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program Mixing January/february 2012
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World Jet Masters
Report& Pictorial
Get the inside scoop on the Cremona Vintage Scale Glider event in Italy as only Vencinzo Pedrelli can tell it!
We provide a 12-page spread on the Jet World Masters, held at the National Museum of the U.S. Air Force.
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RC SPORT FLYER — january/february 2012
DEPARTMENTS 10 leading edge 96
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97
Mystery airplane
EventS 24 Jet World Masters
JANUARY/February 2012
We give you the details on the Jet World Masters that took place in Dayton, OH last summer. By Calvin Mitchell
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Vintage Glider Meet See why glider pilots love to fly vintage machines in this article we got from our Italian reporter. By Vincenzo Pedrelli
pg 80 See why the Spektrum DX8, with the TM1000 telemetry, is creating such a buzz in model airplane circles everywhere!
ColumnS 12 Build
reviews 54 Programming
If you want to know how to program radio mixes, this must-read article will help. By Richard Kuns
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hangar 9 35% Extra Our test pilot gives this beauty a build and a few 3D flights. See what he thinks about this airplane. By Daniel Holman
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ElectriFly Citabria James wrings out ElectriFly’s little foamy and has lots of great things to say about it—discover why. By James VanWinkle
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Spektrum DX8 We give you a good look at why the DX8 radio package is a standout value in RC. By Don Porten
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E-flite Super Cub There are lots of Super Cub ARFs, but we think you should know why this one is a super buy. By Gene Cope
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photo
canberra PSS Look at this huge PSS machine. By Simon Cocker
Learn from a master the right way to sand and plane the wood parts on your model airplane. By Jeff Troy
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sukhoi Build In Part II of this report we explain the why and how of assembling a large-scale ARF. By Wil Byers
Engine 42 O.S. 155 FS-A
If you’re looking for an engine upgrade, read this article to learn how well this engine performs. By Mike Hoffmeister RC-SF.COM
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BY Jeff Troy
Building Model Airplanes Part 5: Planing and Sanding
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fter finishing four build articles for RC Sport Flyer, I now have the constructed and hinged empennage for five model airplanes on or near my workbench. If you are building an airplane along with me, you should have your model’s constructed and hinged empennage too. Building these tail surfaces has covered different types of model airplane construction and a collection of basic and advanced techniques. Hinging them demonstrated the installation of five hinge types. Now it’s time to see how these surfaces are brought to their final shape before they are covered, painted or mounted onto an airframe. Before any of the shaping begins, it’s important to ensure that your airplane’s empennage is even, smooth
01 Flat Sand DECATH
and perfectly aligned. The objective is to remove any high or low spots that resulted from the surfaces coming together. The first move toward doing this is to insert the hinges into your model’s horizontal stabilizer and vertical fin, followed by the elevator(s) and rudder. Be sure that the surfaces are joined as closely to one another as possible. Then place the joined assemblies flat on your work surface. You have already been shown a few things about flat sanding 02 Flat Sand DALL 03 Flat Sand SPACEWALKER The first step toward final sanding and shaping is to insert the hinges and join the tail parts, then use a bar sander to remove any high or low spots between the surfaces. The objective is always a perfect mating, with no variance in thickness between the components. You must always sand at an angle that inhibits gouging, breaking or otherwise damaging any parts.
04 Solingen Razor Plane and Blades 05 Blade Angle The Sollingen Balsa Planer and extra blades are sold by Hobby Lobby International. This tool is ideal for rough-shaping balsa, spruce and basswood prior to sanding. Like a guillotine, the blade should be set at a slight angle to deliver its most efficient capacity for cutting and shaving.
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in article three (RC-SF October 2011). If your model’s surfaces are of sheet construction like my Super Sportster 60, you can flat-sand them easily without too much concern for damaging them in any way. If the surfaces are built-up construction, you must be sure to hold your sanding tools at an angle, usually 45 degrees. In so doing, your sanding block will not catch, gouge or break the ribs or any other parts. Begin with the fin-rudder assembly because it’s usually smaller and easier
Building Model Airplane
06 Plane LE Dr1 07 Plane LE Dr1 Use the razor plane to cut 45-degree angles in the upper and lower faces of the Dr.1 leading edge, then continue planing to produce a neatly rounded edge.
08 Plane Elev Ribs Dr1 09 Perma Flat Elevator Dr1 The Dr.1 elevators are thinner at the trailing edge than they are at the leading edge. Use the razor plane to shave a smooth transition into the ribs, then finish the blend with a flat Perma-Grit tool or a bar sander.
10 Perma Smooth Tip and LE 11 Rough Sanded Elev Tip Dr1 After rough-shaping with the razor plane, use a Perma-Grit tool or a bar sander to shape the leading edges of the stabilizer and elevator so they blend smoothly into one another. Continue to plane and sand around the elevator tips.
to handle than the stabilizer-elevator assembly. The T-Bar or Easy-Touch bar sander fitted with a fine Perma-Grit surface or medium sandpaper is the ideal sanding tool of choice for this step. Hold the fin-rudder assembly down firmly against the work surface with one hand while you sand the flat side of the parts with the tool held in your other hand. Do not apply heavy pressure, but continue to sand in light, even and deliberate passes until the surfaces are uniform. When you’re happy with the way the top of the surfaces align, flip the assembly over and flat-sand the bottoms. I stress that you must hold the sanding tool at an angle and avoiding the use of excessive pressure. You don’t want to repair
or replace cracked or broken ribs, gouged leadings and trailing edges, or sand unwanted dips in the ribs between the leading and trailing edges. With the fin-rudder assembly flatsanded evenly, turn your attention toward the stabilizer-elevator assembly and repeat the procedure. When all the empennage components are sanded, separate the surfaces and remove the hinges because it’s time to address the perimeters. If you enjoy building model airplanes and do not yet own a highquality razor plane, it’s time to get one. You can perform any modeling task without a razor plane, but using one will, literally, shave major time and effort from your work.
My favorite razor planes are the standard- and large-size tools from FIX. These tools were a treasured gift to me from my longtime soaring friends Bob and Katy Martin. Unfortunately, I can no longer find a source for the FIX planes, but an excellent alternative is still readily available. The Sollingen Balsa Planer (HLAE801: $13.95) is sold by Hobby Lobby International in Brentwood, Tennessee (hobby-lobby.com), and the company also carries spare blades (HLAE802: $10.99) in packages of five. This isn’t a lot of money, so I urge you to get one of these fine tools—and at least one set of five extra blades. I promise you will never regret it. To give the leading edge of RC-SF.COM
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BY Wil Byers
Sukhoi SU-26 A Step-by-Step Large-Scale Build Report II
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n this Build Report Part II I’ve reached the point where my airplane is coming together as a complete model. Most builders would have had this airplane built and flown in less than a week of working four-hour build sessions. However, I’m taking photos and notes, examining each and every step and You must align the servo arms for the elevators’ so that they are exactly parallel to the 1 servos 2 reading the manual hinge lines of the control surfaces! carefully to make sure I’m not leaving out any important step that could cause a component failure when the Sukhoi is in the air. I’ve also made a few phone calls to friends to ask for guidance where I felt their expertise would help. So far, the only real troublesome point for me has been with installing the fuel tank and plumbing the This shot shows you how the control horn on the fuel lines, which I will aligns with the control arm of the servo. 3 aileron 4 It is important that the control rod runs pretty explain later. Other than straight with the arm at full travel values. plumbing the tank, all the other steps have been Build straightforward and documented well I resumed the Suhkoi build by in the manual. What follows is what centering the elevators’ JR 8911 HV I’ve learned, while I’ve had a ton of servos. I did this with the aid of my fun at the same time. So, if you are JR® 11X transmitter and a Spektrum® an old hotrod enthusiast like me, AR9010 DSMX receiver. You must you’ll totally get off on building a make absolutely certain that the large-scale airplane. Don’t be scared transmitter’s trims are set to their away from a project like this by the neutral points, and that there is no words “large scale.” Heck, if for no sub trim programmed on either of other reason, do one just for the fun the Tx’s control channels for the of it, or do it for a friend. You’ll enjoy servos. Then you must adjust the yourself throughout the process. sub trims so that the servos’ control 20
RC SPORT FLYER — january/february 2012
As you can see, the ball link is attached to the farthest hole in the control arm. Note the blue thread locker on the screw head.
There is not much to say about installing a tail wheel on this model, but you MUST use thin CA glue on the holes you’ll drill in the rudder as a way to harden the wood.
arms align parallel to the hingeline of the elevators. This is pretty much a no-brainer, but you must use removable LocTite® (blue) on the set screws on the servo arms and on the screws that hold the servos’ arms tight to the servos when set. Once that step is complete, you’ll connect the pushrod and ball links to the servos’ output arms and the control horns on the elevators. When the servos have moved to their extreme ends of travel, the pushrods should
Hangar 9 Sukhoi SU-26 you did on the elevator servos—the control arms must align parallel to the hingeline at their center positions. In the case of the Sukhoi you’ll be using two servos to drive the rudder, so you must program the transmitter to mix the two servos. This is done without either servo working against the other—servo conflicts Again, you must set up the servos’ control The gorgeous fiberglass wheel pants for the 5 horns for the rudder so that they are aligned 6 Sukhoi come with blind nuts installed. You must mean big current draws parallel to the hinge line of the rudder. Don’t make sure the pants align with each other, and and short battery life. forget the thread locker. you’ll want to use thread lock on the bolts. So, do this right or get help from someone who knows how to set up such a control system. All I can say about doing the wheel pants on this airplane is, use blue LocTite on the screws that mate to the pants’ blind nuts. Now here comes the fun—the motor box, fitting the tuned pipes, doing the engine install and fitting the cowl. The Sukhoi comes The engine’s box has the right thrust built in, Here you can see the throttle servo is already 7 and blind nuts are installed on the back side. 8 installed in the bottom of the motor box. Note with the engine box You’ll need to bolt the motor to the box at that the hole in the motor box is laser cut, so you installed and the right least twice, once to prefit the pipes. won’t need to do any cutting. thrust designed into it. It comes with the blind nuts for the engine bolts already installed as well. So, there is not much you’ll need to do when installing a DA170 engine. You will need to install the tuned pipes first though. And, you’ll want to adjust the header clamps as needed so that the pipes are positioned appropriately and pointing out the These are the pipe holders that you must You’ll need to premount the motor once as a 9 install for the MTW RE3 canister pipes. The 10 way to align the pipes and get the clamps set on bottom of the airplane rubber tubing is used to isolate the pipes from them. Note that the throttle servo is running just so that the exhaust exits any vibration in the airframe. a bit off center in relation to the pipes. without being restricted by a fuselage stringer. It takes a bit of fitting, and you’ll need align pretty much straight with the (CA) in the screw holes before to mount the engine to do this, but it control horns. screwing the screws into the wood. certainly is not difficult. Installing the tailwheel and The CA will penetrate the wood, and After you’ve got the tuned pipes connecting its springs to the control when it cures it will harden the wood installed, you’ll remove the engine horn on the rudder is easy. My only against stripping. and glue the cowl frame in place on comment here would be to make Next, you must use the same the motor box. Again, this is not a certain you put thin cyanoacrylate procedure on the rudder servos as RC-SF.COM
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BY Calvin Mitchell
2011 Jet World Masters National Museum of the U.S. Air Force, July 24 through August 6 Oleg Zahkarok ( left) and Boris Satovskly ( right) from Russia pose with their custom-built Mig 27.
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nyone who has worked at organizing an air show, even for a club, knows the amount of work and coordination of resources it takes to make one a success. Imagine what it takes to put on a two-week air show that involves the best flyers in the world. That was the task undertaken by Dewey Davenport and
Roger Shipley for the International Jet Model Committee. Their first order of business was to find a venue capable of hosting a two-week, world-class event. This would be the first time the Jet World Masters (JWM), which is held every two years, would be held in the United States.
Oleg and Boris tug their Mig 27 back to the hangar so they can prep for the next flight. Pilots are also judged for realism of flight so any advantage is a plus.
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RC SPORT FLYER — january/february 2012
The Mig 27 was one of the favorites of all. It’s probably one of the most advanced RC aircraft seen today because of the highly sophisticated landing gear geometry and swing wing design.
So, Dewey and Roger wanted it to be first class all the way. Consequently, they wanted to hold it at the National Museum of the U.S. Air Force, located on WrightPatterson Air Force Base in Dayton, Ohio—home of the Wright Brothers. What better place to hold the competition than the Dayton area, which is hallowed ground for anyone who knows the history of flight?
2011 Jet World Masters The background of the aircraft hangars located on Wright Patterson Air Force Base sure is beautiful.
Oleg Zahkarok and Boris Satovskly’s Mig 27 is worth $400,000 U.S., which shows you the level of investment these pilots make.
There was no detail overlooked in this model. From bombs to landing gear, this model was finely crafted.
Quite conveniently, there is a runway directly behind the Museum that would be perfect for the competition. Getting permission to hold an event of this size and complexity was the first order of business. Dewey had to contact the Museum officials with a proposal and the event specifics. The officials had to give approval at several levels. Fortunately, then Dave
Look at this cockpit. It included everything from a rearview mirror to a working display. Even the weathering on this model was exceptional, which left you feeling like you were looking at the real thing.
The detail in the landing gear design and aircraft weathering demonstrates the level of competition held at this Jet World Masters. The level of scale has been raised to a new tier. RC-SF.COM
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BY Vincenzo Pedrelli
2nd Italian Vintage Glider Meeting Classics that Turn Your Head on Every FlyBy
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remona, about 50 km southeast of Milano, is famous worldwide for Stradivarius and the art of making stringed instruments. Lying on the banks of the river Po, Cremona has played a leading role in Italian history and culture since the Roman times. This area is characterized by a flourishing agriculture and zootechny and is the most famous producer of “ Torrone,” a kind of nougat, and “marubini” and “mostarda,” sweet fruit pickles. The cuisine is rich and tasty, distinguished by exclusive dishes made up of ingredients produced in the area. Yes, definitely a place to visit! Today, among model builders, Cremona has become famous for organizing unique vintage 38
glider model meetings, like the ones arranged by the “Gruppo Aeromodellistico Cremonese” and led by their President, Marco Pattoni. This group counts 33 members with an average age of 45–50 years. Tullio Facchini is the oldest member of the group (84 years old) and the leader of the meeting. The youngest member is Giorgio, the son of President Pattoni, who is only 10 years old. On Sunday, September 25, 2011, in the airfield of Annicco in the outskirts of Cremona, the group organized the second aerotow vintage-scale sailplane meeting. It was a non-competitive event where 25 pilots with 32 vintage model sailplanes met in friendship and flew the whole day, blessed by excellent
RC SPORT FLYER — january/february 2012
weather. This second meeting exceeded the success of the previous year by the number of participants and the variety of the model gliders. All models were reproduction, toscale sailplanes designed before 1960 and built as the originals were, with wood and fabric. Ready-to-fly models were not permitted to participate according to the meeting regulations. A rather high number of models were reproductions of very famous German sailplanes, such as the Weihe, Rhoensperber, Habicht, Sperber Junior, Reiher, Ka2, Minimoa, Fafnir, SG38, ASK13 and the famous Meise, winner of the competition for the Olympic glider design of 1939. Other nicely built scale models were of Slingsby design, like the Petrel and
2nd Italian Vintage Glider Meeting This gaggle of birds shows you what a nice assortment of airplanes came to this event for vintage gliders and sailplanes.
the Kirby Kite. From the USA, the SGS 1-26 Schweizer and the Super Albatross designed by Hawley Bowlus were also impressive. The Super Albatross, built in 1:2 scale, was full of details based on the drawings from Martin Simons’ famous book Sailplanes. To add an international flavor, the event also featured a quarter-scale
Maeda 703, designed by the Japanese Kennichi Maeda in 1940. The only Italian-designed model was the Borea, the last project of Luigi Teichfuss, which was built in Pavullo in 1942 and never flew because of WWII. I should not forget all the other model sailplanes participating in the meeting, such as the Jastrzab, SZD Bocian, Pyonir, Lunak, Harbinger, Moswey III, Ulf 1 and Macka. I think it was the first time in Italy one could see so many vintage scale sailplanes all together at an RC aerotow meet. Five skilled pilots with their
Here is another look at the fantastic wood gliders that were flown at the second Italian Vintage Glider Meeting.
efficient tow airplanes were very busy the whole day towing all the sailplane models. Some of the tow airplanes, after having released the sailplane, flew back to the ground while showing off aerobatic maneuvers, including inverted flight very close to the runway, offering a spectacular performance. The good thermals in the afternoon gave the pilots a chance to bring their models to a high altitude, allowing for long-lasting flights. A lunch in the airfield was organized by the group so everyone
The Borea has the classic lines of the Habicht, but has what I’d say is much cleaner and more aerodynamic fuselage. I like the look of the sun shining through the wings.
This vintage glider is a Maeda. Here you see it is about to be aerotowed. If you want to know more about some of these gliders you can buy Vincenzo’s book from RC Sport Flyer.
RC-SF.COM
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BY Mike Hoffmeister
O.S. 155 FS-a Pumped Four-Stroke Glow S
ince the introduction of the O.S. 56 FS-a in 2007, the first in the new “Alpha series’ lineup of four-stroke glow-powered engines, O.S. has introduced five sizes. Their new engine is the O.S. 155 FS-a pumped engine. The “Alpha series” engines feature an all-new look, plus some interesting new features aimed at minimizing the mess in and around the engine
compartment of your airplane—all with mounting interchangeability, light weight and compact size, which make them easy to
install in many airplanes. The intent of the O.S. 155 FS-a pumped engine is to produce an engine that has 200size power yet fits 120-size mounts, with 120-size weight. Using a pump gives consistency and power that is independent of mounting position or angle. As our test results show, O.S. has achieved its design goals with the 155 FS-a engine!
Why to Buy
The 155 FS-a is easy to start and tune and has excellent idle characteristics, transition and power—plus it fits into 120-size mounts. It also has innovative features that nearly eliminate fuel and oil mess in the engine compartment. It can also happily swing a large range of propeller sizes. Since it includes a pump system, you can expect extremely consistent fuel mixture control in any mounting or flight orientation. Plus this engine is backed by a two-year warranty. While engines in this size are not inexpensive, you can usually find a discount offer at towerhobbies.com, which will reduce the purchase price.
Break-In
I used Wildcat 15 percent fuel for break-in and testing. I’ve found that using a higher nitro content in fourstroke engines improves their idle, transition and ease of tuning—plus it provides a slight
This side view shows off the 155 FS-a’s beefy cylinder, cool new look and superb finish—with the FS Alpha 155 logo clearly displayed.
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RC SPORT FLYER — january/february 2012
O.S. 155 FS-a Pumped Four-Stroke Glow The O.S. 155 FS-a comes well packed in a high-quality box with open spaces filled with expanded foam, and includes muffler, instructions and a flexible extension plus knob for the high-speed needle valve.
This front view clearly shows the new cooling fin arrangement, narrow profile and machined aluminum pushrod tubes. The logo on the rocker cover is also a nice touch! Also visible are the sturdy mount lugs, beefy cylinder head around the exhaust header threads and easyaccess high-speed needle valve.
boost in power, particularly when running a higher-load propeller. So, I fuel my 155 with the upper end of the 5–20 percent nitro that is recommended in the manual. Just make sure that the fuel you select complies with the requirements listed in the user manual. The manual lists a wide range of propellers that are suitable for the engine, from a 16×8 to a 17×12. I tested my 155 engine with all six APC propellers that fall within this size range, as well as a Master Airscrew 16×8. This left side view shows the classic “O.S.” logo cast into the cylinder, and it also shows just how nice of a job O.S. has done packaging the fuel pump system, which fits neatly between the carburetor and back plate of the engine.
Performance Testing
After securing the engine to the test stand and fitting the APC 16×8 (lowest load) propeller, I fueled the test stand’s tank and connected the hoses. Then I doublechecked everything. Next I turned over the engine slowly a couple of revolutions until I saw fuel in the hose all the way up to the carburetor, then turned it a couple more revolutions. Fuel draw is quick and deliberate, thanks to the pump. Then, a quick spin from a Sullivan Dynatron starter immediately brought the engine to life! The break-in process requires running the engine wide open but with a widely varying high-speed needle setting. Basically you run the engine very rich for several seconds, then lean it until revolutions per minute comes up and it’s running clean at near-peak revs. You hold that setting for a few seconds, and then you immediately richen the high needle until the engine slows RC-SF.COM
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BY Richard Kuns
Programming Radio Mixes Here are the Basics You Need to Know
The JR X9503 and Spektrum DX6i are two examples of computer-programmable transmitters. They offer pilots a variety of programmable mixes. The pictures in this article show menu settings to accomplish similar settings on each radio. You will see that the nine-channel transmitter has more choices in each menu. Typically radios with more channels also have more programming features.
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ne of the challenges that seems to stymie new RC pilots is programming their shiny new computer-programmable radios. The menu structures and sometimes vague instructions can complicate even seemingly simple programming. This can be compounded by the variations in radio design as well as the nomenclature used by the various manufacturers. This how-to article is a basic overview of programming mixes, with some general tips that apply to all radios. Photos used in this article of the Spektrum DX6i and JR X9503 are to illustrate some
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common mixes. With the ideas from this article, you should be prepared to follow use your radio’s manual to get mixes programmed.
What is It?
Without using a programmed mix, a transmitter’s control stick, knob or switch operates a servo that moves in response to the control’s movement. As soon as one or more servos moves in response to one or more control inputs, some form of mixing is involved. The simplest mix to see and understand is that when a Y-harness is used between two servos. Then when the radio’s
RC SPORT FLYER — january/february 2012
control stick is moved instead of one servo moving, the harness makes two servos move in the same direction. Sometimes the Y-harness has an extra feature to reverse one servo or even allows separate trim adjustments for each servo. However, if you move the “function” of the Y-harnesses inside the radio, you have programmed radio mixing. You may ask, why would I want to make something so simple more complicated? There are two good reasons: flexibility and redundancy. The flexibility gained from radio mixing allows each servo to be
Programming Radio Mixes
This is the Spektrum DX6i main menu display. Programming is accessed via the roller dial, which is simply pressed to enter the menu system. There are two menus: Setup and Adjust. Use the roller dial to move to the bottom of the list for the selection to switch between the menus. Roll back to the top and select Main to exit programming.
The FLAPS menu on the DX6i shows the amount of flap deflection as well as the amount of up elevator to apply with the flaps. The first line is the normal position when the flap switch is in the “0” position and the flaps are retracted. The second line called “LAND” is the position used when the flap switched is set to “1”. Here it specifies the flaps will be down 30% and the elevator up 10%.
A MIX on the DX6i is used to eliminate pitch coupling from the rudder for knife-edge flight. The elevator will move 10% when the rudder is fully deflected. Notice that it is specified for each direction of rudder throw. The switch selection is set to be permanently ON and the trim is set to INH (inhibit) because the elevator should not be trimmed along with the rudder.
Another mix on the DX6i is used to eliminate roll coupling from the rudder. The ailerons will move 10% when the rudder is fully deflected. The roll will be left or right depending on the direction of the rudder. The switch selection of ON means this mix will always be on. Trim is set to INH so the aileron will not be trimmed with the rudder.
adjusted for reversing, sub trim and endpoint adjustments. Further, it enables the servos that are mixed to move in different proportions. An example of this is when your airplane uses a separate nose gear from that of the rudder. Typically an airplane’s nose gear needs less movement than the rudder to have the same yaw result. A servo failure or even an intermittent connection to one servo on a Y-harness will often disable the other servo. So, it is far better to isolate each servo to an individual radio channel. Consequently, if one aileron servo misbehaves, the other
will probably still function. This could make the difference between a safe landing and one where the model is lost to a crash. Now let me explain some of the options available when configuring a mix. Let’s start by telling you that the channel that controls the mix is called the master channel. The channel that is mixed to the master is called the slave channel. Now here are some common mix practices:
not want a trim adjustment from one servo to influence another. For example, if you use a program mix to operate two elevator servos, you will want the elevator’s control stick trim to adjust both elevator halves when it is used. On the other hand, if you use a program mix to control the nose gear steering with the rudder stick, you would want the rudder’s control trim to adjust yaw in flight, but not to change nose gear’s centering.
Trim
In most cases you want a program mix to be active all the time. In other instances, however, you’ll want to
When two control surfaces are mixed together, you might or might
Switch
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BY Daniel Holman
35% Extra 300 A Competition-Ready IMAC and 3D MACHINE!
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nspired by the enormously successful Hangar 9 35%-scale Extra 260, the new 35% Extra 300 is the result of Mike McConville’s engineering and design. Based on the mid-wing version of the full-scale Extra 300, the model exhibits excellent precision flight characteristics while staying well within the 10% rule for International Miniature Aircraft Club (IMAC) competitions. Extra-type aircraft are a sizable percentage of the International Aerobatic Club (IAC) competitors’ airplanes and are the most popular aircraft series in IMAC and Freestyle competitions. Hangar 9 has taken the basic Extra 300 and made it into an excellent almost-ready-to-fly (ARF) airplane. They’ve made it lightweight yet extremely rigid, which gives you an outstanding performer in all aspects
of aerobatic flight. Moreover, the Extra has been proven a worthy competition machine, taking top honors at the 2011 Extreme Flight Championships when flown by Seth Arnold. Already popular less than a year into production, this Extra will continue its presence in the competition scene.
What You Get
The Extra kit comes in three boxes. The largest box contains the fuselage, rudder, horizontal stabilizers, wing and stabilizer tubes, landing gear, pilot bust and all the hardware. The second box contains the wing panels. The third box is for the fiberglass cowl. The airframe parts are wrapped in large, plastic bags to protect their finish. The hardware comes in bags marked per their need in the assembly.
The kit’s prefabrication is extensive. It includes a cowl that comes mounted, canopy and wheel pants done, a preassembled tail wheel, and a pre-plumbed and mounted gas tank. All control surfaces come prehinged with control horns installed. The kit promised me a nosweat, enjoyable build, so my first impressions were high.
Kit Components
• Major airframe parts: fuselage, wing panels, tail pieces, cowl and canopy • Painted aluminum landing gear with fiberglass wheel pants and gear cuffs, high-quality rubber wheels, preassembled carbon fiber tailwheel assembly • Carbon fiber wing and stabilizer tubes
This shot was taken during the airplane’s taxiing out for its maiden flight.
The top and bottom color schemes are very different, which makes for excellent orientation against the sky in every attitude.
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Hangar 9 35% Extra 300 • Painted helmet-head style pilot bust • Detailed instruction manual with quality photos of the build steps • All the necessary hardware including: gas tank, preinstalled control horns, Hangar 9 titanium pro-links and heavy-duty balllinks, engine mounting bolts with hardwood standoffs, premounted cowl ring, etc. • Battery and ignition system mounting straps • Mounts for tuned pipe and canisters • Decal sheets
Needed to Complete
The following is a list of the items needed to complete the model, plus the actual parts selected for the build: Engine Desert Aircraft DA-120 120-cc gas-powered two-stroke
Hovering a plane of this size is relatively easy because of the powerful control surfaces and strong-running DA-120 engine. At the end of the airfield there’s an old barn. I had fun playing in this area right next the building. The model had plenty of power for climb-outs.
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BY James VanWinkle
Citabria
Hang it on its Propeller.You’ll love it!
Complete and sitting on the work bench, the Citabria looks more like a trainer than the 3D-capable performer it proves to be in the air.
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hether it is aerobatics, bush piloting or glider towing, the Citabria excels at it. Since entering production in the ‘60s, over 5,000 copies of the aircraft have exited the assembly line. Surprising to many, Citabria is actually airbatic spelled backwards. It was the only production aircraft to be rated for aerobatics when it entered production, and many can still be found at just about any U.S. airport. Great Planes® has just introduced an exceptional version of this classic, capable of 3D flight for indoors or out. Made of EP foam and colored in a bright red scheme, the Citabria can be ready to take to the skies in a single day. Also, the factory’s recommended setup provides plenty of horsepower to do anything a pilot desires. Straight from the box, the Citabria comes mostly built with many parts taped or glued in position. This model is easy to assemble.
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Kit
The kit comes packaged well against shipping damage. It includes the following items: • Wings • Fuselage
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• • • • •
Landing gear Motor mount Pushrod Control horns Building jigs
Great Planes® ElectriFly® Citabria
Needed to Complete • • •
• • •
Futaba® 8FG 2.4-GHz FAST transmitter ElectriFly RimFire™ 250 outrunner motor FlightPower® EON-X™ Lite 11.1volt 350-mAh 25C LiPo FlightPower 10-amp brushless ESC (3) Futaba S3114 micro high-torque servos ElectriFly PowerFlow™ 8x3.5 Slo-Flyer electric propeller
These are the parts required to get the Citabria ready to fly. No servo extensions or special components are rquired.
With the “crutches” installed, the airplane goes together very quickly with all parts aligned properly. Additional crutches are provided when working on the bottom part of the model, though not shown in this photo.
In the Air
This little airplane looks sharp! But, its capabilities will dazzle anyone. You must, however, start by following all the recommended cautions about aircraft’s balance, servo directions, battery The standard servo arms are long, but not long charge and just as enough to provide the extreme surface throws this Citabria needs. So an arm is provided that screws onto importantly, cycling the the ailerons’ servo arm. throttle while having someone hold the model to ensure the motor is delivering plenty of power. Since it’s an airplane capable of extreme flight control surfaces throws, I recommend you set up your model as detailed in the manual. Once you’ve preflighted the airplane you’re ready to go flying. Advance the throttle and the Citabria leaps off the ground. It can fly pretty fast, but it excels at the slow flight modes that make 3D so impressive. While it is stable in wings-level flight, this airplane is not a trainer by any standard, so flight experience is needed to maintain control. The Citabria fits pilot skill somewhere between intermediate to advanced. It was designed for
Propeller savers prevent firewall damage to the aircraft in the case of a mishap. The rubber band is strong enough to transfer power from the motor to the propeller, yet will snap off if the propeller hits something other than air.
Knife-edge flight is so easy with the model that it inspires confidence to take it extremely low to the ground without crash worries. RC-SF.COM
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BY Don Porten
DX8 TX w/ AR8000 receiver & TM1000 telemetry Module
DX8
The DX8 is Spektrum’s first aircraft system to incorporate an integrated telemetry system. The transmitter’s screen displays real-time telemetry information.
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he Spektrum DX8 is the newest member of the Spektrum DSM2TM 2.4-GHz family of RC transmitters. To describe its place in the family, we are going to draw an analogy that certainly all baby boomers in the hobby, and most other younger members as well, can identify with. The comparison is between be the Spektrum DSM2TM 2.4-GHz family in the RC world and the classic Chevrolet family of cars in the late 1950s to early 1960s in automobiles. Being avid readers of RC Sport Flyer, we are aware (c.f., the inside front cover of the May 2010 issue) that there is a Spektrum DX5e, a DX6i and a DX7. Taking all of you back to the wonderful days of yesteryear, in 1961 Chevrolet had the three
Case Back The DX8 transmitter uses a 4.8-volt 2000-mAh NiMH battery for power. The case features a trainer input port, a handle and hand grips that are extremely comfortable in the pilot’s hands.
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traditional levels of car models: Bel Air, Biscayne, and Impala. These models differed in ascending order by increased features and luxury, and also generally in increased cost over the one below it. So it is with Spektrum radios, starting with the DX5e at the bottom, and the DX7 at the top. Not quite so well known was that there was actually a fourth level, the Impala Super Sport, with the Impala SS 409 being at the top of the heap. Now, back to the present, we can put the DX8 where it rightly belongs. The DX8 is truly the Impala SS of the Spectrum DSM2TM 2.4GHz family of radios. We can actually further the analogy, when we realize
Spektrum DX8 transmitter
Left Top Switches and Button
You will not be searching for the F MODE 3-position switch or the gear. They are well placed on the upper left side of the transmitter, as is the Trainer/Bind button.
Right Top Switches and Dial
The rudder’s dual rate switch, a mix/hold switch and the AUX 3 dial are positioned on the top right of the Tx’s case. Again, you will not need to search for them.
that the upper-end cousins, the JR radios, are similar to what the Cadillac is to the Chevy.
DX8 System Features
• Digital DSM2TM spread spectrum modulation • AR8000 dual receivers with 1.25in. antennas • Eight channels • 30 model memory • TM1000 telemetry bodule • SD memory card capability • Improved ergonomics including quad-bearing gimbals • New AirWare airplane and helicopter programming capability • Programmable switch assignment • 3-axis dual rate and exponential • End point adjustments, sub trims, servo reversing • Six programmable mixes • Five-point helicopter throttle and pitch curves • CCPM – 3 Types • Gyro programming • Model Match® • Servo Sync • 1500-mAh NiMH Tx pack and charger
Telemetry
One of the major advancements that the DX8 brings to the consumer is the telemetry. The DX8 is the first eight-channel system that includes the safety and advantages of telemetry, which transmits vital realRC-SF.COM
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BY Gene Cope
Super Cub 25e It flies like a Giant-Scale but Costs a Whole Lot Less
As you can see, this little airplane will have other pilots’ heads turning when you show up at the airfield with it.
I
’ve got a big, beautiful 40%-scale Super Cub that is powered by a DA-170 engine. It is a ton of fun to fly. Taking it out the airfield and setting it up is another story altogether. It takes a bit of time to get everything in the truck, then unloaded and assembled. So, I wanted a Super Cub that would fly well, but not require so much time Here are and effort to get to the major the RC airfield. When components I went looking around of the E-flite® Super Cub 25e at different airplanes I ARF airplane. kept coming back to the This is a very E-flite Super Cub 25e. It complete ARF. looked the perfect size for me at a wingspan of 68 inches. Plus it was electric powered, so I knew there would not be any cleanup required after a day of flying. Importantly, it would fit into my van easily. Also, considering the size of the outrunner motor I was pretty confident that this airplane would have quite good performance in all types of flight. The items you’ll need to buy include motor, speed controller, receiver, battery and six servos (the Besides, I just like the optional cockpit detail is nice). great looks of this Super 88
RC SPORT FLYER — january/february 2012
Mounting the E-flite® 32 outrunner motor means POWER! It is secured to the motor box by 4-40 socket head cap screws.
E-flite Super Cub 25e Cub with its detailed flaps and easy-to-see-inthe-sky color scheme. What more could I ask,—how about great price? At $249.99, I thought it was priced right.
What you Get
• Fuselage, wing, empennage built • Top quality balsa Because the wheel collar is contained inside the hub, and light plywood there is lots of room on the wheel for you to add the scale hubcap. Look and you’ll see that even the struts construction have fairings like on the full-scale. • Covered in genuine ® ® Hangar 9 UltraCote covering • Functional, shock-absorbing main • Factory-painted fiberglass cowl gear with panel lines and magnets • Durable Super Cub wheels and • Corrugation detail on flaps’ and tires ailerons’ control surfaces • Shock-absorbing leaf spring • Functional split-fold cockpit door tailwheel assembly • Scale aluminum wing struts
Carbon rods hold the stabilizer in place. The support wires strengthen the tail assembly. Careful adjusting is required to avoid warping in the horizontal stabilizer.
• Traditional Super Cub trim scheme • Two-piece plug-in wings Look at how well this airplane is trimmed out. The CG was set per the instruction manual, and no trim adjustments were required.
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