Albatross D.Va Review
pg 104
World’s Most In-Depth RC Aircraft Magazine
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2013
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Hot Products
Visalia aerotow Have a look at some fantastic flying large-scale gliders and sailplanes. By Wil Byers
Fuselages Part II See how to complete the next steps in building wooden fuselages. By Jeff Troy
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advertiser index
113
Mystery airplane
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Vintage Meet Get a firsthand look at the 3rd Italian Scale Vintage Glider Meet. By Vincenzo Pedrelli
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ju-87 stuka Nitro Planes’ Stuka gets a makeover to give it much more scale in appearance. By Rob Caso
Test
Discover how the Great Planes® Cosmic Wind will let you turn in some high-speed action.
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O.S. 120AX Special Mike shows you how the new O.S. Engines 120AX Special delivers 20 percent more power. By Mike Hoffmeister
photos
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pg 96 Find out what it is like to fly a WWI fighter by getting in the cocpit of this ParkZone Albatros D.Va.
1/4-scale Corsair Take a look at this beautiful 1/4-scale Chance Vought F4U Corsair done by Pedro Sanchez. By Jerry Smith
reviews
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Cosmic Wind Discover how the Great Planes Cosmic Wind will give you high-speed action. By Michael Holman
D.Va 104 Albatros Find out what it is like to fly
pg 104 6
RC SPORT FLYER — november 2012
a WWI fighter by getting in the cockpit of this park flyer. By Anthony Richards
reviewed
pg 74
pg 80
november 2012
pg 68
pg 84
NEW DC-16
PG 88 RC-SF.COM
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Jeti DS-16 Radio
Esprit Model 1240 Clearmont St. NE #12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com
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his revolutionary, digital, 16-channel, 2.4GHz and frequency-hopping radio system is fully designed and manufactured by Jeti Model in the Czech Republic. Showcasing a solid CNC aluminum case with a fully integrated antenna, a mini USB port, built-in speaker, headset jack, metal transmitter gimbals with Hall sensors (4096-step resolution), nine ball bearings for precision movement and a large 320 x 240 backlight display, the Jeti DC/DS-16s are sure to become the new standard in transmitter performance. Two of the most important features of Jeti’s transmitters are the gimbals and switch function assignment flexibility. With the DC/DS-16 you are free to fully customize your transmitter. You can swap switches or sticks, and the on-board computer will recognize your changes and assign functions anywhere you like. All switches and channels are completely moveable and assignable. With the Jeti radio system, you can program any stick, dial, switch or slider to generate any output you choose. Other important functions are programmable sounds/alarms and even user-recordable sounds. You can monitor your temperature,
speed, battery voltage, receiver battery capacity and much more. Simply set a receiver battery capacity alarm for the desired capacity used, and once that number is reached the system acoustically and visually warns you. There is an unlimited number of programmable timers. You can easily set a timer for your overall flight time, a model memory timer for the motor run of a specific model and any number of countdown/ stopwatch timers that can be activated any number of ways. • State-of-the-art, upgradable firmware gives you programming freedom and complete control • Fully integrated digital telemetry • Mini USB port for firmware upgrades and PC download of telemetry data • Integrated speaker and 3.5-mm headset jack to play music and create custom voice alarms
• Nine-point, programmable curve mixes for all 16 digital proportional channels • You can set up not just dual, but triple rates • Pre-programmed servo setups for nearly every type of wing, tail and swash plate imaginable • Unlimited use of the on-board 2GB SD card memory • Fully integrated logical switch functions. If you need to drop bombs only if your throttle is at 50% and bay doors are open, with this system you can.
kitchen without bumping into a thing.
ParkZone Mini Vapor RTF
Horizon Hobby, Inc. 4105 Fieldstone Rd. Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com
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he tiny ParkZone® Mini Vapor® slow flyer is the ideal indoor flyer for those who don’t have a lot of room to fly indoors. Its precise, three-channel control, slow speed and light weight make it possible to navigate spaces as small as a bedroom or
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RC SPORT FLYER — november 2012
• Fully-proportional throttle, elevator and rudder control • Super Lite DSMX® three-channel receiver/ ESC • Carbon fiber fuselage rod • Carbon fiber push rods
Specifications Wingspan
8.7 in. (220 mm)
Length
11.75 in. (298 mm)
Battery
1S 30-mAh 25C Li-Po (included)
Motor
6-mm 1S brushed coreless motor
Servos
2
Price
$99.99 (PKZU1200)
• Composite plastic/carbon fiber wing structure • Lightweight PET film covering • Includes ParkZone® MLP4DSM four-channel transmitter • Includes one-cell DC charger
HOT PRODUCTS
Hitec X1 MF AC/ DC Charger
Hitec RCD 12115 Paine St Poway, CA 92064 Phone: 858-748-6948 hitecrcd.com
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he X1 MF from Hitec is an 80-watt AC/ DC computer-controlled battery charger, and the beefed-up brother of the X1 AC Plus. Economically priced and portable, this singleport, compact charger has a rotary dial design for intuitive menu navigation and effortless operation. Its unique features include a builtin motor rpm and servo tester. The universal balancing board supports most batteries on the market. Upgradeable firmware ensures
Hitec ePowerBox 30
Hitec RCD 12115 Paine St Poway, CA 92064 Phone: 858-748-6948 hitecrcd.com
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et empowered with the ePowerBox 30. Designed to provide your Hitec H4, X4, X4 Eighty or any other DC charger with the right amount of juice, this affordable power supply is sure to become a staple in your RC workshop. With an input voltage range from 100–240 AC and an adjustable output of 12–
H4 DC/DC Multicharger Four-Port, ComputerControlled Battery Charger
Hitec RCD 12115 Paine St Poway, CA 92064 Phone: 858-748-6948 hitecrcd.com
you can keep it up to date as battery technologies evolve. The X1 MF is truly the right one for beginner and sport-level electric airplane and helicopter pilots and racers looking for convenience and reliability. • Single 80-watt/10-amp charge port • Charges all battery types including lithium, NiCd/NiMH and lead-acid • Built-in motor rpm tester • Built-in servo tester • USB PC control for monitor and control via PC • Universal balancing board
• Upgradeable firmware Price $89.99 Stock # 44174
18 DC, providing up to 30 amps of current, the ePowerBox 30 is ideal for all modelers, whether they take to the air or take to the road. Its dual, 4-mm output jacks and a backlit LCD screen that displays both voltage and amperage output give this power supply amazing curb appeal. Price $109.99 Stock # 44174
single 240-watt charge port. This versatility, along with the H4’s unwavering reliability, safety functions, upgradeable firmware and PC-interface capability using our HPP-22 PC Interface, make this a must-have charger. As with all of Hitec’s chargers, the H4 works
with all common battery types, including Lithium, NiCd/NiMH and lead acid chemistries. Price $249.99 Stock # 44186
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ts sleek, aluminum design, easy-to-read backlit graphic display and four computercontrolled charging ports with lithium cell-balancing circuits, make the H4 a hit for all electric-powered airplane and helicopter pilots, as well as demanding racers and backyard bashers. Each 120-watt port is capable of delivering up to eight amps of charging power. The independent charging channels can also be paired to provide two independent 240-watt charge ports or two 120-watt ports with a
RC-SF.COM
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BY Wil Byers
Visalia Aerotow
2012
Superb Scale Soaring at a Super Site
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or probably the last 10 years, the RC scale soaring pilots from California have been encouraging me to come to Visalia to join them for a weekend of aerotowing largescale gliders. This past October I finally did just that over the weekend of October 19, 20 and 21. It was a weekend of taking in the excellent weather, enjoying lots of conversation with a great bunch of guys and watching/photographing some of the most beautiful large-scale gliders you’ll see anywhere.
Axel scale pilots are very popular with the scale glider pilots. Here you see a 1/2-scale pilot sitting in Dan’s Ka-6. FMI on Axel pilots go to: axels-scale-pilots.de.
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Visalia Aerotow 2012 Dan Troxell’s 1/2-scale Ka-6 glider is being pulled into the air at Visalia. The model sports a 295-in. wingspan and weighs about 50 lb ready to fly.
Dan’s Ka-6 uses a bright color scheme, which help with visibility at high altitudes. Most scale glider pilots want their aircraft to look like the full-scale.
We include this photo because many of the pilots at Visalia are still flying 72-MHz systems because their models get very high and sometimes far away.
Where
Visalia California is about three hours from San Francisco and the same from Los Angeles when traveling by car. It is located in the heart of the San Joaquin Valley—a rich agricultural area that is drenched in sunshine most of the year. The Visalia soaring site is just about five miles out of the downtown area to the northwest. It is easy to find. Additionally, the Visalia soaring site is located near lots of quality accommodations and some excellent restaurants. The Visalia site is most known for hosting the Fall Soaring Festival, which often draws more than 300 pilots to compete in a huge thermal duration contest. However, it also hosts two superb aerotow events and even a couple of float fly events each year. There are actually two parts to the Visalia RC airfield: the thermal duration side and the aerotow side of the field, which is also flood-able for the float fly events. The aerotow side is simply to die for. It is flat as a pancake, with mown grass that Axel is busy watching the crowd at Visalia and waiting for his next tow to altitude. If you order one of these guys be prepared to wait a while for delivery. RC-SF.COM
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BY Vincenzo Pedrielli
3rd Italian Scale Vintage Glider Meet A Gathering where Old is New!
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3rd Italian Scale Vintage Glider Meet
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nterest in building and flying RC vintage gliders is exploding in Italy. Many modelers find that modern composite gliders look too similar to each other, but vintage sailplanes, on the other hand, are very distinctive. The full-scale aircraft the models copy were all designed and built differently because the designers were searching for better performance using the empirical method. Consequently, the fuselages, wings, empennages and even canopy always had a different design and look. Also, many of the vintage gliders were built at home or in small shops. It is therefore not surprising that vintage gliders are challenging to replicate. Fortunately, though, many model glider designers are tackling This 1930s vintage Libratore Bonomi BS.17 Allievo CantĂš is an excellent example of what vintage gliders represent.
The Bowlus BA-100 Baby Albatross is a vintage glider from a 1938 design. It is a classic vintage machine.
the challenge of drawing plans and building them head on. As a result, RC glider meets for these creations are starting to pop up all over Europe, with some in the U.S. as well. Most RC glider meets include both vintage and modern gliders, either for slope soaring or aerotowing. The model glider club in Cremona, the home of the famous violin maker Stradivarius, is called the Gruppo Aeromodellistico Cremonese. Many of their members fly vintage gliders. The club just held its third annual scale vintage glider aerotow meet. What made it distinctive was that only vintage gliders were allowed to be flown—a
change from most meets. The club has 33 members with an average age of 50. However, the age range of the club members is 11 to 85. They are led by Marco Pattoni and Tullio Facchin. The airfield consists of two parallel grass runways measuring 650 x 175 ft (200 x 25 m), an area for model flight preparation and a wide parking area 125 ft (40 m) from the runways. It is a near-perfect site for aerotowing gliders and sailplanes. On Sunday, October 14, 2012, the third Scale Vintage Glider Meet took place at the airfield of Annicco, on the outskirts of Cremona. A total of 37 model builders/pilots, six tow
This is another example of the Bowlus BS-100, but it is the 1938 Super Albatross, which was a little higher performance. RC-SF.COM
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By Jeff Troy
Fuselages: Part 2 The Great Planes® Super Sportster 60
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f you’ve been following my “Building Model Airplanes” series for RC Sport Flyer magazine, you’ve watched the progress of five different airplanes as they hit my workbench and came under the camera. The five tail sections were followed by three sets of wings. Two additional sets of wing are still to come, but I figured that both you and I needed a break from sticks and ribs. The slab-sided fuselage for the Great Planes Super Sportster 60 was framed up in the October 2012 issue, and the follow-
Construction of the Great Planes Super Sportster 60 fuselage began in the October 2012 issue of RC Sport Flyer, taken to the point where the basic assembly was complete and only the nose and tail blocks were still to come.
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1 Drilling through the chin block for the nose gear is easiest if you drill down through the nose gear mounting lugs on the engine mount from the top side of the model. Slide the nose gear through the chin block and into the mounting lugs on the engine mount. Then use a pencil to mark the outline of the recess that needs to be cut to accommodate the gear’s coil spring as it travels approximately 1/2 in. from side to side.
2 up is here for you now. I promised you that a few cool methods of dealing with fuselage block would happen, and so they shall—right now. The Sportster 60 can be built with conventional landing gear—a taildragger—or with tricycle gear. I chose the “trike” version because the other four airplanes in this build series were all taildraggers. Before installing the nose blocks on the Super Sportster 60, nose gear mounting must be addressed. The Great Planes engine mount that comes with the Sportster kit has mounting lugs on its upper and lower frames to hold a nose gear. The gear will slip through the wooden bottom (chin) block and go into these two 42
RC SPORT FLYER — november 2012
3
4 Locating the mounting hole positions on the engine mounting beams is simplified if you use the Dead Center Hole Locator from Great Planes. This springloaded tool uses a 1/6-in. drill bit to make perfectly centered starter holes in all kinds of modeling situations. Position the engine on the mounting beams and insert the cone-shaped tip of the tool into one of the engine’s mounting lugs. Press down and turn the upper knurled fitting to drill a starter hole into the beam. Use the tool to drill the remaining three starter holes, and finish by drilling a 1/8-in. hole through the beams at the four starter marks. Screw the engine down with four #8 sheet-metal screws.
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Fuselages: Part 2
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7 Prepare the upper side strips for the forward deck block by shaving them flat with a razor plane. You’ll discover that a razor plane is one of the must-have tools for your workshop. They are inexpensive but invaluable to working wood on models like my Great Planes Super Sportster.
mounting lugs. There, it will be secured by a 5/32-in. wheel collar and the steering arm, which is more correctly called a tiller. Getting the hole through the chin block in the correct position is easier than you might think. Instead
Use the bar sander with coarse sandpaper to sand the side strips flush with the tops of the two bulkheads and firewall. Work as neatly as possible to prevent getting sanding dust inside the engine. I didn’t, but you should probably protect the engine with a plastic bag or a layer of kitchen wrap.
of poking a dozen holes through the chin to find the mounting lug, just use a long 5/32-in. drill or a piece of sharpened-brass tubing to go through the mountings lugs from the top, passing downward through the chin block. When the hole is drilled, slide
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the nose gear through the hole and into the mounting lugs until the nose gear’s coil spring touches the chin block. With the nose gear inserted and the coil facing the rear of the fuselage’s tail, rotate the gear
9 You must add the forward deck block and the two side blocks to the fuselage, followed by any scraps needed to locate the plywood nose ring in its proper position. I used CA glue to fasten the blocks into position.
Tack-glue three or four 1/16-in. scraps between the nose ring and spinner backplate before gluing the nose ring to the fuselage. This will ensure that the clearance between the spinner and nose of the finished model is set properly.
Use the razor plane to shave the deck block, side strips, side blocks and chin block to blend into the fuselage sides and nose ring. The engine won’t be needed after the muffler and carburetor clearances have been cut, so this is a good time to remove the engine.
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Use a cutting bit on a rotary tool to open the recess that you previously marked for the nose gear coil. If you don’t have a rotary tool, you can do the job with a hobby knife and a #11 blade by making a series of puncture slices all around the pencil mark. It’s a bit tedious, but it works.
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Bill Sunick poses with his modified Stuka, refinished to replicate Hans Rudel’s aircraft.
By Rob Caso
I
agree with my longtime friend and flying buddy, Bill Sunick, that the Stuka is not a “cuddly, let’s make friends” kind of airplane. Like its fighter counterparts, the Bf-109 and Fw-190, one look at it tells you what it was built for and, for that matter, who built it. It has none of the graceful lines and careful pedigree of, say, a Spitfire. Nor does it have enough of a resume or good looks to one day become a show airplane or a racer like a P-51. A racing Stuka? Perish the thought. No, the Stuka lived in the mud, doing the thankless job of an offensive guard on a rainy airfield in a grungy uniform. While the rest of the Luftwaffe was high above the muck bagging glory, Hans-Ulrich Rudel in his cannon-laden Stuka was bagging over 500 Russian armored
Nitro Planes’ Ju-87G Stuka Quick and Easy Modifications to Give it that Warbird Look! If there is a more “means business” looking airplane on the airfields, I haven’t seen it.
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RC SPORT FLYER — november 2012
Nitro Planes’ Ju-87G Stuka
Multiple colors make up the exhaust stack stains. The engine area was weathered heavily.
vehicles, oftentimes flying in weather so bad that, as he wrote in his autobiography, “even the birds were walking.” On at least one occasion in such conditions, Rudel actually landed on a road and taxied back to his lines. Can you imagine the looks on the faces of troops who saw that thing rolling in? Go read his book, Stuka Pilot, and find out. With all that history and color, Bill and I both agreed that if Bill was going to do a Stuka, there really was only one to do—Rudel’s “G” model “Kanonenvogel” in winter camouflage, as if you had to ask. The “D” and “G” both were upgraded with a 1400-hp Jumo inverted V-12 engine, thus alleviating the “Sorry, I have the mumps” look of the earlier versions. We feel that the later
Bill made grills for the forward air scoop and offset its divider as per scale. There is a cannon sound speaker hiding within.
With all that dihedral built into the wing, the Stuka is a stable flier and a good everyday model.
The chipped effect along the wing walks was achieved applying salt in the necessary areas as a mask.
All markings were painted—there are no decals on this model. Photos indicated that the yellow recognition band was also whitewashed. RC-SF.COM
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BY Mike Hoffmeister
120AX Special
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Two-Stroke Glow Power to Write Home About
he O.S. 120AX offers a 20 percent increase in displacement and power compared with .91-size engines, while adding almost no additional weight. Also, it fits into the .91’s mounting space. Sounds good, right? Now O.S. has taken things a step further by releasing the 120AX Special—an improved performance version of the 120AX. According to O.S., the primary impetus for this higher-performance version was to provide an improved power plant for AT-6 Texan Pylon Racing, which is very popular in Australia. We don’t care what the reason was for the new engine, but we definitely like reaping the benefits of an additional 8–10% power output with the usual level of O.S. reliability and ease of tuning. O.S. made three fairly simple changes that work together to deliver the performance gains. Importantly, they did so without
sacrificing reliability or durability in the process.
Why to Buy
The O.S. 120AX Special produces excellent power in a compact package yet fits in the same space as a .91-size engine. It is offered at a reasonable price. This new engine delivers outstanding reliability and ease of tuning, O.S. hallmarks. It is compatible with a broad range of propeller sizes, making it suitable for The 120AX Special is a compact and attractive engine, combining the usual outstanding O.S. casting quality and appealing, functional design of the cooling fin shapes. The only externally visible difference from the standard 120AX is the machined aluminum velocity stack attached to the carburetor.
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RC SPORT FLYER — november 2012
The O.S. 120AX Special is shown with the optional muffler and adapters that were tested as part of this review. Various muffler configurations are possible by combining these parts, which can support a multitude of installations.
larger-scale, aerobatic/3D or warbird aircraft.
Break-In and Performance Testing
I used Wildcat brand 15% Premium two-stroke fuel for break-in and testing. There are plenty of other fuels on the market that will perform just as well, but just make sure that the fuel you select complies with the requirements listed in the user manual. O.S. specifies 15 x 10–12 or 16 x 8–10 propeller sizes. As part of this review, we tested these sizes, plus a 17 x 6, to fully explore the 120AX Special’s capabilities. We also did some comparative testing of different muffler adapters offered by O.S. After mounting the engine to the test stand, installing an APC 15 x 10 propeller, fueling the tank and connecting the hoses and doublechecking everything, I primed the engine by choking it and flipping the
O.S. 120AX Special propeller a few revolutions by hand. The engine started promptly. I used my Sullivan electric starter to turn it over. Later I would flip start the engine many times and found it very easy to start by hand. The O.S. break-in process requires running the engine at full-throttle with a widely varying, high-speed needle setting. Basically you run the engine very rich for several seconds, then lean it until the rpm comes up and it’s running clean at near-peak revolutions. You hold it there for a few seconds, then immediately richen the high needle until the engine slows considerably and starts blowing a lot of smoke and fuel mist from the exhaust. You’ll repeat this process for a couple tanks of fuel, with steadily increasing durations of near-peak rpm periods. I found that it tuned well and idled/transitioned really well even
O.S. puts material where it is needed for cooling capacity and structural rigidity, while keeping weight to a minimum. This view shows how the angled needle valve and fuel inlet fitting keep things away from the propeller.
before completing the initial break-in running. Once the break-in was complete, I tuned the low and high needles in a back-and-forth manner until it delivered slow and steady idle speed, with clean acceleration when the throttle was opened rapidly. I set the high needle about 100 rpm on the rich side of peak (a few clicks more open on the high needle than the setting that produces highest rpm). The instructions included a clear, step-by-step approach to tuning the carburetor. After break-in and tuning, the engine could easily hold 1500–1600 rpm idle without stumbling upon quick throttle opening, and it also held steady rpm at full throttle. I used a digital sound pressure level meter on a tripod to collect sound pressure level data. The meter was set at the same height as the crankshaft centerline, with the meter at a 45-degree rearward angle from the propeller hub, at a distance of 10 ft. The meter was set on the A-weighting scale, which simulates the frequency sensitivity of the human ear. The E5020 Power Box muffler (not
This front view shows the sleek, chiseled look of the 120AX Special, along with the large intake passage in the velocity stack, which smooths and accelerates airflow into and through the carburetor.
A rear view of the 120AX Special displays how short and compact the engine is. It also shows the ribs in the engine’s back plate and extra material around the combustion chamber that add stiffness in key areas.
included with the 120AX Special) proved to be very effective, and much of the noise was from the propeller. I measured 87.3–92.3 dBA, with the highest noise level from a 17 x 6 RC-SF.COM
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BY Jerry Smith
Quarter-scale Six Months in the Making For this Beauty
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edro Sanchez has a passion for warbirds! His hangar is full of them. His latest project has been a 1/4-scale Chance Vought F4U Corsair. The build started when Pedro was given an expensive handmade aluminum tail wheel by a friend. It was a perfect fit for a 1/4-scale Corsair. Then all he needed was an airplane to put it in. The tail wheel was the motivation Pedro needed to build the Corsair. He starting by using a set of Ziroli plans that he had blown up to 1/4-scale size. Pedro’s Corsair is built mostly of balsa and aircraft plywood. The wings, tail and fuselage were sheeted and glassed. Then rivets, spot welds and panel lines were added to detail it. The outer wing panels are fabric covered aft of the main spar, as are the ailerons, rudder and elevators. The unusual paint scheme and graphics bear the number of an aircraft that belonged to the Georgia squadron and was flown in the Pacific. Pedro found the details of the aircraft online. The 110-in. wingspan, 70-lb Corsair is powered with a mighty four-cylinder DLE 222 engine. It swings a Solo three-blade, 32-in.
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RC SPORT FLYER — november 2012
Quarter-scale Corsair
Corsair
RC-SF.COM
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BY RC-SF Staff
18MZ Radio System High-end 2.4-GHz Performance with Telemetry
This feature-rich transmitter system delivers lots of programming power and an ergonomic design that gives you a competitive edge.
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utaba’s new flagship radio system, the 18MZ, adds telemetry to the 2.4-GHz Futaba transmitter lineup. For those who are not familiar with it, telemetry is when an airplane’s transceiver communicates bi-directionally with the transmitter to provide real-time data from the airplane, glider or helicopter. The flight data can be information such as engine rpm, airspeed, altitude, current, temperature, rate of climb, battery voltage, GPS location or fuel level. The pilot or co-pilot can either read the information on a display or get the data audibly. Also, various alerts and alarms can be set to announce when a preset threshold is reached or crossed. For example, you can program the system so that the transmitter will vibrate whenever the battery voltage drops below a certain value. Telemetry is extremely useful for pilots and co-pilots. Not surprisingly, once you start to use it you will wonder how you managed to fly RC aircraft without it. While telemetry is a huge part of the new Futaba 18MZ transmitter, it is but one part of this new featurerich, extremely programmable system. In fact, one could argue that the Futaba 18MZ is one of the most capable 2.4-GHz transmitter systems now being sold in the USA. Its user interface, ergonomics, control sticks, levers and switching systems are extremely well engineered. While not the least expensive transmitter in the RC marketplace, this 18-channel system provides the programming power that the professional pilots demand and use to win contests. Let us explain why this new
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system is worth every penny you’ll spend to buy it.
Package Contents
The 18MZ comes in a strong, attractive brushed aluminum case. All of the standard RC components are included: transmitter, wall charger, neck strap, switch harness and receiver. The transmitter is equipped with a 7.4-V 3500-mAh LiPo battery as standard with the system, which will provide six hours of run time.
The battery is easy to remove or replace too—just open the side cover on the side of the radio, lift the cover and slide it out. Futaba includes an extremely detailed and helpful 164-page printed manual, which is available as a PDF downloadable file. Even though the manual will explain how to use this new high-end transmitter system, the logic of the programming is so well engineered that programming the radio is nearly
Futaba® 18MZ Radio System Part 1 The 18MZ’s top end has four three-position switches, three volume controls, four sliders, four trimmers, two on/off switches and two ultra-smooth control sticks with tension adjustment.
intuitive. The manual comes with a removable clasp and is three-hole punched so it can be put into a binder if you’d like.
18MZ Transmitter
This is Futaba’s first 18-channel RC transmitter. It offers 16 proportional control channels and two digital ones. Most pilots will never need that many channels, but if you fly large-scale or model aircraft with complex control systems, the
Futaba 18MZ is a perfect choice. At 41 oz (1.16 kg), this transmitter is definitely heavier than some of the other transmitters in its class. The 18MZ’s case has a very utilitarian design to it, as does its touch-screen display. This Tx feels very solid in your hands and is surprisingly comfortable to use. The trim levers are well positioned, as are the three-position switches and four ratcheted sliders (two on the front and two on the sides). The on/off buttons are well
At 41 oz the Futaba 18MZ is not a lightweight transmitter, but its extra mass and excellent hand-hold design mean the transmitter will remain steady in your hands.
placed just above the neck strap clasp. There are three rotary volume controls just below the antenna base. The control sticks are ultra smooth, and each can be tensioned to fit the pilot’s preference. At the bottom of the touch screen are four rectangular buttons for System Menu, Linkage Menu, Model Menu and Return. Just below them is a rotary key for toggling between display functions. Finally, the durable handle at the rear top of the transmitter’s case makes for easy carrying. On the back of the radio is the trainer port. Below it you will find a small door that provides access to the headphone jack, charging port and direct connect for the S. BUS. On the transmitter side is a door that slides to the back of the radio, allowing access to the LiPo battery, two USB (universal serial bus) ports and the SD (secure digital) card, which in the case of this radio is 16 GB. No matter how you look at this transmitter system, it is engineered, designed and built for the serious RC pilot/competitor with solid, logical functionality. Its programming, ease of use and ergonomics will inspire an RC pilot’s confidence, as will the extremely solid, dependable Rf
As you can see, the sliders and switches are redundant from side to side. This gives the transmitter a balanced feel in your hands so you won’t be searching for a control. RC-SF.COM
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BY Anthony Richards
Aurora 9 High-End, Professional Performance at an Affordable Price
Because of the new 5.1-in. touch screen and excellent design, the front of the Aurora 9 has a clean look and is free of any extra buttons and switches.
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hen flying a remote control (RC) aircraft, the pilot must be able to control it with ease for optimal performance. Options like retractable landing gear and flaps require a transmitter that can handle those function as well as the basic controls. Add programmable mixes along with 3D control functions, and the transmitter must have added control power. In today’s RC world pilots are starting to demand flight data to understand the aircraft’s realworld performance. There is a very powerful and affordable transmitter that can give you this power now and into the future. Enter the most sophisticated transmitter Hitec has produced to date, the simple-to-use Aurora 9. The Aurora 9 is an Adaptive Frequency Hopping Spread Spectrum (AFHSS) 2.4-GHz, PPM/PCMcompatible transmitter. It comes in an ergonomically designed, lightweight case that features a 5.1in. backlit touch screen. It includes nine assignable control channels. The control sticks have grip tips that fit one’s fingers or thumbs comfortably because of their flared tops and adjustable lengths. They deliver excellent control response due to their ball-bearing gimbals and adjustable tension controls. The Aurora nine-channel transmitter has memory storage for 30 models. It can be programmed for three different model types: ACRO for powered airplanes, GLID for gliders or HELI for helicopters. All the model types have programming functionality in depth with customizable menus. Once you’ve programmed an airplane setup into 74
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memory, features like adjustable throttle-lock, channel functions, dual rates and exponentials, subtrim, servo reverse, mixes and other fine-tuning options give the pilot complete ease of control over an airplane’s flight handling and safety. Although the Aurora 9 is only compatible with Hitec Optima AFHSS 2.4-GHz receivers, it can use interchangeable 72-MHz FM and QPCM Spectra Pro modules. Because the built-in Aurora software allows for programming different 72-MHz channels through the transmitters
menu, pilots no longer have the hassle of removing and replacing the adaptor to swap channels. Battery options include the factory-installed six-cell, 2000-mAh NiMH, a six-cell NiCd or a two-cell LiPo battery pack. With the LiPo option, however, the battery must be removed from the transmitter for charging. The charger that is supplied with the transmitter is only meant for NiCd and NiMH packs. The stock charger is compatible with either 100 or 220 V DC. The charging port is found on the back of the transmitter.
Hitec Aurora 9 Part 1 A series of four toggle switches and two trimmers are at your fingertips. They can be used as channel controls or adjustment controls for your aircraft.
On the right top side are four toggles and one trimmer that function the same as those on the left to allow for the pilot’s control preferences.
When programming an aircraft’s parameters into the Aurora 9, certain channels will be automatically assigned to specific switches, but can be re-assigned to other controls later.
The charger is designed to charge a 4.8-V receiver pack as well. Touch screen navigation is easy! You simply touch the word or icon on the display to access menus. Then you’ll adjust values in the same fashion by touching the screen appropriately. The touch screen eliminates the need for extra buttons, which leaves the front of the transmitter clean. Accessing the system menu and sub-menus is done by touching the wrench icon on the screen. It’s extremely intuitive navigation. The home screen menu provides easy-to-read model number, name and type information on top of live data that may come from your model’s onboard telemetry. All screens are organized well and provide excellent pilot information and feedback. The transmitter comes with the now-standard digital trims and programmable sub-trims. They RC-SF.COM
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BY RC-SF Staff
The Professional’s Radio Pick with Real-time Telemetry Built In
DX18
R
C pilots continually push the outside of the performance envelope with their aircraft and control hardware. They just won’t settle for second best! RCers are designers, builders and most importantly innovators. As such, they are constantly seeking RC systems that let their aircraft go above and beyond what they were previously capable of doing. Spektrum’s new DX18 is a prime example of how the industry is continually striving to make better products for RC consumers. The new DX18 is innovative, has superb design lines and is built to last well into the future. What we found in this new system is pretty riveting. Spektrum’s new system is certainly going to change
The case design provides superb ergonomics for the pilot, with the sticks, switches, sliders and trimmers well placed.
the way you interact with your aircraft, as well as how you control them. Here’s the lowdown.
What You Get • • • • • • • • • •
18-channel transmitter 2600-mAh LiPo (Installed) 12-V DC Global power supply SPMAR9020 9-channel receiver DX18 Neck Strap Hex Wrench Decal Sheet SD Card Bind plug Manual
Ergonomics The left top side of the transmitter sports three 3-position switches and one 2-position switch, plus the bind button and a trimmer.
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The right top side of the transmitter sports three 3-position switches and one 2-position switch, plus a potentiometer and a trimmer.
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Let’s start our review by telling you that the case of the new DX18 is unlike any you’ve seen. It is lightweight and has an excellent
Spektrum DX18 part 1 feel in your hands. The rubber sides and rear grips give you a secure hold on it. The sticks are well positioned for either thumb or thumb and finger control. The sticks are adjustable both in height and tension, and their tops are machine serrated to enhance the grip between thumb and stick, which augments the control feel greatly. The trim levers for the digital trims for channels 1, 2, 3 and 4 are well placed below and adjoining the sticks’ positions at the center of the case. The on/off Here you see how the top left side of the transmitter Here is how the right top side of the transmitter is switch sits in a recess is laid out. Notice that 2-position and 3-position laid out. Again notice the lettering to identify the just above the neck switches are identified by letters. control switches. strap loop. The neck strap loop is situated The switches and slider on the left antenna, with another in the case. The so the radio lies horizontally when top of the transmitter are mirrored access points for adjusting tension it is around your neck. At the top on the top right of the transmitter, in the sticks are on the back as well, left of the transmitter’s case are with the exception of the long handle with some points hidden beneath three 3-position switches and one toggle snap switch in the very top the hand grips. The trainer port is 2-position switch, plus the bind back position. There is also a rotary located just above the battery cover. button and the left trimmer. The knob positioned on the top right To get to the SD slot, however, you’ll two long handle toggles in the group position of the radio, adjoining the need to remove the battery cover let you recognize them by feel only. two toggle switches. All the switches and investigate the bottom of the There is a rotary slider control on on both side of the transmitter are transmitter. the left top side of the case, which positioned so that the pilot will The LCD screen on the radio uses indent positioning. It is very recognize their function by feel only. measures 3.4 x 1.55 in. of viewable easy to access with your index finger The carry handle is located on the area. To its left are the speaker without taking your thumb off the back of the radio. It also houses on grill, the Back button and the Clear control stick.
The right side of the transmitter has the rotary slider plus the charging port. The sides of the transmitter are rubber, which enhances your grip.
This shows you the left side of the transmitter. A helpful feature is that the control sticks’ tops are machine serrated for a better thumb grip. RC-SF.COM
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BY Anthony Richards
XG11
T
op-level pilots fly the biggest, fastest and most complex and competitive model aircraft available today. They demand an RC transmitter that has the most programming power available— one with high-end control mixing, three control rates, precise control sticks, low latency and a system that allows for fine-tuning adjustments to control surfaces and functions. Control over nearly every variable of their complex and intricate aircraft is essential. The Japanese Remote Control Company (JR) has long recognized the demands of these pilots. JR has been in business many, many years. It has an outstanding reputation in the RC business, having produced high-end, high-quality radio equipment for the world’s best RC pilots. JR manufactures transmitters, servos, receivers, programmable robots and other electronics. It was also a pioneer in the area of 2.4-GHz radio systems. Now JR is introducing its new flagship radio system, the XG11.
What You Get
The ergonomic design of the XG11 is best seen in the easy-to-reach placement of the throttle stick, trim tabs and corner switches.
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The new XG11 comes in a sturdy box that has two styrofoam shells to safely encase the transmitter and the accessory equipment. My XG11 radio for this review arrived in perfect condition. Inside the box was a JR Propo RG1131B 11-channel DMSS receiver, which is purposely built to work with the XG11. The receiver features two coaxial antennas and a remote antenna that is designed to take advantage of the XG11’s new spread spectrum technology and telemetry. Operating each switch with the index finger and The transmitter moving the sticks with the thumbs are accomplished comes equipped with by feel—you need not look down!
JR XG11 Part I a 2S 6.4-V 1400-mAh LiFe battery installed. A wall charger that can adapt to voltages from 100–240 V at 50–60 cycles, and that delivers 1.3-amp, 9 V DC, is included. The LiFe battery is lightweight and is charged through a regulated control circuit built into the transmitter. A 124-page user’s manual is provided and is also available as a PDF download from jrradios.com. It provides extensive details on how to program the transmitter for airplanes, helicopters and gliders. It is an easyto-follow instruction set, with stepby-step procedures for programming the XG11 for all types of aircraft. The manual includes illustrations alongside the text to guide you through specific procedures. A packet of tools and hardware for adjusting the stick plates and a bind plug are included in the XG11’s package as well.
The controls are built around the pilot’s hands. The switches and sliders are comfortable to reach with the index fingers.
Showcasing the special attention paid by JR, the placement of the rear sliders and snap switches complements the transmitter’s handholds.
What DMSS Is
The JR XG11 11-channel transmitter incorporates a 2.4-GHz system called the Dual Modulation Spectrum System (DMSS). DMSS uses broadband frequency hopping over a spread spectrum rather than the conventional hopping over a narrow band. This ensures that when RF noise or competing noise is present, the control signal will reach the receiver intact. Unlike most other 2.4-GHz systems, DMSS uses a wide band RF transmission that runs across a true spread spectrum, so its signal is durable and resists RF noise. The radio’s DMSS-equipped receivers also make use of dual coaxial antennas and a remote receiver to allow for operation in any RF environment. Two-way communication between the transmitter and receiver allows for the receiver to transmit aircraft flight data back to the transmitter via a built-in telemetry system. The telemetry data is displayed in real time on the transmitter’s LCD screen—very cool! Note that the XG11‘s new E-Z Bind system eliminates the need for a bind plug in specific park flyer receivers. You only need to turn on the transmitter, and after three seconds the receiver will recognize
The opposite side mirrors the right side design. Switches, stick, trim tabs and menu buttons can all be toggled effortlessly.
the RF signal from the transmitter and automatically bind to its 2.4-GHz signal.
The Transmitter
You can see that the XG11 has a clean, ergonomic design that is enhanced by a metallic face with very little clutter in design. The large backlit screen is easy to read and displays all of the programming
information in an easy-to-understand logic system. The XG11’s case is plated in a great-looking titanium finish that is extremely durable. At 2 lb (32 oz) with the LiFe battery installed, the transmitter is lightweight and easy to hold. Your hands will conform to the case and its grip pads, which provide a natural and comfortable hold. The on/ off switch is well positioned in the RC-SF.COM
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BY RC-SF Staff
DUPLEX DC-16 A Fresh, Functional Face in an RC Transmitter & Receiver
J
ETI model Company is known in the RC world for their speed controllers and motors. JETI has been in business since 1993 when Mr. Jelen and Mr. Tinka formed a partnership to produce electronic speed controllers. The company has grown significantly since then and now offers a range of electronic components that use surface mount technology. Their latest entry into the RC market is duplex transmitters and receivers, including the new and exciting DC-16. The DC-16 is a paradigm shift in transmitter design and technology. It was built from the ground up by a team of professional pilots and world champions. The project plan was to create a transmitter/ receiver system that would provide an optimized user interface and programming
The DC-16 design goes back to the basics, giving you function and features before form. The control sticks, switches, sliders and programming buttons are very well positioned.
options yet be extremely durable and easy to program.
In the Case
What you get when you open the sturdy aluminum case is a 16-channel transmitter housed in an inner foam case. There is an R9 nine-channel receiver and a 100- to 240-V AC wall charger. Also, a 6-ft-long, five-pin mini-B USB cable is included, which provides the transmitter to computer connection when needed. On the top of the radio you have the antennas buried inside the handle. To the right of the handle is the mini-USB port, while to the left is the charging female receptacle.
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Jeti USA DUPLEX DC-16 Part I
In the upper right corner of the case’s face are two three-position and two two-position switches. There is also a rotary knob with a slider on the right side of the case.
Our review radio came with a very well-made, carbon simulated transmitter tray. We also ordered some of the telemetry gear including: a four-channel expander, USBa, GPS, variometer, voltage sensor, speed sensor, voltage and current sensor and battery voltage sensor.
Transmitter Design
The DC-16 transmitter is built around an extremely rugged and durable aluminum case. It includes two control sticks with adjustable lengths as well as tensions. They are metal quad-ball-raced sticks that use Hall sensors to provide maximum control sensitivity and friction-free
The upper left face of the transmitter is a mirror image of the right in both position and function. Notice the numbering, which represents the switches and channels.
movement. The control feel is silky smooth—almost unusually so. At the center top of the front panel is a 3.8-in. backlit LCD display. It provides a clear, legible screen that you can see in any lighting condition. Just below the LCD screen are five function buttons (F1–F5) that you will use to start timers, clear settings, navigate around the boot-up screen and move left and right in the on-screen menus. To the immediate left and right of the function buttons are one each three-position toggle switches. The power button is positioned just below the navigation buttons. In the upper right corner of the transmitter’s face are four
In the lower right corner of the transmitter’s face is the menu, rotary selector with selection button and the esc key. In combination these are super easy to use when programming the Tx.
toggle switches—two are threeposition and two are two-position. Adjoining these switches, but to their lower left, is a rotary knob you can program for a specific function. The switches and knobs are mirrored on the upper left side of the transmitter. Below and just slightly to the left of the right control stick (channels 1 and 2) are the digital trims for this stick. Again, it is mirrored for the left stick (channels 3 and 4). On both the upper right and left sides of the aluminum case are slide levers, which are smooth and friction free. In the lower right position of the case are the menu and escape buttons with the 3D wheel positioned between
In the lower left corner of the transmitter are the speaker and headphones jack. The speaker is plenty loud, and the headphones and sounds will help you when using telemetry systems.
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BY Michael Holman
Cosmic Wind T
Throttle Way Up for Fun on this Little Racer
he original Cosmic Wind was built by a group of Lockheed employees, including Tony LeVier. The project started in 1946, and three aircraft were built. They were designed to compete in the 1947 Goodyear Trophy Race, which was held in Cleveland, Ohio. The airplanes finished in third and fourth place. Later, in 1964, one of the three Cosmic Winds (Ballerina) finished in first place at the Kings Cup Race in the United Kingdom. One of the original aircraft is now on display in the Experimental Aircraft Association’s AirVenture Museum in Oshkosh, Wisconsin.
Great Planes’ model of Cosmic Wind is a hot, little, lightweight, electric-powered and almost-readyto-fly (ARF) airplane that looks fast just sitting on the runway. It is the kind of model that anyone who likes handling quick, responsive models will get a thrill flying. I know I did!
What you Get Airframe Landing Gear Wheels Hardware Pack
Needed to Complete • Motor
The Cosmic Wind remains very stable, even through a slow inverted pass down the length of the runway.
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RimFire .10 outrunner • Speed controller Electrifly SS 25-amp ESC • Servos (3) Futaba 3114 micro • Battery 11.1-V 1800-mAh 3S LiPo • Propeller 8 x 8 Thin Electric • Servo Extensions 1 x 9-in. • Transmitter Futaba® 6J • Receiver Four channel min.
Positioning the plane right between the camera and Mt. Adams, I gave it full power, and it screamed towards us!
Great Planes Cosmic Wind
In Flight
At the airfield, the wing was bolted on and the battery installed. After doing a quick radio range check, the Cosmic Wind was ready to fly. Ground handling is good on the pavement, but the tail wheel is pretty small, so unless you are taxiing it on a close-cut grass runway it would be a bit difficult to maneuver. However, once it was lined up on the paved runway at our airfield, I gave it power and it accelerated rapidly. It used only a short amount of runway before it was airborne. As is to be
This shows the Cosmic Wind coming down for a high-speed inverted pass above the runway.
Dropping one wing, I brought the Cosmic Wind down low above the runway for a photo pass.
This is how the kit looks out of the manufacturer’s shipping box. You get a fuselage, wings, stabilizers, canopy and pushrods.
This is the hardware needed to complete the kit. You’ll have to buy a motor, speed controller, battery, propeller, receiver and servos.
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BY Anthony Richards
I
n the early years of aviation, the First World War (WWI) broke out in Europe. Airplanes were almost immediately put to combat use. American air power was next to nothing, while the British and French led the Allies against the juggernaut that was the German Luftstreitkräfte. Allied pilots flying Sopwith and Nieuport biplane fighters engaged superior German Fokker triplanes and Pfalz biplanes over a lifeless noman’s land. The advanced German aircraft coupled with elite pilots made for air superiority in favor of
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Albatros D.Va BNF A World War I Warbird for the Park Flyer Collector the Central Powers. One of these war machines was the Albatros D.Va—an improved version of the successful D.III. The D.V was nearly identical to the D.III with the exceptions of its more elliptical fuselage and its revised aileron linkages that were contained
entirely within the upper wing. Much like the D.III did, the D.V began to experience significant structural failures in the lower wing in service. These continued failures and the Flying the large ParkZone Albatros D.Va is both easy and fun, but it is not an aircraft for beginners to fly solo.
ParkZone® Albatros D.Va BNF The unique trim scheme, replicating Manfred von Richthofen’s D.V colors, gives the aircraft high visibility when flying low. It looks great too!
minute improvement in performance over the D.III caused pilot discontent, and famed ace Baron Manfred von Richthofen remarked that the D.V was “so obsolete and so ridiculously inferior to the English that one can’t do anything with this aircraft.” Subsequently, Albatros reworked the D.V into the D.Va, which incorporated strengthened wing spars, a reinforced fuselage, heavier wing ribs and the addition of a 180hp Mercedes D.IIIaü engine in place of the 170-hp Mercedes D.IIIa. These improvements made the aircraft 50 lb (23 kg) heavier than the D.III, but slightly better to pilot than the D.V. The structural problems weren’t entirely resolved. As a result, the D.Va only saw service with the Luftstreitkräfte as an alternative to faultier Fokker Dr.I and Pfalz D.III aircraft until it was replaced by the Fokker D.VII. Note that Richthofen flew the D.V from late June to late July in 1917 before switching over to his famed Fokker Dr.I triplane. During that month, Richthofen was shot down in his D.V near Wervicq, Belgium by British ace Captain (Capt.) Donald Cunnell in an F.E. 2d after Richthofen engaged Cunnell’s formation. Richthofen was downed after suffering a head wound that immediately disoriented The kit includes the airframe, an optional rear wheel, him and rendered him skid bar, a LiPo battery, LiPo balancing charger, hardware and a detailed manual. temporarily blind. He
With the kit’s 11.1-volt 1800-mAh LiPo battery, the Albatros D.Va delivers an impressive amount of motor runtime per charge.
The receiver and servos are factory installed, and they fit comfortably into the fuselage of the Albatros D.Va. A latched hatch covers them. RC-SF.COM
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