RC Airplanes | Gliders | Helicopters
MASTER’S LEARN THE SECRETS OF
P38
WEATHERING
NEW X1-200 TOUCH CHARGER
PUMPS POWER! PLUS
RC-SF.COM
DS-16 Programming Helicopters 101 How To Wipers Drone Rescue
DECEMBER 2013
USA & CANADA $6.49
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TABLE OF CONTENTS DEPARTMENTS
10 LEADING EDGE 12 HOT PRODUCTS
OUR EXPERT EXPLAINS HOW TO PROGRAM YOUR RADIO FOR MULTI-ENGINE AIRCRAFT.
96 ADVERTISERS’ INDEX 97 MYSTERY AIRPLANE
PG 44
BUILD
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BEAUFIGHTER TEST FLIGHT DAVE EXPLAINS HOW HE PREPARED HIS MODEL FOR THE TOP GUN 2013 EVENT. By Dave Wigley
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HOW TO
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FUSELAGE COVER READ THIS ARTICLE TO LEARN THE TRICKS OF AN EXPERT ON FUSELAGE COVERING. By Jeff Troy
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TOM SHOWS YOU PROGRAMNMING TIPS FOR YOUR MULTI-ENGINE AIRCRAFT. By Tom Wolf
50 AEROBATICS PART 9
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LEARN THIS NEW CROWD-PLEASING 3D MANEUVER, THE ALL-NEW VORTEX. By Daniel Holman
DEGREASING THE GREASIES THIS IS THE INSIDE SCOOP ON GETTING GREASE AND GRIME OFF YOUR AIRPLANE. By Jeff Troy
PG 50
THE ART OF WEATHERING THESE MASTER BUILDERS EXPLAIN HOW TO CREATE CONTEST-WINNING WEATHERING. By Rob Caso Dave Wigley
PG 24 6
MULTI-ENGINE SETUP
RC SPORT FLYER . DECEMBER 2013
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HOW TO WIPERS WE SHOW HOW WIPERS CAN GIVE YOUR SAILPLANE A PERFORMANCE BOOST. By Wil Byers
DECEMBER 2013
COLUMN
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E-POWER
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HELICOPTERS 101
SEE WHY POWER TO THE PROPELLER IS ABOUT GETTING CURRENT TO FLOW. By Andrew Gibbs
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FPV RESCUE HOBBYISTS DEMONSTRATE UAV SYSTEMS TO THE PUBLIC SAFETY COMMUNITY. By Lucidity
DISCOVER HOW PILOTING RC HELICOPTERS REQUIRES A DIFFERENT SET OF SKILLS. By Dave Phelps
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FLIGHT MODES LEARN HOW EASY IT IS TO SET UP FLIGHT MODES IN YOUR DC-16 TRANSMITTER. By Wil Byers
PG 84
PG 74
THIS REVIEW UNDERSCORES HOW EASY THIS NEW MULTI-CHARGE IS TO USE.
REVIEW
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HITEC X1-200 TOUCH WE SHOW YOU HOW EASY THIS NEW MULTICHARGE IS TO USE. By Wil Byers
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BLADE CX4 HELI TAKE A LOOK AT A GREAT LITTLE COAXIAL HELICOPTER FOR YOUR NEXT RC BUY. By RC-SF Staff
PG 88 PG 78 RC-SF.COM
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HOT PRODUCTS GRAUPNER/SJ POLARON DUALCHANNEL CHARGERS
Distributor Graupner/SJ Phone: 619-578-8189 openhobby.com
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he new Graupner/SJ Polaron chargers are designed for optimized battery charging. Sporting a 3-in. high-resolution touch screen and an attractive case, Polaron chargers make battery charging easy. The Polaron line of chargers are available in various power configurations starting with the Polaron Sports, Polaron Pro, Polaron EX and Polaron AC/DC. They provide for dual-channel operation, capable of charging LiPo, NiMH, NiCd, LiFe, Li-Ion, and Lead Acid batteries. They have charge rates of up to 20 amps per channel depending on the model. Each charger channel can store up to 20 battery configurations. Depending on the model, the Polaron chargers provide a standard servo and motor tester as well as a USB charging port. For the serious RC user the Polaron charger adds a built-in LiPo and car wheel warmer function. All of the Polaron chargers are firmware upgradeable with optional PC communication that allow monitoring and data logging. All required cables and balancing boards are included, as is a temperature sensor for battery safety monitoring. Price $159.99
Specifications Length Width Height Main Rotor Diameter Tail Rotor Diameter Weight (w/o Battery)
THUNDER TIGER MINI TITAN E360 BRUSHLESS 3D HELI ARF
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f you are a 3D airplane pilot, the new Mini Titan E360 has been stretched to handle longer blades and a 4S LiPo battery pack. This model features factory-set flybarless system, with a torque-tube driven system that delivers crisp tail rotor response. And, most of the helicopter’s assembly is factory done—you only need to install a 4S LiPo pack and a receiver to ready it for flight. Features • 95 percent factory assembled • Flybarless metal main rotor hub and grip
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• • • • • • •
27.2 in. (690 mm) 4.9 in. (125 mm) 7.6 in. (193 mm) 31.5 in. (800 mm) 6.1 in. (156 mm) 25.4 oz (720 g)
Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com
120° eCCPM swashplate Ace RC® 2700 Kv brushless motor and 50-amp ESC Factory preset Ace RC GT5.1 flybarless system with digital servos 13.8-in. (350 mm) main rotor blades Lightweight machined metal tail case Carbon main frames and servo mounts Rigid 0.1-in. (1.3 mm) pitch control linkage rod
Mini Titan E360 3D Heli ARF w/blades (TTRE0034) $449.99
Distributor
ALIGN RC USA T-REX 450L
Common Sense RC PO Box 3546 Chatsworth, CA 91313 Phone: 818-718-1893 commonsenserc.com
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he new Super Combo DOMINATOR T-REX 450L introduces new innovations and eye-catching design. Its performance promises to deliver pilots to the winner’s circle. It comes equipped with the most powerful 6S voltage system that is paired with a 460MX motor and RCE-BL45X ESC to provide superb efficiency and extreme torque output. The helicopter is equipped with 360-mm 3G main rotor blades, and 3G tail blades. The new digital DS430M servos provide high torque, speed and performance to give that in-control feel. The DOMINATOR incorporates a new frame design and battery mount rail. It also has a sexy new paint scheme.
Distributor
COMMON SENSE RC PREDATOR 4-CH RTF JET QUADCOPTER W/ 2.4-GHZ
Align RC USA 3626 Briggeman Drive Los Alamitos, CA 90720 Phone: 562-598-4700 alignrcusa.com
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his Predator, foam-bodied, jet quadcopter hybrid is unlike any jet. You get the benefits of easier directional navigation and the maneuverability of a quadcopter. Its four motors are insulated by thick EPP foam, which equals durability and bounceability. Plus, this airplane offers different controls specifically designed to meet a pilot’s skill level, so both beginners and experienced pilots can enjoy flying it. The landing gear allows for rolling takeoffs, or you can handlaunch it like a parkflyer! Features • Extremely durable • Foam body protects the rotor blades • Fast response for “Normal” flying mode • Slow response for “Easy” flying mode • Pre-installed landing gear • Charges via any USB port • No assembly required Predator Quadcopter w/ 2.4-GHz Radio (QUAD-PL1) $79.95
Distributor
ESPRIT MODEL PULSAR 2E PRO
Esprit Model 1240 Clearmont St NE, Unit 12 Palm Bay, FL 32905 Phone: 321-729-4287 espritmodel.com
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he new Pulsar 2E Pro has been developed as an improved version of the Pulsar 2000 M. The wing is a built-up carbon fiber D-box design that utilizes carbon fiber faced balsa ribs and a carbon fiber strip trailing edge. The trailing edges of the wing are covered with Ultracote®. The fuselage is gel-coated fiberglass with carbon fiber reinforcement. Hand-built tail surfaces are made of laminated carbon/ balsa strips covered in Ultracote. All control surfaces come fully pre-hinged with Kevlar® tape. The Pulsar electric-powered sailplane requires only basic assembly. It is designed for minimum weight and maximum strength. The careful use of composites, combined with an underlying wood structure in the wing, ensures a strong, lightweight structure. The Pulsar is optimized for light lift conditions and minimum sinking speed. You should investigate this airplane if you are looking for advanced performance in a hand-made electric-powered sailplane. RC-SF.COM
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BUILD
BRISTOL BEAUFIGHTER TEST FLIGHTS AND TOP GUN 2013 BY David Wigley
I’m shown here on the starting pad waiting for my turn to start the first flight round. At Top Gun there are usually four to five active flight stations. The airspace can get quite busy.
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t this point in the build, the Beaufighter’s journey was almost complete. The paint, color and markings as well as the weathering were done. It was ready for pictures and its maiden flight. That’s not how it went with the Beau. That is, however, my preferred way of completing a scale project. I like to get everything done including all the details and some static photographs before attempting to fly it for the first time. As much as I hated to deviate from this method, time constraints got in the way because of Top Gun. I thoroughly enjoy competing at Frank Tiano’s
world class Top Gun competition in Lakeland, Florida every spring. I don’t build my scale models specifically for competition, but I like the challenge of an event such as Top Gun. So… FIVE YEARS AND COUNTING It is worth pointing out that I reached the event’s five-year limit competing with my Westland Wyvern. That meant I must compete with a different airplane in 2013. The plan had always been to build the Beau for competition. By the summer of 2012 I realized I still had much to do to get the Beau finished. Moreover, I was absolutely
certain I was not going to compete with an unproven airplane. Every year at Top Gun I see competitors arriving with models they have been frantically working on to ready for the competition. They are forced into flying an unproven airplane in a very stressful environment. From my experience, it takes a number of flights to work the bugs out of a competition airplane— especially one that you would use in a Top Gun competition. Top Gun type scale models are enormously complicated machines and there are always things that go wrong on the initial flights. Not to mention
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BUILD
COVERING THE DALLAIRE SPORTSTER COVERING A FUSELAGE IS LIKE PUTTING ON SOCKS
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n my last installment, I showed you how to cover an undercamber wing, starting with the lower side, and using thin CA to ensure that a solid bond exists between the concave ribs and the covering. This secure bond is necessary to prevent the material from pulling away from the rib edges when you shrink it. The model’s tail surfaces were also covered previously. My example for these covering procedures has been the 108-in. wingspan Dallaire Sportster. With the Dallaire’s huge wing and empennage neatly tucked away, the only stillnaked item is its fuselage. I’ll get to that component after a few brief comments. Whether you cover with film or fabric, the one rule to guide you is stretch, not shrink. All heat-shrink materials must eventually be called
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upon to shrink to some degree, but if they are applied with a pulling- andstretching technique as opposed to a loose application, the end result will be tighter, longer lasting and one that is resistant to loosening under the sun’s rays. If you have followed the preparation methods I’ve given you in several previous installments, your model’s fuselage is sanded smooth, with any blemishes removed or repaired, and the component thoroughly vacuumed to remove any sanding dust. The final step in preparation before the covering procedure is to wipe down the fuselage with a tack cloth. The Dallaire Sportster’s rounded belly presents a potential problem, not because of its rounded shape alone, but because of the two protruding landing gear legs that are permanently mounted to the
BY Jeff Troy
fuselage. These prevent the side coverings from being wrapped under the fuselage and mating, side-toside, over the lower-center stringer. I deduced the best way to tackle the fuselage was to cover the bottom first, followed by the two side panels, then the cowl and finally the top. Unlike polyester and polypropylene films, fabrics have grain, and that grain must run in specific directions during the covering process. For wings and tails, the grain direction is traditionally span wise, which means it runs from the wing root to the leading edge. For the typical fuselage, the grain runs lengthwise—from nose to tail. With this in mind, I cut a piece of covering from the roll with the grain running nose to tail, long enough and wide enough to cover the bottom of the fuselage in one seamless piece.
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After vacuuming the entire model, the first step to any good covering application is a careful wipe down with a tack cloth. One speck of dust under an otherwise flawless covering comes off looking like a cactus in the desert.
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I made an “X” cut in the lower covering so it would clear the music-wire tail skid. Notice the hole is not overly large—I made it just big enough to fit over the gear leg.
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With the covering held at the rear by the skid, gently pull the covering forward and iron it down at the nose. Ironing down wrinkles looks terrible, and the wrinkles don’t come out. Always pull and stretch the covering before touching it with the iron. Remember this quote: “Pull tight and iron down smoothness.”
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Clearing the landing gear isn’t difficult. Pull the covering close to the legs, then fold it back on itself so you see where the covering must be cut to pass between the gear legs. Rememeber to measure twice and only cut once if you want to avoid having to redo a piece of covering.
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Make slits in the covering to clear the landing gear’s legs, then pull the covering up between the legs and iron it to the lower longeron of the fuselage.
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Pull and stretch the covering along the lower longeron, ironing down approximately six inches at a time on each side of the fuselage’s top side.
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HOW TO
MULTI-ENGINE AIRCRAFT
GET-IT-RIGHT SETUP FOR COMPUTER RADIO PROGRAMMING BY Tom Wolf
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odelers have continually struggled with achieving matched-engine performance (synchronized output rpm) on multi-engine glow- or gaspowered airplanes. Traditional setups use a single radio channel to control throttles. Therefore, the primary method for matching the engine rpm is adjusting the throttle linkages. In that case, the best that can be hoped for is that the engines are matched at full throttle and perhaps at idle, with poorly synchronized operation in between. To solve this problem, electronic synchronizers have been developed that employ hall-effect sensors to monitor
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engine rpm and provide a feedback control loop to match a slave engine to a master engine. While this approach can be successful, the added components and circuitry increase setup complexity and result in reduced reliability. Since engine reliability is paramount for a multiengine airplane, the use of electronic synchronizers can be problematic. CHANNEL SEPARATION An alternate solution places the throttle of each engine on a separate radio channel and uses computer radio programmable mixing to link the channels together. One engine and its associated radio channel are
selected to be the “master,” with the additional throttle channels mixed with the master channel— using programmable mixes that include a mixing curve. The mixing curve allows compensation for variations in throttle response from engine to engine, variations in servos, and variations in throttle linkage geometry. Once properly programmed, it is possible to achieve a nearly perfect rpm match for the engines, regardless of throttle setting. Because each engine is on a separate channel, it is also possible to add rudder-to-throttle mixing to provide differential throttle responses with rudder inputs. This
Tom’s 1/16-scale Boeing 314 flying boat utilizes the multi-engine setups described in this article, including for turning the airplane on water.
can be beneficial as an aid to taxiing for aircraft with conventional (taildragger) landing gear. This article provides setup information specific to a Futaba® 10 CAG computer radio. However, the principles are applicable to any radio with programmable mixes that include mixing curves. For simplicity, the discussion below is also specific
to a twin engine airplane. However, by replicating the setup steps described, this technique can be extended to four-engine aircraft. The only limitation is the availability of radio channels and programmable mixes with curves. INITIAL RADIO PROGRAMMING Select an engine to be the master.
The author’s 1/5- and 1/8-scale DH Mosquitos make a very nice pair. They have given many hours of piloting enjoyment.
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HOW TO
AEROBATICS PART 9 HOW TO PERFORM THE NEW VORTEX BY Daniel Holman
During the 2013 Wenatchee, WA Huckfest, Gabriel Altuz and I performed a demo together. Gabriel is flying the PAU 105-in. Edge 540. I am flying my Extreme Flight 104-in. Extra 300. As you can see, we’re very comfortable flying close together.
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O
ne of my favorite aspects of aerobatic flight is no matter how much you learn, or how proficient you become, there’s always something new to figure out and master. I’ve heard it said we’ve reached a wall in aerobatics in that every possible maneuver has been done. This may seem true at first in that we fly aerobatics that have four basic channels: ailerons, elevator, rudder and throttle. Even so, I believe there is a lot of untouched ground in this area. My two hobbies are RC aerobatic airplane flying and music. As I sat at the piano today, I started thinking about the relationships between composing a song and inventing new maneuvers. True, there are more musical notes than channels on an airplane, but think of the myriads of songs written using the same notes. I look at aerobatics in the same way. When flying in a freestyle aerobatic competition, along with execution, presentation and choreography, the competitors are
judged on originality. This section of the scoring process judges the pilot’s ability to invent new maneuvers/ figures as well as to perform already known maneuvers on different axis and with new variations. Every year, one of the most exciting parts of preparing for a contest is inventing a new maneuver. This is crucial to earning a high score and exciting the spectators. In June ‘13, I introduced the “Vortex”, at the Extreme Flight Championships. Here is how its done. VORTEX The Vortex is basically a horizontal waterfall—a tight, fully stalled, 360 degree turn done while the airplane maintains a knife-edge attitude. It can be performed with a high or low entry speed, but a moderate-speed entry is the most forgiving. In the last issue, I wrote about P-factor/Asymmetric Blade Effect and torque-sensitive maneuvers. The RC-SF.COM
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HOW TO
DEGREASING THE GREASIES D Buy a bottle of Palmolive soap to use for your mixture of water and soap. It works great and is inexpensive.
A couple of dollars will buy you a good spray bottle that you can use for you soap and water mixture. It works well for this mixture.
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BY Jeff Troy
ozens of commercial model airplane and RC car cleaners have been offered to modelers over the years. Some have worked well, others not so well while still others never worked at all. Kitchen, bath and all-purpose household cleaners have been used extensively, too, but even the most popular of these cleaners just blended themselves into the burned fuel-oil residue on our models, swirling the grime around, eventually removing most of it but still leaving a greasy film behind that never would come clean. Modelers soon understood the uselessness of these so-called solutions, eventually abandoning most of them and brewing up some interesting concoctions of their own. Ammonia and water is one popular solution, but have you ever seen the plastic rear window of a convertible top that has been cleaned with glass cleaners for awhile? They are dull, faded and almost impossible to see through, right? Right! That’s because ammonia attacks and dulls plastics— and paint—and while it isn’t too bad for plastic films like MokoKote and UltraCote, it’s one of the worst things you can use to clean a painted model airplane. Needles to say that volatile solutions such as paint thinners, automotive degreasers and similar hardcore products can be utterly devastating on a model’s surface. Most of us have our favorite
As you can see, my model is now covered with grease and grime. I always wipe my models down after flying them.
cleaning concoctions. Yours may work just as well as mine, maybe worse, maybe even better. Regardless of how your own does for you, mine has proved itself to me and many other pilots over several decades of flying free flight, control line and radio control model airplanes, and even a few RC cars and helicopters. My simple solution is Original Palmolive Green dish detergent and water—nothing else. Palmolive Green has been cutting the grease on the nastiest frying pans, baking pans and oven rotisseries since its introduction. Apply a few drops of Palmolive Green to a wet sponge, wipe it over a greasy pan and watch the grime disappear. I use a Palmolive Greenand-water mix on my models, and get the same result every time— clean, grease-free models. Here’s the deal. Get one of those garden spray bottles sold at hardware and home goods stores. Fill it with tap water and add several drops of Original Palmolive Green detergent. Give it a little shake and watch it foam. That tells you that it’s ready. Spray the mix over a greasy model, wipe it down with a paper towel and it’s ready to take back home without gumming up your car. You can use this solution on film-covered models, fabric-covered models, painted models, metal surfaces, plastic surfaces and even the rubber tires on your airplane, cars or helicopters. The only no-no is bare, untreated wood, because the wood grain will absorb any liquid that hits it—and why would you have grease on an untreated, bare wood part of your model?
My mix of Palmolive Green and water gets sprayed on the model after it has been flown and ready to go home.
Taking the grease and grime off your airplane after each flying session will keep it look new for a long time.
A few paper towels work superb for removing the grease and grime from my airplane, especially with the Palmolive mix.
I use a model stand to hold my model before and after flight. This is how my biplane looks after I’ve cleaned it with my special mix.
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HOW TO
HOW TO WIPERS KEEP IT QUIET! YOU’LL REDUCE DRAG
BY Wil Byers
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’ve had my 1/3-scale, 6-meter wingspan, ASG-29 sailplane for about three years. It is a super soaring machine, with an exceptionally good lift-over-drag ratio. It truly has “legs” when it comes to thermal searching. It is also pretty fast when you reflex the wings trailing edge about five degrees and then step on the “gas” a bit. What I like about this model is how well it
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climbs in thermals, especially if you manage its airspeed well. All around, it is a very enjoyable sailplane to fly. WHAT IS As I readied the ASG-29 for this year’s soaring season, I noticed that the wipers on the flaps, ailerons and elevator were starting to come loose. They were also starting to get pretty brittle.
As you can see, the wipers are about .008 inches thick and are just made of clear plastic material.
RC SPORT FLYER . DECEMBER 2013
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If you don’t know what wipers are, they are small, thin pieces of plastic. They have a sight amount of camber molded into them so they stay pressed against the wing when applied properly. Wipers are used to seal the small gap that exists between the wing/elevator and its respective control surface. On a molded composite sailplane, such as the ASG-29, the control surfaces
The Icare wipers have a curve molded into them, which helps them stay attached to the control surfaces during deflections.
use what is termed a living hinge. A living hinge is typically used on the top of the wing. It is often a piece of Kevlar® that was embedded in the composite matrix when the part (wing or whatever) was laid up in the mold. When the part comes out of the mold the control surfaces are part of the wing—not cut free. So after scoring the hinge line with a very sharp and narrow cutting bit, the bottom of the control surface must be cut free of the wing so that control surface can move. To do this the manufacture will use a special cutter to cut a notch out of the bottom of the wing, once it has been removed from the molding tool. This notch or cut is typically about 1/8 to 1/4 inch in width. What a wiper does
My 6-meter wingspan ASG-29 is making its final approach to a landing during last spring’s Yakima Aerotow event.
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You must use an adhesive to bond the wipers to the wing’s surface. I bought Promipáska tape from Icare.
is bridge this gap to stop air from flowing into it. If wipers are not used, the air that flows into the gap creates extra drag on the wing, which is typically evident by the whistling sound that is created by the air flowing into and across the gap. INSTALL Because my ASG-29’s wipers were in need of changing, the first step in their replacement was removing the old wipers. That is easy! You simply slide a single-edge razor blade under one end of the wiper such that you can get enough wiper free to pull on. Then you must slowly pull them off of the composite surfaces. Removing the wipers is easy.
Adding wipers to the wings’ and elevator’s control surfaces will give your model glider / sailplane or even airplane a slight performance gain.
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When the control surface is cut free of the wing after the molding, it leaves a slight gap, which adds drag.
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COLUMN HOW TO
E-POWER
WATT IT ALL ADDS UP TO IS POWER AT THE PROPELLER BY Andrew Gibbs
This front view of the Wind 50e shows the relatively large propeller. The Wind 50e uses a relatively low Kv motor running on 6S power to turn the propeller.
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n this issue I’ll begin a discussion of the practical aspects of electric motors. Before we get down to motor talk, let’s discuss another inspirational model: SEBART WIND 50E Bob Partington built the SebArt Wind 50e. It is from Sebastiano Silvestra, a top Italian F3A flyer and designer. Bob bought his model to help hone his aerobatics piloting skills. He says he finds the model very pleasant to fly. Some of his observations are that his model’s best center of gravity position is 8.25 inches back from wing’s leading edge, which is further aft than the instructions state. He says that there is virtually no associated roll or pitch when the model is yawed with the rudder. This lack of coupling between the different axis helps to make a model easier to fly with precision. The model comes with two wing fences per side. These help to
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prevent span wise flow, and they add side area, which helps in knife-edge maneuvers. They are also supposed to help with tracking in side winds.
size. It has a wingspan of 62.2 in. and a wing area of 806 sq in., so it carries a wing loading of 21.6 oz / ft2. This also is low for a model of this size.
POWER The SebArt Wind 50e power system is a Hacker A50-16S V2, which has a Kv of 378. The battery is a Turnigy 6S 5000-mAh LiPo pack and the ESC is a 77-amp Jeti Advance Pro ESC. The motor turns a 16x10 Xoar wooden propeller, which makes for full-throttle current of 60 amps. When you do the math that equates to 1330 watts. The model weighs 7 lb 9 oz, which is good for an airplane this
CANALISER Having flown his model much, Bob got really familiar with its performance and responses to control inputs. He subsequently decided to experiment by fitting it with a canaliser. A Canaliser is a small horizontal flying surface fitted above the fuselage, at about the halfway point. A canaliser is used to improve rudder response by straightening the airflow to the rudder that has been
disrupted by the propeller. Bob initially fitted the airplane with a small 12-in. canaliser. This had a negligible effect. It was therefore replaced with a 16-in. Bob says, it proved to be effective, and that less rudder is now required for a given control response. Effectively, the canaliser makes the rudder more powerful. Knife-edge flight required very little rudder input and the rudder response was harmonized with the aileron and elevator. Knife-edge loops were even much easier to do. POWER SYSTEMS – PART 3 Previously I discussed the relationship between voltage,
The canaliser Bob fitted to his model is covered in matching film, which makes it look like it is part of the original equipment.
resistance and current—it is known as Ohm’s Law. Electrons are said to flow from positive to negative. For a current to flow, a complete electrical circuit must exist. The battery serves to drive the flow of current around the circuit, that is until the battery’s chemical action is exhausted. Then it must be recharged. BATTERY FUNCTION The battery performs two functions in an airplane’s electric power system. It supplies the energy that powers the motor. It also supplies electrical “pressure” for the current in amps. It is helpful to think
The four holes cut into the cowling provide the much-needed cooling air to flow in and over the motor, battery and ESC, which keeps them running at optimum.
of the battery as a reservoir of energy and the electromotive force (EMF) required to generate electron flow. POWER Power in the case of our systems is the energy that is delivered to do a mechanical function such as turning a motor. Mechanical energy can be defined in horsepower, or electrically in the unit of watts. WATTS Watts is abbreviated as W. One horsepower is equivalent to 746 watts. The typical 60-watt light bulb therefore consumes a bit less than 1/10 hp. An indoor model’s power
The model is fitted with two wing fences per side. They are claimed to also help the model with tracking in cross-wind conditions.
Bob Partington’s SebArt Wind 50e is a attractive, well-designed F3A model. Bob modified his airplane by fitting a canaliser. RC-SF.COM
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COLUMN
FPV RESCUE
HOBBYISTS DEMONSTRATE SMALL UNMANNED AIRCRAFT SYSTEMS TO THE PUBLIC SAFETY COMMUNITY BY Lucidity, Roswell Flight Test Crew
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ere at the Roswell Flight Test Crew, we fly First-Person View (FPV) first and foremost because it is a lot of fun. Like the overwhelming majority of you, I suspect, we are hobbyists—nobody pays us to fly. However, from the very first moment that Techinstein described the emerging field of FPV to me, I was struck by the potential real-world applications of this technology, most especially for firefighters and other first responders. Consequently, we’ve made demonstrating that potential one of our primary missions. We’ve
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previously flown over structural and wildland fire-fighting exercises, and this past summer we had the opportunity to participate in an intensive, two-day series of drills with the local fire department in Eugene, Oregon—thanks to our friends at Rising Tide Innovations. This effort included three separate training scenarios: a hasty river search, a hazardous material spill and a structure fire. UP A CREEK In our first exercise, a man drifting down the Willamette River in an inner tube became separated from
his floatation device and was last seen struggling to reach one of several small, wooded islands in the vicinity. An “eyewitness” on a nearby pedestrian bridge provided this information to firefighters when they arrived on scene. In this case, the “victim” was actually another firefighter who had been put ashore on a nearby island by boat, to see whether or not our flagship FPV platform—RQCX-3 Raven—could help the Incident Commander (IC) find him faster than conventional search techniques. To be honest, it wasn’t much of a challenge. The best practice for a
When viewed through Raven’s visible light camera, the tanker carrying molten phenol is indistinguishable from the rest of the rail cars in the yard. However, changing over to the FLIR thermal imaging camera immediately reveals which of them is carrying a deadly cargo.
responding engine crew in this type of incident is to pick their way along the shoreline with throw bags in hand, hoping to spot the person in distress. In the meantime, the water rescue team is driving to the nearest river access point with their boat in tow. After launching it, they have to race up river to the location where the victim was last seen. It’s a textbook response by a team of highly trained, determined and resourceful professionals, but they were no match for Raven—the bird with a bowl for a bonnet—especially because it is equipped with a military-grade FLIR thermal imaging camera for this exercise. As it leapt into the air, Techinstein was on the sticks flying FPV, the IC was wearing our extra set of goggles and I was serving as the spotter. Maneuvering in clear air, Techinstein nosed over and pushed Raven upstream at her maximum speed of 40 miles per hour. Slowing as he approached the first island, he switched over from Raven’s GoPro to the thermal camera. A few seconds later, the IC called out, “I can see him!” When observed by means of the heat radiating from his body as a warm-blooded mammal, our “victim” was easy to pick out among the vegetation, even though he was nearly impossible to see through the visible light camera. Another interesting development was that the IC spotted him first, even though Techinstein has far more experience with FPV. This fact suggested to us that having an observer watching the live video feed, in addition to the pilot, is probably a really good idea.
A thousand feet down range from her launch point, RQCX-3 “Raven” inspects a tanker car transporting a potentially lethal load of molten phenol.
With Techinstein on the sticks, the Incident Commander (IC) watches Raven’s progress through a pair of Fat Shark goggles.
The pilot’s attention is necessarily going to be divided between safely operating the aircraft, monitoring its systems and performance via the On-Screen Display (OSD) and looking for the victim. However, a dedicated observer can devote all of his or her attention to finding the missing subject. With the victim located, the IC was able to direct the water rescue team to his precise location immediately, saving time that could
be the difference between life and death in a real-life incident. After the first round, the score was: FPV 1, Conventional Technique 0. DON’T GO THERE Next up was our hazardous material drill, which took place at a nearby Union Pacific rail yard. To begin with, I have to tell you that after this experience, I’m never going to look at a train the same way again. Some really, really, really nasty stuff RC-SF.COM
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COLUMN
HELICOPTERS 101, PART 1
HELICOPTER PILOTS ARE DIFFERENT
BY Dave Phelps “The thing is, helicopters are different from planes. An airplane wants to fly, and if not interfered with too strongly by unusual events or by a deliberately incompetent pilot, it will fly. A helicopter does not want to fly. It is maintained in the air by a variety of forces and controls working in opposition to each other and if there is any disturbance in this delicate balance the helicopter stops flying. Immediately and disastrously. There is no such thing as a gliding helicopter. This is why being a helicopter pilot is so different from being an airplane pilot, and why, in general, airplane pilots are open, clear-eyed, buoyant extroverts and helicopter pilots are brooders, introspective anticipators of trouble. They know if something bad has not happened, it is about to.” - Harry Reasoner
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The Blade® Nano CPX is a fun RC helicopter to fly if you are ready for a little 3D action. It is small enough to take anywhere in any car. It is also very affordable, selling for only $159.99 (bladehelis.com)
Y
ou sling wing pilots are no doubt grinning after reading this because you know just how true it is. You wannabe helicopter pilots take heed. This is not a sport for the faint of heart or the easily discouraged. It takes a special person with a burning desire to conquer overwhelming odds to become a competent RC model helicopter pilot. If, however, you like a challenge, helicopters may be just the ticket. Helicopters are different from airplanes. Not only in the parts count of the airframes and the skills and mind-set required to build, set up, fly and maintain them, but in the aerodynamics involved. It has been said that rotor blades don’t produce
lift, they simply beat the air into submission. That is going to be the focus of the series to follow. We will examine in detail all of the forces acting on our model helicopters and how they interact and are controlled. In other words we’re going to take a beating trying to figure out how that whole submission thing works. (When it comes to the “who’s gonna get to use the TV remote” argument, you’re on your own though, sorry.) Having a working knowledge of aerodynamics may not make your helicopter fly any better, but it can give you a deeper understanding of why it does what it does when it does it. It might also help you avoid certain conditions that might interfere with the delicate balance
that Mr. Reasoner spoke so eloquently of. While rotary wing aerodynamics can be a very complex and intimidating subject, it can also be a little drab. I’m one of those crazy folks that really enjoy understanding and explaining the needlessly complex, so please bear with me as I try to tamp down the exuberance I experience while helping you watch paint dry. AERODYNAMICS In order to understand helicopter aerodynamics, it is necessary to first have an understanding of basic aerodynamics, or put more simply, how an airfoil develops lift and what else happens in the process. There are four forces working on a lift-producing airfoil: gravity, lift, drag and thrust. Lift is the force that overcomes gravity. For our discussion, there are two different types of gravity; one being the force that holds our feet on the ground, the other is generated by a change in direction or velocity, commonly referred to as G-force. Thrust is the force that overcomes drag. The higher the combined drag created by lift and the
This is thirty years ago (almost exactly to the day) and forty pounds lighter. September, 1983. (“There I was at 10,000 feet. Inverted hover. Air medals dangling in my face. Bogeys to the right, big green tracers the size of basketballs coming in from the left. Flak so thick you could walk on it… ”)
airframe structure, the higher the thrust needed to maintain a specific airspeed. The higher the G-loading or weight of an aircraft, the more lift required to keep it flying. Because the increased lift creates more drag, more thrust is needed to keep the speed up. These are the four forces that we are attempting to balance while setting the aircraft’s pitch and throttle curves so that there is little change in rotor rpm as collective pitch and therefore lift is increased and decreased. In simplistic terms, lift is created when an airfoil is exposed to air moving over and under it, causing a
low pressure area on top and a high pressure area underneath. Because of the curve on the upper surface, the air moving over the top has a longer distance to travel and so is forced to move faster than the air on the bottom in order to arrive at the trailing edge at the same time. The air building up beneath the airfoil pushes it upwards into the lower pressure. The amount of lift generated by an airfoil is affected by many different factors, including but not limited to airfoil shape, density of the air, the speed of the air and the “angle of attack” (the angle that is formed by the direction of the
If you want to step up in size of RC helicopter the Blade® 5003D is a superb choice. While not a flybarless helicopter it is 3D capable, and a very good entry point helicopter. It sells for just $249.99 (bladehelis.com) RC-SF.COM
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COLUMN
DUPLEX DC/DS-16 HOW TO GET HER IN THE MODE
I use my DC-16 to control my 1/3-scale ASG-29 sailplane. You can program into its memory a set of flight modes very easily, plus it has superb telemetry features.
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BY Wil Byers
I
f you are not yet using flight modes to enhance your piloting of an RC airplane, helicopter or glider, you must do so in the future. They’re easy to add to your transmitter’s programming setups. Moreover, they are a very powerful tools. They are a must for any RCer that wants to “amp” up their piloting. How so? The reality is that flight modes will take much of the workload off of the pilot no matter the airplane’s mode of flight. Whatever you are trying to accomplish as a pilot, flight modes will help. For example, if you want to reconfigure your airplane for landing, you can program a flight mode to help. Once the flight mode is programmed, you will simply flip a switch or press a button to activate the specified flight mode. The radio’s program will tell the airplane’s receiver how to configure its
The DS-16 offers the same programming functions and features, but it comes in a more compact case. Note that four of its switch sit atop the transmitter’s case.
This is the 3-position switch installed in the DS-16 transmitter. I added one to my DC-16. It is easy to install, but requires you do some minor soldering.
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To program flight modes you must enter the main menu and then navigate to the Fine Tuning menu.
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Once you’ve entered the Fine Tuning menu, you will find Flight Modes at the top of the list.
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This is the Flight Modes default screen. You will add flight modes by pressing the F3 function key.
RC-SF.COM
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REVIEW HOW TO
X1-200 TOUCH
CHARGE `EM: LiPO, LiFE, Li-Ion, NiCd, NiMH, Pb
BY Wil Byers
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Hitec’s new X1-200 Touch is compact, lightweight and has an extremely user-friendly programming interface.
The right side has the DC power input, balance port, PC Link, temperature port and positive and negative female charging plugs.
O
ver the 19 years that we’ve been publishing RC Sport Flyer magazine I’ve had the opportunity to test and use many battery chargers. They include almost all the name brands, and even some of the off-brand models that you rarely hear about. Over the past few years chargers have become increasingly better at pumping electrons in their respective battery types. Additionally, their user interfaces have become easier to understand, which equates to ease of use. Recently Hitec RCD added the X1-200 Touch multi-charger to their line of battery chargers. What I found from the moment I connected my workshop’s DC power supply to the banana plug input leads of the X1-200 Touch is, its user interface is more intuitive and easier to use than any charger I’ve used to date. Let me underscore this statement by explaining I do not say this lightly. However, it is the truth! The X1-200 Touch’s user interface is just dead easy to understand. So it is that from the moment you power this compact, 19-oz charger you will know how to program it for almost every battery type and charge/discharge configuration. You could almost throw away the
manual; but, don’t do so. You may just need the manual to clarify one or two steps in understanding how to use the X1-200 Touch.
• Temperature sensor port • Servo/ESC port • USB port HOW TO Let me give you a quick lesson in how to use the X1-200 Touch. Start by connecting the charger’s DC power cord (included in package) into an appropriate 11- to 18-volt DC supply. The unit will power up immediately. Next you’ll select the battery type. You’ll use the X1-200 Touch to charge by using the up or down arrow keys. There is no enter confirmation required. You simply select the type you want. Then you’ll select charge or discharge. This will be followed by picking the number of cells in the battery pack (up to 15S). Once you’ve selected the number of cells you must confirm by pressing the ENTER key. This will take you back to the main screen. Next I suggest you pick the capacity of the battery pack. For my test I was charging a 4S 5000-mAh Thunder Power pack, so I selected that value. After you’ve selected the capacity you can press the start button if you wish. The charger will check the battery’s configuration to confirm that you’ve entered all the parameters properly. You’ll then start the charge by pressing the ENTER key. Programming a basic charge with the X1-200 Touch is just that easy. It will require you to make about five entries to get the charge started.
The X1-200 Touch even includes USB charge, servo/ESC test and brushless motor rpm sensor ports. It has legs on its back.
FEATURES • DC power cord w/ banana plug ends • Alligator clips included • 2-pin T-type charging cable • Balancing board cable • Universal balancing board • Compact / lightweight • Brushless motor sensor port RC-SF.COM
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REVIEW
CX4 A BLADE TO KEEP YOUR THUMBS HONED BY RC-SF Staff
W
inter is just around the corner. Last night the temperature in our area dipped to 26 degrees Fahrenheit. As you know, if you live north of the 40th parallel, that means you either wait for a sunny, no-wind day to fly RC aircraft, or you take your flying indoors. We like to do both. However, from about mid October until the end of February the indoor environment is much more hospitable to short-sleeve piloting than the outdoor environment. Additionally, by flying indoors it keeps those thumbs and fingers practiced for the next season of flying—hopefully, that season will arrive sooner than later. Anyone up for a trip to Hawaii in January for some wintertime flying? Barring a beach-side resort, with slope soaring at South Point on the Big Island of Hawaii, what can you do to stay in practice for the upcoming 2014 flying season? If you have even a few bucks you can buy a Blade CX4 and have a ton of fun flying it. Moreover, you will keep your
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thumbs in practice for the season just beyond the upcoming snow storms—honestly, springtime will come soon, so stay in practice.
• Two-piece body w/ LED running lights • Soft-mounted, shock absorbing landing gear
WHAT YOU GET • Blade CX4 • E-flite® LP5DSM transmitter • 800-mAh 3S 11.1-volt 30C LiPo battery • 3-cell 11.1-volt LiPo charger w/ AC adapter • Extra upper and lower rotor blades • 12-volt power supply • Instruction manual • (4) AA batteries
CHARGER FEATURES • Charges 3-cell lithium polymer battery packs • 0.8-amp charge rate • LED charge status indicator • LED cell balance indicator • 12-volt alligator clip input cord
FEATURES • Flight ready • 360-size brushed motors • 3-in-1 ESCs/mixer/heading-hold gyro • 5-channel LP5 DSM/DSM2 transmitter w/ batteries • 2.4-GHz DSM2® receiver • Self-stabilizing flight characteristics • Rubber-coated rotor blades
BIND IT—FLY IT Here is what you’re going to need to do to start flying your new Blade CX4. You’ll start by charging the LiPo battery pack. Doing so is very easy. You’ll simply plug the AC charger adapter into the wall, connect it to the charger module, the red light will then start to flash and you’ll connect the battery pack to the charger’s balance port. The red and green lights will then come on indicating that the 3-cell 11.1-volt LiPo is charging. When the red light glows steady red, and the green light goes out, the LiPo pack has been
Larissa shows you that the Blade CX4 is a medium size coaxial, multirotor RC helicopter. It is even a good pick for the beginner pilot. RC-SF.COM
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