RC Sport Flyer Feb 2014 (Vol 19-02)

RC Airplanes | Gliders | Helicopters Tx TESTED PG 82

AND • • • • •

XLF-207 Laminar Glider DJI Phantom 2 Vision ASK 21 Drawings Neat Fair Racing Down Thrust

PROFILE POWER+

VECTOR IN ON Tx-R HADRON WING

FEBRUARY 2014

USA & CANADA $6.49

RC-SF.COM

EXTRA 330SC BP

DX5e DSMX 5-Channel Transmitter

DX6i DSMX 6-Channel Transmitter

DX7s DSMX 7-Channel Transmitter

Great FliGhts

START HERE. The seamless sense of connection you feel at the sticks of a Spektrum system makes every flight one to remember.

PRO HELI PILOT :: Alan Szabo Jr.

“spektrum technology’s extremely reliable radio link and incredibly fast response lets me confidently fly hard 3D.“ PRO SAILPLANE PILOT :: Mike Smith

“spektrum‘s programming makes it possible for me to set up and, just as importantly, use all 10 flight modes for my multi-task sailplanes“ PRO AIRPLANE PILOT :: Dustin Buescher

“at high speed, confidence in your equipment is a must. i trust spektrum in all of my jets!”

Learn about all the ways Spektrum technology connects you with your model.

Get to spektrumrc.com or your favorite RC retailer right away.

VISIT

Your Local Retailer

CLICK

horizonhobby.com

CALL

1.800.338.4639

SERIOUS FUN®

© 2013 Horizon Hobby, Inc. DSMX, the DSMX logo, AirWare, Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, Inc. The Spektrum trademark is used with permission of Bachmann Industries, Inc. The SD Logo is a trademark of SD-3C, LLC. 42904

DX8 DSMX 8-Channel Transmitter

DX18 DSMX 18-Channel Transmitter

NEW DX9 DSMX 9-Channel Transmitter

! g n i s s e r t S p Sto ! g n i s s e r p m I t Star

Wingspan: 23.6 in.

Weight: 5.3 oz.

Length: 21.3 in.

All Weekender by Hitec airplanes feature pre-installed servos and high performance power systems.

Comes Unpainted – Customize Your Own!

Leave your worries behind and get outdoorsy with Hitec! Our spirited Zipper boasts sleek, modern styling and high performance action. Perfect for lunchtime sport aerobatics and weekend club racing, this compact airframe features durable foam construction and three-channel control.

Make a good impression with a Weekender by Hitec.

Prefer to mix it up just a touch? Beginners will appreciate the effortless, easy control of the eHawkEye, while our Extra 300S offers the ultimate in sport aerobatics and dazzling 3D dramatics to more experienced pilots.

Wingspan: 22.0 in.

Weight: 4.2 oz.

Length: 20.5 in.

/

Wingspan: 47.2 in.

Weight: 3.1 lbs.

Length: 42.5 in.

Hitec RCD USA, Inc. / 12115 Paine Street / Poway • CA 92064 / (858) 748-6948 / www.hitecrcd.com

TABLE OF CONTENTS DEPARTMENTS

10 LEADING EDGE 14 HOT PRODUCTS 96 ADVERTISERS’ INDEX

PG 46 DISCOVER WHAT REALLY MAKES YOUR MODEL’S ELECTRIC MOTOR SPIN PROPELLERS.

97 MYSTERY AIRPLANE EVENT

BUILD

HOW TO

22

28

34

NEAT FAIR RACING CHECKOUT THE FUN YOU TOO CAN HAVE RACING VINTAGE AIRPLANES FROM THE GOLDEN AGE OF AVIATION. Rob Caso

APPYING THE FINAL FINISH WE SHOW YOU HOW EASY IT IS TO ADD THE FINISHING TOUCHES TO THE DALLAIRE SPORTSTER. Jeff Troy

DOWN THRUST ALTERNATIVE

38

TOM PROVIDES A PROGRAMMABLE ALTERNATIVE TO USING BUILT-IN DOWN THRUST IN YOUR AIRPLANE. Tom Wolf

AEROBATICS PART 11 LEARN HOW TO BUILD A CONTESTWINNGING FREESTYLE ROUTINE FOR YOUR 2014 CONTEST SEASON. Daniel Holman

COLUMN

PG 22 HELICOPTER TOTAL FORCE IS EXPLAINED IN THIS MONTH’S COLUMN.

PG 50 6

RC SPORT FLYER . FEBRUARY 2014

46

E-POWER THE HOW AND WHY ELECTRIC MOTORS USE BOTH PERMANENT AND ELTROMAGNETS. Andrew Gibbs

50 HELICOPTER TOTAL FORCE SEE WHY TOTAL FORCE IS USED TO DESCRIBE THE ENTIRE OUTPUT OF A ROTOR SYSTEM. David Phelps

FEBRUARY 2014

56

REVIEW

THE PEOPLES’ DRONE DJI’S PHANTOM 2 QUAD IS DESIGNED FOR DOING AERIAL PHOTOGRAPHY AND FPV RC FUN. Lucidity

68

3-VIEW

64

THIS LARGE-SCALE MODEL IS A COPY OF THE FIRST GLIDER TO USE A LAMINAR-FLOW AIRFOIL. Gene Cope

PG 68

ASK 21 GLIDER DRAWINGS

ESPRIT MODELS LAMINAR

WE DOCUMENT ONE OF THE MOST POPULAR TWOSEATER SOARERS THAT WAS EVER IN PRODUCTION. Hans-Jürgen Fischer

PG 82 PG 76 76

82

FLYZONE HADRON CHECK OUT WHY THIS E-POWERED DELTA WING WILL LET YOU TAKE IT TO THE EXTREME. Wil Byers

HITEC RCD AURORA 9X TX RC-SF TESTS THIS NEW 9-CHANNEL RADIO TO SEE HOW IT FUNCTIONS AND PERFORMS. RC-SF Staff

EXTRA 90 E-FLITE 340SC BP 3D E-FLITE GOES BACK TO BASICS WITH THIS 330 TO GIVE YOU LOADS OF FUN 3D PILOTING. RC-SF Staff

PG 90 RC-SF.COM

7

RC SPORT FLYER MAGAZINE

RC Airplanes | Gliders | Helicopters

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

CUBS N’ COUSINS 2013 EXCLUSIVE EVENT REPORT H HANGAR 9 1/4-SCALE SUPER CUB H FIRST PERSON VIEW EXPLAINED

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

NOVEMBER 2013 VOLUME 18 ISSUE 11

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 NOVERMBER 2013

SUBSCRIBE@RC-SF.COM for

ONLY 29.95 Digital now only $21.95 $

2014 ALPINE QUIET FLYER ADVENTURE JUNE 26 – 29 alpinesoaring.com

EDITOR IN CHIEF Wil Byers wil@rc-sf.com ASSISTANT EDITORS Caroline Minard Bess Byers Lucy Teng Asa Clinton PRODUCTION Zhe Meng mengzhe@kionapublishing.com PHOTOGRAPHY Wil Byers Bess Byers GRAPHIC DESIGNERS Zhe Meng Bess Byers Shi Yuang graphics@rc-sf.com WEBMASTER CONTACT Chang Liang web@kionapublishing.com OFFICE MANAGER/ Sue Wharton CIRCULATION support@kionapublishing.com OFFICE ASSISTANT Sue Wharton CIRCULATION Christian Wells MARKETING Wil Byers Sue Wharton ads@rc-sf.com CONTRIBUTING EDITORS Rob Caso, Gene Cope, Andrew Gibbs, Daniel Holman, Mike Hoffmeister, Richard Kuns, Joe Nave, David Phelps, Steve Rojecki, Gary Ritchie, Mike Shellim, Patrick Sherman, Jerry Smith, Jeff Troy, James VanWinkle, Tom Wolfe RC Sport Flyer (ISSN: 1941-3467) is published monthly for $24.95 per year by Kiona Publishing, Inc., P.O. Box 4250, W. Richland, WA 99353-4004. Periodicals postage paid at Richland, WA and additional mailing offices.

POSTMASTER Send address changes to RC Sport Flyer, P.O. Box 4250, W. Richland, WA 99353-4004.

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Kalmbach Publishing Co. (800) 558-1544 ext. 818 Subscriptions: USA and possessions and Canada: $29.95 per year, $49.95 overseas.

Washington residents add 8.3% sales tax. Single copies $6.49 plus $3.50 S&H U.S. All payments must be in U.S. funds. Visa, Mastercard, Amex, and Discover accepted.

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or

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

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

Copyright ©2013 All rights reserved.

Printed in the USA

8

RC SPORT FLYER . FEBRUARY 2014

The Best Adhesive Selection for All Foams.

With the addition of Foam-Cure, BSI gives you the most choices when building your foam aircraft. With over 60 items, BSI has the largest selection of CA and epoxy adhesives available for modelers. Consistent high performance and freshness is what BSI provides in the adhesives that are always available at your local hobby shop.

“Your Adhesive Company for Over 30 Years.”

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

LEADING EDGE

WIL BYERS

I

received an e-mail the other day from a fellow modeler that read something like this, “I enjoyed your latest issue more than any magazine I’ve read in quite a while. What I liked most about the issue were the articles that detailed for me how to actually build and cover a model. I’ve bought a kit as a result, and plan to teach myself how to build it.”

That short e-mail got me thinking. I know, it’s dangerous to do so, right? Nevertheless, I started to contemplate about what you get when you buy an almost-ready-to-fly (ARF) airplane. In this day and age, you often get a very high quality model, one where you need only install the engine/ motor and radio gear. You get an airplane that is a superb flyer—often being purpose optimized. Furthermore, ARFs are now priced very affordably.

Alternately, what you get when you build a model from scratch or from a kit is much more work. However, there are some things you will get when you kit or scratch build, that have unmeasurable value. What you will receive is much more than just building skills. You will instinctively get design and engineering skills. They are much needed skills in today’s high-technology world. This is especially true if you are a young person looking towards a career that will reward you generously. It is just a fact, people with design and engineering skills earn a much better wage as compared to those that follow other career paths.

While we should all embrace and buy ARFs as a quick path to the RC airfield, building a model from a kit or from scratch once in a while will provide you with a rather cognitive endeavor. One that will advantage you over time. I truly believe you’ll discover building a model has restorative qualities. It does so because building truly provides a meditative experience you just can’t get from assembling an ARF. So readers, we’ll continue to publish our building and how-to articles. From my readers’ feedback, I guess I’m not the only one who likes building.

3-VIEWS My long-time friend and illustrator Mr Hans-Jürgen Fischer has agreed to provide us with a 3-view drawing for each issue going forward. Each 3-view will include a bit of information about the airplane, glider or helicopter.

You are welcome to use the drawings from these issues to document your model, detail it in scale fashion, post in your shop, etc. We just think these 3-view drawings add to the enjoyment of reading this magazine. Then too, we hope they will inspire you, and some of the model manufacturers, to turn these images into RC aircraft we can buy and fly.

2014 RC-SF EVENTS I’ve been hosting fun fly and contest events since 1980.

They are a superb way to bring RC pilots together in an organized fashion, such that the individual RC enthusiast benefits by the whole.

This year RC-SF is hosting one event and sponsoring two.

The event we are hosting is the Alpine Quiet Flyer Adventure. It will be held at the Joseph, Oregon airport, as well as Mt Howard and the Memaloose Airstrip. Joseph is in the Northeast corner of Oregon State, in a stunningly gorgeous, wilderness recreation environment. The dates for the event are June 26 thru 29. RC pilots flying electricpowered airplanes, e-powered gliders and sailplanes, as well as pure gliders and sailplanes are invited. The models can be either scale or non-scale. This event is free of charge; albeit, participants must be AMA members. For more information, point your browser at alpinesoaring. com.

RC-SF’s sponsored events are the 2014 Cubs n’ Cousins in Othello, Washington and the Washington Warbirds in Richland, Washington. Cubs n’ Cousins is slated for the weekend of August 22 thru 24. Washington Warbirds will be held the following weekend August 29 thru 31. I’d say plan to attend both if you want to immerse yourself in a week of RC flying excitement. You can learn more about Cubs n’ Cousins at rc-cubsncousins.com and for the Washington Warbirds event by going to rc-warbirdflyer.com.

I look forward to seeing you at one of these events....

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RC SPORT FLYER . FEBRUARY 2014

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Relax & Soar

The E-flite® Mystique® RES 2.9 m ARF

KE Y FE AT URE S

The E-flite® Mystique® RES 2.9 m ARF sailplane was inspired by the success of the full-house Mystique 2.9 m—optimized to provide exquisite performance with simply rudder, elevator and spoiler guidance controls. Ideal for intermediate pilots, the overall size makes a huge impression where it counts. The large wing provides gentle flight characteristics yet still delivers the authority to turn abruptly into thermals. Built-in spoilers give the ability to escape a thermal and perform spot landings with greater precision. A simple 4-channel radio is all you’ll need to build it with modern electric power, or as a pure sailplane suitable for launching off a winch, Hi-start or even a slope.

EFL4915 > Very low parts count and minimal assembly required > All wood, plug-in wings with pre-hinged spoilers > Factory-painted fiberglass fuselage with built-in vertical fin > Genuine Hangar 9® UltraCote® and UltraCote Lite film covering > Large canopy provides easy access to equipment and batteries > Heavy-duty carbon fiber wing and stabilizer joiners > Two-piece, full-flying stabilizer > Complete, high-quality hardware package > Requires just a simple 4-channel radio system

If an uplifting sailplane experience sounds good to you, visit E-fliteRC. com to find the closest retailer and more details.

114 in (2.90 m)

1030 sq in (66.5 sq dm)

58.5 in (1.48 m)

Power 25 BL Outrunner Motor, 1000Kv The newest E-flite Power 25 (EFLM4025C) features a reversed shaft and a higher output for stronger climbs and faster speed.

4.85–5.00 lb (2.20–2.25 kg)

Mystique shown with E-flite 14×8 folding propeller and 40mm aluminum spinner set (EFLP14080FA)—sold separately.

VISIT

Your Local Retailer

CLICK

horizonhobby.com

©2013 Horizon Hobby, Inc. E-flite, Mystique, UltraCote and the Horizon Hobby logo are registered trademarks of Horizon Hobby, Inc. All rights reserved. 41818

CALL

1.800.338.4639

SERIOUS FUN.®

HOT PRODUCTS ALIGN M424 QUADCOPTER

A

lign is well known for their T-REX helicopter series. Now they are introducing a new model quadcopter, the M424.

Their new quad is a plug-and-play model. You simply plug in the batteries that come in the kit and your quad will be ready to fly. The new M424 requires no assembly or fine tuning the control system.

It features unique quad-rotor layout, with an innovative exterior that gives the pilot a touch of high-tech feel.

The M424 has controls that are similar to RC helicopters. However, this quad has very stable flight characteristics, making it easy to fly even for those without prior RC airplane or helicopter experiences.

It comes equipped with an AT100 radio controller that utilizes 2.4-Gig automatic frequency hopping digital signal (AFHDS) technology to provide stable signal and resist radio signal interference. The controller can be configured for different flight modes too, so it will fit any pilot’s preference.

AEROFLY 2014 UPDATES COMING

A

erofly currently offers and further develops the following applications.

They tell us their next major version of aerofly FS for PC and MAC, will release at the end of 2014, and will feature: • More aircraft • The same aircraft now available in our mobile version, for example Airbus A320, Boeing 747-400, KingAir C90 GTx and Beechcraft Baron 58 • Navigation features like VOR and ILS • Increased system depth • Virtual cockpit interaction • Support for a larger area, which means switching to a geocentric world model.

Some of the aircraft of the upcoming version are already available as add-on aircraft from their website aeroflyfs.com or as in-app purchases for the MAC version.

The mobile version of aerofly FS will see shorter update cycles. As the development of their desktop version progresses they will add new aircraft and

12

RC SPORT FLYER . FEBRUARY 2014

Distributor Align RC USA 3626 Briggeman Drive Los Alamitos, CA 90720 Phone: 562-598-4700 alignrcusa.com

Whether you are a new or a seasoned pilot, the M424 Quadcopter provides an RC flight experience that’s different from conventional helicopters. It is easy to fly, fun and quick for you to learn how to control.

Specifications Diagonal distance 240 mm (rotor shaft to rotor shaft) Propeller width 140 mm Height 52 mm Weight (w/o battery) 80 g Weight (w/ battery) 95 g

Price $109.99

Distributor IKARUS-USA 1214 SW 39th St. Cape Coral, FL 33915 Phone: 239-540-0067 aeroflyfs.com

new functionality into the mobile version as well.

aerofly RC 7 aerofly RC 7 is now available. It builds on their success with aerofly5 RC simulator and adds new exciting features, models and sceneries:

• Improved flight dynamics for more realism • Model scaling feature: increase or decrease the model size • Flying aids: F3A-grid, position guides, flying trace, ground view, etc.

• Quadcopter support • Over 200 models and 50 sceneries

ESPRIT TYPHOON

T

he Typhoon is one of a new generation of full composite, hollow-molded sailplanes. This sailplane is designed and built to be extremely lightweight, with superb strength and full competition capabilities. The Typhoon comes as a completely prefabricated glider. It has a two-piece, hollow molded, carbon fiber reinforced wing, which incorporates a slight amount of dihedral, with beautifully curved leading edges. The controls have live hinges and wipers. The wing is incredibly strong and it uses a square, carbon fiber joiner. The gel-coated, fiberglass/carbon reinforced fuselage is 2.4-GHz friendly—it has enough room to accommodate the electric motor system

Distributor

and up to 4S-size battery. The canopy gives easy access to radio gear and battery.

Typhoons are designed to employ ailerons and flaps mixing to enhance soaring and speed. The carbon fiber reinforced elevator bellcrank has been factory installed. Also the servo wing pockets come carbon reinforced and prefinished. All surfaces have been flawlessly pre-painted in the molds.

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

Versions Fiberglass It is a standard hollow-molded fiberglass construction reinforced with carbon fiber—recommended for sport flying.

Carbon The model’s wings are carbon cloth, and the fuselage is reinforced with carbon from the leading edge of the wing to the tail— recommended for the serious competitor.

O.S. ENGINES GT15

O

.S.’s GT line of gasolinepowered engines offers plenty of power and fuel economy that make them favorites among flyers of all RC aircraft sizes. Those attributes are found in the new, compact GT15 gaser. The PD-08 pump-equipped carburetor delivers fuel consistently at any attitude or altitude, and the engine’s IG-06 ignition system provides dependable starts.

The GT15 is perfect for you to mount the GT15 in any .60 2-stroke or .90 4-stroke-size model. It will let you enjoy all of the advantages of gasoline power, and will do so at an affordable price.

Features • Offers power equivalent to a .90 4-stroke or .60 2-stroke glow engine, with the superior fuel economy advantages of gasoline.

• Features the same mounting pattern as the 65AX. • Specially designed O.S. carb makes tuning a breeze and delivers excellent throttle response; it comes equipped with a regulator and pump.

• A special roller bearing on the large end of the connecting rod allows for 50:1 oil/fuel mixture.

• Includes the compact IG-06 ignition module.

Price

(OSMG1515) $349.99

Specifications Displacement Bore Stroke Rpm range Output Engine weight Ignition Module Muffler Requires

0.91 in.3 (14.95 cc3) 1.091 in. (27.7 mm) 0.978 in. (24.8 mm) 2000–11000 2.37 hp @ 15,000 rpm 22.26 oz (631 g) 3.35 oz (95 g) 6.28 oz (178 g) gasoline/oil mixture

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com RC-SF.COM

13

HOT PRODUCTS

ALIGN T-REX 150

T

he T-Rex 150 has just been introduced

by Align as the world’s smallest and most petite 3D helicopter.

Align says its unique design is paired with twin brushless motors and a 2S 7.4-volt 250-mAh battery to provide unimaginable power and brilliant flight control stability.

The helicopter comes equipped with an integrated control system, an optimized 3-axis gyro, receiver, electronic speed controller and 4G servos. This control package enables the model to posses the same stability, superior agility and the tail holding of much larger helicopters.

This heli has full-featured design, with a stylish canopy that is emblazoned with bold colors to give you visual aesthetics. It comes in two color choices of black and orange blades.

The T-Rex 150 is built to be compatible with Futaba S-FHSS 2.4-GHz, Spektrum DSM2/DSMX and JR DSM2/DMSS satellite receivers. You’ll just bind your transmitter

to the model’s as per the manual’s instructions.

This is the perfect helicopter for those of you wanting outstanding 3D performance, at a price that is easy on your pocketbook.

Distributor Align RC USA 3626 Briggeman Drive Los Alamitos, CA 90720 Phone: 562-598-4700 alignrcusa.com

Price $269.99

Specifications Length Height Main blade length Main rotor diameter Tail rotor diameter Motor pinion gear Main drive gear Drive gear ratio Weight (w/o battery)

255 mm 80 mm 120 mm 271 mm 41 mm 10 tooth 78 tooth 1:7.8 53 g

HANGAR 9 1/5-SCALE SPITFIRE MK IX 30CC

T

he Supermarine Spitfire Mk IXc was the premier interceptor of the series used by the Royal Air Force during WWII. What set the MK IXc apart was its ability to match the startling performance of the Focke-Wulf Fw-190, which had been unleashed on the allies by the Luftwaffe.

The Hangar 9® Spitfire Mk IXc 30cc ARF captures the supremacy, grace and scale outline in a way that makes the famed RAF weapon of choice come alive for RC pilots.

It is especially so for RCers who enjoy building and flying 30-cc size gas-powered airplanes—airplanes that are economical to fuel, maintain and that deliver a long working life.

Now you can own and fly the Hangar 9 1/5-scale Spitfire as a gas-powered airplane, but with the option of using a clean and electric motor system.

Features • Accurate scale outline • UltraCote® covering w/ panel line detail • Operational split-flaps with internal

14

RC SPORT FLYER . FEBRUARY 2014

linkages • Cowl details: carburetor intake, compressor intake and engine exhaust • Includes fixed landing gear, gear doors, scale tires and 4-spoke Spitfire wheels • Painted aluminum spinner included • Removable wing cannon and radio antenna detail • Three-piece, plug-in wings simplify assembly and transportation • Molded wing radiators are finished with matching paint • Removable magnetic top-hatch • Two scale decal and identification number sets • Painted, one-piece canopy and detailed cockpit • Giant-scale event legal Price $629.99HAN4495

Specifications Scale Wingspan Wing loading Wing area Length Weight Engine Size Motor

1/5 81.0 in. (205 cm) 32.6 – 36.6 ozs/sq ft 1165 in.2 (75.1 dm2) 65.0 in. (165 cm) 16.5–18.5 lb (7.50–8.40 Kg) 2-stroke gas 30cc Power 160

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

Specifications Displacement Bore Stroke Total weight Rpm range Output Gas Propellers

1.22 in.3 (20.0 cc) 1.26 in (32 mm) 0.98 in (25 mm) 1.92 lb (870 g) 1,700–9,000 2.5 hp @ 9,000 rpm unleaded, 2-cycle oil 14x10, 15x8, 16x6, 16x8 & 17x6

DLE 20CC REAR EXHAUST GAS ENGINE W/ELECTRONIC IGNITION

T

he DLE-20RA has all the power and performance demanding pilots want. Its rear-exhaust design and beam mounting make it an easy install even in airplanes with cramped cowls. A rear pumper carburetor delivers fuel consistently at any attitude or altitude; and its 30:1 gasoline/oil mixture translates into smooth, economical performance.

In addition, the DLE-20RA boasts a powerful and reliable electronic ignition system to make starting it a breeze. Factor in a generous package of extras and the DLE-20RA stands out as an attractive alternative to glow-powered engines. It is definitely a solid value as well.

Features • Efficient, lightweight design for a high power-to-weight ratio • Lightweight piston delivers rapid acceleration, excellent compression and low vibration • CNC-machined parts offer high performance and long life • Sealed crankshaft bearings • Perfect for use with tuned pipes • Custom pumper carb • Updated muffler for excellent aeration and power The DLE-20 includes a gasket, bolts, throttle arm extension and two exhaust extensions, along with a compact muffler, spark plug and manual.

Price

(DLEG0420) $284.99

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

Distributor

Specifications 38 in. (965 mm) 375 in.2 (24.3 dm2) 28–32 oz (795–905 g) 10.8–12.3 oz/ft2 (33-38 g/ dm2) Length 41.5 in. (1055 mm)

Wingspan Wing area Weight Wing loading

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

GREAT PLANES FACTOR™ 3D

D

iscover why what the Factor 3D lacks in size, it makes up for in maneuverability.

This purpose-built airplane can do just about anything you can dream up in 3D: harriers, waterfalls, torque rolls, even smooth sport aerobatics! Best of all, the Factor 3D does it with components that are affordable for any budget. Then too, it

is easy to assemble and comes with quality hardware.

The model features a two-piece wing, with panels assembled onto a joiner tube to simplifying transport. Its aileron servos are located in the wing panels, which simplify assembly and allow for advanced control mixing options. Tail-mounted elevator and

rudder servos provide short, direct linkages, resulting in precise control in all aerobatic maneuvers.

Requires Radio system w/ 4 channels, 4 micro servos, 35-30-1250kV outrunner brushless motor, 35-amp ESC, 11.1-volt 2200-mAh LiPo battery and charger.

Price

(GPMA1552) $119.99 RC-SF.COM

15

HOT PRODUCTS

ESPRIT SUNBIRD 1.5E

S

unbird 1.5E is a composite, hollow molded hotliner/pylon racer.

This new airplane is designed and built to be extremely lightweight yet very strong. It is clean, efficient design, built for pilots that want performance and penetration from their models.

Esprit’s RcRCM Sunbird 1.5E comes factory built and is ready to fly. The two-piece, hollow-molded, carbon fiber reinforced wing is super strong, and it uses a square carbon fiber wing joiner. The gel-coated, fiberglass/carbon reinforced fuselage is 2.4-GHz signal friendly, and it has plenty of room for battery and motor system. The model is designed for camber

changing for optimum thermal soaring as well as delivering high-speed runway passes.

You’ll like that the Sunbird is easy to transport too, thanks to its two-piece wing and removable full-flying. And, the model comes with a beautiful paint scheme that was painted onto the model in its molds, which makes for a flawless finish.

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

HANGAR 9 DHC-2 BEAVER

P

rimarily known as a bush plane, the full-scale de Havilland Beaver is distinguished for its ability to get cargo and crew in backcountry conditions where other airplane dare not.

True to its full-scale counterpart, the new Hangar 9® DHC-2 Beaver 30cc ARF is built for the scale RC pilot who wants a giant-scale model that is as versatile as it is realistic.

The Beaver’s impressive stance begins with a huge 110-in. wingspan. This airplane delivers great performance using just a 30-cc gas-powered engine. Construction is of the Hangar 9 tradition, where only the best materials in balsa and plywood are selected for use. These materials are combined with modern methods of assembly, tab alignment rigidity and the use of high-quality laser-cut parts. The Hangar 9 delivers scale authenticity to achieve the best appearance and flight performance.

Features • Scale outline and appearance • Functional scale cockpit doors w/ springloaded latches • Corrugated scale surface detail on the flight controls

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RC SPORT FLYER . FEBRUARY 2014

• Instrument panel and seat details included • High-quality wood construction w/ lasercut parts • Two-piece, plug-in wings and stabilizers with aluminum tube joiner • Quick-connect/disconnect struts • Painted aluminum landing gear w/ scale fiberglass fairings • Scale color scheme finished w/ UltraCote® covering • Painted fiberglass cowl w/ scale dummy engine • Ready for Evolution® 33GX gas-powered engine • Adjustable electric power motor box • Preassembled fuel tank and complete high-quality hardware package • Functional flaps for enhanced flight characteristics and realism • Ready for Hangar 9® 1/4-scale floats (HAN454512)—sold separately Price $699.99

Specifications Wingspan Wing Area Length Engine Propeller Weight Fuel Motor Size Speed Control Motor Battery Radio Receiver Battery Spinner

110 in. (280 cm) 1485 in.2 (95.8 dm2) 66.0 in. (168 cm) 30-cc 2-stroke gas 17x8 – 18x8 16.5–17.25 lb (7.5–8.3 kg) Gas Power 160 80-amp brushless 10S 5000-mAh LiPo 5-channel plus 2150–2700mAh 1-in. hub

Distributor HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

HITEC HS-53 SUPER-ECONOMY FEATHER, NYLON GEAR ANALOG SERVO

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he HS-53 is our newest economical, feather servo designed to compete head to head with the influx of low cost servos while still maintaining Hitec’s renowned quality. Designed with a durable nylon gear train and an efficient three-pole cored motor, this light-weight servo is a terrific fit for small power airplanes and gliders. Priced right, it is sure to become a universal favorite!

Distributor

Features • Durable Nylon Gears • Three-Pole Cored Motor • Feather-Weight • Economically Priced Price

$8.49 (towerhobbies.com)

4.8 VOLTS 6.0 VOLTS Speed Torque Speed Torque Dimensions 16.7 oz-in.

20.8 oz-in. 1.12 x 0.46 x 0.95 in 0.16 sec/60º 0.13 sec/60º 1.20 kg-cm 1.5 kg-cm 28.6 x11.6 x 24.1 mm

Hitec RCD 12115 Paine Street Poway, CA 92064 Phone: 858-748-6948

Weight 0.28 oz 8.0 g

Distributor

TACTIC ANYLINK2

Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

B

ring your transmitter up to the 2.4GHz standard with the new AnyLink2.

AnyLink lets anyone convert their RC transmitter to 2.4-GHz SLT powerhouses instantly. Now, AnyLink2 has taken that idea one step further by increasing the model’s range, simplifying setup, adding an internal power source and reducing the number and complexity of cables required for the conversion.

Features • Full range—confidently control aircraft at long ranges.

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

• Built-in power source—no external batteries or adapters required.

• Simplified adapter cables—connect one headphone-jack style wire • Easy Tx mapping—push one button to select your Tx brand • Airtronics compatibility—in addition to all brands • Tx handle mounting clamp—securely fastens the AnyLink2.

Price

(TACJ2005) $34.99

ESPRIT SECRAFT TAIL WHEEL

I

f you are starting your next airplane project, you’ll want to know about the new Secraft tail wheel assembly. It will put new control in your model’s tail.

Each tail wheel has been designed to be scale-like in appearance. The wheel assembly includes a lightweight wheel, pre-formed titanium wire—with installation brackets—and aluminum mount that is up to the toughest taxiing challenge your airplane can deliver—each titanium Secraft tail wheel assembly is a perfect match for large IMAC airplanes Importantly, the tail wheel assembly is easy to install on almost any model.

RC-SF.COM

17

HOT PRODUCTS

ESPRIT HORNET 2E

E

sprit’s new RcRCM Hornet 2E is guaranteed to sting the competition!

This electric-powered sailplane is designed and built to be extremely lightweight and strong. It uses carbon fiber throughout, so it is ready to tackle the competition.

The RcRCM Hornet 2E is factory built and comes ready to fly, less radio installation. The two-piece, hollow molded, carbon fiber reinforced wing utilizes RcRCM’s typical square carbon joiner and the control surfaces are live hinged.

The model’s fuselage is 2.4-GHz signal friendly and is sized to fit battery and motor system easily, with plenty of access room. The wing is designed for camber changing to optimized speed and thermal soaring capability. The elevator bellcrank and the wing pockets come pre-finished and reinforced with carbon fiber. The model is painted in the molds so the finish is flawless.

Versions Fiberglass It is a standard hollow-molded fiberglass construction reinforced with carbon fiber— recommended for sport flying.

Distributor Carbon The model’s wings are carbon cloth, and the fuselage is reinforced with carbon from the leading edge of the wing to the tail— recommended for the serious competitor.

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

ICARE SONIC F5B

C

heck out this new high-performance, hotrod F5B hotliner from Icare RC. It is the Sonic F5B KC. It has been designed as a perfect fit for those that want to get involved in F5B sport flying.

The new model follows the latest trend in F5B rules, with a larger wingspan. It is built of a Kevlar/carbon composite construction that is strong enough to withstand the rigors for F5B flying.The Sonic F5B’s wing comes with flaps and ailerons, so you can configure it for crow type landing and reflex for speeding off to the next thermal.

The MH-30 airfoil provides a wide speed range, so it has great climb as well as penetration, with a good lift-over-drag ratio for thermal searching. The MH-30 is efficient and is very fast for those pilots that like a little hot-dogging.

Kit contents • Kevlar/carbon reinforced fuselage

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RC SPORT FLYER . FEBRUARY 2014

Distributor ICARE 890 ch. D’Anjou, Unit 1 Boucherville, QC, J4B 5E4 Canada Phone: 450-449-9094 icare-icarus.com

Specifications • Three-piece, hollow molded, epoxyfiberglass and carbon D-box wing • Living hinges for control surfaces ailerons and flaps • Hollow molded T-tail and optional rudder • Factory painted in the molds • Accessories package • Assembly instructions Price $689.00

Wingspan Length Wing area Weight Wing Loading Airfoil Motor Gearbox Battery Receiver Servos

74.8 in. (1.9 m) 44 in. (1.12 m) 364 in.2 (23.79 dm2) ≈ 45 oz (1.5 kg) ≈ 17 oz/ft2 (55 g/dm2) MH 30 Mega 22/3S – 22/1kW 7:1 3- to 5-cell Micro Sub micro

TACTIC TREAT YOURSELF TO FUN PROMO

T

x-R aircraft are fun to fly anytime, and it’s easy to see why: they’re easy to assemble; they’re finished; they arrive with all onboard gear installed. So, modelers can fly as many as they want with a single SLT radio.

Modelers now have two more reasons to buy one: sale prices on select models and a merchandise certificate to spend.

The “Treat Yourself to Fun” promotion offer includes over a dozen Tx-R aircraft, including micros, brushless Select Scale classics, warbirds, trainers, a glider and more. Both $10 and $20 merchandise certificates are available, depending on the aircraft purchased. They can be redeemed where the Tx-R was bought, and spent on products from over 30 top RC brands, including Flyzone®, Great Planes® and other famous brands.

The “Treat Yourself to Fun” promotion runs through February 28, 2014.

Get a $20 merchandise certificate FLZA3012 Sensei Brushless Tx-R $219.99 FLZA3302 Switch Brushless Tx-R $249.99 FLZA3612 Hadron Brushless Tx-R $279.99 FLZA4302 Select Scale Cessna® 350 Corvallis® Brushless Tx-R $219.99

Distributor Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

Distributor

SEAGULL HUSKY

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HORIZON HOBBY 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 horizonhobby.com

he full-scale Husky is one of the bestselling light aircraft designs ever to be certified. It has found service around the world and in many different applications.

Now Seagull Models has introduced a .60-class Seagull. It is made of high-quality balsa and plywood that’s finished with an eye-catching scale color scheme that features genuine UltraCote® film covering, which gives the model a long-lasting, durable finish. The model sports a twopiece, plug-in wing that has barn-door ailerons, and large flaps for outstanding landing control. The model is good looking and delivers great control. It is also easy to transport from home to airfield. The kit includes a quality hardware package, so the builder can get it assembled without

Get a $10 merchandise certificate FLZA2312 Micro P-38 Lightning Electric Tx-R $129.99 FLZA3002 Calypso Brushless Tx-R $199.98 FLZA3312 Acro-Wot MkII Brushless Tx-R $199.98 FLZA3342 Eraze Brushless Tx-R $99.98 FLZA4002 Select Scale Cessna® 182 Skylane® Brushless Tx-R $199.98 FLZA4012 Select Scale Super Cub Brushless Tx-R $179.97 FLZA4022 Select Scale DHC-2 Beaver Brushless Tx-R Prime $209.97 FLZA4032 Select Scale F4U Corsair Brushless Tx-R Prime $229.98 FLZA4312 Select Scale Focke Wulf Fw 190 Brushless Tx-R $199.98 GPMA6022 Gee Bee R1Brushless Tx-R Prime $179.97

additional trips to the hobby shop. Finally, you can power this model with either glow or electric power.

• Electric power conversion hardware included Price

Kit contents • Quality balsa and plywood construction • Functional flaps • Two-piece, plug-in wing w/ aluminum wing tube • Fiberglass control horns • Eye-catching color scheme • Painted fiberglass cowling and wheel pants • Scale pilot, pilot seat and detailed cockpit included • Covered and trimmed in Hangar 9® UltraCote w/ pre-cut decals applied • Includes hardware and accessories

$279.99

Specifications Wingspan Wing area Length Weight Engine Motor Speed control Motor battery Spinner Radio Servos

80.0 in. (203 cm) 925 in.2 (59.5 dm2) 53.5 in. (136 cm) 8.8–10.3 lb (4.0–4.6 kg) .61-1.00 2-cycle glow Power 60, 400 Kv 80-amp brushless 6S 4400–5000-mAh LiPo 2.25 in.

5-channel plus 7 standard (6 for EP) RC-SF.COM

19

HOT PRODUCTS

ICARE EDF JET EXTENDER 10

I

CARE has just announced their new highperformance electric ducted fan (EDF) self-launch system for gliders.

This retractable EDF unit makes a breakthrough in soaring. Aerobatic gliders, and other high-performance gliders, can now perform spectacular flights with EDF power. This new power systems generates enough thrust for fast aerobatics as well as high-speed flights. It delivers a true jet feel and sound, while pushing the glider to great heights.

Retracted into the fuselage, the glider has high enough altitude to make for long thermal flights. For example, a 10 kg (22 lb) glider can reach 250 meters in height in about 15 seconds—it is designed for 11 kg gliders.

The EDF systems is made of carbonaluminum. It uses ball bearings to guide it in its tracks accurately, so its sequencer can get it into working position in just seconds.

It is designed to easily fit into the glider too.

The sequencer comes pre-programmed— you simply choose between one-channel operation (1 switch for extension and a motor) or two channel operation (1 switch for extension and a proportional channel for throttle). It has numerous safety features to ensure the engine only starts when the EDF is fully extended. When retracting, the motor is switched off, and after a short pause, the retraction is automatic.

The motor’s sound is barely distinguishable from that of a turbine. It has

HITEC RCD X4 MICRO AC/DC 1-CELL LIPO CHARGER

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ooking for a dependable portable charger for all your micro flyers? Look no further. Hitec has done it again with our latest, the X4 Micro Charger. This affordable charger features a built-in AC/DC power supply and four independent charge ports, each with the four most common battery connectors to cover all your needs. The individual LED displays show current, capacity and charge status, keeping you informed. This recent addition to our impressive charger line fits the bill without taking too many from your wallet. Backed

by Hitec, the X4 Micro may be compact, but it is big on performance.

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RC SPORT FLYER . FEBRUARY 2014

Distributor ICARE 890 ch. D’Anjou, Unit 1 Boucherville, QC, J4B 5E4 Canada Phone: 450-449-9094 icare-icarus.com

a very low and relatively quiet sound, without the typical high-pitch sound of EDF jets.

Due to the very low position of the EDF unit on the fuselage, Icare tells us that there is almost no pitching moment, so the model flies very neutral.

Price $1399.00

Features • AC/DC dual power input • Four charge ports • Ports feature four popular battery connectors and an LED display • Audible alarm indicating process termination • Adjustable charge current: 0.1~1 amp • Comprehensive safety features including: short circuit, over current, battery reverse polarity and DC input voltage protection Price

$49.99 (towerhobbies.com)

Distributor Hitec RCD 12115 Paine Street Poway, CA 92064 Phone: 858-748-6948 ext. 317 hitecrcd.com

Specifications AC input DC input Charge circuit power Charge current range Weight Dimensions

100-240 volts 11 – 15 volts 4 x 4 watts 0.1~1.0 amp 10 ounces 5.2 x 3.9 x 2.0 in.

Carbon Fiber Propellers •Unique carbon fiber production method, •Crafted for top quality & maximum effectiveness at competitive prices, •Quick to spool-up and highly responsive •100% attention from hub to tip for optimum performance, •Every prop is individually inspected & pre-balanced for immediate use from paceage,* •Newest launched in the US market - check website for new sizes.

Gas Carbon Fiber Props

Electric Carbon Fiber Props

US Distributors Aeroworks

www.aero-works.net info@aero-works.net Phone:303-371-4222; Fax:303-371-4320

Bobs Hobby Center

www.bobshobbycenter.com derjager@msn.com Phone:(407)277-1248; Fax:(407)282-7281

Maxx Products International,LLC

www.maxxprod.com sales@maxxprod.com Phone:(847)438-2233, Fax:(847)438-2898, Ordering:(800)416-6299

Canada Distributor Thunderbolt RC

www.thunderboltrc.com Phone:519-971-1975

jeff@thunderboltrc.com

For more information,please visti our webstie

www.falconhobby.com

EVENT HOW TO

FAIR AIR RACING SOCIETY GOLDEN AGE RACERS TAKE TO THE SKIES AT NEAT FAIR 2013

BY Rob Caso

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njoying the near perfect flying weather, while watching the noontime demonstration flights at the 2012 NEAT Fair (the annual all-electric event held in the Catskills of NY), Thayer Syme approached me and a few other modeler friends with the idea of holding a demonstration pylon race at the 2013 event. The event would feature spec-built Golden Age racers. The idea here was the models would be mid-sized so as to be large enough to be seen, would all be in about the same scale and have roughly the same flight performance. It would be a builder’s and flyer’s event, with all the entrants being required to construct a model of an actual racing airplane built between 1920 and 1939—the so called “Golden Age.” The models were to be built from a kit, from plans or be an original design. In other words—no ARFs! Now, before you fire up a letter to Wil, I personally like ARFs and have a number of them—and so does Thayer. They certainly have their place in the RC community.

The thrust of Thayer’s idea, however, was to encourage some traditional building and to see what everyone came up, if they started with a clean sheet of paper. While the event’s

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RC SPORT FLYER . FEBRUARY 2014

fanfare would be augmented with scale-like pylons, fluttering banners and, hopefully, good weather, we agreed that there would be no “real” racing. That was because running an RC model around pylons at speed in a crowded sky is a lot harder than it looks. And, presumably, the modelers would be risking quite a bit of building time and effort invested in their entries.

Thayer’s idea was somewhat risky as the event’s success hinged on not only having nicely built and flyable racers, but also on having enough of them for a reasonably complete field. In the end, there were seven models presented, all very nicely built and all in period correct colors and livery—just enough for a convincing race. We even managed to get Tom Hunt, the director of the NEAT Fair, to hazard an entry.

We also allowed one exception to the scale racer rule, enthusiastically including Paul Dixon’s entry, a 52inch Daddy-O, nicely built from the Stevens Aeromodel kit. Although not a scale model, its lines are clearly representative of the Golden Age air racer genre.

During the last month or so before the NEAT Fair this year, the entrants were in a building and

finishing frenzy, with Thayer bringing up the rear by having to finish the Caudron’s canopy at the event!

Nevertheless, we got our models built and test flown prior to “Zero Hour” and all the entries were very nicely built and appointed, almost as if they were being made ready for a static event and not a dog-eat-dog demonstration race.

It was good fun on the e-mail thread the month prior, with the modelers publishing progress photos and reports, offering building and finishing tips along with the obligatory off-color commentary and racer flappery. Upon seeing the line up at NEAT, it was clear that Thayer had picked quite a talented group of modelers.

RACERS Entrant ZEKE BRUBAKER ROB CASO PAUL DIXON TOM HUNT CHRIS PARENT THAYER SYME MIKE TULLY

Airplane Howard Pete Hall Bulldog Daddy-O Percival Mew Gull GB Model X Caudron C.450 Heath Baby Bullet

After the NEAT Fair, we surmised that a similar event could easily be held at the club level. And while

Constructed from foam core and painted and assembled the day of the show, no vintage air race would be complete without pylons.

RC-SF.COM

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EVENT

FAIR AIR RACING SOCIETY

The colorful field of racing aircraft awaits the next heat, but with rain threatening. They look fast even standing still.

The line up Golden Age racers was a real crowd pleaser at the event, their builders being mobbed by both spectators and cameras alike.

Although not a real-life airplane, Paul’s spotless Daddy-O, designed by Thayer, certainly could and perhaps should have been.

Equipped with split flaps, Thayer consistently floated his Caudron by at gut wrenching—there’s no way that thing should still be in the air— speeds.

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RC SPORT FLYER . FEBRUARY 2014

Last minute life’s pressures precluded Mike from adorning his selfdesigned Bullet with period livery. This has since been rectified!

Chris’s, perfect down to the pin striping, GB X is a competent everyday flier. Every vintage air race has to feature a GB.

Soon to be available as a laser cut kit from Park Scale Models, Zeke’s Howard Pete was built and flown seemingly overnight.

My self-designed, 51-in. wingspan Bulldog was the only radial-engined aircraft presented for the NFARS demo—chickens!

Tom Hunt’s classic Mew Gull was built many years ago. The prototype’s record flight to South Africa still stands.

Beautiful from any angle, the Caudron sprinkles some French racing blue among the diversely colorful field of vintage racers.

The yellow and black scheme of Paul Dixon’s impeccably executed Daddy-O completed the color spectrum quite nicely.

RC-SF.COM

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EVENT

FAIR AIR RACING SOCIETY

To avoid being a feature presentation in the show “Air Disasters,” I asked pro pilot Dave Baron to fly my Bulldog.

SPONSORS

Designed simultaneously in CAD and on the back of a napkin is Thayer’s Caudron C.450. A superb flyer, even with the pointy wings.

Hitec RCD 12115 Paine Street Poway, CA 92064 Phone: 858-748-6948 hitecrcd.com Thunder Power 4720 W University Avenue Las Vegas, NV 89103 Phone: 702-228-8883 thunderpowerrc.com

our intent was to encourage some good old fashioned balsa building, clubs could just as readily include ARF’s or homebuilt scale, racing foamies as the entrants. In the case of the latter, there are a number of interesting designs that could be rendered quite quickly in foam, while still having the look and performance of an actual racer. The ideas for a

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RC SPORT FLYER . FEBRUARY 2014

fun event don’t end on the race course. Take a page out of controlline land, and consider a Navy carrier event in which the airplanes take off and land from a sheet of plywood, with or without arresting cables, a bomb-drop event or even high- and low-speed events. These events can be as simple or as sophisticated as the participants’ desire and could be a great way to make club flying more interesting and engaging. The possibilities with spec events such as these are almost endless and this

is just one more reason why I have been a flying models enthusiast for almost 50 years.

No racing event would really be complete without some sponsorship and for this I would like to publicly thank the great folks at both Thunder Power and Hitec for their gracious support of our “big idea.” Thunder Power contributed some seriously discounted top-shelf batteries, and likewise for Hitec. They kicked in a pile of ultra precise, metal-gear servos. More importantly, the stuff arrived early enough in the process for the entrants to include them in their designs. Thank you Thunder Power and Hitec!

QuadPack 25:

• 490 Hz refresh rate • 6S LiPo • 25 amps • 8 amp peak BEC* *This package contains one MultiRotor 25 with a BEC and three with no BEC. The single BEC supplies power for all 4 controllers

QuadPack 35:

• 490 Hz refresh rate • 6S LiPo • 35 amps • 7 amp peak BEC* *This package contains one MultiRotor 35 with a BEC and three with no BEC. The single BEC supplies power for all 4 controllers

BUILD

DALLAIRE SPORTSTER GETTING READY TO CROSS THE FINISH LINE

BY Jeff Troy

I

s polyester fabric fuel-proof? Yes, but it isn’t dirt and grime-proof.

Fuel and other nasties may not be able to attack and destroy the fabric, but if the fabric is not sealed, these undesirable elements can, and will, become lodged in the weave.

The ideal product to seal the fabric

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RC SPORT FLYER . FEBRUARY 2014

is thinned, clear nitrate dope, which when brushed, will encapsulate the fibers of the fabric, seal the weave, protect from fuel and grime aggression, and provide an excellent pre-primer base for nearly any type of paint or topcoat you might choose to apply.

My 108-in. wingspan Shive Specialties Dallaire Sportster has been covered with natural (white) Super Coverite®, and trimmed with the same material in red, white, and blue. I won’t be painting any colors over the surface, but I will be applying two coats of clear dope and

1

Polyester fabric is fuelproof, but dirt and other nasties can become lodged in the weave to destroy the beauty of your model’s finish. Two coats of clear dope, thinned 50-50, will seal the weave and prevent dirt and grime from sinking in.

2

Starting with the smallest component, in this case, the vertical fin, begin the dope application process by brushing along the edges of the trim work. Keep the brushstrokes wet, but don’t get sloppy.

3

When the edges have been treated and the dope is still wet, coat the entire surface of the component, working from root to tip with the grain of the fabric.

4

Repeat the dope application process for the wing. The stripes and trim panels are much larger, so try to work quickly so that the dope doesn’t dry before you’re ready to dope the entire panel.

one coat of clear LustreKote® to seal the fabric and add a little extra fuelseepage insurance to the edges of the airplane’s fabric trim colors.

Here’s a word of warning that goes beyond what you can read on the product labels. This stuff smells, and by that, I mean it really smells.

You should work outdoors wherever possible, but if you can’t, at least open a window and crank up a good fan to push out the fumes. I have a wife and daughter who also build and fly model airplanes, and none of us seem to mind the smell of dope.

START HERE You can start the dope application over any airframe component you choose, although it’s a good idea to select one of the smaller

components. Doing so will allow you to get a feel for brushing dope before you attempt to apply it over a larger surface—like the fuselage or wing. I suggest beginning with the rudder or vertical fin.

Clear dope and dope thinner are available from Midwest Products and the SIG® Manufacturing Company.

One quart of each will yield more than you’ll need for two coats over the big Dallaire. Pour equal amounts of dope and dope thinner into a sealable glass jar, and mix them thoroughly with a scrap stick or a length of dowel.

Dope brushes are available in hobby shops, although many are notorious for leaving hairs behind while you work. You can pick them out with a hobby knife before the

dope dries, but it’s wiser to spend the extra cash to purchase a high-quality brush from a reputable art supply store or home goods store. A flat brush approximately one inch wide will do nicely.

Start by brushing along the edges of the trim work. Follow the pattern of the trim, and keep the brushstrokes somewhat on the wet side. Before the dope dries, complete the surface application by brushing with the grain of the fabric.

In the case of the fin, stabilizer, elevators and rudder, that would mean brushing from root to tip or tip to root, your choice, but keep the brushstrokes going in the same direction, working wet but not sloppy wet.

Now that you’ve become a pro RC-SF.COM

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BUILD

DALLAIRE SPORTSTER

5

Again, working from root to tip, apply a wet coat to the entire surface of the wing panel. Give all the surfaces a chance to dry to the touch—roughly one to two hours—then flip the surfaces over and coat the opposite sides. Don’t forget the fuselage. Let the dope dry for at least 24 hours, then apply a second coat.

6

After two coats of thinned dope have been applied to the model and allowed to dry for an additional 24 hours, seal them with a coat or two of Top Flite LustreKote clear spray. LustreKote is available in your choice of gloss or flat finishes.

7

Starting with the small components to get a feel for using spray paint, work with the grain to apply a mist coat over the surfaces.

Don’t hold the can in one place, and be sure to keep the can moving in straight lines. See the text for greater detail.

8

Shooting paint over the wing and fuselage isn’t much different than coating the smaller tail surfaces. You just need to move more quickly to keep the spray flowing before it dries. Apply the mist coat, wait approximately 10 minutes, then shoot a wetter coat.

at dope application, move on to the wing, starting with the edges of the underside trim, followed by coating each lower panel, working one side at a time from root to tip. Give all the surfaces a chance to dry to the touch—roughly one to two hours— then flip the surfaces over and coat their top sides.

Doping the fuselage should present no challenge. Flip it upsidedown and coat the curved bottom from nose to tail, then flip it on one side and coat the side facing you.

Flip it over to the opposite side and do the same, then stand the fuselage on its landing gear and coat the top behind the wing saddle and the deck ahead of the cabin.

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RC SPORT FLYER . FEBRUARY 2014

Additional coats of lacquerbased materials will often soften the underlying coat. Because of this, you should wait at least 24 hours before applying the second coat of thinned dope. You want the second to coat to be a second coat, not just a heavier first coat, so be patient.

Wait 24 hours, and if you aren’t on a breakneck schedule, give it 48.

SEALING After two coats of thinned dope have been applied to the model and allowed to dry for an additional 24 to 48 hours, I like to seal them with a coat or two of Top Flite LustreKote clear spray. LustreKote is offered by the same crew that gives us

MonoKote®, and the clear spray is available in your choice of gloss or flat finishes.

Applying wet coats with rattle cans is rarely the best way to cover a surface. In most case, LustreKote included, applying several mist coats roughly 10 to 15 minutes apart is a better way to produce a smooth finish without runs, drips or sags.

“Overspray” is material (paint) released from the can but doesn’t hit the surface. Two things about overspray are important items to understand. The first is probably obvious. Anything in the vicinity of the component being sprayed should be protected from damaging overspray. You must protect your

9

Bill Shive provides two large pieces of celluloid for the windshield and side windows, but I chose to do the side windows with stickyback trim material. Top Flite Trim MonoKote is a good choice.

10

The pattern for the windshield is printed on the Dallaire Sportster plans. Cut it out and trial fit the pattern over the model. Make any necessary adjustments for a good fit, then tape the pattern to the celluloid sheet and cut out the windshield.

11

Pacer Technology’s Formula 560 is the ideal adhesive for installing windshields, canopies and many other plastic fittings. It behaves a lot like white glue during the application, but it dries clear and remains somewhat flexible. Tape the windshield securely and allow the adhesive to set overnight—at least eight hours.

12

This is Midwest Black Dope, formerly known as Aero Gloss.

Midwest Products sells dope in clear and several colors. Clear and colored dope is also available from Sig Manufacturing Company.

furniture, lighting fixates, walls, floors, and anything else that might be negatively affected if hit with sprayed material. Newspaper is not the best solution because it is paper.

Paper is porous, so it absorbs paint.

Instead of protecting things, it can seep material through, and allow what it’s “protecting” to be damaged.

A better solution, and my favorite, is plastic trash bags.

The second thing to know about overspray is that one line of material applied over a component will probably not be wide enough to cover its entire surface. In the case of a wing panel, it is likely to take several left-to-right or rightto-left passes to cover the wing’s

chord (width). Each pass will leave overspray on the surface, so if your first pass was made near the trailing edge of the wing, you should move each progressive pass toward the leading edge. You want the overspray forward of each pass to be covered by each succeeding pass.

APPLICATION You understand. So now you can begin the application, but not on the model. I want you to practice first, so wrap a plastic trash bag around one of the model’s components, and use that surface as a test bed for developing your technique.

Shake the can vigorously for at least three minutes after the mixing ball

inside the can begins to rattle. After shaking, hold the can approximately eight to ten inches away from the model’s surface, but not over the surface: start with the can at least a few inches to the right or left of the surface. Press the valve so the paint begins to spray but does not yet hit the surface of the component being coated, then move the can swiftly over and along the length of the surface until the spray passes the opposite end of the surface. Then release the valve.

Moving the can swiftly prevents prematurely “wetting” the surface with material, and it’s this wetting problem that produced runs, drips and sags. After you’ve made a few RC-SF.COM

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BUILD

After the wing hold-down dowels are installed, give them a coat or two of dope to prevent fuel from attaching and softening the wood. It looks better, too.

passes, you’ll begin to understand exactly how quickly you the can should travel—and just how much material should be delivered to the surface of the component. Repeat this process, left-to-right or rightto-left, until the surface has received a mist coat. After one or two mist coats have been applied, you can shoot a wetter coat to smooth out the finish. The mist coats underneath will provide “tooth” for the wetter coats, and unless you get really sloppy, they will prevent most drips, runs, and sags.

Get it? Sure you do, and now you understand why I had you practice on a plastic bag instead of your model. Remove the trash bag and get ready to work your newfound magic on the model. Starting with one of the smaller components, apply several mist coats over surface, just as you did during the plasticcovered exercise. After applying the mist coats, wait approximately 10 minutes, and shoot that slightly wetter coat.

ON FINAL Once you have the spraying procedure down to a science, shooting paint over a wing or fuselage isn’t much different than coating the smaller surfaces; you just need to move more quickly to keep the spray flowing before it dries I used sticky-back Trim MonoKote for my Dallaire’s side windows.

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RC SPORT FLYER . FEBRUARY 2014

14

With the Dallaire’s components trimmed, doped and clear coated, the model is ready for final assembly. In the next installment, I will attach the tail surfaces, hinge the control surfaces, install the radio gear, engine and fuel tank, and get the model ready for its maiden flight. I hope you’ll be here with me.

I didn’t worry about creating a scalelike cockpit for my Sportster, so there’s truly nothing inside the model that deserves clear side windows.

I did use the included celluloid for the windshield, and that’s primarily because of its curvature.

I installed the windshield with Pacer Technology’s Formula 560, taping the windshield to the model overnight until the adhesive cured.

My Dallaire Sportster is now fully

SOURCES

13

DALLAIRE SPORTSTER

finished, and ready for final assembly and its first trip to the flying site. In my next installment, I will complete all these minor procedures. Please be here to share them with me.

Many of the techniques I describe in this series for RC Sport Flyer have been demonstrated in previous installments. Back issues can be ordered from the publisher, and subscriptions to the magazine are available at $29.95 for 12 issues.

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HOW TO

THROTTLE-TOELEVATOR MIXING A SIMPLE ALTERNATIVE TO ENGINE DOWN-THRUST

BY Tom Wolf

1 34

To begin the programming process, select the PROG MIX 1-8 menu item, as shown for this Futaba 10C transmitter, which is found on page one of the Advance Menu.

RC SPORT FLYER . FEBRUARY 2014

2

The Futaba 10C radio has eight programmable mixes, four are normal mixes, and four are curve mixes. In this case we are selecting PROG MIX 5, which includes a mixing curve.

R

ecently I was helping my good friend, John Fodor, test fly his new Piper J3 Cub. During the initial test flight we found if the Cub was trimmed for level flight at a midpower setting, it would enter a very steep climb when full power was applied. Conversely, if it was trimmed for full power, it would enter a rather steep dive when the power was pulled back to idle. We could find no elevator trim setting that resulted in acceptable flight characteristics over the entire throttle range. Clearly this was an unsatisfactory condition that required correction before the Cub would be ready for regular flights.

As we found with John’s Cub, many high-wing airplanes have a pronounced nose-up trim change as the engine throttle is advanced.

The traditional method for trimming the airplane to mitigate this pitchtrim change is to add engine downthrust. For some airplanes, the amount of down-thrust required to maintain acceptable pitch trim for both low and high throttle is substantial. Unfortunately for John, the cowl was already fitted to his airplane and adding the required amount of engine down-thrust would result in cowl fit issues. It also meant he was done flying the Cub for the day because completing the down-thrust modification was going to require considerable time in his workshop.

To minimize John’s pain, we explored an alternative that was

3

This is the page one menu for PROG MIX 5, which is set up as aileron-to-rudder mixing, and a zero percent mix for all mix points as the default. The mix is also inhibited as the default condition.

4

much simpler to implement than adding down-thrust. This fix also allowed John to enjoy flying the Cub for the remainder of the day.

IN THE RADIO A much simpler method of dealing with this trim change is to utilize your radio’s programming capability to add some downelevator trim as the throttle is advanced. Utilizing a programmable mix that includes a mixing curve allows for the application of the proper amount of elevator trim for any throttle setting. The flexibility associated with using a mixing curve is quite different from what is achieved via a fixed amount of down-thrust, which generally is optimized for full throttle operation.

The use of radio mixing has two significant benefits: First, unsightly, non-scale down-thrust can be avoided. Second, this method provides a much quicker and simpler trimming process to achieve the desired pitch-trim for all throttle settings. This article will describe the steps required to program pitchtrim compensation for a Futaba 10C radio, but the principle is the same for any radio that has programmable mixes, with multi-point curves.

INITIAL TRIMMING To facilitate determining the appropriate mixing values, we need to establish a baseline flight condition and then adjust the control

The page two menu for PROG MIX 5 has these settings for the default condition.

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mixing to achieve the desired pitchtrim for all throttle settings outside that baseline. A logical starting point is to trim the airplane to have a good glide path with its engine running at idle. This is done with the normal elevator trim control. Be aware that when trimmed this way, the airplane will have a strong climbing tendency as power is added, so be careful during this trim flight. At this point, it is best to avoid the use of high power settings. Once you are happy with the airplane’s pitch-trim with the engine running at idle, land the airplane.

THROTTLE TO ELEVATOR MIXING With the airplane trimmed satisfactorily for a good glide at idle, the mixing you will add starts with zero mix at engine idle. You will then progressively add down-elevator trim as the throttle is advanced.

To do so, enter your radio’s programming mode and navigate to the menu for selecting programmable mixes (figure 1). For the Futaba 10C, this is accomplished by pressing and holding the “Mode” button until you hear a beep and the Basic Menu is displayed. Then press the “Mode” button again to switch to the Advance Menu. With the cursor highlighting “PROG. MIX1-8,” press the “PUSH” button to display the program mixes that are available for use. Highlight (by using the “CURSOR” control) and

5 36

then select (by pressing the “PUSH” button) a programmable mix with a mixing curve. In John’s case, we selected Programmable Mix 5 (figure 2). Scroll down to the second page of Programmable Mix 5 (PMix 5) and change the default settings as follows: “INH” to “ON,” master channel (MAS) from “CH4 (RUDD)” to “CH3 (THRO)” and slave channel (SLV) from “CH1 (AIL)” to “CH2 (ELEV)” as shown in figures 4 and 5.

The mix is now activated. The next step is to determine which direction the mix must go in order to add down elevator as the throttle is advanced. Scroll up to the first page for PMix 5 (figure 3) and add eight percent mix at full throttle (Point 5).

Turn on the receiver and move the throttle stick from idle to full throttle, and note whether there is down elevator movement as the stick approaches full throttle. If so, then all mix percentages should be positive values. If not, the mix percentages must be negative values. Note that point 1 represents low throttle, point 2 is 25 percent throttle, etc. As an initial starting condition for the mix settings, use two percent for point 2, four percent for point 3, six percent for point 4 and eight percent for point 5. After entering these values, verify once again that the elevator moves slightly down as the throttle stick is advanced from idle to full throttle.

Next, you’ll need to fly the

To begin the programming process, select the PROG MIX 1-8 menu item, as shown for this Futaba 10C transmitter, which is found on page one of the Advance Menu.

RC SPORT FLYER . FEBRUARY 2014

6

airplane and check the pitch-trim at various throttle settings. Do not make any trim changes using the normal elevator trim control while conducting this test flight, and those that follow. For this initial flight, I suggest the trim is checked at half throttle and again at full throttle.

Note how the airplane flies at those two settings, so that changes to the mix percentages can be made after you’ve landed your airplane.

Adjust the mixing percentages for points 3 and 5 to a larger value if the airplane is climbing excessively, or lower the percentage if it is descending. The changes made should be small; only a percentage point or two. Adjust points 2 and 4 to split the difference and maintain a near-linear mix from points 1 through 5.

Test fly the airplane again.

Note the pitch-trim at half and full throttle. If the airplane flies to your satisfaction at those two settings, check the pitch trim at the 1/4 and 3/4 throttle settings. If necessary make additional changes to the mixing percentages, after you’ve landed the model, for the appropriate mixing points. This process should converge to the final settings fairly rapidly. Only three short test flights over a 30-minute period were required to settle on the final settings for the mix percentages for John’s Cub. That was a far shorter period of time than would have

The Futaba 10C radio has eight programmable mixes, four are normal mixes, and four are curve mixes. In this case we are selecting PROG MIX 5, which includes a mixing curve.

My good friend, John Fodor, is shown with his Piper Cub. This airplane had a sharp nose-up trim change with high power settings. We resolved this issue with a programmed throttle-to-elevator mix.

are shown in figure 6. Once the mixing percentages have been set, any day-to-day fine-tune pitch-trim changes are made with the elevator trim switch, as per normal practice.

SYNOPSIS The use of a programmed throttle-to-elevator mix provides

DISTRIBUTOR

been consumed by re-mounting the engine to add down-thrust and re-working the cowl. Furthermore, making physical changes to the airplane may ultimately have been an iterative process, with a separate flying session required for each iteration.

John’s final settings for his Cub

a simple alternative to the use of engine down-thrust, and takes only minutes to implement. The only negative, with respect to this set up, is that if the airplane’s engine quits, you must remember to pull the transmitter’s throttle stick down to its idle position or else you will have too much down trim for the engineout flight condition. However, an engine-out condition should be a rare event, and is easily dealt with if it does happen.

To contact me, shoot me an e-mail at: tomdebwolf@cox.net.

Futaba 3002 N Apollo Drive, Suite #1 Champaign, IL 61822 Phone: 217-398-0007 futaba-rc.com

RC-SF.COM

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HOW TO

AEROBATICS PART 11 HOW TO BUILD A FREESTYLE ROUTINE

BY Daniel Holman

P

utting a contest-winning freestyle routine together is one of the most difficult parts of preparing for competition for me. It is definitely so for the Extreme Flight Championships.

Making it to the winners’ circle for such a competition not only requires exceptional piloting skills, but a freestyle routine that will showcase them, by way of the airplane, in an impressive and attractive way. This is especially so considering the pilot gets only four minutes to impress the judges with a routine!

Flying aerobatic RC airplanes and music are the two hobbies. For me, putting them together seems very natural and always presents an

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RC SPORT FLYER . FEBRUARY 2014

enjoyable challenge. In this issue, I am going to take you through the process of building what I consider to be a good freestyle routine. I’ll share some of my techniques for doing so.

BASIC ELEMENTS In any major freestyle competitions, the basic elements of a freestyle routine are the same. All routines must be four minutes long, and be choreographed to music.

The maneuvers flown in a freestyle routine need not be presented to the judges prior to the flight. Also, the music and maneuvers to be flown are the choice of the pilot.

Considering these rules, a pilot

could theoretically use one song, with a length of four minutes. They could simply takeoff and “wing” the whole flight. However, such a performance will not get a pilot very far in the competition, even if they have excellent piloting skills.

If not, then what must be included in a contest-winning freestyle routine?

You need to first understand what is included in the freestyle judging criteria. Here is my take on each judging segment. Note that some contests will use a slightly different criteria, but most are similar. For this article, I will explain the XFC’s judging criteria.

TECHNICAL MERIT The technical merit of a freestyle routine is based primarily on the pilot’s use of the aircraft’s entire flight envelope, including fast, high energy maneuvers, as well as slow and smooth figures. Also, the pilot’s ability to use the airplane’s gyroscopic forces, P-factor, etc., fall into this category.

This picture shows the line of airplanes as XFC competitors waited their turn to put in another practice flight right before the competition started.

MANEUVER EXECUTION Although every segment of scoring is important and works together, the single most important is execution.

Often new competitors come to a competition thinking they will place well based on the fact they can fly more maneuvers in four minutes than they usually see at a contest.

This is a huge misconception because a well-designed freestyle routine is all about quality, not quantity. Consequently, throughout the routine the pilot must show his or her ability to perform all types of maneuvers—one near-perfect maneuver will score higher than two sloppy maneuvers that were performed in the same amount of time as the one. I cannot stress enough the importance of making every maneuver count. It is crucial if you want to win freestyle contests.

Although the pilot must fly many back-to-back maneuvers, each maneuver must be clearly and cleanly defined in order to earn a

good score from the judges.

Let me underscore then, that when you are designing a freestyle routine it is best to always use maneuvers you are comfortable flying. You must be skilled such that you can perform them consistently and fly them accurately. It is better to leave out a maneuver you aren’t comfortable flying, than to make a big mistake attempting to perform it. Again, you must make every maneuver count!

VARIETY, AXES, PATHS Every freestyle routine must use good geometric components and figures.

A good way to understand this is to imagine the airplane leaves a trail wherever it flies through the routine.

At the end of the routine, what does the airplane’s trail look like? Ideally, the trail should fill the entire flight box, and do so with maneuvers on every axis.

An example of a sequence of well-place maneuvers may be that you fly a fast-rolling loop that is followed by a slow-rolling circle.

After the rolling circle, you’ll perform a square loop, with integrated point and snap rolls. Depending on the music the maneuvers are flown to, it is likely best to perform the rolling loop on the right end of the airfield

Here you can see an example of different ways to use each axis of the flight box during a freestyle routine. In all freestyle competitions, the pilot is judged heavily on his or her use of the entire flight box and every axis.

PRECISION AND HIGH SPEED FLIGHTPATH

Low 3D area Pilot box

Judges panel RC-SF.COM

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HOW TO

AEROBATICS PART 11

Large vertical maneuvers always look better with smoke and as a general rule, and should be placed a ways out in the flight box for better presentation. Remember, judges do not like to strain their neck watching a flight!

on the flight boxes’ Z axis. The slowrolling circle will be centered on the X axis, and the square loop on the left end of the airfield on the Z axis. Because both the rolling loop and the square loop are vertical maneuvers, they both utilize the Y axis.

When placing maneuvers in your routine’s design, make certain you utilize the entire flight box, and all three axes as equally as possible.

PRESENTATION It is best to present the individual and combinations of figures in their best orientation and optimal positions.

This segment is closely tied to the previous aspect of the judging, but takes it a step farther. Some maneuvers are best presented close in, while others look better with the airplane flown at a distance.

For instance, most low and slow 3D maneuvers look best when performed close in to the judges.

This is because the maneuver is then easy to see, and the low altitude at which it is flown can truly be appreciated. On the other hand, most vertical maneuvers should be flown away from the judges so they do not have to look straight up at the airplane. Also, adding smoke trails to the airplane’s flight path is often used through these high-altitude, large figures. It makes it much easier to

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RC SPORT FLYER . FEBRUARY 2014

see when the airplane is at a distance either straight out in front, or on either end of the flight box.

POSITIONING This aspect of scoring also has some overlap with the last two segments, but mainly focuses on the symmetry of the flight.

To obtain a high score in positioning, you must use every part of the flight box equally. What we sometimes see is routines that utilize every axis equally, however, the airplane’s routine is unbalanced because the right half of the flight box is used more than the left, or vise versa.

I’d also tell you to make sure each side of the box has different types of turn around maneuvers that utilize the Y and Z axes on each end.

CHOREOGRAPHY My favorite part of designing a freestyle is choreography. It is amazing how pilots make drastically different choices for their freestyle competition routines! The amazing part is many maneuvers can be choreographed to completely different kinds of music, with minimal modifications to them.

For me, the choreography is all about telling a story. In my opinion, the art of flying a wellchoreographed routine has been all but been lost in today’s freestyle

scene. I really want to bring it back.

Although many competitions have been won using today’s pop, rap and hip-hop types of music, the beauty of freestyle aerobatic flying doesn’t show until it is done to the right music. That said, there’s not one right type of music. In fact, when building a good freestyle routine, many types of music must be used to demonstrate the pilot’s ability to perform fast and edgy type maneuvers as well as slow and graceful figures.

Freestyle is truly meant to be an arial ballet, and that goal is achieved when it looks like the airplane is creating the music, or the music is flying the airplane.

ARTISTIC IMPRESSION Closely related to choreography is artistic impression. This is a fun part of building a freestyle routine, because freestyle flying is truly a form of art and should be presented as such. A good freestyle should play heavily on people’s emotions and draw them into the act. Again, I always strive to tell a story and paint a picture with my freestyles.

Included in the artistic impression side of scoring is the question, how well did the routine and music flow?

The music transitions must sound as natural as possible and should never be choppy. In the same manner, every individual maneuver while being clearly defined should cleanly flow into the next. You do not want the transitions done in such a way they are thrown together. Rather, they should be done so the airplane exits one maneuver at the correct altitude and location to enter the next.

ORIGINALITY One significant part of preparing for a freestyle contest is inventing new maneuvers and figures. This is difficult because over the past twenty plus years of 3D and freestyle, it sometimes seems everything has

been done. Even so, I believe there are still amazing possibilities. Each year I strive to invent at least one new ground-breaking maneuver to use at the XFC. Other ways of improving your originality score include flying maneuvers on different and new axes, and putting together difficult maneuver combinations.

Experimenting with variations of popular maneuvers is also very good.

Overall, the title of this section is quite self-explanatory—be original.

and mess it up, you will be scored lower than if you had not attempted it in the first place.

For the pilots that are just getting into freestyle competition, my advice would be to decide which complex and difficult maneuvers you want to showcase and then practice them extensively. There’s really no free pass with difficulty. Also remember

Team Extreme pilot RJ Gritter is seen here performing a well executed harrier roll right down the runway in front of the judges.

In almost every case, high alpha 3D flight should be performed relatively close in.

DIFFICULTY The last section of XFC judging criteria is difficulty. The implications of this are obvious as difficult and complex maneuvers boost a pilots score fast. A fine line must be drawn here though, because again, if you try to perform a difficult maneuver

This picture is a good example of what the judges should see between maneuvers. Each maneuver should be well defined and cleanly exited so the airplane is in position to enter the next maneuver without any noticeable corrections.

RC-SF.COM

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The high-alpha knife-edge is very common in freestyle routines and should be placed relatively close in for the best presentation.

In some freestyle competitions, including the XFC, pilots are allowed to have pre-approved accessories such as these ribbon poles. If they add to the flight’s difficulty, they have the potential of increasing your score. However, most pilots do not use them as they take up valuable time from the routine.

that difficult doesn’t always mean radical. It is really the precision part of a freestyle that is the most difficult to master. Although some crazy flying should be included in every freestyle routine, precision aerobatics flown beautifully choreographed are more important if you want to win!

START HERE When I design a freestyle routine, I first decide what maneuvers to incorporate into the flight. Then I spend lots of time practicing on a flight simulator (RealFlight® 6). I fly a model I have edited to fly as closely as possible to my competition airplane. While practicing, I simply go through lists of potential music choices and decide which parts of what songs work well with the maneuvers I’ve chosen. This is a difficult task, because a good music mix must flow from one song to the next, with pleasant transitions. The pilot must perform the maneuvers chosen in a good sequence, and have a dramatic beginning and finale.

The freestyle must be four minutes in length. Ideally, four-minute freestyle music mix should have between three and five songs. Some pilots have successfully used more than five songs, but I don’t recommend it. There comes a point when the more songs you use, the lower your chances are of capturing peoples’ emotions.

After finalizing my music choices, I decide what order to mix them in, making sure each song compliments the next and that the beginning and ending are dramatic. Mixing the

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RC SPORT FLYER . FEBRUARY 2014

music takes a little bit of time, but I can usually complete something like this in less than two hours once I know exactly what I want and where. I’m using an Apple Mac computer, so I’ve been using the Garage Band® App to mix my music.

I just purchased Logic Pro X® and will use it in the future. I’ve also used Audacity® and Sony® Acid Pro® on a PC and they both work well. Mixing music need not be complicated as long as you are able to put songs together in a way that sounds good.

After finalizing my music mix, I finish building the flight routine on the simulator. I fly it at least five times to ingrain it in my memory.

Then I try the freestyle with my competition airplane. No matter how much simulator practice I get, flying my Extra 300 always means some part of the routine must be tweaked

slightly because maneuver timing is always different.

After tweaking the routine, then it is down to polishing it with lots of stick time. I know some pilots who burn as many as 30 gallons of gas in their models in preparation for a contest. My fuel burn record is only 10 gallons. Even so, practice is required. Just don’t over do it and fatigue yourself.

OVERVIEW Those are my fundamentals to building an excellent freestyle routine. For me, competition freestyle flying is the most exciting aspect of the sport. Once you get into it, I think you’ll agree. Once again, get to know your airplane inside and out. So practice, practice, practice, and make every maneuver count!

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RC SPORT FLYER . FEBRUARY 2014

COLUMN HOW TO

The model is covered in Profilm (Oracover). The trim and markings were hand cut from the Profilm material.

E-POWER IT’S ALL ABOUT MAGNETIC ATTRACTIONS

C

LIPPED-WING TAYLORCRAFT This month’s model is an expertly built, quarter-scale copy of a 1965 clipped-wing Taylorcraft. It was built by British modeler Martin Tremlett. Martin designed and built

his 82-inch wingspan beauty over a period of two winters.

The model was originally fitted with a 1.20-cubic-inch glowpowered engine, although it never flew with glow power because of vibration problems. They caused

Martin is warming up the Taylorcraft’s Continental C90. The slightly cheeky, pert nose of the Taylorcraft is very appealing.

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RC SPORT FLYER . FEBRUARY 2014

BY Andrew Gibbs Martin to therefore replace the original power system with a clean, quiet and practically vibration-free electric power system.

The chosen system consists of a 9-cell 6000-mAh LiPo pack, and a German made Plettenberg Xtra 30-

Hid inside cowl is the German made Plettenberg brushless, outrunner motor. It is nearly invisible from outside.

Here is a close up of the tailplane’s bracing wire. All the details of this lovely model have been beautifully executed.

The scale detail around the prominent roof area adds a lot to the impression of realism for this Taylorcraft.

The Taylorcraft’s tail is nicely done too. The bracing wires are soldered assemblies that are attached to the aircraft with small bolts.

10 motor. Control is delivered by a 70-amp opto-isolated Jeti ESC. The motor first turned an APC-E 19x10 propeller, which had it running at 5700 rpm. The current for the system was 41.8 amps.

Martin also tried a Rasa 20x11 carbon propeller. Static testing revealed little difference between the two propellers. The corresponding figures for the Rasa are 5600 rpm and 42.8 amps. Martin found that the slightly higher pitched Rasa propeller gave the model a considerably improved flight performance. With it, the Taylorcraft would fly a large loop easily starting from the straight

and level flight, without the need to dive the model to gain airspeed and momentum.

This shows the value of testing different propellers with an otherwise unchanged power system—doing so can yield a simple and inexpensive way to gain performance. Of course, any time the components of a power system are changed, it is always worth measuring power to make certain all the components are operating within their limits.

With the Rasa propeller, the Taylorcraft’s high-power is around 1300 watts. Since the model weighs 13.2 lb, this is close to 100 watts per

Designer and builder Martin Tremlett looks justifiably pleased with his model. Every detail of this fine model has been beautifully crafted.

pound. For a cabin type monoplane this represents a fairly generous power loading. Note that the Taylorcraft’s power system runtime is about six minutes when power management is used. Flight times are lower if more power is used.

The model’s structure closely follows that of the original. It is constructed of balsa, plywood and Cypress wood. Martin reports the Cypress is a very good substitute for spruce. He says it is not only lighter, but it also has higher ratings for tension, compression and bending.

All the rounded parts of the wings and tail surfaces are laminated, as are the fuselage stringers. The model was covered in Profilm (Oracover®).

The trim and markings were hand cut from the same material. The wheels are from Dubro.

Martin devised an interesting way of adding an arming plug to his model. He uses two pairs of 4-mm gold bullet connectors, soldered together into the arrangement shown in the accompanying photo.

It forms an arming pin. This pin fits a corresponding pair of sockets in the RC-SF.COM

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ELECTRIC POWER – PART 5

In this column I will explain some of the components of electric power system. Of course, most modeler’s interest these days is in brushless motors. Overall I’ll focus my discussions in these column on them.

However, I’d like to start this column focusing on brushed motors, because they serve my purpose of providing an easy introduction to the design principles of electric power. Also, they will help you better understand brushless motors in later discussions.

So, even if you are not interested in using brushed motors in your models, I’d encourage you to indulge me in this column about brushed motors.

Brushed Bob Boucher, of AstroFlight fame, started using brushed motors as far back as 1969, in the earliest days of electric flight. Of course, until brushless motors became easily available to modelers, there was no need to differentiate between brushed and brushless types because all motors were brushed and therefore no specific mention of the existence or otherwise of brushes was needed.

Whether brushed and brushless, the motors found in modeling applications use a combination of permanent magnets and electromagnets. Before I delve into the details, it is worth discussing these two types of magnets.

You are probably familiar with permanent magnets. They are made of metallic material such that they provide a permanent magnetic field at the poles. Magnets have a north pole and a south pole. If we have two such magnets, we find that like poles (for example two north poles) repel each other, while unlike poles such as a

north pole and a south pole attract.

Many of us remember from school how magnetic fields can be visualized by way of using iron filings placed on a sheet of card stock, with a magnet held to its underside. If you’d like to know more, there are a number of videos available on YouTube. This one is quite good: youtube.com/ watch?v=snNG481SYJw. It’s perhaps less well known that when an electric current passes through a wire, a magnetic field forms around the wire. This principle of physics is known as electromagnetism—a magnetic field produced by electricity flowing through the wire. Electromagnetism can also be illustrated with a sheet of card and some iron filings.

If a wire, with an electric current flowing through it, is located within a magnetic field, either the wire or the permanent magnet will be subjected to a physical force. This is caused by an interaction between the magnetic fields. This is the principle by which electric motors use to create a rotational force. If instead of a single wire, a coil of wire with several turns has current flowing through it, the effect is amplified. We’ll look a little more at this next time, and discuss how rotation is brought about.

Next Month Again, I’m always looking for interesting models to include in this column. They don’t have to be large or complicated. So, if you’d like to see your model appear in my column, please send me at least one high quality photograph along with details of your airplane. As always, the content that appears here reflects your input.

You can reach me at: andrew@ gibbsguides.com

Brushed (left) and brushless (right) motors operate according to similar principles of magnetics, but are engineered quite different.

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This Plettenberg copper motor’s windings can be seen, as can the brushes and the springs that hold the brushes against the commutator.

Those short wing dowels mean the struts have to be functional, just like the real thing. The cockpit’s detailing is excellent too.

The detail on the side of the nose was enlarged from a photograph. It was then cleaned up and reproduced as a dry decal.

The large scale of the Taylorcraft helps it look realistic in flight. The model is aerobatic, and will loop with ease.

The model uses a removable motor arming plug as a safety device. Details of this device are explained in the text.

SPECIFICATIONS

model. The arming pin is inserted only when Martin wants to make the motor live. With the pin absent, he is able to test the model’s functions or wait for a flying slot without any possibility of the motor unexpectedly starting.

Thank for sharing Martin.

Wingspan : 82 in.

Weight : 211 oz Motor : Plettenberg Xtra 30-10 ESC : 70-amp Jeti spin (opto) Battery : 9S 6000-mAh Thunder Power RC power : UBEC Propeller : 20x11 Rasa Transmitter : JR Receiver : Jeti 2.4-GHz Servos : JR

CORRECTION An error that appeared in the first issue of this column has been brought to my attention by an observant reader. I try hard to avoid mistakes so that incorrect information isn’t published, but they do happen. In this situation, I think the best response is to correct the mistake.

In the October issue of this column, I wrote that the propeller rpm of John Swain’s Stoltac model was 8,000. The propeller concerned was a 12-inch diameter APC slow fly model. I should have realized the quoted rpm figure was incorrect because the maximum safe rpm for these propellers is much less than 8,000.

The centrifugal forces on propeller blades can be very substantial. If a propeller blade became detached at high rpm, it could result in very serious injury. So, the manufacturer’s

recommended maximum rpm limitation must be observed. Most manufacturers don’t specify a maximum safe rpm, but APC does.

APC states on their website that the recommended rpm limit for their slow flyer propeller is found using this formula: Maximum rpm = 65,000 ÷ propeller diameter (inches) For a 12-inch APC slow fly propeller, the recommended maximum rpm is 65,000 ÷ 12 = 5,416 rpm.

I’m feeling humbled and have been reminded of the need for care to avoid such mistakes. Of course, I’ll continue to try my best to avoid them, however, if any reader does spot an error in my column, please feel free to point it out to me so I can correct it.

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COLUMN HOW TO

HELICOPTERS 101,PART 3

Learning to hover is like standing on top of a greasy basketball, while patting your head and rubbing your stomach. ~ anonymous

BY Dave Phelps

This is the Ares MD 500D CX 100, with its included transmitter—a nice looking little machine. The attention to scale detail is remarkable. The first version of the MD 500 was built by Hughes, fielded in Vietnam and was dubbed the OH 6 Cayuse LOH (Light Observation Helicopter). Known as the Loach by those who loved her, the angled horizontal stabilizer would cause a slow circular oscillation of the tail boom when it was hovered with a quartering tailwind. This little dance was affectionately termed the “Hughes Shuffle”.

S

o far, I’ve discussed basic aerodynamics and helicopter control systems. In this installment, I’m going to talk about some physics and then start putting it all together with a discussion about airflow.

TOTAL FORCE No, this isn’t the title of the new Arnold Schwarzenegger movie; it’s a term helicopter pilots use to describe the entire output of the rotor system.

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Sir Isaac Newton’s second law states: the rate of change of the motion of a body is directly proportional to the applied force and inversely proportional to the body’s mass.

Whew! What this means in American English is that motion is started, stopped or changed by causing the forces acting on the body to become unbalanced. The rate of change depends on the magnitude of the force and the mass of the body to which it is applied. Put it in language

even I can understand without burning a bearing, the harder you push, the faster it goes.

This is the principle that provides the basis for all helicopter flight.

Regardless of its orientation and direction of flight, total force is always perpendicular to the tip path plane. Total force is divided into two components: lift and thrust.

Lift acts to counter gravity, thrust acts horizontally to accelerate or decelerate the helicopter in the

desired direction. The pilot controls the horizontal direction by changing the orientation of the tip path plane using cyclic pitch control, and total force by changing collective pitch and throttle, or power.

WHEN LIFT IS MORE THAN JUST LIFT At a stable, no-wind hover, all of the opposing forces are in balance, so the helicopter remains stationary.

The total force is acting only to oppose gravity. In order to make the helicopter move, a force must be applied to cause an unbalanced condition. The pilot moves the cyclic stick in the desired direction, in effect causing the rotor disk to trade some of its vertical lift for horizontal thrust.

The result of this imbalance is that the helicopter starts to move in the direction of thrust. It also starts to descend because some of the total force previously used to counter gravity is now producing thrust. More total force is needed to balance out both gravity and the pilot-induced imbalance in horizontal forces described by Sir Isaac, so the pilot has to squeeze in a little more power or risk an unwanted aircraft-toground interface.

As the helicopter continues to gain speed, more lift is traded for the thrust required to overcome the profile and parasitic drag of the airframe. If power is not increased

The box says, “An ultra-scale, ultra-stable indoor heli anyone can learn to fly anytime and anywhere!” Them’s some pretty tall words, partner. To put it to the test, Ginny takes the controls in the middle of our not-so-big shop.

As you can see, Ares isn’t just blowing smoke.

Ginny’s pretty good with a torch, but she doesn’t do video games. She can hover the MD 500D though.

as speed increases throughout the entire speed range of the helicopter, the aircraft will begin to descend.

Similarly, if the weight of the aircraft changes, as in a turn, and power is not increased, speed will decrease as thrust is traded back for lift. The

This little bird is the Helimax Novus FP N200.

It’s a very nicely designed, constructed and packaged micro helicopter. Charge the battery with the kit’s included charger, put some AA batteries in the transmitter, take her out to the driveway and she’s ready to go.

Marty on the other hand, is a video gamer. Like a duck to water, with less than half a charge under his belt, he’s already doing pirouettes and dodging the ceiling fan. He’s having a really good time too. I may have to take this thing home. No telling how much it’s going to cost me in lost wages if these guys have access to it when I’m not around. I know what it cost to make this photo shoot, and it’s kinda scary if I think about it too hard. I may have to go flying tomorrow to help me recover. Note to self—don’t forget the Loach… don’t forget the Loach… don’t forget the Loach.

balance between profile drag and thrust has been changed as the lift requirement increased.

This is easily demonstrated by flying a racetrack circuit with a helicopter in forward flight using only the right stick, like you can with an airplane. At a moderate forward speed, the pilot applies left cyclic to start the turn and then pulls aft slightly to add lift to overcome the G force without losing altitude.

It is possible, even likely that the helicopter will be flying backwards at about the time it seems it should be rolling out of the first turn.

Unlike an airplane, which also slows in a turn—but still has its forward thrust delivered in the same direction in reference to the airframe independent of attitude and wing loading—a helicopter derives its forward thrust solely from its source of lift.

In a turn, the cyclic must remain forward to keep the forward thrust RC-SF.COM

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Equipped with a training gear, like this one made for the Blade CP by EFlite, the Novus FP N200 is a very capable trainer. This is a real helicopter and a real bargain for someone that wants to get their feet wet without making a huge investment of time and money.

Shed the training gear and the N200 flies pretty darn well. It’ll get going pretty fast in forward flight (for a small fixed pitch machine) and hovers very nicely. The transmitter trim and tracking were right on right out of the box. It doesn’t like a lot of wind though.

sufficient to maintain forward speed, while power is increased to provide the extra lift needed to overcome the increased G-force and carry it around the turn without a loss of altitude. The pilot must use some tail rotor control in the turn as well if a gyro is installed, or it might not be possible to turn the aircraft at all.

Unlike guiding your basic Runway Queen around the patch, flying a helicopter in any mode of flight requires the use of both sticks, pretty much all the time. If your nose itches, you just might have to land in order to free up enough fingers to scratch it.

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CENTRIFUGAL FORCE Helicopter rotor systems rotate the blades to produce the relative wind needed to produce lift. This rotation results in the same physical forces experienced by all rotating bodies. Centrifugal force is one of these forces, and is defined as the force that tends to make rotating bodies move away from the center of rotation. Another force created is centripetal force. This is the force that keeps the pieces from flying away from the center.

The rotor blades exert very heavy loads on the rotor head, blade grips, and attaching hardware. Depending

on the rotor speed, the centripetal load on the head can easily exceed 250 pounds per blade on a 500-size sport helicopter (one meter rotor diameter with 65-gram blades).

Larger helicopters running high head speeds with weighted blades can produce much more force.

Centrifugal force is the dominant force affecting the rotor system, all other forces work to modify this force.

ROTATIONAL VELOCITIES For a typical 500-size helicopter in a stationary hover, a rotor head speed of around 1700 rpm translates

Total Force

Total force is always perpendicular to the tip path plane. It is divided into two different components, lift and thrust. A helicopter at a stationary hover uses all of the total force to overcome gravity. An increase in lift will cause a vertical acceleration.

into a rotor blade tip speed of around 200 miles per hour. The speed of the blade at the root is much lower, because the distance traveled is much less at its smaller radius. The speed of the airflow at any point on the blades varies with the distance from the tip to the main shaft or the radius. The result is an extreme airspeed differential between the root and tip. The lift differential between the root and tip is even greater because for a given angle of attack, lift varies with the square of speed. So when speed doubles, lift quadruples. Conversely, when speed is cut in half, like at the mid-point of a rotor blade, the lift produced is only a fourth of that produced at the tip.

Full-scale helicopters use washout, or a twist in the rotor blade, to help overcome the differential in lift in much the same manner airplane propellers are twisted to even out the thrust from hub to tip. The increased angle of attack at the root helps to make up for the lower amount of lift produced by the lower airspeed.

Twist in the blades would be good for model helicopters as well, that is until negative lift is needed. For any aerobatic flight involving negative

Unbalanced Forces Cause Acceleration

An application of cyclic that directs the total force in any direction but in direct opposition to gravity will cause an imbalance of the forces, causing the helicopter to move in the direction of force. The pilot must increase power to bring the total force back into balance, with the resultant of weight and thrust if the aircraft is to accelerate forward without descending.

Balanced Forces w/ the Aircraft in Forward Motion

Lift equals weight, thrust equals drag so the total force equals the resultant of weight and drag.

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lift, the wash-out would become wash-in and would increase the lift differential to an extent it would probably prevent inverted flight. So if we want to go negative, we just have to live with the lift differential of untwisted rotor blades.

HOVERING AIRFLOW As we learned earlier, lift is produced by the unequal pressure of the air moving above and below an airfoil. As the airflow reconnects at the tip of a rotor blade or wing, the higher pressure air underneath slips under the lower pressure air on top, creating a vortex of spinning air.

These vortices look like miniature horizontal tornadoes and can be plainly seen when watching the Space Shuttle land. They also tend to stick around a while, which can be a major concern to the pilot of a full-scale airplane taking off or landing behind a larger airplane. For a helicopter at a hover, they really mess up the airflow in the outer regions of the rotor disk. Much like the wingtip vortices that stick around the flight path of an airplane well after it has passed, the rotor tip vortex from one blade severely affects the amount of lift produced by the following blade. If the vortex of one passing blade remains a vicious swirl for several seconds, then two blades turning at 1700 rpm create 3400 long-lasting vortices per minute. This continuous creation and ingestion of vortices is the primary reason a helicopter requires so much power to maintain a hover.

During hover, the rotor system moves large volumes of air in a downward direction. This movement of air uses lots of power and accelerates the air to relatively high velocities. As the rotor system pulls air from above and accelerates it through the rotor system in a downward direction, it creates a continuous airflow, much like

Unbalanced Forces Cause Deceleration

When thrust and drag are both acting in the same direction, the aircraft will decelerate. In this case, thrust is being traded back for lift and power must be reduced to prevent the helicopter from climbing.

Rotor Blade Speed at a Hover

A 500-size sport helicopter with a rotor head speed of 1700 rpm will produce a tip speed of around 200 miles per hour. At the mid-point of the rotor blade (A), the speed is half of the tip speed or about 100 miles per hour. At the root, it is much slower. This creates an extreme airspeed differential along the length of the rotor blade.

Lift Distribution on Twisted and Untwisted Rotor Blades

The extreme airspeed differential results in an even more extreme lift differential as lift increases with the square of speed. An airfoil with an airspeed of 200 miles per hour develops four times as much lift as the same airfoil and angle of attack produces at 100 miles per hour. You can clearly see how a disruption of airflow that affects the lift produced at the tips of the blades can have a much greater effect on overall lift than a disruption in the airflow anywhere else along the length of the rotor blade.

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Out of Ground Effect Hover

Induced Flow and Angle of Attack

The rotor system accelerates air vertically through the center portion of the disk, while the tips of the blades create vortices.

The combination of these vortices recirculating around the tips of the blades and the induced flow created by the downward moving column of air, are the main reasons a helicopter uses so much power to maintain an out-of-ground-effect hover.

DISTRIBUTOR

pumping air though a tube. This downwash, called “induced flow” introduces another element into the relative wind that affects angle of attack. If there were no induced flow, the angle of attack would be the same as the direction of rotation.

With the air moving downward, the relative wind is not parallel to the direction of rotation; resulting in a reduced angle of attack. This condition requires the pilot to increase collective pitch to produce enough aerodynamic force to sustain a hover.

That is it for this column. Next time we’ll talk about hovering in ground effect, rotor system design and some more physics. Then for kicks I’ll fill you in on the angle of the dangle. Here’s to a year of more flying than fixing!

Ares Firelands Group, LLC 2919 Crossing Court, Suite 2 Champaign, IL 61822 ares-rc.com Helimax Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 helimax-rc.com

WANNA BE

The downward direction of the airflow through the rotor system results in a reduction of the angle of attack for a given pitch angle. The result is that the total aerodynamic force resultant is moved aft, requiring a lot of power to keep things turning.

So you wanna be a rotor jockey. Where to start?

Well, you can start with the simplest to operate rotary wing RC model type, the coaxial rotor. These tend to be the least expensive models and are also the easiest to master. They can often be flown indoors, in fact many are designed to be flown indoors only.

An example is the Ares MD 500D CX100. It is best kept inside except for when the wind is a little stronger inside than it is outside. With this little bird, you can get a feel for what helicopter flight is like, but it is so stable, that it really won’t give you an idea of how much there is to learn. Nor will it let you do much more than hover around the room and dodge the ceiling fan. It’s still a heck of a lot of fun.

Step up to the Helimax® Novus FP N200. Don’t let the fixed pitch part fool you, this is a real helicopter. The fact that it is fixed pitch means that it is not as complex as a collective pitch model and as a result, is not nearly as expensive to maintain, measured in both man-hours and dollars. It also doesn’t react nearly as quickly to throttle stick input as a collective pitch helicopter does. For the rookie pilot, this can be a blessing and a curse (there’s no free lunch, kids).

When fitted with a training gear

set up, like the one marketed by EFlite for the Blade SR and CP series of helicopters (Helimax doesn’t seem to have one), it is a great starting point.

It is not designed for, nor is it capable of aerobatics, but when you can hover this helicopter and fly it in forward flight, you will be ready to move up to just about any type of helicopter that turns your crank. The best part of this little machine is it comes ready to go as soon as you charge the battery. With training gear installed, you can learn how to fly without having to have an expert nearby. Or cashing in the kids’ college trust fund. But like most coaxials and small training helicopters, it’s a fair-weather-only helicopter.

Both of these helicopters are available online, but I would ask that you get yours from a friendly, neighborhood hobby shop, if at all possible. When you buy your helicopter (or anything else) from them, you help to insure they will be there to help you if you need help or advice. They will also have the parts you are going to need when (not if) you crash. Waiting for parts can be a real showstopper when you’re finally getting close to a learning breakthrough. It’s really nice to be able to have them right nearby so you don’t have to put a dent in the learning curve.

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THE PEOPLES’ DRONE

NOW ANYONE CAN OWN AND FLY A SMALL UNMANNED AIRCRAFT SYSTEM With the release of the Phantom 2 Vision, DJI has put a fully functional Small Unmanned Aircraft System (SUAS) within reach of anyone who has $1,200 and a smart phone... But how does it work — and what does it mean?

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BY Patrick Sherman

A look under the hood of the Phantom 2 Vision reveals the latest version of DJI’s hobby-level multirotor flight control system: a NAZA V2 equipped with a GPS receiver, to allow functions such as Return-To-Home and Intelligent Orientation Control.

T

he DJI Phantom 2 Vision is, in my estimation, one of those products to define an era. When we look back on the development of multirotor and First-Person View (FPV) flying, we will use the release of the Vision as a historical landmark. Whatever else happens or has happened, it will all take place either before, or after, the Vision was launched.

Now, you don’t have to be an especially skeptical reader to recognize that’s a huge claim I’m making, and to perhaps expect a little bit in the way of justification before you decide that you agree with me.

Fair enough—there are two factors that have drawn me inexorably to this conclusion.

First, DJI has deployed all of its considerable resources to make

the Vision easy to use—not just by current RC pilots, but by anybody.

With the exception of a few tiny missteps, they have succeeded in creating an extremely capable aircraft with built-in FPV capabilities that a novice could reasonably be expected to pick up and fly right out of the box.

Here at the Roswell Flight Test Crew, we do suggest starting with a high-quality simulator and a docile palm-sized co-axial helicopter—we’re looking at you, Blade mCX2—before you try slipping the surly bonds of Earth with your $1,200 machine. However, if you are steadfastly determined to teach yourself to fly on a full-sized bird, the Vision is probably about your best choice.

The second reason I think the

Vision is destined to be enshrined in RC history is more profound and more likely to be overlooked. DJI isn’t trying to sell it to you, or me, or anyone else who understands what the Bernoulli Principle is and why it’s relevant to heavier-than-air flight. You see, the Vision isn’t an RC model—it’s a lifestyle accessory, a consumer product, a means to impress your friends on Facebook.

DJI’s marketing video for the Vision makes this explicit, showing a bouncy, bikini-wearing blonde collecting her Vision before she heads out for a day at the lake with her strikingly handsome and wellgroomed group of friends. While they frolic and splash, the narrator tells us, “It quickly becomes part of something that you always think to take with you... Not only is it a RC-SF.COM

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The DJI Phantom 2 Vision’s propellers are threaded in the direction opposite of the corresponding motor’s rotation, meaning that they tighten themselves in flight, which drastically reduces the possibility of propeller separation. The silver or black hub on each pair of propellers corresponds to marks on the propeller shafts, ensuring the propellers are mounted on the correct motors.

great way to get aerial photos and video, but you get this amazing sensation of flying—and then you can immediately share that with anybody.”

Up until this moment in history, every single RC flying product costing more than $199 has been targeted to a niche market: aeromodeling enthusiasts, who constitute a tiny fraction of the population, maybe 0.3 percent on a good day. With the Vision, DJI is making a play for everybody who owns a smart phone, about 60 percent of the U.S. population—or 190 million people.

If DJI markets the Vision aggressively, and they certainly have both the smarts and the resources to pull it off, well, it’s going to be an interesting decade, both for RC flying and for society as a whole.

The DJI Phantom 2 Vision’s camera is capable of capturing high-definition video at a rate of 30 frames per second (1080/30p) for standard playback, or 60 frames per second (1080/60i) for halfspeed slow motion. It is also capable of capturing 14-megapixel still images in either .JPG or .RAW formats.

HAVING A VISION Since these things will soon be swarming through our skies, thick as crows on a jungle gym in a Hitchcock film, it seems only fair to ask: Is it any good? The answer, I’m pleased to report, is “Yes!” The Vision

Reflecting the same sleek, white design aesthetic of the DJI Phantom 2 Vision itself, the unit’s radio includes a Wi-Fi booster (on the top right) to extend the range of the video transmitter on board the aircraft, as well as a clamp to hold a smart phone, using either the iOS or Android operating system. The smart phone pictured here is a Samsung Galaxy Nexus.

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The 5200-mAh lithiumpolymer battery that powers the DJI Phantom 2 Vision is custom-built for this aircraft. It is not interchangeable with other lithium-polymer batteries, and sells online for $159.

isn’t perfect, but it is a sturdy flying machine with a lot of features that make it especially well-suited for beginners.

One stand-out attribute that will make the Vision beloved by all is its extraordinary flying time: 25 minutes on a single charge of its 5200-mAh Lithium Polymer (LiPo) battery. Based on the unit we got to play with, courtesy Aerial Technology International, this isn’t marketing hype—it is fully capable of meeting and even exceeding that standard.

That really is impressive!

Also, the Vision is about as easy to fly as any aircraft of its size and capability. Within its plastic shell, the Vision carries a NAZA V2 Flight Control System (FCS). The original NAZA was a ground-breaking multirotor FCS. We still use them today in many of our front-line birds.

The release of this new version was marred by occasional

The DJI Phantom 2 Vision’s battery pack has a button on its exposed face that serves two functions. When the battery is removed from the aircraft, pressing the button indicates the battery’s charge level with four green LEDs. Once clicked into place on board the aircraft, the same button is used to turn the system on and off.

The aircraft comes with a custom battery charger that allows the aircraft’s battery to be re-charged off of a standard wall outlet.

It includes adapters for overseas outlets.

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In flight, the DJI Phantom 2 Vision is stable, responsive and engineered with new RC pilots in mind. It can stay aloft for 25 minutes on a single charge of its 5200-mAh lithium-polymer battery.

uncontrolled fly-aways—one of which we had the misfortune to experience for ourselves—but DJI appears to have finally turned the corner on that issue after a series of software patches. As a result, the Vision is extremely easy to fly and comes with a full suite of GPSenabled features, such as Return-toHome (RTH) at the flip of a switch and Intelligent Orientation Control (IOC) mode.

Also called “carefree mode,” IOC disconnects the aircraft’s heading from the pilot’s directional control, so it no longer matters which way it’s facing. Pull back on the right stick and the aircraft moves towards you, push left on the right stick and it moves to the left, and so on. If you’re a seasoned RC pilot, this mode will immediately drive you insane and most likely leave the aircraft hung up on the limbs of a nearby tree—but it’s a boon for beginners who can fly without having to worry about orientation problems.

My one concern regarding the Vision’s flight performance is it appears to be slightly underpowered.

It maneuvers well and can put on plenty of speed, but when you’re descending rapidly, you have to put

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in more throttle sooner than you might think to arrest the descent.

You’ll learn to counter it quickly enough, but being aware of it might spare your bird a hard landing or two.

BUILT FOR BEGINNERS Many of the Vision’s other especially noteworthy features are obviously aimed at making it easy for the first-time RC pilot to use— and will likely be a source of mild frustration for more experienced hobbyists.

For example, the propellers are threaded in the direction opposite of the motor’s rotation. Consequently, mounting them is simply a question of spinning them into place. No wrenches, thread lock or locking nuts are required because, as the motors spin, they actually tighten up the propellers. It’s a simple idea that all but eliminates the possibility of propeller separation, but it will complicate the efforts of anyone who wants to kit-out their bird with different propellers.

Also, the Vision’s battery comes encased within a custom housing that clicks snugly into place on board the aircraft, very much like the battery on a cordless drill. There

is no dangling wire and no XT-60 connector to contend with when you’ve got all of your batteries soldered up with EC-5s. Charging the battery is equally straight forward: just attach it to the provided wall charger—no balance board and no programming the charger on a tiny LCD screen with the correct number of cells and milliamp rating.

If you’ve got brains sufficient to use a rechargeable electric razor, you’re not going to have any problems working the Vision’s battery. Once again, however, more sophisticated hobbyists will chafe at not being able to use their stockpile of batteries and experiment with different sizes, weights and capacities—and they’ll come completely unhinged when they find out replacement batteries from DJI sell for north of $150 apiece.

Another oddity experienced RC pilots will find when they pick up the Vision’s radio is the left stick springs back to center in the vertical axis, even though it’s a Mode 2 controller.

At first glance, this seems dangerous, crazy or both. However, it is actually designed to work specifically with the NAZA FCS and its robust altitude hold system—rather than as a

conventional throttle.

At center stick, the aircraft maintains its current altitude.

Push up, it ascends. Push down, it descends. It’s so easy only a novice can do it!

Finally, given all of the effort DJI has put into making the Vision as safe and friendly for beginners as possible, it is a little surprising it didn’t ship with a set of propeller guards in the box. This $20 accessory provides you with four plastic semicircles that attach to the ends of the limbs to protect the props from being broken (and the aircraft from subsequently crashing) in the event they brush up against a wall or a tree or something.

A happy side effect of having the guards installed is they also protect people from the whirling blades— and given their potential to lacerate skin and scoop out eyeballs—they seem like pretty cheap insurance.

Especially if you’re one of those stalwart novices who is going to insist on teaching yourself to fly with the Vision, go ahead and throw a set of these in the shopping cart before you press “BUY.” You’ll be glad you did.

FPV-ISH Of course, the one feature that most distinguishes the Vision from the previous generation of Phantom quadcopters is the integrated, high-definition video camera slung beneath its hull.

The earlier Phantoms came with a standardized mount for the ubiquitous GoPro Hero sports camera, and at a price point low enough to buy a GoPro and still have enough money left over to take your wife out to a very nice dinner—to thank her for allowing you to indulge in this expensive hobby.

What sets the Vision apart is that it includes a video transmitter, giving it a basic FPV capability. It looks like you had better tell your wife that dinner is off.

DJI cleverly sidesteps the requirement for FPV pilots to hold a ham radio license by using a Wi-Fi link to send video back from the aircraft to your cell phone, which also serves as the user interface for

the aircraft’s camera functions by means of a custom app, available on both Android and iOS devices.

DJI has added a Wi-Fi booster to the system, which attaches to the unit’s radio, that they claim gives it a 1,000-foot range. Aerial Technology International said they wanted their Vision back in one piece, so we didn’t get to test this feature to failure ourselves—sigh.

Using the app via your device’s touch screen, you can tilt the camera up and down, trigger it to capture 14-megapixel still images or 1080p HD video, monitor your aircraft’s performance, GPS signal strength and battery level, as well as distance and direction to home. All of your aerial video and photographs are recorded cleanly to a microSD card inserted into the back of the camera module.

It’s a slick setup, and it really does work well. However, it is not without its drawbacks. First, transmitting video via Wi-Fi means there is a noticeable lag between the what you’re seeing on screen and what’s actually happening with the aircraft at that exact instant. We also found the lag varied depending on what type of device we were using.

This is different from a conventional FPV setup, which uses

an NTSC video transmitter to provide what is essentially a real-time link.

The latency caused by the Vision’s Wi-Fi link isn’t a show-stopper, however. It’s adequate to fly FPV, and it’s certainly good enough to frame up your shots if you’re doing aerial photography—just recognize there is a bit of a lag and fly accordingly.

A second shortcoming of the Vision’s camera system is its “gimbal.”

It works fine for tilting the camera up and down in response to user input, but as an image stabilizer, it’s laughable. To begin with, it only functions in one axis. As the aircraft pitches forward and backward, the gimbal compensates in an effort to hold the same camera angle.

However, this is accomplished by means of a servo—rather than a modern brushless system—so it’s not at all fluid and it’s always half a step behind. Coming from the same company that gave us the best-inclass ZenMuse gimbal, it’s enough to make you wonder why they even bothered.

VISION STATEMENT My suspicion, based on a review of the work contributed by my fellow writers here at RC Sport Flyer magazine, is that not too many of you will actually be purchasing a

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THE PEOPLES’ DRONE

Vision for yourselves. Given the loving care that I see all of you putting into your machines—the obsessive attention to detail, the deep technical understanding and the high level of pilot skill—I think when you decide to get into FPV, you’re going to build your own systems from the ground up, and I applaud you for it.

However, I still think there is a lot of value in knowing about this little machine, because I believe it is going to change the world. The first generation Phantom is arriving on our shores at a rate of 15,000 per month, and with the introduction of the Vision, this will only increase.

Furthermore, most of these units are going to end up in the hands of people with no RC experience.

Like the bikini-wearing blonde in the marketing video, they are going to purchase it as a mass market consumer product, not a model aircraft.

It would be easy to be dismissive and grumble about “These crazy kids and their new-fangled quadcopters!” and I’m sure plenty of that is going to happen. However, as sophisticated, experienced hobbyists, I hope that each of you will take it upon yourselves to reach out to this new community and provide them with leadership and guidance.

There are a couple of reasons for doing this, and they are all entirely

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The smart phone can also display a synthetic radar image that indicates the distance, direction and heading of the aircraft, relative to its launch point.

self-serving: First, most of these folks have no idea at all what they are doing.

They are going to be a danger to themselves, and others, not because they want to see anybody get hurt, but just because they don’t know any better. Teach them about safe and responsible flying and encourage them to join the Academy of Model Aeronautics (AMA) and follow its safety program. If and when there is an incident involving one of these birds and its inexperienced operator, it’s going to reflect badly on the entire aeromodeling community.

Second, it is a simple function of mathematics that in a few years, people flying the Vision and its successor products are going to be the mainstream of the RC flying community. Scale warbirds, highperformance gliders, 3D helicopters and, yes, custom-built FPV platforms,

like ours, are all going to be specialized niches—nothing more.

Model aviation is about to go through a transition much like the Internet experienced in the 1990s, from being the exclusive domain of academics, specialists and nerds to a multifaceted tool that touches all of our lives every single day. Those of us who are part of the community right now can either be remembered either as pioneers and mentors, or as dyspeptic cranks, shaking our fists at the inevitable march of history. lucidity@roswellflighttestcrew.com

DISTRIBUTOR

This is the basic information displayed on the smart phone while the DJI Phantom 2 Vision is active. The image at the center of the screen is the near real-time video feed from the aircraft. On the left side of the screen are the manual controls for the camera’s gimbal. Basic flight information is displayed across the bottom of the screen. The controls on the right side of the screen allow the pilot to adjust settings, as well as triggering the camera to capture either high-definition video or still images. The top right corner of the screen displays Wi-Fi signal strength, the number of GPS satellites the aircraft is using to determine its position and the current state of the flight battery.

SPECIFICATIONS

COLUMN

Aerial Technology International 9053 SE Jannsen Road Clackamas, OR 97015 Photo: 888-404-4721 aerialtechnology.com

Weight : 2.55 pounds (1160 grams) Dimensions : 11.4 x 11.4 x 7 in. (29 x 29 x 18 cm) Battery : 5200-mAh LiPo Flight Time : 25 minutes Still Image Resolution : 14 megapixels Still Image File Type : JPG or RAW Video Resolution : 1080/30p or 1080/60i Field of View : 140 / 120 / 90 degrees Gimbal Tilt Range : 0 to 60 degrees Mobile App : ≥iOS 6, Android ≥4.0 Requirements

3-VIEW

ASK-21 GLIDER TWO-SEATER SOARING

S

chleicher’s full-scale ASK 21 is a molded, composite fiberglass two-seater glider. It features a T-tail and mid-wing configurations.

While not a true cross-country machine, it has been used for such, as well as for training glider pilots.

The glider has a maximum thirtyfour-to-one glide ratio. ASK-21s have even been used for doing mild aerobatics. It is an affordable twoseater glider, so it is employed by many clubs for training and sport flying.

DESIGN The ASK-21 was the first composite two-seater glider produced by the Alexander

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Schleicher GmbH & Company. It had its maiden flight February 6, 1979.

The 21 was designed by Rudolf Kaiser as a replacement for his very popular ASK 13. It was in production until May 2013, with over 900 gliders being manufactured. Schleicher offered the ASK 21 Mi starting in December 2004 as a self-launching version. Slated for 2014, the ASK 21 will be replaced by the new ASG 32, which will be a 20-meter wingspan, two-seater glider with an improved lift-overdrag ratio. It will have the addition of flaps, new airfoils and a higher aspect ratio for better performance. The ASG-32 is designed to meet the rules for the popular two-seater 20-meter competition class.

BY Hans-Jürgen Fischer

CONSTRUCTION The ASK 21 has been offered by many RC companies. They include E-flite, Icare RC, Soaring USA, Troy Built Models and Rosenthal Modell.

The ASK 21 comes in many sizes also, from the E-flite ultra-micro 39in. wingspan version up to the giant, 335-in wingspan, 1/2-scale model, which is shown in this article. The 1/2-scale ASK 21 is owned and flown

by Simon Cocker from England.

Simon tells us his model was built around a Rosenthal fuselage.

The wings were built by the Mueller company in Germany—they are foam cores that were sheeted in wood. The model has a fixed landing gear, nose wheel, tail wheel, T-tail,

has ailerons and spoilers for glide path control. Also, Simon’s ASK 21 has two cockpits, in tandem, that are completely detailed as per the fullscale glider.

IN FLIGHT One of the things that makes the ASK-21 a great choice for a scale model glider is it generous wing area, which results in a low wing loading. The low wing loading lets the model soar in quite light lift. Also, as you can see by the accompanying photos, it can be hand lauched for slope soaring conditions.

As with the full-scale ASK 21, Simon’s model will loop, roll and spin. For more information about the model you contact Simon by e-mail.

His address is flyersanonymous1@ aol.co.uk.

Manufacturer Alexander Schleicher GmbH & Co Designer Rudolf Kaiser First flight December 1978

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PERFORMANCE

ASK-21 GLIDER

SPECIFICATIONS

3-VIEW

G limits : +6.5/-4 Maximum : 280 km/h (174 mph) airspeed Rate of sink : 0.65 m/s (128 ft/min) Maximum : 34:1 glide ratio

Wingspan : 17.00 m (55.77 ft 9 in) Wing area : 17.95 m2 (193.21 ft2) Length : 8.35 m (27.39 ft 5 in.)

Height : 1.55 m (5.08 ft 1 in) Aspect ratio : 16.1 Empty weight : 360 kg (794 lb) Gross weight : 600 kg (1,323 lb) Wing airfoils : Wortmann FX S 02196 / FX 60-126 Crew : Two pilots

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(626) 967-6660 Monday - Friday 9am - 4pm, PST E-Mail: info@soaringusa.com

REVIEW HOW TO

LAMINAR THE NAME SAYS IT—THE FIRST GLIDER TO USE A LAMINAR AIRFOIL

BY Gene Cope

D

esigned and built in the Czech Republic by Rudý Letov, the XLF-207 Laminar was a follow-on to the well-known 1950s Lunak LF-107 aerobatic glider.

What made the XLF-207 Laminar unique for its time, was that it was the first European sailplane built using revolutionary laminar airfoil design for its wing sections.

The Laminar’s first flight was made in August 1951, in the city of Letnany, in the Czech Republic. The glider was simply a modification of the Lunak, but was fitted with a laminar flow wing, which made it a

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standout performer for its day.

What attracted me to the Esprit Model’s version of the glider was its unique design, the fact that the fuselage was composite, the wings were made of foam sheeted in wood and that it was quite affordable, which matters to someone on a budget. Also, I had ordered from Esprit Models previously, and I found their customer service to be very good, including safe, secure and fast shipping. So, it was pretty easy for me to make the decision to buy a XLF-207 Laminar from Esprit.

Then too, Reichard Model Sport

recaptures the historic design lines and the nostalgia of the Laminar in their 4.4-meter wingspan version.

The model is very well built and finished, including the wings being factory built and covered. The horizontal stabilizer and rudder are built and covered. Also, the fuselage comes painted, with a canopy frame and vacuum-formed canopy.

Reichard provides a good hardware package as well. Suffice it to say, this is quite a good almost-ready-to-fly glider package.

My XLF-207 Laminar glider was shipped via UPS from Esprit. It came

packaged well in a large box. All components—wing, stabilizers, rudder, canopy— were covered in bubble wrap to protect them against damage. Consequently, when I opened the model’s kit box, to photograph the parts for this review, I found all the parts and pieces in perfect condition.

This glider was designed for slope soaring, winch launching and especially aerotowing. You’ll be interested to know the model uses a wing that has molded fiberglass leading edges, which will reduce the chance of damage

during takeoffs and landings. Its 4.4-meter wingspan wing uses the HQ 3.0/13 and HQ 3.0-10 airfoils sections (3 percent camber, 13 percent thick and 10 percent thick respectively). The wing’s doubletapered planform in combination with the Helmut Quabeck airfoils make for a fantastic flight platform.

Note that the Laminar’s wings have split ailerons, a flap and a double-gate spoiler. The fuselage is a molded, epoxy impregnated composite construction. The overall construction techniques make for a very lightweight airframe.

FEATURES • Almost ready to fly • Fiberglass, composite fuselage • Foam wings sheeted in wood • Two-piece wing w/ steel joiner • Foam sheeted elevators • Main landing wheel • Elevator & rudder pushrods • Double-gate spoilers • Hardware package NEEDED • Transmitter - Jeti DS16 used • Receiver - Jeti Duplex R14 • Servos - Hitec (4) HS5085MG, (3) HS-5485HB, (2) HS-125MG, (2) RC-SF.COM

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REVIEW

ESPRIT LAMINAR

Once the parts were out of the box, the quality of the XLF-207 Laminar ARF is apparent. Its wing planform is not typical and will be easy to recognize in the air.

• • • • • • •

HS-5245MG, (1) HS-645MG Extensions - (2) 36 in., (2) 24 in.

Medium / thin CA Epoxy - 30-minute CA - Zap® thin / thick Adhesive - Goop® Tools - Miscellaneous Batteries Plus 4000-mAh NiMH

IN FLIGHT I opted to maiden the XLF-207 Laminar in slope lift, rather than doing so by aerotowing. In so doing, I was able to get the model trimmed properly during the first flight, and set the control surfaces so they had the proper throws values.

Because it is known as a world class slope soaring site, and because it is near my home, I chose Eagle Butte as the site for the maiden flight. The day I picked for the flight the wind was blowing about 20 mph, and it was blowing from the southwest, which is perfect for good lift conditions at Eagle.

After range checking the Jeti radio system’s performance, I had Wil Byers launch the model and give me some nerve-calming instruction beforehand. His advice was the fly the glider straight out and away from the slope for at least 100 yards, with it diving at about a five-degree angle. Then I was instructed to just

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Hitec servos were used exclusively to drive the control surfaces on the XLF-207. They provide lots of torque and reliability for ultra positive control.

The spoilers provided in the kit are top quality and are operated by the Hitec HS-125MG servos. The are shown here in an open and in a closed position.

A servo mount plate (not provided) and new cover frame are shown ready for a servo. The new cover frames were fitted and marked to insure proper placement.

The spoiler’s mount bar height was set using the spoiler and spoiler cap as a way to position the cap at the wing’s surface as the epoxy cured.

ease off the down elevator control until the glider was climbing nicely, which it did exceedingly well.

I was pleased to find the model required absolutely zero roll and yaw trim. Due to the 20 mph wind, I added three clicks of down elevator trim to maintain good penetration speed.

After the trims were set, I let Wil fly the glider for a few minutes. What we found was the XLF-207 Laminar has very well-coordinated controls. As I have the model’s controls set there is no adverse yawing (skidding) in roll. The rudder

The new spoiler cap fit with just a slight gap between cap and the wing.

They sit absolutely flush with the wing’s upper surface.

The elevator’s control rod is a hard wire core surrounded by a plastic sheath. It slides in an outer sheath. The rudder uses a pull-pull cable system.

The flap servo was wrapped with masking tape, and then glued to the plywood plate with epoxy. The epoxy provides strong bond. The spoiler servo is screwed in position. Notice that the flap servo’s arm was positioned at 90 degrees to the control surface.

The fiberglass control horns and metal control rods provide positive control responses between the servos’ arms and control surfaces.

is exceptionally effective at yawing the glider. Then too, the control response of the elevator is quite good, but not overly excessive, which could otherwise make the model a bit pitch sensitive.

What I really like about this model is when you deploy the spoilers there is no noticeable pitch change up or down. The model just slows in airspeed a bit and starts losing altitude. This is superb for a model of this type in that it makes it easy

to set up a good landing approach that is controllable and predictable all the way to the ground.

We found the model loops well.

It also has good penetration against the wind. As such, we made a number of passes over the hill’s lip and face for our cameraman to get photos. Then the landing approach was made easy, with the spoilers being modulated as needed to control the model’s approach height.

Note we were not able to do a rolling, wheel landing at Eagle Butte because the landing zone needed to be groomed for such.

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REVIEW

ESPRIT LAMINAR

A Jeti Duplex R14 channel receiver provides independent control adjustment to all 11 servos. A Jeti vario is also used in the XLF-207 ARF.

The pilots seat was fabricated out of polystyrene plastic. The pilot hides the receiver. The vario is fastened to the wing jointer box with Velcro tape.

I’m posing with Laminar before its maiden flight, which was done in slope life at the Eagle Butte site near Richland WA.

HANGAR DEBRIEF Here is what I can tell you about my XLF-207 Laminar: It is a superb buy, being priced at only $895.00, plus shipping from Florida.

The reason I say this is that it sports a 173.5-in. wingspan. It is built well. Importantly, the model really flies and soars well on the HQ airfoil sections. It was also quite easy to assemble, including making a pilot seat and fitting the receiver and variometer. Believe me when I tell you there is plenty of room in this model for all your radio system, pilot and some telemetry gear.

Additionally, if you are looking for a glider that you can slope soaring, winch launch and aerotow, the XLF-207 Laminar is an exceptional pick. At the slope it required less than three steps forward and a good push to get it flying. I like that its roll control is enough for doing some mild aerobatics, yet the model is not hard to control. When the temperatures start to rise again this spring I’ll be dialing this glider in for some thermal searching at my Wil Byers just launches the Laminar into a good 15 mph head wind with a good heave. It flew out straight and level.

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The wing profile of the Laminar XLF-207 is very distinctive and quite easy to spot in the air. The wings’ servo covers hide the servos neatly on the lower wing surface.

The laminar is shown here diving with spoilers opened to keep it below the hilltop, which was not an easy task in the 20-mph wind that was blowing.

Controlled and descending turns, with spoilers out, were used to keep the Laminar close to my camera man because of the strong lift.

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REVIEW

ESPRIT LAMINAR

The Laminar XLF-207, with its multiple control surfaces, provides rock solid control whether sloping or aerotowing.

With the wind picking up, and the Laminar only weighing in at 16 pounds, it was time to make one final pass over the hilltop and then set up for a landing.

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Penetration into the wind was very good! The Laminar easily made passes back over the crest of the hill for cameraman.

SPECIFICATIONS

airfield in Yakima. I’m 100 percent confident that I’ll have little if any difficulty finding lift with this glider.

I’ll end by saying that if you are searching for a new soaring machine for the 2014 season, the Esprit Model’s Laminar is a good choice.

You certainly won’t need to spend thousands of dollars to get a glider that will give you hours of soaring enjoyment. So, point your browser at espritmodels.com. Then pick the sailplanes tab and the drop-down menu for scale. You’ll find it there.

Esprit will have it on its way to you in a safe and secure shipping box in not time.

Gene: gliderflyer@gmail.com.

Wingspan : 173.5 in. (4400 mm) Wing area : 1510 in.2 (97.4 dm2) Total area : 1716 in.2 (110.7 dm2) Weight : 256 oz. (7257.5 g) Wing loading : 21.476 oz/ft2 Airfoil : HQ 3/13, HQ 3/10 Transmitter : Jeti DS-16 Receiver : Jeti Duplex R14 Battery : 6-volt 4000-mAh NiMH Variometer : Jeti Servos : Hitec - (4) HS5085MG,(3) HS5485HB, (2) HS-125MG, (2) HS-5245MG, (1) HS-645MG

DISTRIBUTOR

Price : $895.00

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

With the spoilers out, the Laminar descends to a smooth landing just back of the ridge’s lip—spoilers were modulated to control the rate of descent.

BUILD Assembly of my Laminar was straightforward and easy. The wings, horizontal stabilizer and rudder come factory built and covered. There were a few minor wrinkles in the covering material, but those were easy to remove with a heat gun and covering iron. I don’t think I needed to spend more than about 30 minutes removing them from the wings, stabilizers and rudder.

I encountered no problems with the model’s assembly until I got to the servo covers’ frames. They were smaller than their respective openings in the foam wings. Consequently, new frames were fabricated out of 1/16-in. plywood and then glued into place. Also, their servo covers were cut out of 1/64 in. plywood. The covers were then slotted for the servo arms.

The spoilers’ caps were also found to be smaller than their respective openings. As a result, I had to make new caps. I cut them from 1/32-in. plywood and sanded them to fit their openings in the wing tops. They were then covered in Sky Blue covering, as were the new servo covers.

I talked to Esprit Models about these two problem areas and they assured me that they would be remedied on future Laminars.

You’ll find that the servo installations in the Laminar are easy to complete. I outfitted my Laminar with Hitec servos because they have plenty of torque for this glider and they do not draw too much current, even under load. The ailerons are mated to four HS5085MG, the flaps use two HS-5245MG and the spoilers employ two HS125MGs. For the rudder and elevators I fitted the model with HS-5485HB (one for rudder and two for elevators). The tow release mechanism is controlled by an HS-645MG, which is a high-torque

servo—I chose it to assure a release when needed, even under heavy line tensions that sometimes occur during an aerotow.

The servos were glued into the wings with epoxy resin. All the servos’ arms were preset such that they were positioned at 90 degrees relative to the flaps’ and ailerons’ positions—this allows for equal control throws both up and down, even though the model is set to have differential aileron control.

The Laminar required one pound eight ounces of lead shot, plus four drams of 30-minute epoxy in the fuselage’s nose to set its center of gravity. The finished glider weighs 16 pounds even, with its center of gravity set at the manufacturer’s recommend 100 mm (4 inches) mark, which is back of the wing’s leading edge at the root. I was careful to set the model’s center of gravity in its flight-ready configuration, which included a 1/4-scale pilot and a 5-cell 4000-mAh NiMH battery pack.

I used a Jeti Duplex R14 receiver for the model on-board control system. What I like about this receiver, in combination with my Jeti DS-16 transmitter, is that it gives me the flexibility to use individual channels for every control function. Also, the DS-16 lets me program specific channels for the functions; i.e., I used channel one for right aileron and channel two for left, and so forth. This made programming the flaps, spoilers and elevators especially easy. Also, the programmable mixes were then easy to do as well. Additionally, the DS-16 offers easy flight mode set ups, so it only took me about 30 minutes to program into the transmitters memory all the functions I wanted to use for this glider.

All in all, this was a very easy glider to assemble and ready for soaring.

CONTROL THROWS High (+/-) AILERONS .75 in. (19 mm) ELEVATOR 1 in. (25 mm) RUDDER 1.50 in. (38 mm) FLAPS mid .75 in. (19 mm)

Low (+/-) .5 in. (13 mm) .75 in. (19 mm) 1 in. (25 mm) land 1.50 in. (38 mm)

CENTER OF GRAVITY 3.3–3.8 in. (84–96 mm) back of the leading edge of the wing

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REVIEW HOW TO

HADRON YOU’LL GO TO EXTREMES FLYING THIS WING!

BY Wil Byers

S

o you want to be a rock star?

Buy this model and you’ll have all eyes on you at the RC airfield, or even when flying it at the slope. This is one crazy, wild, fun and exciting delta wing model to fly. I’m one hundred percent confident you’ll discover your rock star side when flying the Hadron. It is that much fun to fly.

Seriously, the new Flyzone Hadron delta wing is a foam airplane,

Just hit the “gas” to have a gas with this crazy and wild flying Flyzone Hadron delta wing, with its thrust vectoring system.

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that is transmitter ready (Tx-R) right out of the box. It comes with a brushless motor fitted to a thrust vectoring system, which gives the model maneuverability nearly unheard of for other models. The electronics come factory installed as do the servos, control rods, etc.

What caught my eye about the Hadron is you need not do much of anything to get it assembled and ready for flight. Also, it is designed

to link with a Tactic® 6-channel 2.4-GHz transmitter. It comes with everything already installed. You simply bind transmitter to receiver and the airplane is ready to fly. I also saw it as a model I could take slope soaring as a way to get some added excitement, and to make certain I would not be walking to the bottom of the hill for a retrieval if the wind should die.

Then too, the Hadron is an

Everything you need to fly comes in the Hadron’s transmitter-ready (Tx-R) version. You only need a Tactic transmitter to get it flying.

unusual model in that it is a flying wing, with elevons for pitch and roll control. Throw in the fact the model is a pusher type model, with the motor mounted in a thrust vectoring system (left and right), and you have a model that caught my attention.

I also like its striking color scheme, which I think makes it easy to see in the air.

If you are like me and don’t have much time to just grab a model and go flying, this airplane will appeal to you too. Additionally, consider it is an electric-powered model and you’ll recognize that you can throw it in the back of the Rolls-Royce Ghost

without worry of staining the leather.

Alternately, you can fly this model at the park down the street.

NEEDED TO COMPLETE • Tactic TTX650 6-channel transmitter

FEATURES • 2200 Kv brushless motor • 40-amp brushless ESC • Three mini, one high-torque mini servos • Tactic® TR624 6-channel 2.4-GHz SLT receiver • ElectriFly 11.1-volt 2200-mAh LiPo battery • ElectriFly DC LiPo balancing charger • Two electric propellers

OPTIONS • ElectriFly 14.8-volt 2200-mAh 30C LiPo • ElectriFly Triton EQ charger/ discharger/cycler

The Hadron is very responsive to control input, and will absolutely roll like a top at full control throws—lots of fun!

IN FLIGHT It was 17 degrees the day I test flew the Hadron at Kiona Butte. Even so the sun was shining bright and there was about a five mile per hour breeze blowing straight into the face of the butte.

The bottom view of the model gives you a good look at how the ailerons’ servos are installed as well as the thrust-vectoring motor.

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REVIEW

FLYZONE HADRON

I’d balanced the model at home and range checked it prior to getting to the butte. Then all it took to ready the model was to turn on the Tactic transmitter and plug in the LiPo flight pack. The ESC armed immediately and the receiver bound as it should.

At the slope’s edge I applied about 30% throttle. Using the molded-in hand holds I gave the model a straight-ahead throw—do NOT sidearm this model during launch. Just push it straight ahead.

It will reward you with straight and level flight. If you promptly apply full throttle the model will come to life, climbing spritely.

At altitude I let off the controls to assess if the model needed trimming.

It did. It needed two clicks of left aileron trim. Its pitch trim was right on.

I subsequently pushed the throttle up and applied full right

Look closely, and you’ll see the motor mount is hinged so that it can turn left or right to change its thrust angle.

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You’ll need to attach the vertical fin to the model, install the battery pack and bind its Rx to a Tactic Tx to have it ready to fly.

The model has an attractive design, which makes it easy to see in the sky. At full power it will get high quickly.

With the battery in the position shown here, my model balanced perfectly for its maiden flight. I may move it back some later.

aileron. Hang on when you do. This machine will roll like a top. I mean, it rolls very quickly. You’ll want to let off the controls about 1/4 roll ahead of where you want it to stop.

Talk about fun! Pushing forward on the elevator’s control stick, you’ll discover the Hadron is also surprisingly fast, especially when you open the throttle. I was pleased by

The model’s motor comes with the propeller installed. You’ll need to attach the vertical fin with a couple of screws—its’ quick and easy.

how well it carves in the turns. It is not twitchy or jumpy, but is smooth and predicable. You can pull back on the elevators to slow it down too, even in the turns. Note that it will stall though, and you’ll need to get its nose down to recover.

Then when you switch between flight modes you can have some crazy fun. When you link the rudder with the motor you can get it all wrapped up—spinning around its center of gravity. Even so, just let go of the controls, apply some throttle and the model will fly out of its spin, or whatever you want to call it.

As I said, I flew this model at a slope site. You’ll be pleased to know that it has a pretty darn good glide and penetrates too. While the temperature and winds did not make

Notice the model’s wing is reinforced with a carbon spar cap. Also, you can see the hand holds built in the fuselage to aid in launching it.

for good sloping on my test flight I can tell you with confidence that this model will work well as a flying wing sloper; and, it has a motor to get you out of sink when needed.

HANGAR DEBRIEF If you consider the level of completeness of this ARF, and that it only costs $219.99 at towerhobbies. com, you understand, as I do, that this airplane is value priced. When you factor in the hours of fun you can get from the Hadron, it is really sold at a discount.

What I like about this model is it puts a smile on my face. I’m happy with it being a Tx-R version that I did not need to spend hours assembling.

I like that it binds to a Tactic radio quickly and easily. Importantly, I like

Flyzone built a belly skid into the bottom front of the fuselage. The model’s nose is held in place with magnets and is removable.

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FLYZONE HADRON

You’ll want to launch your Hadron with about 30 percent power applied.

After that the sky is the limit!

Here I’m pulling the power back and the nose up to slow the model for a landing. It lands easily—kill the motor just before touchdown.

that this model is just crazy fun. It really is the type of model you can throw in the car for a quick trip to the RC airfield. While I would not consider it a beginners model, it is certainly suited to the intermediate pilot. I’d venture to say, for those that want to hone their piloting skills this model will give you the opportunity.

It is responsive, maneuverable, pretty fast and it has a very good glide angle for a model of its size. Then too, the Hadron just fills a hole in the market for a model that is unusual, yet wildly exciting to fly.

I’m giving this model a big, two-thumbs on the control sticks approval.

This shot shows the read landing stakes well and the model’s delta wing profile. All in all, this is a very fun model to fly.

SPECIFICATIONS

DISTRIBUTOR

CONTROL THROWS Great Planes P.O. Box 9021 Champaign, IL 61821 Phone: 800-637-7660 greatplanes.com

Wingspan : 33.5 in. (850 mm) Wing Area : 408 in.2 (26.3 dm2) Wing Loading : 10.4–11 oz/ft2 (32–24 g/dm2) Length : 33.5 in. (850 mm) Weight : 29.6 oz (840 g) Motor : 35-35-200 Kv outrunner ESC : 40-amp Propeller : 6x5 (3S) / 5x5 (4S) Transmitter : Tactic 6-channel Price : $219.99

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AILERONS ELEVATOR RUDDER

High +/-3/4 in. +/- 3/4 in. +/- 1-1/4 in.

CENTER OF GRAVITY Low +/- 1/2 in. +/- 1/2 in. +/- 3/4 in.

As per the marks molded into the wing (mine was mid mark)

ASSEMBLY It is pretty hard to really call this part of the review an assembly because the model comes so complete...

However, you will need to mount the vertical fin to the fuselage, and to install the LiPo battery pack in the fuselage.

What you will need to do is program the transmitter exactly as Flyzone explains in their user’s manual.

That took me about 15 minutes to complete. It is important you follow their instructions to the letter if you want the thrust vectoring to work

properly with the rudder being mixed.

The other important thing to do is get the models center of gravity set right. Do this indoors, and out of the wind, so the model’s wing is not affected by it.

Finally, you want to add the nose to the model. It is held in place by a magnet. Note Flyzone provides two noses in the kit box, so if you should damage one you’ll have a replacement.

That is it. The model is super easy to assemble. It will take you only about 30 minutes to put together.

REVIEW HOW TO

SEVEN MILLISECONDS AWAY FROM PURE PERFECTION

BY Staff

The new Aurora 9X looks almost identical to the original Aurora 9, however, the upgrades to this new system are significant, including its new seven-millisecond frame rate.

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On the top right side of the transmitter are two threeposition switches, one two-position and one snap switch.

There is a slider and the RT trimmer also.

H

itec’s RCD’s introduction of the Aurora 9 2.4-GHz radio system a couple of years ago made a huge leap forward in an easy-to-program user interface and radio frequency system. Their new Aurora 9X moves 143 steps closer to

On the top left, there are three three-position switches and a two-position switch, plus the slider. The LT and CT trimmers are just to the right of switch A.

radio control perfection!

Using Adaptive Frequency Hopping Spread Spectrum (AFHSS) technology, Hitec’s Aurora 9X transmitter system has implemented new features that make it a standout in the RC industry. This is especially

The control stick gimbals are ultra smooth. The sticks have adjustable lengths and tensions. You adjust the tensions via screws that are accessible through the case’s back.

so when you consider the price is only $509.99 at towerhobbies.com, including an Optima 9-channel receiver.

The new Aurora 9X is designed to provide programming features and functions for RC airplanes,

The Aurora 9x offers six control modes. They are 1, 2, 3, 4 and Manual 1 and Manual 2. You will access the control modes through the radio System settings.

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HITEC AURORA 9X

This gives you a good look at the right side of the radio. Notice that the case is built such that radio will stand up on its case and legs when on a flat surface.

helicopters and gliders.

Upgrades to the Aurora 9X starts with its dual-processor technology.

Using dual processors lets the radio process the software code significantly faster because they can multitask—in this case one for processing the code and one for the Rf system encoding. The result is a digital signal with a seven millisecond frame rate, when used with Maxima receivers. That frame rate translates into 143 samples of all channels per second, which is outstanding by any measure. The radio also offers three 2.4-GHz signal transmission technologies: AFHSS bidirectional, AFHSS single-direction, and Secure Link Technology (SLT) single-direction. The 9X has four times the resolution of the original Aurora 9, now with 4096 digital steps of resolution for your model’s servos, which means smooth, precise control response. The firmware has been updated too, so the user interface is better and faster, including a Power Miser feature to save on battery drain. Included in almost all the programmable mixes

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As you can see, the left side of the transmitter is nearly a mirror image of its right, so you will not be searching for control switches during a flight.

In the center of the back of the case are the charge port, the data port and the trainer port. The stick tension screws are accessed through the back as well.

are seven-point curves, so now you can smooth out control responses at all stick positions. The unit even includes a built-in vibration motor in its back left rubber grip to provide pilot alerts you can program into the radio’s memory.

The radio comes with a six-cell, 2000-mAh NiMH battery pack for extra long run times. You’ll also get a 100–240-volt 50–60Hz wall type charger. Built into the back of the radio’s case is a holder, with touch screen stylus, which you can use when programming via the radio’s 5.1-in.-wide touch screen.

Our radio system came with the Optima receiver. It uses the AFHSS transmission protocol and provides bi-directional communications—for use with Hitec telemetry systems.

The Maxima AFHSS singledirection communication receiver is designed to provide sevenmillisecond response times. The Aurora 9X package also includes an exceptionally well written and documented 144-page instruction manual on CD, which is also available in PDF form as a download from the

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hitecrcd.com website.

The Aurora 9X has a similar case design to their original 9 system.

However, the Rf module is now built into the radio, rather than plugging into the back. The sticks are the same as on the 9, with screw adjustable tensions.

INCLUDES The Aurora 9X package we opted to use for this review includes: • Transmitter • Optima 9 receiver • NiMH Tx battery • AC Charger • AA Rx battery holder • Switch • Antenna anchor • Battery lead • Rx foam rubber • Hitec key fob

FEATURES • AFHSS 2.4-GHz / SLTTM module (single / bi-directional selectable) • 4096 Resolution • Super fast, dual processor (7-ms frame rate) • Vibration mode • Included touch screen stylus • 5.1-in.-wide backlit LCD touch screen (320 x 80 Pixels) • Customizable menu • One-stop model type setting • 3 multi-tasking digital trims • Assignable control switches, knobs, sticks and digital trims • Ultra-smooth, quad-ball-bearing gimbals • Full-size hand grips (Elastomer) • Four control stick modes, plus two manual modes • Gimbal mode change and tension adjustment

The rubber gribs are easy to remove to get access to the tensioning screws for the control sticks. The battery cover simply slides down and off for access to the 2000-mAh NiMH battery.

• Power management (adjustable backlight & auto shut-off time) • Digital trim nano-adjuster (200 adjustable trim steps) PROGRAMMING Standard • Nine assignable control channels • Three-model type programming (ACRO/GLID/HELI) • 30-model memory • 20 character model naming • Eight flight conditions w/ 10 characters • Fail-safe • Channel function • EPA • Dual rate & Exponential • Sub-trim • Servo reverse • Servo speed (up to 25 sec.)

• Servo monitor (monitor & servo test) • Eight programmable mixes (5x 2-point, 3x 7-point curves) • Trainer • Throttle lock Acro • Nine wing types (6 main, 3 flying wings) • Five tail types (3 main wings: normal, V-tail, ailevator & 2 flying wings: 1 aileron servo & 2 aileron servos) • Model option selection (dual engine, retracts gear, airbrake, fuel mixture)

The vibration motor is located in the back case’s left side rubber grip.

You can program the radio to have it generate pilot alerts through the grip, which will is especially handy in noisy environments.

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HITEC AURORA 9X

You get all this if you buy the Aurora 9X with the Optima 9 receiver option.

Not shown is the 144-page manual that comes on the CD. Price is $509.99 (towerhobbies.com)

• • • • • • • • • • • • • • • • • •

Seven-point throttle curve Throttle cut Idle down Fuel mixture Airbrake Airbrake-to-elevator mix Aileron-to-rudder mix Snap roll (4-way switching multidirection) 3x gyro sensitivity (AILE/ELEV/ RUDD) Elevator-to-camber mix Rudder-to-aileron mix Aileron differential Aileron-to-flap mix Camber mix Flap control V-tail Delta mix Ailevator

Helicopter • 6 swash types • 90° Type: 1, 3, or 4 servos

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• • • •

• • • • • • • • • • • •

120° Type: 3 servos 140° Type: 3 servos 180° Type: 2 servos Quick model option selection (governor, needle control, fuel mixture) 7-point pitch curve 7-point throttle curve Throttle cut Gyro sensitivity Needle control Swash-to-throttle mix Rudder-to-throttle mix Fuel mixture Throttle hold Swash mix (swash rate/calibration) Revolution mix Governor (3 rates)

Glider • Nine wing types (6 main, 3 flying wings) • Five tail types (3 main wings: normal, V-tail, ailevator & 2 flying

• • • • • • • • • • • • • • • • •

wings: 1 aileron servo & 2 aileron servos) Quick model option selection (motor, retracts gear, airbrake) Motor control (on/off switch) Airbrake Airbrake-to-elevator mix Aileron-to-rudder mix Elevator-to-camber mix Rudder-to-aileron mix Aileron differential Aileron-to-flap mix Delta mix Camber mix Flap control Ailevator Butterfly V-tail Launch (stick position auto cut function) 3x gyro sensitivity (AILE/ELEV/ RUDD)

Price

$509.99 (# 192264)

1

You’ll discover the Aurora 9x is likely the easiest radio to program you’ll find. The user interface is extremely intuitive, so you simply step from screen to screen to set values.

2

You can pick the airplane, a saved program or make changes from this screen. The screen provides data for timers, trims, voltages and even receiver voltage for Optima receivers.

3

Programming is super easy. Here we’re using an iPad stylus to select the rename function. Once you tap the rename function the screen will advance to the digital keyboard.

4

The Aurora 9X provides for upper and lower case letters, plus numbers and special characters for model naming. Be sure to use the Enter key when done naming.

5

This screen simply shows you the programming options that are available on the first screen, there are two available. Each function has sub-screens as well.

6

The dual-rate and exponential screen is self explanatory.

You’ll select the switch, the control, and then the amount of dual-rate and exponential control.

7

Setting end-point values is straightforward as well. You select the control function and then toggle between left and right and then set the amount of control.

8

Again, there is absolutely nothing difficult about programming the servos’ travel limits. You select the function and the use the + and - key to set values.

HOW TO There is no point in regurgitating 144 pages of what Hitec RCD documents in the Aurora 9X’s manual. Additionally, the user interface for the Aurora 9X is such

that you just won’t need to refer to the manual, except for maybe the flight conditions or some special programmable mixing.

Programming the radio starts with selecting and naming a model. To do

so, you turn the transmitter on, select NO when asked “Ready to transmit?” and then go to System. You’ll start with a new model and then rename it. The procedure is obvious, with the exception that when you are done RC-SF.COM

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11

HITEC AURORA 9X

Setting flight conditions is a no-brainer. You select the condition (8 available), name it, select the switch, then select the values for the condition and enter it. It is easy!

cut is easy too. You’ll need to activate it. Then you 10 Throttle select the switch that you’ll use for it. Once the proper

The Aurora 9X gives you eight options for programmable mixing. Once you select one you’ll want to activate it. Then the radio will give you another screen for mixing.

you will select the channels to mix. You’ll go 12 Atbackthistoscreen the programmable mix screen where you’ll select it and set the mix values.

monitor is just as it is named. At this screen you 13 Servo can see the value of an individual control. In this case it is

is the second screen of the model settings. Notice the 14 This little arrow and page icon in the upper right corner. That is

condition you can set the servos’ speeds. You select 15 Inthethisfunction.

Then use the + and - keys to set the time for

a snap roll condition, you’ll select the switch and then 16 For program in the values for each channel. Note that you can

showing the throttle in its low setting position.

the respective channel.

you must hit to enter key to save the name to memory.

As with most RC transmitters you can select the model type (Acro, Glid, Heli) and wing types. You’ll do so in the System menu. You can also

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value is set you enter it.

RC SPORT FLYER . FEBRUARY 2014

how you navigate back to the previous page.

inhibit the snap roll function if needed.

select the timers, channel outputs, trim steps (trim sensitivity), trainer and even do a spectrum scan. In System Management you can adjust the back light for the LCD screen, the touch lock for the screen, touch

feedback, auto hibernation, screen calibration, frequency check, high throttle notification and abnormal flight condition. You can even pick the transmitter’s battery type: NiCd, NiMH or LiPo.

you see how the seven-point mix function works in the 17 Here Aurora 9X. You pick the point and then program the point as

DISTRIBUTOR

needed for the function—this is powerful programming!

We think you’ll definitely like the Custom menu option because it will let you create a user menu with up to 12 icons. In so doing, you can create a menu for those functions you’ll use most often for the respective model you’ve selected. The steps are super easy. You simply go to the Folder icon, select the Custom tab, then press the Edit tab. From there, you just navigate to the function you want to include in the custom menu and select it. You can select multiple functions at a time. The Aurora 9X will automatically store them into its Custom menu memory. Once you’ve selected the functions you want you’ll use the page icon to exit—it’s just easy to do!

Setting servo directions, sub-trim values, dual rates, end points and travel limits is also very intuitive. You simply select the function and then adjust the values. Hitting the page button in the upper right corner of the screen will always return the transmitter to the previous page.

A feature you will want to exploit is the switch selection function.

Using them will let you have access to the switches and sliders as per your preference. The transmitter even lets you select sliders for in flight trimming. Moreover, you may want to have different settings for different flight regimes of your model; i.e., differential for say precision flight versus 3D, or trailing edge settings for soaring, etc.

While setting flight conditions

in the Aurora 9X is a new knife-edge mix. Here 18 Included you’ll select the settings for ailerons and elevator as well as the switch and its position.

Hitec RCD 12115 Paine Street Poway, CA 92064 Phone: 858-748-6948 hitecrcd.com

for nearly all functions you can activate or inhibit 19 Note them. What you’ll like about that is you can make the 9X as powerful or simple to use as you like.

can be challenging in other radios, the Aurora 9X makes it easy. You just press FLT.COND menu, then press insert, select a condition, turn it on with the NULL switch, press the switch you want to use, set the on/ off positions for the switch, select the stick for the value and then you’ll set the value for the condition. You’ll want to test your model’s flight condition and then fine tune it. Note too, the 9X provides for eight flight conditions per model. However, you may mix a condition with another if you are a creative programmer.

There is much more to learn about this transmitter’s programming, but as we’ve said the manual will take you through the process step by step...

TESTED RANGE When we tested the original Aurora 9 it had a radio signal transmission range of 6.4 miles.

So we definitely wanted to test the new 9X. What we found was pretty amazing. The Aurora 9X delivered solid communication between transmitter and receiver out to 7.854 miles. Note this was a lineof-sight range test, performed as documented in the December 2012

issue of RC-SF magazine.

We’re doubtful any RC pilot can see what their model is doing at more than about a mile away. However, what this radio’s range tells us is it will deliver superb communications between transmitter and receiver in nearly all RC environments. Further, this radio will be a excellent choice for those pilots that are flying first person view (FPV) aircraft, which may in certain situations fly farther than a mile or so away from the pilot.

SYNOPSIS What we take away from this review is the Aurora 9X is an excellent radio system. With it new seven-millisecond frame rate it is definitely going to be a good choice for the demanding RC helicopter pilot. Then too, its feature rich function and features make it an excellent radio for airplane and glider pilots. Its user interface is absolutely one of the best we’ve used. Then when you factor in that this radio is selling for only $509.99, with an Optima 9 receiver (transmitter only for just $429.99), you know it is an exceptional RC buy.

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REVIEW HOW TO

EXTRA 330SC BP 3D

GETTING BACK TO BASIC 3D FUN AND EXCITEMENT

BY Staff

L

ooking at the E-flite Extra 330SC BP 3D airplane is reminiscent of the early days of electric-powered airplanes—a time when a four-minute flight was something to brag about, and hovering a model was a sign of pilot skill. Today, hovering an airplane is commonplace and four-minute flights are certainly nothing to brag about to onlookers.

The new E-flite Extra 330SC BP 3D almost-ready-to-fly (ARF) airplane is a state-of-the art version of the early RC profile airplanes that

made electric-powered 3D airplanes popular. It sports an ultra-lightweight wing that is made of balsa ribs covered in UltraCote® Lite material.

The ailerons are large control surfaces that give the model an extremely fast roll rate. The rudder is huge too, so you can knife-edge this little airplane without much trouble.

Additionally, the stabilizer and elevator are generously sized such that the pilot gets plenty of pitch control, which aids in maintaining those long hovering flights.

This model has the Extra 330

The kit components are the typical high quality E-flite parts. You get the airframe and parts, plus a well-written and documented manual.

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profile, with a pilot head filling the cockpit. The see-through wing is covered in bright red, yellow and blue, so the model is easy to see in the air. The model even includes a landing gear, with foam wheels and wheel pants. This little model sports the power of a modern-day E-flite 450 outrunner motor that is married to a 30-amp ESC and a 3S 1350-mAh LiPo battery pack. It uses affordable radio control gear including a Spektrum® AR610 receiver and E-flite DS76 digital throughout. All around, this is a very attractive model!

These are the components you must buy to complete the Extra: motor, ESC, battery, receiver, servos, and extensions.

You will like how much power the E-flite 450 outrunner motor provides, which will let you hang it on its propeller for some hovering around fun!

As you can see, the APC 12x6e propeller provides plenty of prop blast over the wing and elevator to give the model super 3D authority.

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E-FLITE EXTRA 330SC BP 3D

The color scheme looks superb in the bright daylight. I comes with peel-n-stick decals too.

Note the wing ribs are ultra lightweight.

FEATURES • Balsa and plywood construction • Light wing loading • Hybrid-profile construction • Tapered-thickness airfoil for 3D and precision flight • UltraCote® and UltraCote Lite covering • Park 450 outrunner motor power • Factory-drilled control horn mounting holes • Factory-finished wheel pants and landing gear • Complete hardware package, plus motor mount • Large 3D type control surfaces • Steerable tailwheel

NEEDED TO COMPLETE • Motor E-flite 450 • Speed Control E-flite 30-amp Pro SB • Battery E-flite 3S 11.1-volt 1350 mAh • Transmitter Spektrum DX9 • Receiver Spektrum AR610 • Servos E-flite DS76 digital • Propeller APC 12 x 6e • Spinner E-flite 2-in. aluminum • Charger Dynamite Passport Ultra Duo (used) We opted for the new, easy-to-program Spektrum DX9 to control our 330SC. It is more radio than you’ll need, but it gives you room for growth.

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ZAP® sent us an assortment of their glues, so we opted to use them for the Extra. They worked very well—their kicker is excellent.

IN FLIGHT You’ll discover the E-flite 330SC BP has plenty of power. The 450 outrunner motor will fly this model at about 20 percent power or less. Our rise-off-ground takeoff amounted to about a 10-foot roll and then the airplane was up and hanging on its 12x6 propeller. Adding full power had it racing skywards.

You’ll only need to use eight screws to fasten all the servos into position.

Remember to harden the wood with CA before installing the screws.

Note that we started the maiden flight with the model’s control throws set to low rate on the transmitter. Even on low rates this model is extremely responsive to control throw, so be advised to follow E-flite’s recommendations for exponential settings as a way to take any twitchiness out of the control sticks’ center positions.

Next, you’ll discover the 330SC will do just about any maneuver you can throw at it. It will loop inside and out. It will knife-edge well, with a bit of pulling to the gear. It definitely will hang on the propeller, so you can hover to your heart’s desire.

Additionally, you’ll be quite surprised by its speed when you push the throttle to full power.

We think the Extra 330SC BP is a very attractive model. Notice how the battery is held tight to the fuselage by hook-n-loop tape.

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E-FLITE EXTRA 330SC BP 3D

The day we test flew the Extra it was only 17 degrees outside, even though the sun was shining.

Check out those good looking wheel pants.

We also set a mid-rate control setting for our 330SC. We found this setting to be good for about any maneuver you should want to fly.

However, high-rate control is a “kick in the pants� if you want to really push the outside of the envelope on this model. When using high rates, the model will pop into a hover easily, with the big ailerons providing exceptional roll control. Also, the rudder control is superb, letting you yaw the model as needed to keep its nose pointed up during hovers, as

well for blenders.

We did find the model has a rather abrupt stall when you pull the power off, but just a touch of throttle will make it recover instantly. Also, the extremely light wing loading makes it susceptible to wind, so we would not suggest flying it outdoors in anything much over a five mile per hour wind.

CONCLUSION You can use the 330SC as a 3D trainer, but you need to know this

Here you can see the elevator being applied to pop the model up into a hover. There is LOTS of elevator authority on the Extra.

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is not a foamy airplane. It will break if you hit something. It is probably best suited to the pilot that has some 3D foamy experience and wants to move up to a more attractive model, that will deliver much more 3D precision and performance.

The E-flite Extra 330SC BP 3D airplane is definitely a superb buy when you consider it sells for only $134.99, and uses affordable gear throughout. We definitely like the performance the 450 motor delivers.

We also like how the battery pack

As you can see by the open structure of the wing and elevator, this is likely not a model for the rank beginner 3D pilot.

When the model is flown on low-rate control, it is actually a pretty tame performer, but with tons of power to spare.

Wingspan : 37.0 in. (942 mm) Length : 37.2 in. (945 mm) Wing Area : 411 in.2 (26.5 dm2) Weight : 20.7–21.6 oz (587–613 g) Wing Loading : 7.4 oz/ft 2(22.6 g/dm2) Motor : Park 450 brushless Speed Controller : 30-amp brushless Battery : 11.1-volt 3S 1350-mAh LiPo Propeller : 12 x 6e Spinner : 2.0 in. (51mm) aluminum Transmitter : 4-channel min Servos : sub-micro servos Flight Duration : 6 minutes Price : $134.99 (EFL2610)

DISTRIBUTOR

SPECIFICATIONS

is priced so you can afford to own two or three. Also, we think the manufacturer’s six-minute flight times are conservative—meant to reflect flight times for aggressive 3D. We’d ask that you watch our YouTube.com channel (rcsportflyer) for some video and feedback from Daniel Holman. He’ll also explain how he has set up the DX9 transmitter to deliver optimum 3D performance for the 330.

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

We set up three control rates, using the mid rates to explore the model’s 3D performance, but without going to the extremes of high rates.

CENTER OF GRAVITY 4.0 in. (102 mm) back of the leading edge at wing root

CONTROL THROWS Low (expo) AILERONS +/- 25 mm (25%) ELEVATOR +/- 30 mm (25%) RUDDER +/- 35 mm (25%)

Mid (expo) +/- 45 mm (25%) +/- 60 mm (25%) +/- 60 mm (25%)

High (expo) +/- 60 mm (50%) +/- 90 mm (50%) +/- 90 mm (50%)

ASSEMBLY Easy is the word we’re using to describe the assembly of this model.

E-flite has taken all the guesswork out of assembling the 330. Their manual takes you step by step through the assembly and set up. If you follow it you will not experience any problems getting this model assembled in about six to eight hours of relaxed building.

The only place where we experienced problem was the fitting of the motor to the motor mount—it is tight! Also, you must cut the motor mount to the proper length so that spinner sits in the proper position relative to the “cowl”—fuselage.

Note there is a hole in the fuselage for the hook-n-loop fastener that will hold the battery in position. It does not run through the fuselage from one side to the other, but goes internal at the top of the fuselage and then out lower.

This works very well for holding the battery in position.

We fastened the ESC to the fuselage with some sticky-back Velcro® tape. It works very well.

The servos drop into their respective servo wells in the fuselage and the wing. About the only thing we’d tell you is that you must not forget to harden the screw holes with cyanoacrylate adhesive prior installing

the screws.

The landing gear is easy to attach to the fuselage too. There are just a couple of screws that run through the fuselage to fasten it in place.

We recommend you run the empennage’s servo wires in the channel that is cut into the bottom of the fuselage and then use a couple of small pieces of clear tape to keep it in the channel during flight.

Also be certain to have the receiver antennas installed so they are at right angles to each other for best Rf reception; albeit, you will not be flying this model very far away.

Programming the Spektrum DX9 transmitter for this model is about as straightforward as it gets. Again, we recommend you be certain to program the proper control throws and the exponentials. Note too, once we’ve had Daniel Holman tweak this airplane for his preferred 3D flying style we’ll publish the setting at rc-sf. com. We’ll also put a link on the site for a download of the DX9’s set up, so you can just upload it to your radio.

Again, there is nothing special about the assembly of the Extra 330SC BP 3D ARF. You’ll want to be careful not to poke a hole in the covering inadvertently, but that is about the only caution we offer.

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© 2013 Horizon Hobby, Inc. Hangar 9, Evolution, Serious Fun and the Horizon Hobby logo are registered trademarks of Horizon Hobby, Inc. Cirrus and associated emblems, logos and body designs, are either trademarks or registered trademarks of Cirrus Design Corporation and are used under license by Horizon Hobby, Inc. All other trademarks, service marks and logos are property of their respective owners. 41518.1

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