RC Airplanes | Gliders | Helicopters
Hookup on — Aerotowing
JANUARY 2015
VIKING MODEL 12 280 WIN THE BIPLANE BATTLE
Stunning!
Messerschmitt Bf 108 3-view drawings
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Victoria, BC Air Show One-of-a-Kind Waco Graupner mz-18 Tx Molding Balsa Tips USA & CANADA $6.49 PowerBox iGyro Horten Ho 229
RC-SF.COM
EVENT
13TH ANNUAL
VICTORIA’S LARGEST LITTLE AIRSHOW HOW VICTORIA’S RC MODELERS HAVE RAISED OVER $200,000 FOR CHARITY! BY TOM WOLF
T A key promotional tool for the event is a professional-quality event flyer. What makes it great is that it provides the who, what, where, when, and how of the event, so everyone knows what to expect.
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RC SPORT FLYER . DEC 14 / JAN 15
he Victoria RC Modelers Society (VRCMS) has put on a radio controlled aircraft airshow every summer for the last thirteen years, as a fund-raiser for two local charities: C-FAX Santa’s Anonymous and the Saanich Peninsula Hospital Foundation. The airshow is held at Michell Air Park, VRCMS’s home RC airfield. This year’s show was held August 9 – 10, with excellent weather providing perfect flying conditions for the airshow and very comfortable twitter.com/rcsportflyer
Residents from local nursing/assisted care facilities were hosted on Friday afternoon, during the practice / dry run for the airshow. The residents seemed to have a particularly good time.
The aircraft static display was set up under three very large tents. A good number of very high quality aircraft were on display, with VRCMS members available to answer any questions.
conditions for the spectators. Mike Scholefield is the event director for the annual airshow and he is supported by a large group of event workers drawn from VRCMS membership, member’s wives, partners, and friends. His team has fine-tuned their efforts to ensure a highly successful, smooth-running event. Planning for the event starts early, usually seven to eight months ahead of the airshow. There is local newspaper, radio and television coverage leading up to the event, as well as coverage during the event. The airshow has a Facebook page to provide timely information about the air show, including real-time posts to capture the action. The club does a superb job of promoting their event as a way to have fun and raise money. rc-sportflyer.tumblr.com
Jack Lowe had his beautiful 1/5-scale DH Mosquito Mk35 “F” for Freddie on display all weekend. Jack is a member of Victoria RC Modelers Society.
LARGEST LITTLE AIRSHOW The Largest Little Airshow is run similar to a full-size airshow, with aircraft on static display, nonstop scripted airborne action, a wide variety of interesting aircraft performing airshow routines, and a top-notch air show announcer to provide the audience with interesting background information regarding what they are seeing. There are activities for the kids, such as face painting, and informational booths for local organizations such as the local aviation museum and the Saanich Peninsula Hospital Foundation. The Victoria Flying Club also had a booth so that anyone interested in learning to fly full-size aircraft could obtain information about how to get started. VRCMS has consistently drawn large
crowds to each of their airshows, with some spectators showing up 90 minutes or more before the scheduled start of the show to stake out a prime, front-row seat. Many spectators spend the entire day at the airshow, which runs from 10 a.m. to 4 p.m. each day. While the airshow is on Saturday and Sunday, Friday is a practice/dryrun day for the airshow participants. VRCMS invites residents from local nursing/assisted care facilities to the airfield on Friday afternoon for a preview of the air show. This allows the residents to be close to the aircraft pit area and to be able to have conversations with the airshow pilots without having to deal with the crowds that show up during the formal show. Sunshades are placed RC-SF.COM
15
BUILD
DECATHLON FUSELAGE, PART 2 ITS A BASIC BOX YOU’LL BE BUILDING
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he basic box for the fuselage of my Dynaflite Super Decathlon has been framed in the previous issue. In this installment, I will show you how to mount a wing, install an engine and fuel tank, and add the upper and lower sheeting. This model is old-school design at its best, and I believe that you’ll enjoy following along. I use Bob Smith Industries (BSI) Insta-Cure + medium cyanoacrylate (CA) adhesive for most of my models’ basic constructions. Insta-Cure thin CA and Maxi-Cure thick CA are also used where needed. When epoxy is called for, BSI Quik-Cure (5-minute), Mid-Cure (15-minute), and Slow-Cure (30-minute) are my choices.
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It’s easiest to fit the wing to the fuselage before the sheeting is added to the fuselage top and bottom; it makes measuring easier when the fuselage can lay flat on the bench. Because the wing is made up of two panels joined at the center, you’ll find the centerline makes an ideal point at which to begin the alignment procedure. Insert the aluminum joiner tube and slide the panels over it, making sure the panels press together tightly. Use tape to hold them together if they feel even the slightest bit loose. Insert the two dowels into the wing panels, then lay the wing over the saddle with the dowels extending into the corresponding holes in the forward
This installment picks up with the basic box for the Decathlon fuselage framed, now ready to fit the wing, engine, and fuel tank, and receive the upper and lower sheeting. RC SPORT FLYER . DEC 14 / JAN 15
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BY JEFF TROY
cabin bulkhead. Cut a 6-ft length of non-stretch string, such as dial cord from an electronics store or Kevlar® line from a fishing supply shop, and tie one end to a large T-pin. Fold a piece of masking tape over the opposite end, and draw an arrow on each side of the tape. Now insert the pin at the exact center of the fuselage’s tail, drawing the other end of the string forward across the centerline of the wing. It should be easy to see whether the wing is correctly positioned side to side. When the centerline of the wing is in line with the string, you’re nearly finished. Double-check the job by extending the string to the end of one wing panel. Don’t go all the way out
How about a way to fit a wing in three easy steps? First, use a string from the tail that passes over the wing’s centerline to gauge the right/left alignment. twitter.com/rcsportflyer
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Next, double-check your centering job by running the string to the last rib of one wing panel. Measure where the rib and sheeting meet the leading edge, not the tip.
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Finally, run the string from the tail to the same point on the opposite panel. Adjust the wing as necessary until the tail-to-rib distance is the same for both panels.
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Join and install the 3/32-in. rear deck sheeting with medium CA. Hold the bar sander at an angle to prevent gouging, and sand the sheeting flush with the fuselage sides.
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Four die-cut, balsa spines are laminated to form two pieces. These are installed over the rear deck sheeting, where they create a convincing mimic of the full-scale Decathlon’s fuselage stringers.
to the tip because there are always variances in the way a tip is shaped and sanded. Instead, run the string out to where the wingtip block meets the last rib, and where the block and sheeting meet the leading edge. This point should be the same on both panels, so slide the tape strip down the line until the arrow hits that measuring point, then lightly pinch the tape around the string. Run the string to the same point on the opposite wing panel and the arrow mark should be at the same point. Adjust the wing as necessary until the distance from tail to tip is the same for both panels. Tape or pin the wing to the fuselage in its correct position, and drill two 3/16-in. holes through the trailing edge of the wing and into the hardwood block at the rear of the fuselage. Hold the drill at an angle that matches the angle of the upper wing sheeting so the wing bolts rc-sportflyer.tumblr.com
seat flat against the wing when they are tightened. Remove the tape or pins and remove the wing from the fuselage. Run a 1/4-in. drill through the holes in the wing, but not through the block in the fuselage. The holes in the block must be threaded with a 1/4-20 tap. Run the tap through at least twice to be sure the threads are cut cleanly, then apply a drop or two of thin CA to harden the wooden threads. Let the CA cure, and run the tap once again. Place the wing over the saddle again, and add the two plywood plates at the trailing edge of the wing. Remove the wing again, and working from the bottom of the wing, run the 1/4-in. drill into the previously drilled holes and through the newly added plywood plates. Fit the wing over the saddle again, and use the 1/4-20 nylon bolts to secure the wing at the trailing edge. If you find the 1/4-in. holes to be a bit too snug, you can
open the holes slightly with a 1/4-in. rattail file. Pull the wing and set it aside until the next installment; there’s still more to do with the fuselage. The top and bottom fuselage sheeting is done with 3/32-in. balsa cut from 3-in.-wide sheets. Cut the cross-grain pieces for the rear deck slightly oversize, and butt-glue them together with medium CA. Do this over a sheet of parchment paper to prevent the balsa from sticking to the work surface. Fit the finished sheet over the rear of the fuselage, making sure the edges of the sheeting extend over the fuselage sides. After you’re satisfied with the fit, apply medium CA to all the contact points and lay the sheet back down over the deck. Flip the fuselage on its side and use coarse sandpaper on an Easy-Touch Bar Sander to flush the deck sheeting with the fuselage sides. You’ll find it best to hold the sander at a 45-degree angle to help prevent chipping and RC-SF.COM
25
BUILD
1941 WACO SRE S/N 5155 NC-58785
THREE AND ONE HALF YEARS MAKING IT SCALE — FUN! BY R.B. KINCAID
L
et me start by saying that my 1941 WACO model is a copy of Mr Al Womack’s 1941 WACO SRE S/N 5155 NC-58785 full-scale airplane, which is hangared in Jackson, Louisiana. I was inspired by Al’s beautiful airplane to build my 138-
in. wingspan WACO. I wanted to make it as nearly to exact scale to NC-58785 as a modeler possibly can. It has taken me 3.5 years to do so, but it has been a true labor of love, and quite a bit of good ole fashioned patience to recreate the WACO.
WHEN My project really started in 2011 when my wife and I went to Jackson to see the airplane firsthand. During that trip, and by way of Mr Womack’s generosity, I spent many hours photographing and measuring his
This is the full-scale airplane that I modeled. It is owned by Mr Al Womack. It is a 1941 WACO SRE that he keeps in Jackson, Louisiana.
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Here you see my WACO making a landing approach after its maiden flight at Mac Hodges airfield in Americus, GA.
Dino DiGiorgio maidened my model. Here he is taxing it back to the pits for a refuel and some more air time.
This was just after the model touched down. It was also when I started looking for my car keys to take the model back home!
airplane so I would have a good documentation package from which to build my model. When I was done, I was loaded with all the information I felt I needed to reproduce his airplane as my model. It is because of Al and
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his wife, Sydney Womack, that my project has been a success and is a miniature of Al’s. WHY When I was only 15 years old I was
This was the start of my project — the right wing is getting built over my set of plans.
rc-sportflyer.tumblr.com
I’m measuring the louvers of the full-scale airplane. It is important to get as much detail as possible before a build starts.
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After the ailerons were built I connected them to the servo so I could check the control throws. RC-SF.COM
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BUILD
The Horten Ho 229 V3 has lots of wing area, so its wing loading is not too high. Here I am with it ready to make it maiden flight. As you can see, it is pretty good size too.
Authentic Luftwaffe colors are courtesy of Tamiya® paints. They help the wing look the part of the WWII aircraft it was intended to be, as does the gloss black on the canopy.
HORTEN Ho 229 V3 A TWIN TURBOJET-POWERED FLYING WING BY MARK
O
ne of the worthwhile aspects of this hobby is learning something new; having fun while doing it is an added bonus. I’d say that aerodynamically speaking, I have learned a lot from both reading about and building models of the Hortens’ aircraft. Reimar and Walter Horten were German aircraft designers known for their all-wing designs. They started by building regular models as children, then gradually began removing the stabilizers, rudders, and even fuselages of their models in order to arrive at sleek, aerodynamically efficient flying wings. Reimar, who was the chief designer, had a
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particular obsession with having no “unnecessary” features on his aircraft, including no vertical control surfaces. By the mid 1930s they were creating full-scale all-wing sailplanes, some of which reportedly flew very well. Reimar Horten was influenced heavily by Dr. Ludwig Prandtl, a German aerodynamicist. In 1933, Prandtl published a paper, “The Minimum Induced Drag of Wings,” which indicated, among other things, how flying wings could overcome adverse yaw without needing a rudder. In fact Albion Bowers, Deputy Director of Research at NASA’s Dryden Flight Research Center, spoke of these very concepts at the 2013 AMA Exposition.
MODEL The model I’m reporting on is a design by Gary Hethcoat of Wings On the Web. It is basically scaled-down version of the Arthur Bentley’s scale drawings of the full-scale aircraft. The model uses the same airfoil sections as well as the aerodynamic and geometric wing twist. The Ho IX/229 was a twin turbojetpowered flying wing of which the V2 version initially flew in early 1945. It was certainly an adventurous design and is considered a predecessor to more modern stealth aircraft such as the B2 Bomber. My build is of the Deluxe Kit, which is 1/8 scale, with an 82-in. twitter.com/rcsportflyer
wingspan, and it features molded fiberglass shells over the center section. Both wingspan, the center section framework, and the wings are built up of balsa and plywood. Each wing panel gets its top side built first. Then the wing is laid upside down in a jig cradle after the top is sheeted. The bottom sheeting and spars’ shear webs are added while in the jig to lock in the scale Horten wing twist. It is an unusual twist to say the least! It starts out like normal washout outboard of the wing root, then transitions to a subtle twist in the opposite direction closer to the wing tips. The wings are sheeted with 1/16-in. balsa and glassed using Minwax Polycrylic. High-fill primer was used to ready the wings for paint. That was followed by Tamiya® spray paints in authentic RLM (Luftwaffe Reichsluftfahrtministerium) colors. The elevons are of the Frise design, and there is 12% aileron differential programmed into the radio’s setup. I use a Futaba 7C; Futaba being one of the few computer radios that features aileron differential while in elevon mode. The power system is comprised of HET (High End Technology) brushless 2W20 Typhoon motors, HET 6409 70-mm electric ducted fan (EDF) units, Turnigy Plush 80-amp electronic speed controllers (ESC), and Turnigy 4000-mAh LiPo battery packs in parallel with both ESCs as a 4S2P configuration. I installed retractable landing gear
Exhaust extension tubes are a necessity. They are used to keep the turbulent air away from the tail of the wing, which would cause unstable flight.
on this model — they are Spring Air brand. The all-up weight of the model is eight pounds. I’ve found that extension tubes on the EDFs’ exhausts, while not scale, are necessary for stable flight. If not used, the turbulent EDF exhaust flow disrupts the airflow over the aft section of the wing and causes some serious control problems — like crashing! FLYING The model flies very well once it is in the air. It is generally stable, and not difficult to fly. However, the model
I decided to forego gear doors for the nose gear for simplicity’s sake. The nose gear does retract into the body of the aircraft when it is flight though, so the wing cleans up nicely. rc-sportflyer.tumblr.com
The main gear doors are simply cut out of the lower surface’s epoxy fiberglass skin, which let’s them fit the fuselage very nicely when the gear is retracted. RC-SF.COM
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3-VIEW
MESSERSCHMITT BF 108 DRAWINGS BY HANS-JĂœRGEN FISCHER
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he Treaty of Versailles was signed on June 28th, 1919, exactly five years after the assassination of Archduke Franz Ferdinand, which was the impetus for the start of WWI. Following the signing of the treaty Germany was forbidden from building military aircraft. Never the less, Germany found ways to build an air force. One such method was to create an extensive glider training and design program, which was permitted after 1922. They also built aircraft that were
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tested and flown in the Soviet Union — including the training of pilots in that country. Interestingly, the illegal development of civilian transports was promoted by the likes of General Billy Mitchell, who wanted Professor Junkers to build the F.13 transport, which had maidened three days before the signing of the Versailles Treaty. The first six were ordered for the United States. After 1922 Germany was allowed to design and manufacture commercial aircraft. This opened a floodgate for the brilliant designers, engineers and manufactures to create superb aircraft. One of those designs was the sleek, high-performance Messerschmitt Bf 108. It was a record-breaking sport airplane, which provided the design basis the Bf 109 fighter. The Bf 108 was specifically designed as a two-seater for competition in the fourth Challenge de Tourisme Internationale of 1934. It flew in 1934 under the designation M 37. At the time it was a two-seat aircraft that was powered by a 250 hp Hirth HM 8U inverted-V piston engine that drove a three-blade propeller. It did not win the Challenge, however, it went into production in Augsburg soon thereafter. The Bf 108s set a number of endurance records. Aviatrix, Elly Beinhorn, flew her Bf 108A from Berlin to Constantinople in one day. She had dubbed here 108A the Taifun (typhoon), so Messerschmitt apply named all subsequent production models of the airplane Taifun. The 108A was subsequently redesigned as four-seater touring rc-sportflyer.tumblr.com
aircraft. It was used for military communication, liaison, and ambulance roles. Later Bf 108B versions replaced the tailskid with a tailwheel, and incorporated a 240 hp Argus As 8C inverted-V piston engine that turned a two-blade propeller. A total of 885 Bf 108 aircraft were built, with most being the 108B version. They were initially built by Messerschmitt and later by Societe Nationale de Constructions Aeronautiques du Nord, in France. A Bf 108 was converted to a Bf 108C. It was powered by a 400 hp Hirth HM 512 inverted-V piston engine. An Me 208 variation incorporated a tricycle landing gear.
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47
HOW TO
MOLDING BALSA MOLDING IS NOT JUST FOR COMPOSITES BY ROB CASO
on time”. Sure, I have my to-do lists, my 85-favorite-airplane list, and my grandiose plans to build every one of them, but then you have to factor in the issue of scale. For example, I already have done a “Top 5 must do” airplane — the DeHavilland Mosquito, but since the first two 37-in. models (that’s right, I did two of them) were such good flyers, I just have to build a bigger one. The list goes on! And, I just keep digging myself further down the proverbial hole. This is the original Solidworks® designed fuselage framework, test assembled here using no glue. A rare 1/48-scale plastic kit of the He-51 is in the background.
B
efore I get to this month’s riveting, in-depth article on how to do strange things to an unsuspecting piece of balsa, I feel that I should tell my readers that I am a long time sufferer of “WOMDPWOAHOFTOT”, which is the commonly known acronym for “Working on many different projects without any hope of finishing them
This is the currently proposed scheme for the He51, although I keep changing my mind. It is a very smart looking airplane, me thinks.
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HEINKEL HE-51 Enter the Heinkel He-51. This model has been on the list for years and, to get ahead on this curve, I commissioned a good friend of mine, Scott Shoemaker to do a 1/6-scale, 72-in. model in Solidworks since he is the “guy” when it comes to 3D modeling. Of course, I helped him with the design of the model’s infrastructure, but he did all the heavy lifting in CAD. The parts were then cut on my laser. They were so well done that we were able to mock up the prototype’s interlocking fuselage framework without using any glue. Then the model sat for a few years while I did other projects — see the first paragraph. My real current project is my 130-in. wingspan Lysander, but I am waiting for parts, which is another story. So I decided to see how far I could get in five weeks with the Heinkel. The answer to that question is pretty far, but not far enough as it turns out. No matter, I am pressing on. twitter.com/rcsportflyer
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The laminated rudder post and the curved demarcation are shown in this photo. Getting it to the final shape of the angled bulkhead was very tricky.
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The two-ply lam for the rudder’s LE with the rudder framework shown in the foreground. Structurally, the rudder is built very similar to a small wing.
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The rudder was built on a light ply jig using 1/8-in. rods to align everything. It was critical to have the rudder structure aligned when applying the LE.
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The tailwheel mount for the fully castoring tailwheel — common in WWII aircraft — is shown here. The carbon rod is the stabilizer’s joiner support.
Along the way, as I so often do on these projects, I decided to experiment with some of the aft fuselage parts and maybe learn something new. While the finished product looks like it was easy to do, the empennage area of this airplane was just murder. The reason for this is that the vertical fin is actually an integral part of the aft fuselage and it all must blend together, going from an egg shaped cross section to a vertical sliver at the rudder post. Many of the needed shapes supporting the skin back there are very subtle as they make this transition from round to flat. As a result, if you’re off a little here and a little there, you’ll never make it to the rudder. Hard core scale modelers in the audience will know exactly what I mean and if you look at the photos you will be able to see some of this. Plus, don’t forget, this area is rc-sportflyer.tumblr.com
mostly a hollow, skinned structure and it has to be light because it is way back there. Sure, I could have taken down giant blocks of balsa to create the part, but then I’d have heaviest He-51 in the neighborhood. One last little wrinkle in the full-scale is the curved demarcation between the skinned and the fabric covered surface on the fin, which has to be modeled if you want it all to look right. For this area of the fuselage, there are no less than four formed balsa sections that were fabricated off the model. I did these with easy to make molds. Whenever I work with wood, particularly balsa, it always amazes me how good of a material it is. It has a grain and is therefore a structure unto itself, it is available in widely differing hardnesses and densities, it’s easy to work, glues up nicely and
has the highest strength-to-weight ratio of any wood. It is still used today on modern full-scale aircraft, even with all the foams and carbon stuff available. The first mold I made was for the rudder post on the fin. The real airplane had nested control surfaces in which the curved leading edge (LE) of the movable surface interfaced with a corresponding curve on the trailing edge (TE) of the fixed portion. Setups like this minimize flutter and make the movable surface more effective aerodynamically. These, however, are a pain in the neck to model since the tolerances tighten up as you get smaller and smaller in scale. For the fixed TE on the fin, as well as for the LE of the rudder, I formed laminates of medium 1/32-in. balsa sheet around a wood dowel — four such plies for the TE and two for the LE. The dowel RC-SF.COM
53
HOW TO
AEROTOW AIRPLANES
IT TAKES TWO IN THIS SPORT!
BY WIL BYERS
Michael Gore’s 40%-scale Fafnir was built in Germany. It has a had a few different owners, with Michael being the one that has logged the most hours on it.
This Super Cub was owned by Gene Cope. It was powered by a DA-150 engine. It is an excellent example of a tug that will pull about any sized sailplane.
Sanders Chai is an avid aerotow pilot from the Seattle, WA area. He comes to the Yakima Aerotow event every year to log hours on his sailplanes and gliders — hat needed!
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Michael Gore’s 40%-scale Fafnir vintage glider is caught on final approach to the RC airfield in Pasco, WA. This model has many one-hour-plus flights on it. twitter.com/rcsportflyer
This 30%-scale DG-600 is the type of glider that an intermediate pilot would have good success flying as a first-time aerotow machine.
A
erotowing is a unique facet of RC glider and sailplane flying. Typically gliders and sailplanes are launched by winch/bungee towing or by flying them in slope lift that rises on the windward side of a hill. Alternately, aerotowing requires that the motorless model be towed to soaring altitude by a powered model. Aerotowing is unique in the hobby in that it takes the coordination of two pilots — powered and glider — flying as a team to get the glider/sailplane to soaring altitude. At altitude the glider/sailplane then releases from the towline. Note that the sailplane designation denotes a composite aircraft that flew after the Akaflieg’s Phönix FS-24 on November 27, 1957, — the first glider to use hollowmolded fiberglass construction. Once the glider has released from the towline the pilot’s task is to find lift that is rising faster than the glider is sinking to sustain the models flight duration. The challenge of aerotowing is three fold: 1) You must be able to fly your glider in a coordinated pattern with the towplane. 2) You must be able to find the lift at your respective airfield and the surrounding area. 3) You must be able to pilot your glider in lift such that you can soar it. We could add making a nice, smooth landing, and/or possibly flying your sailplane around a GPS course. However, for this article let’s stay to the basics. The fun of aerotowing is really rc-sportflyer.tumblr.com
The 30%-scale Ventus 2ax is another example of a super sailplane that a first-time aerotow pilot could fly quite easily.
Aerotowing is fun to do with any kind or size glider. This all wood vintage machine is one that could be aerotowed with any 60-size-powered tug.
This DA-100-powered Cessna Ag Wagon looked like a good aerotowing machine. It was not. Its design does not accommodate a good tow hook position.
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57
REVIEW
POWERBOX IGYRO 3E FLYING AS IF ON RAILS
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he number of model flyers turning to electronic gyro support is constantly growing. These stabilizing systems can be a great help in adverse weather conditions, and in such circumstances gyro assistance makes flying much
less stressful. The performance of these little electronic aids is constantly improving, while their size steadily decreases. The iGyro™ 3e is a recent introduction by the innovative German company PowerBox Systems,
BY DIPL. ING. KARL-HEINZ KEUFNER
and constitutes a small, low-cost gyro, which complements the other gyro systems in the firm’s range. The purpose of this article is to provide a description of the unit. For PowerBox it is standard practice to announce and advertise a product when the design is finalize, and is ready for the consumers. Thus a review sample was ready for me to examine immediately after it first appeared on the company’s website. COMPONENTS The iGyro™ 3e is housed in a solid, two-part aluminum case, with the two halves held together by machine screws. All electrical connections are accessible from above: on the left are the sockets for connecting the gyro to the receiver, while the servo sockets are on the right. The socket marked MISC is not currently assigned, but may be used for future expansion. A USB port is provided for connecting the iGyro to a PC. If adjustments other than basic setup are necessary, the iGyro is straightforward to configure using the free Terminal program running on a PC, if the USB PowerBox Interface Adapter is used; the port can also be used for installing software updates. A wiring diagram for the inputs and outputs is printed on the
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underside of the gyro. Two inputs and outputs are present for each of the aileron and elevator functions. This feature is intended for use in model aircraft whose individual control surfaces are actuated by separate servos. The small number of settings that have to be defined are entered using a dialogue controlled by a button and the integral red and green LEDs, which are assigned to each control surface function and mounted on the top face of the gyro. In addition to the iGyro, the set includes six patchleads for connecting the unit to the receiver, and two self-adhesive pads that are used as a secure mounting for the gyro. HIGH-PERFORMANCE MEMS SENSOR Opening the iGyro™ 3e reveals a neatly manufactured circuit board populated with the very latest microelectronics. A sixteen-bit processor ensures extremely fast signal processing and very high servo signal resolution. The heart of the circuit is a modern MEMS sensor (MicroElectro-Mechanical System); the chip detects every movement of the model simultaneously in three dimensions and around the three flight axes. Compared with conventional piezo
sensors, the temperature drift of a MEMS sensor is virtually zero; aging effects are negligible, and the sensor is less susceptible to vibration. The position of the MEMS sensor determines the installed position of the gyro in the model. The three edges of the MEMS sensor must be aligned exactly parallel with the model’s primary axes, to ensure that its movements can be interpreted accurately. The edges of the gyro’s case are exactly in line with those of the sensor. The iGyro™ 3e can be installed either in the foreand-aft orientation, transversely, or even standing on end, but in every case it must be positioned exactly parallel with the primary flight axes. The default setting is for a horizontal mounting, with the sockets facing forward and aft. If you wish to install it in a different position, there is a very simple method of selecting this in the parameter setting procedure. 3E: TRIPLY SIMPLE If we are to believe the advertising produced by PowerBox Systems, the new gyro is simple to install and simple to program, and the model is much easier to fly when the iGyro™ 3e is employed. To make a long story short, I can confirm these claims. The new gyro from PowerBox Systems
is a genuine plug-and-play device: once you have checked the direction of its corrective effect, and carried out any minor changes required at configuration, the gyro can be used immediately, because its default settings have been carefully selected to make it usable without further adjustment. If your model allows the installation of the iGyro™ 3e in accordance with the default settings mentioned above, all you need do is check the direction of gyro response, and make any changes required. This is a very simple matter: you observe the LEDs assigned to the individual inputs, and make your selections using the white button fitted to the top surface. If the process of checking the direction of gyro effect reveals that a change must be made, the following procedure is required. The gyro is first installed in its default orientation using the self-adhesive pads supplied in the set, then the receiver and servos are connected. It is essential to select a rotary knob or slider at the transmitter and assign it to operating mode selection and gyro gain adjustment. The selected control must provide adjustment of that channel over the range -100 to +100 percent. Switch the transmitter on, followed by the receiving system, then set the
The wiring diagram for connecting the servos and receiver is printed on the underside of the iGyro™ 3e. The sockets are situated on the top surface of the rugged aluminium case, which is screwed together. rc-sportflyer.tumblr.com
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67
REVIEW
AIRBORNE MODELS™ SCARLET SCREAMER IT IS A SCREAMING, RED SPEEDSTER!
BY JAMES VANWINKLE
It looks fast just sitting on the ramp. Hit the throttle and you’ll discover this model is fast, but way, way fun to fly. It definitely gives you the feel of what it is like to fly a racer around a course!
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ylon racing has been around since the early 1900s. One of the first official races in the United States was the National Air Races in 1920, which was held on Long Island, New York. They were then moved to Cleveland, Ohio. They’re now located to Reno, Nevada where the yearly races are known the world over as the Reno Air Races. The racers enjoy the thrill of racing high-powered airplanes fast and low around a seven-mile course — many airplanes are only flown at the annual races. There are multiple race classes.
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The most powerful and fastest class is Unlimited. These top-of-the-line racers are typically highly modified WWII fighters. There are other classes such as jets and Formula One. The Formula One category is designed to be the most affordable form of air racing, where an competitive aircraft can be purchased for less than the price of a used Cessna. Model airplane pylon racing didn’t lag full-scale racing by much. It started somewhere around the 1950s as model aircraft became controlled via remote control. The Academy of twitter.com/rcsportflyer
Model Aeronautics (AMA) held their first official pylon race in 1956. Airborne Models now offers a very affordable way to get into the pylon racing excitement, with their EF1 class Scarlet Screamer. It is a scaled-down version of a full-scale racer. It comes in a hot red color scheme and will get your heart beating fast. FLIGHT REPORT The first thing I’ll say about the Scarlet Screamer is that it is fast! It is a racer after all, so that fact should be a given. This airplane will not disappoint you if you are searching for speed and excitement. However, don’t let the fast part intimidate you. It does fly well
at lower power settings and airspeed. This airplane handles pretty much the same at all ends of the speed spectrum. The airplane flies like it is on rails too. With the balance point set exactly where recommended, the attitude of the airplane holds steady at low and high speeds without corrections needed. Just point it where you want to fly and the model will go there quickly. It glides quite elegantly as well, with its clean design carrying the speed imparted from its big outrunner motor. With the throttle cut after a high-speed run, the airplane zips past quietly, having only the whisper of wind noise as it cruises by.
Takeoffs do requires a bit of control concentration because there is no tail wheel and the airplane wants to pull to the left if the throttle is advanced quickly from a standstill. Pylon racers typically hold the airplane with the motor running at full throttle and then release. This works like magic, with the airplane leaping into the air after a short 20-foot ground run. I’ve also started it from zero airspeed on the ground and as long as the rudder is held properly, it tracked fine, though a bit of practice is in order. My first takeoff was not straight down the runway, but my second and third were good. I recommend dual-rate control
The Scarlet Screamer is designed to give even the intermediate pilot a chance to fly a racer. It is special in that it is electric powered, so it delivers hotrod performance that will have your heart racing.
The Scarlet Screamer is a .40-size airplane, which used to be considered a larger airplane when I first began flying RC. My reluctant pit crew is holding the model for scale.
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Here my buddy acts as the airplane retriever to bring it back to the pits. This photo gives you a good idea of the size of the model, which is not so big that it will not fit in pretty much any car and truck.
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REVIEW
GRAUPNER MZ-18 IT GIVES REAL WORLD TELEMETRY DATA AND MUCH, MUCH MORE.
The Graupner MZ-18 is a ergonomically designed transmitter with many features most other systems can’t touch. It has a touch screen, telemetry functions, and voice feedback.
BY JAMES VANWINKLE
A few months ago, RC Sport Flyer reported on the MZ-18 radio from Graupner, providing a great first look at this new system. More than just a very competitively priced radio system, the MZ-18 utilizes HoTT (Hopping Telemetry Transmission) to send data in real time from telemetry modules back to the transmitter. The MZ-18 not only receives this data, but it gets displayed in color on the LCD screen, with spoken audible alerts for the pilot, so there is no need to look down at the radio while flying to get feedback information. MANUAL Even though the radio menus are extremely easy to navigate, Graupner provides a 100-page manual that is full of excellent programming information, including clearly laying out each step and button push required to create your airplanes’ setups. The MZ-18 manual is available
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in hardcopy with the transmitter, though the most current updated manual is available at Graupner’s website as a PDF file download. The download option is very handy for those of us who may not want bring the hardcopy manual to the airfield but may need a programming reference while away from the workshop. For example, I loaded the manual on my smart phone. Now I can access the entire color manual anywhere, and find what I’m looking for in seconds. It is a huge advantage over lugging the hardcopy manual around in my toolbox. PROGRAMMING To program the radio Graupner has included a stylus for tapping the thin-film-transistor (TFT) liquidcrystal-display (LCD) touchscreen, however, you can simply touch the screen’s menus to navigate to the programming function you need. The menus are broken into three categories: Base, Function, and System. Base refers to items such as choosing the correct model, setting up timers, and other broad topics. The Function menu refers primarily to items that are model specific such as dual rates, mixes, and the telemetry setup menus. The System menu contains display setting options such as brightness, warnings, and stick calibration among other options. Admittedly, I am not one who spends much time reading manuals, preferring instead to just dig in, which the Graupner MZ-18 supports perfectly with its intuitive programming and common sense layout. This radio just makes sense, meaning any experienced pilot can figure out how to do just about anything with a few menu taps of the transmitter’s LCD touchscreen. ERGONOMIC The MZ-18 is well done with respect to ergonomics, with soft rubber grips on the sides and back. The control sticks lengths are adjustable to fit any pilot’s preference. There is a port on the transmitter’s back for a mini-SD data card for storing model programs above and beyond what it normally stores. There is also a mini-USB port that let’s rc-sportflyer.tumblr.com
During power up, this screen comes up to show transmitter voltage as well as that of the receiver, strength of signal, current draw, and ESC voltage. This is a great system, so look before you even take off.
This is the base home screen which provides a ton of data to the pilot — all at their fingertips. The color screen has multiple settings for brightness and glare control, plus you can see trim settings at a glance.
The Base section contains data such as model type, fail safe, and other high level options. Graupner makes it easy to navigate between screens, menus, and functions.
The Function menu gets you into the specifics for the chosen model. This is where dual rates, mixing, and other items like the wireless trainer and telemetry can be set up.
This shot from the manual gives a pretty good breakdown of the amount of data residing on the home screen. A quick touch oo any section will open a submenu for more data.
you connect the transmitter to your computer when you’ll want to update the firmware. The MZ-18 comes with an audio port for headphones, which is particularly handy when you’re utilizing the audible telemetry system
at the airfield and are surrounded by other pilots, revving engines, and other extraneous noises. One of my favorite features of the MZ-18 is its wireless buddy-box system. When I learned to fly RC we RC-SF.COM
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REVIEW
UMX RADIAN BNF A LITTLE GLIDER WITH A BIG FEEL
BY DAN DECKERT
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The UMX Radian is powered by a 1S 3.7-volt 150-mAh LiPo battery, which delivers enough power for multiple climbs to soaring altitude.
The little Radian has all the good looks of its big brother, however, this little model can be flown at any park or small field.
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You’ll love your UMX Radian in that you can fly it almost anywhere because of its size and that the electric motor is quiet. rc-sportflyer.tumblr.com
hen does a small airplane deliver big performance. When E-flite introduced their amazing, little Ultra Micro eXtreme (UMX) Radian bind-n-fly (BNF) limitedmotor-run (LMR) glider. E-flite’s original and larger Radian glider have long been popular with pilots because of its superb soaring capability, ease of transport, and stable flight, which makes for relaxed flying. Now E-flite offers a new Radian in a smaller version, which comes loaded with AS3X® technology built into the receiver — for big glider feel even in the UMX size. I bought the UMX Radian because I wanted to start flying powered gliders. The UMX Radian was my pick due to its low cost and small size. Also, it is a BNF kit, which meant there would very little assembly. After the model’s assembly and its first flight, two words come to mind: I’m ecstatic and happy! This is the model I was wanting to be able to fly at the city park down the street from my home.
FEATURES • Lightweight, molded-foam construction • AS3X® system provides stability and smooth flight • Three-channel control: elevator, rudder, motor • Contoured spinner with folding propeller • One-piece, removable wing with carbon fiber support • E-flite® 8.5 x 23-mm coreless brushed/geared motor • Spektrum™ DSM2®/DSMX® 5-channel AS3X receiver • Spektrum servos & ESC unit • E-flite 1S 3.7-volt 150-mAh 25C LiPo battery • E-flite USB LiPo charger, 300-mA NEEDED • 4-channel+ DSM2 or DSMXcompatible transmitter. • Small Phillips screwdriver. SOARING You’ll find the UMX provides plenty of control and power in this 28.7-in. RC-SF.COM
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REVIEW
VIKING MODEL 12®
Just sitting there the E-flite Viking Model 12 looks like it is designed for all out 3D action. The color scheme just pops on the airplane, which makes it easy to see in the air.
AS3X® WILL MAKE YOU A VIKING BY JAKE PULSIPHER
E-flite has licensed the Viking design from Jim Kimball Enterprises, Inc., so you get a model that replicates the full-scale biplane in almost every detail, including the Viking logo on the fuselage.
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evin Kimbal of Jim Kimball Enterprises, Inc. is the designer/ creator of the full-scale Viking Model 12 aerobatic biplane. The Viking Model 12 is known the world over as an airplane flown by the Scandinavian Airshow professional team. The team started flying the Viking in 2013. The airplane sports a very brilliant color scheme that was
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designed by Mirco Pecorari of Aircraft Studio Design. The Viking Model 12 is flown by Jacob Holländer, and he is known to put it through it paces — thrilling crowds the world over. You can learn more about the full-scale airplane at airshow.se. E-flite recently introduced their 280-size, 22.2-inch wingspan model. It is a foam airplane that comes out of its rugged kit box ready to fly, and equipped with AS3X (Artificial Stabilization - 3-axis) technology that gives it the feel of a much larger airplane. AS3X also provides control that would otherwise not be possible
in a model of this size. So, I wanted a Viking that I could wring out at the airfield or at any number of small parks near my home. Here is what I learned about this superb, little airplane: FEATURES • Licensed replica of the Scandinavian Airshow Model 12® • Spektrum™ AR6335 DSMX® 6-channel nanolite receiver • AS3X technology built into the nanoliter receiver • E-flite 280-size brushless motor • 10-amp, 11.1-volt ESC twitter.com/rcsportflyer
• (4) 3.5-gram digital sub-micro servos • 3D-size, double-beveled control surfaces • Wire landing gear and steerable tail wheel • Easy to complete final assembly NEEDED • E-flite 3S 11.1-volt 450-mAh LiPo • Dynamite® Prophet Sport Plus 50W AC/DC charger • Spektrum® DX9 transmitter – Black Edition used IN FLIGHT E-flite’s Viking Model 12 is designed for pilots that want to have fun flying 3D aerobatics, but don’t want to spend a ton of money on a much larger model. What I can tell you is that this a superb little biplane that you can have hours of fun just “hucking” around. It delivers precise knife-edge flight, surprising well for a model of its size. I found that it also does excellent rolling, inverted harriers, as well as normal harriers. I flew it through some nice rainbow maneuvers without much pilot load. Then too, I had fun doing some snakes with the Viking — I found it superior to some of my other airplanes. Its bright blue and yellow color scheme makes it easy to see in the air too. I did, however, find that the model required two clicks left rudder control trim, two clicks right ailerons, and two clicks up elevator control. Other than those minor trim adjustments the model truly flew exceedingly well right out of kit box.
This little, 22.2-in. wingspan biplane has plenty of power by way of the E-flite 280-size brushless motor and 6.8 x 3.5 propeller combination.
In terms of power the model’s 280-size outrunner motor delivers plenty of thrust on the E-flite 3S LiPo battery. The Vikings’ Spektrum™ AR6335 6-channel receiver with AS3X built in is pretty amazing. If you have not flown a model with AS3X this model would be a superb one to give it a try. E-flite says, “the AS3X system has been specially tuned for this biplane to fight the effects of wind
The Viking Model 12 comes equipped with the latest generation of AS3X technology built into the Spektrum AR6335 DSMX receiver, which makes the airplane feel like a much larger model. rc-sportflyer.tumblr.com
and turbulence so all you experience is a locked-in control feel comparable to flying an expertly tuned aerobat that’s much larger.” I would definitely agree with their assessment of the AS3X system. It truly seemed to give this model the control feel of flying a much larger airplane. SYNOPSIS I would definitely recommend this
When I was flying my model inverted it required only a slight amount of forward stick to keep it flying level. However, the battery needs to move back just a bit more so I expect the down elevator control to go away. RC-SF.COM
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