RC Sport Flyer Nov 2013 (Vol 18-11) by RC Flyer News

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

THE RC AIRCRAFT PILOTS AND BUILDERS MAGAZINE

Exclusive Event Report Cubs n’ Cousins 2013

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

PUTS YOU

IN THE ACTION TESTED O.S. GF40 4-Stroke Gas Engine NEW JR XG14 Transmitter Moswey Glider

USA & CANADA $6.49

A 26-CC POWERED TAYLORCRAFT

That is Bind-N-Fly Fun!

RC-SF.COM NOVEMBER 2013

PG 22 DEPARTMENTS

10 12 112 113

LEADING EDGE HOT PRODUCTS

HOW TO

GAS MIX RATIOS This easy-to-read chart will explain the mix ratios needed for gas-powered 2-cycle engines. By Staff

AEROBATICS #8 P-FACTOR Daniel explains why P-factor can impact your airplane’s flight in all attitudes. By Daniel Holman

DARK ART OF FPV FLYING In part one of FPV flying, Patrick Sherman details what FPV flying entails. By Lucidity

ADVERTISER INDEX MYSTERY AIRPLANE

PG 68

EVENT

RC SPORT FLYER — NOVEMBER 2013

CUBS n’ COUSINS See why this event was so much fun for Cubs pilots of all kinds. By Wil Byers

BUILD

BRISTOL BEAUFIGHTER #4 Get if from the best in the business on how to build landing gear. By David Wigley

COVERING THE DALLAIRE SPORTSTER In this issue Jeff shows you how he covers his model’s wings using his divide-by method. By Jeff Troy

LEARN COCKPIT FABRICATION See what all it takes to build a cockpit for a Top Gun winning airplane. By Rob Caso

TEST

O.S. GF 40 GAS ENGINE You’ll get an inside and out look at the new O.S. Engines GF 40 in this test. By Mike Hoffmeister

Thrust Flight Direction

NOVEMBER 2013

PG 50

PG 42

Decreased angle of attack Increased angle of attack

REVIEW

80 COLUMN

E-POWER COLUMN #2 Learn why resistance is a big part of any electrical circuit’s ability to deliver current. By Andrew Gibbs

PHOTO

PEDRO SANCHEZ’S STEARMAN Take an up-close look at this beautiful Stearman to see how it gets married to a Moki radial engine—it’s gorgeous. By Jerry Smith

PG 30

HANGAR 9 PA-18 SUPER CUB If you are a Cub lover, give this review a read before buying your own. By Wil Byers & Gene Cope

ICARE RC MOSWEY This 1/3.785-scale glider uses molded construction but looks scratch built. See why. By Wil Byers

JR’S NEW XG14 RADIO SYSTEM We show you why this new, true 14-channel 2.4-GHz DMSS system may just be the hottest new radio in RC. By SF Staff

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HANGAR 9 26CC TAYLORCRAFT When it comes to a BNF scale airplane, this model is going to be hard to beat. By Wil Byers

PG 90

RC-SF.COM

AeroWorks 30cc Laser 200

AeroWorks 4903 Nome Street Denver, CO 80239 Phone: 303-371-4222 aero-works.net

he laser was the standard for RC and full-scale aerobatic aircraft. The new AeroWorks 30-cc-powered Laser 200 ARF is QUICK BUILD series aircraft. It will be an iconic airplane for a new generation of RC pilots. Designed to dominate full-scale aerobatic competitions, the Laser 200 model is a true pilot’s airplane, capable of smooth lines, mind blowing tumbles and extreme 3D aerobatics. The Laser’s large tail provides exceptional control authority while still allowing the airplane to draw clean, graceful lines, which allows for a truly versatile aerobatic thoroughbred. The AeroWorks scale Laser 200 features balsa and laser-cut construction, a twopiece wing, removable quick release canopy, flying wire supported tail, fiberglass cowling and wheel pants, as well as the best in SAE-sized hardware. If you like scale and aerobatics combined, this new 30cc Laser is sure to impress RCers with looks and flight performance.

• Painted and pre-mounted 7075 aluminum landing gear • High Quality SAE hardware package • Adjustable pushrods with centering nut • Two-piece wing design • Carbon wing tube • Covered in ULTRACOTE™ • Pre-hinged wing with pin style hinges • One servo wing • Large control surfaces double beveled for maximum throw • Pre-mounted fiberglass cowl and wheel pants • Pre-mounted and tinted canopy • Quick release canopy hatch • Pre-installed and fuel proofed engine box • Laser-cut engine mounting templates provided

Specifications Wingspan

76 in.

Wing area

1121 in.2

Length

67.5 in. (rudder to spinner)

Cowl width

8.75 in.

Weight

11.5 lb

Engine

30- to 35-cc

Radio

6-channel min

• Extra Ultracote™ covering provided for small repairs • Pre-assembled gas tank • CG Buddy included • 8- to 10-hour assembly

Features • Strong lightweight construction • Complete and detailed instruction manual on CD

J-3 Cub 450

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

he E-flite J-3 Cub 450 ARF is the perfect scale model for small-field flying or making a quick flight at the local park. No other full-scale airplane has touched more pilots or better demonstrated that flight is an unequivocal expression of freedom than the J-3 Cub. Its practical design not only made it versatile, but more importantly, made it a pure joy to fly. E-flite captures the Cub spirit in a lightweight all-wood aircraft that authentically replicates the character and distinctive outline of what the designer envisioned as

RC SPORT FLYER — NOVEMBER 2013

the airplane for everyone. From the richness of its traditional construction, to the authentic sheen of its UltraCote finish and balloon-shape wheels, the E-flite J-3 Cub 450 ARF delivers a great-looking scale model the casual flier to expert scale critic will appreciate. The

recommended E-flite power system was designed around popular and economical 3S LiPo batteries to provide long, lazy flights or one-wheel touch-n-goes. EFL3010 $169.99

HOT PRODUCTS

AirBorne Models EF1 Class Air Racers

AirBorne Models / The World Models 4749-K, Bennett Drive Livermore, CA 94551 Phone: 925-371 0922 www.airborne-models.com

• • • • •

Propeller adaptor HW2340300 40-amp brushless ESC 11x8E propeller 4-cell 14.8-volt 3200-mAh LiPo battery Charger

Specifications Wingspan

50.5 in. / 1280 mm

Wing area

392in.2 / 25.3 dm2

Weight

3.74 Ib / 1700 g

Length

42.5 in. / 1080 mm

Price

$179.99 (#E337XM)

irBorne models is introducing two new EF1 racers, the silver Outrageous EF1 and the red Scarlet Screamer EF1. These airplanes are designed for electric motor power for clean, quiet fun. Even on electric power these two models promise to be quite fast, which will make for exciting piloting. The modes come covered, with pilot installed. Consider having your club members by an number of these airplanes so you can start club racing. At a price of just $179.99 they are an affordable option for almost any pilot. Requires • 4-channel radio w/ 4 mini servos • Outrunner motor KM037481

Alternate Uses For Jeti MUI Sensors

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

he MUI sensors (voltage and current) serve as a fuel sensor for a turbine engine. The theory is that if the relationship between energy consumed by the fuel pump is linear to the amount of fuel pumped, the MUI Sensor would provide a lightweight fuel gauge that provides an alarm for low fuel. This was proved by Miroslav Pastyrik. He set up a simulation of a turbine engine. He used a DC regulator set at a range (0.8 – 4.7 volts) to replicate the electronic control of the

TELEMETRIC DATA

JETI DUPLEX RECEIVER

turbine engine. Tubes for fuel flow were also adjusted so that the flow volume was that of the injection jets of the turbine engine. Several trials were conducted using various fuel pumps. Through his tests, he found the fuel pumps took higher current during higher output, but needed shorter time to pump equal amounts of fuel. Therefore the rate of pumping had no influence on the result. His maximum deviation was noted to be 4% and occurring mostly during free-running (tension

ACCUMULATOR 8 pcs. NiCd

TURBINE CONTROL UNIT MEASURED VALUES

TENSION SENSOR

JETI DUPLEX MUI SENSOR

FUEL PUMP

set between 0.8 – 1.5V) and least while running at half or full throttle. The MUI current and voltage sensor will monitor fuel level for a turbine engine when starting from a full tank. You can then set alerts according to the levels of consumption. RC-SF.COM

BY Wil Byers

CUBS N’ COUSINS IT IS A FAMILY AFFAIR,WITH AUNTS, UNCLES N’ COUSINS INVITED!

rom time to time a new idea pops up in our hobby that just makes sense. Such is the case with the first annual Cubs n’ Cousins event, as evidenced by all the pilots that attended for this Academy of Model Aeronautics (AMA) sanctioned first-of-its-kind fun fly. The idea for and event came from two Cub pilots, Gary Owen and Cain Lopez, after they attended a CubNuts event. However, they wanted to host an event that would let Cub enthusiasts from around the country come together for three days of 2

flying. Moreover, they wanted their event to have a relaxed atmosphere where pilots from beginner to expert could attend, without feeling out of step with the group. Their concept for Cubs n’ Cousins also included having pilots feel comfortable flying Cub type airplanes that ranged in build quality from the typical foamy to an ultra scale. They would also welcome models that used internal-combustion engines and were electric-motor powered. Furthermore, they did not want their event to be exclusive to only Piper

Cub type aircraft—rather, they felt it must include Cub cousins! So it was that planning began for their 2013 event in late 2012. Looking back on the event, its planning and how it materialized, one would have to say it was a success. You see, it was a relaxed atmosphere, the pilots ranged from near beginner to full-on 3D experts and some of the airplanes flown and shown were simply eye popping, but they were Cubs and their cousins none the less. I’ll say right up front, that this is an event model to be copied all over the 3

RC SPORT FLYER — NOVEMBER 2013

CUBS N’ COUSINS country, that is if your club is looking for a way to bring a whole bunch of pilots together to have a truly good time. This is an easy format to follow and it is certainly likely to be a success, which means your club will bring a lot of pilots together, and you may even make a couple of bucks for the treasury.

WHERE

The RC airfield that was host for the 2013 Cubs n’ Cousins fun fly is owned by a guy that absolutely loves aviation, Gary Weaver. His RC and ultra-light airplane airfield is in Othello, Washington, which is about three hours by automobile from Seattle, two hours from Spokane and an hour from Pasco. Othello is in eastern Washington, which has an environment much different from that of Seattle. You see, Othello is a small farm town that is drenched in about 300 days of sunshine a year. It is home to some of richest farmland in the U.S., land that produces abundant crops thanks to irrigation, fertilization and intelligent, state-ofthe-art farming practices.

Joshua Pulsipher put on a good show with his 1/3-scale Airborne Models Clipped Wing Cub. His model is powered by a DA-100 engine, with a smoke system.

Kelly Martin from Sherwood, OR came to Cubs n’ Cousins with 1/3-scale Super Cub that he built from a World Models kit that modified significantly.

The Cub has a 140.5-in. wingspan and is powered by Saito 57T gas engine that turns 24x6 prop. It uses Futaba control, has independent brakes and halogen lights.

Here is just part of the flight line at the event. As you can see pilots brought lots of airplanes to fly, including a number that would be flown after hours.

Kelly Martin and his son are shown here enjoying themselves flying their Cub. The Cub’s 4-stroke gaspowered engine provided a very realistic full-scale-like sound.

The Hangar 9 PA-18 Super Cub got lots of looks all weekend long. It is powered by a Power 110 motor that is on 8S Lipos. See the complete review of this model in this issue...

Cain Lopez is shown at the far left readying the Multplex Fun Cubs for an all-up last down event, which was modified to give the pilots a challenge and spectators a laugh.

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RC-SF.COM

BY Jeff Troy

COVERING THE DALLAIRE SPORTSTER

YOU KNOW, THE WING IS THE THING!

covered the empennage of my 108-in. Dallaire Sportster in the October 2013 issue of RC Sport Flyer. Before covering the tail parts, four large pieces of covering were cut away from my 15-ft roll of Super Coverite. These were set aside to be used for the wing. Get those

pieces out now, because we’ll cover the wing now. The Dallaire Sportster has an undercamber airfoil, which means that the lower outline of the ribs carries an inward curve. Undercamber surfaces can be somewhat difficult to cover because

2 Begin the covering process for the Dallaire Sportster’s undercamber wing at the root of the wing. Iron down a small portion of the covering to either the main spar or the sub spar. The sub spar is shown here.

Pull the material gently toward the wing tip, and iron down a portion of the material to the same spar at the tip. Again, the sub spar is shown. Repeat these two steps for the main spar, being careful not to shrink the areas of covering between the spars.

4 Pick a rib near the center of the wing panel and iron down the covering along the edge of that rib between the main and sub spars. Again, be careful not to shrink the material between the spars.

of this. If the covering is pulled or shrunk too tightly without being secured to the rib edges, the covering can pull away from the ribs, dramatically altering the airfoil and destroying the flight characteristics that were designed into the model. Although undercamber surfaces

RC SPORT FLYER — NOVEMBER 2013

Move to the next rib on either side of the first rib, and iron down the material along the edge of the rib between the spars. Repeat this step for all the ribs in the panel.

COVERING THE DALLAIRE SPORTSTER can be difficult, the combination of high-quality fabric covering and the application method I will detail will remove the difficulty factor from the procedure. You will cover that beautiful undercamber, and retain all the Dallaire Sportster’s capacity for long, graceful and lofty classic flight. The October installment explained my “four corners” method of pulling and stretching the covering material. In almost every situation, I believe it to be the best way to ensure that a model’s covering goes on tight and stays tight for decades. The exception—and there is always an exception—is the undercamber surface. If you stretch the material tightly before ironing it down at each of the four corners of an undercamber surface, the covering will be suspended away from the inward curvature of the ribs, and nearly impossible to iron down to

the rib edges. Of course, I have a solution. Clear your workbench and plug in your iron. Somewhere in the range of 225 degrees Fahrenheit is a good starting point for most high-strength fabric coverings. Vacuum that big wing to remove any accumulated sanding dust or debris, then wipe it down with a tack cloth to ensure that the last of the dust is gone. Now lay the wing upside down on the bench with one end hanging over the end of the bench. Lay one piece of wing covering over the wing panel in front of you, smoothing it with both hands to get it centered over the open structure. Starting at the root end of the wing, iron down approximately 1 in. of material to the main spar. Pull the other end of the material snugly but not too tightly toward the tip, and iron down another inch of material to the main spar at the tip. Now you

can repeat the process for the sub spar, first ironing the material down at the root, and then at the tip. Be careful to iron only the 1-in. spots of material onto the spars but not between them, which might cause the material to begin shrinking before you’re ready to have it do so. Positioning the iron to touch only the edges of the ribs and not the open spaces between them, press the iron down and iron a 1-in. spot of covering to the center of one rib edge between the main spar and the sub spar. Repeat this for each of the ribs in the panel. Now, one rib at a time, working from the center of the rib to the main spar, and from the center of the same rib to the sub spar, iron down the material to all of the rib edges between the spars. Be especially careful to shrink the covering as little as possible between the ribs.

6 Iron one end of the covering to the trailing edge at the wing tip, then at the wing root. Now (shown here), divide by half and iron down a section of the trailing edge near the middle of the wing panel. Pull the covering tightly before touching it with the iron.

Now repeat the previous step for the leading edge, sealing the covering first at the tip, then at the root, and finally near the middle of the leading edge. Again, always pull material tight before ironing it down.

8 Continue to divide by half, by half, and by half again until you’ve sealed the covering along the entire length of the leading edge.

The trailing edge is next: divide by half repeatedly until the covering is sealed along the entire trailing edge.

RC-SF.COM

BY Robert J. Caso

1/5-SCALE COCKPIT

AN OPPORTUNITY TO BUILD FOR THE BEST

Here is the underbelly opening— the bottom of the cockpit tub can be seen installed underneath from this perspective, but is actually above the servos.

hen Dave Wigley asked if I would help him with the cockpit for his original design of a Bristol Beaufighter Mk.X in 1/5 scale, I jumped at the chance. It was not without risk. Dave’s models are world class and, as such, doing a cockpit for one was a bit of the proverbial “double-edged sword.” Having done only one other largescale cockpit, I wanted the learning experience because my models are getting larger. On the other hand, Dave’s project had better be a good one. It was amusing when Dave later confided that he was worried that the cockpit would be better than the rest of the model, with me—during the process—thinking just the opposite. I first saw the Beaufighter when it was about 70 percent complete— the airframe was primed with most of the systems fitted, but it was not externally finished and painted. Seeing the model in this stage confirmed my fears as to just how good of a 42

RC SPORT FLYER — NOVEMBER 2013

builder Dave is, the inside being as perfect as the outside. Dave gave me a prototype tub that fit the model, templates for the consoles and instrument panel, and a few reference books. I was then completely on my own. While I work in 2D CAD and have a laser cutter, there was still a ton of modeling at hand. Like many multi-engine, WWII warbirds, the Beaufighter’s cockpit appears to be sprinkled with afterthoughts, having gauges, knobs, boxes, switches, panels, levers, buttons, wires, cables and tubes all over the place. Plus, being a single seater, everything, including the pilot, was compressed into a relatively small area. And then there is the issue of versions, of which there were many, to the point that I almost didn’t know what I was looking at. So, where to start?

DIVING IN

The place to start is to become a student of the real airplane, which

is much of the fun anyway, if you’re a “rivet counter” like me. I spent a couple of days looking at the various drawings and photos before ever designing or cutting any of the components so I could get a conceptual idea of how I wanted to tackle this thing. Since the job was complicated by the model being 150 miles away, I first replicated Dave’s tub, the consoles and the instrument panel in CAD, thus establishing my “no-fly zone” boundaries outside of which no detail could stray. He had also presented me with some 1/5-scale gauges which were nice, but were a tiny bit too large in diameter. In such a compressed environment, a tiny bit is a lot, so I had to work around this while still maintaining a high degree of scale trueness. A primary goal was to make this thing easily removable to allow access to systems, yet easy for me to work on, detail and paint. Dave really made things easy for me as he equipped the model with a giant,

1/5-SCALE COCKPIT 3

4 2

The tub was faced with .010-in. plastic sheet, which eliminates having to fill and finish wood grain, and it accepts paint nicely.

The in-process tub and side consoles are all held together with magnets and located with 1/8-in., hard dowel pins.

The sidewall instruments and equipment are quite noticeable on the finished model and so should be detailed accordingly.

The aft bulkhead prior to painting. Note that the split was camouflaged by the framework, offsetting it to the right.

sliding, lower-fuselage nose section that permits access to the model’s equipment from the bottom. I therefore designed the cockpit in separate, removable components that could be mocked up outside of the aircraft and installed through the canopy area. The tub’s base would not have a lot of “stuff ” hanging off it and therefore would be easily installed first—likewise for the aft bulkhead. The more complicated console/sides FOLLOW US ON TWITTER @RCSPORTFLYER

would attach to the base with pins and magnets and these would be affixed with screws to the model. The control column, seat and aft tubular frame would then be installed from above, with the instrument panel going in last.

PROPORTIONAL ACCURACY

As noted, there is so much “stuff ” in this and many other WWII cockpits, it’s almost dizzying. Even more complicating is the fact that I had no scale dimensions for anything and it was critical to get the components to make sense proportionally. I did much of this using a 2D CAD program which helped immensely in the layout and with the proportioning. I started with the instrument panel since I had many of the gauges and a template already sized to fit the model. Laying these out first

helped me eyeball the rest of the items that had to be scratch built. For the consoles, I did essentially the same by drawing rectangular outlines representing the various panels and equipment, using photos to get the relationships and proportions reasonably correct. I had a 1/5-scale pilot on hand that helped me view the components against what would be “known” dimensions, such as arms and hands. I also made a table converting popular dimensions that I normally use in my drawings to reallife dimensions. For example, 1.00 inch in 1:1 is .20 inches in fifth scale. Remember, however, that dimensional accuracy is not really needed— proportional accuracy is the key and will generally get you close to the proper dimensions, but I used the table as a check.

COCKPIT EQUIPMENT

The specific procedures to tackle RC-SF.COM

BY Daniel Holman

AEROBATICS PART 8 P-FACTOR/ASYMMETRIC BLADE EFFECT

When performing an upright harrier, only a very small amount of right rudder is required to compensate for Asymmetric Blade Effect.

Thanks to the precise, built-in right thrust, most well-designed aerobatic airplanes track very straight on takeoff. Even so, a small amount of right rudder is required to compensate for P-factor.

hope that the summer has enabled you to practice flying aerobatics as much as possible, building precision into your piloting as well as learning some exciting aerobatic maneuvers. In the last issue I explained some more of the fine points of precision aerobatics and also began to explain a couple of foundational 3D maneuvers and principles. As I outlined before, many 3D maneuvers are simply regular aerobatic maneuvers performed at slow airspeeds and with a high angle of attack. For the most part, airplanes fly better at moderate to high speeds because the wings and control surfaces are more efficient. When flying 3D maneuvers at or below the airplane’s stall speed, we all of a sudden have two more big factors to deal with. The first is that more control authority is required in every axis to fly the airplane. The second, which plays a big part in 3D flying, is P-factor. In this issue, we will examine the cause, effect and required corrections of this 50

RC SPORT FLYER — NOVEMBER 2013

challenging and intriguing aspect of flight.

WHAT IS P-FACTOR

P-factor, also known as Asymmetric Blade Effect (ABE), is the torque that the rotating propeller puts on the airplane. Airplanes with counter-rotating propellers or turbine jet engines do not have trouble with this effect, but every airplane with a single propeller will have some kind of propeller-induced

yaw, roll and pitch motions. First, let’s look at the basic principles of a propeller. A propeller is simply a purpose-designed screw that produces thrust when spinning. As the propeller spins, the blades act as wings, producing lift in the direction the airplane is pointing due to the propeller blades’ positive angle of attack as well as its airfoil. Every wing, no matter how well designed, will have some measurable amount of drag. This drag increases

AEROBATICS PART 8

With a relatively low angle of attack, very little left rudder is required to keep an inverted harrier straight.

exponentially as the wing’s angle of attack increases. As the drag increases, the induced torque motion on the airplane also increases, requiring opposite rudder and aileron control to keep the airplane flying in a straight line. Without a moving picture, this next principle can be difficult to understand, so read carefully and try to picture it. A regular propeller’s pitch does not change in flight. However, the angle of attack at which the blades meet the oncoming air changes drastically with the airplane’s airspeed. When flying at slow speeds, the propeller “bats” at the air much more than when flying at high speeds. When flying at high speeds, the propeller’s blades “unload” and efficiently “screw” through the air. Let me illustrate this with an example of swimming. Imagine that you are in a swimming pool being held to the wall. When you are not moving forward, performing a hard swim-stroke action is quite difficult. On the other hand, when you are moving quickly through the water, FOLLOW US ON TWITTER @RCSPORTFLYER

performing the same swim-stroke is much easier as your arms and hands become more efficient. At a certain throttle setting, the amount of energy produced should always remain the same. However, depending on the efficiency of the propeller at a given speed, some of that energy will induce torque on the airplane rather than produce useable thrust. A very important rule of thumb is this: The higher the ratio of propeller rpm to the airplane’s airspeed, the greater the torque factor (see graph). In other words, when flying with a low airspeed and a high-propeller rpm, the adverse torque induced on the airplane is greatest. For the same reason, when an airplane is flying at a high airspeed and the same or lowerpropeller rpm, the torque factor is greatly reduced. Now let’s look at two big effects that the propeller torque has on the airplane. As you can see in the picture, the air that the propeller pushes backward over the airplane does not move in a straight line.

Rather it moves in a spiral pattern around the airplane’s fuselage in the same direction that the propeller spins (clockwise). As the air spirals around and over the top of the airplane, it will put pressure on the left side of the vertical stabilizer, causing the airplane to yaw to the left. This effect is dampened with increased airspeed because the faster the airplane is traveling forward, the smoother the air flowing over the tail surfaces becomes. The second effect is the Asymmetric Blade Effect that occurs when the airplane is flying with a positive angle of attack that exceeds the pitch-angle of the airplane’s flightpath vector. When an airplane is flying in such attitudes, the angle of attack with which the right propeller blade meets the oncoming air is increased while the same angle is decreased on the propeller’s left blade. Because the propeller’s pitch is now greater on the right side than on the left, the propeller acts like a helicopter rotor that has been given a cyclic-control RC-SF.COM

BY Lucidity, Roswell Flight Test Crew

THE DARK ART OF FPV FLYING S

FIRST-PERSON-VIEW FLYING IS TRANSFORMING THE RC WORLD

hrouded in controversy and beset by skeptics in the RC community and among lawmakers and government regulators, FPV flying is nonetheless the fastest growing segment of model aviation. Why? Because it’s so freakin’ cool! You see what the aircraft sees—in real time! You’re not watching from the outside any more, you’re actually flying from the pilot’s seat. Besides, opaque plastic goggles are a serious chick magnet! At the Roswell Flight Test Crew, we’ve been flying multi-rotors FPV for over two years now. We don’t claim to have done it first—or best. However, we have developed systems with a high degree of operational reliability, and we’ve had the good fortune to be able to use FPV to support activities that go well beyond recreational RC flying, such as: helping scientists study how to best restore native fish habitat and demonstrating remote sensing capabilities to firefighters and other first responders. My mission, in the next 2,000 words, is to explain how you can get in on the action…

anything below it) in jeopardy. It may seem quaint and a little out of date, but all remotely controlled aviation is still governed by Federal Aviation Administration Advisory Circular (AC) 91-57, written, believe it or not, all the way back in 1981. You can download a .pdf online. It’s a single page, so you can’t worm your way out of reading it by complaining that it’s long and complicated. For those of you who stopped using the Internet in order to thwart the NSA’s attempts to spy on you, here’s what it says, in brief: 1. Thou shalt not fly in populated areas, or over people or property on the ground that could be damaged if your aircraft falls out of the sky. 2. Thou shalt not invite people to come watch your cool new aircraft fly until you’ve tested it and you’re confident in its flight performance. 3. Thou shalt not fly above 400

feet above ground level (AGL). 4. Thou shalt not fly within three miles of an airport, without first notifying the airport manager, control tower or flight service station. 5. Thou shalt not fly close to manned aircraft, and you shall always give them the right of way. You already know this stuff, but it bears repeating here because, after strapping on the goggles, some people start feeling sort of invincible. I fell prey to that feeling myself when I was getting started. Safe FPV flying is disciplined FPV flying.

CAN YOU SPOT ME?

Safe FPV flight operations require a team of two: a pilot and a spotter. No spotter—no FPV. Period! A spotter is necessary to help the pilot maintain situational awareness. Gazing out the front of your aircraft with a camera that has a

SAFETY FIRST

If you’re reading this article, you’re probably already an RC pilot—and a safe one too, because you’re taking the time to keep up with the hobby by reading RC Sport Flyer. Flying FPV doesn’t confer upon you a special license to be any less safe. In fact, it demands that you put an even greater emphasis on safety, because there are basically twice as many systems that can fail and put your aircraft (as well as anyone or 56

RC SPORT FLYER — NOVEMBER 2013

Video goggles are not only the most immersive system for piloting an FPV aircraft, they also make a powerful fashion statement. Here, wearing a pair of Fat Shark goggles, Lucidity sports a look known as “the full Geordi La Forge.”

THE DARK ART OF FPV FLYING Flying FPV requires a team of two people: a pilot, who controls the aircraft while observing its flight on a screen or through a pair of video goggles, and a spotter, who keeps the aircraft in view and alerts the pilot to unseen hazards.

170-degree field of view may seem like the ultimate in situational awareness if you’re accustomed to flying “eyes-on” from the ground, but the truth is that it’s like looking at the world through a soda straw. You can’t see the tree that’s off to your left—the direction that the wind is carrying you, by the way—and you have no idea that you’re about to put a steel-reinforced concrete bridge piling between you and your aircraft, disrupting your control and video transmissions. The spotter is there to make you aware of these dangers. If you’re doing it right and you’ve got some experience as an FPV pilot, you’ll often be aware of hazards before your spotter calls them out. However, on those rare occasions when you aren’t, your spotter is the only one who’s going to prevent you from transforming your high-tech flying machine into a heap of broken parts. FOLLOW US ON TWITTER @RCSPORTFLYER

By the way, you’ll need to set aside your romantic notions of being the captain of the ship and all that nonsense: The spotter is actually the person running the show. If the spotter shouts “Stop, now!” you stop, now—no matter what you see through your goggles. Ideally, the spotter should be the most capable pilot on the team, but at a minimum must know how to fly. Under the most dire circumstances, the spotter may need to assume control of the aircraft and bring it home eyes-on. Also, the spotter’s experience and judgment as a pilot will translate directly into his or her ability to give meaningful guidance to the person wearing the goggles. Finally, being a spotter is a fulltime gig while the bird is in the air, and is incompatible with other activities, like eating a ham sandwich or texting your wife to say that you’re going to be home late. It

requires at least as much focus and discipline as piloting the aircraft. We very nearly found this out the hard way during a recent public flight demonstration. As usual, we were being swarmed by people anxious to take a look through our extra set of goggles and asking questions about how the system works. Techinstein was on the sticks and I was serving as the spotter—in addition to my duties in as a public relations specialist and crowd control supervisor. You don’t need to be clairvoyant to know what happened next… I got distracted for a few seconds and, when I looked back, I couldn’t find the aircraft. Unseen, it was drifting perilously close to the aforementioned steel-reinforced concrete bridge piling. Fortunately, Techinstein is a superb pilot who is also familiar with the location we were flying that day, and intuited the RC-SF.COM

BY Andrew Gibbs

IT IS ONE COMPONENT

OF OHM’S LAW

RESISTANCE I

n this month’s column, I continue my discussion of the principles of electricity, which is the foundation on which future content will depend. Pretty soon we’ll be

discussing electric motors, which are a lot more interesting than the basics, but we can’t really do this meaningfully without first covering these basic principles.

MODEL OF THE MONTH

Stuart added this angled tray to accommodate the model’s 6S 5000-mAh battery pack. Velcro® helps to secure the battery in position— wise because G loads and turbulence, plus vibration during grass takeoffs and landings on even fairly smooth ground can exert surprisingly strong forces on a model and its battery.

RC SPORT FLYER — NOVEMBER 2013

The ESC is installed, along with the motor, in the cowl area of the model. This is a good place for the ESC because it keeps it away from the RC electronics, and this position makes it easy to get adequate cooling flowing over the controller.

To start, let’s look at an inspirational model. Model of the month on this occasion is a beautiful quarter-scale Bowers Fly Baby from Stuart Warne. The model was built from a Jim Pipino plan, and has a wingspan of 84 inches. Stuart acquired the Fly Baby when he was looking for a large model, but being a busy guy, he wanted to save the effort of building a new airframe. At the time of the purchase the model had a 0.70 4-cycle motor installed. So Stuart removed it and sold it. He then stripped the airplane of its covering, and began converting the model to electric power. Modifications included fitting an electric motor, installing

RESISTANCE Stuart’s Fly Baby is seen here warming up its PPPO-5065 motor prior to a leisurely local flight. The attractive looks of the Fly Baby have always appealed to me. This is a superb kit (if you can find one) if you want to convert it to electric power too.

a battery tray and making cooling arrangements for the new power system components.

POWER SYSTEM

The main components of the power system are a 380 Kv motor, a six-cell 5000-mAh LiPo battery and a 16×9 propeller. With this power system the motor draws 45 amps, which equates to just over 1,000 watts of power. This is roughly equivalent in power to the previous glow-powered motor that was installed. As an internal-combustion powered model it weighed 13.5 pounds. Alternately, as an electricpowered model it weighs only 11 pounds.

POWER LOADING

The power loading of the Fly Baby is just under 100 watts per lb, which is a generous figure for a scale, light aircraft. The battery delivers enough Stuart’s rendition of the Fly Baby has all the character of the full-scale aircraft in the air, as well as on the ground. Notice the sturdy landing gear legs that are used on this model.

current for flights of around 15 to 20 minutes. Stuart usually flies the model with the motor throttled well back, if one can use such a term for an electric motor!

KV AND PROPELLER RPM The propeller rpm can be quite accurately estimated if the motor’s Kv and the battery voltage are known. Stuart’s choice of a 380 Kv motor (380 rpm per volt) means

that the on a 6S battery, which has a nominal voltage of around 22 volts, the no-load rpm would be around 8300 rpm (22 x 380 = 8300). In practice, with the load of a propeller, the rpm will be about 15 percent less, giving an actual propeller rpm of around 7100 at full throttle.

FLY BABY IN FLIGHT

Stuart told me that the model would not turn easily. I guessed that

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BY Mike Hoffmeister

ENGINE TEST

O.S. GF40 4-STROKE 40-CC GAS ENGINE HIGH-END PERFORMANCE WITH THAT SWEET FOURSTROKE SOUND

The O.S. GF40 engine comes well-packed in an attractive, high-quality box, and includes instructions, decals, ignition system, muffler, propeller washer/nuts, and spark plug.

RC SPORT FLYER â€” NOVEMBER 2013

O.S. GF40 4-STROKE 40-CC GAS ENGINE The left side of the engine proudly displays the “O.S. Gas Power” logo, and also gives a good view of the ignition sensor and carburetor connections (throttle, choke and fuel inlet).

.S. Engines is a leading, model-engine manufacturer. Their engines are known for quality, reliability, ease of tuning and innovation. Following the introduction of four gasolinepowered, two-stroke engines, beginning in 2009, the GF40 marks their first single-cylinder, fourstroke, gas-powered engine offering. Based on O.S.’s long history of producing great four-stroke, glow-powered engines, and continuously improving their gasoline two-stroke engines over the past five years, I was particularly eager to test their new GF40. The release of the GF40 is welltimed, because the 30- to 40-cc-size airplanes have grown in popularity over the past few years. While there are countless two-stroke, gaspowered engines available, there are not many four-stroke. Worth noting is that many modelers want a more

This shows the mounting features on the backplate, and also the carburetor connections and needle valve locations. You can also see the small support cast into the lower, left-mount lug to guide the choke actuator rod—a nice touch by O.S.!

This front view shows how compact the engine is, yet with generous cooling fin area. The engine looks low, clean and mean. The outstanding quality of this engine is evident from top to bottom and all around.

This right-side view gives a good, overall perspective of the engine. Note how compact the front of the engine is, and the usual top-notch quality of the castings and the distinctive “40GF” logo.

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BY Jerry Smith

he Stearman Aircraft Corporation was established by Lloyd Stearman at Venice, California, in 1926. After some financial problems the company was soon relocated to Wichita, Kansas, in 1927. Stearman eventually became a division of Boeing Aircraft. As a division of the Boeing Corporation, Stearman was contracted to build training airplanes for the military, based on a design by Stearman known as the Army’s YPT-9.

In the meantime, Lloyd Stearman returned to California to serve as the president of Lockheed, while designers at Boeing/Wichita— working under the direction of chief engineer Harold Zipp—continued to make modifications and develop newer versions of the Stearman. These were prototypes of the familiar PT-17s that we know as World War II trainers. Although these were actually Boeing designs known as the type 73 and the type 75, the

original Stearman name stuck with them over the years. They continue to be known as Stearmans no matter their model number.

MODEL

Pedro Sanchez has recently completed a 1/3-scale Stearman. His model was built from a Balsa USA kit. It was modeled after a full-scale Stearman that is based in England. Pedro’s model is not the usual blue and yellow color scheme that is

PEDRO SANCHEZ STEARMAN

RC SPORT FLYER — NOVEMBER 2013

PEDRO SANCHEZ STEARMAN normally modeled. Instead, his model is done in a silver, black and white trim, which is a very unusual color scheme. The model is powered with a Moki 215-cc radial engine. The Moki turns a 32 ×14 wood propeller. Pedro covered his Stearman with Stits fabric, and used pinking tape and rib stitching to add realism to the airplane’s surfaces. The ready-to-fly weight of the model is 55 lb. Pedro is meticulous when it

comes to reproducing the details of the full-scale aircraft in his models. Look closely at the pictures provided and you’ll see just what I saw while photographing his model. The screws, rivets, stitching around the cockpit, the instrument panels, the pilot, the storage basket behind the pilot, the fuel tubing, and the site gauges under the top wing are all very well done and detailed. What I saw in his Stearman was in keeping with what he does with all his airplanes,

although this airplane really stands out as a biplane, with its big radial up front. Watching the Stearman fly is pure joy. The sound of the radial running at half throttle during a low flyby is a sound you won’t forget—thrilling to say the least. The pictures shown here were taken on the day of the maiden flight at the Georgia Model Aviators RC airfield. The Stearman was flown several times, and captured on film for PBS as part of a television feature to be aired later this year.

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BY Wil Byers / Built by Gene Cope

1/4-SCALE PA-18 SUPER CUB ARF

TAKE CONTROL OF THIS CUB FOR SOME SERIOUS TOUCH-N-GO FLYING FUN!

You will fall in love with the Hangar 9 PA-18 Super Cub. It is very much like the full-scale airplane in that it is a joy to fly.

RC SPORT FLYER â€” NOVEMBER 2013

HANGAR 9 1/4-SCALE PA-18 SUPER CUB ARF

he Piper PA-18 Super Cub is a two-seat, single-engine monoplane. It was introduced to the market in 1949 by Piper Aircraft. The PA-18 was a further development of the Piper PA-11. Even so, it has the earmarks of the original Taylor E-2 Cub as well as the J-3. Over 9,000 PA-18s were built in over nearly 40 years of production. Because of its outstanding performance and utility the PA-18 Super Cub has been used for bush flying, banner and glider towing, and by sport pilots around the world. Even though the PA-18 Super Cub has nearly identical design lines of the original Cub, it is typically powered by a 150-hp Lycoming engine. Many, however, were upgraded to a 160hp O-320 or even a 180-hp O-360 engine. The designers also added electric-powered 3-notch flaps to the high-lift wing. When all these design

changes came together the Super Cub made for an excellent floatplane, or even skiplane. Note that some were even used as agricultural spray aircraft, when they were fitted with the chemical tank and a spray system. In other words, the PA-18 Super Cub is a very versatile airplane that was used by literally thousands of professional and sport pilots.

KIT

Hangar 9’s rendition of the venerable PA-18 Super Cub is done as a high-quality almost ready to fly (ARF) kit. The model comes from the factory with its fuselage framed and ready for servos, motor/engine, windows, landing gear, fiberglass cowl and tail feathers. The quality of the covering is outstanding—very few wrinkles. The wings are built and covered as are the tail feathers. The flaps and ailerons come ready

Having a pilot figure in the cockpit adds much to the overall scale look of this model when it is in the air. Note the pilot comes with the ARF kits—pretty cool.

for hinging. The fiberglass cowling is painted and ready for installation. The landing gear is completely fabricated, although it requires assembly. For our model we ordered it as an electricpowered airplane, so we also got the plywood motor box. One of the things that stands out about this kit is the quality of hardware. It is first quality all the way through. Also, the kit includes some building jigs that make assembly go much easier and thereby quicker. You’ll like the fact that you can order a complete cockpit kit, so you can detail this model to be super scale. To that end, you can even buy a very nice light set kit, which includes landing light, wing tip lights, and even a tail light. Hangar 9 also includes a pilot, which is a very nice touch if you want your model to truly look scale in the air. This is a kit that is well done all the way through.

From this angle you would think this is a full-scale PA-18 making a full-flap landing in the bush. Not! It is just this great looking Hangar 9 1/4-scale Super Cub.

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BY Wil Byers

MOSWEY 4

COOL COMPOSITE CONSTRUCTION IN A CLASSIC VINTAGE GLIDER

These are the classic design lines of a 1950’s vintage glider. This model is a joy to see in flight, especially in this yellow, Swiss color scheme.

In the air the Moswey will not be confused with other gliders. It has a very distinctive look, including its generously-sized rudder.

RC SPORT FLYER — NOVEMBER 2013

he Moswey 4 is a Swiss design that was built in the early 1950’s. Its design followed on the Moswey 3. The Moswey was a vintage type glider that used wood construction and was covered in fabric, which was then doped. The glider was designed to be a high performance glider, with aerobatic certification. It was a successful glider and is noted for making the first trans-Alps flight from south to north. Unfortunately, few Moswey gliders remain, with one now being at Elmira, New York. The Moswey had a very distinctive look to it with a gull type wing, rather bulbous canopy, rounded tail surfaces, round wing tips and top and bottom spoilers. What set it apart from many gliders of the era was its yellow paint scheme and a

I put a Premeir Pilot Plane Jane pilot in the cockpit to finish the Moswey’s scale appearance in the air. As you can see, she is checking the left wing on the model.

MOSWEY 4

big red stripe across its vertical fin emblazoned with the Swiss cross. It was an attractive glider on the ground an in the air. I saw the Moswey model at the Toledo Weak Signals show for the first time in 2012. Its distinctive lines struck me. So it was after talking with Etienne Dorig of Icare RC (icare-rc. com) I opted to buy the Moswey 4 for the 2013 season.

Our model, Jill, shows off the great design lines of this 1/3.75-scale vintage Moswey 4 glider, which is sold by Icare RC as an ARF.

MODEL

The Moswey 4 comes as an almost-ready-to-fly (ARF) glider. It is done as a 1:3.75-scale model. The model glider comes as an allmolded aircraft, including the wings, horizontal stabilizer and vertical fin and rudder. The model has its doublegate type wing spoilers installed. The ARF also includes a seat pan, instrument panel and a releasable towhook that are factory installed. The control surfaces come hinged and the kit has a complete hardware package. Note that even the decals are applied to the nose of the fuselage. It is a very complete ARF. What separates this model from FOLLOW US ON TWITTER @RCSPORTFLYER

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BY Staff

JR XG14

ROCK STEADY 14-CHANNEL CONTROL WITH NEW X-BUS RECEIVER JR’s new XG14 transmitter system feels fantastic in your hands with its ergonomic case, ultra-smooth gimbals, easy-to-reach trim switches and all new soft covers on the flight switches.

hile the new JR XG14 has a similar look to their previous models, it is anything but a dusted-off and redone transmitter. Instead, JR took a proven transmitter, made significant changes to its design, incorporated state-of-the-art VVLSI technology, upgraded the parts and pieces of the radio’s case, gimbals, switches and display screen to give this new transmitter system a better user interface and usabillity. Then JR optimized the programming code and implemented their exclusive Dual Modulation Spectrum System (DMSS) protocol into the radio’s frequency system. The result is a radio transmitter that is second to none in the RC arena.

FEATURES

• Large, backlit screen • Premium Grade gimbals w/ CNCmachined aluminum bases • True, non shared 14-channel access • SD card slot for data sharing, storage and updates (SD card required) • Integrated charging circuit • 9-volt AC/DC adapter supplied with automatic shutdown • Lightweight 1 lb 11.9 oz (820 g) • Data entry via scroll bar and four push-button keys • Telemetry with receiver voltage sensor built in • Optional telemetry sensors available • Stick tension and spring adjustment • Dual trim options • Dual side slide-lever controls • Touch Select System for switch selection • New soft switch covers for improved feel and control • User-selected menu for frequently used functions • 8-channel failsafe 98

RC SPORT FLYER — NOVEMBER 2013

JR XG14 • User-assigned switch function • Programmable throttle cut • Two independent programmable timers • 30-model internal memory • Airplane, helicopter and glider programming • Premium gimbals with CNC machined bases

STANDARD

The XG14 radio system provides control and programming for airplane, helicopter or glider/sailplane model types—done with one transmitter configuration. JR includes in the radio system box switch labels for each model type. Obviously, you can use the label type for your aircraft preference. JR’s XG14 programming interface uses its proven, intuitive data entry systems with its trademark vertical roll selector, which is located just to the right of the LCD screen. It is used in combination with four push-button entry keys to the left of the screen. Model configuration, programming and telemetry information is easy to read on the large, LCD display screen, even in high-light conditions.

14 CHANNELS

The JR XG14 doesn’t just claim to give you 14 channels of control, while in reality splitting some of the channels’ update rates to do so. When you use two RG731BX receivers the XG14 provides real, true non-shared 14-channel control, without splitting update rates!

X BUS

If you know what a serial bus is in electronic component design, you know JR’s new X Bus digital serial data is pretty cool. When you buy JR’s RG731BX X Bus receivers you will then have the ability to use the XG14 to control up to four servos per channel. Think of it this way, now you can build an airplane that can use up to 56 servos (4 x 14 channels) for controlling everything from elevator to youdream-up the control. As an example, you may have two servos controlling the rudder and one controlling the nose wheel. Now you can use one channel to do it all, without the need FOLLOW US ON TWITTER @RCSPORTFLYER

▋Helicopter Type

The names in square brackets 【】 are the abbreviated characters displayed on each setting screen.

Helicopter

JR gives each switch or lever a name rather than a number on the transmitter. The names and positions are different depending on the model type. Please note this when reading the manual. Mode 2 Example

Airplane

Pilot Lamp(LED)

Hovering pitching trim 【HV.P/LTRM】

Display: During transmission: Blue. During low output transmission: Blue, ﬂashing. When radio transmission is stopped: Red. Low battery voltage: Flashing

AUX2【AUX2 SW】

Hovering Throttle Trim【HV.T/RTRM】

Trainer Switch【TRN SW】

Glider

Gear Switch【GEAR SW】

Flight Mode Switch 【FMOD SW】

Aileron Dual rate Switch【AILE SW】 Throttle hold Switch 【HOLD SW】

Elevator Dual rate Switch 【ELEV SW】

Rudder Dual rate Switch 【RUDD SW】

AUX 3 Lever 【AUX3 LV】

Hi-Pitch Lever 【HPIT LV】

Throttle(Pitch) Rudder Stick

Elevator / Aileron Stick

Throttle Trim Rudder Trim

Elevator Trim Aileron Trim

Enter Key List Key Clear Key Function Key

Dial Main Power Switch

Display

Neck Strap Eyelet

Rear : Common type Carrying Handle

2.4GHz Antenna AUX 3 Lever 【AUX3 LV】

For Helicopter

Hi-Pitch Lever 【HPIT LV】

For Airplane/Glider

Flap Lever 【FLAP LV】

Trainer Jack Battery Box SD Card Slot Battery Cover

Battery Connector Charging Jack

to for a satellite receiver or such.

DMSS 2.4 GHz

The XG14 now uses JR’s DMSS 2.4-GHz radio frequency (RF) protocol. DMSS combines Direct Sequencing Spread Spectrum (DSSS) with Frequency-Hopping Spread Spectrum (FHSS) in a wideband transmission system. What this means in RC terms is the XG14 provides high-speed control response and low

For Mode 2 pilots, this is the radio’s controls layout. In our hands we think this transmitter is well designed in that you are not searching for switches, etc.

latency, but also excellent resistance to RF interference. The XG14 system also provides JR’s Intelligent Output System (IOS). IOS automatically selects control signals/channel priority for those channels that must transmit data at RC-SF.COM

BY Wil Byers

TAYLORCRAFT 26CC BNF

ITS CLIPPED WINGS MAKE IT MUCH MORE THAN A SPORT AIRPLANE

You will discover that the Hangar 9 Taylorcraft is a very nimble little, highwing airplane, and that its 26-cc gaspowered engine delivers plenty of thrust.

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Your BNF Taylorcraft comes packaged very well against being damaged during shipping, and you get everything you need for the model in one box.

aylorcraft Aviation is the manufacture of the full-scale Taylorcraft. They have been in business for about seventy years, and are known for producing single-engine, light airplanes. Taylorcraft’s original designer was a self-taught aeronautical engineer from England, Mr Clarence Taylor. Taylor’s company was formed in Rochester, New York in 1926 by Taylor and his brother Gordon. Note they used the slogan; “Buy Your Airplane Taylor Made.” Their first airplane was named the Chummy. It sold for $4,000. Unfortunately, Gordon died in a Taylor design in 1926, after which the company moved to Bradford, Pennsylvania— the townspeople provided a new factory and a $50,000 investment. One of the investors was William Thomas Piper—an oilman. Taylor and Piper shared the dream of making airplanes as common as the automobile. At his new location, Taylor abandoned the Chummy, in favor of the 1931 Taylor Cub. Taylor is often referred to as the father of private aviation in America because of this initial offering… A battle between Taylor and Piper ensued. While Taylor was absent from the company due to an illness, Piper instructed Taylor’s junior engineer Walter Jamouneau to modify the

HANGAR 9 TAYLORCRAFT 26CC BNF Taylor Cub to be more attractive and marketable. When Taylor returned he opted to leave the company. Taylor then vowed to build personal aircraft superior to the Piper’s. Taylor then formed the Taylor Aircraft This is how the Zenoah 26-cc gas-powered engine You’ll get all the parts and pieces you need to assemble Company in 1935, comes in the Hangar 9 Bind-N-Fly Taylorcraft kit. the Taylorcraft. To fly it all you’ll need is gas and oil which was renamed There is a little assembly, but not much. for the engine and a transmitter. Taylorcraft Aviation Corporation in 1939. color scheme that makes it extremely KIT CONTENTS The Taylorcraft is a conventional easy to see in flight. Plus, the BNF • Airframe: fuselage, wings, design like the Piper Cub. It is a version even includes a full-body pilot empennage two-seater, a high wing airplane that to make it a true scale airplane, but • Landing gear w/ wheel pants is fabric covered. The basic design without all the work of you having • Zenoah 26-cc engine has been unchanged since 1936, and to detail a cockpit. Control is by way • Six Spektrum® A6000 digital is sold today as a personal sport of Spektrum A6000 digital servos servos aircraft. throughout and a factory installed • AR8000 Spektrum receiver AR8000 receiver. • Scale tubular fuselage simulated HANGAR 9 CLIPPEDAs a Bind-N-Fly version, the w/ balsa and plywood WING TAYLORCRAFT model requires only three to five • Full-body pilot Hangar 9’s Taylorcraft is a hours to assemble and ready for • On/off motor switch clipped-wing version. The full-scale flight. What you’ll discover is the • UltraCote® trim scheme version was design for spritely Taylorcraft is a very complete kit less • Evolution propeller maneuverability and aerobatics. The a radio transmitter. The only other • CNC aluminum spinner Hangar 9 model is a Bind-N-Fly things you will need to fly it are • 36-page assembly manual (BNF) version! It comes powered by gasoline and two-cycle oil. a Zenoah 26-cc gasoline-powered engine. The model has an attractive

You will not find a prettier high-wing sport airplane anywhere. The finish detailing on this BNF kit is superb, from covering to cockpit and painted parts.

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