velcro strips on the bottom that mate to Velcro on the plywood tray. It works very well.

This photo shows how the nosewheel is driven by its servo. It was quite easy to install and to adjust. It makes ground handling very good as well, but there was a bit of a problem with the shock absorber. I’ll explain later.

three-point touchdown. I discovered this the hard way, which resulted in some damage to the model. The previous landings were quite nice, but once the nose gear caught in the taller grass it put a significant load on the strut, which was not good.

I added this little plywood mounts for the servo wires’ plugs. The back side of the plug was glued into the plywood notch with 5-minute epoxy. The wire to the left is for the tip lights. rc-sportflyer.tumblr.com

Synopsis Pilot RC’s Columbia 400 is a wellmade ARF. Their hardware package is excellent. The parts fit is superb. The manual is also quite good, with only a few steps giving you pause for how the assembly is to proceed. I found this model a joy to assemble and program for flight.

In the air, the Columbia 400 is quite a sight. I like it because it is both a scale and a model you won’t often Subscribe @ RCSportFlyer.com

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REVIEW

PILOT RC 35% COLUMBIA 400

This is how the servo wires’ plugs mate to each other at the root of the wings. It makes for much quicker field assemble as well as for a positive connection between receiver and servos.

I discovered that the left exhaust stack, as shown in this photo, did not mate with the tuned pipe. The fix was to heat the stack and then bend it slightly to fit the tuned pipe’s nipple.

This is how the nose gear’s wheel fits it in both the nose gear pant and in the strut. You’ll need to use your Dremel disc grinder to remove some material from the fiberglass pant to provide strut clearance.

The pants for the rear gear use blind nuts. You’ll bolt the pants to their respective struts after you’ve attached the wheels to their axles. The pants come with the bolts’ holes drilled.

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This view of the airplane shows how the wings are made and how the servos are installed respective to the wingspan and chord. Look closely and you can see where the tuned pipes exhaust.

This was a full-flaps, slow pass for the camera lady. The model will fly at an amazingly low airspeed in this configuration, which is also how I landed the model to keep the ground speed down.

You can see the thrust line clearly in this shot. You can also see how the rear gear rakes forward. For takeoff you simple let the model build up airspeed and then ease back on the elevator control.

Because of the high-aspect-ratio wing and the low drag fuselage the model is quite fast in the air if you push the throttle to full power, which I only did for a short period of time — no point in it, right?

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75

see at the airfield. It is just distinctive in the air and on the ground, which definitely catches the attentions of the other pilots.

If there is a drawback to this model it is the tricycle landing gear and the need to land it on close-mown grass or on pavement. Takeoffs are not a problem, but the model’s nose wheel makes landings in tall grass a bit challenging if not downright difficult — you don’t want to catch the wheel

pant in the grass!

The nose gear aside, this is quite an interesting and fun model to fly. I enjoyed the build as well as the flying, and even the challenge of making perfect landings.

Chief Aircraft 1301 Brookside Blvd Grants Pass, OR 97526 Phone: 877-219-4489 chiefaircraft.com

SPECIFICATIONS

PILOT RC 35% COLUMBIA 400

DISTRIBUTOR

REVIEW

Wingspan : 150 in. (3.81 m) Wing area : 2836 in.² (18300 cm² ) Length : 95 in. (2.41 m) Weight : 36.6 lb (16.5 kg) Engine : DLE-120-cc twin-cylinder gas Propeller : Pilot 28 x 10 wood Ignition battery : 6-volt 2000-mAh NiMH Servos : (9) Pilot PY-20AL digital Transmitter : Spektrum 9X Receiver : Spektrum AR9020X Battery : (2) 6-volt 2400-mAh NiMH Price : $2,199.00

BUILD Everything about the assembly of the Columbia 400 was quite easy and as per the instructions. The servos’ installations were as straightforward as one would expect from a top quality kit manufacturer. Having pre-made linkages was a huge help in this build. They removed the need for searching for linkages with respect to control surfaces.

The fiberglass control horns fit the control surfaces perfectly too. Consequently, the installation of the wing servos, took about two hours, with the elevator servos’ install requiring another 30 minutes maximum. It is just that easy because all the tedious work has been by the factory assemblers.

The elevators’ servos dropped into their respective pockets. Then the aluminum arm was fitted and the servos’ leads exited through the front of the root rib. One thing that aided the servos’ installations was that the Pilot RC servos came with socket-head screws, which is a nice feature in that you can use socket-head wrenches to reach into difficult work areas — no screws being dropped inside the airframe.

While at first glance I thought the engine box would present a challenge for the DLE-120 mounting, it was definitely not.

Actually, it was surprisingly easy, as was the install of the throttle servo and DLE tuned pipes. The tuned pipes fit the fuselage’s pipe channel well too and are supported exactly like you would find them done on any IMAC model. Rubber extensions let them exit the channel at the very back. There was a problem with the exhaust pipe’s header fitting the tuned pipes nipple. The two did not align. So, I heated the header near its flange and then bent it about 3/8 of an inch such that it then aligned with the tuned pipe. It required about 15 minutes to make the fix. You must cut the covering away

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from the pipe channel’s cover. This provides good air flow in and around the tuned pipes to keep them cool. If your model gets tuned pipes don’t forget it.

I used a 4-in. 4-40 Double-Loc offset servo arm to drive the pull-pull rudder cables. As you can see in the photos it worked well and provides very positive control of the rudder.

You’ll need to cut the cowl to provide an opening for the carburetor and for the nose gear. I used a Dremel sanding drum for these cuts, with the Dremel tool running at about 20,000 rpm. I recommend you go slow with the cutting, checking the fitment as you progress. The cowl is made such that there is plenty of room for the engine’s heads, including the spark plugs and wires.

As Pilot RC told me in communications, they had moved the rear gear forward to make takeoff rotations easier. However, somehow their engineer overlooked that this was not a scale location and that there were interferences with moving the gear forward. As a result, I moved the gear back one bay inside the fuselage. I’ve documented my change in the photos, and I’ve communicated the problem with Pilot RC. They have assured me that they’ll be making modifications to remedy the problem on future kits.

In my opinion, there is another engineering oversight in this kit, which I’ve also detailed for Pilot RC. It is where and how the nose gear mounts to the front former. You see the plywood for the front former is 4.5-mm five-ply plywood — too thin. There is also a gear brace that fits inside the fuselage. It bolts to the gear.

Unfortunately, the brace is made of poorquality aluminum, rather than say 6061-T6 or 7075-T6 aluminum. Alternately, the best choice for this part is steel. This is the only

major change I would make to the airplane’s construction, which I have detailed for Pilot RC. It must be changed if they want to sell a nose gear airplane that will sometimes be landed by intermediate pilots.

I like how the nose gear drive is engineered though. The drive servo is mounted about 3.5 inches behind the gear’s tiller. It uses two adjustable links, so the drive is very positive and there is no looseness in the drive. It drives the nose gear at least 45 degrees in either direction.

The fuel tank fits just behind the nose gear’s servo. It is fastened in place with plastic wire ties. There is nothing out of the ordinary with respect to how the tank is mounted or how it is plumbed.

I fitted the model with two 2200-mAh NiMH battery packs for the receiver and one for the ignition. Pilot RC has laser cut switch holes in the plywood frame, so you just drop them in and screw in position.

Note that the canopy comes done. You don’t need to do anything to finish it.

Also, I added an E-flite pilot to my Columbia 400’s cockpit, to give the model a bit more realism in flight. This type and size of airplane looks pretty odd flying around the sky without at least some type of bust figure in the cockpit.

Finally, even if you are a beginner in the hobby I think you could build this model.

The kit is that well done; and, its hardware package includes all the parts and pieces you’ll need to get the airplane built and ready for flight. I would, however, not recommend this model for the beginner pilot. While it is easy to fly, it is definitely not meant for beginner pilots. So, if you are beginner ask an accomplished pilot to help you fly it for the first flights, if you should opt to build one!

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Here the model is doing a full-power climb after takeoff with the flaps set to about 15 degrees. Rest assured the Columbia 400 will go straight up when full power is applied — FUN!

This captures the airplane after a landing and during taxi back to the hangar. I still have the flaps deployed full and I’m holding back on the elevator while taxing in the grass at weaversrcairfield.com. rc-sportflyer.tumblr.com

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77

REVIEW

PILOT RC 35% COLUMBIA 400

My debrief on this model tells you that the model is a very nice flyer. It is not an airplane you’re going to see at the airfield every day. There are minor design changes I have recommended to the factory though.

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The engine is running at about 10% power as I’m making my final approach to the airfield. It is amazing how little pitch change there is when the flaps are deployed, which definitely makes for easy approaches.

All around this is a very good quality ARF kit. There is nothing problematic about the build. Then too the model flies well. I’ll detail in the build section of the review the design changes I recommended to the factory.

Even though the Columbia 400 sports a 150-in. wingspan it is a model that can be easily flown by an intermediate pilot. Landings are nice too, but they are best performed on close-mown grass because of the nose gear. rc-sportflyer.tumblr.com

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79

REVIEW

SHOESTRING 15E

The E-flite Shoestring looks fast just sitting on the runway at the Goldendale, WA airport, with Mount Adams as the backdrop. It is “fueled” and ready for some racing.

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NMPRA LEGAL — GO FAST AND TURN LEFT

BY DANIEL HOLMAN

W The E-flite Power 25 motor is rated at 1250 Kv. It is turning an 8 x8 APC E type propeller, so it makes plenty of power.

The model has a very low profile drag, which means it literally slices thru the air to get it to speeds of over 100 mph.

The bright color scheme makes it very easy to see in the air, but you’ll want to stay focused because it can cover the sky quickly. facebook.com/rcsportflyer rc-sportflyer.tumblr.com

hile Horizon’s E-flite® Shoestring 15e has been around for a couple of years, it remains an absolutely formidable little racer. It is National Miniature Pylon Racing Association (NMPRA) legal; and, it is an electric-powered, competitive, go-fast airplane. The Shoestring will challenge and thrill even the most competent RC pilot.

You’ll discover the Shoestring can be flown as a hot, little sport model or to fill your need for competitive racing. It can be tamed down by powering it with the E-flite Power 15 motor. Alternately, if you want a spirited, competitive NMPRA racer in the EF1-class for pylon racing you’ll want the E-flite Power 25 BL 1250-Kv outrunner motor, a 60-amp brushless electronic speed controller (ESC), and use 4S 2500-mAh 14.8-volt 30C LiPo battery. This 4S setup will let the Shoestring turn and burn!

The Shoestring 15e is a mid-wing airplane. The fuselage is composite while the wings are balsa-cover foam. It comes as an almost-readyto-fly (ARF) model, that requires little assembly. You’ll need to install the servos, motor, ESC, battery, receiver, and an APC electric type propeller.

NEEDED •• DX6 Transmitter or better •• Spektrum® AR636 6-channel receiver •• A5030 mini servos •• Power 25 BL 1250-Kv motor •• E-flite 60-amp BEC ESC •• 4S 2500-mAh 14.8-volt 30C LiPo battery •• 1.50-in. aluminum bullet spinner w/ 5-mm collet •• 8 x 8E APC propeller •• 6-in. heavy-duty servo extensions •• Hook-and-loop strap Subscribe @ RCSportFlyer.com

81

REVIEW

E-FLITE SHOESTRING 15E

My Shoestring is getting power from a 4S 2500-mAh E-flite LiPo pack that runs through a 60-amp ESC.

The control linkages are clean and well made. You’ll not have any slop in them, so controls are crisp and responsive.

Again, you can see that the ailerons’ linkages are well made, so they drive the controls direct, without any looseness.

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IN FLIGHT Taxiing out to the runway, the Shoestring already looks fast!

Ground handling is fine in calm wind conditions, but when it’s blowing, the tiny tailwheel lets the model get pushed around a bit.

I did a control check and then slowly advanced the throttle. Due to high winds during the test flight, the takeoff was a little nerve racking, but the E-Flite Power 25 motor mated to the 8 x 8E propeller pulled the Shoestring off the runway with authority. A lot of right rudder is needed with the application of power, so be careful on takeoff, especially on pavement. Climb out was fast, and if desired, a vertical rolling climb is easily achievable with the power setup installed.

After trimming the airplane’s controls, I was ready to see what the Shoestring is capable of delivering.

Opening up the throttle, I flew a large oval pattern with high-G turns on either end. Let me say this airplane is insanely fast! We didn’t have a radar gun to measure the speed, but I would safely say it flies at over 100 mph. Doing full-throttle downwind passes was almost heart-stopping, and I was having a ball. Tight, high-G turns are very impressive and fun, but you must find the stall threshold up high, because the model will drop out of the sky if pulled too hard. Having said that, the Shoestring will probably out-turn most F5B type racers.

Moreover, even when the turns are on the verge of a stall, the Shoestring holds its airspeed well.

The Shoestring’s beautiful, contrasting paint scheme shows up very well in the air, so orientation will not be a problem even when doing hot laps around a race course.

Taking the Shoestring up high to test out the stall characteristics, I pulled the throttle all the way back and held the model’s nose level with the elevator control. The controls mushed right before stalling, and when it did stall it dropped a wing. If full up-elevator was held, it entered a spin, but once the controls were centered, the wing immediately regained lift and control authority returned. During an accelerated stall, the low wing usually dropped, causing twitter.com/rcsportflyer

This shot was caught just after takeoff. Checkout the pilot that is included in the kit. It makes for a great scale appearance in the air and on the ground.

While it was not designed for aerobatics, the model is still quite a capable flyer as you can see here. It requires just a bit of down elevator control to maintain level flight. rc-sportflyer.tumblr.com

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83

REVIEW

E-FLITE SHOESTRING 15E

The color scheme provide by E-flite makes for easy orientation with the model to help you during a race.

Even with the power pulled back the Shoestring cruises, so you’ll want to make nice, long, straight-in approaches.

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the airplane to dive. From this attitude, the best thing to do was to level the wings and gently pull the airplane’s nose up.

Although not designed with aerobatics in mind, all the sport aerobatics are easily achievable. I had a lot of fun doing fully-stall spins by going up high and cutting the throttle while holding full up-elevator. As soon as it stalls, follow the spin direction with full rudder and aileron for a very fast, vertical spin. Exiting is as simple as centering the controls and gently pulling out. Inverted flight is stable and takes very little down elevator.

Setting it up for landing I took a long final to bleed off airspeed. The clean airframe is built for speed and has little drag, so a long approach is mandatory. The tiny control surfaces, which are optimized for speed, become less effective when flying slowly, but are adequate. Flying the Shoestring all the way down to six inches off the runway, I gently pulled back on the elevator and let it touch down in a three-point position. Flaring too early can result in a stall, so flying it all the way down is a must.

All in all, this is an excellent outof-the-box, highly competitive racer that will please the most demanding pilot as well as the weekend sport flyer. I had a blast flying it! If you want a hassle-free, high-quality airplane that flies well, and is built for speed, the E-Flite Shoestring is an superb choice, even amongst the newer airplanes being marketed. With the recommended setup, it is lightening fast, and ready to tear into the competition. Take this little racer to the starting line!

SYNOPSIS While it is not new on the “scene” the E-flite Shoestring 15e is still just as much of a challenge and fun to fly as it was when Horizon Hobby first introduced it. Moreover, for an investment of only about $600 total you’ll have an NMPRA legal race airplane. Contrast that price to what it would cost you to get into a FAI Unlimited machine where the alcohol-fueled, glow-plug-ignition engine is going to set you back over $2000 alone.

I can sum it up by saying, if you twitter.com/rcsportflyer twitter.com/rcsportflyer

SPECIFICATIONS

DISTRIBUTOR

have an interest in going fast with an airplane that will hone piloting skills you’d do well to consider buying the E-flite Shoestring racer. It promises to put you in the winner’s circle. That is the “straightaway” here.

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

Wingspan : 50.5 in. (128 cm) Length : 38.3 in. (97.3 cm) Wing area : 375 in.² (24.2 dm²) Weight (w/o batt) : 44.1 – 49.4 oz (1250 – 1400 g) Weight (w batt) : 54.5 - 56.0 oz (1550-1590 g) Wing loading : 20.9 oz/ft² Motor : Power 15 – 25 Speed Controller : 40A – 60A Battery : 3S – 4S LiPo Propeller : 10 x 10E (3S) / 8 x 8E (4S) Spinner : 1-1/2 in. (38 mm) Transmitter : 4 channels minimum Servos : 2 mini, 2 thin-wing Center of gravity : 2-3/8 in. (60mm) back of leading edge Price : $149.99 (EFL4205)

BUILD You’ll find the Shoestring 15e is a quick assembly, not really a build. You’re going to need a few tools, but not a shop full.

The assembly starts with the installation of the wing servos, one in each side. About the only challenge to this part of the assembly is making certain the servos are centered and that you have the right arms installed. I cut one side of the arm off to accommodate the wing install. Then I made up the linkages such that the ailerons are centered when the control stick is at neutral. Be certain to install clevis locks, which will protect against loss of control due to an clevis failure. Note that I programmed my Spektrum transmitter for about 25 percent exponential on the ailerons. You may want to mix a bit of elevator-to-ailerons too, which will provide down ailerons with up elevator control and vice versa. That will make the turns quicker. Just don’t overdo this mix.

You must glue the elevator and vertical fin to the fuselage, but it is very straightforward. You’ll also need to attach the control horns to the rudder and elevator. Again, use clevis locks when you attach the control linkages to the control horns. Also, you’ll want to use the kit’s included fairings where the control linkages exit the fuselage.

The servos installs in the fuselage easily. You’ll simply drop them in their respective spots in the servo tray and screw them in place. The receiver fits just in front of the servos.

The motor install requires that you bolt the motor to the firewall. I recommend you use removable thread lock on the screws. Also, you may want to harden the plywood with cyanoacrylate glue on the areas where the blind-nuts mate with the wood before you bolt the motor to the firewall. Once the motor is bolted in place you’ll feed the power wires thru the firewall and fasten them to the ESC. Mount the ESC such that you’ll get good airflow around it for cooling.

Both the landing gear fairings and the cowl will require a bit of trimming to get them to fit the model well. The cowl is composite fiberglass so go slow with the trimming. I recommend a Dremel tool for both of these trims.

That is about all there is to assembling this airplane. It should not take you more than about eight hours to complete, maybe less. You will of course need to attach the propeller to the motor and adjust the speed controller programming as needed.

Finally, charge up a couple of LiPo packs and go get practiced to do some racing.

I’m about to land the Shoestring in this shot. I’ve pulled the power back and I’m holding off to slow the model down.

Then I just let it settle to the runway. rc-sportflyer.tumblr.com

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P o i n t Yo u r b r o w s e r a t t h e N E W

R C S P O R T F LY E R .C O M S T O R E t o S U B S C R I B E & g e t R C-S F p r o d u c t s .

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RC Sport Flyer retains the right to reject unsuitable advertising and does not necessarily endorse products advertised.

TRAILING EDGE Trailing Edge As with any publication, hardcopy, digital, or the web, this magazine needs content! Currently, Wil (the editor) is writing about 75 percent of the content; plus, he’s doing much, much more.

That isn’t entirely a bad thing. It does, however, inevitably result in content with a certain bias and perspective that would otherwise not exist. It isn’t that Wil is not trying to be all thing to all pilots and have fun flying all type of aircraft. It is that Wil has his focus; and, moreover, he has only so many hours in a day to build, fly, photograph, write, create magazines, and do the day-to-day chores of running Kiona Publishing, Inc. We understand that many of you contribute to the online forums, so you don’t have much time to contribute to other media. That said, let me underscore that there is a huge difference in contributing to our pages than doing so for web forums. You see, this magazine is newsstand-distributed! That means RC Sport Flyer is available to readers who may have never been exposed to RC aircraft. The magazine sits front and center on the newsstand rack, such that it may be bought by someone wanting to learn about the hobby, rather than someone searching the Internet without any previous interest in RC. Then too, this magazine may be seen at a home or hobby shop and spark interest.

What differs about hardcopy as well, is that the content is served up and not search driven. In other words, magazine readers get exposed to other facets besides their area of interest or forum thread.

Let’s underscore that contributors to RC Sport Flyer do make a difference to the hobby/sport. They bring joy to others lives by way of words and photos, with video possible on the RC Sport Flyer YouTube.com channel. So think about how you can contribute to these pages. Then contact Wil at editor@rc-sf.com. You can find the Writers’ Guideline at rc-sf.com under the contact dropdown menu.

Let me add one more item. If you are looking to get rich by your contributions, I suggest you opt for writing apps for Apple iPhones instead. Contributing is not a get-rich business. And, don’t expect to be inundated with review projects by the manufacturers because their profit margins are razor thin these days. Also, don’t expect to be overwhelmed with admiration from the readers — they typically only correspond when you’ve made a mistake. It is all part of the business, so you must love it to do it.

The gratifications come in knowing there is a huge silent majority that will read your content and be delighted they did. They’ll benefit from your knowledge of all aspects of the hobby, if not from your formal education. You will make a difference in someone’s love of the hobby. Moreover, you can feel pride in your contributions.

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THE Mystery SAILPLANE

WIN

A FREE SPORT FLYER HAT

Give us the name of this cockpit to

win!

Last month’s

ANSWER

cockpit was Airbus A320 airliner. We hope you enter to be a winner in this month’s Mystery Airplane/Cockpit contest.

SUBMISSION INFORMATION Please e-mail your response to

support@rc-sf.com or mail a letter to Kiona Publishing ATTN: RC-SF 22-02 Contest

1754 Sagewood Richland, WA 99352

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4/01/2017

Providing superior quality, unmatched variety, and excellent service since 1989.

Quality Propellers that are Competition Proven

www.APCPROP.com (530) 661-0399

Proudly made in the USA!

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Visit the APC Prop Website for more details about our efficient, high performance, balanced multi-copter propellers.

All propellers are in stock APC Propellers are also available from your favorite supplier

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Available In

*Cameras and FPV gear not included. **BNF Basic version only.

Take Your Model’s Performance to

the MAX with KingMax Servos.

Deadband: 2 μs default

BLS1204L LOW-PROFILE SERVO

Dimensions: 41.1 x 20 x 26.5 mm /1.6 x 0.78x1.03 in.

Working Frequency: 1520 μs / 330 Hz

Stall Torque: 8.8 kg-cm (122.23 oz-in.) (6.0V) 12 kg-cm (166.68 oz-in.) (7.4V) 14 kg-cm (194.46 oz-in.) (8.4V) Weight: 50g (1.76 oz)

Connector Type: JR

Deadband: 2 μs default

BLS2507S L ARGE-AIRPLANE SERVO

Stall Torque: 22.2 kg-cm (308.36 oz-in.) (6.0V) 25 kg-cm (347.25 oz-in.) (7.4V) 28 kg-cm (388.92 oz-in.) (8.4V) Connector Type: JR

Stall Torque: 14.2 kg-cm (197.24 oz-in.) (6.0V) 16 kg-cm (222.24 oz-in.) (7.4V) 18.5 kg-cm (256.97 oz-in.)

Connector Type: JR

Stall Torque: 27.8 kg-cm (386.14 oz/in.) (6.0V) 30 kg-cm (416.7 oz/in.) (7.4V) 35 kg-cm (486.15 oz/in.) (8.4V) Connector Type: JR

Wire Length: 333 mm (13 in.)

Dimensions: 41.1 x 20 x 26.5 mm /1.6 x 0.78x1.03 in.

Working Frequency: 1520 μs / 330 Hz

Operating Voltage: DC 4.8 – 8.4 V

Operating Speed: 0.11 sec/60º (6.0V) 0.13 sec/60º (7.4V) Stall Torque: 7.5 kg-cm (104.18 oz-in.) (6.0V) 9.2 kg-cm (127.79 oz-in.) (7.4V) Weight: 26.20 g (0.92 oz)

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Operating Voltage: DC 6.0 – 8.4V

Operating Speed: 0.18 sec/60º (6.0V) 0.15 sec/60º (7.4V) 0.13 sec/60º(8.4V)

Deadband: 2 μs

THIN-WING SERVO

Wire Length: 333 mm (13 in.)

Dimensions: 40 x 20 x 40.9 mm /1.56 x 0.78 x 1.6 in.

Working Frequency: 1520 μs / 330 Hz

Weight: 80g (2.82 oz)

CLS0911W

Operating Voltage: DC 6.0 – 8.4V

Operating Speed: 0.07 sec/60º (6.0V) 0.06 sec/60º (7.4V) 0.05 sec/60º(8.4V)

Deadband: 2 μs default

LARGE-AIRPLANE SERVO

Wire Length: 333 mm (13 in.)

Dimensions: 40 x 20 x 40.9 mm / 1.56 x 0.78 x 1.6 in.

Working Frequency: 1520 μs / 330 Hz

Weight: 71 g (2.5 oz)

CLS3015S

Operating Voltage: DC 6.0 – 8.4V

Operating Speed: 0.08 sec/60º (6.0V) 0.07 sec/60º (7.4V) 0.06 sec/60º(8.4V)

Deadband: 2 μs default

AIRPLANE SERVO

Wire Length: 190 mm (7.41 in.)

Dimensions: 40 x 20 x 40.9 mm / 1.56 x 0.78 x 1.6 in.

Working Frequency: 1520 μs / 330 Hz

Weight: 69 g (2.43 oz)

CLS1606S

Operating Voltage: DC 6.0 – 8.4V

Operating Speed: 0.05 sec/60º (6.0V) 0.04 sec/60º (7.4V) 0.037 sec/60º(8.4V)

Connector Type: JR

RCSportFlyer.com

Wire Length: 185 mm (7.28 in.)