RC Sport Flyer Mar 2014 (Vol 19-03)

RC Airplanes | Gliders | Helicopters

HANGAR 9® MERIDIAN FLIGHT TEST

LARGE-SCALE

ANTARES

SAILPLANE BUILD REPORT

AND

RC-SF.COM

Cutting to the Bat Bone The Drone Underground Engine Telemetry Made Easy Prototypical Building Lost Foam Molding Aerobatics Part 12

GET REAL! LEARN TO FLY THE INEXPENSIVE WAY

MARCH 2014

USA & CANADA $6.49

• • • • • •

A N OT H E R I N N OVAT I O N BY

CONTROL THE AIR ENJOY NIMBLE RESPONSE AND ROCK-SOLID STABILITY WITH AS3X TECHNOLOGY With AS3X Agility

Normal Flight Envelope

Stability E-flite® Carbon-Z® Cub BNF Basic (EFL10450)

Stability and agility used to be at odds. Fly something with more of one and you had to give up some of the other. With AS3X® (Artificial Stabilization - 3-aXis) technology from Horizon Hobby, you don’t have to compromise. You can enjoy the nimble response of an ultra micro CP helicopter or 3D park flyer and reduce the workload necessary to keep it stabilized without sacrificing a thing. Even in turbulent air, you’ll feel like you have more command with AS3X technology than you ever did before .

“The extra level of stability and control authority AS3X makes possible is a huge confidence booster. It makes it so much easier to step outside your comfort zone and try new maneuvers or model types.”

—Seth Arnold

Parkflyers Aerobatic and 3D park flyers with AS3X technology feel incredibly lockedin during slow speed and knife-edge maneuvers, even with the pitch and roll rates set extremely high.

ParkZone® VisionAire® (PKZ6580)

Micro Helis In flybarless Blade micro helis, AS3X technology gives them the aerobatic precision and level-flight stability of machines many times their size.

Blade® 130 X

(BLH3780)

Ultra Micros AS3X technology makes ultra micro airplanes feel “bigger” in flight by smoothing out the effects of wind, turbulence and torque.

ParkZone P-51 D Mustang (PKZU2180)

Over 20 aircraft with AS3X technology now available—with more on the way.

AS3X technology is backed by the unbeatable service and support of Horizon Hobby. To see the entire selection of AS3X-equipped aircraft and receivers, or to learn more about how AS3X technology works, visit horizonhobby.com or your favorite RC retailer.

VISIT Your Local Retailer

CLICK

CALL

horizonhobby.com

1.800.338.4639

SERIOUS FUN.®

© 2014 Horizon Hobby, Inc. AS3X, E-flite, Carbon-Z, ParkZone, VisionAire, Blade, Serious Fun and the Horizon Hobby logo are trademarks or registered trademarks of Horizon Hobby, Inc. All other trademarks, service marks and logos are property of their respective owners. 43457

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

Introducing Our Brand New Line of Esprit Model Receiver Ready (Rx-R) Model Airplanes.

Finally you can get the European built model you have always wanted. Super Easy comes with White Fiberglass Gel-Coated Fuselage and Balsa Wings and Tail Parts. The servos, control horns, linkages, wings, tail parts as well as the motor & ESC are all expertly assembled and installed in Our Florida Facility. Every model is expertly built and tested, just install your receiver and go fly.

ESPRIT l e d o m www.ESPRITMODEL.com

(1) 321-729-4287

TABLE OF CONTENTS DEPARTMENTS

SEE HOW THE MAIDEN FLIGHT OF THE DALLAIRE SPORTSTER WENT FOR OUR BUILDER.

10 LEADING EDGE 12 HOT PRODUCTS 96 ADS’ INDEX 97 MYSTERY PLANE

PG 32

BUILD

20 6.6-METER ANTARES LEARN HOW RICK BUILDS A LARGESCALE SAILPLANE THAT’S DESIGNED FOR GPS RACING.

By Rick Shelby

28

Aerobatic Figures

PG 52

PROTOTYPICAL BUILDING OUR EXPERT DETAILS HOW HE USES THE THINKING MAN’S APPROACH TO DESIGN.

By Rob Caso

32

HOW TO

BONE 40 BAT MULTIROTOR

DALLAIRE SPORTSTER JEFF FINISHES HIS BUILD PROJECT, AND MAKES THE MAIDEN FLIGHT OF A NEW AIRPLANE.

By Jeff Troy

PG 46 6

RC SPORT FLYER . MARCH 2014

THIS THREE-MOTOR MULTIROTOR IS A SUPERB FPV MACHINE. JAMES SHOWS YOU WHY.

By James VanWinkle

46

LOST-FOAM PARTS MAKING YOU GET THE RIGHT DIRECTIONS IN THIS ARTICLE ABOUT HOW TO MAKE ONE-OFF PARTS.

By Tom Wolf

52

LEARNING THE ARESTI SEE WHY LEARNING THE ARESTI MANEUVERS WILL POLISH YOUR PILOTING SKILLS.

By Daniel Holman

3-VIEW

56

GERMAN DORNIER DO 27 AN AIRPLANE DESIGN THAT WORKED FOR THE MILITARY AND FOR CIVILIAN USE.

By Wil Byers

twitter.com/rcsportflyer

MARCH 2014

COLUMN

60

ENGINE TELEMETRY LEARN HOW TO LISTEN TO WHAT YOUR MODEL’S ENGINE SAYS.

By Pete Bergstrom

70

THE DRONE UNDERGROUND FPV PILOTS AND AMATEUR DRONE ENTHUSIASTS ARE NOW BANDING TOGETHER. SEE WHERE AND WHY.

By Lucidity

66

PG 40

ELETRIC MOTOR POWER GET THE DOPE ON HOW MAGNETIC ATTRACTIONS MAKE MOTORS WORK.

By Andrew Gibbs

101 76 HELIS PART 4 DAVE GIVES YOU THE INSIDE SCOOP ON HOW GROUND EFFECT AND ROTOR DESIGN AFFECT PERFORMANCE.

By Dave Phelps

PG 60 DISCOVER WHY THIS LITTLE BAT CUTS TO THE BONE WHEN IT COMES TO BEING A GREAT FPV PLATFORM.

REVIEW

82

HANGAR 9 MERIDIAN WE FLY A 10-CC GAS-POWERED AIRPLANE THAT YOU’LL WANT IN YOUR HANGAR.

By RC-SF Staff

PG 90

facebook.com/rcsportflyer

90 REALFLIGHT VERSION 7 CHECK OUT HOW RF7 DELIVERS TRUETO-LIFE FLIGHT PHYSICS AND 3D FLYING SITES.

By RC-SF Staff

PG 82

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 $4.00 S&H U.S. All payments must be in U.S. funds. Visa, Mastercard, Amex, and Discover accepted.

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a. HEXACHROME #09195B or b. R = 9 G = 25 B = 91

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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.

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8

RC SPORT FLYER . MARCH 2014

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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 Find us on Facebook at Bob Smith Industries

LEADING EDGE

WIL BYERS

I

t has been a rather long time since we had a large-scale glider on the cover of RC-SF. This month we share a build done by a true professional when it comes to gliders/sailplanes. He is Rick Shelby. Rick is known among the RC community as not only a superb pilot but as an excellent builder—a builder that definitely pays attention to details. Consequently, we want to show by words and photos how he built my 6.6-meter wingspan Antares sailplane. I think you’ll learn a lot from seeing how he installed the servos and radio gear in this large-scale GPS racer type sailplane. I know I certainly did.

BAT BONE Another article that you must not miss is James VanWinkle’s piece on building the Bat Bone multirotor machine.

James cuts right to the bone in explaining how he built his three-motor multirotor. He details how easy it is for anyone to build one of these new flyers as well as how easy it was to set up.

What you’ll find interesting is just how much gear you can hang on this little machine. It seems it may be a perfect match for the pilot wanting to enter into the first person view (FPV) world of RC flying, but without having to spend thousands of dollars to do so. James has figured it out and shares it with us in a series.

REALFLIGHT 7 You know when it comes to RC flying, you must start somewhere, right? If you are new to the hobby you’re sometimes left wondering what model, what type and power to buy. It is all a big mystery for the beginner. It is also often a challenge to transition between model types and sizes.

For me my foray into RC started at the bank. That’s because back in my early days of RC flying there were no computers, let alone superb software simulators. So you just clunked your money down, bought a few magazines, built the model from a kit and then searched for an RC pilot

that was willing to help you learn how to fly your model.

It was expensive and time consuming. Many RCers never made it past their first model.

This month we’re including a review of the RealFlight 7. I must tell you we barely scratch the surface as to what RealFlight offers the RC pilot. That said, what this review does communicate is the power that RC simulation offers pilots of all skill levels, especially this new version, which has what is arguably the most true-to-life flight physics of any RC simulator.

I urge you to read my review and to take a look at the screen shots. They’ll likely get you excited to try simulator flying. I’ve logged many hours on RealFlight over the past few years. It is my opinion that version 7 is the best yet. I’m hopeful that it will get my skills honed for the upcoming 2014 flying season.

HANGAR 9 MERIDIAN Whether you start your pilot training with RealFlight or just go for it, at some point you’re going to need a trainer airplane. You’ll want a model that typically has ailerons, elevator, rudder, flaps and throttle. You’ll want a model that is easy to assemble and set up—one that won’t require a computer science degree to be able to program the transmitter either.

Such is the case with the Hangar 9® Meridian, which is why it is inset on the cover of this issue. While it is not going to be the airplane for everyone, it is certainly an exceptional trainer. The Meridian has all the features and functions that set it apart from many of the models that are termed “trainers.” I don’t say this lightly either! It is just a superb model for the pilot that wants an airplane to let them take the next step in the RC hobby. So, don’t miss this review to decide if you need one in your hangar.

GLIDER ARF? It behooves me to ask the model manufacturers what happened to the likes of gliders such as the Olympic II, Sagitta, Aquilla and such. They were absolutely superb gliders that were affordable and fun to fly.

I can’t help but wonder why, with all the brilliant CAD and 3D designers now in the industry that we don’t have a truly exceptional entry glider available—a simple rudder, elevator, spoilers design. If I’m missing one, will someone let me know. I want to promote it for the hundreds of pilots whom want to buy and fly a glider.

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You’ll get all the inside scoop on what’s happening in the RC world, as well as in the industry.

The newsletter is absolutely FREE! So, tell all your RC buddies to sign up, even if they live on the other side of the world. We’ll make certain they get their newsletter every other week.

To sign up

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RC SPORT FLYER . MARCH 2014

2

Then click on the news tab.

It is easy and FREE! twitter.com/rcsportflyer

hangar 9

For Honor. For Glory. warbirds

HAN4495 Spitfire Mk IXc 30cc

Hangar 9 Warbirds Have the Right Mettle The new Hangar 9 Spitfire Mk IXc 30cc ARF warbird captures supremacy and grace in a way that makes the famed RAF weapon of choice come alive. When it comes to making the whole warbird experience great, only Hangar 9 ARF models have the detail, construction and finish to satisfy the most discriminating modeler.

All are built with the best balsa and plywood available and covered with a genuine UltraCote film trim scheme. Some, like the new Spitfire, feature an exclusive printed UltraCote scheme that rivals an expertly painted finish. Because our attention to detail minimizes your assembly time, we hope that you’ll be inspired to add further detail. But what truly sets our warbirds apart is the exquisite flight performance. That’s because Hangar 9 designers are pilots just like you, and know full-well that impressive looks are only half as satisfying as an impressive flight. ®

HAN4760 F4U-1D Corsair 60cc

®

HAN2790 P-47D-1 Thunderbolt 60

All Hangar 9 Warbirds features: – True-to-scale accurate representation of the full-scale counterpart – Outstanding flight performance – Exceptionally detailed instruction manual – High level of completion with quality accessories and hardware – Bolt-on components and concealed switch locations that make the expert scale experience simple

HAN2785 Messerschmitt BF 109 60

For the warbird experience you can feel, visit Hangar-9.com

VISIT

Your Local Retailer

CLICK

horizonhobby.com

CALL

1.800.338.4639

SERIOUS FUN ®

© 2013 Horizon Hobby, Inc. Hangar 9, UltraCote, Serious Fun and the Horizon Hobby logo are registered trademarks of Horizon Hobby, Inc. All other trademarks, service marks and logos are property of their respective owners. 41680.1

HOT PRODUCTS E-FLITE CARBON-Z® YAK 54 3X BNF BASIC & PNP

E

-flite’s new Carbon-Z Yak 54 3X airplane is an evolution of materials and technology. Improvements give this model a definitive edge in performance over the ground breaking original, which begins with the latest in Carbon-Z construction. The airframe features strength enhancements to increase durability and to withstand aggressive 3D maneuvers.

The new Carbon-Z Yak 54 3X delivers a 3D precision airplane for you that is ready to fly in the length of time it takes to charge its battery pack.

Features • Improved Carbon-Z® structure w/ lightweight CA hinges • AS3X® system delivers optimal precision and agility • Spektrum™ AR635 6-channel AS3X Sport receiver • High-output, 25-size, 1000 Kv brushless motor system

• E-flite® 60-amp Pro Switch-Mode BEC Brushless ESC V2 • Digital high-speed, metal-gear mini servos • CA hinged control surfaces w/ control links installed • Plug-in wings and stabilizers • Cockpit details, pilot figure and tinted canopy • Multiple access hatches w/ magnetic and mechanical latches • E-flite 2800-mAh 14.4-volt 4S 30C LiPo battery Price $379.99 & $299.99 (EFL10550 & EFL10575)

Specifications Wingspan Wing loading Wing area Length Weight

48.0 in. (1220 mm) 13.8 oz/ft2 525 in.2 (34.0 dm2) 48.5 in. (1230 mm) 3.75–3.80 lb (1.70–1.73 Kg)

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

ESPRIT MODEL JETI HICOPTER MULTIROTOR BRUSHLESS ESCs

E

sprit has just announced their new Jeti HiCopter line of speed controllers.

These units are designed for controlling and regulating brushless motors that are typically used for multirotor aircraft.

Each speed controller is factory programmed with settings optimized for use with multirotor stabilization systems.

HiCopter controllers accept a control signal with a frequency of up to 500 Hz. This allows accurate response times to rpm changes required by the control/ stabilization unit.

The throttle signal is optically isolated from the flight battery in all HiCopter speed controllers. HiCopter speed controllers do not require or allow any programming changes. The propeller brakes come turned off, the cutoff voltage is pre-set to the lowest possible level (depending on type)

12

RC SPORT FLYER . MARCH 2014

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

and the motor timing is set automatically by the speed controller. Changing motor rotation is as simple as swapping two of the power leads. twitter.com/rcsportflyer

EAGLE TREE SYSTEMS VECTOR FPV CONTROLLER

E

agle Tree Systems announces their new Vector FPV Controller. Their Vector has all the features FPV pilots are looking for to outfit their airplane, helicopter, glider or multirotors, This new unit comes in one small, lightweight package.

Features • Built-in OSD w/ color graphics and customizable screens • World class fixed wing and multirotor flight controller w/ GPS modes and RTH • Simple setup, out-of-the-box operation, with no PC required for most features • Compatible: PCM, SPPM and S.BUSTM receiver support, w/ four types of RSSI

• Expandable w/ additional sensors, accessories, and internet firmware updates • Flexible: fly w/ or w/o FPV equipment • Reduced wiring: innovative wire harness w/ power distribution simplifies hookup • Current sensor with quiet and efficient filtered 12V and 5V power supply unit supports up to 6S packs • Built-in altimeter, IMU and magnetic compass sensors Price: $279.99

Distributor EAGLE TREE SYSTEMS 4957 Lakemont Blvd SE, Suite C-4 Bellevue, WA 98006 Phone: 425-614-0450 eagletreesystems.com

Distributor

Specifications

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

Type Fuel Displacement Bore Stroke Cylinder type Cylinders Plug Type Weight total Engine weight Muffler weight Ignition weight Muffler threads Propeller range Rpm range Oil Muffler

•

EVOLUTION 62-CC GAS ENGINE W/ SUREFIRE EFI

G

iant-scale, multi-engine airplane enthusiasts and aerobatics pilots looking for a great single-cylinder gas engine that’s reliable and easy to use are going to like the Evolution 62GXi with SureFire™ electronic fuel injection. This new engine is simple to setup and maintain.

EFI is a Horizon Hobby innovation that means giant-scale enthusiasts will never have to touch a needle-valve to get their facebook.com/rcsportflyer

• model’s engine started. And, this engine will deliver many hours of reliable performance.

Features • First gas-powered engine with electronic fuel injection for outstanding performance • No needle valves—SureFire electronic fuel injection technology combines finetuned software and sensors to give the engine the perfect fuel flow • Compact electronic ignition and SureFire EFI systems run on one 7.4-

• • • • •

2-stroke Airplane Gasoline—87+ octane 62 cc (3.8 cu in) 1.80 in (46.0 mm) 1.50 in (37.0 mm) Ringed Single CM-6 66.6 oz (1888 g) 53.8 oz (1525 g) 8.2 oz (233 g) 4.6 oz (130 g) 5 mm 22x8 – 24x10 1000 – 8000 Synthetic 40:1 Inverted wrap-around

volt LiPo power to save weight and simplify installation as well as giving easy starts, superior reliability and run times Lightweight rigid construction with a low-profile rear intake for smoother running Purpose-built for giant-scale model aircraft Common muffler mount fits a variety of available exhausts Shares the overall dimensions and mounting pattern of other U.S. engine manufacturers Dual ball-bearing equipped, cantilevered crankshaft Common 4-bolt propeller mounting pattern found on other U.S. engines Supplied w/ muffler, spark plug fuel tubing and filter clunk.

Price

$579.99 (EVOE62GXI)

RC-SF.COM

13

HOT PRODUCTS

ESPRIT MODEL LIPO CHARGING SAFETY BAGS

T

he LiPo Charging and Storage Safe Bag is made of Kevlar® that has an aluminum coating. It is the same material they make fire fighters’ clothes out of. This combination of Kevlar and aluminum provides superior fireproof protection.

EM charge bags are offered in two sizes, large and small. The large bag will hold two medium to large LiPo packs. The small bag offers the same protection, but holds two small to medium LiPos.

Distributor

Dimensions Large: 9 x 11-7/8 in. (230 x 300 mm) Small: 7 x 8-5/8 in. (180 x 220 mm)

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

JR AMERICAS JR HELICOPTERS

J

R Americas will be offering the exciting new JR Forza 700 and Forza 450EX Models this spring. Here is what we know now: JR Forza 700 JR performance and quality at a not so JR price. Featuring similar design concepts to the FORZA 450, the New JR Forza 700 3D will set new standards in 700-size 3D helicopters. ETA: Summer 2014

Distributor JR Americas P.O. Box 8757 Champaign, IL 61826 jramericas.com

Specifications 1332 mm 210 mm 356 mm 0.25 oz (7 g) 4.0–8.5 volts 1559 mm (w/ 710 mm main blades) Tail rotor 288 mm diameter Drive Shaft Type 120°CCPM flybarless Gear ratio 10.2 : 1 : 4.72 / 9.3 : 1 : 4.72

Length Width Height Weight Voltage Range Rotor diameter

JR Forza 450EX 3D The New Forza 450 EX is based on the very successful Forza 450 and designed for 6S LiPo power systems.

It comes complete with pre-painted FRP canopy and matching boom cover, the Forza 450EX is sure to thrill you with its performance. ETA: Spring 2014

Specifications

Price TBD

MAYTECH CARBON PROPELLER W/ SELFTIGHTENING NUTS

Length Width Height Tail rotor diameter Drive Type Main rotor diameter Main Rotor Blades

670 mm 112 mm 208 mm 165.5 mm Belt 120°CCPM 795 mm included

Specifications Weight 28g / pair Size 9.4x4.3 in.

M

aytech has just introduced their new carbon propellers, with selftightening nuts. These high quality propellers have been designed specifically for use with the DJI Phantom 2 Vision and Phantom.

MTEP9443D glass fiber w/o self-tightening nut $2.90 pair MTEP9443Q glass fiber w/ self-tightening nut $5.50 pair MTCP9443D carbon fiber w/o self-tightening nut $7.50 pair MTCP9443Q carbon fiber w/ self-tightening $10.90 pair

14

RC SPORT FLYER . MARCH 2014

Distributor Maytech Electronics Co., Ltd maytech.cn

twitter.com/rcsportflyer

HANGAR 9 INVERZA 62 ARF

Specifications Wingspan Wing loading Wing area Length Weight Engine Motor

88.0 in. (223.5 cm) 24.5 oz/ft2 1600 in.2 (103.0 dm2) 85.0 in. (215 cm) 17 lb (7.7 Kg) 60-cc 2-stroke gas Power 360

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

H

orizon Hobby’s new Hangar 9® Inverza™ 62 ARF airplane is based on the full-scale Inverza dream project, which was lead by aircraft builder Kevin Kimball.

Yet to be built, the Inverza’s announcement has turned the aerobatic community upside-down for its unique blend of style and performance.

As a tribute to that bold vision, Hangar 9 is introducing the Inverza 62, which has been designed to deliver an RC performance that is a blend of precision flight and hardcore 3D agility.

Features • Super light wing loading provides outstanding 3D stability • Two-piece, plug-in wings with aluminum-tube wing joiner • Removable two-piece horizontal stabilizer w/ dual aluminum tubes • Large removable top hatch w/ tinted canopy and cockpit details • Genuine UltraCote® covering and factory applied graphics • Fiberglass cowl and wheel pants w/ a painted finish • Painted high-strength aluminum landing gear • Pre-fitted hinges and low parts count make a quick build • Gas/petrol ready fuel tank • High quality hardware package features ball-links w/ turnbuckles Price

ICARE 4-3-M VENTUS 2CXM

$749.99 (HAN5195)

Specifications Scale Wingspan Length Wing area Weight Wing Loading Airfoil Transmitter Servos

1/4 169 in. (4.3 m) 61 in. (1.56 m) 1100 in.2 (72 dm2) 158 oz (4.5–5/3 Kg) 20 oz/ft2 (63 g/dm2) RG-15 6-channel min. mini and micro

I

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

CARE’s new high performance scale sailplane is a gorgeous ARF. It is designed for thermal soaring as well as aerotowing or slope soaring.

The Ventus 2cxM sports a 4.3-meter wingspan, which makes it a 1/4-scale airplane. The cockpit comes finished, upholstered seats and many scale details such as instrument mushrooms complete with instruments. The canopy is finished, fitted and painted. The builder need only add a scale pilot.

The sailplane has sheeted and Oracover on the wings. All control surfaces are precut and hinged, ready to control connections. The airfoil is a modified RG15. Its airbrakes are installed and ready for servos. A retract is installed in the high gloss, gel-coated fiberglass fuselage. Its rudder and elevator are hollow moulded parts. All servos wires are installed. A small package of hardware and building instructions completes the kit.

The M means motorized version, which is accomplished by a retractable electric motor that comes factory installed. The self launch unit is a retractable unit, with a brushless motor and folding propeller.

Radio requirements are four micro servos for the ailerons and flaps, two mini servos for the airbrakes, two sub-micro servos for the winglet ailerons and four regular servos for the elevator, rudder, retract, and tow release.

Price $2300.00 RC-SF.COM

15

HOT PRODUCTS

JR AMERICAS JR 28X

J

R just announced in will be offering its new top level radio, the 28X. It will replace the legendary 12X. It has been redesigned from the ground up to provide a level of quality and sophistication never before seen in a Flagship system.

Features • Android ™ powered 4.3-in. WQVGA- TFT color touch screen • Dual processors for unmatched interfacing and RF reliability • CNC-machined aluminum gimbals for the ultimate “feel the difference” experience (Pat Pend)

• Ultra high 65,536 stick resolution (16x higher than any previous system) • Heavy duty cast aluminum chassis for support and rigidity • 28 available channels/ 15 flight modes • USB host controller for seamless date interfacing • USB device port for easy PC connection • SD card for unlimited model, picture, sound, and telemetry log storage • Customizable vibration and tone notifications • Audio controller for voice, music, and telemetry notifications • WiFi connectivity for direct data updates and sharing. More features and information to follow.......

Price TBD

Distributor JR Americas P.O. Box 8757 Champaign, IL 61826 jramericas.com

DLE DLE-40 TWIN GAS ENGINE

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he DLE-40 is the engine is purpose designed for your favorite airplane. At just over three pounds it puts out nearly five horsepower. Its twin, opposed cylinder design reduces vibration, increases efficiency and engine life and eliminates the airframe shake of single-cylinder engines. DLE has improved and lightened the 40’s pistons for increased throttle response and less vibration.

The engine includes extras like a specially-designed airplanespecific carburetor, mufflers, standoffs and electronic ignition that boost performance.

Features • Lightweight design for a high power-to-weight ratio • Lightweight piston for fast acceleration, excellent compression, low vibration • CNC-machined parts for high performance and long life • Sealed crankshaft bearings • Customized airplane carburetor • Mufflers included Price

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$469.99 (DLEG0040)

RC SPORT FLYER . MARCH 2014

Specifications Displacement Bore Stroke Weight Output Fuel Propellers

40.0 cc (2.45 cu in) 1.26 in (32 mm) x 2 0.98 in (25 mm) x 2 3.3 lb (1496 g) 4.8 hp @ 8500 rpm Unleaded gas / 2-cycle oil 19x8, 19x10, 20x8, 20x10

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

I

care’s GyrOne is a self-starting autogyro.

Unlike a helicopter, the rotor of an autogyro is driven by flight aerodynamic forces, and thrust is provided by a pusherpropeller.

Icare says, “This model is very easy to fly, similar to a normal plane. Some aerobatic figures can be flown, even if not quite like an airplane. Takeoff is operated w/ pre-rotation of the rotor. Landing can be done with or without the motor running.

The frame is aluminum, assembled in parts

ICARE GYRONE

with plates and bolts. Some minor parts are laser-cut plywood. All parts are easy to assemble, including the rotor head.

The front covering of the fuselage is transparent Lexan divided in two parts and ready to be painted; their assembly is done with plastic rivets (in the kit). The rotor blades are polyurethane with glass and carbon fiber covered. The kit does not include the receiver, servos, batteries, or the ESC and the motors.

The model’s assembly can be completed in few hours. There are no differences between the electric-powered or the engine versions other than mode of power.

Both versions have similar weight. The kit does not include paint or Lexan parts.”

Price

$639.00 U.S.

Specifications Rotor Length Weight Motor Battery Servos Rx

71 in. (1800 mm) 41 in. (105 mm) 8.6 lb (3–4 Kg) 800-1 Kw, 4–5S 4–5S 4000-mAh Lipo (3) high-torque 4-channel

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

HORIZON HOBBY DX6 6-CHANNEL SYSTEM W/ AR610 RECEIVER

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orizon Hobby is introducing the new Spektrum DX6 transmitter with an AR610 receiver. It has been designed from the ground up to deliver more 6-channel performance than ever. The affordable DX6 gives you an abundance of programming features for airplanes, helicopters and sailplanes.

You also get other extras like voice alerts, a wireless trainer link and enough internal memory for up to 250 models.

Distributor Specifications Modulation DSMX/DSM2 Band 2.4 GHz Receiver AR6210 full-range (included) Programming Air/Heli/Sailplane Memory 250 models Tx Battery 4 AA batteries (Included) Modes User selectable 1, 2, 3, 4 facebook.com/rcsportflyer

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

• • • • • • • • • • • • • • • •

Ergonomic design and high-end styling 250 models in transmitter, more w/ SD card or PC Direct System Menu Access—no need to power off to access all menus Includes voice alerts and wireless trainer Supports Air/Heli/Sailplane model types AirWare software offers proven programming Smooth, precise quad bearing gimbals Includes full range AR610 6-channel receiver Programming for sailplanes—4 wing and 3 tail types Supports most Spektrum Telemetry sensors Includes 4 AA alkaline batteries, optional Lithium Ion battery w/ charger available 5 programmable mixes—all mixes are selectable to be normal or 7-point curve multi-point mixes Dual aileron, elevon, and V-tail differential 7 aircraft wing and 5 tail types 7 swashplate types 7-point throttle (air and heli) and pitch curves (heli) RC-SF.COM

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HOT PRODUCTS

ESPRIT MODEL SAILPLANE LAUNCHING PLATFORM CARBON

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sprit’s new sailplane launching platform lets you carry your model glider to thermal hunting altitudes, but without the expense of a winch or the hassle of a high-start. It is the perfect match for clubs that do not have the space for traditional sailplane launching systems.

Esprit’s launch platform is made from a 6-mm carbon/lite-ply sandwich. It will mate to most 70-in. wingspan (1780-mm) or larger, high-wing gliders and sailplanes.

It provides for a maximum chord (width) of the wing 17 inches (430 mm).

Includes • (2) Side frames 19-1/2 x 10-1/8 in. (495 x 255 mm) • (4) Mounting L-brackets 2 x 2 in. (50 x 50 mm) • (2) Horizontal supports 9 in. (230 mm) • (1) Platform 8 x 4 in. (200 x 100 mm) • (3) Installation rods w/ nuts, washers M4x230 mm • (4) Installation bolts w/ nuts, washers M4x20 mm

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

DLE DLE-120 TWINCYLINDER GAS ENGINE

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t 12 horsepower, the DLE-120 delivers 50+ lb of static thrust. That’s the power you need to fly any large-scale airplane, even for extreme 3D maneuvers.

Note too that the twin, opposed cylinder design of the DLE-120 reduces vibration, which increases performance and reduces airframe vibration wear. The DLE-120 is built around magnesium alloy crankcase, which makes the engine both strong and lightweight.

The DLE-120 package includes: mufflers, standoffs and electronic ignition. The DLE-120 is affordably priced too.

Features • Efficient, lightweight design for a high power-toweight ratio • Lightweight pistons for fast acceleration, excellent compression and low vibration • CNC-machined parts for high performance and long life • Sealed crankshaft bearings • Improved piston and cylinder contact area for increased engine lifespan.

• Matched mufflers included for optimized power Price

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$749.99 (DLEG0120) RC SPORT FLYER . MARCH 2014

Specifications 120.0 cc (7.4 cu in) 1.85 in (47 mm) x 2 1.38 in (35 mm) x 2 6.13 lb (2781 g) 12 hp @ 7500 rpm Unleaded gasoline w/ 2-cycle oil Propellers 26x10, 26x12, 27x10, 28x10

Displacement Bore Stroke Weight Output Fuel

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

JR AMERICAS JR DMSS TELEMETRY SENSORS

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LS1-VRO variometer/altimeter The new TLS1-VRO variometer and altimeter DMSS telemetry sensor allow pilots to accurately determine the altitude at which their airplane is flying, as well as their rate of climb or descent. This is particularly helpful for sailplane pilots as it gives them two very powerful tools to aid in their search for thermals, and to monitor flight performance.

Features • Dual sensor combines the simultaneous function of a variometer and altimeter.

• The high-precision MEMS barometric pressure sensor is accurate from +0.1 m/s and + 2m.

• Features the largest detection range of this type of sensor on the market; variometer range of +99.9 m/s and altimeter range of 0-9,000m.

JR Americas P.O. Box 8757 Champaign, IL 61826 jramericas.com

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LS1-VOL Flight Pack Voltage The TLS1-VOL Flight Pack Voltage DMSS telemetry sensor was designed to give pilots more information regarding their model’s battery performance. Intended for use with large electric flight packs, the TLS1-VOL solders onto your pack’s connector to give an exact voltage reading, in real-time. The sensor is simple and easy to install, and can be used to monitor the vitals of a single cell or the voltage of the entire pack.

Features • Flexibility in setup; can be used to measure total battery pack or single cell voltage • No polarity requirement for safe, easy installation • Large 0.0-100.0V detection range Price

Price

Distributor

$29.99 (JRP03496)

$69.99 (JRP03447)

JR AMERICAS WORLD’S FIRST UNLIMITED CHANNEL, DEDICATED SERIAL BUS RECEIVER NEW JR RG031BX INFINITY DEDICATED XBUS RECEIVER

Specifications Type Channels Modulation Band Case Type Length Width Height Weight Voltage Range

Full-range receiver Unlimited DMSS 2.4 GHz Hard plastic 1.32 in. (33.5mm) 1.18 in. (30.0mm) 0.37 in. (9.5 mm) 0.25 oz (7 g) 4.0–8.5 volts

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T

he Infinity RG031BX receiver is unique as it is not only the Worlds First Dedicated Serial Bus receiver, but its available channels are also only limited by your transmitter.

Weighing in at only seven grams, the amazing Infinity RG031BX is barely larger than its remote antennas, yet its capabilities are truly infinite.

Compact, lightweight, yet powerful, the revolutionary Infinity receiver is a superb option for your future modeling projects.

Features • Limitless channels: Available channels are limited only to the number of available transmitter channels.

• JR’s patented Intelligent Output System (IOS), which sends data from all channels as one complete signal frame for pure control • Real-Time telemetry data • Dedicated XBus Technology • Failsafe support on all channels • Easy to view Status condition LED’s • Ultra compact and light weight, suitable for a wide variety of applications • Includes 1 RA01TL and 2 RA01L Remotes

Distributor

Price

$119.99 MAP (JRPR03429)

JR Americas P.O. Box 8757 Champaign, IL 61826 jramericas.com

RC-SF.COM

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BUILD 6.6-METER ANTARES HIGH QUALITY BUILD MAKES FOR HIGH PERFORMANCE RACING

BY Rick Shelby / Wil Byers

T

he new Antares is a Jeri Baudis sailplane that was purpose designed and built for the new GPS racing circuit that is beginning to grow worldwide.

Jeri Baudis is known for his years of producing some of the best F3B models in the world. As such, Baudis wanted to push the outside of the performance envelope with the Antares design, to create a racing machine that was unequaled.

The Antares sports a 6.6-meter (260-in.), double-carbon wing. As you would expect of a machine such as this one, all the parts of the sailplane were built in CNCmachined molds as a way to get the tightest airfoil tolerances on all the flight surfaces, as well as to create an accurate-to-scale fusealge—even the spars were CNC milled! Note the Antares won the first GPS Triangle race Jiri entered.

The Antares is mostly factory built: with gauges, seat belts, canopy

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RC SPORT FLYER . MARCH 2014

mounted, and with landing gear and tow release installed. The wing comes with four servos built in, with rotary drives systems in place, so there are no external horns. It is one clean machine.

The SoaringUSA.com package even includes the servo leads, wing bags and servo frames.

This 33-percent scale sailplane is an absolute, dedicated racing machine that soars like an F3B airplane. However, step on the “gas” and this sailplane will turn into an allout lift-over-drag hotrod racer. You’ll be able to go for the gold by turning in the most laps around the course in a 30-minute working window. Talk about fun!

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Build Having scored on the Antares at the AMA’s annual convention in Ontario, California, I needed to figure out how I was going to get it built and ready for the flying season.

This is no small task for me anymore because I’m always busy with work projects and just trying finish review airplanes.

Fortunately, Soaring USA’s Bob Breaux tipped me off that Rick Shelby is one of the best builders around.

He told me that if Rick had the time in his work and build schedule he would probably gladly build the model for me. Next Bob took it upon himself to introduce me to Rick.

So it was that, after some a bit of negotiation, Rick offered to finish the build on the model.

What was required were a few servos, the making up of the wiring

1

harnesses, gluing in a few servo trays, installing the servos in the empennage and then doing a set up of the radio system.

What I got when I took delivery of this model was a machine that is ready to race, including the addition of ballast weight and a GPS system.

I want to share with you through a photo pictorial how this model is built, and how Rick installed the hardware. It isn’t often that we show a build like the Antares’ but I think you’ll learn much about what is

The canopy hold-open stay, screws into the bulkhead at the front of the cockpit opening. It was removed from the front bulkhead and the screws were reversed so that they could be accessed.

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The hold-open stay’s screw hold needed to be reversed so that it could be removed in the event I’d need to get into the front of the fuselage to do maintenance work.

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BUILD

6.6-METER ANTARES

3

As you can see the holes of the canopy stay’s screws were enlarge somewhat to accommodate the screws that fasten it into place on the plywood bulkhead.

4

Notice how the screws that hold the stay in place now run through the stay and into a wooden backplate that holds the stay tight against the bulkhead when the screws are tightened.

5

This photo just shows how the screws mount flush with the bulkhead, so they are not sticking out to catch on anything or possibly cut a finger.

6

Rick has set the model up with two receivers and two battery packs, plus a voltage regulator. The receiver satellites are placed in the airplane such that they guarantee good signal reception.

7

Notice that the wires are nearly bundled, labeled per their control function and then fastened in place. This makes for an electrically clean install, which is important to good radio signal reception.

8

Notice how the releasable tow hook’s pushrod to the servo runs through the canopy hold-open stay. Rick mounted all the servos and linkages so they were tight and slop free.

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RC SPORT FLYER . MARCH 2014

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9

Again, you see how the wires are wrapped and installed to stay out of the way of any moving parts. I like that some of the wires are covered in shrink wrap too.

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When you buy the Antares you’ll get a nice hardware package.

Here you see the carbon joiners for the tips, servo leads, clevises, connectors and the rudders servo tray.

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The servo wires that run in the wings have heat shrink where the harness passes through the carbon ribs. This prevents chafing of the wires, which could lead to electrical shorting.

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This shows the before and after of adding shrink wrap to the servo wires at their connectors as a way to add protection against chafing and electrical shorting—makes them stronger too.

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Hot-melt glue is added to the wires before the shrink wrap is applied to the wires. Then the shrink wrap covers the wires and is shrunk tight to the wires, which adds strength to the bond.

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This is the finished shrink wrap installation. It adds strength to the connection between wires and the connector, which sometimes get tugged on, and could otherwise break or short.

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BUILD

6.6-METER ANTARES

15

This is how the wiring harness is made to fit inside the fuselage. It will get screwed to the root of the fuselage, so the connectors will stay in place for a secure connection.

16

To the left is the side of the connectors that will be solder to the servo wires that run in the wing. Again, notice how the wires get wrapped in shrink wrap tubing.

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This photo just shows how the JR Propo DS398 servos get mounted in their respective plywood servo frames. Notice the glue has run to the outside of the frames.

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This is the servo installation for the spoilers. It is a very straightforward installation. The servo frames make the install much easier than just gluing the servos in place.

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The flaps are also controlled by rotary drive systems (RDS).

You should take note of how the output of the servo is held in position by the piece of PCB board, so there is no slop.

20

Here you see how the wiring harness gets fastened to the root rib from inside the fuselage. Notice this model uses an abundance of carbon fiber throughout—STRONG and LIGHTWEIGHT!

2014 VISALIA, CALIFORNIA SPRING AEROTOW, MAY 16, 17, 18 FMI: Chris Pratt, cmesoar@sbcglobal.net 24

RC SPORT FLYER . MARCH 2014

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Because so much carbon fiber is used in this glider there are lots of sharp edges throughout that can cut and chafe signal and power wires if they are not protected.

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In this photo you see that the wires are getting a covering of heat shrink tubing to protect them against the sharp edges of the carbon fiber materials.

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Rick created mounts for the Multiplex 6-pin connectors in the fuselage. As you saw in photo 20 the mounts are bolted in the fuselage so they can be removed easily if needed.

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These are the plywood parts that make up the rudders servo tray.

They are laid out as they will go together to hold the servo in place in the boom of the fuselage.

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The backplate of the tray is shown installed in this photo. The servo will fit into the hole with the tabs of the servo going over and under the plywood back piece.

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In this oblique view you see the tray from the back side. The servos will slide in from the right and then get fastened in from the front. Four screws will hold it in place.

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RC-SF.COM

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BUILD

6.6-METER ANTARES

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This shows the rudder’s servo in its mount, but without the screws that will hold it in place in the mount. Rick used hexhead screws to fasten the servo into its tray.

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Here you see that both the clevises for the rudder’s pushrod have been ground down so they do not hit the side of the fuselage during their travel.

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The servo has been removed from the tray after it was tack glued in place with CA. Epoxy thickened with Cabosil was used to finish glue the mount into the fuselage.

RC SPORT FLYER . MARCH 2014

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This is the rudders control horn laying on its side. Rick has marked the rudder where he will cut it to glue the control horn into place.

It gets glued in position with epoxy resin.

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The elevator’s servo connector was taped to rudder post to eliminate the possibility of it chafing. Rick has thought of almost every detail with respect to a high quality build.

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Notice that Rick has glued the servo tray into the tail boom of the fuselage such that it is establishes the proper distance for the rudder’s pushrod assembly from the rudder’s control horn. twitter.com/rcsportflyer

SPECIFICATIONS

DISTRIBUTOR

required to build a high performance sailplane like the Antares. Note that sometimes during the finish of a GPS race, the sailplane may make a dive that has it flying at well over 120 mph as it tries to complete the most laps around the 2414-meter (7920-ft) course. This is a facet of the hobby that pretty much remains undiscovered in the USA, however, there is now a GPS Triangle Contest Eurotour. So expect to see more dedicate racing machines being offered in the near future.

Soaring USA 827 N Glendora Ave Covina, CA 91724 Phone: 626-967-6660 Soaringusa.com

Wingspan : 260 in. (6.6 m) Length : 97 in. (2.46 m) Weight : ≈423 oz (≈12—17 kg) Wing area : 14.75 ft2 (137 dm2) Wing loading : 28.7 oz/ft2 Aspect ratio : 31.8 Airfoil : DP-F3B mod Transmitter : Spektrum DX18 Receiver : Spektrum AR9020 (2) Battery : 3300-mAh 6.6 volt (2) Price : $5995 plus S&H

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The elevator servo has been buried in the top of the vertical fin. Notice the very nicely done install and cutout for the elevator’s control horn.

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BUILD PROTOTYPICAL BUILDING USE THE THINKING MAN’S APPROACH TO DESIGN

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t’s probably safe to say not many of us have access to a lot of expensive equipment to test exactly how a certain design or component will perform under stress or load. This makes me somewhat of an “eyeball engineer.” And, one

of the biggest challenges in scale model aircraft design is determining “how strong is strong enough.”

Certainly, an option is to overbuild everything, but then you’re bumping up against another constraint called wing loading. Too heavy is

BY Robert J. Caso

no good either and this game has the potential to become an endless spiral of more weight needing more power, which translates into more weight, which, well, you get the idea.

We’re not alone in this dilemma as there are numerous stories of full-

Up

Down

Net Lifting Force % More Lift

% Less Lift

Net Lifting Force Fulcrum

Main Strut

Figure 1 Fi-156 Storch Front View

The Storch’s net lifting load travels from the outer wing panels, down each main strut and then underneath the fuselage to pick it up.

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RC SPORT FLYER . MARCH 2014

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Lift Flying Wire

Lifting force transfer

Figure 2 WWI Biplane Wing scale designs that have gone down the same path to the point where the prototypes were either too complicated or too heavy.

So, what do you do to optimize a design to get it close to being just right—putting the structure—and therefore the weight, only where you are going to need it? Without the ability to test, how do you know?

Study, research and educated guessing are the short answers, the first two components of which are closely related. To avoid reinventing the wheel, I like to study and critique other models (plans) of the same or similar aircraft and I also take a very close look at the full-scale design.

The logic here is that designers of each had to solve the same problems that I am trying to solve. Since I am somewhat of a student of the Fieseler Storch, let’s take a look at this airplane from both perspectives to determine why was it built the way it was, with the ultimate goal of determining how a model should be built.

At first blush, it’s easy to see the airplane had giant control surfaces and some fairly significant gaps between these and its fixed surfaces. facebook.com/rcsportflyer

Next, there’s a ton of stuff hanging off the thing: wing and tail struts, a huge shock absorbing landing gear (LG), a gawky, flat plate canopy and all manner of bumps and equipment on the skin. Read a bit further and you’ll note the Storch was built for STOL, which is why it also had a high lift, high aspect ratio wing, leading edge slats and a powerful engine.

So, since it never was intended to go fast, it wasn’t built for such. Big control surface gaps? Who cares?

The surfaces will never go fast enough to flutter. But they were big so as to move a lot of air at low airspeeds. So, in model airplane land, all this is key—design the model for certain flight parameters and then stick to them when you fly it. The Storch never did snap rolls, loops, inverted flight nor flew very fast—and neither should yours. If a model is built prototypically, it may fall apart under such stress.

Studying model designs of this and other airplanes can be fraught with issues. Just because a previous design may have been successful, does not mean that its structure has been optimized. I have seen designs of Storchs having carbon

Lift WWI wings generally have two sets of flying and landing wires to prevent twisting—the main spar in each keeps the wings straight and true under load.

fiber tubes going through the cockpit to each wing, overbuilt wing roots and strutting in the wrong place compared to the prototype. Back to the real one, its wing-to-fuselage connections consists of a hinge at the trailing edge for the folding wing mechanism and a large locking pin on the leading edge. That’s it. A friend of mine who has a full-scale Storch says that you can walk up to it and shake the wing root up and down with your hand! How can this be? What about all the flight loads?

The short answer is that there aren’t any. Take a look at the wing (Figure 1), noting where the main struts are positioned and you will find that about 58 percent of the wing’s area is outboard of the struts and 42 percent is inboard. This means that more lift is being generated outboard than inboard and, with the strut so positioned, a net down force is being applied to the root when the airplane is flying. The structure at the root is doing almost nothing other than preventing the wing from yawing and keeping it located it on the fuselage—it’s the main strut that is doing all the work.

So, and here comes the educated RC-SF.COM

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BUILD

PROTOTYPICAL BUILDING

Lift Lifting force transfer The contemporary cantilever wing are generally of monocoque construction where the skin absorb a substantial portion of the flight loads.

Cantilever Wing guess, overbuild the struts, do a capped, vertically webbed main spar, a D-box wing similar to the prototype and make everything else prototypically lightweight. That’s all it needs, assuming you stay within in its prescribed flight envelope.

Let’s talk about the Storch’s landing gear, which has to be able to absorb the stress of high angle spot landings. The full-scale airplane had almost 20 inches of landing gear travel to absorb the landing shocks and to further enhance the aircraft’s ability to roll only a short distance after touching down. It therefore had to be very strong and for this, Mr. Fieseler attached the upper, fixed portion of the gear at six structural points on the fuselage, all spread out so that no single member absorbed all the landing loads. Take a page out of his book when designing this or any other model airplane landing gear. Spread the load to other members using a lightweight but strong structure.

A buddy of mine was flying a 46-in. wingspan built up, 3D ARF and made what we both considered to be a decent, if not a perfect landing, yet the fuselage mounted gear folded back. Even though the gear mounts had carbon this and plywood that, this entire structure was

concentrated in a single spot within the fuselage and the legs acted like a giant lever to pull this structure back as a unit. After realigning the broken structure, we added some long light ply triangles fore and aft to recruit more of the internal fuselage structure, netting only about a half ounce of increased weight. Now the entire nose of the model is absorbing landing loads, not just a narrow, localized area.

WWI aircraft exhibit these concepts beautifully and in plain view. No single component on a WWI wing did all the work; everything had to work as a unit, like a million little fingers holding it all together. Some designs of course were better at this than others and,

as stuff was shot away in combat, there were varying levels of a given aircraft’s ability to stay together. Still, how the wings worked is a great lesson in design and the use of triangulated structures (Figure 2). The bottom wing is in tension, wanting to pull away from the fuselage, whereas the upper is in compression, pushing against the center section.

It all works because the flying wires are keeping the wings triangulated and preventing the assembly from deforming under load into a parallelogram configuration. Shoot away the flying wires however, and the wings will fold.

The more common wing design today is a cantilever wing, which eliminated drag producing cables

My 1/6-scale Storch emulates the full-scale by having the upper landing gear supports tied into structural members.

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RC SPORT FLYER . MARCH 2014

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and struts. Still, the same rules of physics apply in that the lower part of the wing is under tension—wanting to pull the wing up and away from the fuselage—while the upper is under compression (Figure 3). Thus, such wings have to have a suitably deep cross section at their center of lift and towards the center of the aircraft to be able support the flight loads. Additionally, conventional cantilever wing design resembles a tube, which adds to its strength and that, combined with an I-beam shaped main spar at its thickest point, makes the overall assembly extremely strong. In model airplane land, if you have tube shaped wing, the main spar does not have to be excessively built.

The take away here in all this is you don’t have to be an engineer to understand engineering. Use the “thinking man’s” approach and take the time to understand why things were built in a certain way. Don’t assume that another designer’s model has been optimized for efficiency of structure. Above all, design, build or modify for a specific purpose and flight parameters, not simply to make things stronger.

The is start of my new project. As you can see I’ve laser cut the parts, and installed the aluminum tube spars. More to come on this airplane!

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BUILD

DALLAIRE SPORTSTER IT’S FINALLY ON FINAL—ASSEMBLY

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y last installment concluded with the Dallaire Sportster’s airframe components completely finished and ready for final assembly, which is what happens now. This is where all the construction, sanding, finish choices and methods pay off. At the end of this session, you’ll see the Dallaire on takeoff for its maiden flight.

Fuel tanks come with assembly

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RC SPORT FLYER . MARCH 2014

instructions, so how could you have any problems putting one together and getting it into an airplane? Well, normally, there aren’t any problems, but the information I’ll pass along will give you an edge in problem solving.

One potential cause for trouble in a fuel-delivery system is vibration.

Vibration can cause fuel to foam, and when that happens, engine operation can be intermittent, erratic or

BY Jeff Troy completely interrupted. The easiest way to prevent foaming in your model’s fuel tank is to line the tank’s mounting area with foam. I built a three-sided platform inside the fuselage of my Dallaire, and made it slightly oversize to allow for lining with 1/4-in. Du-Bro® Products Sheet Foam Rubber. When I slip the tank into this foam-lined arrangement, foaming is virtually eliminated. twitter.com/rcsportflyer

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The Du-Bro Tubing Bender is available in two sizes, and the 1/8inch version is ideal for bending brass tubing for model airplane fuel tanks.

2

Du-Bro Products offers fuel line in several sizes for gas or glow. If you build and fly a lot of airplanes, do as I do, and consider buying the 50-ft spool.

3

Here is how the Sportster’s fuel tank fits in the fuselage. Notice it sits just behind the firewall. There is a fill line, a vent line and a line that runs to the engines carburetor. You must fasten the tank in position such that it cannot move when the model is in flight.

This is extremely important, so lock it tightly in place.

4

Drill the holes for the mounting screws with a 1/16-in. bit. Run the screws through the holes, then apply a drop of thin CA inside the holes to harden the threads. When the CA has cured, install the servos, turn on the radio to center the servos, then add the output arms and the connectors of choice.

Bending fuel lines can be a problem, too. Kinks and hairline cracks can result from bending brass or copper tubes with pliers and bench vices. Spring-style tubing benders are available, but it’s very difficult to remove a tube from the tool after it’s been bent. The best deal I know comes from spending a few bucks on a 1/8-in. Tubing Bender from Du-Bro Products.

This simple device will prevent the tubing from kinking and make the bending procedure easy—and it will give the tubes that otherwise elusive professional appearance.

Simply slide the tube into the bender with the desired bend area resting at the bender’s elbow, then close the handles toward each other, bringing them to the desired bend angle. facebook.com/rcsportflyer

Remove the bent tube by relaxing the handles and sliding the tube out of the tool. Professional, kink-free bends couldn’t be easier, and you’ll love it.

Du-Bro offers Silicone Blue fuel line for glow engines in small, standard and large sides, and gasoline-safe Neoprene line in medium. I used the standard glow line for my Dallaire’s vintage Fox Eagle .60. Another helpful fuelrelated accessory from Du-Bro is the fuel line barb. Sold four-to-apackage, these barbed brass fittings can be soldered onto the ends of your model’s fuel lines to prevent the fuel lines from slipping off. I didn’t use these for my Dallaire’s fuel system, although you will see me installing them in one or two of the

other airplanes in this build series.

Servo mounting lets you know your model is approaching readiness for the flight line. The Sportster’s servo-mounting rails were installed in a previous installment, so now I will place the servos on the rails and line them up with the pushrod carrier tubes. When the servos are aligned, you’ll drill 1/16-in. mounting holes through the servo grommets and into the rails. Using a Great Planes® Dead Center Hole Locator is a smart way to space the holes correctly. After drilling, remove the servos and turn the mounting screws halfway into each of the holes.

Remove the screws, and then apply a drop of thin CA into the holes to harden the wooden threads. When the CA is cured, the servos can be RC-SF.COM

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DALLAIRE SPORTSTER

5

The servo rails were insrtalled to get the output arms in line with the pushrod carrier tubes. After the servos were mounted, I attached Du-Bro pushrod connectors to the arms, installed the wire pushrods, mounted the arms, sand captured the rod with the hex-head machine screws in the connectors.

6

All of the grunt work for mounting the engine was done during the fuselage construction, so now it’s merely a matter of screwing the engine down over its mounting beams. Vibration is always an issue, so use a drop of blue thread lock on the mounting screws to prevent their loosening. Bob Smith Industries (BSI) IC-Loc Blue is shown here.

7

That vintage Fox Eagle .60 engine is right at home in the nose of a classic airplane like the Shive Specialties Dallaire Sportster. I use a Du-Bro Ball Wrench to give the mounting screws a secure tightening.

8

Get out the slow-setting epoxy in preparation for installing the tail surfaces. I use BSI 30-Minute Slow Cure. Don’t make pools with the two parts. You’ll get a much more accurate mix if you draw equal lines. Plastic coffee can lids make excellent mixing palettes, and when the epoxy has cured, you can flex the lid to pop it free.

permanently installed. I tighten the screws until they seat against the metal grommets, then back off approximately 1/4 turn.

The Fox Eagle .60 doesn’t need much to be installed in the Dallaire’s nose. Two brass tubes from the fuel tank have been installed for fuel and pressure lines. Fit them with fuel lines before installing the engine because you will have more room for clumsy fingers without having the cylinder in the way. When the lines are on, place the engine over the mounting rails and screw the engine down. Du-Bro 6-32 blind nuts were installed under the rails, so slip a #6 lock washer and a #6 flat washer over each of the four 6-32 x 1-in. socket-head

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RC SPORT FLYER . MARCH 2014

cap screws, and apply a drop or two of Bob Smith Industries (BSI) IC-Loc Blue to the screw threads. Now pass the four screws through the engine lugs and into the hardwood rails to mate with the blind nuts. Tighten the screws with a ball wrench; add the propeller and the Eagle is ready to run.

Mounting the tail surfaces is next, and for this, there is no substitute for slow-setting epoxy. I use BSI 30-Minute Slow Cure. Draw equal lines of epoxy parts A and B over a plastic coffee can lid, then mix them thoroughly for at least three minutes with a length of dowel or a hardbalsa stick. Apply beads of epoxy over the center of the horizontal

stabilizer and the base of the vertical fin. Don’t be stingy, but don’t apply more than is needed for a secure joint. Epoxy that oozes out of the joint can be cleaned away before it cures with rubbing alcohol on a paper towel. Use a triangle to ensure that the fin is at 90 degrees to the stabilizer, and pin the fin securely to the stabilizer while the epoxy cures.

I find it easier to install the stabilizer/fin assembly before hinging the elevators and rudder. This is another call for 30-minute epoxy, so mix it up and apply it to the bottom of the stabilizer and the stabilizer saddle at the rear of the fuselage.

Wipe away any excess epoxy with alcohol on a paper towel, and use twitter.com/rcsportflyer

9

Apply a bead of epoxy over the center of the horizontal stabilizer, and another bead on the base of the vertical fin. Wipe away any excess epoxy with rubbing alcohol on a paper towel before it cures. Is the fin standing at 90 degrees to the stabilizer? Better check. Use a 90-degree triangle or a square to be sure.

10

When the fin and stabilizer joint has thoroughly cured, mix another batch of Slow-Cure epoxy and install the stabilizer/fin assembly over the stabilizer saddle. I hold thing in position with long T-pins, but note how I propped up the tail to help balance the parts while the adhesive sets.

11

Install the elevator and rudder horns before hinging the control surfaces to the flying surfaces. You’ll be less likely to cause screwdriver damage when these components are easier to handle.

12

Use the gun to heat a small amount of Vaseline in the metal lid, then carefully brush the liquefied jelly over the barrels of the hinges to prevent the epoxy from fouling the hinge action. Don’t get Vaseline on the hinge tabs or the epoxy won’t hold the hinges properly.

pins or tape to prevent the assembly from moving during the curing process.

Prepare the rudder and the two elevator panels for hinging by opening the hinge slots with a hobby knife. The slots were cut during construction, but you’ll need to cut the covering away from the slots to allow the adhesive to penetrate into the slots. This is a good time to install the rudder and elevator control horns.

Epoxy is an ideal adhesive for installing nylon hinges, but the down side is that epoxy will foul the hinges if seeps into the hinge barrels. Prevent this by brushing on the barrels a barrier of Vaseline facebook.com/rcsportflyer

Petroleum Jelly. Place a dab or two of jelly in an upside-down metal jar lid and warm it with a heat gun until it liquefies. Now you can brush the liquid over the barrels to keep the epoxy out, being especially careful to keep the Vaseline away from the hinge tabs.

One of the handiest tools for hinging tasks is made from a 3-in. length of hardwood dowel. Sand or cut one end of the dowel to a wedge shape, and use this to prepare the hinge slot by running it back and forth in the slot. Now you can use the tool to apply a bead of epoxy over the slot, and to work the adhesive into the slot. Holding the control surface upright will help

by letting gravity draw the adhesive past the point you can reach with the tool. Use the tool to apply epoxy over one—not both—of the tabs of each hinge, and insert the coated tabs into the slots. Wipe away any excess epoxy, then flip the surface over, hinges facing the bench, fold the protruding tabs back, and move the surface back and forth over the bench a few times to equally align the hinge barrels. Flip the surface once again, hinges facing upward, and prop the surface in that position while the epoxy sets. Do not flex the hinges for at least 8 hours.

With the control horns and hinges installed in the elevators and rudder, stand the fuselage on its nose and RC-SF.COM

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13

One at a time, push the hinges into the slots, wiping away any excess epoxy. The barrels are protected by the Vaseline you applied, but don’t push your luck. Avoid the temptation of flexing the hinges and let the jelly do its thing.

14

I use a No. 11 blade in a No. 1 hobby knife to rough-carve a chisel shape onto one end of a 1/8-in. hardwood dowel. After a few cuts with the hobby knife, you can perfect the chisel shape with a few strokes of the sanding bar.

15

This image shows the effectiveness of the chisel-tipped dowel. A few back-and-forth strokes of the tip are helpful for opening the hinge slots to accept the epoxy, and even better for working the epoxy more deeply into the slot.

16

When the hinges are cured, repeat the epoxy-application procedure on the flying surfaces and the exposed hinge tabs of the control surfaces. Join them, and let them cure.

repeat the entire hinging procedure for the elevators. Work quickly because the two elevators are joined, and you’ll be hinging both elevator panels to the stabilizer in one shot.

Because of the elevator joiner, you must save the rudder for last. When the epoxy has cured for at least eight hours, flex the control surfaces to pop away any loose epoxy in the joints, then use a small slot screwdriver to scrape away any dried epoxy that might be in the hinge-line areas.

Slide the Sullivan Products yellow Gold-N-Rod pushrods in their carrier tubes, and connect the Gold-N Clevises to the control horns. Slip

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RC SPORT FLYER . MARCH 2014

the wire ends through the pushrod connectors on the servos and tighten the set screws. A small drop of ICLoc Blue is a good idea to prevent the set screw threads from loosening with vibration. Center the servos, and adjust the clevises so that the control surfaces are at the neutral position when the transmitter sticks and trims are at neutral. If you have a computer radio, use the end points to attain the desired throws for the tail surfaces and throttle.

Your Dallaire’s takeoffs and landings will be much improved if those Du-Bro 4-in. Big Wheels come out of your parts box and find their way onto the model’s landing gear.

There are no secrets here, just be sure that the wheel collars center over the flats you cut into the axles, and use a drop of IC-Loc Blue on each of their set screws.

I’ve enjoyed building the Shive Specialties Dallaire Sportster for you. I trust that you got more than a few valuable tips. The model flew beautifully, with all the grace and majesty I had expected from an 11foot wingspan old-timer, flown on a cloud-filled day. If you’ve built one of these fine airplanes along with me, I hope your model’s flights are all as pleasant as mine.

Four of my initial five airplanes are still waiting to be finished, and twitter.com/rcsportflyer

When the hinges are cured, repeat the epoxy-application procedure on the flying surfaces and the exposed hinge tabs of the control surfaces. Join them, and let them cure.

18

Du-Bro 4-in.Big Wheels look good on the Dallaire. Hold them on the axles with metal collars and a drop of IC-Loc Blue on the set screws to prevent the screws loosening because of vibrationis.

You can inflate the tires as needed for the Sportster.

SOURCES

17

Bob Smith Industries, Inc. 8060 Morro Rd. Atascadero CA 93422 805-466-1717 Bsi-inc.com Du-Bro Products, Inc. P.O. Box 815 Wauconda IL 60084 800-848-9411 Dubro.com Shive Specialties Penn Valley Hobby Center 837 W. Main St. Lansdale PA 19445 215-8551268 Pennvalleyhobbycenter.com

19

Few modeling subjects are more elegant than a nostalgic oldtimer in a fabric finish. The Shive Specialties Dallaire Sporster is easy and fun to build, a slow and stable flyer for pilots at nearly any skill level, and at 108 inches, it’s an extremely impressive subject—on the ground and in the air.

Sullivan Products 1 North Haven St. Baltimore MD 21224 410-732-3500 Sullivanproducts.com

who knows what others may pop into the mix if I feel that specific procedures in their construction will be of interest or benefit to you. In my next installment, I plan to complete the basic construction of an alternate Sportster: the Super Sportster 60 from Great Planes.

Many of the techniques I describe in this “Build” series have been demonstrated in previous installments. Please consider having back issues on hand for reference.

Back issues can be ordered from RCSF. Subscriptions to the magazine are available at $29.95 for 12 issues, or $21.95 for a digital subscription.

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RC-SF.COM

37

Maxx Products is your complete source for Electric Airplane Accessories

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1570 Switch - This simple switch temporarily disconnects BEC power to the radio system between flights.

• Micro wire (32AWG) extensions, Y-harness, switch harness for small electric airplanes, • Full line of Himax Brushless motors and gear motors, • Full line of ferrite motors and high performance cobalt & neodymium motors, Micro servos, micro receivers, and battery packs.

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DA-200

Price $2795

Displacement: 12.20 cin (200 cc) Output: 19 hp Weight: 10.95 lb (4.95 kilos) Length: 9.625 in. (244 mm) Warranty: Two Years

DA-150

Price $1395

Displacement: 9.15 ci (150 cc) Output: 16.5 hp Weight: 7.96 lb (3.61 kilos) Length: 7.67 in. (195 mm) Warranty: Three year

DA-100L

Price $999

Displacement: 6.10 ci (100 cc) Output: 9.8 hp Weight: 5.57 lb (2.53 kilos) Length: 6.5 in. (162.5 mm) Warranty: Three year

DA-50-R

Price $595

Displacement: 3.05 ci (50 cc) Output: 5.0 hp Weight: 2.94 lb (1.33 kilos) Length: 6.7 (170 mm) Warranty: Three year

DA-170

Price $1695

Displacement: 10.48 ci (171.8 cc) Output: 18 hp Weight: 8.05 lb (3.56 kilos) Length: 7.67 in. (195 mm) Warranty: Three year

DA-120

Price $1199

Displacement: 7.4 ci (121 cc) Output: 11 hp Weight: 4.95 lb (2.25 kilos) Length: 6.25 in. (159 mm) Warranty: Three year

DA-85

Price $795

Displacement: 5.24 ci (85.9 cc) Output: 8.5 hp Weight: 4.3 lb (1.95 kilos) Length: 5.9 in. (150 mm) Warranty: Three year

HOW TO This is the kit for the Bat Bone, along with some parts I plan to use like the AFRO® ESCs and the Turnigy® motors.

BATBONE

AN EASY-TO-BUILD MULTIROTOR MACHINE

BY James VanWinkle

H

aving a multirotor (MR) in my hangar has been high on my list of wants for several years.

I was, however, unsure as to how to set one up, including what size is best or how many rotors must power it. You’ve likely had these questions too.

After much research I settled on a tricopter for a couple of basic

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RC SPORT FLYER . MARCH 2014

reasons: their increased agility as compared to quadcopters, and there are fewer parts to fail. A tricopter does require a servo for the tail, but it requires one less motor and electronic speed controller (ESC).

It really comes down to personal preference though, and the sky is the limit for the number of rotors—it is not uncommon to see any number

from three to eight or more.

Next I had to determine which frame to use. This is where the Bat Bone entered my hangar.

BAT BONE I am completely hooked on the flitetest.com videos, primarily due to the great personalities. Also, their raw video styling is such that they are not twitter.com/rcsportflyer

The landing skids are made of a flexible plastic called Delrin®, which allows them to take a lot of the load during hard landings.

They are attached to the wooden booms via screws.

afraid to show boom microphones or cameras. They focus purely on the RC hobby and are willing to explore many avenues of flight, keeping the required experience level around the beginner to average skill levels. They rarely venturing into territory that requires expert building or flying skills. I watch all of their videos, no matter the model, just to witness their on-screen magic. Their creativity is amazing. Then, when their discussions turned to MRs, I became even more interested.

One of the models they created is called the Bat Bone. It is a tricopter frame with a design that stows the wiring and placement of electronics out of sight. And, I think it just facebook.com/rcsportflyer

looks cool too. It is constructed of a fiberglass board material with wooden arms and Delrin® landing skids. They offer a battery tray that suspends the battery under the frame via wire, which lessens the vibration when cameras such as the GoPro® are mounted to the MR’s tray.

Another nice feature of this tricopter is that its arms are foldable, making the Bat Bone easy to transport as compared to other MRs. Note there is a lot more to a successful MR than just picking a frame or brand of motor or ESC. You need a good control system for stable flight. While there are many good systems to pick from, one is a definite standout in my mind. It is the

ArduPilot from 3DRobotics®. I bought one for use in my foam airplane—just to try it out. It has many additional stability options from that of other systems. Plus it includes some nice extras such as Return-To-Home (RTH) capability in case of transmitter signal loss, or an emergency. Also included is an autoland feature.

The most impressive, however, is the ability to establish way points using a mission planner. The control system is based on the Arduino system, which is a type of opensource micro-controller, meaning it can be custom programmed to perform many user-defined tasks.

Consequently, the ArduPilot was my choice to guide my tricopter. (There will be more about this system in an upcoming issue RC-SF, as it warrants its own more in-depth article.)

ASSEMBLY Putting the frame together is quite simple. If you need help, there are videos online at Flitetest showing the step-by-step procedures. Assembly RC-SF.COM

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HOW TO

BATBONE

Bat Bone frame completed and sitting proudly, ready for the installation of electronics.

takes a matter of minute. The kit includes all the screws and locknuts for the frame’s assembly.

When assembling the MR it is important to recognize there is a balance between available real estate and how close the signal emitting electrical components are to each other. RC receivers are pretty immune to RF interference as long as we follow basic rules of antenna placement. Note that it is very important how and where you place the ArduPilot and its associated hardware on the MR. The ArduPilot comes with an external compass and magnetometer, which it uses to location information. The signals from an ESC can create a lot of RF noise and might interfere with the system. So keeping the components separated is important. Luckily this system is quite robust. It can even measure the RF signals to ensure you are placing the components far enough away from each other to provide reliable operation.

The motors and ESCs are connected to each other via bulletstyle connectors. It was simply a matter of mating the colored wires and using simple Zip Ties to keep the wiring attached to the tricopter arms.

The motors are screwed in place to their respective mounts.

Many MR type ESCs are now available. For my Bat Bone I chose the Afro® ESC, which is specifically designed for MRs and has the SimonK firmware installed on it.

SimonK is known in the multirotor community for rotor-specific firmware, which optimizes several aspects of the speed controllers.

Aftro also has linear battery elimination circuits (BEC) as part of the ESC, which is the opposite

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RC SPORT FLYER . MARCH 2014

of most current ESCs, which have switching type circuitry. Not to make this too complex, but unless the ESC comes with a linear BEC, only one of the power wires (the red center wire) can be attached to your receiver, or plugged into the ArduPilot. Many opt to remove the pin from the connector and tape it out of the way. In my case, since the AfroESC has a linear BEC, nothing had to be done. The ESC just This is the battery tray, which is optional, but necessary in my opinion. It hangs under the main frame and supports the battery as well as a camera.

This system is set up perfectly for a GoPro®.

The battery tray is painted to match the rest of the copter. Note the wires, which allow for some movement to lessen vibration to the camera which is placed on the end. twitter.com/rcsportflyer

Sitting on the table with battery tray assembled and motors attached to the frame. This is a very fast build with no complex steps required.

For my Bat Bone’s ESCs, I chose the AFRO® series because they are designed specifically for multirotors. They are also inexpensive, which makes this a total no-brainer.

A battery is connected to the power module, which supplies five volts to the ArduPilot.

The compass is in the foreground, with the receiver connected to the system. Speed controllers attach to the opposite end of the ArduPilot, as well as the tail steering servo.

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plugged into the ArduPilot, which was connected to the receiver. This may sound confusing, but there are online articles and videos discussing this topic.

The yaw control of a tricopter requires a servo. I chose to use a micro with metal gears to rotate the rear motor from side to side to control the tail of the tricopter.

Because the motors all spin the same direction, the tail servo must be tilted very slightly to one side to counteract the tendency for the tricopter to rotate. I set up the system exactly centered, letting the autopilot determine how much to tilt the motor—the tilt changes with differing power settings.

My tricopter uses the optional battery tray that hangs under the main frame. It includes a provision for a camera. This tray is designed to lessen the vibration imparted to the camera. After about 50 flights on my tricopter, the video I’ve shot is free of noticeable vibration.

Assembled, the Bat Bone is about 32 inches wide and 30 inches long, including the arc of the propellers.

It will fold up to a size of about 12 inches by 20 inches, without the need to remove any screws or other hardware. This makes the Bat Bone very portable. I plan to attach it to a backpack and take it with me on hikes as a way to explore areas ahead of me via my first person view system, or to get that amazing photo no one else can get.

RC-SF.COM

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HOW TO

BATBONE

Seconds after the first takeoff, the Bat Bone is perfectly stable with no tendency to move away from its position.

BONE FLYING Just like flying airplanes or helicopters, it is always important to balance the propeller blades.

Multicopters are very susceptible to propeller imbalance, which is often seen in multicopter captured

Cutting a fantastic image in the air, the Bat Bone looks as cool as any multirotor I have ever seen.

videos. The ArduPilot has a setting to measure the vibration to ensure balance is correct. For my system, one of the propellers was unbalanced and the addition of some transparent tape fixed it.

My first test flight took place in my garage. That way if something went wrong the tricopter could not fly away.

As long as the ArduPilot setup procedure is followed, everything will work properly.

My case was no exception.

It is very important to sync the speed controllers. This is done in the ArduPilot mission planner software, and only takes a few minutes. I actually skipped this step, so my copter was wobbly in a hover.

After I synced the speed With the aircraft parked in Loiter mode I was able to controllers, the Bat Bone took take photos at the same the Bat Bone was taking video off gently and it was able of me. Notice the transmitter on the ground several feet to hover and remained very behind me. That is trust!

Folded up and ready for transport, the Bat Bone is only 12 inches wide by 20 inches long with the tail propeller removed.

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RC SPORT FLYER . MARCH 2014

stable. After a few minutes of hover inside, I tried the Bat Bone outside.

They I practiced hovers and slow flight with gentle turns.

The default mode of the ArduPilot is called stability mode, which means the tricopter is held level unless the control sticks are manipulated. Once the sticks are neutral the copter levels itself instantly. It will not stay in a perfect hover, and will move away with wind currents, though switching to loiter mode will hold it exactly in orientation and position fighting the winds. The system has multiple modes that are set up using the mission planning software—switch activated in most cases. I say most cases because their pilot options, with the switches being my preferred method. Up to six modes can be programmed: stability, loiter, return to launch, autoland, acro and others.

I will explore these in the follow-on article.

The wires are stowed mostly in the center section. The layout is completely up to the user, but it is a good idea to keep the compass away from the ESCs, along with the receiver to avoid stray RF. twitter.com/rcsportflyer

CONCLUSION I have more than 50 flights on my Bat Bone now. It continues to amaze me with awesome flight performance. At this point, I’ve added on some extras, such as my GoPro® camera. Also, I’ve fitted it with a first person view (FPV) system, including an on-screen display. That lets me see the battery’s power and an arrow that points to where the model took off, as well as other telemetry data. facebook.com/rcsportflyer

Transmitter : Futaba® 12 FGH 2.4-GHz Receiver : Futaba® 2.4-GHz 7-channel R617FS Autopilot : DIYDrones ArduPilot 2.6 w/ external compass Tail servo : Turnigy® TGY-9025MG (1 ea) ESCs : Afro® ESC 30-amp w/ SimonK firmware (3 ea) Motors : Turnigy® 28-26 NTM Prop Series (3 ea) Propellers : APC 8x3.8 Slow Fly (3 ea)

Building the Bat Bone is easy. Flying the Bat Bone is simply amazing. Paired with the ArduPilot system, the possibilities are practically endless. It seems as though a new door has opened in the hobby. I cannot get enough of it. Stay tuned for a more indepth discussion of the ArduPilot system.

PRICES

Battery : Turnigy® 3-cell LiPo 2200-mAh (45-90C)

SUPPLIERS

My copter flew perfectly from the start, so I did not make any tweaks. I find the tricopter flies easily, though I’ve been flying helicopters for several years. Note that for the beginner pilots, there is a mode that will automatically keep the tail behind the tricopter in turns. The system is, however, so stable I never bothered to try that mode.

The climb rate is superb and the model’s agility is pretty amazing. It is possible to do loops and rolls, but the system comes set up to not roll or pitch more than 45 degrees. The user turns change mode to do aerobatics.

I find there is simply no need for acro, as I can follow other aircraft around, zooming wherever I decide with the standard system setup.

Finally, the battery used is a 2200mAh 3-cell LiPo, which gives the tricopter about six minutes of flight time, with a bit of power in reserve.

CONFIGURATION AS FLOWN

The Bat Bone makes a tight turn. The bank angle is set via electronics to only bank a maximum or 45 degrees. It is easily adjusted, but there is really no need to do so as the aircraft is very maneuverable.

ArduPilot 2.6 with : $ 239.98 external GPS BatBone Tricopter 370 Kit : $ 79.00 Optional Battery/Camera : $ 20.00 tray ESCs : $ 13.97 (3 required) Servo : $ 4.67 (1 required) Motors : $ 15.19 (3 required) Battery : $ 19.99

3D Robotics 7170 Convoy Street San Diego, CA 92111 Phone: 858-225-1414 3drobotics.com FliteTest Phone: 330-333-9903 Flitetest.com Tower Hobbies PO Box 9078 Champaign, IL 618269078 Phone: 800-637-6050 Towerhobbies.com HobbyKing Hobbyking.com RC-SF.COM

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HOW TO

LOST-FOAM

AN QUICK WAY TO FABRICATE FIBERGLASS PARTS – PART I

BY Tom Wolf

1 46

To start the shaping process, a foam block is clamped between the plywood templates, using the larger of the two front templates.

RC SPORT FLYER . MARCH 2014

2

Preliminary shaping produces a cylinder of foam between the two template disks.

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Photo by JJ Cavins

F

uselages and other aircraft parts fabricated from fiberglass provide high strength, excellent surface finish and have few limitations on finished shape. The conventional method for fabrication of fiberglass parts is a multi-step process that requires fabricating a pattern (or plug) that mimics all of the outer details of the desired final part, fabricating a female mold from the pattern and then using the mold to lay up the fiberglass part. The fabrication of the plug and mold is labor-intensive, but is justified if multiple parts are planned for fabrication. However, for a one-off situation, there is another approach that cuts out much of the labor, reducing the process essentially to

3

The larger front template is replaced by a smaller one in preparation for shaping the leading edge of the cowl.

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4

To make the cowls for the Boeing 314, templates were fabricated from 1/4-in. plywood. A 1/4-20 threaded rod was used to clamp the foam between the template disks.

the equivalent of what is required to fabricate the pattern in the conventional process.

This two-part article will describe the process of making cowls, fuselages, nacelles and other similar parts by fabricating a foam part and then applying fiberglass to the exterior of the foam. After the fiberglass has been applied, the foam is removed from the interior of most parts. However, for fuselages the foam may be left in place except for the areas where the radio or other gear is to be installed. By leaving the

The leading edge radius is shaped with a small sanding block to blend down to the smaller front template.

RC-SF.COM

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HOW TO

5

LOST-FOAM

The foam pattern is now complete and ready for the application of fiberglass clothe.

foam in place, a lightweight finished part is possible since the amount of fiberglass applied can be minimized due to the structural support that the foam provides. This is particularly advantageous for sailplanes or other aircraft where weight is a critical factor. I have successfully used this building technique, sometimes known as lost-foam fabrication, for nearly a dozen airplanes, ranging from small slope gliders to a large Boeing B-314 flying boat.

MATERIALS, TOOLS AND EQUIPMENT Three primary materials are required to for this process: Expanded polystyrene (EPS) foam, two-part epoxy resin and fiberglass cloth. The foam can be either the

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Spinner rings are bonded to the foam after profile and top view has been shaped.

white beaded foam that all of us are familiar with (Styrofoam®), or the blue open-cell EPS foam. The beaded foam can be a little lower density, while the blue foam is easier to shape. I’ve used both and have found them to be equally suitable. You must use epoxy resin with EPS foam because polyester resin will dissolve the foam. In fact, many solvents will attack EPS foam, so be very careful to keep solvents away from any parts made with this material. Finding EPS foam blocks can be a challenge, depending upon where you live. I obtained large chunk of blue EPS from Aircraft Spruce and Specialty for the fuselage of my Boeing 314, and I’ve gotten four by eight foot sheets of white beaded EPS foam from a local beverage and party supply

Apply the epoxy with an inexpensive brush to wet the cloth and smooth out wrinkles or bubbles, work from middle and outward.

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distributor.

Epoxy resin can be obtained from a number of sources, but I prefer West Systems 105 Epoxy, which is available from West Marine. Extra slow cure 209 catalyst will provide plenty of working time after mixing the resin and catalyst. West Marine also sells pump kits to correctly meter the mix ratio for the two parts.

You will need fiberglass cloth of varying weights, depending upon the finished part size and strength required. The cloth weights I keep on hand are 0.7-, 2.4- and 3.6-oz per square yard. To make the layup process as easy as possible, get cloth that is graded as “soft drape” to allow easy forming around complex shapes. I get my fiberglass cloth from The Composites Store (CST).

After the fiberglass has been applied and sanded smooth, the edges of the part are trimmed.

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A completed foam pattern for a cowl, with a spinner ring, is ready for the application of fiberglass.

To apply the epoxy resin, I buy the cheapest paint or chip brushes I can find. I most often use a one-inchwide brush, and at a local hardware store I can buy these for about a dollar each. At that price, I simply throw them away to avoid cleaning them with lacquer thinner.

The sandpaper required includes 80-, 100- and 240-grit for shaping the foam, and 100 and 240 grit wet or dry sandpaper for sanding the fiberglass. Large and small sanding blocks as well as various round sanding implements ranging from ≈1/4-in. to ≈1-in. diameter are very useful.

Finally, use appropriate protective equipment, including safety glasses, a good dust mask rated for fiberglass work and wear rubber gloves

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The fiberglass cloth is initially applied dry and smoothed in place by hand to remove large wrinkles.

whenever mixing or applying epoxy resin.

available from hardware or building supply stores.

GENERAL COMMENTS For high quality finished parts it is very important the shaping of the foam part is done carefully.

High spots, low spots and waviness cannot be easily corrected once the fiberglass application process begins.

The use of filler after the fiberglass is applied will add considerable weight and should be avoided. A little extra time taken to make sure the foam part is as straight and smooth as possible will pay dividends for the finished part. Defects in the foam, including dents and gouges can be filled prior to the application of the fiberglass by using lightweight SpackleÂŽ compound, which is

COWLS, WHEEL PANTS, ETC. Cowls and similar parts are relatively easy to fabricate using the lost foam technique. For round cowls, shaping the foam is easily accomplished by clamping a block of foam between round shaping guides, and turning the assembly in a lathe, drill press or hand drill to allow rapid and accurate shaping. Shaping starts by rough cutting the foam using a hot-wire cutter, bandsaw, hacksaw blade or similar cutting tool until the foam is about 1/4 to 1/2 in. away from the shaping guides. The assembly is then spun and shaped using a sanding block with 80 grit sandpaper, followed by 100 grit and

The author prefers to mechanically remove the foam from the finished part, rather than using solvent to dissolve the foam.

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The completed fiberglass cowl is shown here ready for fitting to the airframe.

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HOW TO

LOST-FOAM

240 grit to finish the part. Photos 2 through 7 show the steps required for shaping the foam for the cowls on my Boeing 314 flying boat.

For other cowl shapes, wheel pants and other similar parts, the part profile is marked on a foam block and the profile is rough cut to shape.

The final profile shape is obtained with a sanding block for outside contours and a round sanding tool for fillets and inside radii. Once the profile is established, the top view is marked and shaped. If a spinner ring or similar plywood insert is required, bond it to the foam with epoxy prior to final shaping. Finally, the cross-sectional contours are shaped using appropriate sanding blocks and round sanding tools as required. Work slowly and compare side-to-side to ensure symmetrical contours without high or low spots.

Finish sand with 240 grit sandpaper using light pressure to get a smooth surface for fiberglass application.

Photos 8 and 9 depict shaping the foam for a typical cowl with a spinner ring.

Once the foam is shaped, you’ll be ready to apply the fiberglass. Mix

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a batch of epoxy resin and catalyst in the required ratio. To make it easier to spread the resin, thin the mixed epoxy about 20–30 percent with denatured alcohol and mix thoroughly. Since all of the foam will be removed for a cowl, a thicker layup of fiberglass is appropriate. Cut a piece of 3.6-oz fiberglass cloth, lay it on the foam blank and smooth out the wrinkles with your hands (photo 10). It is not necessary to cover the entire surface of the part with one piece of cloth. In fact, it is easier to apply two or three smaller pieces rather than one large piece.

For large compound curves, such as the leading edge radius on a round cowl, cut slits in the cloth every inch or two to allow forming without wrinkles. Then, using an inexpensive brush, apply the epoxy resin through the cloth until is it fully wetted and any wrinkles have been worked out— photo 11. Try to minimize the amount of resin used, but you must ensure the cloth is fully wet with resin. Set the cowl aside and let the resin cure for approximately 24 hours.

Carefully sand the exterior surface of the part to remove

large bumps and raised fibers to provide a relatively smooth surface for the next piece of fiberglass to overlap onto. Apply the next piece of cloth, overlapping the first piece approximately one inch and using the same application technique as the first. Again let the resin cure for 24 hours and sand the exterior of the part. Continue this process until the entire cowl has at least two layers of cloth. Stagger the overlaps so they do not fall directly on top of each other. Sand the entire exterior to remove the largest bumps, and raised fiberglass fibers, but try not to sand into a significant portion of the weave of the cloth. Apply a coat of epoxy resin over the entire exterior surface and allow it to cure. Wet sand the exterior surface with 100grit sandpaper until the entire part is smooth and then finish with 240-grit.

If there are surface imperfections (pinholes, low spots, etc), these can be filled using an epoxy and microballoon mixture.

When you are happy with the exterior surface of the part, trim the edges—photo 12—and remove the foam. I prefer to mechanically twitter.com/rcsportflyer

Photo by JJ Cavins

The cowls for the Boeing 314 are shown being fitted to the nacelles and engines.

remove the foam by cutting and gouging with a hobby knife or similar tool—photo 13. The final clean up on the inside surface is done with coarse sand paper. Alternatively, you can dissolve the foam with acetone, lacquer thinner or similar solvent.

The latter method is really messy, a fire hazard and a health risk if the proper protective gear is not worn.

Once the foam has been removed, additional fiberglass reinforcement can be added to the interior at any location that might need it.

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SUMMARY The fabrication procedures outlined in this article provide a good basis for fabricating relatively simple parts such as cowls and wheel pants. Next month we will discuss the additional lost foam techniques required to deal with the increased fabrication complexities associated with fuselages and engine nacelles.

SUPPLIERS

The fuselage, sponsons and cowls for this 114-in. wingspan Boeing 314 were fabricated using the methods described in this article.

Aircraft Spruce and Specialty Phone: (877)-477-7823 Aircraftspruce.com The Composites Store Inc. Phone: (800)-338-1278 Cstsales.com West Marine Phone: (800)-2628464 Westmarine.com

A typical lost foam cowl, ready for fitting and final finish.

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HOW TO

AEROBATICS PART 12 THE ARESTI

BY Daniel Holman

I

f there is one thing I have endeavored to stress in my columns, it is that practicing precision aerobatics is absolutely the best way to sharpen your piloting skills. For some pilots, practicing precision aerobatics is very enjoyable. For others, it can get tedious and boring. When the latter is the case, most pilot’s lose interest due to a lack of purpose and motivation. That because it is easy to kick back, jam the radio’s control sticks around and have fun doing what you know.

If you’ve found yourself in this situation, but still have the desire to become a better pilot, my advice would be to get involved in International Miniature Aerobatic Club (IMAC). Even when competing at the basic level, the competition is stimulating and challenging.

Importantly, IMAC lets you get together with other guys who enjoy good-natured competition. It will also motivate and push you to be the best pilot possible. Then too, gleaning knowledge and experience from other pilots is invaluable to your success.

In the next couple parts of this series, I will explain the finer points of precision aerobatics competition, the maneuvers and how judging works. I’ll also cover some airplane/ programming setup tricks.

THE ARESTI Designed by Spanish aviator Colonel Jose Luis Aresti Aguirre, the Aresti catalog enumerates the aerobatic maneuvers flown

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It was a beautiful evening at the Pacific Coast IMAC and Freestyle Championship in Molalla, Oregon.

The camaraderie is always awesome at this event. The friendly competition helps motivate pilots to improve their skills and be the best possible pilot!

in International Aerobatic Club (IAC) and other precision aerobatic competitions. This catalog has been adopted by radio control (RC) airplane pilots around the world and is the standard for IMAC and pattern competitions. It is crucial you have a good understanding of the Aresti maneuvers and how to read them before your first IMAC contest.

Here are the main maneuvers and the primary points on which they are judged: AEROBATIC FIGURES Every aerobatic sequence has a structure. It is a framework of figures

to be drawn in the sky from which different rolls, point rolls, snap rolls, spins, etc., are flown on. The basic class of IMAC does not include any snap rolls, and only has a few partial or full rolls. This is because mastery of figure-drawing is the foundation for precision aerobatics competition.

With each class progression, more and more snap rolls, point rolls, spins, stalls, etc. are added to increase the complexity. Even in the Unlimited class, points for geometry are high. So, it is best to start working on geometry from the start.

Each maneuver is drawn on the Aresti sequence sheet so that routine twitter.com/rcsportflyer

Aerobatic Figures

is understandable and easy to follow for the pilot’s caller. Each maneuver diagram starts with a black dot and ends with a vertical black line that Ts the figure. The diagram between the marks is considered one maneuver.

The maneuver is judged deductively, with a perfect score being ten. The black line used to draw the figure represents a wings level, upright line or positive-G (G = force of gravity) loading radius. Similarly, a red dotted line represents a wings level, inverted line or a negative-G loading radius— down elevator condition.

As I wrote previously, establishing

Loops

a clearly-defined flight box is very important. All maneuvers should be the same height and use the base line of the box. Cross-box maneuvers flown on the Z axis should have top and base lines with the same altitudes as those flown on the regular, close base line. The ends of the flight box should be clearly defined as well. For the most part, maneuvers are either placed in the center of, or on either end of the flight box. Their positions are clearly marked by the location of the maneuver diagram on your Aresti sheet. Maneuvers placed on

either end of the flight box should all reach the same point at the ends of the flight box. For instance, if you fly a Split-S turn-around maneuver at one end of the flight box so the airplane is 1,000 feet to your right at the farthest point of the maneuver, a shark-tooth on that end of the field should also reach, but not exceed the 1,000 foot distance mark as well.

Both of these maneuvers should also reach the same altitude at their highest point and share the same base line.

Another very significant aspect of performing Aresti figures concerns the radiuses. All radiuses (pitch changes) that are drawn as corners should be equal and all radiuses drawn as circles/semicircles should be equal. That means all the radiuses on any square-loop, shark-tooth, etc., should be equal, while all loops, Split-S and Immelmann turns, cuban-eights, and like maneuvers should all have equal radii. Keep in mind that the radii on these maneuvers is more gentle than those of the previous list.

Simply put, all maneuvers should be proportional to each other. Now, here are some common figures you will see flown on an IMAC sequence: LOOPS The loop must be flown as close as possible to perfectly round while holding the wings level. A loop is generally placed in the center of the flight box and should be sized so the top of the maneuver touches your top line. Variations of this maneuver include the inside-out loop (a red dotted line figure to indicate the airplane has negative-G loading), the square loop and the diamond loop.

These can be positive or negative.

Unless otherwise indicated, looping figures must be flown so they are equal in height. In the advanced IMAC classes, integrated rolls and snaps are usually present in the maneuver. I’ll cover those later.

Although technically not in the loop family, maneuvers like figure-9s, tear-drops and like maneuvers are judged in much the same way for their equal radii, placement, size and wind correction.

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HOW TO

AEROBATICS PART 12

TURN-AROUNDS Except for a few rare exceptions, turn-around maneuvers are almost always done at either end of the flight box. Banking turns are not used in IMAC and so every time the airplane must change direction, it is done with a variation of a turnaround maneuver. These include, but aren’t limited to, the shark-tooth (regular or inverted), Immelmann, Split-S, half-diamond-loop, humptybump, and half-cuban-eights (regular or reverse).

Like loops, these maneuvers should be flown to the same height and distance within the flight box for the best score.

STALLED TURN-AROUNDS The most common stall-type turn is the hammerhead stall, which is also referred to as a wing-over, or just a stall-turn. This maneuver

Turn-arounds

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is usually flown at either end of the flight box and should be of equal height to the regular turn-around maneuvers. A proper hammerhead is accomplished when the airplane slows down on a vertical line and turns 180 degrees on its yaw axis.

Recovery can be upright or inverted depending on the sequence.

The hammerhead is judged primarily on three points: the angle of the vertical entry and exit lines, the rotation radius on the top and the stability of the airplane after the rotation is complete. The entry and exit lines must be perfectly vertical and there must not be any visible tail-wag or corrections through the maneuver. The radius on top should be exactly one wingspan. This means that when the airplane rotates on the top, one wing tip should be completely stationary while the airplane rotates around it. One point

is deducted from the pilots score for every wingspan distance the airplane travels off of the pivot and half a point for every noticeable tail wag or correction.

The tail-slide is the other stalled turn-around maneuver in this family.

A bit more difficult to perfect than the hammerhead, it is only used in more advanced classes of IMAC. To perform this maneuver, the pilot must fly a perfectly vertical up-line and stall the airplane so that it falls straight backwards for visible length. Before the airplane flops over arbitrarily, the pilot must input a hard elevator input in the opposite direction that he or she wants the airplane to pitch over (opposite controls are required when the airplane is falling backwards).

Once the airplane pitches over fully, a vertical down-line must be established. Depending on how far the airplane falls backwards, the pitch-over will often exceed 180 degrees. At that point, the pilot must adjust the pitch so the airplane exits straight down.

Over-rotating this pitch-over is actually not deducted from the score so long as pitch is the only axis that changes. This is because the harder the airplane pitches, the straighter and farther it has traveled backwards. This indicates a perfect entry and excellent control through the tail-slide. The tail-slide can be performed so the airplane falls back with the airplane’s belly up, or so it falls forward with the canopy up.

Cross winds make this maneuver extremely difficult, so the only way to perform it in a cross wind is to crab up the vertical line and then yaw the airplane such that it is pointing perfectly vertical, or just a couple degrees with the wind so it drifts slightly as it stalls and pitches over.

After the pitch over has occurred, the pilot must crab the airplane into the wind to keep the down-line vertical.

One last comment about these two maneuvers is that the way in which they are drawn on the Aresti can be deceiving if one doesn’t understand it. Unless otherwise specified, the maneuver should be entered and exited at the same altitude, even though the drawn twitter.com/rcsportflyer

Stalled turn-arounds

entry and exit lines are at different heights on the sheet. The reason they are drawn as such is so that one can easily differentiate between the roll/snap combinations on the up and down lines. Any roll/snap combinations drawn above the entry line on the diagram must be performed on the up-line while any of these which are drawn below the entry line are to be performed on the down-line.

CROSS-BOX MANEUVERS Cross-box maneuvers add a lot of depth to IMAC flying. They are included in the sequences of more advanced classes to help utilize the whole flight box. These maneuvers are usually entered by partial rolls or snap rolls on a vertical line followed by an exit line on the Z axis. When you read these maneuvers, always remember that when the exit line is angled up, the flight path should be pointed away from the pilot. When the line is angled down, the flight path should face the pilot. Once the airplane has completed a cross-box maneuver, it will fly all subsequent maneuvers on a line the pilot will establish as the secondary or farout line until another cross-box maneuver brings the airplane back to facebook.com/rcsportflyer

the close-in base line.

OVERVIEW At this point I’ve covered about half of the basic points of reading an Aresti, focusing on the sequences’ structures and geometry. In the next issue I will discuss roll, snap and spin combinations and how they fit into the sequences.

IMAC flying is truly an exciting sport. I can’t over-stress the benefit you’ll get by learning it! At the RC airfield, work on the basic IMAC maneuvers and practice carving

This is a tail-slide entry. The up-line is perfectly vertical and the airplane is just stalling as indicated by the short distance between the smoke plumes. As the airplane falls backwards, I use reverse controls to make it fall over on the pitch axis.

clean and precise figures in the flight box. I promise it will help with all your piloting. Keep practicing! I’ll “takeoff” from here in the next issue of RC Sport Flyer magazine!

Cross-Box

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3-VIEW

DORNIER DO 27 S

ince the end of World War II, the Do 27 was the first military aircraft manufactured in quantity in West Germany. It was primarily built for civilian use...

The Do 27 gets its design roots from the Do 25, which Professor Claude Dornier designed for the Spanish military as a light general

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utility aircraft. However, only two Do 25s were ever built. As a follow-on to the 25 the Do 27A was designed. Fifty Do 27As were built for the Spanish air force, with designation C127.

Then the German military ordered many Do 27s. In all 428 were built for Germany from the ‘50s to ‘60s.

The manufacturer, CASA built some

for other militaries as well as for commercial use.

The Do 27s features a large cabin area, wide-stance landing gear and excellent STOL performance thanks to its leading edge slats and high lift airfoil on the wing.

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3-VIEW

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DORNIER DO 27

RC SPORT FLYER . MARCH 2014

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POWER

SPECIFICATIONS

• 340 hp Lycoming flat six piston engine • Three-blade Hartzell propeller

Wingspan : 12.00 m (39 ft 5 in.)

Length : 9.60 m (31 ft 6 in.)

Height : 2.80 m (9 ft 2 in.)

Wing area : 19.4 m2 (208.8 ft2) Weight equipped : 1170 kg (2580 lb) Max takeoff : 1848 kg (4070 lb) Max speed : 245 km/h (132 Kt) Cruise speed : 180 km/h (97 Kt) Rate of climb : 965 ft/min Service ceiling : 22,000 ft Range w/ max fuel : 1360 km (735 nm)

COLUMN HOW TO

ENGINE TELEMETRY INE ENGUMN COL

LISTENING TO WHAT YOUR AIRPLANE’S MOTOR HAS TO SAY.

BY Pete Bergstrom

W

ouldn’t you like to know if you are treating that costly piece of machinery on the front of your airplane correctly? This month we are going to take a look at one of the basic engine diagnostic tool in the form of telemetry. Gone are the days of relying on the local engine guru (the guy with enough experience that he can just look at your model’s engine and it starts to act right… he’s the ‘Engine Whisperer’) to get a top performing and reliable power setup. Now we have tools to diagnose your model’s engine performance on the ground and in the air.

IN-AIR RPM AND CYLINDER HEAD TEMP Using just two bits of information you can learn much about what your engine is doing and how well it is performing or operating in the air: rpm and cylinder-head temperature.

For this article I’ll be using Spektrum® Telemetry gear because it’s what I have, but other systems will work well too. Just mimic what I am showing you how to do.

Rpm There is hardly anything handier to have than a telemetry driven rpm readout, either on your transmitter or on a handheld readout device. There are three different ways to obtain the rpm readout, depending upon your

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model’s engine type and installation preferences: 1. Optical sensor through the propeller: This works exactly the same as your handheld tachometer in that if itt senses the shadow of the propeller passing in front of the optical sensor. The readout system requires that you enter into its memory how many blades the propeller has so it can correctly display the rpm. This requires mounting the sensor to a part of the airframe (usually the cowl), and such that it points in the direction of the propeller.

2. Hall Effect sensor (magnet) pickup: This works by activating the Hall effect sensor (essentially a magnetic switch) every time a magnet passes the sensor. You can either mount a magnet in the drive washer of your engine and then mount the sensor adjacent to this on the crankcase, or you can utilize the Spektrum Telemetry rpm sensor and pickup (SPMA9569) and mount this in the backplate of your engine where it uses the passing of the steel crankpin on the engine’s crankshaft to activate the sensor.

3. Tachometer from electronic ignition: This last system is the simplest if the engine is gaspowered, with an electronic ignition that has a tachometer

Spektrum TM1000 Aircraft Telemetry Module (SPM9548) with rpm sensor and bracket (SPMA9569) on the right, and the temperature sensor (SPMA9571) on the left.

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Spektrum rpm sensor and bracket mounted in the back of an Evolution 60NX engine.

output lead built in. The ignition unit then sends a signal to the sensor each time the ignition unit fires the spark plug. It is a surefire way of getting an accurate readout. Separate handheld tachometer units are available for many of these ignitions.

EvolutionÂŽ Engines provides an Ignition Telemetry Adapter (EVOA107) that plugs into the tach output of all RCExl style ignition systems, and into the Spektrum TM1000 Aircraft Telemetry Module. For other telemetry systems you may have to make your own adapter cable.

CYLINDER HEAD TEMP This is excellent information for help in fine tuning the needle valve settings on an engine to deliver the most reliable in-air operation. It also aids in evaluating the cooling effects (or lack) of an airplane’s cowl installation. For temperature information to be reliable you must establish sensor mounting standards that provide consistent and meaningful measurements. The two commonly available sensors are: 1. Inline thermistor: This sensor gets mounted in the center of a length of wire, with a connector for the telemetry module. This facebook.com/rcsportflyer

wire (like the Spektrum Aircraft Telemetry Sensor (SPMA9571)) has an overall length of about 12 inches. It will easily reach from the engine compartment of most installations back to the telemetry module.

2. Thermistor in a ring connector: In this case the thermistor is in a ring configuration with a telemetry connector at the other end of the wire. This is generally meant to mount to the engine either under a spark plug or to a mounting bolt somewhere on the case.

Using either of the above choices requires thought as to the mounting process. I’ve found that the most reliable and repeatable information is gotten by mounting the thermistor as close as possible to the glow or spark plug. This is the hottest point on an engine. So, if RC-SF.COM

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ENGINE TELEMETRY

Tachometer lead coming off a current Evolution Engines Ignition system

the sensor is mounted in any other position on the engine you’ll get slow information capture, which then yields poor response to needle and throttle changes. Although it might be very tempting to simply wrap the wire mounted thermistor around some head fins or attach a ring connector thermistor to the nearest engine crankcase bolt, both of these mounting methods will provide information on the temperature of that part of the engine only, and not information on what is the temperature within the cylinder of the engine. The wire mounted thermistor is easy to wrap in a circular shape, so place it toward the front of the engine, in the area around the spark or glow plugs (either 10 mm or the 1/432 size plugs). You can secure the wire to the rear through the head fins with a dab of high temperature RTV. If you are using an electronic ignition system or an on-board glow driver system where the plug cap remains on the plug, then the cap will do an excellent job of holding the thermistor in position. This will make the sensor easy to remove. It will also be held in position, so you’ll get reliable readings, which will help you tune your model’s engine or for sharing with others.

WHAT’S IT MEAN There are many nuances with respect to interpreting the information obtained through a telemetry system. There are

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some basics to analysis and how to use them to enhance engine performance. Consistent analysis of the information, and sharing it with friends, will over time teach you how to interpret the information and use it to optimize performance.

Remember this as you go forward: everything engine adjustment interacts with another. Consequently, one action may provide unexpected results in another area. As you move forward with your engine’s experiments remember every time something doesn’t work the way you expected, you’ve not failed. Rather, you’ve learned something. And, I don’t know about you but learning is what gets me out of bed every morning!

IN-AIR RPM There is a difference between rpm readings taken in-air versus those taken on the ground. As your airplane moves through the air on takeoff or in forward flight the efficiency of the propeller improves as the turbulent air surrounding the propeller’s tips is left behind. This always results in an increase in rpm when compared against a reading taken with the airplane held in a static or fixed position. How much of an increase in rpm you see depends on different factors such as propeller diameter and/or pitch, the ultimate airspeed of the airplane, and the drag of the cowling just behind the propeller.

It is impossible for me to give you a fixed number, but I can tell you after

years of doing this that a ten percent increase in rpm is typical.

What is even more useful is to watch the engine rpm as you fly the airplane through some aerobatic maneuvers, and long climbs. It is interesting to see how far it drops and where it stabilizes. If the rpm drops much below the static rpm found on the ground when doing an extended climb it could mean the propeller is loading the engine/ airplane combination too much. You might want to consider a lowerpitch propeller for the next flight. It could also mean you are running the engine’s high-speed needle setting too lean and there is not enough fuel going through the engine to create the power needed for the loads on the propeller in an extended climb.

This is easy to analyze. Just land the airplane and open the needle valve a couple of clicks or a sixteenth of a turn. Then fly the airplane again to repeat the experiment. If there is an improvement (i.e., less of an rpm drop) than you can surmise that you are on the correct path and I would continue to richen the engine’s mixture until you see no further improvement.

IN-AIR HEAD TEMPS The cylinder-head temperature readings you will get, if you follow my installation suggestions, will be markedly higher than any readings you may have taken in the past or have heard about. Typical small case gas engines (10 cc) can run as twitter.com/rcsportflyer

Temperature sensor mounted around the spark plug on an Evolution 33GX engine as described in the text.

high as a steady-state 330 degrees F (165 degrees C), and they are very happy to run there for extended periods. Realize that you are getting measurements at the very hottest point on the engine, whereas previously the readings might have been taken at much cooler points on the crankcase or head assembly. The biggest benefit to this measurement style is that you see the mixture changes being made with the needle valves almost in real time, with minimal delay. What follows are some practical things you can experiment with using the new cylinder head temperature readings.

Assuming you have run the facebook.com/rcsportflyer

engine on some sort of a test bench or on your airplane with the cowl removed you should have some baseline temperature readings. When you put the cowl on and fly the airplane, without changing any of the needle settings, you’ll want to know what happens to its temperature.

Does it go up dramatically, 10–20 percent or higher? Does it go down or stay relatively the same? If the latter is your case, this is a good indication that the cooling airflow within the cowl and over the engine is adequate and is doing its job. If the former is the case, then immediately land the airplane before the engine is damaged. Start searching for the

reasons for the higher temperatures.

One reason for this could be some pinched fuel lines or something similar that is restricting the fuel flow to the engine, but most often I find the problem is inadequate airflow of the heated air out of the cowl.

Most of us don’t have a problem getting air into the cylinder head, but we neglect to provide for an adequate outlet for the heated air, which then stays inside the cowl creating a tremendous warm blanket around the engine. The situation can only get worse, not better. Cowl installations and engine cooling are a topic for another column.

A secondary use of the cylinderhead temperature data for me is to verify I have adequate fuel flowing through the engine to provide some cooling effect when the motor is running at low throttle—when it is running primarily off the low-speed needle carburetor system. You can check this by doing an extended climb, note the temperature, and then reduce the throttle position to idle and watch the temperatures.

There will likely be an initial small temperature climb as the cooling air within the cowl is reduced, but then the temperatures should drop because of the lower load on the engine and the lower rpm. If there is no noticeable drop in temperature following this procedure it is a good indicator that the engine’s low-speed needles are set too lean, and should be richened slightly.

My optimum settings provide for RC-SF.COM

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ENGINE TELEMETRY

REFERENCES

a rich enough low-end mixture to allow for safe and low temperature place in the throttle that I can use to cool the engine if I needed. If you don’t have such a position in the engine’s throttle settings, you can cause real damage to any engine if you inadvertently overheat it during operation.

That’s it for this month. I hope you now have some additional tools in your belt that you can use to get better performance out of your airplanes’ engines!

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RC SPORT FLYER . MARCH 2014

1222 Harter Ave., Woodland, CA 95776 (530) 661-0399 est. 1989 by Mr. Fred Burgdorf

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COLUMN HOW TO

E-POWER THEY ARE ALL ABOUT MAGNETIC ATTRACTIONS

I

’ll begin as usual with an inspirational model, the Sheibe Falke FS28. In my last column, I discussed the basic principles of magnetism. This month, I’ll examine the components and operation of a brushed motor.

SHIEBE FALKE FS28 Bob Mahoney’s lovely scale German Shiebe Falke FS28 motor

glider is gorgeous. Bob has been heavily involved in electric-powered RC flight for many years. He is well known on the electric circuit here in the UK—excuse the pun.

The Falke (Hawk) has a 157inch wingspan, which makes it a quarter-scale model. Bob’s model was originally built in the mid 1990s by fellow modeler Martin Tremlett.

It was scratch built. The design was

BY Andrew Gibbs modified from the plans to make it suitable for electric power. For example, much of the plywood was replaced with balsa to make the model lighter in weight. This was necessary because the power systems in those days were quite heavy, so the he needed to reduce the airplane frame weight. Given the age of the model, this was done skillfully, insuring that a practical

Bob Mahoney and his fine German Shiebe Falke FS28 motor glider. The model uses a scale color scheme and registration

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The electric Falke is very elegant in flight, it moves slowly, quietly and gracefully—it is a joy to watch.

In this photo, the open canopy allows us to see two of the three battery packs, which are installed on the fuselage’s floor area.

The nose of the model houses a Plettenberg 355/50/8 brushed motor, turning a 15x6 Zinger wooden propeller.

An 85A ESC controls the motor, which has a large spare current capability in this model.

design remained, which had sufficient strength and durability to withstand many years of operation.

The wing spars are made from pine, and were cut from nine-foot lengths of wood sourced from a hardware shop.

FS28 POWER SYSTEM When the model was built, NiCd batteries and brushed motors were pretty much the only power choices. facebook.com/rcsportflyer

A high quality system was chosen for the model. Although this type of system is substantially heavier than a modern brushless motor, electronic speed control and LiPo system. Bob has found the system to be well suited to this model, so he sees no point in changing it. The model even still uses three 2400-mAh eight-cell

NiCd packs. The packs are wired in series by way of 4-mm gold bullet type connectors.

The Falke weighs around 14 lb.

A Plettenberg 355/50/8 brushed motor turns a 15X6 Zinger wooden propeller. The power system draws 20 amps at full throttle. This represents around 480 watts, making RC-SF.COM

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The hinged canopy provides easy access to the model’s interior, making battery changes easy.

Power = Volts x Amps, so the calculation is simple.

Bob reports that his model’s 10-minute flights consumed around 1500 milliamps (1.5 amps). So for a 60-minute flight the model would use six times the 1500 milliamps, or 1.5 amps x 6 = 9 amps.

Average in-flight current = battery amps used x 60 / flight time in minutes.

the power-to-weight ratio around 34 watts per pound. Bob reports that ten-minute flights consume around 1500 milliamps, meaning the average in-flight consumption is around nine amps. This represents a figure of only 216 watts, or a mere 16 watts per pound, which underscores how little power a large and efficient motor glider may require. This figure talso demonstrates that a high quality brushed motor can perform efficiently.

Plettenberg’s website gives a maximum efficiency figure of 83 percent for their motor, a figure which is comparable to some modern brushless motors. I am also

confident that, at the low power levels it is operated at, it will deliver many more years of useful working/ flying life.

Here is how I calculated the average current and power consumption figures for this model.

Consider that the battery is a 2400mAh pack. It can theoretically supply 2400 milliamps for one hour. If the model flew for 60 minutes, with the motor drawing 2400 milliamps totally, the pack would be depleted.

Similarly, if the model flew for only 30 minutes, using the 2400-mAh pack, the current consumption would be 4800 milliamps (4.8 amps).

Power is found using the equation

The model has working spoilers, and these add an additional level of operational interest to the model.

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In this case then, average in-flight current = 1.5 x 60 / 10 = 9 amps.

To find the average in-flight power consumption, simply multiply the average current by the load voltage.

Power = Volts x Current The load voltage of a NiCd battery is about one volt per cell, so the Falke’s 24 cell battery will have an load voltage somewhere around 24 volts.

The average in-flight power of the model is 24 x 9 = 216 watts.

Calculations such as this one makes some assumptions the load voltage, etc., so the resulting number must be regarded as an indicator of average power rather than an exact

The tail surfaces of Bob’s SH28 are relatively large, exactly what would be expected for a machine designed to fly slowly. twitter.com/rcsportflyer

SPECIFICATIONS

number. Nevertheless, the results are close enough to be of use.

Bob, enjoy this brushed motor system for many years to come. It is doing what it must!

Wingspan : 157 inches Weight : 14 lb 0 oz Motor : Plettenberg 355/50/8 brushed ESC : 85-amp Schulze Battery : 8S 2400-mAh NiCds (3) Propeller : 15X6 Zinger Tx / Rx : Futaba® 2.4-GHz Servos : Futaba S3001 (6) Flight times : 10 minutes

A short piece of dowel rests between the brushes of the end cap to take the place of the commutator for this photograph.

ELECTRIC POWER – PART 6

Brushed motors are so-called because they employ electrically conductive ‘brushes’ as part of their design.

A brushed electric motor consists of both stationary parts and rotating parts. The stationary parts are collectively known as the stator, while the parts that rotate are collectively known as the armature.

The included diagram shows a cross-section cutaway of a typical brushed motor, so you can see the components. To better understand the parts of a motor, you may find it helpful to compare the diagram with the two accompanying images of a disassembled brushed Speed 600 motor.

The stator consists of a ferrous metal case, housing two bearings and a number (usually two) of shaped permanent magnets. The magnets create the magnetic field, in which the armature, carrying electric current, is constantly bathed.

The rotating armature is built up around the motor shaft, which is supported by a bearing at each end.

The armature contains an assembly of iron-rich silicon steel laminations, around which multiple coils of insulated copper wire are wound.

Also fitted around the shaft is a segmented, electrically conductive slip ring, called a commutator. Each coil of wire is connected between two of the commutator’s segments.

The end cap of the motor is

typically made from plastic. The motor terminals are installed in the end cap.

These are connected to electrically conductive carbon brushes, which are spring-loaded to press against the rotating commutator. This design allows electric current to travel from the motor terminals, via the brushes to the commutator and then on to the coils, or windings.

Each coil of wire is connected across two of the commutator’s segments.

In simple motors, the commutator typically has three segments, in which case there will also be three coils of wire.

The bearings holding the axle may be of the plain type, typically made from lubricated and sintered bronze (sintered means formed from a heated powder). Higher quality motors often use ball bearings, as shown in our diagram.

A motor with three commutator segments is said to have three poles.

Brushed motors always have an uneven number of poles (often three) to ensure self-starting.

Next Time Next time, I’ll show you another inspirational model, and I’ll continue with my electric power systems column.

I also want to include some U.S. modelers’ aircraft. I’ll share anything from an ordinary club model to a specialized, purpose-built airplane. You can reach me at: andrew@gibbsguides.com

This disassembled Speed 600 motor is so well made the end cap had to be chiseled off in order to separate it from the case!

The parts of this disassembled Speed 600 brushed motor are all clearly visible here.

The armature is in the foreground.

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THE DRONE UNDERGROUND FPV PILOTS AND AMATEUR DRONE ENTHUSIASTS ARE BANDING TOGETHER

BY Lucidity In local coffee houses and city parks, lonely FPV pilots and amateur drone enthusiasts are banding together to share the hobby that they love—and to shape the future of a movement that will change the world.

The members of Team Grey Goose: Kevin Vertucio, Leif Jensen, Steve Cohen, Mike Chidlovsky—also lead the New York City Drone User Group (NYCDUG).

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Chad Frazer joined the North Tex as Drone User Group (NTDUG), and eventually stepped up to help lead the organization, after struggling to master the intricacies of FPV flying on his own.

T

he first FPV pilots were solitary creatures. They sat hunched over their work benches, attempting to decipher badly translated manuals for Chinese video transmitters intended for use in wireless security systems—hoping that their labors might one day afford them a glimpse of the world from above. If they communicated with each other at all, it was through furtive messages exchanged on the fringes of RC flying forums.

However, it was impossible that this situation would endure—at least according to the Greek philosopher Aristotle. More than 2,000 years ago, he wrote that: “Man is by nature a social animal... Anyone who either cannot lead the common life or is so self-sufficient as not to need to, and therefore does not partake of society, is either a beast or a god.”

Being neither beasts nor gods, it was inevitable that a series of chance encounters, friend-of-a-friend connections and online contacts would bring these solitary creatures together. At first, they formed small, local communities that have since grown together into a nationwide movement.

If you want to see the future— or better still, be a part of it—the chances are there is a friendly group of people meeting somewhere nearby in the next few weeks who will be glad to have you along.

THE DRONES TAKE MANHATTAN Steve Cohen, who heads the facebook.com/rcsportflyer

An X8 flying wing built by Chad Frazer for the specific purpose of assisting in search and rescue missions. Notice the bright, high-contrast paint scheme to aid in visual detection of the aircraft.

New York City Drone User Group (NYCDUG), recalled how he first met some other amateur drone enthusiasts in his community.

“It all came about very organically,” he said. “After trying several flight controllers over six months, I’d begun to get involved with the OpenPilot community. We quickly realized that about five or six of us lived within an hour’s drive of each other, so we decided to meet up.

We continued getting together, and this was about the same time Team BlackSheep’s antics were getting some negative feedback— leading a group of guys in Chicago to call themselves ‘Team White Llama.’ We jokingly called ourselves ‘Team Grey Goose’ and the name stuck.”

Then, at the Drone and Aerial Robotics Conference (DARC) held in October last year at New York University, he met Timothy Reuter, who heads an umbrella group called the Drone User Group Network (DUGN).

“He told me about a group called NYC Flying Robots. It had a fairly large membership—about 400 people, or so—but it hadn’t actually done anything in terms of meet-ups, build-ins or social events for more than a year,” Cohen said. “The interesting thing was the membership was continuing to grow, in spite of the lack of activity.

That said to us there was clearly a demand for this type of community

here in the area.”

Cohen took over the leadership of NYC Flying Robots and re-launched it as NYCDUG. “It’s still pretty informal at this point,” he explained. “We have a MeetUp.com group that is rapidly closing in on 500 members. People can join at no cost.”

About 1,500 miles away, in Dallas, Texas, Chad Frazer still remembers how difficult it was to get started as an amateur drone builder and pilot working all alone.

“I had toiled for almost a year trying to learn this stuff,” he said.

“I felt so isolated, even with the DIYDrones.com community at my fingertips, no one on the forums seemed to be in the Dallas area.

“It was so lonely! It got frustrating, too—and there was only so much of this hobby that my wife could take!”

Frazer eventually stumbled across the North Texas Drone User Group.

After the organization’s former leader had to step aside to deal with unrelated issues in his personal life, Frazer teamed up with Romeo Espana and Tony White to keep the club together.

“Now, for me, it’s about sharing as much knowledge as I can,” said Frazer. “Networking is a type of power in itself. The more people who join the club, the more buddies I have that I can go flying with, the better job we can do resisting any bad reputation that drones have.”

It was that same sense of isolation that led Scott Edwards to start RC-SF.COM

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PDXDrones in Portland, Oregon.

“I earned my private pilot’s license in Southern California,” he said.

“When I moved up to Portland, I wanted to find a hobby that was less expensive but still combined my love of flying and technology. I wanted to learn more about FPV flying, but I couldn’t find any groups that were doing it locally—only traditional RC flying clubs—so I decided to start my own.”

LIGHTS, CAMERA, DRONE! For Mike Rivard, who leads the Los Angeles/Orange County Drone User Group, it was the possibility of using this technology to capture imagery for film and television productions that first captured his imagination.

“I didn’t have any experience with RC flying before I got into this,” he said. “I got interested when I met one of my neighbors who was an extreme RC guy who built and flew $25,000 RC jets that flew at over 300 miles per hour.

“We began looking at commercial applications, not knowing about the FAA’s position on drones at the time. My neighbor showed me a video of an Aussie sitting on his deck outside his home, flying FPV around his property and flying through his house! That video just blew me away and set me off to see if I could utilize this technology in movies, TV and commercial productions.”

Rivard launched a company called “RadFlight” in February 2011 and made his public debut at the Cine Gear Expo in Los Angeles four months later.

“We were flying a Droidworks SkyJib 8 with a Photohigher AV200 gimbal carrying a RED Epic camera,” he recalled. “We were the talk of the show because no one had ever done that in public before.”

For Rivard, the suggestion to launch a local community for drone enthusiasts came from Reuter at DUGN. “After a 30-minute conversation with Timothy, we realized we were kindred spirits,” he said. “We even agreed that the word ‘drone’ was not a bad word, just a misunderstood word—and the only way to change

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At a recent meeting of PDXDrones in Portland, Oregon, held in a neighborhood coffee shop, Reuben Bray shows Dave Killion his carbon fiber hexacopter.

that was to use it as much as possible.

“We both believe that even though we call them UAVs or UASs, the media will always call them drones. The word ‘drone’ is not going away, so all we can do is try to give people a new perspective on what it means.”

Reuter subsequently asked Rivard if he would be willing to take on the challenge of founding a local group, and he agreed.

“I believe the power of our network is that it can be a voice for the amateur drone user, as well as demonstrating to the media and the public that drones can be a good thing in our lives and fulfill many important, even life-saving, tasks.”

JOINING UP Right now, there is an extremely high level of interest in FPV flying, both among current hobbyists as well as people with no background in RC flying, who are intrigued by the possibilities of this new technology.

There is so much interest, in fact, that the Academy of Model Aeronautics (AMA) is rolling out an entirely new membership category to better serve this community.

According to the leaders of these local user groups, that enthusiasm is also visible on membership rosters.

“We had a small mention in the

NY Post in December, and we had two or three people a day signing up after that,” said Cohen of NYCDUG. “In the first two months of my involvement in the group, I’d say we saw a 15 to 20 percent increase in overall membership.”

In Portland, Edwards estimated that the membership of PDXDrones—a frequent haunt for the Roswell Flight Test Crew—is growing at a rate between 5 and 10 percent per month. A thousand miles to the South, in Los Angeles, Rivard is also seeing a rapid increase in membership.

“We started the organization in May 2013 and we had 100 members two weeks later,” he said. “By the end of December, we had nearly 230 members and we’re growing every day.”

“Our members find us through MeetUp.com, online forums, search engines and through their friends.”

Frazer also reported daily growth in North Texas, adding, “I’d say that word-of-mouth is our biggest source of new members. I also printed up some decent business cards and I’ve given them to local hobby shops to pass out.”

“When someone buys a drone, like a DJI Phantom, one of our cards goes out the door with it. Also, some people find us via Internet searches, the same way I found DIYDrones. twitter.com/rcsportflyer

com.”

All of these local leaders agree that finding a group of drone enthusiasts in your community is the best way to get started.

“You will learn a lot faster if you join a group,” said Frazer. “There is so much to learn, and picking one specialty—like payload, or mission planning, or airframe construction— is easy to do. Talk to as many people as you can, join DIYDrones.com for sure, then grab some popcorn and just get lost in the forums.

“Be very careful not to believe everything you see on line, however.

Some of the ideas on the forums are bad, and others are flat-out dangerous. Join a reputable group in your own community and they’ll help get you started on the right foot.”

Cohen warned against becoming overwhelmed as a new person just

Even during the winter months when bad weather and fleeting daylight make fly-ins a challenge in Oregon, one of the most popular activities at meetings of PDXDrones is showing off new aircraft— in this case, a small quadcopter equipped with a 5.8-GHz video transmitter and high-intensity LEDs for pilot orientation.

DRONE USER GROUPS: PAST AS PROLOGUE? As I’ve said many times before, I believe the rise of FPV flying and personal drone aircraft are to model aviation what the World Wide Web was to computers. Before the Internet achieved mass acceptance via the web, computers were largely the domain of hackers, academics, industry specialists and nerds.

We are witnessing the very beginning of that same shift in RC flying, which will ultimately transform it from a toy and a tool for the few to something that no one can imagine daily life without. I think the best uses of this technology have yet to be contemplated, yet alone understood or implemented.

If you’re old enough, think back to the days of dial-up Internet connections and the wail of your 28.8K modem.

Sitting there, waiting for Netscape to begin the tedious process of pulling animated .GIFs across your phone line, could you have even conceived that 20 years hence an application with the unlikely name of “Twitter” would be toppling autocratic regimes in the Middle East?

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Other than the fact that it’s going to be awesome and a little bit frightening, none of us knows where this path is going to take us—but I have no doubt that we’re on that path.

That was brought home to me yet again as we were researching this story.

Techinstein mentioned to me how much these “drone user groups” cropping up all over the United States, and beyond, reminded him of the “computer user groups” of his youth.

He told me these groups would get together once every month or two at a public location, like a local library.

The group’s leaders would make a few introductory remarks, then hand off to one of the group’s members, who would give a talk about their current project or some facet of the technology with which they were especially familiar.

Sometimes, a special guest would be invited to attend, like a representative from Intel that was eager to show off the new 286 chip. After the presentation had ended, people would gather around and take a look at other people’s projects, ask questions and enjoy the

company of people who shared the same esoteric interests.

If you replace the C64s and the TSR80s with tri-copters and circular polarized video antennas, that description would work just as well for a PDXDrone meeting that we attended last week. As Mark Twain once observed, “History doesn’t repeat itself, but it does rhyme.”

Local Drone User Group Network Affiliates • Dayton, Ohio • Fairbanks, Alaska • Liverpool, England • Los Angeles and Orange County, California • Mexico City, Mexico • North Texas; • Phoenix, Arizona • Portland, Oregon • San Diego, California • San Francisco, California • Savannah, Georgia • South East Queensland, Australia • Washington, D.C. For additional information about DUGN, or how to start a chapter in your area, visit the organization’s website: www.dugn.org

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starting out: “Digest information in small portions. We are using seemingly simple machines but the underlying technology is complex.

Come out to these events and learn from our mistakes before you make them yourself. First-hand, peer-based knowledge is far more valuable than any .PDF user manual— and all of us love to share.”

In a scene reminiscent of the computer user groups that met 30 years ago to discuss the merits of Amiga computers and floppy disks, Ben Lester leads a discussion on how to build a successful FPV system at a recent meeting of PDXDrones in Portland, Oregon.

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DRONE PRIZE UPDATE

As originally featured in the January issue of RC Sport Flyer magazine, the Drone User Group Network (DUGN) is offering a $10,000 cash prize for the individual, group, team or organization that can best demonstrate the positive, socially beneficial use of a drone costing less than $3,000.

Since that issue hit the newsstands, there have been several important updates to the contest, beginning with a name change. Moving forward, it will be referred to as the “Drone Social

Innovation Award.” Also, in response to the large number of teams interested in submitting entries, the deadline has been extended to June 20, 2014. Finally, Nexa Capital Partners, LLC, has come forward to sponsor the contest.

What has stayed the same is the overall goal of the project: to use your home-made drone in partnership with a community group, non-profit organization or local government agencies to help it achieve some goal that would be too expensive or even impossible to accomplish without a drone.

Participating teams are required to submit a two- to four-minute YouTube video that describes their project, as well as a brief written summary. For complete information, visit: www.dugn.org/prizes.html

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COLUMN HOW TO

HELICOPTERS 101,PART 4 GROUND EFFECT AND ROTOR HEAD DESIGN

BY Dave Phelps OUT-OF-GROUND-EFFECT HOVER

This is a review of our last installment. This illustration shows airflow in an out-of-ground-effect hover. Induced flow caused by the airflow moving downward reduces the angle of attack, meaning more power is used to keep it flying. Rotor tip vortices form around the tips of the blades and remain behind for several revolutions. This creates a lot of turbulence around the tips of the blades, which interferes greatly with their ability to produce lift.

L

ast month I wrote about airflow during out-of-ground-effect (OGE) hover. I explained induced flow and rotor tip vortices, and their combined effect on the efficiency of the rotor system. This month, I will detail what happens when we hover within one-rotor diameter of the ground.

GROUND EFFECT Ground effect is a condition of improved rotor system efficiency due to an interruption of the airflow pattern. It is more pronounced the closer the helicopter is to the ground. Increased efficiency of the

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rotor system while operating in ground effect is due to two distinctly different causes.

The first of these is the reduction of the velocity of the induced flow. As the air is being pumped downwards, the induced flow is slowed by the change in direction of the airflow caused by the ground.

The result of the slower induced flow is an increase in angle of attack due to the reduced angle between the relative wind and the direction of rotation. In order to maintain that altitude, the pilot lowers the blades’ collective, resulting in a reduced pitch angle and a corresponding

reduction in the angle of attack. Lift is always perpendicular to relative wind, so when the pitch angle and the angle of attack are reduced, the lift vector becomes more vertical.

Because of the more vertical the lift vector, induced drag is reduced so less power is needed to produce the lift necessary to maintain a hover.

The second reason for the increased efficiency in ground effect is the reduction of rotor tip vortices. The closer the rotor system is operated to the ground, the more the airflow is directed outward as opposed to downward, which has the effect of restricting vortex twitter.com/rcsportflyer

IN-GROUND-EFFECT HOVER

When the helicopter is hovering near the ground, the induced flow is slowed due to the change in direction it must make when it hits the ground. The slower induced flow compared to an out-of-ground-effect condition reduces the angle of attack. Another byproduct of the change in direction of the airflow is that the tip vortices are much smaller and pushed away from the rotor disk more quickly. The result of these two phenomenons is that rotor system efficiency is increased.

generation. There is simply less room for them to form. The vortices that are formed are moved away from the rotor disk more quickly as they are pushed out by the outward movement of the air. The smaller vortices create less turbulence and affect a smaller portion of the rotor disk. It just so happens that the affected portion is also the outermost portion of the disk, the part with the highest airspeed, which is the part that produces the most lift.

Ground effect increases rotor system efficiency up to a height of about one rotor diameter. At a rotor height of one-half-rotor diameter, lift is increased by about seven percent.

At heights above one rotor diameter, the increase in rotor system efficiency is small and decreases to zero at about one-and-a-quarterrotor diameter.

Ground effect is affected by the type of surface. A smooth paved surface will provide the highest level of efficiency at a given altitude.

The rougher the ground, the less the rotor tip vortices are affected.

An uneven surface also does not slow the induced flow as efficiently, so a partial loss of ground effect efficiency can be noticed when hovering over grass, coarse gravel or even water. You’ve likely noticed this when you’ve been taking off or landing your RC helicopter. facebook.com/rcsportflyer

ROTOR HEAD DESIGN In future installments, we will discuss why the tips of the rotor blades need to be allowed to move vertically and in some cases fore and aft. For now we will refer to the movement of the blades relative to the rotor head vertically as flapping and fore and aft movement of the blade tips relative to the feathering shaft, or the horizontal centerline of the hub as lead and lag.

Rigid Rotor System There are three basic types of rotor head design. The first and least common is the rigid rotor system.

As the name implies, the blades are rigidly attached to the hub and main shaft, so the only mechanical motion provided for the rotor blades is feathering. Any vertical motion of the blade tips, caused by flapping or tipping of the rotor disk relative to the main shaft and fuselage is achieved by flexing the blades. There is also no provision for lead and lag.

This type of rotor system would seem to be the best as it makes the fuselage and the rotor disk operate as a single unit. It is certainly the most responsive. But like just about everything relating to helicopters, it’s not that simple. This type of head design requires the blades be very flexible, light and at the same time, extremely strong. The flexing puts

tremendous loads on the blades and the resulting need for light weight, flexibility and strength puts demands on designers and manufacturers that are usually too costly to overcome.

The light weight of the blades also has a negative effect on autorotation.

When it comes to helicopter design, nothing happens in a vacuum.

Semi-Rigid Rotor The second type of rotor system design is called the semi-rigid rotor.

This design features two rotor blades rigidly attached to the hub similar to a rigid system, but the hub is not rigidly attached to the main shaft. It is suspended using trunnion bearings that allow the entire rotor system to move independently of the rest of the helicopter, in a sort of teeter totter arrangement. Flapping is achieved through the trunnion bearings. There are no provisions for lead and lag with the semi-rigid design.

The advantages to the semi-rigid system include its simplicity and its low cost to manufacture and maintain. The main drawback to this design especially for RC helicopters is it cannot be allowed to operate at a lower aerodynamic loading than about one half positive (+0.5) G. With the semi-rigid system, the fuselage hangs below the rotor system and is free to move, much like a pendulum.

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Because of this pendular action, the rotor system must always be positively loaded to ensure the fuselage remains suspended more or less perpendicular to the rotor disk, essentially causing it to follow the rotor disk’s lead. If the load is allowed to approach zero G, the rotor disk and fuselage tend to want to fly in different directions. The informal name used to describe the angle formed between the tip path plane and the main shaft associated with semi-rigid systems is “the angle of the dangle.” (Bet you thought you’d only see terms like “semi-rigid” and “angle of the dangle” used together in a late-night TV commercial. Never in a quality model aircraft magazine.)

Where was I? Oh yeah. For example, from level forward flight, the pilot applies forward cyclic and lowers collective pitch, which tilts the rotor disk forward and unloads the rotor system due to the reduction of lift needed as the helicopter starts a descent. But the fuselage no longer being affected by the movement of the rotor disk, responds to the law of physics that says it will want to continue moving in its original direction. This combined with other aerodynamic forces (which I will address in later installments) causes the fuselage to roll and pitch nose up. The pilot sees this and applies more forward and lateral cyclic to overcome the movement of the fuselage. This action is in vain because the fuselage isn’t following the tip path plane anymore, which further exacerbates the angle of the dangle phenomenon. Depending on the design, the resulting condition in which the tip path plane and fuselage are moving in vastly different directions can have catastrophic effects.

Early models of the full-scale AH-1 Cobra and UH-1 Huey employed semi-rigid systems.

The rotor hubs installed on these helicopters have an oval hole in

INCREASED LIFT IN-GROUND-EFFECT

This graph shows how proximity to the ground affects rotor system efficiency. At a height of one rotor disk or more above the ground, ground effect diminishes to almost nothing. Ground effect is greatest over a flat, paved surface. The rougher the terrain under the helicopter, the more ground effect efficiency is reduced.

EFFECT OF GROUND PROXIMITY AT A CONSTANT PITCH ANGLE

This illustration shows two identical airfoils at a constant pitch angle. The bottom airfoil is closer to the ground and is operating in a slower induced flow speed. The slower downward flow reduces the angle of attack, and because lift is always perpendicular to the relative wind, the lift vector becomes more vertical. This results in reduced induced drag, so less power is required.

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RIGID ROTOR SYSTEM

The rigid rotor system relies on blade flex for vertical flapping of the blade tips.

This is a design reserved for only the highest performance helicopters because of the difficulties of manufacturing and maintaining rotor blades capable of handling the rigors of rigid rotor flight.

SEMI-RIGID ROTOR SYSTEM

The semi-rigid rotor system uses a trunnion bearing in the center of the hub to allow the blade tips to flap. The blades are rigidly attached to the blade grips and the blade grips to the hub. The only movement of the blades mechanically allowed for relative to the hub is feathering.

FULLY ARTICULATED ROTOR SYSTEM

The fully articulated rotor system has the hub rigidly attached to the mast and uses hinges at the blade grips to allow the blade tips to move vertically as well as fore and aft. This vertical motion is called flapping. RC helicopters allow for flapping through a little slop in the blade grip bearings and by slippage of the blades in their grips. Flapping action is further enhanced by suspending the feathering shaft by rubber dampers within the hub.

the center with trunnion bearings installed on the top surface, so that the mast comes through the hole and the hub is suspended over the top of the mast or main shaft. The splined nut used to secure the hub to the mast is affectionately called “the Jesus nut”. It is so-called because of the words used by maintenance personnel as they try to remove it or facebook.com/rcsportflyer

torque it to specs.

The rotor system is free to move independently of the mast until the movement becomes so great the bottom edge of the oval hole comes into contact with side of the mast. If the maximum angle of the dangle is exceeded and the hub and mast are allowed to touch, the result is called “mast bumping” or in the case of the

Cobra, “mast bump”, because you can only perform this trick once. The result usually is that the rotor disk and fuselage part company.

Fully Articulated Rotor System The third design is the fully articulated rotor system. With this setup, the hub is rigidly attached to the main shaft and the blades are RC-SF.COM

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COLUMN

HELICOPTERS 101, PART 4

LEAD AND LAG

The fore and aft movement of the blade tips associated with the fully articulated rotor system is known as lead and lag. Our RC helicopters allow for lead and lag by slippage of the blade roots in their grips

This photograph shows the pickup points on the mixing lever. Mine is currently set to the inner hole, which is the more stable of the two. Moving the ball link to the outer hole really speeds up the responsiveness of the helicopter. Moving the flybar weights in or removing them entirely speeds things up even more.

The Blade 500 3D by E-Flite is the heat.

These photos were taken with the wind blowing about 10 knots. I wouldn’t even get my micro helicopters out of the car on a day like this, but the 500 3D is all but oblivious to this level of wind. Bigger is better.

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attached to the hub with bearings and dampers that allow the individual rotor blades to move independently of the hub both vertically and in lead and lag. This is the design that is usually seen on rotor systems employing more than two blades.

RC Helicopter Rotor System The rotor system design most commonly used on single rotor, two blade RC helicopters is a hybrid of the semi-rigid and fully articulated designs. The feathering shaft is suspended by O-rings or dampers instead of being either rigidly attached to the main shaft or hinged with trunnion bearings, so some movement is allowed similar to the semi-rigid design. Although movement is not completely prevented, in flight it acts more like the hub is rigidly attached to the main shaft.

The blade grips are not attached to the hub with hinges that allow flapping, but they are also not rigidly attached. Vertical movement of the blade tips is allowed by slop in the blade grip bearings, the feathering shaft dampers and slippage of the blades in the grips, while lead and lag is allowed by the blade roots slipping in their grips. The combination of the feathering shaft dampers and the slop and slippage at the blade grips forms in essence what flies most like a fully articulated system, but having a static design that most resembles a semi-rigid system.

SOURCES

Where do we go from here?

In the next installment, we’ll see more stuff you didn’t even know you wanted to know. For example, how centrifugal force and the movement of the blades relative to the hub affects hovering attitude. We’ll also look at other factors that affect Horizon Hobby 4105 Fieldstone Road Champaign, IL 61822 Phone: 217-352-1913 Horizonhobby.com Thunder Power 4720 W University Avenue Las Vegas, NV 89103 Phone: 702-228-8883 Thunderpowerrc.com facebook.com/rcsportflyer

hovering attitude and what effect the tail rotor has on all of this.

Until then, be safe and remember to always take your time and do a

BLADE® 500 3D

If you have already mastered hovering and forward flight, or if you have access to a helpful helicopter pilot and want to start with something you can grow into, the Blade 500 3D is the “bomb.”

As delivered, the 500 3D Bind-N-Fly Basic is an incredible value. Coupled with the recommended 6S 2900mAh battery and a DSM compatible helicopter transmitter, this helicopter can be tame enough to be a great trainer.

With a little bit of time and a few dollars invested, it can be tweaked into a mid-sized 3D beast. The mixing levers on the blade grips have two different pickup points available for flybar attachment. When the balls are moved to the outer locations and the flybar weights are moved all the way in or removed entirely, cyclic responsiveness and sensitivity are kicked up substantially. E-Flite® offers a 13-tooth pinion gear to replace the standard 12-tooth pinion. That option increases the head speed, and when coupled with a high C battery, like the Thunder Power G8 6S 5000-mAh 70C, can really crank up the rpm. This level of adjustability gives the pilot an incredible range of flight capability, the kind of range usually found only with flybarless systems that cost much, much more. Even though it has a flybar, you’re not leaving much on the table with this flybar system.

I may be in the minority here, but it is my opinion a flybar equipped helicopter is superior to a flybarless system for learning to fly. The fact that a flybarless system gets it’s stability from gyros that get their input from fuselage movement rather than the tip path plane means that operating a flybarless helicopter in a light-onthe-skids condition can be a challenge.

Seeing as a lot of the time spent learning to hover is in this condition, it becomes obvious (to me anyway) that a flybar system is the way to go for pretty much anyone whose skills

thorough preflight. These things can do a whole lot of damage in a very small amount of time if you give ‘em half a chance. Murphy’s Law applies.

are not quite up to nose-in hovering yet. Another factor concerning flybarless systems is the complexity of radio programming and adjustment of the gyros. Not to mention the added cost of those components. A rookie pilot has enough to learn in setting up pitch curves and just learning how not to hit the ground without adding the stress of learning complex radio and gyro programming techniques. This is just my two cents worth about training helicopters and high-tech equipment.

E-Flite specifically states that the Blade 500 3D is only for pilots that are experienced with collective pitch helicopters. I would agree with this unless you have an experienced pilot friend that can help you set up the radio and get it trimmed out before you attempt to fly it. Slap a pair of crossed carbon fiber tubes with wiffle balls on the ends onto the landing gear, and you have a really nice trainer with the ability to grow with you for quite some time—bigger is better too. A larger machine is easier to see, fly and learn with. It is also much less affected by wind, so the time wasted waiting for flyable weather conditions is reduced significantly.

I don’t mean to gush, but this really is one heck of a lot of helicopter for $250, not a lot more (even with the added expense of a battery) than many much less capable training machines half its size. You would be hard pressed to buy the radio components alone for much less than for what Horizon is selling this machine. One of the best things it offers as a trainer is that most replacement parts are cheap and widely available. Back that up with Horizon Hobby’s unparalleled customer service, and you almost can’t go wrong.

It’s worth mentioning that the word on the street is that once Horizon’s current stock of these machines is gone, they’re gone. Don’t get caught flat-footed looking at “discontinued item” instead of “$249, in stock” on Horizon’s website when you decide to get one.

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MERIDIAN

DISCOVER A NEW EVOLUTION WITH THIS 10-CC LOW-WINGER

BY RC-SF Staff

This low-pass for the camera person shows off the attractive color scheme and nice design lines of this low-wing gas-powered airplane.

W

hen it comes to a nonscale airplane that has attractive scale-like good looks you won’t find a better airplane than the Hangar 9® Meridian. If it were any better looking you’d roll down the window and give a whistle.

That’s because this very affordable airplane has it all! It is a low-wing monoplane, that embraces ailerons, flaps, rudder, elevator and

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throttle control. It is an almostready-to-fly (ARF), so it doesn’t take long to assemble and make ready to fly. And it is powered by an Evolution® 10-cc gasoline-powered engine that turns an Evolution 13x6 propeller. Combine its good looks and power with Spektrum radio gear and you’ll know why we think this is an unbeatable sport airplane combination.

It is truly a exceptional sport airplane that can be flown by experienced pilots, or by novices as an airplane to hone their piloting skills. We found it to be very well mannered in terms of handling and performance. The addition of flaps on this model makes for an aircraft that is easy to take off and to land— and it does so without any flight handling to cause pilot alarm. twitter.com/rcsportflyer

Hangar 9 provides a very complete kit, less the servos, engine, radio gear and batteries. You can get everything you need at horizonhobby.com.

In this photo we’re making a full flap slow pass down the runway. Notice the wide gear stance of this tricycle landing gear type airplane. It makes for excellent ground handling.

FEATURES • Almost ready to fly • Two-piece wing w/ aluminum joiner tube • Tricycle landing gear w/ gear attached to fuselage • Spacious hatch for access to radio gear and EP battery • Pre-painted fiberglass cowl and wheel pants • Pilot figure and instrument panel facebook.com/rcsportflyer

factory installed • Flaps for expanded flight envelope • UltraCote® covering NEEDED • Evolution® 10-cc gas-powered engine • 8-mm muffler extension • Evolution 13x6 propeller • 900-mAh 3-cell LiPo battery • 1100-mAh 6.6-volt 5C LiFe

• • • • • • • • • •

battery pack Spektrum® 3-wire switch harness Spektrum DX6 transmitter AR7010 7-channel receiver Spektrum charge switch (7) A6060 digital servos 9-in. & 3-in. extensions Medium / thin CA Thread locker 15-/30-minute epoxy J-B Weld / ZapGoo RC-SF.COM

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IN FLIGHT You will discover from the minute that you start the Evolution 10-cc gas-powered engine, until you are taxiing the Meridian out on the runway that this is a superb handling airplane. It just does not have any flight handling quirks and performance issues that should keep you from owning one.

What we found is the engine starts and tunes easily. Its electronic ignition performed flawlessly. The engine delivers plenty of power to pull this low-wing sport airplane through the air. It was easy on fuel, so you’ll get good run times. Then too, the motors exhaust note was not overly loud or hurtful to one’s ears. Suffice it to say, the power system is a very good match for this model.

On the model’s first flight the nose gear was not adjusted exactly straight so the model wanted to pull to the right a bit. However, after a tweak to the nose gear the model tracked straight and true down the runway, with only a bit of right rudder needed to keep it running on the centerline. The model took about 100 feet or so to build up enough airspeed for a safe rotation. Note that we had the flaps set at their mid-point position. Then the model climbed away from the runway nicely. We didn’t go crazy on the power, but rather, just climbed the model steadily to trimming altitude.

Once in the air and at a safe, recoverable altitude, the model needed only about three clicks of right aileron to fly straight and level. It is worth noting the model’s center of gravity was set at the manufacturers most aft position, which felt right in the air to us. With it set so, the model did not want to pitch up of down at about 70 percent throttle. Retracting the flaps added noticeably to the model’s airspeed, however, it still handled well in pitch, roll and yaw. There was no big transition from flaps to no-flaps position and vice versa.

The airplane just changed airspeed and flew pretty much without a pitch change. We did, however, have about 10 percent down-elevator compensation programmed into the

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The Evolution 10-cc gas-powered engine is a very good match for the Meridian. Its electronic ignition guarantees starting ease.

This is the manufacturer’s recommended hardware package. Using it makes assembly fast and easy—we recommend it. twitter.com/rcsportflyer

You’ll want to pre-drill the servos’ mount holes and then harden them with CA glue so the screws will keep the servos securely in place.

As you can see the servos attach to the servo well covers. It is quick and easy to do. Just follow the step-by-step instructions.

DX18’s software program.

In terms of aerobatics, this model is very much a sport flyer. It does rolls, but they are compromised by the dihedral in the wing. You’ll need to definitely add down-elevator control as the model transitions to inverted flight. Also, you’ll need to use rudder to keep the airplane flying on a straight line. It will fly inverted just fine, but again you’ll need to use down-elevator control to keep it from diving. Where this model shines is doing big round loops. We enjoyed that the 10-cc engine provides plenty of power for these.

Landing the Meridian is easy.

You’ll want to put the flaps down full, then lower the nose about 10 degrees. The model will track straight and true all the way to the runway.

Once it is near the runway you will feel its wing flying in ground effect,

This photo shows that we are hardening the wood in the control surfaces before we attach the control horns with their wood screws.

Here you see what the flaps’ control system installation looks like. Notice the servo’s arm is positioned to the rear so the flaps will come down to about 45 degrees. facebook.com/rcsportflyer

This photo shows the control system install for the ailerons. Again, notice the servo’s control arm is centered when the control surface is set neutral.

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The covering material must be removed from the horizontal stabilizer before it is glued to the aft end of the fuselage. Be sure to use a sharp #11 blade for the cutting.

so you’ll just pull the power back and let the model settle onto the runway. Truly, this model is extremely easy to land.

Without any wind to interfere it will pretty much land itself once you pull the power back.

The nosewheel is extremely As you can see, the control system install is very clean and effective once the direct. You must use clevis keepers on all the controls to Meridian is on the protect against unwanted disconnects—DO IT! runway, so don’t get excited on The model’s engine install is the rudder control. Simply drive the extremely clean and easy to do. model down the runway’s centerline Notice that the batteries sit up until it has slowed enough that front, just behind the firewall. The you can drive it to your respective fuel tank will sit just above them. taxiway exit.

HANGAR DEBRIEF Without any reservations we can happily say the Hangar 9 Meridian is an excellent sport airplane. It is easy to assemble. It has plenty of power by way of the 10-cc gas-powered engine. The model provides for aileron, elevator, rudder, flaps and throttle control, which makes it a very good transition airplane. Its color scheme also makes it easy to see in the air—a point that must be consider for any RC airplane,

This diagram of the Evolution 10-cc engine shows you how well all the parts and pieces are engineered.

The model fits the Meridian extremely well.

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For our Meridian we used an AR7010, with one satellite receiver. It is held in place with sticky-backed Velcro® tape, which holds it firm against vibrations. twitter.com/rcsportflyer

You’ll need to cut the cowl for the engine’s cylinder and carburetor. We recommend you make a template, mark the cowl and then cut with a Dremel tool.

As you can see, the Evolution 10-cc engine fits into the model’s cowl snug as a bug in a rug. Notice the spinner’s backplate is spaced about 1/4-in. away from the cowl.

Check out the Meridian’s color scheme against the blue sky. It makes this model easy to see in the air, so orientation remains easy at all times.

Look closely at this photo and you’ll see that the Meridian is flying without any up elevator trim. We used the recommended aft CG setting.

You’ll want to lower the model’s nose about 10 degrees for the Meridian’s final approaches and maintain about 10 percent power.

This full-flap landing was done by pulling the power back all the way and then slowing the model until it settled onto the runway.

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SPECIFICATIONS

DISTRIBUTOR

especially one that is targeted at the intermediate pilot that is transitioning to a full-house control airplane. And, importantly, it is a very good flyer, without any control quirks that could otherwise end trajectory. This is likely a model that you’ll want to have in your hangar for a long time.

We’ll also add that if you build this model according to the manufacture’s instructions, use the manufacture’s recommended hardware, set it up properly, program the radio for the recommended control throws and balance it as we have, you’ll get very rewarding flights from this model.

Considering that the Meridian now sells for only $229.99, it is an exceptional value. We say, point your browser at horizonhobby.com and order one today. Better yet, check with the hobby merchandiser in your area and get one today.

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

Wingspan : 69.0 in. (175 cm) Wing area : 880 in.2 (56.8 dm2) Wing loading : 18.3–20.9 oz/ft2 (56.3–65.1 g/dm2) Weight : 7.0–8.0 lb (3.2–3.7 kg) Length : 55.5 in. (140 cm) Engine : Evolution® 10-cc gas Propeller : Evolution 13x6 Transmitter : Spektrum DX6 Receiver : AR7010 7-channel Servos : (7) A6060 digital servos Receiver Battery : 1100-mAh 2S LiFe Price : $229.99

CONTROL THROWS High (+/-) Low (+/-) AILERONS .75 in. (19 mm) .5 inch 13 mm ELEVATOR 1 in. (25 mm) .75 in. (19 mm) RUDDER 1.50 in. (38 mm) 1 in. (25 mm) FLAPS Mid .75 in. (19 mm) Land 1.50 in. (38 mm)

BUILD Assembling/building the 10-cc powered Meridian is quite easy. You must however follow the manufacture’s step-by-step instructions. Also, we recommend you use their recommend hardware package! Doing so, will guarantee a good parts fit and that the model will have the recommended center of gravity position when you are done assemblying it.

You’ll want to be sure to harden all the screw holes in the wood with cyanoacrylate glue. This is very important as a precaution against having the servos and their respective control horns loosening over time, which is to say you want to have control of the model at all times.

Also, be sure to preset all the servo arms’ positions with the transmitter and receiver that you will use in the model. This will assure the model’s controls will have the right travels and directions when you are ready to start the final programming of the transmitter.

We’ve seen other builds of the Meridian where “builders” bashed the kit. Why? If you build this model as per the instructions, with the recommended hardware you will end up with a very well built and nice flying airplane. So, we say again, follow the manufacture’s instructions.

About the most difficult part of this build is cutting the cowling to fit the Evolution 10-cc engine. Even so this is not difficult if you use a pattern and then cut the cowl little by little with a Dremel saw. We recommend you measure twice and cut once. If you follow this procedure even fitting the cowl is not too challenging.

You’ll also want to use a new, sharp #11 razor blade when cutting the covering material on the horizontal stabilizer. Be sure to mark the covering with a pen before cutting. Then cut just inside the line so that no wood is exposed when the horizontal is glued into position.

Clevis keepers are a must too. We often see new-to-the-hobby builders that forgo using keepers on the clevises as well as on the servo wires.

This is a huge mistake! The vibrations that occur when a model airplane is

in flight can and will cause clevises to come undone. The results of such are typically disastrous. So, be sure to use the clevis keepers and servo lead locks.

There are only two other areas of the build that we feel need addressing.

The first is making certain the battery packs are positioned properly behind the engines firewall. Be certain that they are held firmly in place by way of Velcro sticky-back tape. This is extremely important with respect to obtaining the model’s proper center of gravity position, as well as to not having it shift in place. Note too, the model’s fuel tank is positioned such that it sits over top of the batteries when it is installed properly. Second, you must mount the cowl such that the spinner’s backplate has about 1/4 inch of clearance between it and the cowl.

You definitely do not want the spinner touching the cowl during engine running.

Finally, program your transmitter to the manufacture’s recommended control throws. Be sure to use both a high- and low-rate control settings, especially for the model’s maiden flight. If you are new to the hobby and don’t have much programming experience enlist a fellow modeler to help you get the transmitter programmed properly, so you will have successful flights right from the start.

We recommend the aft setting the airplane’s center of gravity position. It was what we used and resulted in no up-elevator trim needed for the model to fly straight and level.

Also, be sure to adjust the nose wheel so the model runs straight down the runway, without need for rudder control. We ended up having to adjust the nose gear at the RC airfield, because we failed to do this before the maiden flight. Remember, check and double-check all the airplanes controls for directions, travels and centers before flying the model. If you’re not using one now, we recommend AeroWorks’ deflection meter too. It is a huge help when setting up a model.

This is an easy build. There is nothing really challenging about it.

Again, just follow the instructions and enlist an experienced builder when necessary.

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

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Alpine Quiet Flyer Adventure June 26 – 29 alpinesoaring.com

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REALFLIGHT 7

GET REAL! REALFLIGHT IS THE INEXPENSIVE WAY TO LEARN TO FLY

BY Wil Byers

I

We got RealFlight 7 with its InterLink Elite controller. The controller is made by Futaba.

Alternately, you can use your transmitter.

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t pretty much goes without saying that beginners crash their airplanes disproportionately to others. It is also obvious to everyone that it is almost always due to a lack of practice and understanding what is happening to the airplane in its myriad modes of flight.

This is where RealFlight must come into the play. RealFlight lets you practice flying RC aircraft, but without the fear of risking hundreds if not thousands of dollars in aircraft hardware and time spent building.

Then too, God knows it has been a difficult winter in the U.S. from the north to south. When you fly RealFlight, the weather conditions don’t much matter, except that you’ll need computer power. twitter.com/rcsportflyer

RealFlight 7 includes some multi rotor machines as well. I found the multirotors to be very nibble flyers.

Note too that you can use your brand of transmitter rather than the InterLink unit, which means you can fly the simulator and still get the feel of your transmitter in your hands, which I think is extremely important if you really want to transition from the simulator to RC aircraft.

FREE INCREMENTAL UPDATES Don’t worry about keeping RealFlight 7 up to date. You’ll get onscreen prompts to install the updates as they are made available by Knife Edge Software. It is easy and quick to do—again, you’ll just a click of the radio button in the software.

RealFlight 7 comes on CD. You’ll also get two adapter cords for connection to your transmitter rather than InterLink Elite.

INSTALLATION You’ll discover that the installation of RealFlight 7 is ‘stupid’ easy. I installed it on a on Mini-Mac that I have at home. It runs a 2.66-GHz Intel® Core 2 Duo processor. The Mac has four gigabytes of DDR3 RAM, and a NVIDIA GeForce 320M 256-MB graphics card. It also has two 500 gigabyte hard drives. Note, the Mac is running windows under a BootCamp® installation.

Once I had Windows® 7 installed on the Mac, I booted the machine up in Windows. The installation of RealFlight 7 from then on was an absolute “no-brainer.” All you’ll need to do is plug in the RealFlight 7 installation CD (my Mini-Mac

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uses a USB connected external CD drive), click the install icon for the Knife Edge Software’s RealFlight 7 program and the installation program will do the rest for you. You’ll need to register both the software and the controller, but the on-screen prompts will step you through the process. Once the software is up and running you’ll be ready to start flying your simulator.

40 FLYING SITES PHOTOFIELDS AND 3D SITES Mega Packs offer 36 additional airplane and 47 helicopters for RealFlight, so you will likely find the type of airplanes you want to fly.

There are five Expansion Packs too.

One of the scenarios lets you do some pylon racing. Here I’ve picked a vintage Bulldog because I wanted to experience the nostalgia of flying a Golden Age airplane—FUN!

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DOWNLOADS You will not run out of airplanes to fly either. Knife Edge Software makes download available FREE from their forums. There you will find user-generate aircraft files, which includes 1,000 plus additional aircraft and flying sites. knifeedge.com/ forums/downloads.php. You’ll likely find some aircraft that are used by some of the best pilots in the world.

In so doing, you can learn about their aircrafts’ control setups and power systems. This makes RealFlight a simulator that is truly a learning tool.

MULTIPLAYER RealFlight 7 incorporates the Multiplayer feature that was introduced a few revisions ago.

When you use it with an internet connection, the flight possibilities become virtually unlimited. In

Here you see that I’m flying this Curtis biplane in a one of the many 3D realistic environments. I’ve also turned on the smoke just for kicks.

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REALFLIGHT 7

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RF7’s true-to-life flight physics makes flying scale aircraft great practice for your clubs next warbird event. You’ll find that the simulations feel very much like an RC airplane.

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The on-screen display in the upper right corner of the display will provide you with information such as altitude, airspeed, rpm, etc.—very nice to see.

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I’ve found I enjoy flying these scale helicopters about as much as any other aircraft in RF7. They are a challenge for me to fly realistically, which is the fun of it!

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This Raptor 90 will test your piloting skills in a big way.

It has tons of power and the maneuverability of the real Raptor 90, so you can learn heli 3D flying.

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Using RealFlight I’ve learned to hover a helicopter upside down, which if you are 64 years old will test your piloting focus and reflexes—give it a try too. Its lots of fun!

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You can use RF7’s popup menu to see the commands at a glance. This is a big plus for you when you are first getting familiar with the simulator.

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Again, I’m using RF7 to practice my aerobatics piloting skills.

What I’m aiming for is to have my reflexes act as if it is second nature for any flight mode of the airplane.

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Setting up your pilot profile is quick and easy. It is accomplished via this popup menu. You can then get your pilot’s license and start flying multiplayer.

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Here I’m practicing my knife-edge flight. Using RF7 I can put in many hours of practice until a maneuver feels very familiar and natural.

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Oops! So much for doing low-level knife-edge passes and not adding power soon enough. This would have cost me about $4000 if I was flying a 33%-scale model.

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You can bungee launch a glider to use the simulator for thermal soaring practice. You can adjust the thermals, wind and turbulence to increase the challenge.

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Here I’m flying the glider in slope lift at a Sierra Nevada site. It is a blast to crank up the wind speed, add some weight to the model and then just go for it!

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You can adjust the flight physics to fit your skill level or the challenge you want to experience. There is even a customize option for setting multiple values.

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If you’re into jets, RF7 has a number to choose from. Also, there are many airfields in the library, so you can pick the one that fits your piloting preference.

multiplayer mode you can connect with your RC flying buddies no matter where they live or the conditions of the weather. Again, you can use it as a training tool by connecting one-on-one with an instructor. Alternately, you can fly combat with an opponent or many. I like the idea of being able to fly with pilots that are better than me as a way to hone my RC piloting skills.

In multiplayer mode you can invite guests, choose sites, aircraft and events, score play by points or facebook.com/rcsportflyer

elapsed time. What is nice about it is that it can all be automated.

To start being part of a multiplayer community you’ll just create your pilot profile for your pilot’s license and you’ll be set to run. It is super easy. Note that if you have trouble with an installation or a set up there is lots of good help at Knife Edge Software’s forums, which are searchable too.

Multiplayer also lets you be part of the RealFlight 7 community—a place to meet and make friends.

TRUE-TO-LIFE FLIGHT PHYSICS You will discover that RealFight 7 has outstanding flight physics.

I’ve been flying RealFlight now for a number of years. RF7 “amps it up” a bit in terms of giving you that feel of flying a real RC airplane. I found that even flying the gliders had the feel of an RC sailplane both in lift and in sink. Note that you can customize all the settings too. You can change the wind speed, turbulence, sun aximuth, thermals, etc. You’ll like that you can fly the models from the cockpit, a RC-SF.COM

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REALFLIGHT 7

Look at the 3D realism of this RF7 scenery. You can even see the rocks in the bottom of the river as well as the ripples on the surface of the water.

chase plane, on the ground and that you can turn on automatic zooming.

You can even pivot the camera view if you should need to do so. The important thing is that RealFlight 7 imparts to you what it feels like to fly RC aircraft of all types and in all modes.

CHALLENGES When you get bored with just flying around the patch in RealFlight you can opt for one of the many challenges it provides. You can fly air races, ring race, do limbo or balloon busts, try spot landing and even use a helicopter to grapple.

I’ve only done the ring racing, but found myself getting hooked on trying to go faster and faster through the rings. Finally, I had to tell myself to get back to doing landing pactrice, as well as honing my knife-edge flight skills.

FLIGHT MODES Truly there are so many ways to fly RealFlight that I doubt you’ll be able to do them all. Even so, Knife Edge Software has built in a headsup display mode, a follow mode, an in-cockpit flight and RF7 lets you have a rewind mode, which is superb because it lets you go back in the flight to see where you made a mistake or flew a maneuver properly—a real training aid!

You’ll enjoy that RealFlight 7 offers True View lighting too, which I think is much easier on your eyes when staring at a computer screen. I think it makes it easier to see what the aircraft is doing in flight as well. It is just one of the many enhancements that have been added to RF7.

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RF7 has many photo realistic sceneries and flying sites as well. This one offers some obstacles that you must fly around as well as waves in the water—FUN.

AIRPLANE DESIGN RF7 is flown by some of the best pilots in the world as a year-around practice tool. As a result, it is likely that you’ll be able to meet some of these pilots in the Knife Edge Software forums.

What you’ll discover is they use RF7 to build custom designs of the airplanes they use for competition.

You can do it too. It is easy and it is fun. Importantly, you’ll be able to learn from the masters how to tweak your simulator model to fly exactly like your RC model.

REALFLIGHT PRACTICE As you’ve heard a hundred times before practice makes perfect. RF7 takes simulator practice to a whole new level. Its quick commands and true-to-life feel make it a musthave tool for anyone that wants to get serious about flying RC aircraft: airplane, helicopter, glider or multirotor. Even using RF7 just 30 minutes a day will put you at the top of your RC piloting skill level in a few short practice sessions.

BUY & SAVE BIG! I’ll wrap this review up by saying buy RealFlight 7 and save yourself a ton of money. This is a simulator that will advantage you in almost every way. Importantly, RF7 will save you possibly thousands of dollars by helping you hone your piloting skills such that you will not make the simple mistakes that might otherwise result in a serious crash. When you consider that RF7 only costs $154.99 with the InterLink Elite controller, it is a steal, no doubt about it.

SYSTEM REQUIREMENTS Minimum Recommended System: Some graphical features may be disabled. Aerodynamic calculations will remain high quality.

Windows* XP, Windows* Vista™, Windows* 7 or Windows* 8 Intel® Pentium® 1.0-GHz or equivalent 512 MB RAM 10 GB Hard Drive Space DVD Drive 3D Accelerated Video with: 32 MB Dedicated Video Memory Full DirectX 9 compliant (Shader Model 2.0 or better) Optimal System: For best graphical performance Dual Core 2.4-GHz CPU 2 GB RAM 3D Accelerated Video with: 512 MB dedicated video memory Multiplayer Requirements: Broadband connection Computer microphone for voice chat InterLink® Elite Controller: USB Port Compatible FM or FM-selectable transmitter (if using the interface mode) Note: The connectors on the InterLink Elite cord and included adapters make the InterLink Elite compatible with the trainer jacks on most Futaba® and all JR®, Spektrum® and Tower Hobbies® systems.

MAC RUNNING BOOTCAMP • • • • • •

Mac Mini w/ Windows 7 2.66 GHz Intel Core 2 Duo 4 GB DDR3 RAM NVIDIA GeForce 320M 256-MB Graphics Card (2) 500 GB Hitachi Sata Drives 27-in. Apple Cinema Display w/ 32-bit color, 2560x1440 resolution • 3 USB Ports

PRICE $154.98 w/ InterLink Elite Mode 2

DISTRIBUTOR

REVIEW

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

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