Radio Community SA Issue 02 - Climb-Out Edition

February 2020 - ISSUE 02 - CLIMB-OUT EDITION

Accu RC 2.0 Review

Dumb Thumbed

Installing a Piston Ring

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PAGE 02 | ISSUE 02 - 2020

2020 ISSUE 02

INDEX 28

31

30

FROM THE EDITOR

PAGE 04

SAMAA

PAGE 06

Safety | Safety Tips

PAGE 07

Principles Of Flight | How Aircrafts Fly - Part 2

PAGE 10-16

Beginner’s Guide | Troubleshooting: Nitro Engine Won’t Start

PAGE 17-18

INSERT | WP Champs & SA Masters

PAGE 20-27

REVIEW | Accu RC 2.0

PAGE 28-29

Tips & Tricks | Installing a Piston Ring

PAGE 30

Listen To This | Dumb Thumbed

PAGE 31

Some History | L-4 Grasshopper

PAGE 32-33

DIY | Onboard Glow-Ignitor

PAGE 34-35

Builds | My Mirrage ||| Story - Part 1

PAGE 36-37

Winner | Stuart Nix - Austral F3A

PAGE 38-39

From Experience | IMAC Intl. Cup 2019

PAGE 41-47

Store Index | Support Your Local Hobby Shop

PAGE 49

ISSUE 02 - 2020 | PAGE 03

FRO M T H E E D ITOR

W

elcome to the ’20s, again…

I wish everyone a happy 2020

with lots of safe and fun flying.

It’s been three months after our initial launch, and I have learned so many new things in just that short time. It never ceases to amaze me how we can never stop learning, which makes Radio Community SA such a fun project and what is even better is that I can share my new-found knowledge with all the RC pilots out there.

What also amazes me every time, is how helpful people in the hobby are, sure there are those odd ones here and there that are as helpful as a broken propeller but at least, for the most part, they are far and in between. I also just want to take this time to thank Thys Goosen and Peter Connan for their invaluable support and insight, they have helped me so much throughout this project and they continue to do so.

Before, I’ve spoken about that, I want to help this hobby grow in South

If you’re not sure where to start in the

Africa, which might seem like an

hobby and if you keep crashing your

out goals for ourselves and try to

enormous task because, of the current

expensive models, you’ll quit

achieve them, otherwise, we’ll always

economic situation South Africa is

very quickly.

keep flying the same way without

facing but, helping is not always just

That’s why this year I want to grow

financial. Lending a helping hand with

more as a pilot so that I can help

a smile will also help, people don’t

others to do the same.

always just leave the hobby because

One of my goals is to participate in at

of financial strains but also, the lack

least one competition and my second

of knowledge regarding the hobby.

is to climb in my SAMAA ranks.

There are so many models, model

I did just that early this year and I

We can only grow as pilots if we set

improving our skills.

When we do this, we create opportunities for ourselves to learn more and to become better pilots.

Which brings me to my next point, because we sometimes get stuck in this rut, we are also afraid to try more

types and equipment out there that it

successfully completed my fixed-wing

advanced maneuvers and we end up

can be overwhelming for a newcomer.

bronze proficiency.

dreaming about flying the way some other skilled pilot does and the only difference is, that pilot was willing to get out of their comfort zone and improve their skills, that was definitely me at some point but, no more.

That’s why I have decided to start pushing myself more this year because there is a lot I can improve on and a lot I can learn.

With that being said, I’m very excited about the new year and I hope I can report back at the end of the year with all my goal checkboxes ticked.

- Chris van Rooyen

PAGE 04 | ISSUE 02 - 2020

SAM AA

What is the SAMAA?

new ideas and enthusiasm.

The South African Model Aircraft Association is the gov-

Where do SAMAA members practice their activities?

erning body for model aircraft activities (also known as

There are nearly 300 clubs and flying sites in South Africa,

aeromodelling, or model aviation). The SAMAA is delegat-

where members of the SAMAA may practice their hobby

ed by the South African Civil Aviation Authority (through

and sport. The major metropolitan centres are well served

RAASA - Recreational Aviation Administration of SA, and

with a variety of clubs. There are also clubs in the bigger

the Aero Club of South Africa), to provide a membership

towns, and even clubs and flying sites in rural locations.

service to those interested in the building and flying of all forms of model aircraft.

What activities are most popular with SAMAA members?

By far the majority of SAMAA members, are

What does the SAMAA do?

recreation fliers (or Sunday fliers).

In short, the SAMAA provides a service to its members.

They are content to go to their local club, fly for fun or

This service includes, but is not limited to, advice and

relaxation, and share their hobby experiences with fellow

guidance, registration of clubs and flying sites, public

club members on a social level.

liability insurance cover, event approvals, communication

About 10 percent of SAMAA members are interested in

through a newsletter and the web, management of radio

competitive activities, and pit their skills against each oth-

frequencies, flying proficiencies, rules and regulations,

er and against competition rules.

local, regional, national and international competitions, representation, shared use of airspace, and affiliations to

Why should I join the SAMAA?

other bodies with similar interests.

The SAMAA, with nearly 4 000 members, has a collectively strong voice with the Aero Club of South Africa, RAASA,

When was the SAMAA started?

and the CAA. SAMAA members enjoy direct and indirect

In August of 1937, the South African Model ‘Aeronautic’

affiliation to these entities, which offer protection. Each

Association was formed on initiation of Viv Gracie of Cape

member is covered by a great insurance policy, against

Town, Phil Dalgety of Durban, and Alf Yardley of Johan-

accidents or incidents.

nesburg. Up to the mid-1950s, the activities were mostly

Each member receives a regular electronic newsletter.

free flight and control line. In 1958, radio control activi-

For the competitive members, there is affiliation to the

ties became popular and a body was established to take

Fédération Aéronautique Internationale, the international

care of competitive activities. In 1986 there was a move

aviation federation, governing international

to once again unite all aeromodelling activities under a

airsport activities.

single body.

How do I join the SAMAA? Where does the SAMAA operate from?

You can simply follow the steps of doing an on-line ap-

Currently, the SAMAA has an office in Bonaero Park

plication through the membership portal (www.samaa.

(Kempton Park), where a general manager handles the

co.za - no log in required). Or, a short e-mail with basic

administration of some of the day-to-day

information of name, ID number, club, postal address, and

membership functions.

contact numbers, to samaa-admin@mweb.co.za. Or, make

An elected management committee, consisting of volun-

a phone call to the general manager on 011-973-3679.

teers, perform various functions, like marketing, promo-

Membership fees are affordable, and cater for juniors,

tions, finances, compliance, development, special interest

adults, and senior citizens.

groups, clubs, dealers, etc. Election of office bearers

Membership of the SAMAA is a pre-requisite at

takes place every two years, to ensure a steady stream of

most clubs.

PAGE 06 | ISSUE 02 - 2020

SAFETY

SAFETY TIPS The following statements constitute good general safety practices and are certainly safety recommendations which should be enforced by clubs: - Never attempt to retrieve a model from electric power lines. Contact the local authority.

- Do not use repaired, nicked or cracked propellers or rotor blades.

- While starting or running any engine arrange for someone to hold your model aircraft.

- Do not wear loose clothing when starting or running

- Put your transmitter frequency on the outside of your transmitter case, and on the face of your transmitter.

- Wrap a cloth or paper towel around the engine to keep out dust when the model aircraft is in the pit area or being transported.

- Wipe off the excessive oil and grime from your model aircraft. A dirty model aircraft is a bad advert for the hobby.

- Try to shade your model aircraft, especially the radio receiver area in hot, sunny weather.

an engine and keep clear of the propeller.

- Do not stop an engine by throwing rags or other objects into the propeller.

Radio equipment failure may happen at any time, to anybody, even to the experts.

- Refrain from using a pointed spinner, sharply-pointed

Never be complacent about it. It is therefore important

propeller fasteners or knife-edge wing leading edges.

that a pilot who takes safety seriously avoids and notes

- Paint tips of propellers a brighter colour to better define the area of the rotating propeller.

- Check the propeller and spinner for tightness before each flight.

- Exercise extreme caution in adjusting needle valve settings on engines. Adjustments should be performed from behind the model aircraft, thus avoiding reaching around the propeller.

the following situations, for which radio equipment failure is Often blamed, these are: - Chancing a last flight, after a long day’s flying, with run down batteries.

- Low flying far out ,over areas, obstructions or behind the pit area.

- Flying through or near the sun and losing sight of your aircraft.

- Ensure that ballast or heavy parts are properly fixed.

- Flying directly above yourself.

- Carefully read the manufacturer’s recommendations

- Flying when the visibility is poor.

for their products particularly for engines

- Flying beyond your clear vision and losing orientation.

and propellers.

- Stunting or performing manoeuvres without

- Ensure that helpers and spectators are kept clear of the “failure” arc of the propeller (i.e. the area where a propeller blade would fly if it fails when the engine is at high revs).

sufficient altitude or which are beyond your flying capability.

- Flying with a group of “helter-skelter” or undisciplined pilots.

- Ensure that hospital and doctor phone numbers and

- Flying beyond the range of the radio.

addresses are displayed on the notice board and that

- Flying without switching on your models receiver.

a first aid kit is available.

- Flying without connecting a control rod or servo.

- Flying without switching on your transmitter, or

A few more recommendations of particular importance in South Africa are:

extending your transmitter aerial (if applicable).

- Checking and cycling your transmitter (if applicable)

- Wear a hat when flying.

receiver battery and checking its capacity

- Wear sunglasses if required.

periodical ly (suggest monthly).

- Use sunburn cream.

Replace marginal or suspect batteries.

- Do not fly into the sun.

The Americans claim that over 90% of “radio failures”

- Do wear long trousers and long sleeved shirts.

can be attributed to transmitter or receiver

- Do put your name, address and phone number onto

battery problems.

your model air craft, transmitter, transmitter case and equipment taken onto the field.

- Continuing to fly when “glitches” or erratic servo operation is present.

ISSUE 02 - 2020 | PAGE 07

PRI NC IP L E S OF FLIGHT

Author: Thys Goosen

Photographer: Peter Connan

HOW AIRCRAFT FLY – PART 2: FORCES, MOMENTS AND COUPLES

I

n Part 1 of the series “How Aircraft

that cause rotation of your aircraft’s

of the earth, and therefore always

Fly, we dealt with the basics of

airframe.

perpendicular (90 degrees) to the

forces that act on an aircraft in

Before these moments can be

ground. Each part of any object is

flight. Figure 1 shows these forces.

explained and discussed in more

“pulled” down towards the ground

Keep in mind that these forces were

detail, it is necessary to take a closer

by gravity.

dealt with in a highly simplified

look at the four primary forces that

This includes aircraft as indicated by

manner. In part two of the series, we

act on an aircraft.

the stippled brown arrows in

look the points where these forces

The points where these forces act,

act in an aircraft and specifically the

and the direction in which they act,

moments induced by these forces.

are of key importance.

Note that in this case a “moment” is

Figure 2.

All objects have a point around which the force of gravity is equally distributed. This is commonly

not that gut-wrenching feeling you

GRAVITY

known as the balancing point of an

experience when you almost crash

Gravity is the force that attracts

object. If the object is suspended at

your aircraft.

a mass down to the ground. The

that balancing point, it will remain

attraction is towards the centre

completely still.

It is about the physical moments

Figure 1

PAGE 10 | ISSUE 02 - 2020

PR I N C I P L E S O F F L I G HT Figure 2

aircraft. In flight theory, gravity is

width behind the leading edge of the

called the Centre of Gravity, or “CG”

In an aircraft, this balancing point is

deemed to act through the centre of

wing. The arrow that represents the

(See Figure 2).

gravity at 90 degrees to the ground.

total lift force of a wing is drawn at

This is indicated by the solid brown

the Centre of Lift (Solid green arrow

arrow in Figure 2.

labelled “Lift” in Figure 2).

As long as nothing is added to or removed from the aircraft, the CG for that aircraft will stay in the

In flight theory, lift is deemed to LIFT

act at the Centre of Lift of a wing, 90

Lift is the force generated by aircraft

degrees to the flight path of

on the ground, inverted in the air or

wings. The lift is generated over

the aircraft.

in a vertical dive.

the whole wing, as indicated by the

same position.

It does not matter if the aircraft is

The CG is in the same position.

In a typical aircraft the CG is on the

stippled green arrows in Figure 3.

On all wings, there is single point

centreline of the aircraft, roughly

around which the lift is distributed.

one third of the aircraft length back

This point is called the “Centre

from the nose of the aircraft, and at

of Lift”.

50% of the height of the aircraft.

For a straight wing, the Centre

The flight path is the path of the incoming airflow before it is affected by the aircraft and wing.

The parallel blue lines in our drawings indicate the flight path.

DRAG

The position is mostly influenced

of Lift is on the centreline of the

Drag is the term used to describe

by the design configuration of the

aircraft, around 25% of the wing

the air resistance generated when Figure 3

ISSUE 02 - 2020 | PAGE 11

PRI NC IP L E S OF FLIGHT

Figure 4

an object moves through air or when

point around which the drag

THRUST

air flows over an object.

is distributed.

Thrust is the force generated by the

Think of the air that drags back your hand when you stick it out of the window of a moving car.

When in flight, drag is generated

This point is called the “Centre of Drag”.

In a typical aircraft the Centre of Drag is on the centreline of the

engine of an aircraft.

In layman’s terms, it can perhaps be described as the force of the propeller pulling an aircraft forward.

across all parts of the aircraft, as

aircraft and usually more than one

indicated by the stippled purple

third of the aircraft length back from

an aircraft, as indicated by the red

arrows in Figure 4.

the nose of the aircraft.

stippled line in Figure 5. The thrust

The drag that results from the

In a high-wing aircraft the Centre of

Thrust acts along the thrust line of

line is determined by the positioning

wing generating lift is called induced

Drag is usually just below the wing

of the engine. If the engine is

drag. Parasite drag is the drag

(and just above a low wing).

mounted low on the fuselage, the

caused by the frontal areas (of all

In flight theory, drag is deemed

thrust line is low. If it is mounted

the parts of an aircraft) colliding

to act at the Centre of Drag of an

high on the fuselage, the thrust

with air molecules and by friction

aircraft and in-line (parallel) with the

line is high. If the engine is pointed

between the molecules and the

flight path (incoming airflow) of

slightly downward, the thrust line

surface of the aircraft.

the aircraft. This is indicated by the

will also point down slightly (See B,

solid purple arrow in Figure 4.

in Figure 5). If the engine is pointed

On all aircraft, there is a single

Figure 5

PAGE 12 | ISSUE 02 - 2020

PR I N C I P L E S O F F L I G HT

to the right, the thrust line will

a straight line along the direction

point right, and so on. For general

of the force (called translational

discussions in flight theory, thrust

movement).

is typically deemed to act straight along the centre line of an aircraft.

moment in the fuselage.

If an aircraft with a nose wheel lands with its main wheels first, the

See Figure 6 “A”.

main wheels cannot go down any

Now imagine placing the socket

further. Gravity will keep acting on

and wrench over a nut on a fixed

the CG and with the main wheels

bolt. Applying the same force as

and axles now acting as pivot

before will now cause the wrench to

point, a nose down moment will

(usually just called a moment) is

rotate with the nut around the

be induced in the fuselage. The

the tendency of a force to induce

fixed bolt.

fuselage will rotate until the nose

MOMENTS In physics, a moment of force

rotation of an object around a pivot point. In average language…

Imagine taking hold of a socket and wrench and applying a force to the wrench.

The wrench will simply move in

The bolt becomes the fixed pivot point. This rotational movement around a pivot point is called a moment (See Figure 6 “B”).

In an aircraft, the landing wheels and force of gravity create such a

wheel is on the ground (See Figure 7A).

This tendency for the nose to rotate down when landing, makes nose-wheel aircraft more stable during landings (This will be

Figure 6

Figure 7A

ISSUE 02 - 2020 | PAGE 13

PRI NC IP L E S OF FLIGHT

Figure 7B

explained in more detail in Part 3 of

MOMENTS AND FORCE COUPLES

will cause the crossbar to rotate

this series).

A force couple is formed when

(moment) around the pivot point

If an aircraft with a tail wheel lands

two forces of the same magnitude

marked “P” in Figure 8 “A”.

with its main wheels first, gravity will

(size) act on an object in opposite

keep acting on the CG behind the

directions. Imagine a man holding

main wheels.

the crossbar of an auger (Figure

A tail down moment (or nose up moment) will be induced in the fuselage.

The fuselage will rotate until the tail

8 “A”).

To bore into the ground with the auger, he needs to rotate the crossbar clockwise by pushing with

wheel is on the ground (See

his left hand (“Y” in Figure 8 “A”) and

Figure 7B).

pulling with his right hand (“X” in

This tendency for the nose to

Figure 8 ”A”).

Keep in mind that the pivot “P” is not fixed.

Should the man apply more force with his left hand (“Y”) than with his right hand (“X”), the excess force will not aid the rotation.

It will only tip the auger over as shown by the blue ghost image.

The pivot point will also be displaced.

rotate up when landing, makes

These two forces acting on the

tailwheel aircraft more unstable

crossbar are called a force couple

(couple) acting on the crossbar will

during landings (This will be

(couple for short).

create the moment around the

explained in more detail in Part 3 of this series).

If he applies equal forces on both sides of the bar, the couple

The equal and opposite forces

pivot point.

This is shown in Figure 8 (“B”).

Figure 8

PAGE 14 | ISSUE 02 - 2020

PR I N C I P L E S O F F L I G HT COUPLES AND MOMENTS ACTING IN

of the Centre of Lift, it is called a

which will be explained in Part 3 of

AIRCRAFT

“Forward CG”.

this series.

Force couples can also be found in aircraft in flight.

Some couples are actually part of an aircraft’s design.

The most prevalent couple

This distance between the two forces create a couple and will

CG (behind the Centre of Lift)

induce a nose down moment in the

will result in a nose up moment.

aircraft fuselage (See Figure 9).

Such a condition makes an

This moment is typically countered

generally found in aircraft is the lift/

by “downward lift” in the horizontal

gravity couple.

stabiliser/elevator arrangement.

If the CG is arranged to sit forward

A rearward positioning of the

This moment promotes stability,

aircraft unstable, and potentially uncontrollable at low speed.

This will be explained in Part 3 of this series.

Figure 9

Figure 10

Thrust and drag can also form a

This specific moment acts in

resulting nose down moment will

couple if these two forces do not act

opposition to the moment caused by

then compliment that of the lift/

in-line.

the lift/gravity couple.

gravity couple.

Figure 10 shows a configuration

As a result, the horizontal stabiliser

The horizontal stabiliser and

where the thrust acts below the

and elevator are not specifically

elevator will then be used to counter

drag force.

arranged to counter this moment.

this moment also.

This is very typical of high-wing training aircraft.

In low-wing aircraft, the drag often acts below the thrust line and the

Figure 11 shows the combined effects of the lift/gravity and thrust/

ISSUE 02 - 2020 | PAGE 15

PRI NC IP L E S OF FLIGHT

drag couples.

This is a popular configuration for training aircraft or easy to fly

and the aircraft will climb with

Should the opposite result, the

additional power.

inexperienced will have an aircraft

See Figure 12 “A”. This if preferable

with a nose-up attitude and little

aircraft. The two couples that act in

over a condition where the

power, potentially approaching

opposition leaves

application of more power results

a stall.

a relatively small moment to

in a nose-down attitude, leaving a

be countered by the horizontal

beginner pilot with an aircraft in a

are not the only aspects of physics

stabiliser and elevator.

“power-dive”.

that affect stability and flight

This will promote stability and good

Should the pilot reduce the power

In reality, forces and moments

characteristics, nor do these forces

(for easy flight) characteristics in

during level flight, the thrust

an aircraft.

decreases and the couple weakens.

Part 3 of this series will look at the

As a result, a nose-down attitude

factors that influence the magnitude

Should a pilot, for example, increase engine power in level flight, the increased thrust will increase the nose up moment.

This will result in a nose-up attitude

will result.

This is again ideal, as the aircraft

moments act in isolation.

of forces and moments and how these interact to promote or

will descend with less power

diminish good flight characteristics

(Figure 12 “B”).

and stability.

Figure 11

Figure 12

PAGE 16 | ISSUE 02 - 2020

Be g i n n e r ’s G u i de

Troubleshooting:

Nitro Engine Won’t Start

Author: Chris van Rooyen Photographer: Monique van Rooyen

W

hen I first started in the hobby with nitro engines,

can give full power straight away before going through

I didn’t know what to check for if the engine didn’t

their break-in procedure.

want to start, back then I just thought the engine is broken if you can’t get it to start.

Though that might have been true in a sense, I found out

Now you have your engine ready to go but it won’t start, so what now? Well first check the obvious things like, did you put fuel in the tank? Sometimes we forget

that there is always something I can do to get the engine

to do things when we are excited about something and

running and sometimes, it’s such a small issue that it can

sometimes we forget to fuel up.

be fixed without spending a lot of money or worse, buy a

If there’s fuel in the tank, make sure that

new engine.

you primed the engine by opening the

Before you even attempt to start it you should

throttle of the engine to full and placing

familiarize yourself with the manual.

The manual will tell you exactly what fuel to use, what glow-plug and what prop size. It is very important especially on a brand-new engine to run it with all the

your finger over the carb while you flip the propeller clockwise, while the glow-plug ignitor is off.

You should see fuel coming from the fuel line

requirements stated by the manufacturer, if you don’t run

into the carb. If that does not happen, there

it in correctly it can cause you to damage or even worse,

might be a blockage somewhere or there might

break the engine.

be an issue with the fuel line in your fuel tank or

Nitro engines need patience and care at the start of their flying career, they are not like electric motors that

either the high-speed or low-speed needle valves may be fully closed.

If one of them were fully closed, check the manual for the manufacturer default settings to reset the needle valves.

If you now have fuel going to the carb and you didn’t before, remember to close the throttle to idle and to flip the propeller by hand once or twice and if it’s a heli engine, use the hex starter shaft to turn the engine by hand, to make sure you don’t have a hydro-lock because of excessive fuel in the engine.

If you try to start it with a hydro-lock, you can blow the whole crankcase.

If you find that it’s almost impossible to turn the engine

ISSUE 02 - 2020 | PAGE 17

Beg in n e r ’ s Guide over, you will have to remove the glow-plug and flip

If you are comfortable with taking the engine apart and

the engine to get some of the fuel out of the engine.

putting it back together, you can proceed to do so and

Another thing to check is your fuel, an open can of nitro

check if your piston ring does open as it should, otherwise

fuel doesn’t have an endless shelf-life and they don’t like

take the engine to a hobby-shop or an RC airfield where

being in the sun. If the fuel starts to look a bit milky, you

you can get further advice as piston rings are not cheap,

might have to get some fresh new fuel. We have tested

believe me.

this theory on three different engines, all three of them

If the compression is good, it might be time to give

had idling and starting issues, after swapping out the

the carburetor a good clean with some carb-cleaner,

fuel with a new can of nitro, the problems went away

especially if it’s a second-hand engine.

immediately, on all of them, one was even a four-stroke.

If you still can’t get it to fire, check if your glow-plug

Again, if you are comfortable with disassembling and re-assembling nitro engines you can proceed, as you

ignitor is charged, I always keep at least one old glow-

will have to disassemble the whole carburetor to clean

plug with me to check the if the ignitor is working as it

it properly although you can also soak the carb in some

should. At this stage, it would be better to check both,

fresh nitro to try and loosen any gunk.

the glow ignitor’s charge and whether the glow-plug that you are using in the engine is working, so take the glowplug out and put the ignitor on it and check that you get a bright and healthy glow from the glow-plug.

Still can’t get it to fire-up?

You can check your compression, with a new engine this might be more difficult to check because the engine will be tight and therefore you might think the compression is

If you do not feel comfortable with taking the carburetor apart, ask someone to help you.

Lastly, I would recommend using an electric starter for your plane engine, especially on one that has trouble starting.

Some engines need it more than others although they may end up not needing it later.

Any healthy engine should fire up when it is getting fuel,

OK. Some things to check are whether the head, back-

has compression and has a healthy glow on the glow

plate and crankshaft bearing housing (if the engine has

plug, if all those boxes are ticked and it still won’t start,

one) bolts are tight and to make sure these parts are

the issue could be deeper within the engine.

secure and correctly aligned. Any leaks at these joints will cause problems.

If the engine has low compression but both, the head

I had a second-hand engine that just wouldn’t start and after inspection, I found the compression was very low because the piston-ring was stuck in a closed position,

and back-plate are fitted correctly then it could be the

once I’ve sorted that out, the engine fired-up immediately.

piston ring that’s stuck in the compressed position or

My point is, that a nitro engine should run if everything is

collapsed, this is of course if you have a ringed engine.

OK, rarely, an engine won’t run for no obvious reason.

PAGE 18 | ISSUE 02 - 2020

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for the XTRA and VOTEC – FUNS models as well as for all

3D flights as well as for flight models with

ball and needle bearings guarantee a long

other Funflyers up to 6 kg model mass.

a mass of up to 10 kg.

service life.The engine was basically developed for industrial applications.

www.snaproll.co.za | sales@snaproll.co.za | 083 604 8682

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WESTERN PROVINCE CHAMPIONSHIPS AND SA MASTERS - OCTOBER 11 - 13

WESTERN PROVINCE CHAMPS AND SA MASTERS HELDERBERG RADIO FLYERS 2019

SAHME L DAE RSBTE REGRS R A D I O F LY E R S

MODEL AEROBATIC ASSOCIATION OF SOUTH AFRICA

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ASSOCIATION

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ONCE AGAIN AND FOR THE THIRD TIME WE WHERE IN FOR A CRACKING EVENT. OUR THREE JUDGES SET TO WITNESS SO GOOD AND NOT SO GOOD FLYING FOR THE LOCAL DEDICATED PILOTS.

FOR THE THIRD “ TIME WE HELD THE

WP CHAMPS AND SA MASTERS OVER THE SAME WEEKEND AND LIKE LAST TIME THE WEATHER TRIED, DIDN’T SPOIL THE EVENT

”

Western Province Championships The WP champs was flown on the Friday and Saturday, four rounds but as the wind got stronger (40+) a couple of pilots decided to rather only fly 3 rounds and save any possible damage to the plane.

The two regulars in the Sportsman class saw André pushing himself to score a fantastic mid 60 to win the class ahead of his rival, Jack, who had unfortunately crashed his Alure the week before and was flying his “back-up” plane, he struggled some what.

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WESTERN PROVINCE CHAMPIONSHIPS AND SA MASTERS - OCTOBER 11 - 13

40 PLUS WIND DIDN’T DAMPEN THE SPIRIT OF THE EVENT

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ASSOCIATION

Western Province Championships SPORTSMAN Andre Vogel Jack Derman ADVANCED Pieter Kapp Rory Netterville Charlie Blakemore Jacques Borman MASTERS Cobus Malan Rodney Potter Ernie Smith Stuart Nix Michael Borcherds

Round 1

Round 2

Round 3

Round 4

FINAL

63.60 / 1000 51.73 / 813

64.53 / 1000 52.40 / 812

61.53 / 1000 27.00 / 439

0 0

64.07 / 2000 1625 / 52.07

1 2

60.63 / 986 58.89 / 958 62.29 / 1014 44.24 / 720

66.49 / 1052 58.65 / 928 59.93 / 948 53.99 / 854

66.42 / 1026 63.02 / 974 59.13 / 914 55.83 / 863

53.37 / 886 63.58 / 1055 56.91 / 945 50.38 / 836

3064 / 64.51 2987 / 61.83 2907 / 60.45 2553 / 53.40

1 2 3 4

59.19 / 890 67.47 / 1014 66.50 / 999 65.67 / 987 63.11 / 948

64.78 / 981 30.06 / 455 66.06 / 1000 67.31 / 1019 62.33 / 944

65.22 / 1045 60.47 / 969 61.53 / 986 59.69 / 956 59.11 / 947

64.11 / 1084 61.72 / 1044 51.56 / 872 50.03 / 846 0

3110 / 64.70 3027 / 63.22 2985 / 64.69 2962 / 64.22 2839 / 61.52

1 2 3 4 5

SA Masters SPORTSMAN Andre Vogel Jack Derman ADVANCED Rory Netterville Charlie Blakemore Pieter Kapp Jacques Borman MASTERS Ernie Smith Rodney Potter Stuart Nix Cobus Malan Michael Borcherds

Round 1

Round 2

Round 3

Round 4

FINAL

49.20 / 965 51.00 / 1000

58.90 / 1000 51.50 / 874

57.93 / 1000 51.47 / 888

62.40 / 1000 61.20 / 981

3000 / 59.74 2869 / 54.72

1 2

60.57 / 1048 55.00 / 952 53.96 / 934 25.21 / 436

49.22 / 897 58.75 / 1070 51.04 / 930 46.61 / 849

61.98 / 969 60.97 / 953 65.94 / 1031 55.66 / 870

63.72 / 1039 58.89 / 961 52.47 / 856 53.82 / 878

3056 / 62.09 2984 / 59.54 2895 / 57.45 2597 / 52.03

1 2 3 4

66.33 / 1041 62.79 / 986 61.96 / 973 37.00 / 581 0

66.17 / 1128 58.58 / 999 44.46 / 758 51.25 / 874 0

65.64 / 1050 64.08 / 1025 51.97 / 831 57.81 / 925 57.11 / 914

63.97 / 977 62.22 / 950 65.94 / 1007 65.33 / 998 65.17 / 995

3219 / 66.05 3010 / 63.03 2811 / 59.96 2797 / 58.13 1909 / 4076

1 2 3 4 5

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In the Advanced class, Pieter was always one step ahead, winning three of the four rounds ahead of Rory who won the fourth round. Charlie always improving and most likely now listening to his caller took third place ahead of Jacques who found the going rather tough.

Masters regulars battled it out for the ‘Big Boys” honors. The first round very close but Rodney was ‘on fire’ but only just ahead of Ernie and Stuart. Second round was Stuart’s, ahead of of Ernie, Cobus, Michael, Rodney who had put out the fire lost his way.

Then the wind started and the scores got less except for Cobus who scored an impressive mid 60. As the wind got even stronger Stuart found his plane was just taken by the wind in all directions, Ernie also found it tough, Michael gave it a miss, Rodney was showing that all the wind practice was worth it, but Cobus one again and scored another great score and the class win.

Well done to everyone, the conditions where not good but we all went home with nothing damaged.

So now everyone had to wait to know the final positions and who had won the classes at the awards dinner which was held at Boschkloof wines, to present the awards Mt Elton Davids, director of All Sports SA.......

CLOSE SCORES, SOME GOOD AND NOT SO GOOD 23

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WESTERN PROVINCE CHAMPIONSHIPS AND SA MASTERS

AN EVENING OF GOOD WINE, GOOD FOOD, GOOD COMPANY AND MANY TROPHIES

THANKS TO JACQUES AND HIS FAMILY FOR HOSTING THE EVENING AWARDS EVENT AT THERE FARM, BOSCHKLOOF WINES

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Mo

ASSOCIATION

1st Sportsman - AndrĂŠ

2nd Sportsman - Jack

1st Advanced - Peiter

2nd Advanced - Rory

3rd Advanced - Charlie

1st Masters - Cobus

2nd Masters - Rodney

3rd Masters - Ernie

Both Michael and Cobus achieved there Western Province Colours

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A special award was presented by John Calafato in honor of Claude Mackrill who introduced many of todays pilots to the world of Pattern – to Rodney Potter for his dedication towards the advancement of Pattern Aerobatics

Special thanks to our guest of honour Elton Davids Director of All My Sports SA, Chair of CT Sports Council,Vice Chairperson at Cape Town TV, event MC & sports lover 25

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WESTERN PROVINCE CHAMPIONSHIPS AND SA MASTERS - OCTOBER 11 - 13

THANKS TO PETER ALDRIDGE FOR BEING OUR CD FOR THE WEEKEND

ALSO THANKS TO OUR THREE DEDICATED JUDGES, MARTIN, BERNUS AND KAS

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South African Masters The same entry had to do it all over again, same venue, same wind.

André once again was showing that practice really does help, not such good scores as the previous days but still a class win and a double win for the weekend.

The strong wind was affecting everyone, this showed as most the scores where lower.

In Advanced Rory must have just loved the conditions and was the one who set the pace ahead of Charlie. Pieter and Jacques struggled in the conditions to end third and fourth.

Ernie dominated the Masters class winning three out of the four rounds.

He was most comfortable in the windy conditions. Rodney was battling but not as much as Stuart who just couldn’t get any part of his flying right.

Cobus also found it really hard going to finish fourth ahead of Michael who only flew the third and fourth rounds now the wind had died down a little bit to complete the class positions.

So that was this years event over.

Windy conditions once again, some pilots improved, some didn’t, some achieved person challenges, the competition was strong and close but one thing we all had in common, is we all had a great weekend in this sport we love so much.

And finally a BIG thanks to our three dedicated judges and event organisers without them such an event cannot take place.

ONCE AGAIN, THE HRF FIELD WAS IN GREAT CONDITION 27

Re vie wS

Author: Chris van Rooyen

R

C simulators are great tools for

hours. So, you can’t lose by giving it

developing your skills without

a try. Now, let’s get into the features

breaking the bank and they enable

of Accu RC and why, in my opinion,

you to fly every day no matter what

it such a great heli RC simulator.

the weather is like.

Accu RC gives you a wide range of

First let me start by saying that,

connection options for your radio,

Accu RC is more focused on RC

you can even use an Xbox controller,

helicopters even-though it features

though an RC transmitter is

planes, quad-copters, and even RC

recommended for obvious reasons.

car models. And if you are in the

I’m using an old dongle that I got

market for a good simulator for

with my Aerofly Professional Deluxe

helis, Accu RC is worth a try.

RC simulator, which was released in

Don’t be discouraged by thinking that you will need to spend a lot of money on a simulator just to try it

the early 2000s, to connect my radio to my pc with no issues.

If you can get your PC to recognize

because you don’t have to, there is

your transmitter or controller as a

a free downloadable demo version

game controller, you should be able

or some type of connection for your

available on Steam, where you can

to use that controller with Accu RC.

transmitter to with your pc that

also buy the simulator if you choose

Accu RC also lists all the connection

works with Accu RC, it can save you

to do so, and even then, if you are

options available on their website.

a lot of money. Whereas with other

not completely satisfied, you can ask

At the time of this writing, Accu RC

RC simulators currently available

for a refund on Steam, if you have

is only R679.00 on Steam for the

they come with dongles that have to

only used the software for under 2

software, and if you have a dongle

be used together with their software to be able to use it and you can spend well over a R1 000 because of it and if you lose or break that dongle it can possibly cost you another R1 000.

You might be thinking well, if Accu RC is so cheap then it’s probably not that good. I’m glad you thought so, as it brings me to the next part of this article, realism… Realism is something simulator developers try to achieve as best they can,

PAGE 28 | ISSUE 02 - 2020

R ev i e wS and while no one has been able to

flying, you don’t have to be in the

environments look very nice as well,

completely replicate the real world

workbench area to make these

they look very crisp and detailed.

into a virtual one, some do come

adjustments to your model.

As for the 3D generated ones, in my

close, and Accu RC is no different.

It is one of the most realistic RC

And for those of you who like flying

opinion, it could have been left out

without a canopy, with Accu RC you

as it makes it feel like I am playing

simulators I’ve used. With other

can do that as well. Toggling the

a game not a simulator. Accu RC

simulators, even in Phoenix,

canopy off, really shows-off Accu

is a beautiful simulator especially

helicopters tend to feel very

RC’s attention to detail as you can

when the sun hits those rotor discs,

“floaty”, like you can almost do a

see the servos, linkages and, control

it just looks phenomenal. Accu RC

full circuit and still land on throttle-

surfaces move as you move your

is not perfect and there is room for

hold mode, whereas with Accu

input sticks on your controller. In

improvement but, the development

RC, I just made some

the main menu of Accu

team for Accu RC is very active and

weather adjustments in

RC, you can also set up

they keep working to improve the

transmitter functions like

simulator as much as possible with

idle-up and throttle hold

free updates.

atmospheric pressure and now, auto-rotations feels like you would expect. Even flybarred models felt like flybarless

THERE ARE 69 RC HELICOPTER MODELS

so you don’t even have

In my opinion, Accu RC ticks all the

to set up anything on

right boxes and if you’re looking

your transmitter, Accu RC

for an RC helicopter simulator to

models in other sims

boasts almost, if not all,

help you hone-in your skills, I would

but with Accu RC, you

the functionality you will

recommend Accu RC, every time.

can see and feel the

need to set up your RC

difference immediately and you

heli model just the way you would on

can even feel the difference with

your transmitter.

different models, even if they are

Accu RC features models from

all flybarless. Every model reacts

manufacturers like Goblin, Synergy,

and flies differently because each

Logo, Align, and more. There is even

model is replicated exactly from

a Thunder Tiger Raptor 50 Titan

its real-world counterpart. Accu RC

SE, which is a mouthful but also

simulates each component on each

a nice surprise for those that like

model so that the control surfaces

to fly some old-school helis. Each

combined with the simulator’s

model is also really detailed and

virtual air, react the way they

they look identical to their real-life

would in real-life, and it pays off. I

counterparts. At the time of this

could immediately feel that there’s

writing, there are 69 RC helicopter

more going on behind the scenes

models to choose from and the

regarding simulation. Accu RC also

developers keep adding new

features a workbench area, where

models every now and then. The

you can swap out your model’s canopies, batteries, servos, blades, almost everything, so you can get your model to look and fly the way your real one does. It also features a virtual transmitter so that you can setup pitch curves, throttle curves, gyro gain and even sub-trims for each model. This is great because, you don’t have to create a model on your transmitter for each model you use in the sim, each model’s setup is saved in the simulator.

What’s more, you can access these setup features while you are

ISSUE 02 - 2020 | PAGE 29

ti p s & t r ic k s

Author: Chris van Rooyen Photographer: Chris van Rooyen

Installing a Piston Ring I

nstalling a piston ring in your nitro engine can be a

pin where the ring is inserted and this pin should be in

frustrating task because piston rings are not cheap

the gap between the ends of the ring once the ring is

and they can break very easily, believe me. I was going

installed. When I tried to push the piston back in, the ring

through one of my OS 120 AX’s, dismantling the whole

wasn’t lined-up with the pin and the pin basically broke

engine. It was giving me some issues by just quitting

the ring. I probably just got lucky in

randomly in the air and let me tell you, dead-sticks are no

the past because this was the first

fun. While I was busy disassembling the engine, I thought

time I learnt of this. Seeing that I

it would be a good idea to check out the bearings for

would have to replace the piston

corrosion as well and for this I had to take out the piston

ring I decided to pen this article to

and piston sleeve. After giving the engine a thorough

prevent other pilots from having to

clean it was time to put everything back together. I’m

go through this experience. Now,

no stranger to rebuilding nitro engines and I know how

before you replace/install a piston

sensitive piston rings can be, they can break very easily,

ring on a nitro engine, first clean

it’s almost like you need to send them to therapy before

up the ring groove as best you can,

trying to install them. When I tried to re-assemble the

just to make sure there aren’t any

engine and put the piston back in it’s sleeve by pushing

small particles that could hinder

the piston through the sleeve starting at the bottom of

the ring from seating or closing

the sleeve, very gently I may add, the ring broke.

properly. Secondly, check if your

Sliding the piston in the sleeve

I was so frustrated to say the least and I couldn’t

piston has a small pin in the ring

understand why it broke in the first place, I worked

groove, if it does have one, make

so gently with it, I even promised the ring extra oil to

a note of its location. Now, place one end of the ring in

persuade it not to break but probably didn’t believe me.

the groove with the rest of the ring coiled above the

So, what happened? Well, what OS don’t tell you in the

piston crown, and then work your way around the ring,

manual, in my case at least, is that there is a very small

gently feeding it down into the groove. Before you install the piston into the sleeve, spray plenty of oil, WD40 or something similar, on both the piston and the inside of the piston sleeve, this will just help the installation process go easier. Once you are ready to slide the piston into the piston sleeve, remember to check your ring pin’s

Hook the Piston Ring in the Piston Ring groove

Small Ring Pin

location and make sure everything is aligned properly and then slide the sleeve over the piston by starting from the top of the piston not the bottom. The sleeve is tapered from top to bottom being tighter toward the top and this will help to close the piston ring without damaging it.

Hook the ring in it’s sleeve and gently work your way around the piston to slide the Piston Ring in place

PAGE 30 | ISSUE 02 - 2020

And that’s it, a simple process if you know how and what to look for like, piston ring pins for instance.

Dumb Thumbed After getting comfortable with the plane and my abilities with it, the time has finally come, GoPro time…

L I S T E N TO TH IS Author: Chris van Rooyen Photographer: Monique van Rooyen

e don’t always like to admit it but, sometimes we

W

to speed as I progressed the throttle upwards and lift-off,

make mistakes and when it happens it tends to end

I immediately felt the plane was a bit more sluggish than

badly, and this was no exception.

normal so, I flipped my flight-condition switch to increase

The story begins with an idea I picked up from watching

the control surface throws and all of a sudden, the plane

videos on Youtube, where pilots mount their cameras

started going full nose-up till it stalled and nosed up

on their plane. That’s when I got the idea to get a nice

again and so on till the plane finally slammed nose-first

aerobatic plane for this purpose. I started looking around

into the ground.

online and sure enough, I found a nice e-Flite Pitts 12 15e second-hand. The airframe was in a great condition and

I was dumb-founded and tried to figure out what went wrong as I thought it might have been a weight issue or

I installed a e-Flite 25 motor and some digital

even the drag of camera that might have been

micro HiTec servos on it.

the cause. Unfortunately, it wasn’t either of

The plane was a great flyer for its size plus, it looked beautiful in the air. After getting comfortable with the plane and my abilities with it, the time has finally come, GoPro time…

I removed the cockpit canopy, re-enforced

SOMETIMES WE MAKE MISTAKES

the balsa underneath with a wooden coaster, which I used to mount the GoPro on.

To balance out the CG, I used aluminium balance

those things that caused the crash but rather a mistake I made when switching my flight-conditions.

A while ago I’ve setup a “taxing” switch on my transmitter so that I don’t have to hold the elevator stick down as I’m taxing down the runway. So what happened was, when I

flipped the flight condition switch I accidentally flipped

weights that you can get at your local hobby-shop and

taxi switch which sent the plane full nose up till it stalled

stuck them on my batteries with velcro tape so that I can

and hit the ground. It was a dumb thumb moment and

remove the camera without worrying about the weight

I decided to never set up a taxi switch and to rather

shifting every time. After all the modifications was done

spend the extra labour on the runway by holding down

to the plane to accommodate the camera, all systems

the elevator stick. At least I got some good footage of

were a go and it was time to put it through the test. Me

the crash from a first person’s perspective. The lesson

and a friend of mine got to the field very early, as we

I learned is that, never setup unnecessary switching

always do. I re-checked everything, CG, control surfaces

programs on your radio because they can land you in

etc., now it was time for take-off. The plane quickly got up

some hot water or in this case, the cold hard dirt.

ISSUE 02 - 2020 | PAGE 31

So m e H IS TOR Y

BAZOOKA CHARLIE

L-4 GRASSHOPPER

Charles Carpenter, also known as “Bazooka Charlie”, piloted one of the most famous L-4’s, “Rosie The Rocketer”. Equipped with

“All we have to is paint the Cub olive drab to produce a military airplane” Bill Jr. is quoted as saying. Piper developed a military variant variously designated as the O-59 in 1941, L-4 in 1942 and NE for the U.S Navy. The L-4 was mechanically developed the same as the civilian Piper J3 Cub, but it used a Plexiglas greenhouse skylight and rear windows for improved visibility.

PAGE 32 | ISSUE 02 - 2020

six bazooka rocket launchers, Rosie The Rocketer eliminated six enemy tanks and several armored vehicles during its wartime service.

Photo: Wikipedia - https://en.wikipedia.org/ wiki/File:Bazooka_Charlie.jpg

S O M E H I S TO RY

W W II O P E R A T I O N S

L-4 STATS

In World War 2 the L-4 was mostly used

The L-4 had a top speed of 85 mph (137

for artillery spotting, medical evacuation

km/h), a cruise speed of 75 mph (121 km/h),

of wounded soldiers, reconnaissance and

a service ceiling of 12,000 ft (3,658 m), a stall

transporting supplies. The L-4 was an ideal

speed of 38 mph (61 km/h), an endurance of

platform for spotting hidden tanks due to its

three hours,[18] and a range of 225 mi (362

low-level maneuverability and slow cruising

km).

speed. In these operations, pilots of the L-4 carried both an 11kg communications radio and an observer/radio operator which often exceeded the specified weight capacity of

Main: L-4 Grasshopper Photo By: Peter Connan

the airplane.

ISSUE 02 - 2020 | PAGE 33

DIY

Onboard Glow-Ignitor Author: Chris van Rooyen Photographer: Chris van Rooyen

A

n issue to get my OS 120 FS to idle without dying led me to

this project. I searched online for a “plug & play” solution but, the ones I could find were either too expensive or I would have had to ship them overseas. I decided to look at an alternative DIY solution. Firstly I don’t want to “over-voltage” my glow-plug, this will just burn them out quicker and secondly, I wanted an easy to use solution. I had an 850mah LiFe battery which would work great, except the voltage is

BUCK MOD 1.2v – 35v, plus you can

or down and the screws don’t come

6.6v and glow-plugs are normally

adjust the amount of AMPS it puts

out if you screw them out too far but

happy on about 1.2v – 1.3v, so I

out and it has two LED’s, one green

rather, they start making a clicking

would need a step-down of sorts.

when no power is drawn from it

sound, then you’ll know you’ve

A quick google search and I found

and one red, when power is being

reached the limits of either side.

something that would work perfectly

drawn, for only a R100.00 on the dot,

With a voltmeter attached, you can

for this solution, a Buck Converter

at the time of this writing of course.

adjust the voltage output until you

from Communica – CMU DC/DC ADJ

Already this was cheaper than the

have it exactly where you want.

“plug & play” alternatives and now

Volts Screw

+ Input - Input - Output

AMPS Screw

+ Output

Buck Converter CMU DC/DC ADJ BUCK MOD 1.2v – 35v

What you’ll need is some electric

I have something I can use my LiFe

wire, double-sided tape, two on/

battery with. The build and setup

off switches, though you can use

of this project is quite simple and

only one if you want, a casing for

easy to do, the converter features

the Buck Converter to protect it

two screws where you can adjust

from damage and vibration, some

the voltage and AMPS, you can

foam, the Buck Converter, a battery,

turn them clockwise or counter-

a crocodile clamp, and finally, a

clockwise to set the AMPS/Volts up

spare servo. Now for the build, first connect a voltage meter to the

Onboard Glow-Ignitor - Electronic Diagram

Buck Converter and set the voltage to about 1.2v -1.3v, once that is

Main power switch

Buck converter

Ignitor Switch

set you can test it by connecting an old/spare glow-plug to it to see if you get a proper glow from the glow-plug. Now we need to set up all the wiring from the battery to the glow-plug. Following the

Negative connecting to engine

diagram, we start with the wiring from the battery, here you can use

Positive connecting to glow-plug

a battery connection plug to be able to remove the battery if needed,

PAGE 34 | ISSUE 02 - 2020

DI Y from there, we connect our first

glow-plug and the negative wire can

switch. The first switch should be

be attached to the engine mount,

installed in an easy to reach location

just as long as the negative wire

because it will be used to kill the

touches some part of the engine.

whole circuit, this switch will help

Now for the servo, I used double-

prevent accidental start-ups. You

sided tape to attach the servo to

only need to run one wire through

the casing of the Buck Converter

the switch as it is a “circuit-breaker”.

and I used Super Glue to attach

Now we need to connect the wiring

the switch on top of the servo. On

from the first switch to the Buck

the inside of the servo horn, I used

Converter, this would be a good

a small screw to be able to switch

time to install your Converter in a

the switch on and off. Remember

protective casing and drill out all the

to center your servo first before

necessary holes in the casing for the

installing the horn. You want the

wiring to go in and out of it. Once

horn to be in a position where the

the Buck Converter is connected to

switch will be in an off position. Now

the circuit, we need to connect the

we can move on to the radio setup.

second switch.

I decided to place the “switch-on”

This switch will be used together

position, on a switch on my radio

with a servo to switch the power

as well, this is just to prevent me

coming from the Converter, on and

from accidentally flipping the main

off. We want this because having

power switch of the circuit without

power connected to your glow-plug

knowing it and cause an accidental

from idle to full-throttle will kill your

start-up situation. So, if the switch

glow-plugs quickly, we only want the

on my radio is in an off position, the

ignitor to be on from idle to about

second switch will remain off. From

10% of throttle.

here, I set up mixing so that the

Once the second switch is added to

second switch will be set to on from

the circuit, you can now attach the

the idle position of the throttle till

wiring from the switch to the glow-

about 10%, if you set the percentage

plug and engine. On the positive

too low, the engine could end up

wire, you can attach the crocodile

dying as the circuit can’t catch it

clamp to clamp on the top of the

quick enough and the ignitor could

Screw to set switch on and off

Main Power Switch For The Ignitor

Ignitor Switch activating the ignitor

Wiring Entering Casing prove to be pointless, you also don’t want to set the percentage too high as you don’t want to damage your glow-plug. So now, if you set up your mixing correctly on the throttle channel and your “ignitor-switch” channel the ignitor should switch on and off as you increase and decrease your throttle stick. When everything works as expected you can finally install the converter in the aircraft with some foam wrapped around it to absorb the vibration of the engine. Now you should be able to get a lower and consistent

Completed Build

idle from your four-stroke engine without worrying about a flame-out.

ISSUE 02 - 2020 | PAGE 35

bui ld s

My Mirage III Story Part 1 of 2

to see what happens and the model hit a little bump and got airborne totally unexpected!

OK, so now what, do I try to land it

Author: Theuns van Vuuren

and risk breaking it or just go for it to see if it actually flew and see what

Photographer: Theuns van Vuuren

I can learn from the flight.

I was unable to retract the

I was a member of Silverton model flyer and in those days I could never afford one of the “name brand” builders kits like Sig, Goldberg or Sterling.

undercart, this caused a lot of drag with the big wheels but I eventually managed to “wallow” it to circuit hight where it settled down into a basis to design and build models

very stable remarkably slow flyer much to my delight. I did a couple

A

from scratch. I got hold of an

of turns and the engine spluttered,

ancient 1980’s era Mirage fiberglass

I decided to come down to landing

when I was in high school. I started

fuselage a few years back and

without delay. I pulled a little too

with a 2m Gentle lady 2 channel

decided that I could improve on

hard on the elevator to bring her

glider that I pranged and repaired

it and modify it to be up to par

around and this got me behind the

countless times. Then moved on to

with the more modern composite

drag curve and it ended up in a spin

power planes, a big stik powered by

materials we have available. The

to the ground, total write off but

a .61 Webra speed and a SATABA 6

fuselage was used as a basic plug to

loads if info gathered.

channel goldbox Tx.

draw a mold from. The first model

Mirage III (2.0) I built another wing

I was a member of the Silverton

was to have a foam core balsa

and made a mold of it, I also remade

model flyer and in those days

covered wing and powered by a .96

the fuselage mold to include access

I could never afford one of the

IC ducted fan setup like we did back

hatches and all the scribed panel

“name brand” builders kits like Sig,

in the day.

detail. The fuselage is of normal

Goldberg or Sterling. This meant

I got a nice looking model I thought

fiberglass construction method

that I had to look at books, 3-view

and was not totally happy with the

using aerospace-grade epoxy resin,

pictures and draw up my own plans

static thrust it delivered but thought

fiberglass, and carbon fibre to re-

then make a flying model with

that I would take it out to the model

enforce critical areas. The wing I

whatever balsa, ply and solarfilm

field and just do a few taxi runs to

totally re-designed to be a stressed

covering I could buy on a limited

see “how she felt”

skin construction. The top and

budget Today I re-build full-size

The model at this stage (with a

bottom wing skins are a sandwich of

classic aircraft as a “real job” so I can

wingspan of 1,1m and fuselage of

110gr glass, 1.5mm aerex structural

be able to play with the models.

1,65m) weighed in at 7,4Kg and the

foam and another layup of 110gr

All of this tinkering with drawing

static thrust was only 3.2 kg.

glass. The spar caps are molded

up plans, building, and full-size

Needless to say, this is not enough

into the wing-skin and are made up

engineering has given me a good

to fly on. I did a high-speed taxi run

of unidirectional carbon fibre. The

little background on me, I have been flying RC since 1986

PAGE 36 | ISSUE 02 - 2020

B u i l ds Undercart mount area it also carbon

with the gear retracted LOL.

If all goes well I will have this model

re-enforced to spread the

Undercart will be down and locked

I am working on now should fly by

landing loads.

electric units with electric brakes on

year-end latest. The pictures of the

The “sandwich� is done in the

the mains.

camo Mirage is of the prototype

molds and then vacuum bagged to

So far the wing weighs in at 2kg

with the foam wing and no panel

remove excess resin and compress

almost ready to paint with all the

detail, this gives you a good idea of

the structure together. The aerex

mounts installed and the fuselage

the shape of the kit.

makes the skin very strong with little

is 1.25kg with the intakes installed

Stay tuned for the next installment

weight gain.

so the most of the heavy items are

where I will hopefully have some

All wing ribs are made up of a

installed already.

more detail on it and flying info.

sandwich of glass /aerex/ glass and

I plan to complete and paint the

the wing-spars are also a glass/

model and then only install the

carbon/ aerex sandwich with the

fan and battery trays to balance it

glass and carbon being layed up in

hopefully without the need for any

specific directions to take up the

dead ballast.

bending and compressive loads

It is not intended to be a super

during flight.

scale, extreme high-performance

The Undercart mounts are from

model kit, just a nice flying aerie that

6mm interlocking plywood as I

looks like a Mirage III.

feel this gives the best shock load

The models on the market I have

absorbing qualities.

seen in ARF form are all extremely

I am using single piece elevons for

expensive 8- 16 kg turbine kits or

pitch and roll control and rudder for

small foamy kits, neither if these

directional control.

really catch my fancy.

I have totally re-designed the

I have already made one of my kits

air intakes to give a nice smooth

that is having a 6 kg Jet-Joe turbine

laminar flow to the fan. I intend to

installed as a testbed for turbine

use a JP-Fan 12 blade 105mm EDF

setup, this should also fly soon,

running on a 12 cell 5000Mah lipo.

I hope.

This setup gives a good 6 -6.5kg

You can see from the pictures that

static thrust and I estimate a flying

the internal structure of the wing

weight of about 7 kg max, hopefully,

looks very bare but I have tested

this will get me over the drag curve

this wing and it is very strong.

Surface detail

Surface detail

Wing Construction

Re-designed intakes for better laminar airflow to fan face

ISSUE 02 - 2020 | PAGE 37

WI N N E R

A BEAUTIFUL PATTERN PLANE Pilot: Stuart Nix Manufacturer: Austral Model: F3A

PAGE 38 | ISSUE 02 - 2020

W I N N ER

ISSUE 02 - 2020 | PAGE 39

F RO M E XP E R I E NE

Author: Clive McInnes

Photographer: Clive McInnes

IMAC International Challenge Cup 2019 Caorle Italy - 7,8 and 9th June Friday – the start of the Official competition with the first flights up at 7 am, we flew 3 Known sequences with the day only ending at approx. 8:30 pm.

L

ast year November when this event first came to my

motor and modify the headers to suit. At Last! We arrived

attention, I felt I needed to enter and make it happen.

on Monday 3rd June in the evening with the hope of

Too often we sit back and say one day…… so I paid my entry fee and then began planning. The road was not

getting started on the work needed that same evening.

That was not to happen after we found our Hire car was

an easy one, but it was very worthwhile. The biggest

not to be, and we spent another few hours arranging a

problem we face the Flying IMAC is the size of our planes

new one. Arriving at our accommodation about 1 am the

and trying to transport them, especially when it comes to

next morning meant we went straight to bed. Tuesday

overseas travel.

- Off to the flying field we went and began working on

After chatting with Jason Barker at the local Flying

the plane. Roberto Russo whom we borrowed the plane

field one afternoon a few months later he

from was an absolute legend! He had all the

decided to later join me on the trip and also

tools including gas welding torches etc. so we

then entered the competition. Not being able to transport a plane over there, I set about looking for a plane to borrow in Italy. This proved to be more difficult than I expected.

Not having been overseas to compete before

HE HAD TO ABANDON THE REST OF THE FLIGHT

they probably all thought, who is this guy, and will my plane still be in one piece after the event. I had an offer for a plane but it wasn’t suitable for

could adapt the headers for the new motor.

Not only did he bring everything he got stuck right in and got the job done with us. After a few hickups, we finally had it fitted and ready to test run – at almost midnight! No problem we were at the field so fired her right up, she purred and we left it at that for the night.

Wednesday – we arrived ready to test fly the plane. We

flying the Unlimited class, power-wise. I went through

spent a while trying to start the engine and it would not

trying to buy a plane there, intending to sell it afterward,

even fire! Till we realized we were on the wrong model

hiring a plane, Crating and taking a plane (on a plane, via

memory and had burnt out the throttle servo – ouch! We

container, Via train, Via courier) and just about any other

spent the rest of Wednesday sourcing parts and refitting

option you can think of. None of these were working out

a new throttle servo. We also checked CG and ended

very well. With just 2 weeks to go to the event, we still

up adding almost 700 grams to the front of the plane to

did not have a plane finalized, then suddenly everything

get the CG in what we felt was the correct range for the

fell into place. I had confirmation of a deal to borrow a

plane and IMAC. Once this was done it was already late

plane form Roberto Russo (Italian pilot), and would take

and we only managed to get in 2 flights each to start

a new GP123cc with, upon arrival we would fit the new

trimming and setting up the plane. As we knew we had

ISSUE 02 - 2020 | PAGE 41

FRO M E X P E R IENCE

limited time for this we had come up with a strategy to

and decided sleep was the better thing to do. Saturday

shorten the trimming process down. We set up 2 model

– Day 2 comprised a 4th Known round as well as our first

memories on my 18MZ, one for myself and one for

Unknown. We were up early and studied the unknown for

Jason. I took the first flight and while I flew and checked

the day at the breakfast table. Once we felt we had it in

tracking / CG and Knife-edge mixes required, Jason stood

our heads we each flew it with our stick planes whilst the

behind me and wrote down on paper what we needed

other watched through the schedule and checked we had

to program into the radio. Once I landed we went about

it taped.

adding some mixes on my setup and just copied them

Jason was up first in the unknown round and

across to Jason’s model memory. Then Jason Flew and I

unfortunately during his Rolling circle the engine started

stood with paper behind him, again we noted down what

to misfire, Upon entering the next maneuver it got worse

needed changing. Once he landed we adjusted settings

and he had to abandon the rest of the flight. I was up only

and then copied across to my model memory. And so the

4 flights behind him. We quickly set about looking for

process began. Thursday – Final Practice day before the

the problem as it sounded electrical. It wasn’t long and

comp and now the field was getting busy – with approx.

we discovered the power lead to the ignition from the

120 entries, only 2 flight lines, and everyone wanting to

battery was loose. We fixed this with a new extension lead

get in a practice flight or 2. This meant that we now had

and taped it back up. We were back in business but too

almost 4 hours between flights as up to 25 planes were in

late for me to get in my first unknown so that was zeroed

the queue along the runway. We managed one flight early

for me, unfortunately. Of course just to make life more

to try and get a little more trimming done, thereafter we

interesting they had handed out a second and completely

used a further 2 flights each to start trying the sequence

new unknown for Sunday at 7 pm on Saturday. Sunday

with the new plane. By the end of practice, this gave us

– Final day of the competition, and our last unknown

each 5 flights on the new plane – hardly enough, but we

round. We were looking forward to seeing how each

were there and had a plane!

pilot interpreted this one as it was not a straight forward

Friday – the start of the Official competition with the

sequence and this meant placing of the maneuvers

first flights up at 7 am, we flew 3 Known sequences with

could change quite a bit. Of course, it included a dreaded

the day only ending at approx. 8:30 pm. It’s light there

tailslide at the end of the box, ending cross box and in a

until after 9 pm! Tomorrow being the first Unknown round

strong crosswind. Needless to say only 4 or 5 pilots got

meant we were handed these at 7 pm. By the time we got

this as it came down to a bit of luck in the conditions.

back to our accommodation around 10 pm, had organized

The Flying!!

dinner, and being fairly tired from really long days leading up to the event, had a quick look at the unknowns,

PAGE 42 | ISSUE 02 - 2020

The competition as a whole was extremely well organized and run. Two flight lines run on the same line,

F RO M E XP E R I E NE at the opposite ends of a full-size runway ( yes we did have planes occasionally crossing paths at the opposite ends of the box but not one incident ).

If there was a roll followed by a snap, there was a distinct Pause after the roll.

Snaps!! Snaps as always, were interesting to see. The

Starting procedure – this is something that was new

most important thing – Pitch break and Autorotation. This

to everyone and what they came up with to speed up

was without a doubt how they all present their snaps.

the flying and get through all the rounds – it worked unbelievably well and I would like to see us adopt this over here.

1. While pilot one is flying the Flight line Director (FLD)

A very distinct pitch break, either positive or negative, followed by a distinct Autorotation.

Starting and stopping every time on point and on line!

Picture this, LINE – SNAP - LINE…….. no major correction

will watch and when he gets to Manoeuvre no.8 of his

to pull a plane back on line after any snaps. There is a

sequence Pilot Two is asked to switch on his plane.

displacement of the plane due to the snap, but the line

2. On Manoeuvre 9 Pilot two is asked to Start his plane, by the FLD. 3. On Maneuver 10 Pilot Two moves towards the runway, but stays behind the line of Pilot One. 4. As soon as Pilot One’s Caller says Complete, Pilot Two

entered ( heading ) is the line exited upon. Consistency……

Most pilots we spoke with use an elevator input for pitch and follow through with Aileron and Rudder.

Snaps are not deep and buried, but show a very positive or negative break. Rolls – tend to be slow, presented with

is given the OK by the FLD to Take-off ( Pilot One just

a crisp start and stop and show control through the

goes into a holding circuit if necessary)

entire roll.

5. As soon as Pilot Two’s Wheels have left the ground, Pilot One is Cleared by the FLD to Land 6. As soon as Pilot One has Landed, Pilot, no. 2 may start his sequence.

Flying styles - Probably one of the most asked questions

Throttle control is smoooooth, not only do they all run canisters but you never hear motors suddenly opening up for power, there is a smooth transition onto the power and generally only when needed for long vertical uplines.

Lines and loops or part loops – one issue I picked up was

since I got back. There are various styles of flying and this

the lines are drawn/ pauses between loops and lines. For

can be seen from different countries. Europeans seem to

instance, an Immelman that starts with a full roll and ends

fly a lot closer than we would.

with a negative snap.

We aim to fly at 150 – 180m out, they would be more like 120m to 150m out at the most.

I can’t say that it worked for me, flying close makes

European pilots ( not all but the vast majority ) would roll, leave quite a pause, then start the half-loop, at the top of the half-loop again a pause before the snap would

it hard to see the shape of some maneuvers on center

commence – in both instances drawing a line of more

when they are flown big.

than one Fuselage length.

Some pilots fly quite big (Gernot Bruckmann flys HUGE, but his plane is also by far the biggest) while others fly smaller and have a lower top line to the box. Marek

In SA ( and in accordance with the rules ) we do not draw noticeable lines.

I have since emailed the Chief Judge to discuss this

Plichta from Czech, for me, had the most similar flying

with him and to obtain clarification. He has responded in

style and distance to our SA style.

saying our interpretation is, in fact, correct, and they will

What was consistent amongst all the top pilots – Grace and Constant speed, smooth maneuvers and presenting

in the future look to address this.

They are very proactive and doing a lot of workshops in

every small detail. Short pauses between roll points, for

Italy and around Europe to train IMAC specific judges. A

example, were very clear.

lot of the judges are F3A based and may judge differently.

ISSUE 02 - 2020 | PAGE 43

FRO M E X P E R IENCE So in essence again we can see how worldwide obtaining

Some guys ran 3 bladed props one guy even had a 4

good judges is not easy.

blader – super quiet system as where he flys he needs to

We along with many other countries need to work hard

be quiet as an electric or he can’t fly.

to train our judges and pilots alike to raise the standards

Myself, Roberto Russo and Jason, with Roberto’s Yak55SP

of our discipline. Setups and Radio mixes - Interestingly

that we used for the competition.

many of the top pilots do not even use “Snap Conditions”

Powered with a GP123cc, Falcon 28x10 Carbon prop,

but will fly the snaps.

Powerbox and a mix of servos.

Some Use switches whilst flying to increase or decrease rudder for certain maneuvers like stall turns, others reduce aileron throw for rolling circles using a dual-rate switch.

What was common – everyone looking to fly the best

While there is no doubt I will go again, we learned a huge amount.

Whilst I have tried to relay some of this on paper, it’s very difficult to pass on what what have seen and heard from some of the world’s best pilots first hand. One of

sequence they can. There is no hard and fast rule, setup

the biggest learning curves was obtaining a plane for the

and flying style is individual.

event. I will most definitely look next time at taking my

To improve one has to look at different pilots, and how they set up and present a sequence. Then go away and

own plane.

Trying to fly an unknown plane that has not been set

try it for yourself, either it works or it doesn’t, sometimes

up for IMAC and one that I was not familiar with, makes

adapt, but always learn.

it really difficult. All the pilots I spoke with who had done

All of the pilots say the key is simply PRACTICE,

the same and borrowed a plane on their first trip, now

PRACTICE, PRACTICE.

all travel with their own planes. Planes – as you can

Where we need to improve:

see there was a complete mix of all sorts of planes. 40

1. Consistency, and Definition of individual of points

Percent planes though are extremely popular for IMAC as

within maneuvers.

2. Unknowns, they are far more familiar with unknowns, ALL classes even their sportsman pilots are happy and fly unknowns, we need to get these introduced more often into our comps.

3. Freestyles, again even down to their Sportmans pilots some guys enter the freestyles. They are more familiar with freestyle flying. Again I think we need to introduce this into Local comps to improve.

4. Sound, They ALL without fail run canister systems.

they just present much better.

In Unlimited there was only Our Yak and one other Pilot flying 35%, the rest all flew 40% planes.

Our Final Result was Jason in 15th Place and Myself in 17th Place. With a borrowed plane and only 5 setup flights we are both very happy with this result and are confident we can improve on this.

In 2020 Italy will again host another event - “The Europeans” where they will host 180 pilots.

I aim to attend and would encourage other IMAC pilots

Some were way quieter than others but they all have

from SA to join in too. If anyone is interested contact

to run canisters in all European countries.

Bruce Clark (Current LSA SA Chairman) Keep Practicing.

PAGE 44 | ISSUE 02 - 2020

F RO M E XP E R I E NE

ISSUE 02 - 2020 | PAGE 45

FRO M E X P E R IENCE

PAGE 46 | ISSUE 02 - 2020

F RO M E XP E R I E NE

ISSUE 02 - 2020 | PAGE 47

S to r e i n d ex

Support Your Local Hobby Shop Aerial Concepts Adress: 32 SouthWay St, Kelvin, Sandton, 2054 Tel: (011) 802 8500 Website: www.aerialconcepts.co.za B&B Importers Address: 26-28 Jan Smuts Dr, Florida Park, Roodepoort, 1709 Tel: (011) 794 5253 Website: www.bbimporters.co.za Frasers Address: 315 Lynnwood Rd, Menlo Park, Pretoria Tel:(012) 362 4925 Flying Robot Address: Unit 1 Westside Business Park 35 Informal Road, Westlake Cape Town, 7945 Tel: (087) 828 0378 Website: www.flyingrobot.co Grandprix Models Address: 21 Yster St, Bardene, Boksburg, 1459 Tel: (011) 894 4240 Website: www.gpmodels.co.za

Goblin Hobbies Address: 15 Lindenberg Ave, Valmary Park, Cape Town, 7550 Tel: (021) 975 4132 Website: www.goblinhobbies.co.za High Flyer Address: Shop 10, Doringkloof Mall, 8 Protea Avenue, Doringkloof, Centurion Tel: (012) 667 5757 Website: www.highflyer.co.za JK Products Address: 8 Cyclonite Rd, Somerset West, Cape Town, 7130 Tel: (021) 851 5016 Website: www.jk-products.co.za Model Mania Address: Cnr. South & Heuwel St., South St, Zwartkop, Centurion, 0157 Tel: (012) 663 3895 Website: www.modelmania.co.za Smitties Hobbies Address: 156 third Street, Springs Tel: (011) 815-3921 Website: www.smittieshobbies.com

ISSUE 02 - 2020 | PAGE 49